JP2008162380A - Acceleration evaluation device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To support restraint of a fuel consumption in an automobile, and to reduce a toxic substance following fuel consumption. <P>SOLUTION: This acceleration evaluation device estimates total vehicular weight including an occupant, a mounted freight and a mounted fuel weight at an abrupt acceleration or abrupt deceleration time, when the automobile is abruptly accelerated or decelerated during travel. The acceleration evaluation device calculates an acceleration threshold value or a deceleration threshold value, based on the estimated total vehicular weight, and informs a driver of it when an acceleration or deceleration (absolute value) comes to the threshold value or more. A purport of "over an acceleration (deceleration) limit" is displayed on a display, when informed. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an acceleration evaluation apparatus that evaluates the acceleration of a vehicle that is accelerated by a driving force based on the output of a prime mover and decelerated by a braking force of a brake, and that notifies a driver when the acceleration exceeds a predetermined threshold.

  In recent years, as environmental awareness has increased, automobiles are required to have higher environmental performance. Here, the environmental performance is the performance required for an automobile in order to travel while reducing the amount of fuel consumption and further suppressing the emission of harmful substances accompanying fuel consumption.

  For example, in Patent Document 1, the vehicle speed restriction is canceled when an accelerator operation is performed for acceleration, or when the vehicle is in an uphill state, while limiting the vehicle speed as necessary to suppress the fuel consumption of the automobile. Thus, there is disclosed a vehicle speed limiting device that can extract the output of the engine of the automobile as needed.

Japanese Patent Laid-Open No. 10-252520

  However, in the conventional technology represented by the above-mentioned Patent Document 1, the vehicle speed limit is released during acceleration or climbing, and therefore, it is permitted to depress the accelerator pedal more than necessary for acceleration, and fuel consumption The amount increases. Therefore, no fuel consumption is taken into account when accelerating or climbing.

  By the way, if the vehicle speed is the same, the traveling up the slope requires more fuel consumption even at the same acceleration than the traveling on the horizontal plane. In addition, if the vehicle speed is the same, the heavier vehicle total weight including the weight of the occupant, the loaded cargo, and the loaded fuel in addition to the vehicle weight requires more fuel consumption at the same acceleration.

  Also, if the vehicle speed is the same, when traveling down the slope (down the slope) or when the total vehicle weight is heavier than traveling on a horizontal plane, considering the fuel consumption, the timing will be faster. It is necessary to start deceleration. That is, if the vehicle speed is the same, more fuel consumption can be saved at the same deceleration when the vehicle is descending or when the total vehicle weight is heavier.

  For example, if a sudden acceleration determination is made without taking into account the total vehicle weight, even if the acceleration is not determined to be a sudden acceleration when traveling on a horizontal surface or the total vehicle weight is lighter, the total vehicle weight when climbing is higher. Even when the acceleration is heavy, there is a problem that even if the acceleration is the same as the acceleration, it is necessary to determine that the acceleration is abrupt.

  Similarly, when a sudden acceleration determination is made without taking into consideration the total vehicle weight, even if the deceleration is not determined to be a sudden brake when the vehicle is running on a horizontal plane or the vehicle gross weight is lighter, There is a problem in that it is not determined to be a sudden brake even though the deceleration is the same as the deceleration even when the vehicle is heavier down the slope) or when the gross vehicle weight is heavier.

  Sudden acceleration and sudden deceleration are extremely undesirable from the viewpoint of environmental performance related to fuel consumption and exhaust gas. Therefore, it is necessary to appropriately determine whether the vehicle is suddenly accelerating or decelerating according to the inclination of the running surface and the total weight of the vehicle and to suppress sudden acceleration / deceleration. . However, the conventional technique represented by the above-mentioned Patent Document 1 does not suppress the fuel consumption based on such a viewpoint.

  The present invention has been made in order to solve the above problems (problems), and it takes into account the inclination of the running surface and the total vehicle weight when accelerating, climbing, decelerating or descending. An object of the present invention is to provide an acceleration evaluation device that supports the control of the amount and contributes to the reduction of harmful substances accompanying fuel consumption.

  In order to solve the above-described problems and achieve the object, the present invention evaluates the acceleration of a vehicle that is accelerated by the driving force based on the output of the prime mover and decelerated by the braking force of the brake, and the acceleration becomes a predetermined threshold value or more. An acceleration evaluation apparatus that informs a driver when the vehicle has been driven, the driving force calculating means for calculating the driving force, the braking force calculating means for calculating the braking force, and the vehicle calculated by the driving force calculating means Based on the driving force of the vehicle or the braking force of the vehicle calculated by the braking force calculation means and the acceleration of the vehicle, Vehicle weight estimation means for estimation, threshold calculation means for calculating a threshold of acceleration of the automobile based on the total vehicle weight estimated by the vehicle weight estimation means, An evaluation means for evaluating whether or not the acceleration is equal to or higher than the threshold by comparing the degree with the threshold calculated by the threshold value calculation means, and evaluating that the acceleration is equal to or higher than the threshold by the evaluation means And a notifying means for notifying that it has been performed.

  Further, the present invention, in the above invention, further comprises a gradient detection means for detecting a gradient of a traveling surface on which the automobile travels, wherein the vehicle weight estimation means includes the driving force of the automobile or the braking force of the automobile, The total vehicle weight is estimated based on the acceleration of the automobile and the gradient detected by the gradient detection means.

  Further, the present invention is the above invention, wherein the driving force is determined according to a throttle opening of the automobile, and the threshold value calculation means is based on the total vehicle weight estimated by the vehicle weight estimation means. The threshold value of the opening degree is calculated, and the evaluation means compares the throttle opening degree with the threshold value of the throttle opening degree calculated by the threshold value calculating means. It is characterized by evaluating whether or not.

  Further, the present invention is the above invention, wherein the braking force is determined according to the brake hydraulic pressure of the automobile, and the threshold value calculation means is based on the total vehicle weight estimated by the vehicle weight estimation means. The evaluation means compares the brake hydraulic pressure with the brake hydraulic pressure threshold calculated by the threshold calculation means, and evaluates whether the brake hydraulic pressure is equal to or higher than the threshold. It is characterized by that.

  Moreover, the present invention is characterized in that, in the above-mentioned invention, the notification means notifies using a display device that displays the vehicle in a visible manner without any trouble.

  According to the present invention, it is possible to suppress the driver from sudden acceleration or excessive acceleration, or rapid deceleration or excessive deceleration, thereby suppressing fuel consumption and reducing harmful substances. Play. Further, by suppressing sudden acceleration or excessive acceleration, or rapid deceleration or excessive deceleration, it is possible to perform safe driving.

  In addition, according to the present invention, it is possible to suppress the driver from excessive acceleration or excessive sudden deceleration according to the gradient, and it is possible to suppress the fuel consumption in the gradient traveling and to reduce the emission of harmful substances. The effect of becoming. In addition, by suppressing sudden acceleration or excessive acceleration, sudden deceleration or excessive deceleration in gradient traveling, it is possible to perform safe driving.

  In addition, according to the present invention, it is possible to suppress an excessive accelerator operation by the driver, and it is possible to suppress the fuel consumption and to reduce the discharge of harmful substances. Further, by suppressing excessive accelerator operation, there is an effect that it is possible to perform safe driving.

  In addition, according to the present invention, it is possible to suppress an excessive braking operation by the driver, and there is an effect that it is possible to suppress fuel consumption and reduce discharge of harmful substances. In addition, it is possible to perform safe driving by suppressing excessive braking operation.

  Further, according to the present invention, sudden acceleration or excessive acceleration, or sudden deceleration or excessive deceleration is displayed to the driver so as to be visible without hindering driving of the vehicle, without greatly moving the line of sight from the front view, There is an effect that the driver can be notified easily and reliably.

  Embodiments according to the acceleration evaluation apparatus of the present invention will be described below in detail with reference to the accompanying drawings. In the embodiment described below, the term “acceleration” simply includes both acceleration at the time of acceleration of the automobile and deceleration at the time of deceleration. Dynamically, the “force” acting on the car is proportional to the “acceleration”, but the “acceleration” when the “force” acts in the direction of travel of the car is the differential amount of the speed increase during acceleration. Yes, “acceleration” in the case where “force” acts in the opposite direction of the traveling direction of the automobile is a differential amount of speed reduction at the time of deceleration. Also, when "acceleration" and "deceleration" are written together, "acceleration" is the differential amount of speed increase during acceleration, and "deceleration" is the differential amount of speed decrease during deceleration. is there.

  In the following embodiments, an automobile obtains driving force from the output of an internal combustion engine (engine) that uses fossil fuel (fuel refined from crude oil such as gasoline or light oil, coal, etc.) or gas that easily explodes (hydrogen, etc.). It is assumed that it is a vehicle equipped with an internal combustion engine, but is not limited to this, an electric vehicle that obtains a driving force from the output of an electric motor, or both an internal combustion engine and an electric motor are mounted, and both are used depending on the situation. The present invention can be applied even to a so-called hybrid vehicle.

  Note that, regardless of whether the vehicle is an internal combustion engine-equipped vehicle, an electric vehicle, or a hybrid vehicle, the greater the acceleration, the greater the amount of energy consumed by the motor of the vehicle. Therefore, by suppressing this acceleration, it is possible to suppress the amount of energy consumed by the motor vehicle.

  First, the outline of the present invention will be described. FIG. 1 is an explanatory diagram for explaining the outline of the present invention. As shown in the figure, while the present invention is in motion, (1) when sudden acceleration or deceleration is performed, (2) the weight of passengers, loaded cargo, and loaded fuel at the time of sudden acceleration or deceleration. Estimate the total vehicle weight including

  Then, (3) an acceleration threshold value or deceleration threshold value is calculated based on the estimated total vehicle weight, and when the acceleration or deceleration value (absolute value) is greater than or equal to these threshold values, this is given to the driver. Inform. At the time of this notification, “the acceleration (deceleration) limit has been exceeded” is displayed on the display device.

  The driver recognizes that the vehicle is accelerating too much (depressing the accelerator pedal too much) or decelerating too much (depressing the brake pedal too much), and the degree of acceleration or deceleration Will be eased. Therefore, it is possible to reduce the amount of fuel consumption and further suppress the amount of harmful substances discharged due to the fuel consumption.

  Next, configurations of the in-vehicle network and the acceleration evaluation device according to the embodiment will be described. FIG. 2 is a functional block diagram illustrating configurations of the in-vehicle network and the acceleration evaluation device according to the embodiment. As shown in the figure, in an automobile 1, a CAN (Controller Area Network) 2 that is an in-vehicle network, an acceleration evaluation device 10, an outfitting system control unit 20 that controls in-vehicle electronic devices, and an engine that electronically controls the engine The control unit 30 is connected. The acceleration evaluation device 10, the outfitting system control unit 20, and the engine control unit 30 can communicate with each other via CAN2. A description of other components is omitted.

  The acceleration evaluation device 10 includes a display unit 11 that is a display unit, a storage unit 12 that is a storage unit, and a control unit 13 that controls the acceleration evaluation device 10.

  The storage unit 12 further stores an ideal driving force value 12a, an ideal braking force value 12b, and a sudden acceleration / deceleration evaluation threshold ideal value 12c. The ideal driving force value 12 a is an ideal value of the driving force of the automobile 1. The ideal braking force value 12 b is an ideal value of the braking force of the automobile 1. The sudden acceleration / deceleration evaluation threshold ideal value 12c is an acceleration threshold evaluated as sudden acceleration and a deceleration threshold evaluated as sudden deceleration.

  The driving force P (θ) [N] of the automobile 1 is determined by the throttle opening (hereinafter referred to as “accelerator opening”) θ [°] for adjusting the fuel injection amount to the engine. The ideal value can be calculated by multiplying the torque [N · m], the coefficient corresponding to the gear ratio of the transmission, and the torque transmission efficiency from the engine to the wheel, and dividing this by the effective diameter of the wheel. However, an ideal value for P (θ) can be determined empirically with an ideal gross vehicle weight with all the occupants, cargo load and fuel loaded on a flat surface with an ideal friction surface. It is.

Therefore, an automobile with an ideal gross vehicle weight (ideal value of gross vehicle weight) in which all of occupants, loaded cargo weight and loaded fuel are zero is m ₀ [kg] and driving force is P (θ) [N]. If the acceleration of 1 is a ₀ [m / s ² ], the following equation is established from the equation of motion. The acceleration a ₀ [m / s ² ] can be acquired from a vehicle speed sensor 20b described later.

Thus, the driving force P (θ) [N] when the accelerator opening calculated from the equation (1) is θ [°] is stored in the driving force ideal value 12a. For example, as shown in FIG. 3A, the driving force P (θ) [N] when the accelerator opening is θ [°] has a primary correlation between θ and P (θ). It is stored in the driving force ideal value 12a. According to FIG. 3A, the driving force P (θ ₁ ) [N] when the accelerator opening is θ ₁ [°] is P ₁ [N].

  The braking force B (p) [N] of the automobile 1 is a value determined depending on the hydraulic pressure (hereinafter referred to as “brake hydraulic pressure”) p [MPa] of the brake oil that adjusts the braking force of the brake. Here, the ideal value of B (p) [N] is empirical with the ideal total surface weight of a flat surface having an ideal friction surface, with all passengers, loaded cargo weight, and loaded fuel weight set to zero. It is possible to ask for.

Therefore, if the vehicle total weight ideal value is m ₀ , and the acceleration (deceleration) of the automobile 1 when the braking force is B (p) [N] is a ₀ ′ [m / s ² ], The following equation similar to equation (1) holds.

The braking force B (p) [N] when the brake hydraulic pressure calculated from the equation (2) is p is stored in the ideal braking force value 12b. For example, as shown in FIG. 3-2, the braking force B (p) [N] when the brake hydraulic pressure is p ₀ [MPa] has a primary correlation between p and B (p). The braking force ideal value 12b is stored. According to FIG. 3-2, the braking force B (p ₁ ) [N] when the brake hydraulic pressure is p ₁ [MPa] is B ₁ [N].

The sudden acceleration / deceleration evaluation threshold ideal value 12c is a value set in advance so that the ideal value of the sudden acceleration / deceleration evaluation threshold varies stepwise for each speed range, for example, as shown in FIG. The ideal value for the rapid acceleration / deceleration evaluation threshold is, for example, when the speed is within a range of 0 to 5 [m / s], and the absolute value of acceleration or deceleration is 4 [m / s ² ] or more, It will be evaluated as acceleration / deceleration.

Incidentally, the ideal value of rapid acceleration or deceleration evaluation threshold is a threshold acceleration a ₁ or a ₁ 'which is used to determine the driving force ideal value or braking force ideal value. In this embodiment, the ideal value of rapid acceleration or deceleration rating threshold, 'although the common threshold to both, not limited to this, a _1, a _1' a ₁ and a ₁ to set different thresholds, respectively It may be.

  The control unit 13 includes an acceleration / deceleration calculation unit 13a, a driving force calculation unit 13b, a braking force calculation unit 13c, a vehicle weight estimation unit 13d, a sudden acceleration / deceleration evaluation threshold value calculation processing unit 13e, and a sudden acceleration / deceleration evaluation processing unit. 13f and an evaluation result display control unit 13g. Configurations other than these are omitted.

  The acceleration / deceleration calculation unit 13a calculates the acceleration or deceleration of the automobile 1 based on the change amount of the vehicle speed acquired from the vehicle speed sensor 20b described later. The driving force calculation unit 13b refers to the driving force ideal value 12a based on an accelerator opening θ acquired from an accelerator opening sensor 30a described later, and calculates an ideal driving force value corresponding to the θ. Further, the braking force calculation unit 13c refers to a braking force ideal value 12b based on a brake hydraulic pressure p acquired from a later-described brake hydraulic pressure sensor 20a, and calculates an ideal braking force value corresponding to the p.

  The vehicle weight estimation unit 13d includes the acceleration or deceleration calculated by the acceleration / deceleration calculation unit 13a, the ideal driving force value calculated by the driving force calculation unit 13b, or the ideal braking force value calculated by the braking force calculation unit 13c. The total vehicle weight including the occupant, the loaded cargo weight, and the loaded fuel weight of the automobile 1 at that time is estimated. The method for estimating the total vehicle weight is as follows.

Assuming that the car 1 travels on a flat surface, when the accelerator opening is θ [°], the total vehicle weight in consideration of the occupant, the loaded cargo weight, and the loaded fuel weight is m ₁ [kg], and the acceleration at this time Is a ₁ [m / s ² ], the following equation of motion is established, as in equation (1).

When the equation (4) is transformed with respect to m ₁ , it becomes as follows.

That is, the driving force P (θ) [N] when the accelerator opening is θ is known because it is stored in the driving force ideal value 12a, and the acceleration a ₁ [m / s ² ] is also described later. Since it can be acquired from 20b, it is known. Therefore, from the driving force P (θ) [N] and the acceleration a ₁ [m / s ² ] when the accelerator opening is θ, the total vehicle weight m ₁ [kg] in consideration of the occupant, the loaded cargo weight, and the loaded fuel weight. ] Can be calculated. This calculation result is an estimation result of the total vehicle weight in consideration of the occupant, the loaded cargo weight, and the loaded fuel weight.

Similarly, assuming that the automobile 1 travels on a flat surface and the brake hydraulic pressure is p [MPa], the total vehicle weight in consideration of the occupant, the loaded cargo weight, and the loaded fuel weight is m ₁ [kg]. Once the deceleration and ^{_{a 1 '[m / s 2}} ], (3) formula Similarly, the following equation of motion is established.

When the equation (5) is transformed with respect to m ₁ , it becomes as follows.

That is, the braking force B (p) [N] when the brake hydraulic pressure is p is known because it is stored in the ideal braking force value 12b, and the deceleration a ₁ ′ [m / s ² ] is also described later. Since it can be acquired from the sensor 20b, it is known. Therefore, the total vehicle weight considering the occupant, the loaded cargo weight and the loaded fuel weight from the braking force B (p) [N] and the deceleration a ₁ ′ [m / s ² ] when the brake hydraulic pressure is p [MPa]. m ₁ [kg] is calculable. This calculation result is an estimation result of the total vehicle weight in consideration of the occupant, the loaded cargo weight, and the loaded fuel weight.

The sudden acceleration / deceleration evaluation threshold value calculation processing unit 13e, the vehicle gross weight m ₁ [kg] estimated by the vehicle weight estimation unit 13d, the vehicle gross weight ideal value m ₀ [kg], and the sudden acceleration / deceleration evaluation threshold ideal value 12c. read from, based on the rapid acceleration or deceleration evaluation threshold ideal value corresponding to the vehicle speed at that time point, and calculates the rapid acceleration or deceleration rating threshold in the case of the m ₁ [kg].

Here, the gross vehicle weight m ₀ [kg], the force threshold of acceleration corresponding thereto acts on the car 1 when ^{_{a 0Th [m / s 2]}} , the gross vehicle weight m ₁ [kg], Since the acceleration threshold value corresponding to this corresponds to a _1Th [m / s ² ], the force acting on the automobile 1 coincides, so the following equation is established.

  When the equation (7) is modified, the following equation is obtained.

That is, it can be seen that the acceleration threshold value a _1Th [m / s ² ] corresponding to the total vehicle weight m ₁ [kg] can be calculated from m ₀ , m ₁ , and a _0Th from the equation (8). This calculation result is a threshold value of acceleration (deceleration) based on the total vehicle weight in consideration of the occupant, the loaded cargo weight, and the loaded fuel weight.

According to the equation (8), a _1Th is not calculated so that the ratio of m ₀ and m _{1 and} the ratio of a _0Th and a _1Th coincide with each other, and the correction coefficient k ₁ and A _1Th may be calculated in consideration of the correction term k ₂ .

  The rapid acceleration / deceleration evaluation processing unit 13f calculates the rapid acceleration / deceleration evaluation threshold calculated by the rapid acceleration / deceleration evaluation threshold calculation processing unit 13e and the absolute value of the acceleration or deceleration of the automobile 1 calculated by the acceleration / deceleration calculation unit 13a. In comparison, it is evaluated whether or not the absolute value of acceleration or deceleration is equal to or greater than the rapid acceleration / deceleration evaluation threshold value. Then, the evaluation result is transferred to the evaluation result display control unit 13g. The evaluation result display control unit 13g causes the display unit 11 to display information corresponding to the evaluation result delivered from the rapid acceleration / deceleration evaluation processing unit 13f.

  The outfitting system control unit 20 further includes a brake hydraulic pressure sensor 20a, a vehicle speed sensor 20b, and a gradient detection sensor 20c. Configurations other than these are omitted. The brake hydraulic pressure sensor 20a detects the hydraulic pressure of the brake oil in the brake hose filled with the brake oil for controlling the operation of the braking device.

  The vehicle speed sensor 20b is a sensor that can detect the vehicle speed of the automobile 1 in real time. The gradient detection sensor 20c is a sensor that can detect the vehicle body inclination of the automobile 1 in real time. The gradient detection sensor 20c detects, for example, the gradient α [°] when the automobile 1 is climbing the gradient of the angle α [°], and when the automobile 1 is descending the gradient of the angle α [°], The gradient (−α) [°] is detected. That is, a positive angle is detected when the slope is up, and a negative angle is detected when the slope is down.

  The engine control unit 30 is a control device that electronically controls an engine mounted on the automobile 1. The engine control unit 30 further includes an accelerator opening sensor 30a. The accelerator opening sensor 30a detects the opening θ [°] of the throttle that adjusts the fuel injection amount to the engine. Configurations other than these are omitted.

  Next, the rapid acceleration / deceleration evaluation process executed by the acceleration evaluation apparatus 10 shown in FIG. 2 will be described. FIG. 5 is a flowchart showing a sudden acceleration / deceleration evaluation processing procedure executed by the acceleration evaluation apparatus 10 shown in FIG. As shown in the figure, first, the acceleration / deceleration calculation unit 13a determines whether or not an acceleration / deceleration has been detected (step S101). If acceleration / deceleration is detected (Yes at Step S101), the process proceeds to Step S102. If acceleration / deceleration is not detected (No at Step S101), Step S101 is repeated.

  In step S102, the acceleration / deceleration calculation unit 13a determines whether or not the detected acceleration / deceleration is acceleration. If it is an acceleration (Yes at Step S102), the process proceeds to Step S103, and if it is not an acceleration (No at Step S102), the process proceeds to Step S108.

  In step S103, the driving force calculation unit 13b calculates the driving force. Subsequently, the vehicle weight estimation unit 13d estimates the total vehicle weight including the occupant, the loaded cargo weight, and the loaded fuel weight from the driving force calculated in Step S103 and the acceleration of the automobile 1 at that time (Step S103). S104). Subsequently, the rapid acceleration / deceleration evaluation threshold value calculation processing unit 13e performs the rapid acceleration / deceleration evaluation threshold value based on the total vehicle weight estimated in Step S104, the ideal value of the total vehicle weight, and the ideal rapid acceleration / deceleration evaluation threshold value. Is calculated (step S105).

  Subsequently, the rapid acceleration / deceleration evaluation processing unit 13f determines whether or not the acceleration detected in step S101 is equal to or greater than the threshold calculated in step S105 (step S106). When the acceleration detected in step S101 is equal to or greater than the threshold calculated in step S105 (Yes in step S106), the evaluation result display control unit 13g notifies the rapid acceleration by displaying on the display unit 11 (step S107). ). If the acceleration detected in step S101 is not equal to or greater than the threshold calculated in step S105 (No in step S106), the rapid acceleration / deceleration evaluation process ends.

  FIG. 6A shows an example of a notification display screen in step S107. Note that the notification is not limited to display on the display screen, but may be notification by voice, lamp / indicator point, etc., or blinking.

  On the other hand, in step S108, the braking force calculation unit 13c calculates the braking force. Subsequently, the vehicle weight estimation unit 13d estimates the total vehicle weight including the occupant, the loaded cargo weight, and the loaded fuel weight from the braking force calculated in step S108 and the deceleration of the automobile 1 at that time ( Step S109). Subsequently, the rapid acceleration / deceleration evaluation threshold value calculation processing unit 13e performs the rapid acceleration / deceleration evaluation threshold value based on the total vehicle weight estimated in Step S109, the ideal value of the total vehicle weight, and the rapid acceleration / deceleration evaluation threshold ideal value. Is calculated (step S110).

  Subsequently, the rapid acceleration / deceleration evaluation processing unit 13f determines whether or not the deceleration detected in step S110 is equal to or greater than the threshold calculated in step S110 (step S111). When the absolute value of the deceleration detected in step S101 is greater than or equal to the threshold calculated in step S110 (Yes in step S111), the evaluation result display control unit 13g notifies the rapid deceleration by displaying on the display unit 11. (Step S112). When the deceleration detected in step S101 is not equal to or greater than the threshold calculated in step S110 (No in step S111), the rapid acceleration / deceleration evaluation process ends.

  FIG. 6B illustrates an example of a notification display screen in step S112. Note that the notification is not limited to display on the display screen, but may be notification by sound, notification of lamps / indicators, etc., or blinking.

  In addition, the display of sudden acceleration or sudden deceleration stores the number of sudden accelerations or sudden decelerations in a predetermined travel distance, and these numbers are stored at a predetermined timing (for example, when an ignition key is turned on or off). It may be displayed.

  Further, the display may be a ratio of the travel distance traveled by sudden acceleration or sudden deceleration in one trip travel distance (from when the ignition key is turned on to when it is turned off next time). Also, the total travel distance traveled by sudden acceleration or rapid deceleration in one trip travel distance, the total amount of fuel wasted due to sudden acceleration or rapid deceleration, fuel saved by suppressing acceleration or rapid deceleration The total amount may be displayed.

  Moreover, it is good also as displaying each ratio of the travel distance which drive | worked by the rapid acceleration or the rapid deceleration in all the acceleration or deceleration of 1 trip travel distance.

  The above is based on the assumption that the vehicle 1 travels on a horizontal plane. When climbing up, the direction of travel is opposite to the direction of travel of the vehicle 1 and when descending, the direction of travel of the vehicle 1 is the same as the direction of travel of the vehicle 1 due to gravity. Force acts. For this reason, the vehicle total weight estimated by the vehicle weight estimation part 13d differs compared with the case where it drive | works on a horizontal surface.

FIG. 7A is an explanatory diagram for explaining the force acting on the automobile 1 when climbing a slope with an inclination α [°]. If the total vehicle weight of the automobile 1 at this time is m ₁ [kg] and the acceleration is a ₁ [m / s ² ], the force m ₁ g [N acting on the automobile 1 by the gravitational acceleration g [m / s ² ]. slope component of] is _{m 1 g · sinα [N]} . m ₁ g · sin α [N] acts in a direction opposite to the force m ₁ a ₁ [N] due to acceleration of the automobile 1. Therefore, Equation (3) is as follows.

From the equation (3 ′), m ₁ is calculated by the following equation.

The calculation result of m ₁ by the equation ( ₄ ′) is an estimation result of the total vehicle weight based on the driving force P (θ) in consideration of the occupant, the loaded cargo weight, the loaded fuel weight, and the gradient. The acceleration / deceleration is calculated based on the acceleration / deceleration threshold value calculated using this estimation result, and an excessive acceleration or rapid acceleration or excessive deceleration or rapid deceleration is suppressed by notifying when the acceleration / deceleration is exceeded. This makes it possible to reduce fuel consumption and reduce harmful substances. Further, by suppressing excessive acceleration or sudden acceleration, or excessive deceleration or sudden deceleration, it is possible to perform safe driving.

  The equation (4) is a case where the inclination α = 0 [°] in the equation (4 ′).

FIG. 7-2 is an explanatory diagram for explaining the force acting on the automobile 1 when descending a slope with an inclination α [°]. If the total vehicle weight of the automobile 1 at this time is m ₁ [kg] and the acceleration is a ₁ [m / s ² ], the force m ₁ g [N acting on the automobile 1 by the gravitational acceleration g [m / s ² ]. ] Is a descending slope, so if the slope is (−α) [°], it is m ₁ g · sin (−α) [N]. Substituting (−α) for α in equation (4 ′) yields the following equation.

According to the equation (4 ″), since the sign of “m ₁ g · sin α” is plus, the slope of the force m ₁ g [N] acting on the automobile 1 due to the gravitational acceleration g [m / s ² ]. The component indicates that it acts in the same direction as the force m ₁ a ₁ [N] due to acceleration of the automobile 1. Therefore, it can be seen that the formulas (3 ′) and (4 ′) are similarly established even during downhill.

The braking is the same as the driving. That is, the braking force is B (p) [N], the total weight of the vehicle in consideration of the occupant, the loaded cargo weight, and the loaded fuel weight is m ₁ [kg], the acceleration is a ₁ ′ [m / s ² ], and the gradient is α. Assuming [°], equation (6) is as follows.

The calculation result of m ₁ by the equation (6 ′) is the estimation result of the total vehicle weight based on the braking force B (p) in consideration of the occupant, the loaded cargo weight, the loaded fuel weight, and the gradient. The acceleration / deceleration is calculated based on the acceleration / deceleration threshold value calculated using this estimation result, and an excessive acceleration or rapid acceleration or excessive deceleration or rapid deceleration is suppressed by notifying when the acceleration / deceleration is exceeded. This makes it possible to reduce fuel consumption and reduce harmful substances. Further, by suppressing excessive acceleration or sudden acceleration, or excessive deceleration or sudden deceleration, it is possible to perform safe driving.

  The expression (6) is a case where the inclination α = 0 [°] in the expression (6 ′).

  In the above embodiment, the total vehicle weight is estimated based on the driving force P (θ) or the braking force B (p) in consideration of the occupant, the loaded cargo weight, the loaded fuel weight, and the gradient. This is because the number of passengers greatly affects the total vehicle weight. In the case of a car with a large number of passengers, the influence of the number of passengers on the total vehicle weight is particularly large.

  In addition, in the case of an automobile with a large loadable cargo weight such as a freight vehicle, the influence of the weight of the cargo on the total vehicle weight is large. In addition, in the case of an automobile having a large fuel tank capacity, the amount of the loaded fuel weight greatly affects the total vehicle weight. If the total vehicle weight fluctuates greatly due to these factors, the fluctuation in energy required for acceleration or deceleration of the automobile is also large.

  In addition, the influence of the load on the traveling of the automobile due to the gradient of the traveling of the automobile is large, and more energy is consumed when climbing, and conversely, energy consumption is reduced when descending.

  In the present invention, the limit values for acceleration and deceleration are calculated in a detailed manner in consideration of various factors that affect the amount of energy required for driving these vehicles, and the calculated limit values are exceeded (or exceeded). ) In this case, it is possible to suppress the consumption energy (consumed fuel) of the automobile and reduce the emission amount of harmful substances accompanying the fuel consumption.

  As mentioned above, although the Example of this invention was described, this invention is not limited to this, In the range of the technical idea described in the claim, even if it implements in a various different Example, it is. It ’s good. Moreover, the effect described in the Example is not limited to this.

  In the above embodiment, the gear shift of the transmission is not considered in order to facilitate the explanation. However, the ideal driving force value 12a and the ideal braking force value 12b are obtained for each gear shift position, the gear shift position when the acceleration / deceleration is detected by the acceleration / deceleration calculation unit 13a is detected, and the detected gear shift position. The total vehicle weight may be estimated based on the ideal driving force value 12a or the ideal braking force value 12b.

  In the above embodiment, the total vehicle weight is estimated based on the driving force (or braking force) and acceleration of the vehicle, but various sensors detect or measure the vehicle occupant, cargo loaded, and fuel loaded, and The total weight of the vehicle may be obtained by adding the ideal weight value. In this case, the detection or measurement timing of the various sensors may be at the time of start for the vehicle occupant and the loaded cargo, at every fuel consumption for the loaded fuel, at every fixed period during travel, or at every start time.

  In the above embodiment, the acceleration or deceleration threshold value is calculated based on the total vehicle weight estimated based on the acceleration / deceleration detection. As the total vehicle weight used for calculating the acceleration or deceleration threshold value, an average of the total vehicle weight estimated for a predetermined time until the threshold calculation time may be adopted. The average period of the total vehicle weight estimated during the certain period may be changed and adopted as a learned value of the total vehicle weight. Then, the acceleration or deceleration threshold value may be calculated using the average of the total vehicle weight.

  Also, the average of the total vehicle weight estimated over a certain period of time after the start of travel is calculated, and after that, the newly estimated total vehicle weight at the time of threshold calculation deviates from the average (exceeds a predetermined range). May discard the new estimated value, and if it does not deviate from the average (contains within a predetermined range), the average of the estimated value including the new estimated value may be calculated again. Then, the acceleration or deceleration threshold value may be calculated using the average of the newly calculated estimated value of the total vehicle weight.

  In the said Example, although it is supposed that the motor vehicle 1 is provided with the gradient detection sensor 20c, the structure which is not restricted to this but is not provided with the gradient detection sensor 20c may be sufficient. In this case, the average of the total vehicle weight estimated over a certain period of time after the start of traveling is calculated, and after that, the newly estimated total vehicle weight at the time of threshold calculation deviates from the average (exceeds a predetermined range). It is good also as recognizing a gradient when is continued for a predetermined time.

  The angle of the gradient recognized in this case is calculated based on the ratio of the average total vehicle weight deviating from the average to the average total vehicle weight estimated over a certain time after the start of traveling. The relationship between the ratio and the angle of the gradient may be theoretically calculated and stored in advance, or may be calculated and stored empirically through experiments or the like.

  Note that the target period for calculating the average total vehicle weight is any period from engine start to engine stop, from the start of one run to the end of the run, or from the reset operation to the next reset operation. It may be a period.

  In the above embodiment, the ideal values of the driving force P (θ) [N] determined by the accelerator opening θ [°] and the braking force B (p) [N] determined by the brake hydraulic pressure p [MPa] are obtained empirically. It was. However, the driving force P (θ) [N] is not limited to this, and the engine output torque [N · m] determined depending on the accelerator opening θ [°] for adjusting the fuel injection amount to the engine, the transmission This theoretical value may be adopted because it can be theoretically calculated by multiplying the coefficient according to the gear ratio and the torque transmission efficiency from the engine to the wheel and dividing this by the effective diameter of the wheel. Further, the braking force B (p) [N] can be theoretically calculated based on the frictional force [N] applied to the brake disc or the brake drum, which is determined depending on the brake hydraulic pressure p [MPa]. A value may be adopted.

  In the above-described embodiment, the threshold value for determining rapid acceleration / deceleration is represented by acceleration / deceleration. That is, it is determined whether or not sudden acceleration / deceleration is performed based on the acceleration / deceleration. However, the present invention is not limited to this, and as shown in (3), (3 ′), etc., the acceleration depends on the accelerator opening θ [°]. Therefore, the threshold value may be expressed by the accelerator opening θ [°]. Good. That is, it is good also as determining whether it is sudden acceleration based on accelerator opening (theta) [degree].

  Further, as shown in (5) and the like, the deceleration depends on the brake hydraulic pressure p [MPa], so the threshold value may be expressed by the brake hydraulic pressure p [MPa]. That is, it may be determined whether or not rapid deceleration is performed based on the brake hydraulic pressure p [MPa].

  The numerical formulas shown for calculation and estimation of various numerical values / indexes in the above embodiment are merely examples of calculation / estimation methods, and other mathematical formulas are used to achieve the object of the present invention. It is also possible.

  Of the processes described in the above embodiments, all or part of the processes described as being automatically performed can be manually performed, or all or all of the processes described as being manually performed can be performed. A part can be automatically performed by a known method. In addition, the processing procedures, control procedures, specific names, information including various data and parameters, and units of various data and parameters shown in the above embodiment may be arbitrarily changed unless otherwise specified. it can.

  Each component of each illustrated device is functionally conceptual and does not necessarily need to be physically configured as illustrated. In other words, the specific form of distribution / integration of each device is not limited to that shown in the figure, and all or a part thereof may be functionally or physically distributed or arbitrarily distributed in arbitrary units according to various loads or usage conditions. Can be integrated and configured.

  Furthermore, each or all of the processing functions performed in each device are entirely or partially a CPU (Central Processing Unit) (or a microcomputer such as an MPU (Micro Processing Unit) or MCU (Micro Controller Unit)) and It may be realized by a program that is analyzed and executed by the CPU (or a microcomputer such as MPU or MCU), or may be realized as hardware by wired logic.

  INDUSTRIAL APPLICABILITY The present invention is useful when it is desired to assist in suppressing the fuel consumption of an automobile. It is effective when you want to support the suppression of fuel consumption.

It is explanatory drawing for demonstrating the outline | summary of this invention. It is a functional block diagram which shows the structure of the vehicle-mounted network and acceleration evaluation apparatus concerning an Example. It is a figure which shows the relationship between an accelerator opening and driving force. It is a figure which shows the relationship between brake hydraulic pressure and braking force. It is a figure which shows the ideal value of a rapid acceleration / deceleration evaluation threshold value. It is a flowchart which shows the sudden acceleration / deceleration evaluation processing procedure. It is a figure which shows the example of an alerting | reporting screen which alert | reports sudden acceleration. It is a figure which shows the example of an alerting | reporting screen which alert | reports sudden deceleration. It is explanatory drawing for demonstrating the force which acts on a motor vehicle during climbing. It is explanatory drawing for demonstrating the force which acts on a motor vehicle at the time of descent.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Automobile 10 Acceleration evaluation apparatus 11 Display part 12 Memory | storage part 12a Ideal driving force value 12b Ideal braking force value 12c Rapid acceleration / deceleration evaluation threshold ideal value 13 Control part 13a Acceleration / deceleration calculating part 13b Driving force calculating part 13c Braking force calculating part 13d Car Heavy estimation unit 13e Rapid acceleration / deceleration evaluation threshold calculation processing unit 13f Rapid acceleration / deceleration evaluation processing unit 13g Evaluation result display control unit 20 Outfitting system control unit 20a Brake hydraulic pressure sensor 20b Vehicle speed sensor 20c Gradient detection sensor 30 Engine control unit 30a Accelerator opening sensor

Claims (5)

An acceleration evaluation device that evaluates the acceleration of a vehicle that is accelerated by a driving force based on an output of a prime mover and decelerated by a braking force of a brake, and that notifies a driver when the acceleration exceeds a predetermined threshold,
Driving force calculating means for calculating the driving force;
Braking force calculating means for calculating the braking force;
Based on the driving force of the vehicle calculated by the driving force calculation unit or the braking force of the vehicle calculated by the braking force calculation unit and the acceleration of the vehicle, at least an occupant of the vehicle and a loaded cargo Vehicle weight estimation means for estimating the total vehicle weight including the weight of the loaded fuel;
Threshold calculating means for calculating a threshold of acceleration of the automobile based on the total vehicle weight estimated by the vehicle weight estimating means;
An evaluation unit that compares the acceleration of the vehicle with the threshold value calculated by the threshold value calculation unit and evaluates whether the acceleration is equal to or higher than the threshold value;
An acceleration evaluation apparatus comprising: notification means for notifying that the acceleration is evaluated to be equal to or greater than the threshold value by the evaluation means. Further comprising a gradient detecting means for detecting the gradient of the traveling surface on which the automobile travels;
The vehicle weight estimation means estimates the total vehicle weight based on the driving force of the automobile or the braking force of the automobile, the acceleration of the automobile, and the gradient detected by the gradient detection means. The acceleration evaluation apparatus according to claim 1. The driving force is determined according to the throttle opening of the automobile,
The threshold value calculation means calculates a threshold value of the throttle opening based on the total vehicle weight estimated by the vehicle weight estimation means,
The evaluation means compares the throttle opening with a threshold of the throttle opening calculated by the threshold calculation means, and evaluates whether the throttle opening is equal to or greater than the threshold. The acceleration evaluation apparatus according to claim 1 or 2. The braking force is determined according to the brake hydraulic pressure of the automobile,
The threshold value calculation means calculates the threshold value of the brake hydraulic pressure based on the total vehicle weight estimated by the vehicle weight estimation means,
The evaluation means compares the brake hydraulic pressure with a threshold value of the brake hydraulic pressure calculated by the threshold value calculation means, and evaluates whether or not the brake hydraulic pressure is equal to or higher than the threshold value. Item 4. The acceleration evaluation device according to item 1, 2 or 3.   The acceleration evaluation apparatus according to any one of claims 1 to 4, wherein the notification means notifies using a display device that displays the vehicle so as to be visible without hindrance.

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