WO2014097934A1 - 原動力操作案内装置 - Google Patents
原動力操作案内装置 Download PDFInfo
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- WO2014097934A1 WO2014097934A1 PCT/JP2013/083124 JP2013083124W WO2014097934A1 WO 2014097934 A1 WO2014097934 A1 WO 2014097934A1 JP 2013083124 W JP2013083124 W JP 2013083124W WO 2014097934 A1 WO2014097934 A1 WO 2014097934A1
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- motive power
- state
- engine
- vehicle
- stopped
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Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
- B60Q5/00—Arrangement or adaptation of acoustic signal devices
- B60Q5/005—Arrangement or adaptation of acoustic signal devices automatically actuated
- B60Q5/008—Arrangement or adaptation of acoustic signal devices automatically actuated for signaling silent vehicles, e.g. for warning that a hybrid or electric vehicle is approaching
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
- B60K35/20—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor
- B60K35/28—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor characterised by the type of the output information, e.g. video entertainment or vehicle dynamics information; characterised by the purpose of the output information, e.g. for attracting the attention of the driver
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
- F02N11/0822—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to action of the driver
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K2360/00—Indexing scheme associated with groups B60K35/00 or B60K37/00 relating to details of instruments or dashboards
- B60K2360/16—Type of output information
- B60K2360/161—Explanation of functions, e.g. instructions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/228—Warning displays
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
- F02N2200/022—Engine speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
- F02N2200/0801—Vehicle speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
- F02N2200/0802—Transmission state, e.g. gear ratio or neutral state
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
- F02N2200/102—Brake pedal position
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a motive power operation guide device for guiding that the motive power has stopped and a starting method.
- the motive power of vehicles is diversifying, and various technologies are being installed according to the motive power of vehicles.
- various technologies are being installed according to the motive power of vehicles.
- an engine is automatically stopped when the vehicle is temporarily stopped, and the engine is automatically restarted when the vehicle restarts (for example, see Patent Document 1).
- Such a technique is known as idling stop.
- the vehicle with the engine stopped due to idling stop is started when the restart condition is satisfied, unlike when the engine is stopped by the driver's operation.
- vehicles that can stop the engine even while traveling have been put on the market.
- stopping the engine does not necessarily mean stopping the motive power, and it becomes difficult for the driver to determine whether or not the motive power is stopped. Yes.
- the noise and vibration of the engine are less likely to be felt due to the improved quietness of the engine sound.
- the vehicle in the hybrid vehicle, there is an EV mode in which the vehicle can run normally even if the engine is stopped, and it is no longer a rare phenomenon that the engine stops while driving.
- the driving / stopping of the driving force (at least either engine or motor) is identified by the READY indicator on the meter panel (the high-voltage relay supplied to the driving force is displayed as ON). Yes. Since an electric vehicle is not equipped with an engine, it is always the same as a hybrid vehicle with the engine stopped.
- Patent Document 2 A technology for suppressing inconvenience when the engine is started without the driver being aware when the engine is stopped has been proposed (for example, see Patent Document 2).
- Patent Document 2 in an idling stop vehicle, when it is determined that there is a possibility of runaway when the engine is started, information indicating that the engine is not started and information prompting an operation necessary for starting the engine are provided.
- An engine stop / start control device is disclosed.
- Patent Document 1 has a problem that it does not describe how to deal with the case where the driving force stops during traveling.
- the engine In an engine-equipped vehicle, the engine generates hydraulic pressure and negative pressure and is used for assisting power steering and assisting brake operation. For this reason, when an engine stops, a vehicle function will fall in the state which a driver does not intend. Also, in hybrid vehicles and electric vehicles, vehicle performance deteriorates when the vehicle is not in the READY-ON state. Therefore, in a state where the driving force is stopped during traveling, it is preferable to promptly notify the driver and take appropriate measures.
- an object of the present invention is to provide a motive power stop guide device capable of notifying the driver when the motive power is stopped during driving or when the probability is high.
- the present invention includes at least one of a display device provided in a vehicle interior and a sound output device that outputs sound into the vehicle interior, and when the vehicle is running with the motive power stopped, or the motive power is stopped.
- a display device provided in a vehicle interior
- a sound output device that outputs sound into the vehicle interior
- the vehicle is running with the motive power stopped, or the motive power is stopped.
- the vehicle is likely to travel in a state, it is in a motive power stop state or displaying at least one of the recommended operation method on the display device, or outputting a notification sound from the sound output device
- a notification control means for performing at least one of the above.
- a motive power stop guide device capable of notifying the driver when the motive power stops during traveling or when the probability is high.
- Example 2 which is an example of the figure explaining a vehicle state and its transition.
- Example 2 which is an example of the figure explaining a vehicle state and its transition.
- Example 2 which is a figure which shows the response
- Example 2 which is a figure which shows the response
- Example 2 which is an example of the flowchart figure which shows an example of the operation
- Example 2 which is an example of the figure explaining a vehicle state and its transition.
- Example 3) which is an example of the figure explaining a vehicle state and its transition.
- Example 3) which is a figure which shows the response
- Example 3) which is a figure which shows the response
- Example 3) which is an example of the flowchart figure which shows an example of the operation
- Example 3 which is an example of the figure explaining a vehicle state and its transition. It is an example of the figure explaining the transition of the power supply state after emergency stop operation (shift-by-wire). It is an example of the figure explaining the transition of the power supply state after a READY-ON state is lose
- Example 4 which is an example of the flowchart figure which shows an example of the operation
- Example 5) which is an example of the functional block diagram of a motive power stop guide apparatus. It is an example of the flowchart figure which shows the determination procedure of the notification content in a common state.
- the motive power stop guide device of the present embodiment is characterized by notifying the driver that "the motive power is traveling in a stopped state" or "the possibility that the motive power is traveling in a stopped state".
- the driving force includes at least one of an engine and an electric motor.
- FIG. 1 is an example of a diagram for briefly explaining the schematic features of the driving force stopping guide device of the present embodiment.
- a vehicle hereinafter simply referred to as an engine vehicle
- an engine a gasoline engine, a diesel engine, a rotary engine, etc.
- the engine vehicle is equipped with a function (called a motive power stop function) that the driver intentionally stops the motive power in preparation for an emergency.
- the motive power stop function is arranged in a range that can be easily reached from the driver's seat so that the driver can operate in an emergency.
- it may also be used as a push button that activates the driving force.
- the operation method in which the driving force can be stopped by operating the push button for starting the driving force is generally permeated. Therefore, (a) If the driver stops the driving force in an emergency, teach the method of stopping the driving force (b) When the push button is operated even though the driver does not intend to stop the driving force, it is more preferable to notify that the driving force is likely to stop during traveling.
- the engine car is running. During driving, the driving force can be stopped by stopping the driving force. In order to eliminate the momentary operation, the motive power stop operation is assigned with an operation that requires a lapse of time such as “long push of the push button” or “repetitive push of the push button”.
- the driving stop guide device When the initial operation of the driving stop operation is detected, the driving stop guide device notifies at least one of message display and warning sound 1 output to notify (a) and (b) , And / or describe such notification form). Therefore, it is easier for the driver to understand that an uncommon operation is being performed. When the driver understands the notification and stops the driving force stop operation, the driver returns to traveling.
- the driving force stop guidance device notifies at least one of message display and warning sound 2 output. Therefore, it is easier for the driver to understand that the driving force is stopped and how to restart the driving force.
- the driving force stop guidance device notifies at least one of message display and warning sound 2 output. This makes it easier for the driver to understand how to restart the driving force.
- the shift switch is in the N range and the engine switch is turned ON, the driving force starts and returns to running.
- Fig. 1 The message in Fig. 1 is for AT (automatic transmission) or CVT (Continuously Variable Transmission), and in the case of MT (manual transmission), it is possible to re-press the clutch pedal instead of switching to the N range. Corresponds to starting. Of course, an appropriate message for restarting the engine is displayed according to the transmission and the like.
- the motive power stop guide device of the present embodiment can notify that “the motive power is traveling in a stopped state” or “the motive power is likely to travel in a stopped state”.
- the driver can notice that the driving force is stopped earlier than he / she notices from the presence or absence of vehicle performance and the engine sound. It also makes it easier to understand how to start the engine.
- FIG. 2 shows an example of a schematic configuration diagram of the driving force stop guide device 100.
- the motive power stop guide device 100 includes a meter ECU (Electronic Control Unit) 14, a power management ECU 11, an engine ECU 13, a verification ECU 12, a brake ECU 15, and a meter panel 26.
- the names of the illustrated ECUs are examples, and it is sufficient if there are one or more ECUs and the meter panel 26.
- Each ECU is connected via an in-vehicle network such as CAN (Controller Area Network), FlexRay, and Lin ((local interconnect network).
- CAN Controller Area Network
- FlexRay FlexRay
- Lin local interconnect network
- Each ECU has a microcomputer, an input / output I / F for connecting sensors and actuators, a power supply circuit, and the like, and the microcomputer has a general configuration such as a CPU, RAM, ROM, nonvolatile memory, and I / O. is doing.
- a program is stored in the ROM, and a notification function described later is realized by the CPU executing the program expanded in the RAM.
- a brake ACT (actuator) 9 is connected to the brake ECU 15.
- the brake ACT9 has a brake fluid flow path, an on-off valve, a pump for generating braking pressure, and the like.
- a wheel speed sensor 25 is connected to the brake ECU 15, and ABS, TRC, and the like for independently controlling the braking force of each wheel are performed by controlling the brake ACT based on the wheel speed or the like.
- the brake ECU 15 is an example of an ECU that detects the vehicle speed, and may be any ECU as long as the ECU outputs the wheel speed to the meter ECU 14.
- the engine ECU 13 performs various controls such as fuel injection control, ignition timing control, throttle opening control of the engine as an internal combustion engine.
- the engine ECU 13 is integrally provided with a function for controlling the transmission.
- Connected to the engine ECU 13 are a Ne sensor (crank position sensor) 23 for detecting the engine speed and a shift position sensor 24 for detecting a shift position as an operation position of the shift lever.
- the shift position is in the D (drive) range, the engine ECU 13 switches the transmission gear stage with reference to a map or the like based on the accelerator opening and the vehicle speed.
- the verification ECU 12 is connected to an antenna in the vehicle that communicates with the electronic key carried by the driver, and outputs verification OK to the power management ECU 11 when the ID transmitted from the electronic key matches the ID registered in advance. .
- the power management ECU 11 performs engine start / stop, relay control, power state management, and the like.
- An engine switch 21 and a stop lamp switch 22 are connected to the power management ECU 11.
- the power management ECU 11 detects that the engine switch 21 is ON when the stop lamp switch 22 is ON (a state in which the brake pedal is depressed; hereinafter, sometimes referred to as a brake ON)
- the power management ECU 11 detects that the shift position is P or N.
- the engine is started by turning on the starter relay.
- the meter ECU 14 controls the display of the tachometer, speedometer, water temperature clock, fuel gauge, and shift range on the meter panel 26.
- the meter panel 26 is provided with a display 28 so that various types of information can be displayed.
- the display 28 is a panel such as a liquid crystal or an organic EL, but a head-up display may be adopted. Further, a display of a navigation device may be used as the display 28.
- the display 28 displays a restart method and the like that the engine has stopped.
- the meter ECU 14 is connected to a speaker 27 that outputs various warning sounds, buzzers, and messages by voice. In the following embodiment, the displayed message can be output from the speaker 27 by voice.
- FIG. 3 is an example of a diagram illustrating a vehicle state and its transition.
- the vehicle state refers to a combination of a power state, traveling presence / absence, brake pedal ON / OFF, and shift lever operation position, when the engine is stopped or operating. Further, in the following drawings, transitions other than the main transitions and explanation thereof are omitted in this embodiment.
- the starting point is when the vehicle stops when the passenger gets into the vehicle.
- the power state in this state is “OFF state”.
- the engine start conditions in this state are as follows. Brake ON Shift position N or P (P is preferred) Engine switch ON
- the power management ECU 11 turns on the starter relay and drives the starter motor to start the engine. II.
- the power supply becomes “IG-ON state”.
- III With the engine started, if the driver operates the shift lever to D and depresses the accelerator pedal to drive the vehicle, the vehicle accelerates and travels at a vehicle speed greater than zero. Note that “running” means that the vehicle speed is greater than zero, and “stopping” means that the vehicle speed can be regarded as zero or zero.
- IV When the driver performs an emergency stop operation in the state III, the engine stops and the power supply state transitions to the ACC state.
- the engine start conditions in this state are as follows.
- the power management ECU 11 stops the engine by turning off the IG relay and stopping the ignition and fuel supply.
- Shift position N Engine switch ON When the engine is started in the ACC state that has been transitioned due to the emergency stop in this way, the state returns to the state III.
- V. When the driver turns on the engine switch without operating the shift position to N, the power supply state becomes the IG-ON state while the vehicle is traveling. That is, the power supply state changes but the engine remains stopped. The engine start condition in this state is the same as IV.
- VI. When the driver performs an emergency stop operation, the engine stops, the power supply state remains in the ACC state, and the vehicle stops, the vehicle is stopped in the ACC state. If the operating position of the shift lever is operated to P (or N) from this state and the engine starting conditions are the same as those in the state I, the engine can be started. VII. When the vehicle stops from the V state, the vehicle is stopped in the IG-ON state. If the operating position of the shift lever is operated to P (or N) from this state and the engine starting conditions are the same as those in the state I, the engine can be started.
- FIG. 4 shows an example of a functional block diagram of the driving force stop guide device 100.
- Each ECU in the figure may have any ECU, and the names and classifications of the functions are merely examples.
- the power supply state monitoring unit 31 monitors the power supply state of the vehicle and outputs it to the notification control unit 36. As described with reference to FIG. 3, the power state changes with respect to the vehicle state by turning on the engine switch. Moreover, it may change over time.
- the shift position monitoring unit 32 monitors the operation position of the shift lever detected by the shift position sensor and outputs it to the notification control unit 36.
- the starter relay operation signal of the power management ECU 11 can be output to the starter relay when the shift position is the N range or the P range.
- the vehicle speed monitoring unit 33 monitors the vehicle speed based on the vehicle speed signal detected by the wheel speed sensor 25 and outputs the vehicle speed to the notification control unit 36. Since the wheel speed sensor 25 may not output the wheel speed unless the engine is operating, the notification control unit 36 stores the vehicle speed and time immediately before the power supply state is not in the IG-ON state.
- the engine speed monitoring unit 34 calculates the engine speed from the crank angle signal detected by the Ne sensor 23 and outputs it to the notification control unit 36.
- the engine speed signal may not be output unless the engine is operating.
- the S & S flag 37 is a flag that is turned on when a later-described start and stop vehicle stops the engine and turned off when the engine is restarted.
- the notification control unit 36 displays a message and / or outputs a warning sound when a predetermined condition is satisfied. For example, notification is made at the following timing.
- A. When the start of an emergency stop operation is detected from the state of III in FIG. In the case of IV in FIG. When the state of V in FIG. 3 is reached
- the emergency stop operation of III is that the engine switch is pressed for a long time (for example, 3 seconds or more) or the engine switch is turned ON for a predetermined number of times (for example, 3 times) within a predetermined time. It means that it was operated.
- a certain amount of time or the number of operations as a condition for completing the operation in this way, it is possible to reduce the driver from stopping the engine by mistake.
- the IV state is detected because the power source is in the ACC state and is in a range where the engine speed can be regarded as zero.
- the vehicle speed may be monitored as it is, or it may be determined whether the vehicle is running or stopped from the last stored vehicle speed and time. For example, it is determined that the vehicle is traveling within one minute from the time when the vehicle speed was recorded last, and the vehicle is stopped thereafter. Alternatively, the time may be determined so as to increase as the last recorded vehicle speed increases, and it may be determined that the vehicle is traveling during that time and is stopped thereafter.
- the shift position is monitored by the shift position monitoring unit 32. If the power source is in the ACC state and it is difficult for the engine ECU to detect the engine speed, the notification control unit 36 detects that the engine has stopped because the ACC state and the engine speed cannot be obtained. May be.
- the V state is the same as the IV state except that the IG-ON state is entered by turning on the engine switch.
- the shift position is not in the N range (because it is difficult to operate the shift position to P while the vehicle is traveling). Therefore, if the engine switch is turned on but the power supply state is IG-ON and the engine speed is zero or the engine speed cannot be obtained, it is determined that the engine is in the V state.
- the notification control unit 36 detects a timing for displaying a message and / or outputting a warning sound from the power supply state, the engine speed, and the like.
- the message displayed in the case of A to C and the warning sound to be output are as follows. The wording and combination can be changed as appropriate.
- Warning sound 2 Continuous buzzer sound
- Warning sound 2 Continuous buzzer sound The driver can easily understand the current situation and the corrective action to be taken in each state.
- A makes it easier to understand than the stopping method of stopping the driving force in an emergency. Further, it is easier to understand that the engine switch 21 has been operated without the intention of stopping the driving force. B makes it easier to understand that the engine has stopped and how to restart it. C makes it easier to understand the restart method.
- ⁇ Difference in transmission> It is also effective to change the output form of messages and warning sounds depending on the transmission.
- the above example is for an AT vehicle or a CVT vehicle, and other transmissions include MMT (Multi Mode Manual Transmission), SBW (Shift By Wire), and the like.
- the output form of messages and warning sounds can be designed to be appropriate depending on the transmission.
- FIG. 5 and FIG. 6 are examples of diagrams showing correspondence between messages, warning sounds, and contents in each transmission.
- 5 shows the case of an electronic key
- FIG. 6 shows the case of a mechanical key.
- the engine stop condition and engine restart condition of a vehicle equipped with S & S are as follows, for example.
- the condition is an example, and the engine stop condition and the engine restart condition differ depending on the vehicle and the manufacturer.
- ⁇ Engine stop condition Shift position is D range Brake pedal ON Vehicle speed is below threshold (for example, around 10km / h to 0km / h) or less-Engine restart condition Brake pedal OFF Therefore, in a vehicle equipped with S & S, an IV or V state can occur even if the driver does not turn on the engine switch.
- a predetermined ECU hereinafter referred to as power management ECU 11
- restarts the engine In the IV or V state in a vehicle equipped with S & S, even if the driver does not start the engine, a predetermined ECU (hereinafter referred to as power management ECU 11) restarts the engine. It is unnecessary.
- the notification control unit 36 detects that the power management ECU 11 has stopped the engine by the S & S control by the S & S flag 37 and determines whether or not a message is displayed and / or a warning sound is output.
- FIG. 7 is an example of a flowchart illustrating an example of an operation procedure of the driving force stop guide device 100 of the present embodiment.
- the procedure of FIG. 7 starts from the state of III in FIG. S10: The vehicle is in an engine-operated state, the vehicle is running, and the power supply is in an IG-ON state.
- the power management ECU 11 initializes the values of a count counter and a period counter, which are storage devices provided in the power management ECU, to 0 (zero).
- the number counter and the period counter are counters for determining whether or not a predetermined time as a condition for completing the operation for stopping the engine and a predetermined number of times are satisfied in the subsequent processes S30 and S40. To do.
- S20 The power management ECU 11 detects that the driver has operated the engine switch to ON while traveling, and updates the value of the number counter by adding “1”.
- S30 The power management ECU 11 determines whether or not the predetermined time and the predetermined number of times set as conditions for stopping the engine are being counted by referring to the value of the number counter. When the value of the number counter is less than 1, the process is repeatedly determined until the operation is detected in S20, the value of the number counter becomes 1 or more, and the determination in S30 becomes Yes.
- S40 The power management ECU 11 determines whether or not the engine switch ON operation satisfies the engine stop operation completion condition.
- S60 The power management ECU 11 updates the period counter and the number counter as follows.
- the value of the period counter is updated to the time required from when the number counter exceeds 1 until this processing is performed. Thereafter, when the value of the period counter exceeds a certain time used for the operation completion condition, both the period counter and the number counter are initialized to 0 (zero) again. Thereby, when the driver operates the engine switch next time, it is determined whether or not the operation completion condition is satisfied.
- S70 When the operation completion condition for engine stop is satisfied (Yes in S40), the power management ECU 11 stops the engine.
- the notification control unit 36 records the vehicle speed and time. The vehicle is in state IV.
- S80 The notification control unit 36 displays a message “Please set the engine range to N range when restarting and press the engine switch” and / or output a warning sound 2. Thereby, when the motive power is stopped unintentionally or intentionally, a restart method can be taught.
- S90 Next, the notification control unit 36 determines whether or not the vehicle has stopped. That is, it is determined whether or not the vehicle speed is zero, or if the vehicle speed cannot be obtained, whether or not a predetermined time has elapsed since the engine was stopped. When it is determined that the vehicle has stopped (Yes in S90), the power management ECU 11 sets the same condition as the state I as the engine start condition.
- S100 When it is determined that the vehicle is not stopped (No in S90), the notification control unit 36 determines whether or not there is an operation that is considered to have failed to be restarted while performing a restart operation during traveling. To do. That is, it is determined whether or not the engine switch is turned on and the state V is reached. If there is no operation that seems to have failed to restart (No in S100), the notification control unit 36 does not output a message or the like. S110: If there is an operation that seems to have failed to restart (Yes in S100), the notification control unit 36 displays the message “Please set the engine switch to the N range when restarting” and / or a warning sound. 2 is output. This message or the like continues until it is determined that the vehicle has stopped. Thereby, when restart fails, the restart method can be taught.
- Hybrid and EV vehicles In the case of a hybrid vehicle, the driving force is either an electric motor or an engine. In the case of an EV vehicle, the driving force is an electric motor.
- the power supply state has a READY-ON state.
- the READY-ON state is a state where traveling using an electric motor or an engine as a driving force is possible, and it does not matter whether the engine is actually operating or stopped. If the engine is not in the READY-ON state, the engine does not operate, and whether the engine is actually operated in the READY-ON state is determined by the remaining battery level, the driver's accelerator operation, the vehicle speed, and the like. Further, in the case of an EV vehicle, the READY-ON state is a state where traveling using an electric motor as a driving force is possible.
- the engine operating state of the engine vehicle corresponds to the READY-ON state. Stopping the driving force means changing the power state from the READY-ON state to another state (for example, READY-OFF, ACC state).
- FIG. 8 is an example of a diagram illustrating a vehicle state and its transition.
- the transition diagram is the same as that in FIG. “Engine operation” is changed to “READY-ON state”, and “engine stop” is changed to “other than READY-ON state”.
- the engine switch is called a power switch.
- the starting point is when the vehicle stops when the passenger gets into the vehicle.
- the power state in this state is “OFF state”.
- the READY-ON condition in this state is as follows. Brake ON Shift position P Power switch ON IV. When the driver completes the emergency stop operation in the state III, the power supply state transitions to the ACC state.
- the READY-ON condition in this state is as follows. Shift position N Power switch ON
- the motive power stop guide device 100 can display a message and / or output a warning sound as in the case of an engine vehicle.
- FIG. 9 shows an example of a functional block diagram of the driving stop guide device 100 for a hybrid vehicle or EV vehicle.
- the system configuration diagram may be the same as in FIG. 2, but in the case of a hybrid vehicle, the power management ECU 11 may be equipped with a control function of the hybrid system. In this case, the power management ECU 11 determines an engine output and a motor output corresponding to the driving state based on the accelerator opening, the shift position, and signals from various sensors, and outputs them to the engine ECU and the motor ECU.
- the functional block diagram does not need to have the engine speed monitoring unit 34 and the S & S flag 37, unlike FIG.
- the engine speed monitoring unit 34 is unnecessary because the power supply state monitoring unit 31 notifies that it is not in the Ready-ON state.
- the S & S flag 37 becomes unnecessary.
- the hybrid vehicle essentially has an S & S function because the engine is stopped when the accelerator pedal is turned off.
- an S & S function cannot be installed.
- the notification control unit 36 displays a message and / or outputs a warning sound when a predetermined condition is satisfied.
- A. When an emergency stop operation is detected from the state of III in FIG. In the case of IV in FIG. When the state of V in FIG. 8 is reached The state of III can be determined in the same manner as the engine vehicle. The emergency stop operation may be the same as that of the engine vehicle. In the IV state, if it is detected that the power supply state is not the READY-ON state but the ACC state, it is not necessary to determine whether or not the engine is stopped. Since the power state is the IG-ON state, it is directly detected that the V state is not the READY-ON state. A Message: If the power switch is kept pressed, the hybrid system will stop emergency.
- Warning sound 1 Intermittent buzzer sound B Message: When restarting, set the N range and press the power switch Warning sound 2: Continuous buzzer sound C Message : When restarting, set the N range and press the power switch. Warning sound 2: Continuous buzzer sound Therefore, in the case of a hybrid vehicle or EV vehicle, the READY-ON state is used and B, C more accurately than the engine vehicle. It is possible to detect the status of displaying the message. In a hybrid vehicle, even if the engine is stopped, the electric motor can travel normally, so the engine often stops during traveling. An EV vehicle always travels using an electric motor as a driving force.
- the driver can be surely informed whether the engine is stopped because it is driven by the electric motor or whether the electric motor cannot be driven because it is not in the READY-ON state. it can.
- the motive power stop guide device 100 can notify that “the motive power is traveling in the stopped state” or “the motive power is likely to travel in the stopped state”. .
- the motive power stop guide device 100 that informs the driver that the motive power is traveling in a stopped state when the motive power is stopped during traveling.
- An engine stall (hereinafter referred to as an engine stall) may occur in an engine vehicle while traveling due to a lack of gas. in this case, (a) It is preferable to inform the driver that the engine has stopped early.
- the motive power stop guidance device 100 performs notification of at least one of message display and warning sound 1 output in order to notify (a) when the engine stalls.
- This message is, for example, “Engine stopped. Please evacuate to a safe place.” Therefore, the driver can easily notice early due to the engine stall.
- the motive power stop guidance device 100 After stopping the vehicle, (b) It is preferable to inform what to do because the engine is stopped. Therefore, after stopping the vehicle, the motive power stop guidance device 100 notifies at least one of the message display and the warning sound 2 output in order to notify (b).
- This message is, for example, “Engine stopped. Please enter P range”. Therefore, it is easier for the driver to understand the coping method after stopping the vehicle.
- FIG. 10 is an example of a diagram illustrating a vehicle state and its transition. The functional blocks are omitted because they may be the same as those in the first embodiment.
- the starting point is when the vehicle stops when the passenger gets into the vehicle.
- the power state in this state is “OFF state”.
- the engine start conditions in this state are as follows. Brake ON Shift position N or P (P is preferred) Engine switch ON II. When the engine is started, the power supply becomes “IG-ON state”. III. With the engine started, if the driver operates the shift lever to D and depresses the accelerator pedal to drive the vehicle, the vehicle accelerates and travels at a vehicle speed greater than zero. IV.
- the engine will stop and the vehicle will run with the power supply in the IG-ON state.
- the engine can be started from this state by operating the shift lever to N and turning on the engine switch. V. When the vehicle stops, the vehicle is stopped in the IG-ON state. If the shift lever is operated to P (or N) from this state, the engine can be started under the same start conditions as in the state I. VI. In order to start the engine, the driver operates the shift position to the P range. This state is a state where there is a high possibility of starting the engine.
- the notification control unit 36 displays a message and / or outputs a warning sound when a predetermined condition is satisfied.
- A. When the state of IV in FIG. When the state of V in FIG. When the state of VI in FIG. 10 is reached: The state of IV is that the power supply state is IG-ON, the engine speed is within the range where it can be determined to be zero or is not detected, and the vehicle speed is greater than zero or the vehicle speed is detected It is detected from the fact that it is within a predetermined time after being stopped.
- the notification control unit 36 detects the V state because the power state is the IG-ON state, the vehicle speed is zero, and the engine speed is zero. it can.
- the state of VI can be detected because the power state is IG-ON, the vehicle speed is zero, the engine speed is zero, and the shift position is P.
- messages and warning sounds that are displayed and / or output in each of the IV, V, and VI states are as follows, for example.
- C Message: When starting, press the engine switch while stepping on the brake.
- Warning sound None The message A makes it easier for the driver to understand that the engine has been shut down early.
- the message “B” makes it easier for the driver to understand the coping method after stopping the vehicle.
- the message C makes it easier to understand how to start the engine. Further, by changing the message and warning sound between A and B, it is easier for the driver to understand that the situation has changed, and it is easier to understand the current situation and the action to be taken.
- FIGS. 11 and 12 are examples of diagrams showing correspondence between messages and the presence / absence of warning sounds and contents in each transmission. 11 shows the case of an electronic key, and FIG. 12 shows the case of a mechanical key.
- FIG. 13 is an example of a flowchart illustrating an example of an operation procedure of the driving force stop guide device 100 according to the present embodiment.
- the procedure in FIG. 13 starts from the state of III in FIG. S10: The vehicle is in an engine-operated state, the vehicle is running, and the power supply is in an IG-ON state.
- S20 The notification control unit 36 determines whether an engine stall has occurred during traveling. If no engine stall occurs, the process returns to S10.
- S30 When an engine stall occurs, the notification control unit 36 displays the message “Engine stopped. Please evacuate to a safe place” and / or output a warning sound 1. This makes it easier for the driver to notice that the engine has been stopped early.
- S40 The notification control unit 36 determines whether the vehicle speed has become zero (whether the vehicle has stopped). The display and / or output of S30 is continued until the vehicle speed becomes zero.
- S50 When the vehicle speed becomes zero (when the vehicle stops), the notification control unit 36 displays the message “Engine stopped. Enter P range” and / or outputs warning sound 2. This makes it easier for the driver to understand that the engine has stopped and an appropriate countermeasure.
- S60 The notification control unit 36 determines whether or not the shift lever has been operated to the P range. The display and / or output of S50 is continued until the P range is operated.
- S70 When operated in the P range, the notification control unit 36 displays the message “Please depress the engine switch while depressing the brake when starting”. This makes it easier for the driver to understand the coping method required for starting the engine in addition to the operation of the P range.
- the engine stall corresponds to transition from the READY-ON state to the IG-ON state.
- power management ECUs of hybrid vehicles and EV vehicles regularly self-diagnose whether the functions necessary for running are normal.
- the other ECU operates by outputting the READY-ON signal only when it is determined to be normal by the self-diagnosis. For example, when a temperature abnormality, a voltage abnormality, a sensor abnormality, or the like is detected by the self-diagnosis, the output of the READY-ON signal is stopped, and the engine vehicle is in the same state as the engine stall.
- the engine If the engine is rotating in the READY-ON state, the engine is stopped. If the engine is not rotating, the engine is stopped and there is no change. For this reason, the driver may be hard to notice that the IG-ON state has been reached. The same applies to EV vehicles, and it may be difficult to notice that the vehicle has transitioned from the READY-ON state to other states.
- FIG. 14 is an example of a diagram illustrating a vehicle state and its transition.
- the transition diagram is the same as in FIG. 10, in which “engine operation” is changed to “READY-ON state” and engine stop is changed to other than READY-ON.
- the starting point is when the vehicle stops when the passenger gets into the vehicle.
- the power state in this state is “OFF state”.
- the READY-ON condition in this state is as follows. Brake ON Shift position P Power switch ON II. When the main system is started, the power supply becomes “READY-ON state”.
- V ⁇ the driver operates the shift position to N as in the engine vehicle. This is because the engine vehicle can be started even when the shift position is N.
- VI. The driver operates the shift position to the P range in order to make the driver ready. This state is a state where there is a high possibility of starting the engine.
- the notification control unit 36 displays a message and / or outputs a warning sound when a predetermined condition is satisfied.
- A. In the case of IV in FIG.
- the state of V in FIG. When the state of VI in FIG.
- the state V ′ in FIG. 14 the state IV is detected because the power state is the IG-ON state and the vehicle speed is greater than zero or within a predetermined time after the vehicle speed is no longer detected.
- the states of V, VI, and V ′ can be detected from the power supply state being the IG-ON state, the vehicle speed being greater than zero, or within a predetermined time after the vehicle speed is not detected, and the shift position.
- Warning sound 2 None D Message: When starting, enter the P range.
- Warning sound None Therefore, in the case of a hybrid vehicle or EV vehicle, when the READY-ON state is used, a message can be displayed and / or a warning sound can be notified when the READY-ON state is lost.
- the motive power stop guide apparatus 100 can notify that “the motive power is traveling in the stopped state” when the engine is stalled or is not in the READY-ON state.
- FIG. 15 is an example of a diagram illustrating a vehicle state and its transition. The functional blocks are omitted because they may be the same as those in the first embodiment. I. The starting point is when the vehicle stops when the passenger gets into the vehicle. The power state in this state is “OFF state”. The engine starting conditions are the same as in the first and second embodiments, but the engine is not started in this embodiment. II.
- the power supply becomes “ACC state”.
- the power supply becomes “IG-ON state”.
- the driver depresses the brake pedal, operates the shift lever from the P range to the N range, and then operates the D range. Also, turn off the brake pedal. If the shift position is no longer P, the vehicle may start traveling on the slope. V. It is assumed that the driver does not depress the brake pedal at the shift position D in order to travel. For this reason, if it is a slope, a vehicle will start drive
- the notification control unit 36 displays a message and / or outputs a warning sound when a predetermined condition is satisfied.
- A. When the state of I to III in FIG. In the case of IV in FIG.
- the state of I to III is detected from each power state, brake OFF, and shift position P because the power state transitions every time the engine switch is turned on.
- the IV state is detected from the fact that the power supply state is the IG-ON state, the brake OFF, and the shift position D. Since the V state is the IG-ON state, the vehicle speed signal can be acquired regardless of whether the engine is operating or stopped.
- messages and warning sounds displayed and / or output in each of the states I to III, IV, and V are as follows.
- Warning sound 2 Continuous buzzer sound C
- Warning sound 1 Warning sound 1: Intermittent buzzer sound
- a message indicates that the driver has stopped the engine, making it easier to understand how to start the engine correctly, and even if the engine switch is turned on. It is easier to understand that the engine did not start.
- the message B can inform the engine stop and the engine starting method.
- the message C can notify that the vehicle may travel on a slope or that it has traveled.
- FIGS. 16 and 17 are examples of diagrams showing the correspondence between the message and the presence / absence of a warning sound and the contents in each transmission. 16 shows the case of the electronic key, and FIG. 17 shows the case of the mechanical key.
- the state determination may be the same because it may be the same as an engine vehicle without an S & S function before the engine is operated.
- FIG. 18 is an example of a flowchart illustrating an example of an operation procedure of the driving force stop guide device 100 according to the present embodiment.
- the procedure in FIG. 18 starts from the state I in FIG.
- the brake pedal is always OFF until III.
- S10 The driver gets into the vehicle. The boarding is detected by opening / closing the courtesy switch, the electronic key communicating with the antenna in the vehicle, and the like.
- S20 The driver turns on the engine switch but does not step on the brake pedal.
- S30 The notification control unit 36 determines whether or not the engine has been started. If the brake pedal is ON, the engine starts and the process ends.
- S40 When the engine does not start, the notification control unit 36 detects that the state is from I to III, and displays the message “When starting, press the engine switch while stepping on the brake.” This makes it easier for the driver to understand the correct engine starting method and that the engine has not started even when the engine switch is turned on.
- S50 The notification control unit 36 determines whether or not the shift position is in the P range. In the case of the P range, the message display in S40 is continued.
- S60 When the operation position of the shift lever is in the D range, the notification control unit 36 displays the message “Engine stopped. Enter the P range” and / or outputs the warning sound 2. Thus, the driver can easily understand that the engine is stopped and the engine can be started.
- S70 When the shift position is not the P range but the D range, the notification control unit 36 determines whether or not the vehicle has traveled or has possibly traveled.
- S80 When there is a possibility that the vehicle has traveled, the notification control unit 36 displays the message “Engine stopped. Please evacuate to a safe place” and / or output warning sound 1. This makes it easier for the driver to understand that the vehicle should stop.
- S90 When the shift position is not the P range but the N range, the notification control unit 36 does not notify.
- Hybrid and EV vehicles The notification timing of the message and warning sound is almost the same as that of the engine vehicle in the case of a hybrid vehicle or EV vehicle. However, in the case of a hybrid vehicle or an EV vehicle, since the shift position cannot be shifted to the READY-ON state in the N range, one message is added. However, as explained in the case of an engine vehicle that no warning sound is output in the N range, only a message is displayed in a hybrid vehicle or an EV vehicle.
- FIG. 19 is an example of a diagram illustrating a vehicle state and its transition.
- the transition diagram is the same as in FIG. 15, but there is a state III 'after III.
- the starting point is when the vehicle stops when the passenger gets into the vehicle.
- the power state in this state is “OFF state”.
- II. When the driver depresses the power switch 29 without depressing the brake pedal, the power supply becomes “ACC state”.
- III. When the driver depresses the power switch 29 without depressing the brake pedal, the power source is in the “IG-ON state”.
- III '. The driver depresses the brake pedal and operates the shift lever from the P range to the N range. Also, turn off the brake pedal. If the shift position is no longer P, the vehicle may start traveling on the slope. IV. The driver operates the shift lever from N to D to travel. V. If it is a hill, the vehicle starts running under the influence of gravity.
- the notification control unit 36 displays a message and / or outputs a warning sound when a predetermined condition is satisfied.
- the states V in FIG. In the case of the state III 'in FIG. 19 the states A to C can be detected in the same manner as in the engine vehicle.
- the power state is the IG-ON state
- the brake is OFF
- the shift position is N.
- messages and warning sounds that are displayed and / or output in each of the states I to III, IV, V, and III ′ are as follows.
- C Message: Hybrid system stops.
- Warning sound None With the message D, the driver can understand that the shift position should be in the P range in order to enter the READY-ON state in a hybrid vehicle or EV vehicle. Further, since the warning sound is not output in the N range, the driver can check the message as necessary without feeling troublesome.
- the motive power stop guide device 100 is configured so that the driver is informed that “the motive power is traveling in the stopped state” or “the motive power is likely to travel in the stopped state” before the engine is started. Can let you know.
- message display and / or warning sound output in a shift-by-wire vehicle will be described. So far, in hybrid vehicles and EV vehicles, a cable control type shift lever in which the shift position is switched by the driver's operation of the shift lever has been described as an example. However, vehicles are being made by-wire, and shift-by-wire shift levers in which the ECU detects the operation of the shift lever and the ECU sets the shift position with an actuator are beginning to be mounted.
- the ECU automatically adjusts the shift position and sets it to N when the driver operates in the D or R range except in the READY-ON state. That is, the driver may be in the N range without operating the N range.
- the message display and / or the warning sound should not be output, but the ECU automatically adjusts the shift position and sets it to N.
- the notification of messages and / or warning sounds is meaningful. By notifying the driver, it becomes easier to understand that the driver cannot change to the READY-ON state unless the P range is in the N range which is not operated.
- FIG. 20 shows the transition of the power supply state after the emergency stop operation
- FIG. 21 shows the transition of the power supply state other than the READY-ON state
- FIG. 22 shows the transition of the power supply state when the state transition is made to READY-ON on a slope. It is an example of the figure explaining each.
- FIG. 20 shows a hybrid vehicle or EV vehicle among the transition diagrams described in the first embodiment
- FIG. 21 shows the second embodiment
- FIG. 22 shows the third embodiment.
- Even an engine vehicle that employs a shift-by-wire shift lever can display a message and / or output a warning sound in the N range.
- the shift position is N in states IV and V.
- the shift position is N in states IV and V.
- the ECU corrects it to N, so there is no state where the shift position is D after the state III ′.
- a message is displayed and / or a warning sound is output in the III (emergency stop operation), IV, and V states, but if the emergency stop operation does not result in the READY-ON state, the ECU sets the shift position to N. Set to range.
- a message is displayed and / or a warning sound is output in the IV and V states, but if the READY-ON state is not achieved, the ECU sets the shift position to the N range.
- messages are displayed and / or warning sounds are output from I to V, but it is the driver who operates the shift position to N. Therefore, it is only necessary to record whether or not the driver or the shift lever is operated to the N range in the case of the operation for changing from the stop state to the READY-ON state as shown in FIG.
- the shift position monitoring unit 32 records that the driver has operated the shift lever when detecting that the driver has operated the shift lever to N. Therefore, when the shift position is N, if this record exists, it can be understood that the driver has operated the shift lever. 20 and 21, when the driver operates from the N range to another range and operates to the N range, this record shows that the driver has operated the shift lever.
- FIG. 23 is an example of a flowchart illustrating an example of an operation procedure of the driving force stop guide device 100 according to the present embodiment.
- FIG. 23 starts with the first embodiment being set to the N range by the shift lever or ECU after Yes in step S90 of FIG.
- the process starts after the shift lever or the ECU is set to the N range after S50 in FIG.
- the process is executed in S90 of FIG. S10:
- the notification control unit 36 determines whether the history in which the shift position is set to N is due to the driver's operation.
- S20 When the shift position is set to N except for the driver's operation, the notification control unit 36 performs notification with the warning sound 1. If a message is displayed, the message is also displayed.
- the message in this case is “Engine stopped. Please enter P range”. Thereby, the driver can understand the coping method for stopping the engine and starting the engine.
- S30 When the driver operates the shift lever to N, a notification without a warning sound is given. The message is the same. Thereby, notification can be performed without bothering the driver.
- the motive power stop guidance device 100 of the present embodiment is necessary in a manner that makes it difficult for the driver to feel annoyance in a vehicle that switches the shift position with shift-by-wire that becomes the N range even if the driver does not operate the N range. Notification can only be made in a certain state.
- the state V in FIGS. 3 and 5 of the first embodiment, the state IV in FIGS. 10 and 12 in the second embodiment, and the state V in FIGS. 15 and 17 in the third embodiment are all “vehicle running, power supply state is IG-ON state” , Brake ON or OFF, shift D ”. That is, the vehicle may reach the same state even if the past state transitions are different.
- this state is referred to as a common state.
- the message and the warning sound are different between the state IV of the second embodiment and the state V of the third embodiment with respect to the state V of the first embodiment. In other words, there may occur a situation in which it is not possible to determine in which mode the notification is performed in the common state as the driving force stop guidance device 100.
- FIG. 24 shows an example of a functional block diagram of the driving force stop guide device 100 of the present embodiment.
- the notification control unit 36 has a determination flag 38, and switches a message to be notified and a warning sound based on the determination flag.
- the shift position is D in the state V of the first embodiment, the state IV of the second embodiment, and the state V of the third embodiment.
- the shift lever operates the shift lever to the N range, the shift in the common state is performed.
- the position is N. Therefore, the shift position may be N. Since the shift-by-wire vehicle automatically becomes N, the shift position may be N in a common state.
- FIG. 25 is an example of a flowchart showing a procedure for determining notification contents in a common state.
- the procedure of FIG. 25 is executed in, for example, S110 of FIG. 7, for example, S30 of FIG. 13, and, for example, S80 of FIG.
- the notification control unit 36 detects that the driving force is in the stopped state, the power state is the IG-ON state, and the vehicle is running (S310).
- the notification control unit 36 refers to the determination flag (S320).
- the notification control unit 36 displays a message “Please set the engine switch to the N range when restarting” and output warning sound 2 (continuous buzzer sound) (S330).
- the notification control unit 36 displays the message “Engine stopped. Please evacuate to a safe place” and output warning sound 1 (intermittent buzzer sound) (S340).
- the driving force stop guidance apparatus 100 can make a notification in an appropriate notification mode by determining the past history of reaching the common state.
- the motive power stop guide device capable of notifying the driver when the motive power is stopped during driving or when the probability is high has been described by the embodiment.
- the present invention is not limited to the above embodiment, and the present invention Various modifications and improvements can be made within the range described above.
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Abstract
Description
12 照合ECU
13 エンジンECU
14 メータECU
15 ブレーキECU
21 エンジンスイッチ
36 通知制御部
100 原動力停止案内装置
(a)緊急時に運転者が原動力を停止する場合には原動力の停止方法を教示すること
(b)運転者が原動力を停止する意図がないのにプッシュボタンが操作された場合には、走行中に原動力が停止する可能性が高いことを通知すること
がより好ましい。
(c) エンジンが停止したことに気づかせること及び運転者が再始動できるように再始動方法を教示することは、運転者を助ける可能性がある又は運転者にとってより好ましいことがある。
(d) 運転者が再始動できるように再始動方法を教示することが好ましい。
図2は、原動力停止案内装置100の概略構成図の一例を示す。原動力停止案内装置100は、メータECU(Electronic Control Unit)14、パワーマネージメントECU11、エンジンECU13、照合ECU12、ブレーキECU15,及び、メータパネル26を有している。図示したECUの名称は一例であって、1つ以上のECUとメータパネル26があればよい。各ECUはCAN(Controller Area Network)、FlexRay、及び、Lin((local interconnect network)などの車載ネットワークを介して接続されている。
図3は、車両状態とその遷移を説明する図の一例である。本実施例において車両状態とは、エンジン停止中又は作動中のいずれかにおいて、電源状態、走行有無、ブレーキペダルのON/OFF、及び、シフトレバーの操作位置の組み合わせをいう。また、以下の図では、本実施例に主要な遷移以外の遷移やその説明は省略している。
I.乗員が車両に乗車した時の車両停止時を起点とする。この状態の電源状態は「OFF状態」である。この状態のエンジン始動条件は以下のようになる。
ブレーキON
シフトポジションN又はP(Pの方が好ましい)
エンジンスイッチON
なお、パワーマネージメントECU11はスターターリレーをONにしてスターターモータを駆動することでエンジンを始動させる。
II.エンジンが始動されると電源は「IG-ON状態」になる。
III.エンジンが始動した状態で、運転者がシフトレバーをDに操作し、アクセルペダルを踏み込むなどして車両を走行させれば車両は加速してゼロより大きい車速で走行する。なお、走行中とは車速がゼロより大きい状態を、停止中とは車速がゼロかゼロと見なせる程度であることをいう。
IV.IIIの状態で、運転者が緊急停止操作を行った場合、エンジンが停止し、電源状態がACC状態に遷移する。この状態のエンジン始動条件は以下のようになる。なお、パワーマネージメントECU11はIGリレーをOFFにしてイグニッションや燃料供給を停止することでエンジンを停止させる。
シフトポジションN
エンジンスイッチON
このように緊急停止により遷移したACC状態でエンジンが始動すると、状態IIIに戻る。
V.運転者がシフトポジションをNに操作せずにエンジンスイッチをONにした場合、車両が走行したまま電源状態はIG-ON状態になる。すなわち、電源状態は変わるがエンジンは停止したままである。この状態のエンジン始動条件はIVと同じである。
VI.運転者が緊急停止操作を行い、エンジンが停止し電源状態がACC状態のまま、車両が停車した場合、ACC状態で停車状態となる。この状態からシフトレバーの操作位置をP(又はN)に操作して、Iの状態と同じエンジン始動条件にすればエンジンを始動させることができる。
VII.Vの状態から車両が停車した場合、IG-ON状態で停車状態となる。この状態からシフトレバーの操作位置をP(又はN)に操作して、Iの状態と同じエンジン始動条件にすればエンジンを始動させることができる。
図4は、原動力停止案内装置100の機能ブロック図の一例を示す。図の各機能はどのECUが有していてもよく、機能の名称や区分は一例に過ぎない。電源状態監視部31は、車両の電源状態を監視し、通知制御部36に出力する。電源状態は図3で説明したように車両状態に対しエンジンスイッチのONにより遷移する。また、時間経過などにより遷移することもある。
通知制御部36は、予め定められた条件が成立するとメッセージを表示するか及び/又は警告音を出力する。例えば、以下のタイミングで通知する。
A.図3のIIIの状態から緊急停止操作の開始が検出された場合
B.図3のIV の状態になった場合
C.図3のV の状態になった場合
IIIの緊急停止操作は、エンジンスイッチが長押しされたこと(例えば3秒以上)又はエンジンスイッチが所定時間内に所定回数(例えば、3回)以上ONに操作されたことをいう。このようにある程度の時間又は操作回数を操作を完遂する条件として設定することで、運転者が誤ってエンジンを停止してしまうことを低減できる。
A メッセージ:エンジンスイッチを押し続けるとエンジンが非常停止します
警告音1:断続的ブザー音
B メッセージ:再始動時はNレンジにしてエンジンスイッチを押してください
警告音2:連続的ブザー音
C メッセージ:再始動時はNレンジにしてエンジンスイッチを押してください
警告音2:連続的ブザー音
運転者はそれぞれの状態で、現在の状況及び取るべき対処方法を理解しやすくなる。Aにより、緊急時に原動力を停止する停止方法より理解しやすくなる。また、原動力を停止する意図がないのにエンジンスイッチ21を操作したことをより理解しやすい。Bにより、エンジンが停止したこと及び再始動方法をより理解しやすい。Cにより、再始動方法をより理解しやすい。
メカニカルキー(以下、メカキーという)によりエンジンが始動する車両では、メカキーを右に回転操作すればエンジンが始動し、左に回転操作すればエンジンが停止することはよく知られている。したがって、メッセージや警告音による通知は最小限でよい。例えば、「C.図3のV の状態になった場合」にだけ、電子キーと同様にメッセージの表示及び/又は警告音の出力を行う。
また、トランスミッションによってメッセージや警告音の出力形態を変えることが有効である。上記の例はAT車又はCVT車のものであり、トランスミッションにはこの他、MMT(Multi mode Manual Transmission)、SBW(Shift By Wire)、などがある。メッセージや警告音の出力形態は、トランスミッションの違いに応じて適切な内容に設計できる。
エンジンが停止していても実質的にエンジンが停止していない場合がある。実質的にエンジンが停止していない場合とは、所定の条件下でECUがエンジンを停止したが、再度、所定の条件で(運転者がエンジンスイッチをONしなくても)ECUがエンジンを始動させることをいう。このような機能をアイドリングストップやスタート&ストップという(以下、区別せずにS&Sという)。
・エンジン停止条件
シフトポジションがDレンジ
ブレーキペダルON
車速が閾値(例えば10km/h前後から0km/h)以下
・エンジン再始動条件
ブレーキペダルOFF
したがって、S&Sを搭載した車両では、運転者がエンジンスイッチをONしなくてもIV又はVの状態が生じうる。S&Sを搭載した車両におけるIV又はVの状態では、運転者がエンジンを始動しなくても所定のECU(以下、このECUはパワーマネージメントECU11とする)がエンジンを再始動するのでメッセージや警告音は不要である。
図7は、本実施例の原動力停止案内装置100の動作手順の一例を示すフローチャート図の一例である。図7の手順は図3のIIIの状態からスタートする。
S10:車両はエンジンが作動した状態で、車両は走行中、電源状態はIG-ON状態である。パワーマネージメントECU11はパワーマネージメントECU内に備えた記憶装置である回数カウンタと期間カウンタの値を0(ゼロ)に初期化する。なお、回数カウンタと期間カウンタは、以降の処理S30,S40において、エンジンを停止するための操作完遂条件としている所定の時間、及び、所定の回数が満たされたか否かを判定するためのカウンタとする。
S20:パワーマネージメントECU11は、運転者が走行中にエンジンスイッチをONに操作したことを検出し、回数カウンタの値に“1”を加えて更新する。
S30:パワーマネージメントECU11は、エンジンを停止するための条件として設定された所定時間及び所定回数がカウントされ始めている状態かどうかを、回数カウンタの値を参照することによって判定する。回数カウンタの値が1未満の場合、処理はS20で操作が検出されて、回数カウンタの値が1以上になり、S30の判定がYesになるまで繰り返し判定される。
S40:パワーマネージメントECU11はエンジンスイッチのON操作がエンジン停止の操作完遂条件を満たすか否か判定する。すなわち、所定時間以上継続したON操作が検出されたか否か、又は、期間カウンタの値と回数カウンタの値を参照して、所定時間内に所定回数以上のONが検出されたか否かを判定する。
S50:エンジン停止の操作完遂条件を満たさない場合(S40のNo)、通知制御部36はメッセージ「エンジンスイッチを押し続けるとエンジンが非常停止します」を表示し、及び/又は、警告音1を出力する。これにより、緊急時に運転者が原動力を停止する場合には原動力の停止方法を教示すること、及び、運転者が原動力を停止する意図がないのにプッシュボタンが操作された場合には、走行中に原動力が停止する可能性が高いことを通知することができる。
S60:パワーマネージメントECU11は、期間カウンタ及び回数カウンタを以下のように更新する。期間カウンタの値を、回数カウンタが1を超えた時点からこの処理を行うまでに要した時間に更新する。その後で、期間カウンタの値が操作完遂条件に用いている一定時間を超えた場合は期間カウンタ及び回数カウンタの両方の値を改めて0(ゼロ)に初期化する。これにより、次回、運転者がエンジンスイッチを操作した場合、操作完遂条件を満たすか否かが判定される。
S70:エンジン停止の操作完遂条件を満たした場合(S40のYes)、パワーマネージメントECU11はエンジンを停止させる。また、通知制御部36は車速と時刻を記録しておく。車両は状態IVになる。
S80:通知制御部36はメッセージ「再始動時はNレンジにしてエンジンスイッチを押してください」を表示し、及び/又は、警告音2を出力する。これにより、意図せずに又は意図的に原動力を停止してしまった場合、再始動方法を教示することができる。
S90:次に、通知制御部36は、車両が停止したか否かを判定する。すなわち、車速がゼロか否か、車速が得られない場合はエンジンが停止されてから所定時間が経過したか否かを判定する。車両が停止したと判定される場合(S90のYes)、パワーマネージメントECU11はIの状態と同じ条件をエンジンの始動条件とする。
S100:車両が停止していないと判定される場合(S90のNo)、通知制御部36は、走行中に再始動の操作を行ったが再始動できなかったと思われる操作があったか否かを判定する。すなわち、エンジンスイッチがONに操作され、状態Vになったか否かを判定する。再始動できなかったと思われる操作がない場合(S100のNo)、通知制御部36はメッセージ等を出力しない。
S110:再始動できなかったと思われる操作がある場合(S100のYes)、通知制御部36はメッセージ「再始動時はNレンジにしてエンジンスイッチを押してください」を表示し、及び/又は、警告音2を出力する。このメッセージ等も車両が停止したと判定されるまで継続する。これにより、再始動に失敗した場合は、再始動方法を教示することができる。
ハイブリッド車の場合、原動力は電気モータ又はエンジンのどちらかであり、EV車の場合、原動力は電気モータである。
したがって、ハイブリッド車又はEV車の場合、エンジン車のエンジン作動状態がREADY-ON状態に対応する。原動力を停止するとは、電源状態をREADY-ON状態からそれ以外の状態(例えばREADY-OFF、ACC状態)に変更することである。
ブレーキON
シフトポジションP
パワースイッチON
IV.IIIの状態で、運転者が緊急停止操作を完遂した場合、電源状態はACC状態に遷移する。この状態のREADY-ON条件は以下のようになる。
シフトポジションN
パワースイッチON
このように若干、車両状態は異なるが、原動力停止案内装置100はエンジン車の場合と同様に、メッセージの表示及び/又は警告音の出力を行うことができる。
A.図8のIIIの状態から緊急停止操作が検出された場合
B.図8のIV の状態になった場合
C.図8のV の状態になった場合
IIIの状態はエンジン車と同様に判定できる。また、緊急停止操作もエンジン車と同様でよい。IVの状態は、電源状態がREADY-ON状態でなくACC状態であることを検出すれば、エンジン停止中かどうかを判断する必要はない。Vの状態も、電源状態がIG-ON状態であるので、READY-ON状態でないことがそのまま検出される。
A メッセージ:パワースイッチを押し続けるとハイブリッドシステムが非常停止します
警告音1:断続的ブザー音
B メッセージ:再始動時はNレンジにしてパワースイッチを押してください
警告音2:連続的ブザー音
C メッセージ:再始動時はNレンジにしてパワースイッチを押してください
警告音2:連続的ブザー音
したがって、ハイブリッド車やEV車の場合、READY-ON状態を利用して、エンジ車よりも正確にB、Cのメッセージを表示する状態を検出できる。ハイブリッド車では、エンジンが停止していても電気モータで正常に走行できるため、走行中にエンジンが停止することは少なくない。また、EV車は常に電気モータを原動力に走行する。このため、運転者にREADY-ON状態でないことを通知すれば、電気モータで駆動するためエンジンが停止しているのか、READY-ON状態でないため電気モータでも走行できない状態かを確実に知らせることができる。
ガス欠などで走行中にエンジン車にエンジンストール(以下、エンストという)が発生することがある。この場合、
(a)運転者には早期にエンジンが停止していることを知らせることが好ましい。
また、車両を停止させた後は、
(b)エンジンが停止しているためにすべきことを知らせることが好ましい。
そこで、原動力停止案内装置100は、車両を停止した後は(b)を通知するため、メッセージの表示又は警告音2の出力の少なくとも一方の通知を行う。このメッセージは例えば、「エンジンが停止。Pレンジに入れてください。」などである。したがって、運転者は車両を停止させた後の対処方法をより理解しやすい。
図10は、車両状態とその遷移を説明する図の一例である。なお、機能ブロックは実施例1と同様でよいため省略した。
I.乗員が車両に乗車した時の車両停止時を起点とする。この状態の電源状態は「OFF状態」である。この状態のエンジン始動条件は以下のようになる。
ブレーキON
シフトポジションN又はP(Pの方が好ましい)
エンジンスイッチON
II.エンジンが始動されると電源は「IG-ON状態」になる。
III.エンジンが始動した状態で、運転者がシフトレバーをDに操作し、アクセルペダルを踏み込むなどして車両を走行させれば車両は加速してゼロより大きい車速で走行する。
IV.IIIの状態で、エンストが発生した場合、エンジンが停止し、電源状態がIG-ON状態のまま走行する。なお、実施例1と同様にこの状態からシフトレバーをNに操作してエンジンスイッチをONすればエンジンを始動できる。
V.車両が停止した場合、IG-ON状態で停止状態となる。この状態からシフトレバーをP(又はN)に操作すれば、Iの状態と同じ始動条件でエンジンを始動させることができる。
VI.運転者がエンジンを始動するため、シフトポジションをPレンジに操作する。この状態はエンジン始動する可能性が高い状態である。
A.図10のIV の状態になった場合
B.図10のV の状態になった場合
C.図10のVI の状態になった場合
IVの状態は、電源状態がIG-ON状態、エンジン回転数がゼロと判定できる範囲内又は検出されないこと、および、車速はゼロより大きいか又は車速が検出されなくなってから所定時間内であること、から検出される。
A メッセージ:エンジンが停止。安全な場所に退避してください
警告音1:断続的ブザー音
B メッセージ:エンジンが停止。Pレンジにいれてください
警告音2:連続的ブザー音
C メッセージ:始動時はブレーキを踏みながら、エンジンスイッチを押下してください。
Aのメッセージにより、運転者は早期にエンジンが停止していることをより理解しやすい。また、Bのメッセージにより、運転者は車両を停止した後の対処方法をより理解しやすい。Cのメッセージにより、エンジンの始動方法をより理解しやすい。また、AとBでメッセージや警告音を異ならせることで、運転者は状況が変化したことがより理解しやすく、それぞれの現在の状況及び取るべき動作をより理解しやすい。
図11,12は、各トランスミッションにおけるメッセージと警告音の有無及び内容の対応を示す図の一例である。なお、図11は電子キーの場合を、図12はメカキーの場合を、それぞれ示す。
S&S車の場合、エンストしなくてもIV、V、VIの状態が生じうるが、実施例1で説明したようにパワーマネージメントECU11がエンジンを再始動するのでメッセージや警告音は不要である。このため、通知制御部36は、パワーマネージメントECU11がS&S制御でエンジンを停止したことをS&Sフラグ37により検知して、メッセージの表示及び/又は警告音の出力の有無を判定する。
図13は、本実施例の原動力停止案内装置100の動作手順の一例を示すフローチャート図の一例である。図13の手順は図10のIIIの状態からスタートする。
S10:車両はエンジンが作動した状態で、車両は走行中、電源状態はIG-ON状態である。
S20:通知制御部36は走行中、エンストが発生したか否かを判定する。エンストが発生しなければ、処理はS10に戻る。
S30:エンストが発生した場合、通知制御部36はメッセージ「エンジンが停止。安全な場所に退避してください」を表示し、及び/又は、警告音1を出力する。これにより、運転者は早期にエンジンが停止していることにより気づき易くなる。
S40:通知制御部36は車速がゼロ(車両が停止したか)になったか否かを判定する。車速がゼロになるまではS30の表示及び/又は出力が継続される。
S50:車速がゼロになった場合(車両が停止した場合)、通知制御部36はメッセージ「エンジンが停止。Pレンジにいれてください」を表示し、及び/又は、警告音2を出力する。これにより、運転者はエンジンが停止していること及び適切な対処方法をより理解しやすい。
S60:通知制御部36はシフトレバーがPレンジに操作されたか否かを判定する。Pレンジに操作されるまでS50の表示及び/又は出力が継続される。
S70:Pレンジに操作された場合、通知制御部36はメッセージ「始動時はブレーキを踏みながら、エンジンスイッチを押下してください。」を表示する。これにより、運転者はPレンジの操作の他にエンジン始動のために必要な対処方法をより理解しやすい。
ハイブリッド車の場合、エンストはREADY-ON状態からIG-ON状態に遷移することに相当する。ハイブリッド車やEV車の例えばパワーマネージメントECUは走行に必要な機能が正常かどうか定期的に自己診断している。自己診断で正常であると判断された場合にのみREADY-ON信号を出力することで、他のECUが動作する。自己診断により、例えば、温度異常、電圧異常、センサ異常などが検出された場合、READY-ON信号の出力が停止され、エンジン車のエンストと同様の状態になる。
ブレーキON
シフトポジションP
パワースイッチON
II.メインシステムが始動されると電源は「READY-ON状態」になる。
シフトポジションD
パワースイッチON
V.車両が停止した場合、IG-ON状態で停止状態となる。この場合は、Iの状態と同じ始動条件でREADY-ON状態に遷移することができる。
VI.運転者がREADY-ON状態にするため、シフトポジションをPレンジに操作する。この状態はエンジン始動する可能性が高い状態である。
A.図14のIVの状態になった場合
B.図14のVの状態になった場合
C.図14のVIの状態になった場合
D.図14のV´の状態になった場合
IVの状態は、電源状態がIG-ON状態、および、車速はゼロより大きいか又は車速が検出されなくなってから所定時間内であること、から検出される。V、VI、V´の状態は、電源状態がIG-ON状態、車速はゼロより大きいか又は車速が検出されなくなってから所定時間内であること、及び、シフトポジションから検出できる。
A メッセージ:ハイブリッドシステムが停止。安全な場所に退避してください
警告音1:断続的ブザー音
B メッセージ:ハイブリッドシステムが停止。始動時はPレンジにいれてください
警告音2:連続的ブザー音
C メッセージ:始動時はブレーキを踏みながら、パワースイッチを押下してください。
D メッセージ:始動時はPレンジにいれてください。
したがって、ハイブリッド車やEV車の場合、READY-ON状態を利用して、READY-ON状態でなくなった場合に、メッセージを表示し及び/又は警告音を通知することができる。
車両が停止状態でも、運転者が坂道などでブレーキを緩めることで車両が走り出す場合がある。この場合、
(a)運転者には早期にエンジンが停止していることを知らせることがより好ましい。
〔エンジンの状態と電源状態〕
図15は、車両状態とその遷移を説明する図の一例である。なお、機能ブロックは実施例1と同様でよいため省略した。
I.乗員が車両に乗車した時の車両停止時を起点とする。この状態の電源状態は「OFF状態」である。エンジン始動条件は実施例1,2と同様であるが本実施例ではエンジンを始動しない。
II.運転者がブレーキペダルを踏み込まずにエンジンスイッチを押下すると、電源は「ACC状態」になる。
III.運転者がブレーキペダルを踏み込まずにエンジンスイッチを押下すると、電源は「IG-ON状態」になる。
IV.運転者がブレーキペダルを踏み込みシフトレバーをPレンジからNレンジに操作し、その後、Dレンジに操作する。また、プレーキペダルをいったんOFFにする。シフトポジションがPでなくなると車両が坂道を走行し始める可能性がある。
V.運転者は走行するためシフトポジションDでブレーキペダルを踏み込まない状態であるとする。このため、坂道であれば重力の影響で車両が走行を開始する。
A.図15のI~IIIの状態になった場合
B.図15のIV の状態になった場合
C.図15のV の状態になった場合
I~IIIの状態は、エンジンスイッチがONされる毎に電源状態が遷移するので、各電源状態、ブレーキOFF、及び、シフトポジションPであることから検出される。IVの状態は、電源状態がIG-ON状態、ブレーキOFF、及び、シフトポジションDであることから検出される。Vの状態は、IG-ON状態なのでエンジン作動/停止に関わらず車速信号を取得できるので、容易に判別できる。
A メッセージ:始動時はブレーキを踏みながらエンジンスイッチを押してください。
警告音 :なし
B メッセージ:エンジンが停止。Pレンジにいれてください
警告音2:連続的ブザー音
C メッセージ:エンジンが停止。安全な場所に退避してください
警告音1:断続的ブザー音
Aのメッセージにより、運転者はエンジンが停止しており、正しいエンジン始動方法をより理解しやすく、また、エンジンスイッチをONしてもエンジンがかからなかったことをより理解しやすい。また、Bのメッセージにより、エンジンが停止していること及びエンジン始動方法を知らせることができる。また、Cのメッセージにより、車両が坂道により走行するおそれがあること又は走行したことを知らせることができる。
ところで、車両が停止状態で運転者がブレーキOFFに操作することで車両が走り出す可能性がある場合でも、運転者が意図して原動力を停止した状態で走行させている場合は、通知すべきではない。たとえば、運転者がシフトレバーをNに操作している場合、牽引や手押しの場面で故意に車両を移動させようとしている場合がある。このような場面で警告音で運転者に通知すると、運転者が煩わしさを感じてしまう。そこで、図15にて説明したようにDレンジになっても、本実施例では警告音を出力しない。こうすることで、例えば、上記IIIからIVの状態でレンジPからレンジNに操作した場合でも、通知を行わないので、通知の効力や信頼感を維持できる。
図16,17は、各トランスミッションにおけるメッセージと警告音の有無及び内容の対応を示す図の一例である。なお、図16は電子キーの場合を、図17はメカキーの場合を、それぞれ示す。
S&S車の場合、エンジンが作動する前はS&S機能がないエンジン車と同様でよいので、状態の判断は同じでよい。
図18は、本実施例の原動力停止案内装置100の動作手順の一例を示すフローチャート図の一例である。図18の手順は図15のIの状態からスタートする。また、IIIまでの間はブレーキペダルは常にOFFである。
S10:運転者が車両に乗車する。乗車したことはカーテシスイッチの開/閉、電子キーが車内のアンテナと通信すること等から検出される。
S20:運転者がエンジンスイッチをONするが、ブレーキペダルを踏んでいない。
S30:通知制御部36はエンジンが始動したか否かを判定する。ブレーキペダルがONであればエンジンが始動して処理は終了する。
S40:エンジンが始動しない場合、通知制御部36は状態I~IIIであることを検出し、メッセージ「始動時はブレーキを踏みながらエンジンスイッチを押してください。」を表示する。これにより、運転者は正しいエンジン始動方法と、エンジンスイッチをONしてもエンジンがかからなかったことを理解しやすくなる。
S50:通知制御部36はシフトポジションがPレンジであるか否か判定する。Pレンジの場合、S40のメッセージの表示が継続される。
S60:シフトレバーの操作位置がDレンジの場合、通知制御部36はメッセージ「エンジンが停止。Pレンジにいれてください」を表示し、及び/又は、警告音2を出力する。これにより、運転者はエンジンが停止しており、エンジンを始動できる状態であること理解しやすくなる。
S70:シフトポジションがPレンジでなくDレンジの場合、通知制御部36は車両が走行するか走行した可能性があるか否かを判定する。
S80:車両が走行した可能性がある場合、通知制御部36はメッセージ「エンジンが停止。安全な場所に退避してください」を表示し、及び/又は、警告音1を出力する。これにより、運転者は停車すべきことを理解しやすくなる。
S90:シフトポジションがPレンジでなくNレンジの場合、通知制御部36は通知しない。
メッセージや警告音の通知タイミングはハイブリッド車やEV車の場合もエンジン車とほぼ同様になる。しかし、ハイブリッド車やEV車の場合、シフトポジションがNレンジではREADY-ON状態に遷移できないので、メッセージが1つ多くなる。しかし、エンジン車ではNレンジでは警告音を出力しないと説明したように、ハイブリッド車又はEV車ではメッセージの表示だけとする。
II.運転者がブレーキペダルを踏み込まずにパワースイッチ29を押下すると、電源は「ACC状態」になる。
III.運転者がブレーキペダルを踏み込まずにパワースイッチ29を押下すると、電源は「IG-ON状態」になる。
III´.運転者が、ブレーキペダルを踏み込みシフトレバーをPレンジからNレンジに操作する。また、プレーキペダルをいったんOFFにする。シフトポジションがPでなくなると車両が坂道を走行し始める可能性がある。
IV.運転者は走行するためシフトレバーをNからDに操作する。
V.坂道であれば重力の影響で車両が走行を開始する。
A.図19のI~IIIの状態になった場合
B.図19のIV の状態になった場合
C.図19のV の状態になった場合
D.図19のIII´の状態になった場合
A~Cの各状態はエンジン車と同様に検出できる。III´の状態は、電源状態がIG-ON状態、ブレーキOFF、及び、シフトポジションがNである。
A メッセージ:始動時はブレーキを踏みながらパワースイッチを押してください。
警告音 :なし
B メッセージ:ハイブリッドシステムが停止。Pレンジにいれてください
警告音2:連続的ブザー音
C メッセージ:ハイブリッドシステムが停止。安全な場所に退避してください
警告音1:断続的ブザー音
D メッセージ:始動時はPレンジにいれてください。
Dのメッセージによりハイブリッド車やEV車では、運転者はREADY-ON状態にするためにはシフトポジションをPレンジにすべきことを理解できる。また、Nレンジでは警告音が出力されないので、運転者は煩わしく感じることなく必要に応じてメッセージを確認できる。
図23は、本実施例の原動力停止案内装置100の動作手順の一例を示すフローチャート図の一例である。図23は、実施例1では図7のステップS90のYesの後に、シフトレバー又はECUによりNレンジに設定されることでスタートする。実施例2では図13のS50の後、シフトレバー又はECUによりNレンジに設定されることでスタートする。実施例3では図18のS90において実行される。
S10:通知制御部36はシフトポジションがNに設定された履歴が運転者の操作によるか否かを判定する。
S20:運転者操作以外でシフトポジションがNに設定された場合、通知制御部36は警告音1を伴う通知を行う。メッセージが表示される場合はメッセージも表示される。この場合のメッセージは「エンジンが停止。Pレンジにいれてください。」である。これにより、運転者はエンジンが停止し、エンジンを始動するための対処方法を理解できる。
S30:運転者がシフトレバーをNに操作した場合、警告音を伴わない通知を行う。メッセージは同じである。これにより、運転者を煩わせずに通知を行うことができる。
判定フラグON:走行中(=車速がゼロより大きい)に原動力停止操作が行われ原動力が停止した時
判定フラグOFF:原動力が停止した時
実施例1の状態Vでは判定フラグはONになり、実施例2の状態IVと実施例3の状態Vでは、判定フラグはOFFになる。したがって、判定フラグがONであれば、共通状態のうち実施例1の状態Vであることがわかる。
Claims (10)
- 車室内に設けられた表示装置と車室内に音を出力する音出力装置との少なくとも一方を備え、
原動力が停止した状態で車両が走行している場合、又は、原動力が停止した状態で車両が走行する可能性が高い場合、原動力停止状態であること若しくは推奨される操作方法の少なくとも一方を前記表示装置に表示すること、又は、前記音出力装置から通知音を出力すること、の少なくとも一方を行う通知制御手段、
を有することを特徴とする原動力停止案内装置。 - 走行中に原動力停止操作部材の操作が検出された場合、
前記通知制御手段は、原動力が停止する前に、原動力停止方法を前記表示装置に表示すること、又は、前記音出力装置から通知音を出力すること、の少なくとも一方を行う、ことを特徴とする請求項1記載の原動力停止案内装置。 - 走行中に原動力停止操作部材の操作が検出され、かつ、原動力が停止した場合、
前記通知制御手段は、原動力始動方法を前記表示装置に表示すること、又は、前記音出力装置から通知音を出力することの少なくとも一方を行う、
ことを特徴とする請求項1又は2記載の原動力停止案内装置。 - 走行中に原動力停止操作部材の操作が検出された場合と、
走行中に原動力停止操作部材の操作が検出され、かつ、原動力が停止した場合とで、
前記通知制御手段は、異なるメッセージを前記表示装置に表示すること、又は、異なる態様で、前記音出力装置から通知音を出力すること、の少なくとも一方を行う、ことを特徴とする請求項1記載の原動力停止案内装置。 - 走行中に原動力が停止し、走行中に原動力始動操作部材の操作が検出されたが、原動力が始動しない場合、前記通知制御手段は、原動力始動方法を前記表示装置に表示すること、又は、前記音出力装置から通知音を出力することの少なくとも一方を行う、ことを特徴とする請求項1又は2記載の原動力停止案内装置。
- 走行中に原動力停止操作部材の操作が検出され、かつ、原動力が停止した場合と、
走行中に原動力が停止し、走行中に原動力始動操作部材の操作が検出されたが、原動力が始動しない場合とで、
前記通知制御手段は、異なるメッセージを前記表示装置に表示すること、又は、異なる態様で、前記音出力装置から通知音を出力すること、の少なくとも一方を行う、ことを特徴とする請求項1記載の原動力停止案内装置。 - 予め定められた設定条件に関係なく原動力が停止した場合、
前記通知制御手段は、走行中に、原動力停止状態であること若しくは停車すべきことの少なくとも一方を前記表示装置に表示すること、又は、前記音出力装置から通知音を出力すること、の少なくとも一方を行い、
車両が停止した場合は、原動力停止状態であること若しくは原動力始動方法の少なくとも一方を前記表示装置に表示すること、又は、前記音出力装置から通知音を出力すること、の少なくとも一方を行う、
ことを特徴とする請求項1記載の原動力停止案内装置。 - 原動力が停止状態、かつ、車両が停止している状態で、シフトポジション操作部材がPレンジからPレンジ以外のレンジに遷移操作された場合、
前記通知制御手段は、原動力停止状態であること若しくはPレンジに操作すべきことの少なくとも一方を前記表示装置に表示すること、又は、前記音出力装置から通知音を出力することの少なくとも一方を行い、
原動力が停止状態、かつ、車両が停止している状態で、シフトポジション操作部材がPレンジからPレンジ以外のレンジに遷移操作され、車速が所定値以上になった場合、
前記通知制御手段は、原動力停止状態であること若しくは停車すべきことの少なくとも一方を前記表示装置に表示すること、又は、前記音出力装置から通知音を出力すること、の少なくとも一方を行う、
ことを特徴とする請求項1記載の原動力停止案内装置。 - シフトポジションがNレンジに設定された際にシフトポジション操作部材がNレンジに遷移操作されたか否かを記録するシフト操作記録手段を有し、
前記シフト操作記録手段が、シフトポジション操作部材がNレンジに遷移操作されたことを記録している場合、前記通知制御手段は、走行中かつ原動力停止状態でも、前記音出力装置から通知音を出力することを行わずに、原動力停止状態であること若しくは推奨される操作方法の少なくとも一方を前記表示装置に表示することを行い、
シフトポジション操作部材がNレンジに遷移操作されたことを記録していない場合、前記通知制御手段は、走行中かつ原動力停止状態に、原動力停止状態であること若しくは推奨される操作方法の少なくとも一方を前記表示装置に表示すること、又は、前記音出力装置から通知音を出力することを行う、
ことを特徴とする請求項7又は8記載の原動力停止案内装置。 - 原動力が停止した理由が、原動力停止操作部材の操作によるものか否かが記録された履歴情報記憶手段を有し、
前記通知制御手段は、原動力が停止した際に、走行中の車両の電源状態とシフトポジションが所定の組み合わせに至った場合、
前記履歴情報記憶手段を参照して、表示するメッセージの内容又は出力する音を切り替える、
ことを特徴とする請求項1記載の原動力停止案内装置。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP13864495.0A EP2933463B1 (en) | 2012-12-17 | 2013-12-10 | Motive-power operation guidance device |
JP2014553087A JP6020595B2 (ja) | 2012-12-17 | 2013-12-10 | 原動力操作案内装置 |
CN201380063245.2A CN104838114B (zh) | 2012-12-17 | 2013-12-10 | 原动力操作引导装置 |
US14/649,950 US10131275B2 (en) | 2012-12-17 | 2013-12-10 | Motive power operation guidance apparatus |
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JP2017155792A (ja) * | 2016-02-29 | 2017-09-07 | 本田技研工業株式会社 | 自動変速機、自動変速機の制御方法、車両および車両の制御方法 |
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Also Published As
Publication number | Publication date |
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CN104838114B (zh) | 2018-03-16 |
JPWO2014097934A1 (ja) | 2017-01-12 |
US10131275B2 (en) | 2018-11-20 |
EP2933463B1 (en) | 2021-01-20 |
CN104838114A (zh) | 2015-08-12 |
EP2933463A4 (en) | 2017-01-18 |
JP6020595B2 (ja) | 2016-11-02 |
US20150314727A1 (en) | 2015-11-05 |
EP2933463A1 (en) | 2015-10-21 |
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