JP2018108781A - Automotive inertial travel control system - Google Patents
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Abstract
【課題】自動車の燃費の向上に寄与する走行形態を見つけて、該走行形態を自動制御するシステムにする。【解決手段】自動車の公道走行時に於ける車の慣性力か位置エネルギーかの何れか1方か両方かを活用し自動車の駆動力接続を「ＯＮ，ＯＦＦ」する走行方法の内の1部か全部かの何れかを自動制御する手段を設けた事を特徴とする自動車走行時の慣性及び位置エネルギーを活用した走行制御システムであり特に下り坂の走行でのエンジンブレーキを使用しない構成と、車速が設定値以下の制御で駆動力接続「ＯＦＦ」エンジン「ＯＮ」中のアイドリング回転数を少なくする制御も付加して解決した。【選択図】なしPROBLEM TO BE SOLVED: To find a traveling mode that contributes to improvement of fuel efficiency of an automobile, and to make a system for automatically controlling the traveling mode. SOLUTION: Is it a part of a traveling method of "ON / OFF" the driving force connection of an automobile by utilizing either one or both of the inertial force and potential energy of the automobile when the automobile is traveling on a public road? It is a driving control system that utilizes inertia and potential energy during vehicle driving, which is characterized by providing a means to automatically control any one of them. However, the problem was solved by adding a control to reduce the idling speed during the driving force connection "OFF" and the engine "ON" with the control below the set value. [Selection diagram] None
Description
車両の走行時の慣性を活用した燃費向上に寄与する制御システムに関する物である。 The present invention relates to a control system that contributes to improving fuel efficiency by utilizing inertia during vehicle travel.
自動車の燃費の向上にはメーカー、ユーザー共に関心事項であり、１リットル当たりの走行距離を1Ｋｍでも伸ばす事に各メーカーは凌ぎを削っているのが現状である。 Manufacturers and users are interested in improving the fuel efficiency of automobiles, and the current situation is that each manufacturer is surpassing the ability to extend the mileage per liter even by 1 km.
エンジン２とモータ３との間にクラッチ４を介装し、モータ３を駆動輪９側に連結してハイブリッド型トラック１を構成する。運転者によるアクセルペダル１４のオフ操作などに基づきコースト走行制御の開始条件が成立すると、変速機５をニュートラルに戻してエンジン２及びモータ３を駆動輪９側から切り離すことにより車両１を惰性走行させる。このコースト走行制御中においては、エンジン２を燃料カットした上で、モータ３の駆動によりエンジン２をアイドル回転速度に保って補機類２ａの作動を継続させる。エンジンの再始動はコースト走行制御の終了に伴ってモータ３の駆動により始動させる。
車両ＥＣＵ１３は、これらの各種情報をナビゲーション装置３１及び通信装置３２から取得し、自車の走行経路上の道路状況を予測に基づきコースト走行制御を実行する事も、通常通りに運転者のアクセル操作などに基づきコースト走行制御を行うことも出来る、に係る技術（例えば特許文献１）がある。
A clutch 4 is interposed between the engine 2 and the motor 3, and the motor 3 is connected to the drive wheel 9 side to constitute the hybrid truck 1. When the start condition for coasting control is established based on, for example, the accelerator pedal 14 being turned off by the driver, the vehicle 1 is coasted by returning the transmission 5 to neutral and disconnecting the engine 2 and the motor 3 from the drive wheel 9 side. . During the coasting control, after the engine 2 is fuel-cut, the motor 2 is driven to keep the engine 2 at the idling rotational speed and continue the operation of the auxiliary machinery 2a. The engine is restarted by driving the motor 3 with the end of the coasting control.
The vehicle ECU 13 acquires these various types of information from the navigation device 31 and the communication device 32, and executes coast driving control based on prediction of road conditions on the driving route of the own vehicle. There is a technology (for example, Patent Document 1) related to coasting control that can be performed based on the above.
＊上記特許文献１と本願との技術差異は、該特許文献１では車両１を惰性走行させるコースト走行制御中において燃料カットした上で、モータ３の駆動によりエンジン２をアイドル回転速度に保っておるが、燃料カットをしてもエンジン２をアイドリング運転するための電気は消費しておる（燃料カットした状態でもエンジンは吸気→圧縮→爆発はしない→排気のサイクルは行っている）更に再始動はコースト走行制御の終了に伴ってモータ３の駆動により始動させておるのに対して本願は惰性走行時駆動力接続（クラッチ）をＯＮにするだけの操作（押し掛けの技術）で再始動しておる点が相違する。 * The technical difference between the above-mentioned Patent Document 1 and the present application is that the engine 2 is kept at the idling rotational speed by driving the motor 3 after the fuel is cut during coast traveling control in which the vehicle 1 travels inertially. However, even when the fuel is cut, the electricity for idling the engine 2 is consumed (the engine is in the intake, compression, no explosion, and exhaust cycle even when the fuel is cut). The coasting control is started by driving the motor 3 with the end of the coasting control, whereas the present application is restarted by an operation (pushing technique) that simply turns on the driving force connection (clutch) during inertial traveling. The point is different.
クルーズコントロールの実施中における車速の追従性の確保と車両の燃費向上とを両立させる車両の走行制御装置であって、前記車速保持クルーズコントロールの実施時には前記ニュートラル惰性走行を行い、前記追従クルーズコントロールの実施時には前記フリーラン惰性走行を行う。このため、車速Ｖの追従性が必要な前記車速保持クルーズコントロールの実施時には、エンジン１２が自立運転している前記ニュートラル惰性走行が選択されるので、再加速の応答性が前記フリーラン惰性走行に比べて良くなり車速Ｖの追従性が確保される。また、前方車両に合わせて車速Ｖが変化することによって車速Ｖの変化に対する運転者の違和感が前記車速保持クルーズコントロールに比べて少ない前記追従クルーズコントロールの実施時には、エンジン１２が停止している前記フリーラン惰性走行が選択されるので、車両の燃費が向上するに係る技術（例えば特許文献２）がある A travel control device for a vehicle that achieves both vehicle speed followability during cruise control and improved fuel efficiency of the vehicle, wherein the neutral inertia travel is performed when the vehicle speed maintaining cruise control is performed, and the tracking cruise control At the time of implementation, the free-run coasting is performed. For this reason, when the vehicle speed maintaining cruise control that requires the followability of the vehicle speed V is performed, the neutral inertia running in which the engine 12 is independently operated is selected, so that the re-acceleration responsiveness becomes the free run inertia running. Compared to this, the followability of the vehicle speed V is ensured. In addition, the engine 12 is stopped when the following cruise control is performed when the vehicle speed V is changed in accordance with the vehicle ahead and the driver's uncomfortable feeling with respect to the change in the vehicle speed V is smaller than the vehicle speed maintaining cruise control. Since run inertia running is selected, there is a technique (for example, Patent Document 2) related to improving the fuel efficiency of the vehicle.
＊本願は前記車速の追従性保持クルーズコントロールは運転者の追従走行に於いて近接しすぎると手動により車速制御を行い、前車との間隔を狭めたい時はアクセル操作をして慣性走行(自動制御)を一端解除し前車との間隔を所望する間隔まで近ずけて、アクセルペタル操作を保持状態にして自動制御にしておる点が相違する。 * This application is based on maintaining the vehicle speed following the cruise control. If the driver is too close to the vehicle following the vehicle, the vehicle speed is controlled manually. The difference is that the control) is released once and the distance from the vehicle in front is reduced to a desired distance, and the accelerator petal operation is held and automatic control is performed.
ステップＳ３０３では、コントローラ１２は、前方の道路が降坂路であり、降坂路の勾配θが所定勾配θ１より小さいかどうか、即ち、降坂路の勾配θが下り方向に緩勾配であるかどうか判定する。所定勾配θ１は、車両が降坂路を走行し、エンジン１停止中にブレーキペダル５２が踏み込まれた場合に、電動バキュームポンプ９で発生する負圧を用いたブレーキブースター８３によるアシストによって制動力不足が発生しない勾配の最小値である。路面の勾配θが所定勾配θ１より小さい場合には処理はステップＳ３０４に進み、路面の勾配θが所定勾配θ１以上の場合には処理はステップＳ３０５に進む。ここでの勾配θとは、勾配θが大きいほど降坂路における路面勾配が下り方向に急勾配となることを示し、勾配θが小さいほど降坂路における路面勾配が小さく、勾配θがゼロとなると平坦路であることを示している技術（例えば特許文献３）がある。 In step S303, the controller 12 determines whether the road ahead is a downhill road and the slope θ of the downhill road is smaller than a predetermined slope θ1, that is, whether the slope θ of the downhill road is a gentle slope in the downward direction. . The predetermined gradient θ1 indicates that the braking force is insufficient due to the assistance of the brake booster 83 using the negative pressure generated by the electric vacuum pump 9 when the vehicle travels on a downhill road and the brake pedal 52 is depressed while the engine 1 is stopped. The minimum value of the gradient that does not occur. If the road surface gradient θ is smaller than the predetermined gradient θ1, the process proceeds to step S304. If the road surface gradient θ is equal to or greater than the predetermined gradient θ1, the process proceeds to step S305. The gradient θ here indicates that the road surface gradient on the downhill road becomes steeper in the downward direction as the gradient θ is larger, and the road surface gradient on the downhill road is smaller as the gradient θ is smaller and becomes flat when the gradient θ becomes zero. There exists a technique (for example, patent document 3) which shows that it is a road.
＊上記特許文献３に記載の電動バキュームポンプで負圧を発生させエンジン停止した惰性走行中の制動手段としており、本願に記載の「上記自動制御手段Ａ及びＣに於いて該駆動力接続をＯＦＦにしエンジンＯＦＦにした走行でスピードを制動出来る制動装置」に相当する技術である。 * It is used as a braking means during inertial running in which negative pressure is generated by the electric vacuum pump described in Patent Document 3 and the engine is stopped, and the driving force connection is turned off in the automatic control means A and C described in the present application. This is a technique corresponding to a braking device capable of braking the speed when the engine is turned off.
走行中の車両に於いて惰行による走行時間や走行距離を長く確保出来る車両の制御装置であって該装置は、車両の車速Ｖが下限側車速Ｖ０及び上限側車速Ｖ１で決定される車速域内にあるとき、車速Ｖが車速Ｖ０以上であればフューエルカットによりエンジンを停止させてクラッチを開放して惰行により車両を走行させ、車速Ｖが車速Ｖ０を下回ると燃料供給によりエンジンを始動させてクラッチを係合して加速させる（定速フリーラン）車両を停止させる必要が有る時は、車両が停止するまでフューエルカットによりエンジンを停止させてクラッチを開放して惰行により車両を走行させた後（停止フリーラン）、クラッチを係合してエンジンブレーキ及びブレーキ操作により制動を付与する。これにより、惰行による走行時間や走行距離を長く確保出来て燃費を向上させた技術（例えば特許文献４）がある。 A vehicle control device capable of ensuring a long travel time and travel distance by coasting in a traveling vehicle, wherein the device is within a vehicle speed range in which the vehicle speed V is determined by a lower limit side vehicle speed V0 and an upper limit side vehicle speed V1. When the vehicle speed V is higher than the vehicle speed V0, the engine is stopped by fuel cut, the clutch is released and the vehicle is driven by coasting. When the vehicle speed V falls below the vehicle speed V0, the engine is started by supplying fuel and the clutch is engaged. When it is necessary to stop the vehicle by engaging and accelerating (constant speed free run), the engine is stopped by fuel cut until the vehicle stops, the clutch is released, and the vehicle is driven by coasting (stop) Free run), engage the clutch and apply braking by engine brake and brake operation. Thus, there is a technique (for example, Patent Document 4) that can ensure a long traveling time and traveling distance by coasting and improve fuel efficiency.
＊上記特許文献４記載の惰性走行技術を本願も採用しておるが本願はエンジンブレーキは使用しておらない点が相違点と言えば言える。 * Although the present application also adopts the inertia traveling technology described in Patent Document 4 above, it can be said that the present application does not use an engine brake.
自動車の燃費の向上に寄与する走行時の慣性力を活用する走行形態を自動制御するシステムは多く開示されておるが、エンジンを停止させてクラッチを開放して惰行により車両を走行させた後（エンジン停止フリーラン）、自動車の走行速度が設定値以下の時は、クラッチを開放して惰性走行でエンジンＯＮにしてアイドリング走行にせざるを得ないが該アイドリング走行時のエンジンアイドリング回転数を自動制御で更に低速にするエンジンアイドリング回転数自動制御手段を設ける事が課題である。 Many systems that automatically control the driving mode that uses the inertial force at the time of driving that contributes to improving the fuel efficiency of the automobile have been disclosed, but after driving the vehicle by coasting with the engine stopped and the clutch released ( When the car's running speed is lower than the set value, the engine must be disengaged and the engine is turned on for inertia running to start idling, but the engine idling speed during idling is automatically controlled. It is a problem to provide an engine idling speed automatic control means for further reducing the engine idling speed.
第一の発明は、
自動車の公道走行時に於ける車の慣性力を活用した自動車の走行方法であって該自動車の走行速度が設定値以上の時に駆動力接続のＯＮ・ＯＦＦを自動制御にする自動制御手段Ａを設けており該自動制御手段Ａは、上記駆動力接続をＯＦＦにしている間はエンジン停止をして、駆動力接続をＯＮにした時、スターターは使用しなくてもエンジンを再起動させる再起動手段(押掛けの技術)を設けており更に該自動制御手段Ａでのサイクル走行中に自動車の走行速度が設定値以下に成るかアクセル操作か上記駆動力接続操作か駆動力開放操作かの何れかが入ると自動制御を解除した手動運転としており、上記自動制御手段Ａに於いて該駆動力接続をＯＦＦにしエンジンＯＦＦにした走行でスピードを制動出来る制動装置(例えば上記特許技術文献３に記載の電動バキュームポンプ９で発生する負圧を用いたブレーキブースターに相当)を備えており、さらに上記自動車の走行速度が設定値以下の時には上記自動制御手段Ａの駆動力接続ＯＦＦ時はエンジンをアイドリング回転として該アイドリングン回転数を自動制御で低速にするエンジンアイドリング回転数自動制御手段Ｂを設けており該自動制御手段Ｂは、上記駆動力接続をＯＦＦにしている間はバッテリーの充電量及びクーラント温度により発電機及びクーラントポンプの何れか一方か両方かの作動を自動制御することでエンジンアイドリング回転数を低速に制御する手段を設けておる事を特徴とする、自動車慣性走行制御システムを提供する。
The first invention is
An automatic control means A for automatically controlling the ON / OFF of the driving force connection when the vehicle traveling speed is higher than a set value is a method for driving the vehicle utilizing the inertial force of the vehicle when traveling on a public road. The automatic control means A is a restart means for stopping the engine while the driving force connection is OFF and restarting the engine without using the starter when the driving force connection is ON. (Pushing technology) is provided, and further, whether the traveling speed of the automobile is lower than the set value during the cycle traveling by the automatic control means A, the accelerator operation, the driving force connecting operation or the driving force releasing operation. When the engine is turned on, the automatic operation is canceled and the manual operation is canceled. In the automatic control means A, the braking force can be braked by running with the driving force connection turned off and the engine turned off (for example, Patent Document 3 above). And the engine is operated when the driving force connection of the automatic control means A is OFF when the traveling speed of the automobile is lower than a set value, which is equivalent to a brake booster using negative pressure generated by the electric vacuum pump 9 described above. The engine idling speed automatic control means B for automatically reducing the idling speed as the idling speed is provided. The automatic control means B is configured so that the battery charge amount and Providing a vehicle inertial traveling control system characterized by providing a means for controlling the engine idling speed to a low speed by automatically controlling the operation of one or both of the generator and the coolant pump according to the coolant temperature. To do.
＊上記自動制御手段Ａとは、
自動車を発進して、アクセルペタル操作が保持状態に成った状態で駆動力接続を「ＯＦＦ」・エンジン「ＯＦＦ」にして車の慣性力による惰性で走行して上記アクセルペアル保持状態時の走行速度から１〜５％下がった時に駆動力接続を「ＯＮ」・エンジン「ＯＮ」にして上記保持状態に成ったスピード迄戻すと言う走行を繰り返すサイクルでこのサイクルを自動制御にする物でありスピードが下限設定値以下に成るか又はアクセル操作か上記駆動力接続操作か駆動力開放操作かの内の何れかの手動操作が入ると自動制御を解除しエンジンを「ＯＮ」にし次に追加アクセルをして上記自動制御手段Ａに戻すか、自動制御手段Ｂ（後述）の駆動力接続「ＯＦＦ」時のアイドリング回転数制御に移行するか（又は手動操作とするか）の何れかにする制御システムである。
上記スピードの下限設定値以下とは駆動力接続時に「ガクン」とする衝撃を感じないスピード（例えば４０ｋｍ／ｈ）が下限設定値に相当するスピードであるが該設定値以下で駆動力接続をすると上記衝撃が発生する確率もあり該衝撃を感じないスピードの数％ＵＰした値を（例えば４５ｋｍ／ｈ）下限設定値とするのが好ましい。
＊上記エンジンアイドリング回転数自動制御手段Ｂとは、
自動制御手段Ｂは上記自動制御手段Ａ，下記自動制御手段Ｃのスピード下限設定値以下に於ける走行形態であって、該走行形態での走行（及び停止）ではエンジン「ＯＮ」・駆動力接続「ＯＦＦ」時のエンジンのアイドリング回転数制御であって、駆動力接続を「ＯＮ・ＯＦＦ」する走行方法でエンジンの「アイドリング回転数を小さくするアイドリング回転数制御手段」を設けて駆動力接続の「ＯＦＦ」時に燃料の消費を少なくするもので、
上記自動制御手段Ｂは前記駆動力接続「ＯＦＦ」時エンジンの回転力を使用している発電機Ｅ及びクーラントの循環用のポンプＰの何れか１方か両方かを駆動させないことでアイドリング回転数を下げる制御を自動制御するものであり、
具体的には上記惰性走行時及び停車時に駆動力接続を「ＯＦＦ」にした状態で発電機Ｅはバッテリーの充電量が下限設定量以上あれば作動させない手段を設けて該発電機の発電力分程エンジンの回転数を下げる（アイドリング回転数を少なくする）更にクーラントの循環用のポンプＰはクーラント温度の上限設定温度以下で下限設定温度以上の範囲であれば作動させない手段を設けて該クーラントの循環用のポンプＰの駆動力分程エンジンの回転数を下げる事が出来る制御である、
例えば上記発電機Ｅ及び上記クーラント循環用ポンプＰの動力伝達は(多くの自動車は)Ｖベルトで行っているがこのＶベルトプーリー間に遊星プーリーを設けて該プーリーをＶベルト張り方向に押し付けＯＮ緩み方向に引き戻しＯＦＦする構成にする事で上記制御すべき発電機Ｅかクーラントの循環用のポンプＰの何れかを駆動（停止）させる条件に成ると上記発電機Ｅかクーラント循環用ポンプＰの一方か両方かの何れかを駆動（停止）する構造にして駆動力接続「ＯＦＦ」時にはエンジンのアイドリング回転数を少なく出来る構成である、
上記の他の追加構成としてはバッテリーの蓄電容量を大きな物にするかクーラントの質・量を変更するかの何れかにすることでもエンジンのアイドリング回転数をさらに少なくする機会（時間）を多く出来る。
＊スターターは使用しなくてもエンジンを再起動させる再起動手段（押掛けの技術）とは、
上記エンジン再始動手段について、３０年前頃は前照灯を消し忘れたりしてバッテリーが上がりスターターが作動しなくなった時に運転手を車に乗せてチェンジを1速か2速に入れてクラッチを踏んだ状態にして、4〜５人で車を後ろから押して４〜５Ｋｍ／Ｈのスピードに成った時にクラッチペタルを放しエンジンを起動させていた技術（押掛けの技術）であり、エンジンの始動は外からの力（スターターモーター等）でクランクシャフトを回して、それによりエンジン内で吸気→圧縮→爆発→排気が行われておる内にエンジン自らが動き出す、→すなわちクランクシャフトを２〜５回転させ、燃料と空気と点火栓の火が有ればエンジンは始動するので、走行途中でクランクシャフトを回転させるスターター以外の別の方法としてクラッチ「ＯＦＦ」時に慣性力のみで走行しておるクラッチ以降の回転力があれば駆動力接続するだけでエンジンは再始動する、但し車の聡重量により該慣性力は違うので上記駆動力接続時の「ガクン」とする衝撃を殆ど感じない駆動力接続時の車速は車の聡重量により異なるが、慣性力運転を多用する実施車速の多くは４０〜５０Ｋｍ／Ｈ以上であるが、荷を積んでおる大型２０Ｔｏｎ車と軽乗用車では惰性力が違うので車の聡重量により異なる惰性力を考慮した設定とする。
* With the above automatic control means A
When the vehicle is started and the accelerator petal operation is in the holding state, the driving force connection is set to “OFF” and the engine is set to “OFF”, and the vehicle is driven by inertia due to the inertial force of the vehicle. This is a cycle that automatically controls this cycle by repeating the driving of turning the driving force connection “ON” and the engine “ON” and returning to the above speed when the speed drops 1% to 5% from the speed. When the value is below the lower limit set value or when any of the accelerator operation, the driving force connection operation or the driving force release operation is entered, the automatic control is canceled and the engine is turned “ON” and then the additional accelerator is operated. Then, either return to the automatic control means A or shift to idling rotation speed control when the driving force connection of the automatic control means B (described later) is “OFF” (or manual operation). It is a control system.
The speed lower than the lower limit set value is a speed (eg, 40 km / h) at which no impact is felt when driving force is connected. For example, 40 km / h is a speed corresponding to the lower limit set value. Since there is a probability that the impact will occur, it is preferable to set a value (for example, 45 km / h) lower limit set value that is several percent higher than the speed at which the impact is not felt.
* The engine idling speed automatic control means B is
The automatic control means B is a travel mode within the speed lower limit set value of the automatic control means A and the following automatic control means C, and in the travel mode (and stop), the engine is “ON” and the driving force is connected. The engine idling speed control at the time of “OFF” is provided by providing an “idling speed control means for reducing the idling speed” of the engine by a driving method of “ON / OFF” of the driving power connection. It reduces fuel consumption when “OFF”.
The automatic control means B does not drive either one or both of the generator E using the rotational force of the engine and the pump P for circulating the coolant when the driving force connection is “OFF”, so that the idling speed is reduced. Automatically controls the control to lower
Specifically, the generator E is provided with means for preventing the generator E from being operated if the battery charge amount is equal to or greater than the lower limit set amount with the driving power connection set to “OFF” at the time of coasting and stopping. As the engine speed is lowered (decreasing the idling speed), the coolant circulation pump P is provided with means for preventing the coolant from operating if it is below the upper limit set temperature of the coolant temperature and above the lower limit set temperature. This is a control that can reduce the engine speed by the driving force of the circulation pump P.
For example, the power transmission of the generator E and the coolant circulation pump P is performed by a V-belt (in many automobiles), but a planetary pulley is provided between the V-belt pulleys and the pulley is pressed in the direction of the V-belt tension. If the condition is such that either the generator E to be controlled or the coolant circulation pump P is driven (stopped) by adopting a configuration in which it is pulled back in the loosening direction, the generator E or the coolant circulation pump P It is configured to drive (stop) either one or both, and to reduce the idling speed of the engine when the driving force connection is “OFF”.
As an additional configuration described above, it is possible to increase the opportunity (time) for further reducing the idling speed of the engine by either increasing the storage capacity of the battery or changing the quality and quantity of the coolant. .
* Restarting means (pushing technology) that restarts the engine without using the starter
About the above engine restarting means About 30 years ago, when the battery was raised and the starter stopped working because the headlight was turned off, the driver was put on the car and the change was made to 1st or 2nd and the clutch was engaged. It is a technology (pushing technology) that starts the engine by releasing the clutch petal when 4-5 people push the car from behind and reach a speed of 4-5Km / H when stepped on. Rotates the crankshaft with external force (starter motor, etc.), which causes the engine to start while intake, compression, explosion, and exhaust are taking place in the engine. If the fuel, air, and spark plugs are fired, the engine will start, so the clutch “O” can be used as another method other than the starter that rotates the crankshaft. The engine restarts only by connecting the driving force if there is a rotational force after the clutch that is running only with the inertial force at “F”, but the inertial force differs depending on the weight of the vehicle. The vehicle speed when connecting a driving force that feels almost no impact is different depending on the weight of the vehicle, but most of the vehicle speeds that make heavy use of inertial driving are 40-50Km / H or more, but they are loaded. Since the inertial force is different between a large 20Ton car and a mini passenger car, the inertial force that varies depending on the weight of the vehicle is set.
第二の発明は
上記走行形態の中で位置エネルギー走行するのが自動制御手段Ｃである即ち坂上から坂下への走行動力をこの位置エネルギーで走行するものであり該自動車の走行速度が設定値以上の時に駆動力接続のＯＮ・ＯＦＦを自動制御にする自動制御手段Ｃを設けており該自動制御手段Ｃは、上記駆動力接続をＯＦＦにしている間はエンジン停止をして、駆動力接続をＯＮにした時、スターターは使用しなくてもエンジンを再起動させる再起動手段（押掛けの技術）を設けており更に該自動制御手段Ｃでのサイクル走行中に自動車の走行速度が設定値以下に成るかアクセル操作か上記駆動力接続操作か駆動力開放操作かの何れかが入ると自動制御を解除した手動運転としており、上記自動制御手段Ｃに於いて該駆動力接続をＯＦＦにしエンジンＯＦＦにした走行でスピードを制動出来る制動装置を備え、かつ、長い下り坂での想定される操作回数に耐えられる制動装置を備えており、さらに上記自動車の走行速度が設定値以下では、上記自動制御手段Ｃの駆動力接続ＯＦＦ時にはエンジンＯＮにしてエンジンアイドリング回転数を自動制御で低速にするエンジンアイドリング回転数自動制御手段Ｂを設けており該エンジンアイドリング回転数自動制御手段Ｂは、上記駆動力接続をＯＦＦにしている間はバッテリーの充電量及びクーラント温度により発電機及びクーラントポンプの一方か両方かの作動のＯＮ・ＯＦＦを自動制御することでエンジンアイドリング回転数を低速に制御するエンジンアイドリング回転数制御手段を設けてアイドリング回転数を低速にすることであり、該エンジンアイドリング回転数を低速に制御するエンジンアイドリング回転数制御手段と上記自動制御手段Ｃとの両方で燃料を節約しておる事を特徴とする、自動車慣性走行制御システムを提供する。
＊上記自動制御手段Ｃとは
車の位置エネルギーを活用した自動制御手段Ｃであるが、車の慣性力を活用した自動制御手段Ａで駆動力接続「ＯＦＦ」走行もしくは「ＯＮ」走行していて、加速操作しないのにスピードがアップする状態に成ると下り坂である、このときのスピードが下限設定値以上で更に加速する状態になると駆動力接続を「ＯＦＦ」にしてエンジン「ＯＦＦ」にして車の惰性で走行する走行方法で坂の勾配、坂の長さ、走行路の湾曲等々によりブレーキングや追加加速（追加加速の場合自動制御は解除される）するのは手動操作とする、上記位置エネルギーを活用した惰性走行でスピードが下限設定値以下に成ると自動制御を解除しエンジンを「ＯＮ」にし次に追加アクセルをするかあるいは上記自動制御手段Ａ又は上記自動制御手段Ｃ走行するか自動制御手段Ｂの駆動力接続「ＯＦＦ・エンジンＯＮ」時のアイドリング回転数制御に移行するか（又は手動操作とするか）とする制御システムである。
＊上記自動制御手段Ｂは
上記自動制御手段Ａ、上記自動制御手段Ｃ、の走行で車速が上記下限設定値以下になり、エンジンを再始動した状態での駆動力接続「ＯＦＦ」時の惰性力走行でのエンジンのアイドリング回転数を小さくする自動制御。
＊前方の信号機が黄色若しくは赤を視認した時、前方に事故や工事中や車線減少で小渋滞を視認した時の惰性走行や該信号や該小渋滞でのチョコチョコ走行時で停車した時のエンジンのアイドリング回転数を小さくする制御。
＊長い下り坂での想定される操作回数に耐えられる制動装置を備えるとは、
ドラムブレーキ・ディスクブレーキ(４ポツトピストン固定キャリパー方式やディスクローターの内面に通風構造を追加したベンチレーテッド・ディスク方式等も実用化されておる)・空気圧式ブレーキと多種のブレーキの中からブレーキを多用してもパッドが過熱しにくい方式を採用する事でも対応出来、また例えば空気圧式ブレーキを採用している車両の場合エアータンクの圧力が下限設定値に成るとエンジンを起動しエアータンクの圧力を上げタンク内エアー圧力不足を回避する制御回路を付加する構成にする事でもよい。
In the second aspect of the present invention, the automatic energy control means C travels with potential energy in the above travel mode, that is, travel power from the hill to the hill travels with this potential energy, and the traveling speed of the automobile is equal to or higher than a set value. Automatic control means C for automatically controlling ON / OFF of the driving force connection at the time of this is provided, and the automatic control means C stops the engine while the driving force connection is OFF, and connects the driving force connection. When turned on, the starter is provided with restarting means (pushing technique) that restarts the engine even if it is not used, and the traveling speed of the automobile is below the set value during cycle driving by the automatic control means C. When either the accelerator operation, the driving force connection operation or the driving force release operation is entered, the automatic operation is canceled and the driving force connection is turned off by the automatic control means C. It is equipped with a braking device that can brake the speed when traveling with gin off, and with a braking device that can withstand the expected number of operations on a long downhill, and when the traveling speed of the automobile is below a set value, When the driving force connection of the automatic control means C is OFF, an engine idling speed automatic control means B is provided to turn the engine on and automatically reduce the engine idling speed to a low speed. The engine idling speed automatic control means B is configured as described above. While the power connection is off, the engine idling speed is controlled at low speed by automatically controlling the ON / OFF operation of either the generator or coolant pump according to the battery charge and coolant temperature. Providing a rotational speed control means to reduce the idling rotational speed, Characterized in that Nikki saving fuel in both the engine idling speed control means and said automatic control means C for controlling the engine idling speed to a low speed, to provide a motor vehicle coasting control system.
* The automatic control means C is an automatic control means C that utilizes the potential energy of the vehicle, but the automatic control means A that utilizes the inertial force of the vehicle is running “OFF” driving force connection or “ON” traveling. When the speed is increased without acceleration operation, it is a downhill. When the speed at this time exceeds the lower limit setting value, the driving force connection is turned off and the engine is turned off. Braking and additional acceleration (automatic control is canceled in the case of additional acceleration) due to the slope of the slope, the length of the slope, the curve of the road, etc. in the driving method that runs with the inertia of the car is a manual operation, If the speed falls below the lower limit in inertial driving using potential energy, the automatic control is canceled and the engine is turned “ON” and then the additional accelerator is operated, or the automatic control means A or the automatic A control system for whether to shift to the idling rotational speed control when the driving force of the automatic control means B or control unit C cars connected "OFF · Engine ON" (or manual operation with either).
* The automatic control means B is an inertial force at the time when the driving force connection is “OFF” in a state where the vehicle speed is equal to or lower than the lower limit set value when the automatic control means A and the automatic control means C are running. Automatic control to reduce engine idling speed during driving.
* When the traffic light in front is yellow or red, the engine when the vehicle stops in front of an accident or construction, or when there is a small traffic congestion due to lane reduction, or when the traffic light is choco-chocolate in the traffic light Control to reduce idling speed of
* With a braking device that can withstand the expected number of operations on long downhills,
Drum brakes and disc brakes (4-pot piston fixed caliper type and ventilated disc type with a ventilation structure on the inner surface of the disc rotor are also put into practical use) ・ Pneumatic brakes and various brakes Even if it is used frequently, it is possible to respond by adopting a method that prevents the pad from overheating. For example, in the case of a vehicle adopting a pneumatic brake, when the air tank pressure reaches the lower limit set value, the engine is started and the air tank pressure is It is also possible to add a control circuit that avoids shortage of air pressure in the tank.
自動車走行形態の試走では少なくとも５％の燃費が向上した。
（私有車の試走実験での燃料満タンク→満タンク間の５−６回の計測では５〜10％燃費が向上した該燃費向上の実績値は上記自動制御手段Ａ，Cの中で「エンジンＯＦＦ」の走行制御と上記自動制御手段Bのアイドリング制御手段は設けておらない実績値である。）
The fuel economy improved by at least 5% in the test run of the car.
(Fuel consumption improvement in 5-6% measurement between fuel full tank and full tank in trial run of private vehicle is 5-10%. ("Off" travel control and idling control means of the automatic control means B are actual values not provided.)
好適には、上記自動制御手段Ａ、上記自動制御手段Ｂ、上記自動制御手段Ｃ、上記通常運転手段で走行しておることを運転者に認識させる（例えば色光線、音、微振動等を備える）構造を付加する。 Preferably, the driver recognizes that the vehicle is running with the automatic control means A, the automatic control means B, the automatic control means C, and the normal driving means (for example, color light, sound, fine vibration, etc. are provided). ) Add structure.
更に節約走行をしておれない状況（お急ぎ運転）の場合もあるので、走行形態の複数のパターンを設けて運転者がセレクト使用出来る様にするとか、走行形態の複数のパターンを運転者が設定出来る様にもすることでも良い、
前記セレクトするパターンの１例としては自動制御手段Ａ、の場合駆動力接続の「ＯＮ・ＯＦＦ」のサイクルでアクセルペタル操作が保持状態に成ってから駆動力接続を「ＯＦＦ」にして、例えば４秒間走行して該保持状態の車速から何％落ちると駆動力接続の「ＯＮ」にするかの設定等々と、節約運転はしないパターンとを、選択できる選択操作部を設けるのが好ましい。
In addition, there may be situations where you can't drive even more economically (rush driving), so the driver can select and use multiple patterns of driving mode, or the driver can select multiple patterns of driving mode. It can be set so that it can be set.
As an example of the pattern to be selected, in the case of the automatic control means A, the driving force connection is turned “OFF” after the accelerator petal operation is held in the driving force connection “ON / OFF” cycle. It is preferable to provide a selection operation section that can select a setting of whether the driving force connection is set to “ON” when the vehicle speed travels for a second and falls from the vehicle speed in the holding state, and a pattern in which the saving operation is not performed.
上記駆動力接続Ｂの走行での他の実施例であり、少なくとも前方向１つ目の赤もしくは黄色の信号を視認した時に駆動力接続走行を「ＯＦＦ」にする手段は、赤もしくは黄色の信号を視認した時あるいは前方に右折しようとして対向車の通過待ちで一時停車しておる車がおるのを視認した時とか工事中や事故で一車線に絞られておるのを（小さい渋滞状態）視認した時等々の状態を視認した時、視認した時点で運転者の手動操作により切り替える切換えスィッチを例えば変速機のシフトレバー部に附設して運転者の操作（例えば押しボタンを押す等）により切り替えて停車するまで惰性で走行する構成にも出来る。
停車後発車に係る操作は運転者の通常運転操作でスタートからの操作に成る。
In another embodiment of the traveling of the driving force connection B, the means for turning off the driving force connection traveling when at least the first red or yellow signal in the forward direction is visually recognized is a red or yellow signal. Or when you see a car that is temporarily stopped waiting to pass an oncoming vehicle or trying to make a right turn forward, or when it is being narrowed down to one lane during construction or accident (small traffic congestion) When a visual check is made, a switching switch that is switched by manual operation by the driver at the time of visual recognition is attached to the shift lever portion of the transmission, for example, and switched by the driver's operation (for example, pressing a push button). It can also be configured to run inertially until it stops.
The operation related to the departure after the stop is a normal driving operation of the driver and an operation from the start.
昭和２７〜２８年頃は４〜５トントラックを始動させるには丸棒をクランク状に曲げたエンジン始動工具をボンネットトラックの前中央に設けられた該エンジン始動工具を挿入する挿入口より挿入して該エンジン始動工具を右方向（か左方向）に３〜４回廻してエンジンを始動させていた。
すなわちエンジン始動力は大人１人の力でエンジンを始動させ得る程度である。
クラッチ「ＯＦＦ→ＯＮ」時に惰性力のみで走行しておる駆動力接続部以降の回転力（回転数＊トルク）と上記エンジン始動力（始動に必要な力は一定である）との差が大きい程(上記駆動力接続部以降の回転力が大きい程)上記エンジン始動力を吸収する割合が大きくなると言う理論を持っているので、
上記理論を確認するための試験走行を行った。
該試験走行において、「エンジンＯＦＦ」「駆動力接続ＯＦＦ」の状態から「エンジンＯＮ」「駆動力接続ＯＮ」にすれば「押掛けの技術」でエンジンは再起動出来る事を確認出来た。
To start a 4 to 5 ton truck in 1927-28, insert an engine start tool with a round bar bent into a crank shape through the insertion opening for inserting the engine start tool provided in the front center of the bonnet track. The engine was started by turning the engine starting tool 3-4 times in the right direction (or left direction).
That is, the engine starting force is such that the engine can be started by the power of one adult.
There is a large difference between the rotational force (rotation speed * torque) after the driving force connecting portion running only with inertia when the clutch is “OFF → ON” and the engine starting force (the force required for starting is constant) Since it has the theory that the ratio of absorbing the engine starting force increases (the greater the rotational force after the driving force connecting part is),
A test run was conducted to confirm the above theory.
In the test running, it was confirmed that the engine can be restarted by the “pushing technique” if the “engine OFF” and “driving force connection OFF” states are changed to “engine ON” and “driving force connection ON”.
自動制御手段Ａ、自動制御手段Cの制御は走行時に於ける「駆動力接続のＯＦＦ・エンジンＯＦＦ」「駆動力接続のＯＮ・エンジンＯＮ」操作を主体とした制御であり、この制御もあくまで運転者のアシスト的なもので車の走行は手動操作であり、上記サイクル走行中に運転者のアクセル操作や駆動力接続・駆動力開放操作が入るとその自動制御を解除し運転者の操作が優先する通常運転としておる。 The control of the automatic control means A and the automatic control means C is mainly control of the “driving force connection OFF / engine OFF” and “driving force connection ON / engine ON” operations during driving. The driver's assistance is manual operation, and if the driver's accelerator operation, driving force connection or driving force release operation is entered during the above cycle driving, the automatic control is canceled and the driver's operation has priority The normal operation.
好適には上記自動車走行形態で先行車追従走行時は自動制御手段Ａ，Cで走行し車間距離の保持に係る制動操作は手動操作として、追加加速操作をすれば自動制御手段Ａ，Cは一端解除し、再度自動制御手段Ａ，Cの走行に復帰させる形態を取る事で車間距離を確保した車追従走行形態とする。 Preferably, when the vehicle follows the preceding vehicle, the automatic control means A and C travels with the automatic control means A and C, and the braking operation related to maintaining the inter-vehicle distance is a manual operation. The vehicle follow-up running mode in which the distance between the vehicles is ensured by releasing the vehicle and returning to the running of the automatic control means A and C again is adopted.
上記自動制御手段Ａでの詳細な事例を挙げて説明すれば、例えば略平坦な道を速度６０Ｋｍ（設定速度）で走行したい場合６３〜６５Ｋｍ迄スピードを上げる（約２〜５秒）この状態でアクセルペタル操作が保持された状態をアクセルペタル保持状態として駆動力接続を「ＯＦＦ」・エンジン「ＯＦＦ」にして (クランクシャフトの回転が停止すると駆動力接続を「ＯＮ」にすればエンジンは何時でも再起動出来る再起動準備状態にしておく)車の慣性力で走行する、路面の平坦度、湾曲度によっても異なるが約３〜７秒は走れる、速度６０Ｋｍになると駆動力接続を「ＯＮ」・エンジン「ＯＮ」にする操作を繰り返すサイクルである、そして自動制御するのは「駆動力接続のＯＮ・エンジンＯＮ」「駆動力接続ＯＦＦ・エンジンＯＦＦ」を主体としその他の走行に係る操作は運転者が行うもの（通常運転操作）である。
このサイクル間隔を例えば駆動力接続を「ＯＦＦ」にする時間を短くすれば（例えば１−３秒）するほどスピードむらはなくなり追従車や併走車等に惰性走行をしておる事を感じさせない走行が出来る。
For example, in the case where it is desired to travel on a substantially flat road at a speed of 60 km (set speed), the speed is increased to 63 to 65 km (about 2 to 5 seconds) in this state. The state where the accelerator petal operation is held is set to the accelerator petal holding state and the driving force connection is set to “OFF” and the engine is set to “OFF” (when the crankshaft stops rotating, the engine is always turned on when the driving force connection is set to “ON”) (Restart ready state that can be restarted) Drive with inertial force of the car, it can run for about 3 to 7 seconds, depending on the flatness and curvature of the road surface, drive power connection "ON" when the speed reaches 60km It is a cycle that repeats the operation of turning the engine “ON”, and the automatic control is mainly “ON of driving force connection / engine ON” and “driving force connection OFF / engine OFF”. The operation of the other traveling to be those performed by the driver (typically driving operation).
If this cycle interval is shortened (for example, 1-3 seconds), for example, if the driving power connection is turned off, the speed will not be uneven and the following vehicle or the side-by-side vehicle will not feel that it is coasting. I can do it.
現在のトラックは駆動力接続「ＯＦＦ」エンジン「ＯＦＦ」時制動出来る制動装置を備えておる車が多いのでまずトラック→トラクターから実施して順次乗用車、商用車→二輪車と範囲を広げる形態が好ましい。 Since many current trucks are equipped with a braking device that can be braked when the driving force connection is “OFF” and the engine is “OFF”, it is preferable to start with the truck → the tractor and then gradually expand the range of the passenger car, the commercial vehicle → the two-wheeled vehicle.
本願の特許請求の範囲に記載の権利範囲事項から容易に想到出来る構成を使用したもの全て本願の権利範囲である。
Anything that uses a configuration that can be easily conceived from the scope of the claims described in the claims of the present application is within the scope of the present application.
車両の走行時の慣性を活用した燃費向上に寄与する制御システムに関する物である。 The present invention relates to a control system that contributes to improving fuel efficiency by utilizing inertia during vehicle travel.
自動車の燃費の向上にはメーカー、ユーザー共に関心事項であり、１リットル当たりの走行距離を1Ｋｍでも伸ばす事に各メーカーは凌ぎを削っているのが現状である。 Manufacturers and users are interested in improving the fuel efficiency of automobiles, and the current situation is that each manufacturer is surpassing the ability to extend the mileage per liter even by 1 km.
エンジン２とモータ３との間にクラッチ４を介装し、モータ３を駆動輪９側に連結してハイブリッド型トラック１を構成する。運転者によるアクセルペダル１４のオフ操作などに基づきコースト走行制御の開始条件が成立すると、変速機５をニュートラルに戻してエンジン２及びモータ３を駆動輪９側から切り離すことにより車両１を惰性走行させる。このコースト走行制御中においては、エンジン２を燃料カットした上で、モータ３の駆動によりエンジン２をアイドル回転速度に保って補機類２ａの作動を継続させる。エンジンの再始動はコースト走行制御の終了に伴ってモータ３の駆動により始動させる。
車両ＥＣＵ１３は、これらの各種情報をナビゲーション装置３１及び通信装置３２から取得し、自車の走行経路上の道路状況を予測に基づきコースト走行制御を実行する事も、通常通りに運転者のアクセル操作などに基づきコースト走行制御を行うことも出来る、に係る技術（例えば特許文献１）がある。
A clutch 4 is interposed between the engine 2 and the motor 3, and the motor 3 is connected to the drive wheel 9 side to constitute the hybrid truck 1. When the start condition for coasting control is established based on, for example, the accelerator pedal 14 being turned off by the driver, the vehicle 1 is coasted by returning the transmission 5 to neutral and disconnecting the engine 2 and the motor 3 from the drive wheel 9 side. . During the coasting control, after the engine 2 is fuel-cut, the motor 2 is driven to keep the engine 2 at the idling rotational speed and continue the operation of the auxiliary machinery 2a. The engine is restarted by driving the motor 3 with the end of the coasting control.
The vehicle ECU 13 acquires these various types of information from the navigation device 31 and the communication device 32, and executes coast driving control based on prediction of road conditions on the driving route of the own vehicle. There is a technology (for example, Patent Document 1) related to coasting control that can be performed based on the above.
＊上記特許文献１と本願との技術差異は、該特許文献１では車両１を惰性走行させるコースト走行制御中において燃料カットした上で、モータ３の駆動によりエンジン２をアイドル回転速度に保っておるが、燃料カットをしてもエンジン２をアイドリング運転するための電気は消費しておる（燃料カットした状態でもエンジンは吸気→圧縮→爆発はしない→排気のサイクルは行っている）更に再始動はコースト走行制御の終了に伴ってモータ３の駆動により始動させておるのに対して本願は惰性走行時駆動力接続（クラッチ）をＯＮにするだけの操作（押し掛けの技術）で再始動しておる点が相違する。 * The technical difference between the above-mentioned Patent Document 1 and the present application is that the engine 2 is kept at the idling rotational speed by driving the motor 3 after the fuel is cut during coast traveling control in which the vehicle 1 travels inertially. However, even when the fuel is cut, the electricity for idling the engine 2 is consumed (the engine is in the intake, compression, no explosion, and exhaust cycle even when the fuel is cut). The coasting control is started by driving the motor 3 with the end of the coasting control, whereas the present application is restarted by an operation (pushing technique) that simply turns on the driving force connection (clutch) during inertial traveling. The point is different.
クルーズコントロールの実施中における車速の追従性の確保と車両の燃費向上とを両立させる車両の走行制御装置であって、前記車速保持クルーズコントロールの実施時には前記ニュートラル惰性走行を行い、前記追従クルーズコントロールの実施時には前記フリーラン惰性走行を行う。このため、車速Ｖの追従性が必要な前記車速保持クルーズコントロールの実施時には、エンジン１２が自立運転している前記ニュートラル惰性走行が選択されるので、再加速の応答性が前記フリーラン惰性走行に比べて良くなり車速Ｖの追従性が確保される。また、前方車両に合わせて車速Ｖが変化することによって車速Ｖの変化に対する運転者の違和感が前記車速保持クルーズコントロールに比べて少ない前記追従クルーズコントロールの実施時には、エンジン１２が停止している前記フリーラン惰性走行が選択されるので、車両の燃費が向上するに係る技術（例えば特許文献２）がある A travel control device for a vehicle that achieves both vehicle speed followability during cruise control and improved fuel efficiency of the vehicle, wherein the neutral inertia travel is performed when the vehicle speed maintaining cruise control is performed, and the tracking cruise control At the time of implementation, the free-run coasting is performed. For this reason, when the vehicle speed maintaining cruise control that requires the followability of the vehicle speed V is performed, the neutral inertia running in which the engine 12 is independently operated is selected, so that the re-acceleration responsiveness becomes the free run inertia running. Compared to this, the followability of the vehicle speed V is ensured. In addition, the engine 12 is stopped when the following cruise control is performed when the vehicle speed V is changed in accordance with the vehicle ahead and the driver's uncomfortable feeling with respect to the change in the vehicle speed V is smaller than the vehicle speed maintaining cruise control. Since run inertia running is selected, there is a technique (for example, Patent Document 2) related to improving the fuel efficiency of the vehicle.
＊本願は前記車速の追従性保持クルーズコントロールは運転者の追従走行に於いて近接しすぎると手動により車速制御を行い、前車との間隔を狭めたい時はアクセル操作をして慣性走行(自動制御)を一端解除し前車との間隔を所望する間隔まで近づけて、アクセルペタル操作を保持状態にして自動制御にしておる点が相違する。 * This application is based on maintaining the vehicle speed following the cruise control. If the driver is too close to the vehicle following the vehicle, the vehicle speed is controlled manually. control) up to a desired distance apart and one end released and the preceding vehicle as close, that Nikki in the automatic control in the holding state of the accelerator pedal operation is different.
ステップＳ３０３では、コントローラ１２は、前方の道路が降坂路であり、降坂路の勾配θが所定勾配θ１より小さいかどうか、即ち、降坂路の勾配θが下り方向に緩勾配であるかどうか判定する。所定勾配θ１は、車両が降坂路を走行し、エンジン１停止中にブレーキペダル５２が踏み込まれた場合に、電動バキュームポンプ９で発生する負圧を用いたブレーキブースター８３によるアシストによって制動力不足が発生しない勾配の最小値である。路面の勾配θが所定勾配θ１より小さい場合には処理はステップＳ３０４に進み、路面の勾配θが所定勾配θ１以上の場合には処理はステップＳ３０５に進む。ここでの勾配θとは、勾配θが大きいほど降坂路における路面勾配が下り方向に急勾配となることを示し、勾配θが小さいほど降坂路における路面勾配が小さく、勾配θがゼロとなると平坦路であることを示している技術（例えば特許文献３）がある。 In step S303, the controller 12 determines whether the road ahead is a downhill road and the slope θ of the downhill road is smaller than a predetermined slope θ1, that is, whether the slope θ of the downhill road is a gentle slope in the downward direction. . The predetermined gradient θ1 indicates that the braking force is insufficient due to the assistance of the brake booster 83 using the negative pressure generated by the electric vacuum pump 9 when the vehicle travels on a downhill road and the brake pedal 52 is depressed while the engine 1 is stopped. The minimum value of the gradient that does not occur. If the road surface gradient θ is smaller than the predetermined gradient θ1, the process proceeds to step S304. If the road surface gradient θ is equal to or greater than the predetermined gradient θ1, the process proceeds to step S305. The gradient θ here indicates that the road surface gradient on the downhill road becomes steeper in the downward direction as the gradient θ is larger, and the road surface gradient on the downhill road is smaller as the gradient θ is smaller and becomes flat when the gradient θ becomes zero. There exists a technique (for example, patent document 3) which shows that it is a road.
＊上記特許文献３に記載の電動バキュームポンプで負圧を発生させエンジン停止した惰性走行中の制動手段としており、本願に記載の「上記自動制御手段Ａ及びＣに於いて該駆動力接続をＯＦＦにしエンジンＯＦＦにした走行でスピードを制動出来る制動装置」に相当する技術である。 * It is used as a braking means during inertial running in which negative pressure is generated by the electric vacuum pump described in Patent Document 3 and the engine is stopped, and the driving force connection is turned off in the automatic control means A and C described in the present application. This is a technique corresponding to a braking device capable of braking the speed when the engine is turned off.
走行中の車両に於いて惰行による走行時間や走行距離を長く確保出来る車両の制御装置であって該装置は、車両の車速Ｖが下限側車速Ｖ０及び上限側車速Ｖ１で決定される車速域内にあるとき、車速Ｖが車速Ｖ０以上であればフューエルカットによりエンジンを停止させてクラッチを開放して惰行により車両を走行させ、車速Ｖが車速Ｖ０を下回ると燃料供給によりエンジンを始動させてクラッチを係合して加速させる（定速フリーラン）車両を停止させる必要が有る時は、車両が停止するまでフューエルカットによりエンジンを停止させてクラッチを開放して惰行により車両を走行させた後（停止フリーラン）、クラッチを係合してエンジンブレーキ及びブレーキ操作により制動を付与する。これにより、惰行による走行時間や走行距離を長く確保出来て燃費を向上させた技術（例えば特許文献４）がある。 A vehicle control device capable of ensuring a long travel time and travel distance by coasting in a traveling vehicle, wherein the device is within a vehicle speed range in which the vehicle speed V is determined by a lower limit side vehicle speed V0 and an upper limit side vehicle speed V1. When the vehicle speed V is higher than the vehicle speed V0, the engine is stopped by fuel cut, the clutch is released and the vehicle is driven by coasting. When the vehicle speed V falls below the vehicle speed V0, the engine is started by supplying fuel and the clutch is engaged. When it is necessary to stop the vehicle by engaging and accelerating (constant speed free run), the engine is stopped by fuel cut until the vehicle stops, the clutch is released, and the vehicle is driven by coasting (stop) Free run), engage the clutch and apply braking by engine brake and brake operation. Thus, there is a technique (for example, Patent Document 4) that can ensure a long traveling time and traveling distance by coasting and improve fuel efficiency.
＊上記特許文献４記載の惰性走行技術を本願も採用しておるが本願はエンジンブレーキは使用しておらない点が相違点と言えば言える。 * Although the present application also adopts the inertia traveling technology described in Patent Document 4 above, it can be said that the present application does not use an engine brake.
自動車の燃費の向上に寄与する走行時の慣性力を活用する走行形態を自動制御するシステムは多く開示されておるが、エンジンを停止させてクラッチを開放して惰行により車両を走行させた後（エンジン停止フリーラン）、自動車の走行速度が設定値以下の時は、クラッチを開放して惰性走行でエンジンＯＮにしてアイドリング走行にせざるを得ないが該アイドリング走行時のエンジンアイドリング回転数を自動制御で更に低速にするエンジンアイドリング回転数自動制御手段を設ける事が課題である。 Many systems that automatically control the driving mode that uses the inertial force at the time of driving that contributes to improving the fuel efficiency of the automobile have been disclosed, but after driving the vehicle by coasting with the engine stopped and the clutch released ( When the car's running speed is lower than the set value, the engine must be disengaged and the engine is turned on for inertia running to start idling, but the engine idling speed during idling is automatically controlled. It is a problem to provide an engine idling speed automatic control means for further reducing the engine idling speed.
第一の発明は、
自動車の公道走行時に於ける車の慣性力を活用した自動車の走行形態であって該自動車の走行速度が設定値以上の時に駆動力接続のＯＮ・ＯＦＦを自動制御にする自動制御手段Ａを設けており該自動制御手段Ａは、上記駆動力接続をＯＦＦにしている間はエンジン停止をして、駆動力接続をＯＮにした時、スターターは使用しなくてもエンジンを再起動させる再起動手段(押掛けの技術)を設けており更に該自動制御手段Ａでのサイクル走行中に自動車の走行速度が設定値以下に成るかアクセル操作か上記駆動力接続操作か駆動力開放操作かの何れかが入ると自動制御を解除した手動運転としており、上記自動制御手段Ａに於いて該駆動力接続をＯＦＦにしエンジンＯＦＦにした走行でスピードを制動出来る制動装置(例えば上記特許技術文献３に記載の電動バキュームポンプ９で発生する負圧を用いたブレーキブースターに相当)を備えており、さらに上記自動車の走行速度が設定値以下の時には上記自動制御手段Ａの駆動力接続ＯＦＦ時はエンジンをアイドリング回転として該アイドリングン回転数を自動制御で低速にするエンジンアイドリング回転数自動制御手段Ｂを設けており該自動制御手段Ｂは、上記駆動力接続をＯＦＦにしている間はバッテリーの充電量及びクーラント温度により発電機及びクーラントポンプの何れか一方か両方かの作動を自動制御することでエンジンアイドリング回転数を低速に制御する手段を設けておる事を特徴とする、自動車慣性走行制御システムを提供する。
The first invention is
A traveling mode of the automobile by utilizing inertial force in car when car public roads provided an automatic control unit A the traveling speed of the vehicle to automatically control the ON · OFF of the driving force connection when the set value or more The automatic control means A is a restart means for stopping the engine while the driving force connection is OFF and restarting the engine without using the starter when the driving force connection is ON. (Pushing technology) is provided, and further, whether the traveling speed of the automobile is lower than the set value during the cycle traveling by the automatic control means A, the accelerator operation, the driving force connecting operation or the driving force releasing operation. When the engine is turned on, the automatic operation is canceled and the manual operation is canceled. In the automatic control means A, the braking force can be braked by running with the driving force connection turned off and the engine turned off (for example, Patent Document 3 above). And the engine is operated when the driving force connection of the automatic control means A is OFF when the traveling speed of the automobile is lower than a set value, which is equivalent to a brake booster using negative pressure generated by the electric vacuum pump 9 described above. The engine idling speed automatic control means B for automatically reducing the idling speed as the idling speed is provided. The automatic control means B is configured so that the battery charge amount and Providing a vehicle inertial traveling control system characterized by providing a means for controlling the engine idling speed to a low speed by automatically controlling the operation of one or both of the generator and the coolant pump according to the coolant temperature. To do.
＊上記自動制御手段Ａとは、
自動車を発進して、アクセルペタル操作が保持状態に成った状態で駆動力接続を「ＯＦＦ」・エンジン「ＯＦＦ」にして車の慣性力による惰性で走行して上記アクセルペアル保持状態時の走行速度から１〜５％下がった時に駆動力接続を「ＯＮ」・エンジン「ＯＮ」にして上記保持状態に成ったスピード迄戻すと言う走行を繰り返すサイクルでこのサイクルを自動制御にする物でありスピードが下限設定値以下に成るか又はアクセル操作か上記駆動力接続操作か駆動力開放操作かの内の何れかの手動操作が入ると自動制御を解除しエンジンを「ＯＮ」にし次に追加アクセルをして上記自動制御手段Ａに戻すか、自動制御手段Ｂ（後述）の駆動力接続「ＯＦＦ」時のアイドリング回転数制御に移行するか（又は手動操作とするか）の何れかにする制御システムである。
上記スピードの下限設定値以下とは駆動力接続時に「ガクン」とする衝撃を感じないスピード（例えば４０ｋｍ／ｈ）が下限設定値に相当するスピードであるが該設定値以下で駆動力接続をすると上記衝撃が発生する確率もあり該衝撃を感じないスピードの数％ＵＰした値を（例えば４５ｋｍ／ｈ）下限設定値とするのが好ましい。
＊上記エンジンアイドリング回転数自動制御手段Ｂとは、
自動制御手段Ｂは上記自動制御手段Ａ，下記自動制御手段Ｃのスピード下限設定値以下に於ける走行形態であって、該走行形態での走行（及び停止）ではエンジン「ＯＮ」・駆動力接続「ＯＦＦ」時のエンジンのアイドリング回転数制御であって、駆動力接続を「ＯＮ・ＯＦＦ」する走行形態でエンジンの「アイドリング回転数を小さくするアイドリング回転数制御手段」を設けて駆動力接続の「ＯＦＦ」時に燃料の消費を少なくするもので、
上記自動制御手段Ｂは前記駆動力接続「ＯＦＦ」時エンジンの回転力を使用している発電機Ｅ及びクーラントの循環用のポンプＰの何れか１方か両方かを駆動させないことでアイドリング回転数を下げる制御を自動制御するものであり、
具体的には上記惰性走行時及び停車時に駆動力接続を「ＯＦＦ」にした状態で発電機Ｅはバッテリーの充電量が下限設定量以上あれば作動させない手段を設けて該発電機の発電力分程エンジンの回転数を下げる（アイドリング回転数を少なくする）更にクーラントの循環用のポンプＰはクーラント温度の上限設定温度以下で下限設定温度以上の範囲であれば作動させない手段を設けて該クーラントの循環用のポンプＰの駆動力分程エンジンの回転数を下げる事が出来る制御である、
例えば上記発電機Ｅ及び上記クーラント循環用ポンプＰの動力伝達は(多くの自動車は)Ｖベルトで行っているがこのＶベルトプーリー間に遊星プーリーを設けて該プーリーをＶベルト張り方向に押し付けＯＮ緩み方向に引き戻しＯＦＦする構成にする事で上記制御すべき発電機Ｅかクーラントの循環用のポンプＰの何れかを駆動（停止）させる条件に成ると上記発電機Ｅかクーラント循環用ポンプＰの一方か両方かの何れかを駆動（停止）する構造にして駆動力接続「ＯＦＦ」時にはエンジンのアイドリング回転数を少なく出来る構成である、
上記の他の追加構成としてはバッテリーの蓄電容量を大きな物にするかクーラントの質・量を変更するかの何れかにすることでもエンジンのアイドリング回転数をさらに少なくする機会（時間）を多く出来る。
＊スターターは使用しなくてもエンジンを再起動させる再起動手段（押掛けの技術）とは、
上記エンジン再始動手段について、３０年前頃は前照灯を消し忘れたりしてバッテリーが上がりスターターが作動しなくなった時に運転手を車に乗せてチェンジを1速か2速に入れてクラッチを踏んだ状態にして、4〜５人で車を後ろから押して４〜５Ｋｍ／Ｈのスピードに成った時にクラッチペタルを放しエンジンを起動させていた技術（押掛けの技術）であり、エンジンの始動は外からの力（スターターモーター等）でクランクシャフトを回して、それによりエンジン内で吸気→圧縮→爆発→排気が行われておる内にエンジン自らが動き出す、→すなわちクランクシャフトを２〜５回転させ、燃料と空気と点火栓の火が有ればエンジンは始動するので、走行途中でクランクシャフトを回転させるスターター以外の別の方法としてクラッチ「ＯＦＦ」時に慣性力のみで走行しておるクラッチ以降の回転力があれば駆動力接続するだけでエンジンは再始動する、但し車の聡重量により該慣性力は違うので上記駆動力接続時の「ガクン」とする衝撃を殆ど感じない駆動力接続時の車速は車の聡重量により異なるが、慣性力運転を多用する実施車速の多くは４０〜５０Ｋｍ／Ｈ以上であるが、荷を積んでおる大型２０Ｔｏｎ車と軽乗用車では惰性力が違うので車の聡重量により異なる惰性力を考慮した設定とする。
* With the above automatic control means A
When the vehicle is started and the accelerator petal operation is in the holding state, the driving force connection is set to “OFF” and the engine is set to “OFF”, and the vehicle is driven by inertia due to the inertial force of the vehicle. This is a cycle that automatically controls this cycle by repeating the driving of turning the driving force connection “ON” and the engine “ON” and returning to the above speed when the speed drops 1% to 5% from the speed. When the value is below the lower limit set value or when any of the accelerator operation, the driving force connection operation or the driving force release operation is entered, the automatic control is canceled and the engine is turned “ON” and then the additional accelerator is operated. Then, either return to the automatic control means A or shift to idling rotation speed control when the driving force connection of the automatic control means B (described later) is “OFF” (or manual operation). It is a control system.
The speed lower than the lower limit set value is a speed (eg, 40 km / h) at which no impact is felt when driving force is connected. For example, 40 km / h is a speed corresponding to the lower limit set value. Since there is a probability that the impact will occur, it is preferable to set a value (for example, 45 km / h) lower limit set value that is several percent higher than the speed at which the impact is not felt.
* The engine idling speed automatic control means B is
The automatic control means B is a travel mode within the speed lower limit set value of the automatic control means A and the following automatic control means C, and in the travel mode (and stop), the engine is “ON” and the driving force is connected. The engine idling speed control at the time of “OFF” is provided with “idling speed control means for reducing the idling speed” of the engine in a driving mode in which the driving power connection is “ON / OFF”. It reduces fuel consumption when “OFF”.
The automatic control means B does not drive either one or both of the generator E using the rotational force of the engine and the pump P for circulating the coolant when the driving force connection is “OFF”, so that the idling speed is reduced. Automatically controls the control to lower
Specifically, the generator E is provided with means for preventing the generator E from being operated if the battery charge amount is equal to or greater than the lower limit set amount with the driving power connection set to “OFF” at the time of coasting and stopping. As the engine speed is lowered (decreasing the idling speed), the coolant circulation pump P is provided with means for preventing the coolant from operating if it is below the upper limit set temperature of the coolant temperature and above the lower limit set temperature. This is a control that can reduce the engine speed by the driving force of the circulation pump P.
For example, the power transmission of the generator E and the coolant circulation pump P is performed by a V-belt (in many automobiles), but a planetary pulley is provided between the V-belt pulleys and the pulley is pressed in the direction of the V-belt tension. If the condition is such that either the generator E to be controlled or the coolant circulation pump P is driven (stopped) by adopting a configuration in which it is pulled back in the loosening direction, the generator E or the coolant circulation pump P It is configured to drive (stop) either one or both, and to reduce the idling speed of the engine when the driving force connection is “OFF”.
As an additional configuration described above, it is possible to increase the opportunity (time) for further reducing the idling speed of the engine by either increasing the storage capacity of the battery or changing the quality and quantity of the coolant. .
* Restarting means (pushing technology) that restarts the engine without using the starter
About the above engine restarting means About 30 years ago, when the battery was raised and the starter stopped working because the headlight was turned off, the driver was put on the car and the change was made to 1st or 2nd and the clutch was engaged. It is a technology (pushing technology) that starts the engine by releasing the clutch petal when 4-5 people push the car from behind and reach a speed of 4-5Km / H when stepped on. Rotates the crankshaft with external force (starter motor, etc.), which causes the engine to start while intake, compression, explosion, and exhaust are taking place in the engine. If the fuel, air, and spark plugs are fired, the engine will start, so the clutch “O” can be used as another method other than the starter that rotates the crankshaft. The engine restarts only by connecting the driving force if there is a rotational force after the clutch that is running only with the inertial force at “F”, but the inertial force differs depending on the weight of the vehicle. The vehicle speed when connecting a driving force that feels almost no impact is different depending on the weight of the vehicle, but most of the vehicle speeds that make heavy use of inertial driving are 40-50Km / H or more, but they are loaded. Since the inertial force is different between a large 20Ton car and a mini passenger car, the inertial force that varies depending on the weight of the vehicle is set.
第二の発明は
自動車の公道走行時に於いて位置エネルギー走行するのが自動制御手段Ｃである即ち坂上から坂下への走行動力をこの位置エネルギーで走行するものであり該自動車の走行速度が設定値以上の時に駆動力接続のＯＮ・ＯＦＦを自動制御にする自動制御手段Ｃを設けており該自動制御手段Ｃは、上記駆動力接続をＯＦＦにしている間はエンジン停止をして、駆動力接続をＯＮにした時、スターターは使用しなくてもエンジンを再起動させる再起動手段（押掛けの技術）を設けており更に該自動制御手段Ｃでのサイクル走行中に自動車の走行速度が設定値以下に成るかアクセル操作か上記駆動力接続操作か駆動力開放操作かの何れかが入ると自動制御を解除した手動運転としており、上記自動制御手段Ｃに於いて該駆動力接続をＯＦＦにしエンジンＯＦＦにした走行でスピードを制動出来る制動装置を備え、かつ、長い下り坂での想定される操作回数に耐えられる制動装置を備えており、さらに上記自動車の走行速度が設定値以下では、上記自動制御手段Ｃの駆動力接続ＯＦＦ時にはエンジンＯＮにしてエンジンアイドリング回転数を自動制御で低速にするエンジンアイドリング回転数自動制御手段Ｂを設けており該エンジンアイドリング回転数自動制御手段Ｂは、上記駆動力接続をＯＦＦにしている間はバッテリーの充電量及びクーラント温度により発電機及びクーラントポンプの一方か両方かの作動のＯＮ・ＯＦＦを自動制御することでエンジンアイドリング回転数を低速に制御するエンジンアイドリング回転数制御手段を設けてアイドリング回転数を低速にすることであり、該エンジンアイドリング回転数を低速に制御するエンジンアイドリング回転数制御手段と上記自動制御手段Ｃとの両方で燃料を節約しておる事を特徴とする、自動車慣性走行制御システムを提供する。
＊上記自動制御手段Ｃとは
車の位置エネルギーを活用した自動制御手段Ｃであるが、車の慣性力を活用した自動制御手段Ａで駆動力接続「ＯＦＦ」走行もしくは「ＯＮ」走行していて、加速操作しないのにスピードがアップする状態に成ると下り坂である、このときのスピードが下限設定値以上で更に加速する状態になると駆動力接続を「ＯＦＦ」にしてエンジン「ＯＦＦ」にして車の惰性で走行する走行形態で坂の勾配、坂の長さ、走行路の湾曲等々によりブレーキングや追加加速（追加加速の場合自動制御は解除される）するのは手動操作とする、上記位置エネルギーを活用した惰性走行でスピードが下限設定値以下に成ると自動制御を解除しエンジンを「ＯＮ」にし次に追加アクセルをするかあるいは上記自動制御手段Ａ又は上記自動制御手段Ｃ走行するか自動制御手段Ｂの駆動力接続「ＯＦＦ・エンジンＯＮ」時のアイドリング回転数制御に移行するか（又は手動操作とするか）とする制御システムである。
＊上記自動制御手段Ｂは
上記自動制御手段Ａ、上記自動制御手段Ｃ、の走行で車速が上記下限設定値以下になり、エンジンを再始動した状態での駆動力接続「ＯＦＦ」時の惰性力走行でのエンジンのアイドリング回転数を小さくする自動制御。
＊前方の信号機が黄色若しくは赤を視認した時、前方に事故や工事中や車線減少で小渋滞を視認した時の惰性走行や該信号や該小渋滞でのチョコチョコ走行時で停車した時のエンジンのアイドリング回転数を小さくする制御。
＊長い下り坂での想定される操作回数に耐えられる制動装置を備えるとは、
ドラムブレーキ・ディスクブレーキ(４ポツトピストン固定キャリパー方式やディスクローターの内面に通風構造を追加したベンチレーテッド・ディスク方式等も実用化されておる)・空気圧式ブレーキと多種のブレーキの中からブレーキを多用してもパッドが過熱しにくい方式を採用する事でも対応出来、また例えば空気圧式ブレーキを採用している車両の場合エアータンクの圧力が下限設定値に成るとエンジンを起動しエアータンクの圧力を上げタンク内エアー圧力不足を回避する制御回路を付加する構成にする事でもよい。
The second invention is
It is the automatic control means C that travels with potential energy when traveling on a public road, that is , the traveling power from the hill to the hill travels with this potential energy, and the driving force when the traveling speed of the vehicle is equal to or higher than a set value. Automatic control means C for automatically controlling connection ON / OFF is provided. When the driving power connection is turned off, the automatic control means C stops the engine while the driving power connection is turned off. The starter is provided with restarting means (pushing technique) for restarting the engine even if it is not used. Further, whether the traveling speed of the vehicle is lower than the set value during cycle driving by the automatic control means C When the operation, the driving force connection operation or the driving force release operation is entered, the automatic control is canceled and the manual operation is canceled. In the automatic control means C, the driving force connection is turned off and the engine is turned off. It is equipped with a braking device that can brake the speed when the vehicle is turned off, a braking device that can withstand the expected number of operations on a long downhill, and when the traveling speed of the automobile is below a set value, When the driving force connection of the control means C is turned off, engine idling speed automatic control means B is provided to turn the engine on and automatically reduce the engine idling speed to a low speed. The engine idling speed automatic control means B is provided with the above driving force. While the connection is turned off, the engine idling speed is controlled to reduce the engine idling speed to a low speed by automatically controlling the operation of either the generator or the coolant pump according to the battery charge and coolant temperature. Providing a number control means to reduce the idling speed. Characterized in that Nikki saving fuel Gin idling rotational speed for both the engine idling speed control means for controlling the low-speed and the automatic control unit C, and provides a motor vehicle coasting control system.
* The automatic control means C is an automatic control means C that utilizes the potential energy of the vehicle, but the automatic control means A that utilizes the inertial force of the vehicle is running “OFF” driving force connection or “ON” traveling. When the speed is increased without acceleration operation, it is a downhill. When the speed at this time exceeds the lower limit setting value, the driving force connection is turned off and the engine is turned off. gradient of slope in the traveling mode of traveling by car inertia, slope length, is a manual operation for curving so by braking or additional acceleration of the traveling path (for additional acceleration automatic control is released), the If the speed falls below the lower limit in inertial driving using potential energy, the automatic control is canceled and the engine is turned “ON” and then the additional accelerator is operated, or the automatic control means A or the automatic A control system for whether to shift to the idling rotational speed control when the driving force of the automatic control means B or control unit C cars connected "OFF · Engine ON" (or manual operation with either).
* The automatic control means B is an inertial force at the time when the driving force connection is “OFF” in a state where the vehicle speed is equal to or lower than the lower limit set value when the automatic control means A and the automatic control means C are running. Automatic control to reduce engine idling speed during driving.
* When the traffic light in front is yellow or red, the engine when the vehicle stops in front of an accident or construction, or when there is a small traffic congestion due to lane reduction, or when the traffic light is choco-chocolate in the traffic light Control to reduce idling speed of
* With a braking device that can withstand the expected number of operations on long downhills,
Drum brakes and disc brakes (4-pot piston fixed caliper type and ventilated disc type with a ventilation structure on the inner surface of the disc rotor are also put into practical use) ・ Pneumatic brakes and various brakes Even if it is used frequently, it is possible to respond by adopting a method that prevents the pad from overheating. For example, in the case of a vehicle adopting a pneumatic brake, when the air tank pressure reaches the lower limit set value, the engine is started and the air tank pressure is It is also possible to add a control circuit that avoids shortage of air pressure in the tank.
自動車走行形態の試走では少なくとも５％の燃費が向上した。
（私有車の試走実験での燃料満タンク→満タンク間の５−６回の計測では５〜10％燃費が向上した該燃費向上の実績値は上記自動制御手段Ａ，Cの中で「エンジンＯＦＦ」の走行制御と上記自動制御手段Bのアイドリング制御手段は設けておらない実績値である。）
The fuel economy improved by at least 5% in the test run of the car.
(Fuel consumption improvement in 5-6% measurement between fuel full tank and full tank in trial run of private vehicle is 5-10%. ("Off" travel control and idling control means of the automatic control means B are actual values not provided.)
好適には、上記自動制御手段Ａ、上記自動制御手段Ｂ、上記自動制御手段Ｃ、上記通常運転手段で走行しておることを運転者に認識させる（例えば色光線、音、微振動等を備える）構造を付加する。 Preferably, the driver recognizes that the vehicle is running with the automatic control means A, the automatic control means B, the automatic control means C, and the normal driving means (for example, color light, sound, fine vibration, etc. are provided). ) Add structure.
更に節約走行をしておれない状況（お急ぎ運転）の場合もあるので、走行形態の複数のパターンを設けて運転者がセレクト使用出来る様にするとか、走行形態の複数のパターンを運転者が設定出来る様にもすることでも良い、
前記セレクトするパターンの１例としては自動制御手段Ａ、の場合駆動力接続の「ＯＮ・ＯＦＦ」のサイクルでアクセルペタル操作が保持状態に成ってから駆動力接続を「ＯＦＦ」にして、例えば４秒間走行して該保持状態の車速から何％落ちると駆動力接続の「ＯＮ」にするかの設定等々と、節約運転はしないパターンとを、選択できる選択操作部を設けるのが好ましい。
In addition, there may be situations where you can't drive even more economically (rush driving), so the driver can select and use multiple patterns of driving mode, or the driver can select multiple patterns of driving mode. It can be set so that it can be set.
As an example of the pattern to be selected, in the case of the automatic control means A, the driving force connection is turned “OFF” after the accelerator petal operation is held in the driving force connection “ON / OFF” cycle. It is preferable to provide a selection operation section that can select a setting of whether the driving force connection is set to “ON” when the vehicle speed travels for a second and falls from the vehicle speed in the holding state, and a pattern in which the saving operation is not performed.
上記駆動力接続Ｂの走行での他の実施例であり、少なくとも前方向１つ目の赤もしくは黄色の信号を視認した時に駆動力接続走行を「ＯＦＦ」にする手段は、赤もしくは黄色の信号を視認した時あるいは前方に右折しようとして対向車の通過待ちで一時停車しておる車がおるのを視認した時とか工事中や事故で一車線に絞られておるのを（小さい渋滞状態）視認した時等々の状態を視認した時、視認した時点で運転者の手動操作により切り替える切換えスィッチを例えば変速機のシフトレバー部に附設して運転者の操作（例えば押しボタンを押す等）により切り替えて停車するまで惰性で走行する構成にも出来る。
停車後発車に係る操作は運転者の通常運転操作でスタートからの操作に成る。
In another embodiment of the traveling of the driving force connection B, the means for turning off the driving force connection traveling when at least the first red or yellow signal in the forward direction is visually recognized is a red or yellow signal. Or when you see a car that is temporarily stopped waiting to pass an oncoming vehicle or trying to make a right turn forward, or when it is being narrowed down to one lane during construction or accident (small traffic congestion) When a visual check is made, a switching switch that is switched by manual operation by the driver at the time of visual recognition is attached to the shift lever portion of the transmission, for example, and switched by the driver's operation (for example, pressing a push button). It can also be configured to run inertially until it stops.
The operation related to the departure after the stop is a normal driving operation of the driver and an operation from the start.
昭和２７〜２８年頃は４〜５トントラックを始動させるには丸棒をクランク状に曲げたエンジン始動工具をボンネットトラックの前中央に設けられた該エンジン始動工具を挿入する挿入口より挿入して該エンジン始動工具を右方向（か左方向）に３〜４回廻してエンジンを始動させていた。
すなわちエンジン始動力は大人１人の力でエンジンを始動させ得る程度である。
クラッチ「ＯＦＦ→ＯＮ」時に惰性力のみで走行しておる駆動力接続部以降の回転力（回転数＊トルク）と上記エンジン始動力（始動に必要な力は一定である）との差が大きい程(上記駆動力接続部以降の回転力が大きい程)上記エンジン始動力を吸収する割合が大きくなると言う理論を持っているので、
上記理論を確認するための試験走行を行った。
該試験走行において、「エンジンＯＦＦ」「駆動力接続ＯＦＦ」の状態から「エンジンＯＮ」「駆動力接続ＯＮ」にすれば「押掛けの技術」でエンジンは再起動出来る事を確認出来た。
To start a 4 to 5 ton truck in 1927-28, insert an engine start tool with a round bar bent into a crank shape through the insertion opening for inserting the engine start tool provided in the front center of the bonnet track. The engine was started by turning the engine starting tool 3-4 times in the right direction (or left direction).
That is, the engine starting force is such that the engine can be started by the power of one adult.
There is a large difference between the rotational force (rotation speed * torque) after the driving force connecting portion running only with inertia when the clutch is “OFF → ON” and the engine starting force (the force required for starting is constant) Since it has the theory that the ratio of absorbing the engine starting force increases (the greater the rotational force after the driving force connecting part is),
A test run was conducted to confirm the above theory.
In the test running, it was confirmed that the engine can be restarted by the “pushing technique” if the “engine OFF” and “driving force connection OFF” states are changed to “engine ON” and “driving force connection ON”.
自動制御手段Ａ、自動制御手段Cの制御は走行時に於ける「駆動力接続のＯＦＦ・エンジンＯＦＦ」「駆動力接続のＯＮ・エンジンＯＮ」操作を主体とした制御であり、この制御もあくまで運転者のアシスト的なもので車の走行は手動操作であり、上記サイクル走行中に運転者のアクセル操作や駆動力接続・駆動力開放操作が入るとその自動制御を解除し運転者の操作が優先する通常運転としておる。 The control of the automatic control means A and the automatic control means C is mainly control of the “driving force connection OFF / engine OFF” and “driving force connection ON / engine ON” operations during driving. The driver's assistance is manual operation, and if the driver's accelerator operation, driving force connection or driving force release operation is entered during the above cycle driving, the automatic control is canceled and the driver's operation has priority The normal operation.
好適には上記自動車走行形態で先行車追従走行時は自動制御手段Ａ，Cで走行し車間距離の保持に係る制動操作は手動操作として、追加加速操作をすれば自動制御手段Ａ，Cは一端解除し、再度自動制御手段Ａ，Cの走行に復帰させる形態を取る事で車間距離を確保した車追従走行形態とする。 Preferably, when the vehicle follows the preceding vehicle, the automatic control means A and C travels with the automatic control means A and C, and the braking operation related to maintaining the inter-vehicle distance is a manual operation. The vehicle follow-up running mode in which the distance between the vehicles is ensured by releasing the vehicle and returning to the running of the automatic control means A and C again is adopted.
上記自動制御手段Ａでの詳細な事例を挙げて説明すれば、例えば略平坦な道を速度６０Ｋｍ（設定速度）で走行したい場合６３〜６５Ｋｍ迄スピードを上げる（約２〜５秒）この状態でアクセルペタル操作が保持された状態をアクセルペタル保持状態として駆動力接続を「ＯＦＦ」・エンジン「ＯＦＦ」にして (クランクシャフトの回転が停止すると駆動力接続を「ＯＮ」にすればエンジンは何時でも再起動出来る再起動準備状態にしておく)車の慣性力で走行する、路面の平坦度、湾曲度によっても異なるが約３〜７秒は走れる、速度６０Ｋｍになると駆動力接続を「ＯＮ」・エンジン「ＯＮ」にする操作を繰り返すサイクルである、そして自動制御するのは「駆動力接続のＯＮ・エンジンＯＮ」「駆動力接続ＯＦＦ・エンジンＯＦＦ」を主体としその他の走行に係る操作は運転者が行うもの（通常運転操作）である。
このサイクル間隔を例えば駆動力接続を「ＯＦＦ」にする時間を短くすれば（例えば１−３秒）するほどスピードむらはなくなり追従車や併走車等に惰性走行をしておる事を感じさせない走行が出来る。
For example, in the case where it is desired to travel on a substantially flat road at a speed of 60 km (set speed), the speed is increased to 63 to 65 km (about 2 to 5 seconds) in this state. The state where the accelerator petal operation is held is set to the accelerator petal holding state and the driving force connection is set to “OFF” and the engine is set to “OFF” (when the crankshaft stops rotating, the engine is always turned on when the driving force connection is set to “ON”) (Restart ready state that can be restarted) Drive with inertial force of the car, it can run for about 3 to 7 seconds, depending on the flatness and curvature of the road surface, drive power connection "ON" when the speed reaches 60km It is a cycle that repeats the operation of turning the engine “ON”, and the automatic control is mainly “ON of driving force connection / engine ON” and “driving force connection OFF / engine OFF”. The operation of the other traveling to be those performed by the driver (typically driving operation).
If this cycle interval is shortened (for example, 1-3 seconds), for example, if the driving power connection is turned off, the speed will not be uneven and the following vehicle or the side-by-side vehicle will not feel that it is coasting. I can do it.
現在のトラックは駆動力接続「ＯＦＦ」エンジン「ＯＦＦ」時制動出来る制動装置を備えておる車が多いのでまずトラック→トラクターから実施して順次乗用車、商用車→二輪車と範囲を広げる形態が好ましい。 Since many current trucks are equipped with a braking device that can be braked when the driving force connection is “OFF” and the engine is “OFF”, it is preferable to start with the truck → the tractor and then gradually expand the range of the passenger car, the commercial vehicle → the two-wheeled vehicle.
本願の特許請求の範囲に記載の権利範囲事項から容易に想到出来る構成を使用したもの全て本願の権利範囲である。
Anything that uses a configuration that can be easily conceived from the scope of the claims described in the claims of the present application is within the scope of the present application.
Claims (2)
An automatic control means A for automatically controlling the ON / OFF of the driving force connection when the vehicle traveling speed is higher than a set value is a method for driving the vehicle utilizing the inertial force of the vehicle when traveling on a public road. The automatic control means A is a restart means for stopping the engine while the driving force connection is OFF and restarting the engine without using the starter when the driving force connection is ON. In addition, during the cycle running by the automatic control means A, automatic control is performed when the driving speed of the vehicle falls below a set value, or when either the accelerator operation, the driving force connecting operation or the driving force releasing operation is entered. The automatic control means A is provided with a braking device capable of braking the speed by running with the driving force connection turned off and the engine turned off. When the driving force connection of the automatic control means A is OFF, the engine idling speed automatic control means B is provided to reduce the idling speed to a low speed by automatic control when the driving force connection of the automatic control means A is OFF. Means B reduces the engine idling speed by automatically controlling the operation of either the generator or the coolant pump according to the charge amount of the battery and the coolant temperature while the drive power connection is turned off. A vehicle inertial traveling control system, characterized in that a means for controlling is provided.
It is the automatic control means C that travels with potential energy in the above travel mode, that is, the travel power from the hill to the hill travels with this potential energy, and the driving force is connected when the travel speed of the automobile is equal to or higher than the set value. Automatic control means C is provided for automatically controlling ON / OFF of the engine, and the automatic control means C stops the engine while the driving force connection is OFF, and when the driving force connection is ON, The starter is provided with restarting means for restarting the engine even if it is not used. Further, during the cycle running by the automatic control means C, whether the running speed of the vehicle is lower than the set value, the accelerator operation or the driving force connection operation When either one of the driving force release operations is entered, the automatic control is canceled and the automatic control means C cancels the driving force connection and the engine is turned off. A braking device capable of braking the vehicle, and a braking device capable of withstanding the expected number of operations on a long downhill. Further, when the traveling speed of the automobile is below a set value, the automatic control means C is driven. When the power connection is turned off, engine idling speed automatic control means B is provided to turn the engine on and reduce the engine idling speed automatically to a low speed. The engine idling speed automatic control means B turns off the driving force connection. The engine idling speed control means is provided to control the engine idling speed at a low speed by automatically controlling ON / OFF of the operation of either the generator or the coolant pump according to the charge amount of the battery and the coolant temperature. To reduce the engine idling speed. The engine is characterized in that Nikki saving fuel in both the idling speed control means and said automatic control means C, automotive inertial running control system for controlling the speed.
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