JP5892680B2 - Fuel efficiency improvement support system - Google Patents

Description

  The present invention relates to a system that supports improvement in fuel consumption of a vehicle, and more particularly, to a system that can support driving for improving fuel consumption for a driver who tends to step on an accelerator pedal.

In recent years, with the increasing momentum of energy-saving driving, development of a system that provides driving assistance and advice for improving fuel efficiency to a driving driver is being promoted.
In particular, attention has been focused on measures for suppressing excessive depression of the accelerator pedal.

Here, there is disclosed a technique for automatically controlling a transmission in the same manner as during normal traveling even when the accelerator depression amount cannot be referred to during automatic traveling by a cruise control function (see Patent Document 1).
However, Patent Document 1 interrupts the reference of the detected accelerator opening during cruise control that travels at an arbitrary constant speed, and interrupts the reference of the irregular map based on the accelerator opening and the engine speed. Instead, in order to maintain the vehicle speed at an arbitrary constant speed during cruise control, the pseudo accelerator opening calculated from the fuel injection amount and engine speed is referred to, and the pseudo accelerator opening and engine speed are referred to. The transmission is controlled by referring to a dedicated irregular map based on the above, and does not suppress excessive depression of the driver's accelerator pedal and does not prompt the driver to save fuel.

Also disclosed is a technique for controlling the clutch connection of a vehicle having a mechanical transmission by air (Patent Document 2).
However, Patent Document 2 is a clutch connection mechanism that suppresses overshoot at an early stage by advancing the timing of disconnecting the clutch, and can set various clutch connection patterns by depressing the accelerator pedal. In addition, it does not suppress the driver's accelerator pedal from being depressed too much and does not encourage the driver to perform fuel-saving driving.

Separately from the above two examples, in a hybrid vehicle in which an irregularity in the manual shift mode is possible using the motor connected to the engine via the engine and the split mechanism as a travel source, the vehicle generated in the manual shift mode A technique for suppressing shock is disclosed (see Patent Document 3).
Patent Document 3 describes that depending on the vehicle speed and the accelerator opening, the engine torque cut region is entered, but specific control when it is determined that the driver tends to increase the accelerator pedal opening. Or the function is not mentioned.

JP 2004-150454 A JP 2009-74629 A JP 2008-195217 A

  The present invention has been proposed in view of the above-described problems of the prior art. When the driver depresses the accelerator pedal excessively, the engine torque is properly controlled, and the driver depresses the accelerator pedal excessively. The purpose is to provide a fuel efficiency improvement support system that contributes to improving fuel efficiency.

According to the present invention, the control device (10) having a function of executing the normal traveling operation mode and the energy saving traveling operation mode when the accelerator pedal is depressed and shifted up during the automatic shift period, and the accelerator pedal opening degree An accelerator pedal opening measuring device (1) that measures the engine driving force, an engine driving force measuring device (2) that measures the engine driving force, a clutch stroke detecting means (5), and a fuel injection amount adjusting device that adjusts the fuel injection amount ( in fuel economy improvement support systems with 8) and said control device (10), if the energy-saving traveling operating mode, whether the half clutch operation has been performed by the information from the clutch stroke detecting means (5) determine (S2), if the half-clutch operation is performed to detect the accelerator opening (alpha) by the accelerator pedal opening degree measuring apparatus (1) ( 3) The accelerator opening (β) corresponding to obtaining a surplus driving force is calculated (S4), and the actual accelerator opening (α) and the accelerator opening (β) corresponding to obtaining a surplus driving force are calculated. By comparing the magnitudes, it is determined whether or not the actual accelerator opening (α) is equal to or greater than the accelerator opening (β) corresponding to obtaining a marginal driving force (S5). Therefore, the function to determine whether the accelerator pedal opening is larger than the engine driving force required for upshifting, and the actual accelerator opening (α) value is equivalent to obtaining a marginal driving force. If the value of the accelerator opening (β) is greater than the value of the accelerator opening (β), the actual accelerator opening (α) in the control flow up to that time is equal to or greater than the value of the accelerator opening (β) corresponding to obtaining a surplus driving force. 1 is added to the number of times (S6). A function of storing the number of times Rupedaru opening is large Tsu name and the number of times equal to or greater than the value of the accelerator opening (beta) of the actual value of the accelerator opening (alpha) is equivalent to obtain a reserve drive force It is determined whether or not the threshold value has been exceeded (S7). When the number of times reaches the threshold value, a display signal to that effect is transmitted and a signal to decrease the fuel injection amount is transmitted. It has the function to do.

According to the present invention having the above-described configuration, when an accelerator pedal opening is large with respect to a required engine driving force when the accelerator pedal is depressed during an automatic shift period to shift up, energy saving or fuel consumption improvement is achieved. The number of operations that are in conflict with each other is stored.
When the number of times reaches a threshold value (specified value), it is determined that “the driver has a tendency to step on the accelerator too much”, and this is displayed to the driver.
After that, the fuel injection amount is decreased to deal with the driver's tendency to step on the accelerator too much.

Thus, according to the present invention, if there is a tendency to step on the accelerator excessively when shifting up by depressing the accelerator pedal during a gear change, particularly during an automatic shift period, a signal to warn the driver to that effect. , And by reducing the fuel injection amount to deal with the driver's “prone to stepping on the accelerator too much”, it is possible to support energy-saving operation or fuel efficiency improvement operation.

It is the block diagram which showed the structure of the control system concerning embodiment of this invention. It is a flowchart explaining the main control of embodiment. It is a flowchart explaining the sub control of advancing simultaneously with the main control of embodiment. FIG. 4 is a flowchart for explaining sub-control that is the same as the main control and the sub-control that is different from FIG.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
FIG. 1 shows the configuration of the control system of the fuel efficiency improvement support system.
In FIG. 1, a fuel efficiency improvement support system generally designated by reference numeral 100 includes a control unit 10, an accelerator opening detecting means (hereinafter referred to as “accelerator opening sensor”) 1, and an engine torque detecting means (hereinafter referred to as “engine”). 2), engine speed detecting means (hereinafter referred to as “engine speed sensor”) 3, vehicle speed detecting means (hereinafter referred to as “vehicle speed sensor”) 4, and clutch stroke detecting means (hereinafter referred to as “torque sensor”). , "Clutch stroke sensor") 5, gear position detection means (hereinafter referred to as "gear position sensor") 6, brake signal detection means (hereinafter referred to as "brake sensor") 7, engine control unit 8, a clutch actuator 9, and a display unit 11.
The control unit 10 includes an accelerator opening sensor 1, an engine torque sensor 2, an engine rotation sensor 3, a vehicle speed sensor 4, a clutch stroke sensor 5, a gear position sensor 6, a brake sensor 7, and an input signal line Li. It is connected.
The control unit 10 is connected by an engine control unit 8, a clutch actuator 9, a display unit 11, and a control signal line Lo.

When the control unit 10 shifts up by depressing the accelerator pedal during the automatic shift period , the control unit 10 determines whether or not the accelerator pedal opening is larger than the required engine driving force based on the information from the accelerator opening sensor 5. It has a function to judge.
The control unit 10 also has a function of storing the number of times that the accelerator pedal opening is increased with respect to the required engine driving force.
Further, the control unit 10 has a function of transmitting a display signal to that effect and a signal for reducing the fuel injection amount when the number of times reaches a threshold value (specified value). .

Next, based on the flowchart of FIG. 2, the driving support method in the energy saving mode will be described with reference to FIG.
In the flowchart of FIG. 2, the portion indicated by the symbol CJ indicates the driving support portion in the existing normal mode.
In step S1 of FIG. 2, the control unit 10 determines whether or not the mode has been switched to the energy saving mode by an operation of a selector (not shown) by a driver, for example.
If it is the energy saving mode (step S1 is YES), the process proceeds to step S2, and if it is not the energy saving mode (step S1 is NO), the process proceeds to step S21 in the normal mode.

In step S <b> 2, the control unit 10 determines whether or not a half-clutch operation has been performed based on information from the clutch stroke sensor 5.
If the half-clutch operation is not performed (step S2 is NO), step 2 is repeated, and if the half-clutch operation is performed (step S2 is YES), the process proceeds to step S3.
In step S3, the accelerator opening degree (α) is detected by the accelerator opening sensor 1, and the process proceeds to step S4.

In step S4, the control unit 10 calculates an accelerator opening (β) corresponding to that a surplus driving force can be obtained. Then, in step S5, the control unit 10 compares the actual accelerator opening α with the magnitude of the accelerator opening β corresponding to obtaining a marginal driving force, and whether the value of α is equal to or greater than the value of β. Determine whether.
If the value of α is equal to or greater than the value of β (step S5 is YES), the process proceeds to step S6. If the value of α is less than the value of β (step S5 is NO), the process proceeds to step S21 in the normal mode.

In step S6, the control unit 10 adds 1 (times) to the number of times that the value of α is equal to or greater than the value of β in the control flow so far, and proceeds to step S7.
In step S7, the control unit 10 determines whether or not the number of times that the value of α is equal to or greater than the value of β is equal to or greater than a specified value.
Here, the above specified value is a numerical value that can be statistically confirmed that it cannot be reached between the start of the engine and the stop if the driver is highly conscious of improving fuel efficiency. Is preferred.
If the number of times that the value of α is equal to or greater than the value of β is not equal to or greater than the specified value (NO in step S7), the process returns to step S1, and steps S1 and after are repeated.
On the other hand, if the number of times that the value of α is equal to or greater than the value of β is equal to or greater than the specified value (YES in step S7), the process proceeds to step S8, and the number of times that the value of α is equal to or greater than the value of β Information indicating the above is transmitted to the display unit 11, and the display unit 11 displays the information. Alternatively, a warning is issued to the driver by a voice alarm (not shown).

In the next step S9, the control unit 10 transmits accelerator opening information to the engine control unit 8 so as to obtain torque corresponding to the accelerator opening, and operates an injection device (not shown) to recover the torque.
In the next step S10, a torque (target torque Ta) corresponding to the actual accelerator opening is calculated, and the process proceeds to step S11.
Here, it is also possible to reverse the order of step S9 and step S10.

Here, the torque cut flag is ON until step S10.
In step S11, the control unit 10 determines whether or not the torque cut flag is OFF.
If the torque cut flag is OFF (step S11 is YES), the process proceeds to step S12. If the torque cut flag is ON (step S11 is NO), the process proceeds to step S13.
In step S12, the target torque is cut by D%, and the cut flag is changed to ON.

In step S13, the control unit 10 determines whether or not the actual torque (current torque) exceeds the target torque (Tb).
Here, the target torque in step S13 refers to the torque after D% cutting in step S12.
If the actual torque does not exceed the target torque (Tb) (NO in step S13), step S13 is continued. If the actual torque exceeds the target torque (Tb) (YES in step S13), the torque return operation is performed. After completing, step S1 and subsequent steps are repeated.

In S21 of the normal mode that is not the energy saving mode, the control unit 10 transmits accelerator opening information to the engine control unit 8 so as to obtain torque corresponding to the accelerator opening, and operates an injection device (not shown) to generate torque. To recover.
In the next step S22, the target torque (Ta) corresponding to the actual accelerator opening is calculated, and the process proceeds to step S23.
In step S23, it is determined whether or not the actual torque exceeds the target torque (Ta).
If the actual torque does not exceed the target torque (Ta) (step S23 is NO), steps S21 to S23 are repeated. On the other hand, if the actual torque exceeds the target torque (Ta) (YES in step S23), the process proceeds to step S14 and subsequent steps in the energy saving mode.

Here, in the fuel efficiency improvement support system 100 of the embodiment, “control for determining whether the cut flag is ON or OFF” is performed simultaneously with the control flow of FIG.
The control is shown in the control flowchart of FIG.
The control for determining whether the cut flag is ON or OFF will be described below based on the flowchart of FIG.

In step S31 in FIG. 3, the control unit 10 determines whether or not the cut flag is ON.
If the cut flag is ON (YES in step S31), the process proceeds to step S32. If the cut flag is not ON (NO in step S31), the process returns to step S1 in FIG.

In step S32, the control unit 10 determines whether or not a state where the actual accelerator opening (α) is equal to or less than the accelerator opening (β) corresponding to the marginal driving force has been continued a predetermined number of times or more.
If the actual accelerator opening (α) is not more than a predetermined number of times of the accelerator opening (β) corresponding to the marginal driving force (NO in step S32), the process returns to step S31 and repeats step S31 and subsequent steps.
On the other hand, if the state where the actual accelerator opening (α) is equal to or less than the accelerator opening (β) corresponding to the marginal driving force continues for a predetermined number of times (YES in step S32), after the cut flag is turned OFF in step S33, The process returns to step S1 in FIG.

FIG. 4 is a modification of the control shown in the flowchart of FIG.
Based on the flowchart of FIG. 4, the control different from FIG. 4 for determining whether the cut flag is ON or OFF will be described.

In step S41 of FIG. 4, the control unit 10 determines whether or not the cut flag is ON.
If the cut flag is ON (YES in step S41), the process proceeds to step S42. If the cut flag is not ON (NO in step S41), the process returns to step S1 in FIG.

In step S42, the control unit 10 determines whether or not the key switch is OFF.
If the key switch is not OFF (NO in step S42), the process returns to step S41 and repeats step S41 and subsequent steps.
On the other hand, if the key switch is OFF (YES in step S42), the cut flag is switched OFF in step S43, and then the process returns to step S1 in FIG.

According to the embodiment shown in the figure, when the accelerator pedal is stepped up during the automatic shift period to shift up, if the accelerator pedal opening is large with respect to the required engine driving force, the operation is contrary to energy saving or fuel efficiency improvement. The number of times to perform is stored.
When the number of times reaches a threshold value (specified value), it is determined that “the driver has a tendency to step on the accelerator too much”, and this is displayed or warned to the driver.
After that, the fuel injection amount is decreased to deal with the driver's tendency to step on the accelerator too much.

Thus, according to the illustrated embodiment, if there is a tendency to step on the accelerator excessively when shifting up by depressing the accelerator pedal during a gear change, particularly during an automatic shift period , a warning to that effect is given to the driver. In response to the driver's “prone to stepping on the accelerator” by reducing the fuel injection amount, it is possible to support energy-saving driving or fuel efficiency improvement driving.

  The illustrated embodiment is merely an example, and is not intended to limit the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Accelerator opening degree sensor 2 ... Engine torque sensor 3 ... Engine rotation sensor 5 ... Clutch stroke sensor 8 ... Engine control unit 10 ... Control means / control unit 11 ... Display Part

Claims (1)

A control device (10) having a function of executing a normal traveling operation mode and an energy-saving traveling operation mode when the accelerator pedal is depressed to shift up during an automatic shift period, and an accelerator pedal opening for measuring an accelerator pedal opening Degree measuring device (1), engine driving force measuring device (2) for measuring engine driving force, clutch stroke detecting means (5), and fuel injection amount adjusting device (8) for adjusting fuel injection amount in fuel economy improvement support system, wherein the control device (10), if the energy-saving traveling operation mode, it is determined whether the half-clutch operation has been performed by the information from the clutch stroke detecting means (5) (S2) , if half-clutch operation is performed to detect the accelerator opening (alpha) by the accelerator pedal opening degree measuring apparatus (1) (S3), reserve drive Is calculated (S4), and the actual accelerator opening (α) is compared with the accelerator opening (β) corresponding to obtaining a marginal driving force. Then, it is determined whether or not the actual accelerator opening (α) is equal to or larger than the accelerator opening (β) corresponding to obtaining a marginal driving force (S5), and the upshift is performed. A function for determining whether or not the accelerator pedal opening is larger than the engine driving force required at the time, and the accelerator opening (β corresponding to the value of the actual accelerator opening (α) being able to obtain a marginal driving force If the value is equal to or greater than the value of), the number of times that the actual accelerator opening (α) is equal to or greater than the accelerator opening (β) corresponding to obtaining a sufficient driving force in the control flow up to that time is set to 1. In addition (S6), the accelerator pedal opening is larger than the required engine driving force. A function of storing the number of times the Tsu Kikuna actual accelerator opening (alpha) of the accelerator opening value corresponding to obtain a reserve drive force (beta) greater than or equal since the number of times the threshold or more and (S7), and when the number of times reaches a threshold value, a function for transmitting a display signal to that effect and a signal for reducing the fuel injection amount is provided. A fuel efficiency improvement support system characterized by having.

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