JP4864656B2 - Vehicle motion control device - Google Patents

Description

  The present invention relates to a vehicle motion control apparatus capable of arbitrarily switching various motion characteristics of a vehicle by an external operation.

  Conventionally, various techniques have been proposed for a motion control device capable of arbitrarily switching various motion characteristics of a vehicle according to a driver's will for the purpose of improving fuel efficiency, running performance, or riding comfort. .

  For example, in Patent Document 1, as a shift mode of an automatic transmission that uses a shift map, a shift mode is set on the high speed side compared to the normal mode in which fuel efficiency is important, and a shift closer to a lower speed than the normal mode. And a power mode set in the characteristics, and a technique for switching these modes based on the operation of the mode switch by the driver is disclosed.

Further, for example, in Patent Document 2, a suspension device for each wheel is provided with an air spring and a shock absorber with a built-in damping force switching mechanism, and the mode switching between suspension and hardware is performed according to the mode switching operation. Techniques to do are disclosed.
JP 2005-61517 A JP 7-290927 A

  By the way, when switching the vehicle motion characteristics using these techniques, the driver needs to consider the passenger's situation. For example, when an infant is on board, when the infant sleeps, it is desirable to switch to a motion characteristic that prioritizes riding comfort.

  However, in order to switch the movement characteristics while considering the passenger, the driver needs to frequently check the passenger's situation during driving. In addition, for example, when the switchable motion characteristic items cover a plurality of items such as gear shift characteristics and suspension characteristics, the driver must perform complicated operations during driving in order to shift to appropriate motion characteristics. There is a risk of disappearing.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle motion control device that can quickly shift to appropriate motion characteristics when the passenger's situation changes during driving. To do.

  The present invention is a vehicle motion control device that selects an arbitrary motion characteristic from among a plurality of patterns of motion characteristics in accordance with an occupant selection operation, and performs vehicle motion control based on the selected motion characteristics, When the movement characteristic registration means for registering the movement characteristic desired by the driver, the wakefulness monitoring means for monitoring the awakening state of a passenger other than the driver, and the low awakening state of the fellow passenger are determined by the awakening monitoring means, And a movement characteristic switching means for switching the selected movement characteristic to the registered movement characteristic.

  According to the vehicle motion control apparatus of the present invention, when the passenger's situation changes during driving, it is possible to quickly shift to appropriate motion characteristics.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a perspective view of the instrument panel and the center console as viewed from the driver's seat side.

  As shown in FIG. 1, an instrument panel (hereinafter abbreviated as “instrument panel”) 1 disposed in the front part of the vehicle interior of the vehicle extends to the left and right in the vehicle width direction and is located in front of the driver's seat 2. A combination meter (hereinafter abbreviated as “combinometer”) 3 is disposed on the instrument panel 1 positioned. In addition, a center display 4 is disposed at approximately the center of the instrument panel 1 in the vehicle width direction as display means constituting a known car navigation system.

  A select lever 7 for selecting the range of the automatic transmission is disposed on the center console 6 that is disposed between the driver's seat 2 and the passenger seat 5 and extends from the instrument panel 1 to the rear of the vehicle body. Further, an engine mode selection switch (E / G mode selection switch) 8 for selecting the driving force characteristic of the engine is disposed behind the engine. Further, a steering wheel 9 is disposed in front of the driver seat 2.

  The steering wheel 9 has a center pad portion 9a for accommodating an airbag or the like, and the left and right and lower portions of the center pad portion 9a and the outer grip portion 9b are connected via three spokes 9c. . A display changeover switch 10 is disposed at the lower left portion of the center pad portion 9a, and a temporary changeover switch 11 is disposed at the lower right portion.

  On the driver's seat 2 side, the instrument panel 1 is provided with a suspension mode selection switch (suspension mode selection switch) 50 for selecting a suspension characteristic. In the present embodiment, the suspension mode selection switch 50 includes, for example, first to third switch portions 50a to 50c, and is an external operator (generally a driver, so in the following, a “driver”). However, by selectively turning on each of the switch units 50a to 50c, an arbitrary mode can be selected from the three types of suspension modes. For example, when the first switch unit 50a is operated, the first suspension mode (suspension mode 1) having a damping characteristic in which the contraction side is hard and the extension side is soft is selected. For example, when the second switch unit 50b is operated, the second suspension mode (suspension mode 2) having a damping characteristic in which the contraction side is soft and the extension side is hard is selected. For example, when the third switch unit 50c is operated, the third suspension mode (suspension mode 3) in which both the contraction side and the extension side have soft damping characteristics is selected.

  As shown in FIG. 2, the combimeter 3 is provided with a tachometer 3a indicating the engine speed and a speedometer 3b displaying the vehicle speed on the left and right sides of the center. Further, a water temperature meter 3c that displays the cooling water temperature is disposed on the left side of the tachometer 3a, and a fuel meter 3d that displays the remaining amount of fuel is disposed on the right side of the speedometer 3b. In addition, a shift speed display portion 3e for displaying the current shift speed is provided at the center. Reference numeral 3f is a warning lamp, and 3g is a trip reset switch for resetting the trip meter. The trip reset switch 3g push button protrudes from the combiometer 3 toward the driver's seat 2, and the driver resets the trip meter by turning the trip reset switch 3g ON for a set time or more via the push button. Is done.

  In addition, a multi-information display (hereinafter abbreviated as “MID”) 12 is provided at the bottom of the tachometer 3a as a display means for switching a plurality of display screens to display information such as travel distance, fuel consumption, and engine driving force. Has been. In addition, a fuel consumption meter 13 for indicating economical driving based on the difference between the instantaneous fuel consumption and the trip average fuel consumption is disposed below the speedometer 3b.

  Further, as shown in FIG. 3, the E / G mode selection switch 8 is a shuttle switch provided with a push switch, and the driver operates three ring-shaped operation knobs 8a, so that the following three types of engine modes are operated. (Normal mode 1 that is the first engine mode, save mode 2 that is the second engine mode, and power mode 3 that is the third engine mode) can be selected. That is, in this embodiment, the left switch is turned on by rotating the operation knob 8a to the left and the normal mode 1 is selected, and the right switch is turned on by turning the control knob 8a and the power mode 3 is selected. On the other hand, by pushing the operation knob 8a downward, the push switch is turned on and the save mode 2 is selected. By assigning save mode 2 to the push switch, for example, even when the push switch is accidentally turned on during operation, output mode is suppressed in save mode 2 as described later, so the mode is saved. Even if the mode is switched to mode 2, the driving force does not increase suddenly, and the driver can drive with peace of mind.

  Here, the output characteristics of the modes 1 to 3 will be briefly described. The normal mode 1 is a mode suitable for normal operation, which is set so that the output torque changes almost linearly with respect to the depression amount (accelerator opening) of the accelerator pedal 14 (see FIG. 11 (a)). .

  In save mode 2, the engine torque is saved, and the engine torque is saved in synchronization with the lockup control of the transmission in a vehicle equipped with an automatic transmission. It is set to a mode where you can enjoy the accelerator work. Furthermore, since the save mode 2 suppresses the output torque, both easy drive performance and low fuel consumption (economic efficiency) can be achieved in a balanced manner. For example, even a vehicle equipped with a 3-liter engine has smooth output characteristics while ensuring sufficient output equivalent to a 2-liter engine, and performance that emphasizes ease of handling in practical areas such as in the city is set. Yes.

  Power mode 3 has an output characteristic with excellent response from the low engine speed range to the high engine speed range. Furthermore, in the case of a vehicle equipped with an automatic transmission, the shift up point is changed in synchronization with the engine torque. It is set to a power-oriented mode that enables aggressive driving in a sporty driving situation on a winding road. That is, in this power mode 3, a high response characteristic is set with respect to the depression amount of the accelerator pedal 14, and for example, if the vehicle is equipped with a 3-liter engine, the potential of the 3-liter engine can be maximized. Thus, the maximum torque is set to be generated at an early timing. The driving force command value (target torque) for each mode (normal mode 1, save mode 2, power mode 3) is set based on two parameters, engine speed and accelerator opening, as will be described later. To do.

  The display changeover switch 10 is operated when changing the information displayed on the MID 12, and is provided with a forward switch part 10a, a reverse switch part 10b, and an initial screen return switch part 10c. FIG. 4 illustrates items for each screen displayed on the MID 12. The MID 12 may be a color display.

  In this embodiment, six types of images (a) to (f) are set, and each time the progressive switch 10a is turned on, the images are switched in order from (a) to (f). When the forward switch section 10a is turned on while it is displayed, an initial screen (a) is displayed. On the other hand, when the reverse feed switch unit 10b is turned on, the screen is switched by reverse feed.

  Screen (a) is an initial screen displayed when the ignition switch is turned on. On this screen, an odometer is displayed at the bottom, a trip meter is displayed at the top, and the current mode (“2” indicating save mode 2 in the figure) is displayed at the left end.

  In the screen (b), the trip average fuel consumption [Km / L] calculated based on the trip distance by the trip meter and the total fuel injection pulse width (pulse time) at the trip distance is displayed in the lower row, and for a few seconds in the upper row The instantaneous fuel consumption [Km / L] calculated based on the travel distance and the total fuel injection pulse width (pulse time) at that time is displayed.

  On the screen (c), the operating time from when the engine is started is displayed in the lower part, and the outside air temperature [° C.] is displayed in the upper part.

  On the screen (d), an approximate travelable distance [Km] calculated based on the remaining amount of fuel in the fuel tank and the trip average fuel efficiency is displayed.

  On the screen (e), the accelerator-torque line of the currently selected mode (save mode 2 is shown in the figure) is displayed. In this accelerator-torque line, the vertical axis indicates the engine output torque, the horizontal axis indicates the accelerator opening, and the power display area P is set in the displayed accelerator-torque line. In the power display area P, the power level is displayed linearly from the left side to the right direction (increase) or from the right side to the left direction (decrease) in conjunction with the increase or decrease of the accelerator opening. Therefore, the driver can easily grasp the current driving state by viewing the displayed power level.

  The current time is displayed on the screen (f).

  As shown in FIG. 5, the accelerator-torque line displayed on the screen (e) described above is different for each of the selected normal mode 1, save mode 2, and power mode 3. FIG. 5A shows an accelerator-torque line L1 as a driving force characteristic line displayed when normal mode 1 is selected, and FIG. 10B shows an accelerator as a driving force characteristic line displayed when save mode 2 is selected. A torque line L2 is shown, and an accelerator-torque line L3 as a driving force characteristic line displayed when the power mode 3 is selected is shown in FIG.

  By the way, the screen (e) of FIG. 4 described above may be displayed on the MID 12 as an initial screen when the ignition switch is turned on. In this case, immediately after the initial screen is displayed, the accelerator-torque lines L1, L2, L3 are displayed simultaneously, leaving only the accelerator-torque line corresponding to the currently set mode with a certain time delay, You may make it fade out another accelerator-torque line.

  To compare the driving force characteristics of the accelerator-torque lines L1, L2, and L3 for each mode, the accelerator-torque lines L1 and L3 are overlapped with broken lines in FIG. The accelerator-torque lines L1 and L3 are shown for convenience and are not actually displayed. As shown in FIG. 5B, the power mode 3 has a characteristic in which the throttle change amount is increased with respect to the depression of the accelerator pedal, and the target torque with respect to the accelerator opening is set large. The throttle change amount is set to change almost linearly with respect to the depression amount of the engine, and when compared with the driving force characteristics of the power mode 3, the normal mode 1 has a throttle change amount with respect to the depression of the accelerator pedal. The characteristic is set to be relatively small, and it is set so that good driving performance can be obtained in a normal driving region where the accelerator opening is relatively small.

  The save mode 2 is an intermediate characteristic between the power mode 3 and the normal mode 1, and is set so that the accelerator work can be enjoyed by suppressing the output torque.

  Note that the content displayed in FIG. 5 (the screen shown in FIG. 4E) may be provided with a separate information display in the tachometer 3a and always displayed on the information display. Alternatively, only the display contents shown in FIG. 5 may be displayed on the MID 12, and the other display contents shown in FIG. 4 may be displayed on an information display provided separately.

  The fuel consumption meter 13 indicates the trip average fuel consumption [Km / L] at the neutral position. When the instantaneous fuel consumption [Km / L] is higher than the trip average fuel consumption [Km / L], the indicator 13a is included in the deviation. Accordingly, if the instantaneous fuel consumption [Km / L] is lower than the trip average fuel consumption [Km / L], the pointer 13a swings in the negative (−) direction according to the deviation.

  By the way, as shown in FIG. 6, the vehicle is connected to a meter control device (meter_ECU) 21, an engine control device (E / G_ECU) 22, and transmission control via an in-vehicle communication line 16 such as CAN (Controller Area Network) communication. Control devices such as a device (T / M_ECU) 23, a suspension control device (susp_ECU) 24, a navigation control device (navigator_ECU) 25, and the like are connected to be communicable with each other. Each of the ECUs 21 to 25 is mainly composed of a computer such as a microcomputer, and has a well-known CPU, ROM, RAM, and nonvolatile storage means such as an EEPROM.

  The meter_ECU 21 controls the entire display of the combination meter 3, and an E / G mode selection switch 8, a display changeover switch 10, a temporary changeover switch 11, a suspension mode changeover switch, and a trip reset switch 3g are connected to the input side. Yes. Also connected to the output side are a tachometer 3a, a speedometer 3b, a water temperature gauge 3c, a fuel gauge 3d, and other instruments, a combination meter driving unit 26 for driving a warning lamp 3f, an MID driving unit 27, and a fuel consumption meter driving unit 28. Has been.

  Furthermore, the meter_ECU 21 is connected to the input side, for example, a thermopile 60 which is a kind of infrared sensor. The thermopile 60 receives infrared rays emitted from individual objects and generates an electromotive force according to the amount of energy to detect the temperature of the object. The meter_ECU 21 determines the presence or absence of a passenger other than the driver based on the temperature information detected by the thermopile 60, and if a passenger is present, the passenger is based on the temperature (body temperature) change. Monitor your arousal. As a result, when the passenger's low arousal state (sleeping state) is determined, the meter_ECU 21 determines in advance the currently selected vehicle motion characteristic mode (modes such as engine driving force characteristics and suspension characteristics). Switch to the registered motion characteristics mode (hereinafter referred to as sleep mode). Thus, in this embodiment, the meter_ECU 21 realizes each function as a wakefulness monitoring unit and an exercise characteristic switching unit.

  Here, when there are a plurality of passengers, the meter_ECU 21 shifts to the sleep mode when determining a low arousal (sleep) state that is equal to or higher than a set ratio of the plurality of passengers. For example, when two passengers are present, one or more low-wake states are determined. When three passengers are present, two or more low-wake states are determined. When there are people, the mode shifts to the sleep mode when two or more low-wake states are determined.

  By the way, if all such switching of the sleep mode is automatically performed, the driver may feel uncomfortable due to an unexpected change in vehicle behavior. Therefore, in this embodiment, the meter_ECU 21 is connected with an approval switch 55 for allowing the driver to approve the transition to the sleep mode. When the meter_ECU 21 determines that the passenger is in a low arousal state, for example, as shown in FIG. 17, the meter_ECU 21 displays on the MID 12 an interrupt screen prompting the approval of the transition to the sleep mode for a predetermined time. Until the driver's approval operation through 55 is performed, the operation waits without entering the sleep mode.

  In this embodiment, the meter_ECU 21 is set so as to end the monitoring of the occupant after once determining the low arousal state of the passenger exceeding the set ratio. An occupant monitoring restart switch 56 is connected to the meter_ECU 21 as a switch for restarting the monitoring of the occupant. For example, as shown in FIG. 1, the passenger monitoring restart switch 56 is disposed in the instrument panel 1 together with the approval switch 55.

  The E / G_ECU 22 controls the operating state of the engine. On the input side, the engine rotation as an operating state detecting means for detecting the engine speed representing a parameter indicating the engine operating state from the rotation of the crankshaft or the like. A number sensor 29, an intake air amount sensor 30 that is disposed immediately downstream of the air cleaner, and the like, and an accelerator opening degree sensor that detects an accelerator opening degree from the amount of depression of the accelerator pedal 14, 31, a throttle opening sensor 32 that detects the opening of a throttle valve (not shown) that is interposed in the intake passage and adjusts the amount of intake air supplied to each cylinder of the engine, and a coolant temperature that indicates the engine temperature Sensors such as a water temperature sensor 33 serving as an engine temperature detecting means are connected to detect the vehicle and the engine operating state. In addition, on the output side of the E / G_ECU 22, the engine drive is controlled by an injector 36 for injecting a predetermined amount of fuel into the combustion chamber, a throttle actuator 37 provided in an electronically controlled throttle device (not shown), and the like. Actuators are connected.

  The E / G_ECU 22 sets the fuel injection timing and the fuel injection pulse width (pulse time) for the injector 36 based on the detection signals from the input sensors. Further, a throttle opening signal is output to the throttle actuator 37 that drives the throttle valve to control the opening of the throttle valve.

  By the way, a plurality of different driving force characteristics are stored in a map format in the non-volatile storage means that constitutes a part of the driving force setting means provided in the E / G_ECU 22. As each driving force characteristic, in this embodiment, three types of mode maps Mp1, Mp2, and Mp3 are provided. As shown in FIGS. 11A to 11C, each mode map Mp1, Mp2, and Mp3 has an accelerator opening. It is composed of a three-dimensional map that stores the driving force instruction value (target torque) at each lattice point with the degree and the engine speed as lattice axes.

  Each of these mode maps Mp1, Mp2, Mp3 is basically selected by operating the E / G mode selection switch 8. That is, when the normal mode 1 is selected by the E / G mode selection switch 8, the normal mode map Mp1 as the first mode map is selected as the mode map, and when the save mode 2 is selected, the save as the second mode map is performed. When the mode map Mp2 is selected and the power mode 3 is selected, the power mode map Mp3 as the third mode map is selected.

  Hereinafter, the driving force characteristics of the mode maps Mp1, Mp2, and Mp3 will be described. The normal mode map Mp1 shown in FIG. 6A is set to a characteristic that the target torque changes linearly in a region where the accelerator opening is comparatively small, and the maximum target torque is set near the fully open position of the throttle valve. It is set to be.

  In addition, the save mode map Mp2 shown in FIG. 5B is lower in target torque than the normal mode map Mp1 described above, and suppresses output torque even when the accelerator pedal 14 is fully depressed. Thus, accelerator work such as depressing the accelerator pedal 14 can be enjoyed. Furthermore, since the increase in the target torque is suppressed, both easy drive performance and low fuel consumption can be achieved in a balanced manner. For example, even a vehicle equipped with a 3-liter engine has smooth output characteristics while ensuring sufficient output equivalent to a 2-liter engine, and a target torque is set that emphasizes ease of handling in practical areas such as in the city. .

  Further, in the power mode map Mp3 shown in FIG. 5C, the rate of change of the target torque with respect to the change of the accelerator opening is set to be large in almost all operation regions. Therefore, for example, in the case of a vehicle equipped with a 3-liter engine, a target torque that can maximize the potential of the 3-liter engine is set. Note that the extremely low rotational speed region including the idle rotational speed of each mode map Mp1, Mp2, Mp3 is set to substantially the same driving force characteristics.

  Thus, according to this embodiment, when the driver operates the E / G mode selection switch 8 to select any one of the modes 1, 2, and 3, the corresponding mode map Mp1, Mp2, or Mp3 is selected. Since the target torque is set based on the mode map Mp1, Mp2, or Mp3, it is possible to enjoy three different types of accelerator responses with one vehicle. The opening / closing speed of the throttle valve is also set so as to operate slowly in the mode map Mp2 and quickly in the mode map Mp3.

  Further, the T / M_ECU 23 performs shift control of the automatic transmission. On the input side, the vehicle speed sensor 41 that detects the vehicle speed from the number of rotations of the transmission output shaft, and the inhibitor that detects the range in which the select lever 7 is set. A switch 42 and the like are connected, and a control valve 43 that performs shift control of the automatic transmission and a lockup actuator 44 that locks up the lockup clutch are connected to the output side. The T / M_ECU 23 determines the set range of the select lever 7 based on the signal from the inhibitor switch 42. When the T / M_ECU 23 is set to the D range, the shift signal is output to the control valve 43 according to a predetermined shift pattern. Shift control. This shift pattern is variably set corresponding to modes 1, 2, and 3 set by the E / G_ECU 22.

  When the lock-up condition is satisfied, a slip lock-up signal or lock-up signal is output to the lock-up actuator 44, and the input / output elements of the torque converter are changed from the converter state to the slip lock-up state or the lock-up state. Switch. At that time, the E / G_ECU 22 corrects the target torque τe in synchronization with the slip lock-up state and the lock-up state. As a result, for example, when the mode M is set to the save mode 2, the target torque τe is corrected to an area where more economical traveling is possible.

  The suspension_ECU 24 is connected to a motor 51 disposed on each wheel on the input side, and controls suspension characteristics by controlling output of each motor 51. That is, in this embodiment, the suspension of each wheel is configured to include a spring, a shock absorber (damper) with variable damping force, and an electric motor 51. The spring and the damper are provided in parallel between the vehicle body and the axle, and the motor 51 is provided in the upper part of the damper. The damping force of the damper as the suspension characteristic can be adjusted by controlling the motor 51. The specific configuration of the damping force variable damper is disclosed in, for example, Japanese Patent Laid-Open No. 06-106950.

  The navigation_ECU 25 is provided in a well-known car navigation system, detects the position of the vehicle based on position data obtained from GPS satellites, etc., and calculates a guide route to the destination. Then, the current location and taxiway of the vehicle are displayed on the map data on the center display 4. In this embodiment, various information to be displayed on the MID 12 can be displayed on the center display 4.

  Furthermore, the center display 4 is constituted by, for example, a touch panel display, and various settings can be changed by the occupant using the setting screen displayed on the center display 4. For example, as shown in FIG. 15, the navigation_ECU 25 can display a setting screen for registering the boarding position of the passenger to be monitored on the center display 4 as necessary. When the boarding position is registered through the setting screen, the meter_ECU 21 monitors the awakening state of only the passenger at the registered boarding position. For example, as shown in FIG. 16, the navigation_ECU 25 can display a setting screen for registering various exercise characteristics on the center display 4 as necessary. The meter_ECU 21 can set the exercise characteristic desired by the driver (exercise characteristic for sleep mode). Thus, in this embodiment, meter_ECU21, navigation_ECU25, and center display 4 implement | achieve the function as an exercise | movement characteristic registration means.

  Next, the procedure for controlling the operating state of the engine executed by the above-described E / G_ECU 22 will be described with reference to the flowcharts of FIGS.

  When the ignition switch is turned on, first, the starting control routine shown in FIG. 7 is started only once. In this routine, first, in step S1, the mode Me (Me: normal mode 1 (E / G mode 1), save mode 2 (E / G mode 2), power mode 3) that was set when the ignition switch was turned off the previous time. (E / G mode 3)) is read.

  Then, the process proceeds to step S2 to check whether or not the mode Me is the power mode 3. When the power mode 3 is set, the mode Me is forcibly set to the normal mode 1 (Me ← E / G mode 1), and the routine is terminated.

  When the mode Me is set to the normal mode 1 or the save mode 2 other than the power mode 3, the routine is ended as it is.

  Thus, when the mode Me when the ignition switch is turned off the last time is set to the power mode 3, the mode Me when the ignition switch is turned on is forcibly switched to the normal mode 1 (Me). ← E / G mode 1) Even if the accelerator pedal 14 is depressed a little, the vehicle does not start suddenly, and good starting performance can be obtained.

  Then, when this start-up control routine ends, the routines shown in FIGS. 8 to 10 are executed every predetermined calculation cycle. First, the mode map selection routine shown in FIG. 8 will be described.

  In this routine, first, the currently set mode Me is read in step S11, and in step S12, the mode Me is referred to to determine which mode (normal mode 1, save mode 2, or power mode 3). Check if it is set. When the normal mode 1 is set, the process proceeds to step S13. When the save mode 2 is set, the process branches to step S14. When the power mode 3 is set, the process branches to step S15. . Incidentally, at the time of the first routine execution after turning on the ignition switch, the mode Me is either the normal mode 1 or the save mode 2, so that the process does not branch to step S15. However, when the driver turns the operation knob 8a of the E / G mode selection switch 8 to the right and selects the power mode 3 after turning on the ignition switch, the mode Me is set to the power mode 3 in step S23 described later. Therefore, in the subsequent routine execution, the process branches from step S12 to step S15.

  Then, when it is determined that the normal mode 1 is set and the process proceeds to step S13, the normal mode map Mp1 stored in the non-volatile storage means of the E / G_ECU 22 is set as the current mode map. Proceed to S19. If it is determined that the save mode 2 is set and the process branches to step S14, the save mode map Mp2 is set as the current mode map, and the process proceeds to step S19.

  On the other hand, if it is determined that the power mode 3 is set and the process branches to step S15, the cooling water temperature Tw detected by the water temperature sensor 33 that detects the engine temperature from the cooling water temperature and the set lower limit temperature are detected in steps S15 and S16. The warm-up determination temperature TL and the high temperature determination temperature TH as the set upper limit temperature are compared. In step S15, when it is determined that the cooling water temperature Tw is equal to or higher than the warm-up determination temperature TL (Tw ≧ TL) and it is determined in step S16 that the cooling water temperature Tw is lower than the high temperature determination temperature TH (Tw <TH). The process proceeds to step S17.

  On the other hand, if it is determined in step S15 that the coolant temperature Tw is lower than the warm-up determination temperature TL (Tw <TL), or if it is determined in step S16 that the coolant temperature Tw is equal to or higher than the high-temperature determination temperature TH (Tw> TH), step The process branches to S18, mode Me is set to normal mode 1 (Me ← E / G mode 1), and the process returns to step S13.

  Thus, in this embodiment, even after the ignition switch is turned on, even if the driver operates the E / G mode selection switch 8 to select the power mode 3, the cooling water temperature Tw is the warm-up determination temperature. When the temperature is below TL or above the high temperature judgment temperature TH, the mode is forcibly returned to the normal mode 1. Therefore, the exhaust emission emission amount is suppressed during warm-up operation, and the output is suppressed at high temperature. Thus, the engine and peripheral devices can be protected from heat damage. When the mode Me is forcibly returned to the normal mode 1, the warning lamp 3f is turned on or blinks to notify the driver that the mode Me has been forcibly returned to the normal mode 1. In this case, it may be notified by a buzzer or voice.

  Next, when the process proceeds from any one of steps S13, S14, and S17 to step S19, it is checked whether or not a sleep mode execution instruction is given by a sleep mode execution determination routine described later. As a result, when the execution instruction is given, the process proceeds to step S20, and the mode Me is set to the sleep E / G mode (normal mode 1, save mode 2 or power registered as the sleep mode through the center display 4) Set to any mode 3) and exit the routine.

  On the other hand, if it is determined in step S19 that the sleep mode execution instruction has not been issued, the process proceeds to step S21. Then, it is checked whether or not the E / G mode selection switch 8 has been turned ON. If it has not been operated, the routine is directly exited. When the ON operation is performed, the process proceeds to step S21 to determine which mode Me the driver has selected.

  When it is determined that the driver has selected the normal mode (the knob 8a has been rotated counterclockwise), the process proceeds to step S23, the mode Me is set as the normal mode 1 (Me ← E / G mode 1), and the routine is performed. Exit. When it is determined that the driver has selected save mode 2 (pushing knob 8a) (Me ← E / G mode 2), the process proceeds to step S24, and mode Me is set in save mode 2 (Me ← E / G mode 2) Exits the routine. When it is determined that the driver has selected the power mode 3 (the knob 8a is rotated to the right), the process proceeds to step S25, the mode Me is set in the power mode 3 (Me ← E / G mode 3), Exit the routine.

  By the way, in this embodiment, the mode Me can be set to the power mode 3 by operating the knob 8a of the E / G mode selection switch 8 after turning on the ignition switch. Is also possible. However, in this case, since the driver has consciously selected the power mode, even if a large driving force is generated at the time of starting, the driver will not panic.

  Next, the engine control routine shown in FIG. 9 will be described.

  In this routine, first, in step S31, the currently selected mode map (Mp1, Mp2, or Mp3: see FIG. 11) is read, and subsequently, the engine speed Ne detected by the engine speed sensor 29 in step S32 and the engine speed Ne. Then, the accelerator opening degree θacc detected by the accelerator opening degree sensor 31 is read.

  Thereafter, the process proceeds to step S33, and the target torque τe as a driving force instruction value is determined by referring to the mode map read in step S31 with interpolation calculation based on both parameters Ne and θacc.

  Next, the process proceeds to step S34, and the target throttle opening degree θe, which is the final driving force instruction value corresponding to the target torque τe, is determined.

  Thereafter, the process proceeds to step S35, where the throttle opening degree θth detected by the throttle opening degree sensor 32 is read. In step S36, the throttle opening degree θth is provided in the electronically controlled throttle device so as to converge to the target throttle opening degree θe. The throttle actuator 37 that opens and closes the throttle valve is feedback controlled to exit the routine.

  As a result, when the driver operates the accelerator pedal 14, the driver selects the mode Me (Me: normal mode 1, save mode 2, power mode 3) using the accelerator opening θacc and the engine speed Ne as parameters. When the throttle valve opens and closes according to the corresponding mode map Mp1, Mp2, Mp3 and the mode Me is set to the normal mode 1, the output torque is almost linear with respect to the depression amount of the accelerator pedal (accelerator opening θacc). Therefore, normal operation can be performed.

  In addition, when the save mode 2 is set, since the increase in the target torque is suppressed, not only can the accelerator work such as depressing the accelerator pedal 14 be enjoyed, but also easy driving and low fuel consumption. And both can be balanced. Therefore, for example, even a vehicle equipped with a 3 liter engine can perform smooth driving while ensuring sufficient output equivalent to a 2 liter engine, and can obtain good driving performance in a practical area such as a city. it can.

  Further, when the power mode 3 is set, a high response can be obtained, so that a sportier run can be obtained.

  As a result, three different types of accelerator responses can be enjoyed with one vehicle. Therefore, the driver can arbitrarily select a desired driving force characteristic even after purchasing the vehicle, and one vehicle can drive three vehicles having different characteristics.

  In the present embodiment, the mode Me is temporarily switched when the temporary changeover switch 11 provided on the steering wheel 9 is operated or when the select lever 7 is set to the R range. This temporary switching control is executed according to the temporary switching control routine shown in FIG.

  In this routine, first, in step S51, it is determined based on a signal from the inhibitor switch 42 whether or not the select lever 7 is set to the R range. If the select lever 7 is set to the R range, the process proceeds to step S52. If the select lever 7 is set to a range other than the R range, the process proceeds to step S55.

  In step S52, the current mode Me is referred to, and when the mode is other than the power mode 3, the routine is directly exited. When the mode Me is the power mode 3, the process proceeds to step S53, the reverse flag FR is set (FR ← 1), the process proceeds to step S54, and the mode Me is set in the normal mode 1 (Me ← E / G mode 1) Exits the routine.

  As described above, in this embodiment, when the mode lever is set to the R range while the mode Me is set to the power mode 3, the mode Me is forcibly switched to the normal mode 1, so that the vehicle travels backward. In this case, even if the accelerator pedal 14 is depressed slightly, the vehicle is not suddenly moved backward, and good reverse running performance can be obtained.

  On the other hand, if it is determined in step S51 that the select lever 7 is set to a range other than the R range and the process proceeds to step S55, the value of the reverse flag FR is referred to and FR = 1, that is, the select lever 7 is moved to the R range. In the first routine after switching to another range, the process proceeds to step S56, the mode Me is returned to the power mode 3 (Me ← E / G mode 3), the process proceeds to step S57, and the reverse flag FR is cleared. (FR ← 0), the process proceeds to step S58.

  As a result, when the select lever 7 is set to the R range, after the mode Me is forcibly switched from the power mode 3 to the normal mode 1 and the select lever 7 is set to the D range, for example, the mode Me is automatically set. Therefore, since the original power mode 3 is restored, the driver can start the vehicle without a sense of incongruity.

  If it is determined in step S55 that the value of the reverse flag FR is FR = 0, the process jumps to step S58.

  Thereafter, when the process proceeds from step S55 or step S57 to step S58, it is checked whether or not the temporary changeover switch 11 is turned on. When the temporary changeover switch 11 is not turned on, the routine is exited as it is.

  On the other hand, when it is determined that the temporary changeover switch 11 is turned on, the process proceeds to step S59, where the current mode Me is read, and in step S60, it is checked whether or not the mode Me is the power mode 3.

  When the mode Me is a mode other than the power mode 3 (normal mode 1 or save mode 2), the process proceeds to step S61, and the previous mode Me (n-1) is set as the current mode Me (Me (n -1) ← Me), the process proceeds to step S62, the current mode Me is set to the power mode 3 (Me ← E / G mode 3), and the routine is exited.

  As described above, in this embodiment, even when the mode Me is set to the normal mode 1 or the save mode 2 with the E / G mode selection switch 8, the temporary change-over switch 11 on the hand side is turned ON to turn on the mode. Me can be switched to power mode 3. As a result, for example, when driving on an uphill that requires power, the mode Me can be temporarily switched from the normal mode 1 or the save mode 2 to the power mode 3 for a good driving performance. Obtainable. Further, since the temporary changeover switch 11 is provided on the steering wheel 9, the driver can easily change the mode Me without releasing his hand from the steering wheel 9, and the operability is good.

  If it is determined in step S60 that the current mode Me is the power mode 3 and the process branches to step S63, the mode Me is set to the previous mode Me (n-1) and the routine is exited.

  As a result, the temporary changeover switch 11 is turned on, the mode Me is temporarily switched to the power mode 3, and then the temporary changeover switch 11 is turned on again to change the mode Me to the original mode Me (normal mode). 1 or save mode 2).

Next, the procedure for controlling the suspension characteristics executed by the suspension_ECU 24 will be described with reference to the flowchart of FIG.
When this routine starts, first, in step S71, it is checked whether or not a sleep mode execution instruction has been issued by a sleep mode execution determination routine described later. As a result, when the execution instruction is given, the process proceeds to step S72, and the suspension characteristic mode Ms is set to the suspension mode during sleep (the suspension mode 1, suspension mode 2, or suspension mode 3 registered as the sleep mode through the center display 4). To exit the routine.

  On the other hand, if it is determined in step S71 that the sleep mode execution instruction has not been issued, the process proceeds to step S73. Then, it is checked whether or not the suspension mode selection switch 50 has been turned ON. If it has not been operated, the routine is directly exited. When the ON operation is performed, the process proceeds to step S74 to determine which mode Ms the driver has selected.

  When it is determined that the driver has selected the suspension mode 1 (the first switch unit 50a has been turned ON), the process proceeds to step S75, the mode Ms is set to the suspension mode 1 (Ms ← suspension mode 1), and step S78. Proceed to When it is determined that the driver has selected the suspension mode 2 (the second switch 50b is turned on), the process proceeds to step S76, the mode Ms is set to the suspension mode 2 (Ms ← suspension mode 2), and step S78 is performed. Proceed to When it is determined that the driver has selected the suspension mode 3 (the third switch 50c is turned ON), the process proceeds to step S77, the mode Ms is set to the suspension mode 3 (Ms ← suspension mode 3), and step S78 is performed. Proceed to

  Then, when the process proceeds from any one of steps S72, S75, S76, and S77 to step S78, the motor 51 is driven with a control amount corresponding to the currently set mode Ms, the suspension characteristics are switched, and the routine is exited.

Next, the sleep mode execution instruction determination executed by the meter_ECU 21 will be described with reference to the flowchart of FIG.
When this routine starts, first, in step S81, it is checked whether or not it is immediately after the ignition switch is turned on. As a result, if it is immediately after the ignition is turned on, the process proceeds to step S83, and if not immediately after the ignition is turned on, the process proceeds to step S82.

  When the process proceeds from step S81 to step S82, it is checked whether or not the occupant monitoring restart switch 56 is turned on. As a result, if it is determined that the occupant monitoring restart switch 56 has been turned ON, the process proceeds to step S83, and if it is determined that the occupant monitoring restart switch 56 has not been turned ON, the process proceeds to step S84.

  Then, when the process proceeds from step S81 or step S82 to step S83, the sleep determination flag F1 indicating that the passenger has entered a predetermined low arousal state is reset (F1 ← 0), and the E / G_ECU 22 and the suspension_ECU 24 are set. After resetting the sleep mode execution flag F2 indicating that the sleep mode execution instruction has been issued (F2 ← 0), the process proceeds to step S84.

  When the process proceeds from step S82 or step S83 to step S84, it is checked whether or not the sleep determination flag F1 is currently set to “1”. As a result, when it is determined that the sleep determination flag F1 = 1 and the low arousal state of the passenger is determined, the process proceeds to step S87.

  On the other hand, if it is determined in step S84 that the sleep determination flag F1 = 0 and the passenger's low arousal state has not yet been determined, the process proceeds to step S85, for example, a sleep determination subroutine shown in FIG. The passenger is determined to sleep according to the flowchart.

  When this subroutine starts, it is first checked in step S101 whether the door has been opened or closed. That is, in step S101, it is checked whether or not there is a possibility that the passenger has got on and off by checking whether or not the door opening / closing operation has been performed. If it is determined in step S101 that the door has not been opened or closed, the process proceeds to step S103.

  On the other hand, when it is determined that the door has been opened and closed and the process proceeds from step S101 to step S102, the thermopile 60 is driven to detect the temperature in the vehicle (passenger seat and rear seat) and based on the detected temperature distribution in the vehicle. Passenger (passenger) detection is performed, and when a passenger is detected, the temperature (body temperature) of each passenger is stored as an initial value, and the process proceeds to step S103. If the boarding position to be monitored is registered, passenger recognition (passenger detection and body temperature storage) is performed only for the boarding position. Thereby, for example, when only the boarding position of the infant is registered, only the infant can be set as the monitoring target.

  Then, when the process proceeds from step S101 or step S102 to step S103, it is checked whether or not the passenger is currently recognized. If it is determined that the passenger is not recognized, the subroutine is directly exited.

  On the other hand, if it is determined in step S103 that the passenger is recognized, the process proceeds to step S104, and the body temperature (initial value) of the passenger recognized in step S102 is compared with the current body temperature.

  And it progresses to step S105 and it is investigated whether the arousal level of the passenger more than a setting ratio (for example, 50% or more) fell based on the comparison result in step S104. In this embodiment, the determination of the passenger's arousal level decrease is made by, for example, examining whether or not the passenger's body temperature has risen above the initial value by a set temperature or more (eg, 1 ° C. or more). In step S105, if it is determined that the awakening level of the passengers equal to or higher than the set ratio has decreased, the process proceeds to step S106, and if it is determined that the awakening level of the passengers equal to or higher than the set ratio has not decreased. Just exits the subroutine.

  That is, for example, when the number of passengers is one, the meter_ECU 21 determines that the passenger's arousal level that is equal to or higher than the set ratio is decreased when the passenger's body temperature is increased by 1 ° C. or more. To do. In addition, when there are two passengers, when the body temperature of one or more of the passengers is increased by 1 degree or more, it is determined that the arousal level of the passengers exceeding the set ratio is decreased. To do. In addition, when there are three passengers, when the body temperature of two or more of the passengers has increased by 1 degree or more, it is determined that the arousal level of the passengers of the set ratio or more has decreased. To do. In addition, when there are four passengers, when the body temperature of two or more of the passengers has increased by 1 degree or more, it is determined that the arousal level of the passengers of the set ratio or more has decreased. To do.

  Then, when the process proceeds from step S105 to step S106, the sleep determination flag F1 is set to “1” (F1 ← 1), and then the subroutine is exited.

  In the main routine shown in FIG. 13, when the process proceeds from step S85 to step S86, it is checked whether or not the sleep determination flag F1 is set to “1” by the process of step S85 described above. As a result, if it is determined that the sleep determination flag F1 = 1, the process proceeds to step S87. If it is determined that the sleep determination flag F1 = 0, the routine is directly exited.

  When the process proceeds from step S84 or step S86 to step S87, it is checked whether or not the sleep mode execution flag F2 is currently set to “1”. As a result, if the sleep mode execution flag F2 = 1 and it is determined that the sleep mode has already been executed, the routine is directly exited.

  On the other hand, if it is determined in step S87 that the sleep execution flag F2 = 0, the process proceeds to step S88, and it is checked whether or not the set time has elapsed since the sleep determination flag F1 = 1 was set in step S85.

  As a result, if it is determined in step S88 that the elapsed time after setting the sleep determination flag F1 = 1 is equal to or shorter than the set time, the process proceeds to step S89, for example, the sleep mode approval standby screen shown in FIG. The alarm is output and the driver is prompted to approve the transition to the sleep mode.

  Then, the process proceeds to step S90, where it is determined whether or not the driver has turned on the approval switch 55. If it is determined that the approval switch 55 has not been turned on, the routine is directly exited.

  On the other hand, if it is determined in step S90 that the approval switch 55 has been turned ON, the process proceeds to step S91 to instruct the E / G_ECU 22 and the suspension_ECU 24 to execute the sleep mode, and in the subsequent step S92, the sleep mode execution flag F2 Is set to “1” and then the routine is exited.

  In step S88, if the set time or more has elapsed after setting the sleep determination flag F1 = 1, it is determined that the driver does not intend to execute the sleep mode, and the routine is exited.

  According to such a form, when the arousal state of a passenger other than the driver is monitored and, as a result of the monitoring, the low arousal state of the passenger is determined, the E / G_ECU 22 currently selects the exercise characteristic ( When the passenger's situation changes during driving by switching the engine characteristics (suspension characteristics) currently selected by the suspension_ECU 24 to the respective motion characteristics registered in advance (specifically, When the passenger is in a low wakefulness (sleeping) state, it is possible to quickly shift to appropriate motion characteristics. That is, for example, when an infant or the like boardes as a passenger, if the mode of motion characteristics giving priority to riding comfort etc. is set in advance as a sleep mode, when the infant or the like enters a low-awake state, the infant Thus, it is possible to quickly shift to a suitable motion characteristic that does not place a burden on the like. In addition, for example, when a passenger with severe car sickness gets on board, if the mode of motion characteristics giving priority to running performance etc. is set in advance as a sleep mode, the driver can accelerate and decelerate when the passenger wakes up. Driving is performed in the mode of suppressed motion characteristics, and when the passenger is in a low arousal state, it is possible to quickly shift to the mode of motion characteristics prioritizing running performance and enjoy driving.

  At this time, even if it is determined that the passenger is in a low wakefulness state, the transition to the sleep mode is not performed until the driver's approval operation through the approval switch 55 is performed. It is possible to prevent the driver from feeling uncomfortable due to the change of.

  Note that the present invention is not limited to the above-described embodiment. For example, the mode map may be set to two types or four or more types having different driving force characteristics. Two vehicles having different driving force characteristics or four or more vehicles can be driven by one vehicle. Further, the driving force characteristics of this mode map may be changed according to the driver's preference.

  Furthermore, in the present embodiment, the case where the target torque is set using a plurality of mode maps having a plurality of different driving force characteristics based on the accelerator opening and the engine speed is illustrated, but the present invention is not limited thereto, The target torque of the driving force characteristic may be obtained by calculation from the accelerator opening and the engine speed.

  In this embodiment, the throttle actuator 37 that drives the throttle valve provided in the electronically controlled throttle device has been described as a control target. However, the control target is not limited to this. For example, in a diesel engine, the control target is an injector drive. The fuel injection amount injected from the injector driving device may be set based on the target torque τe. Further, in an engine in which an intake valve is opened and closed by an electromagnetic valve mechanism, the object to be controlled is an electromagnetic valve mechanism, and the valve opening degree of the intake valve driven by this electromagnetic valve mechanism is set based on the target torque τe. Anyway.

  Furthermore, in the present embodiment, the configuration in which the passenger's low arousal state is determined by comparing the passenger's body temperature change amount as a determination parameter with a predetermined threshold has been described as an example. For example, the passenger's eye movement may be monitored and the occurrence frequency of the eye movement may be set as the determination parameter. In other words, an infrared camera and an infrared lamp are provided at predetermined locations in the passenger compartment, and the passenger's flying eye movement is detected by a well-known trend / corneal reflection method, and the detected occurrence frequency of the flying eye movement is compared with a predetermined threshold value. Thus, the passenger may be configured to determine the low arousal state of the passenger. In this case, the low arousal state of the fellow passenger is determined when the occurrence frequency of the jumping eyeball movement is less than a predetermined threshold. Of course, the types of suspension characteristics that can be switched are not limited to those described above.

  Of course, the motion characteristics that can be changed when the passenger is awake is not limited to the output characteristics and suspension characteristics of the engine described above.

A perspective view of the instrument panel and center console from the driver's seat side Front view of combination meter Perspective view of engine mode selection switch Explanatory drawing showing a display example of the multi-information display Explanatory drawing showing a display example of the multi-information display when the engine mode is switched Configuration diagram of motion control device Flowchart showing start-up control routine Flowchart showing engine mode map selection routine Flow chart showing engine control routine Flow chart showing temporary switching control routine (A) is a conceptual diagram of a normal mode map, (b) is a conceptual diagram of a save mode map, and (c) is a conceptual diagram of a power mode map. Flow chart showing suspension characteristic control routine Flow chart of sleep mode execution determination routine Flow chart of sleep determination subroutine Explanatory drawing which shows an example of the setting screen for passenger's boarding position registration Explanatory drawing showing an example of the setting screen for registering exercise characteristics Explanatory drawing showing an example of the sleep mode approval standby screen

Explanation of symbols

4 ... Center display (motion characteristics registration means)
8 ... Engine mode selection switch 21 ... Meter control device (exercise characteristic registration means, arousal determination means, exercise characteristic switching means)
DESCRIPTION OF SYMBOLS 22 ... Engine control apparatus 24 ... Suspension control apparatus 25 ... Navigation control apparatus (motion characteristic registration means)
50 ... Sustain mode selection switch 55 ... Approval switch 60 ... Thermopile (wake monitoring means)

Claims (2)

A vehicle motion control device that selects an arbitrary motion characteristic from a plurality of patterns of motion characteristics in accordance with an occupant selection operation, and performs vehicle motion control based on the selected motion characteristics,
An exercise characteristic registration means for registering an exercise characteristic desired by the driver;
Wakefulness monitoring means for monitoring wakefulness of passengers other than the driver,
A vehicle motion control device comprising: motion characteristic switching means for switching the currently selected motion characteristic to the registered motion characteristic when the passenger's low arousal state is determined by the arousal monitoring means.   The movement characteristic switching means does not switch to the registered movement characteristic until the driver performs an approval operation even when the low arousal state of the passenger is determined. The vehicle motion control apparatus according to claim 1.

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