FR3078308A1 - MOTOR FORCE CONTROL DEVICE - Google Patents

Abstract

The motive force control device comprises: an accelerator opening degree sensor (53) configured to detect the amplitude of a driver's support on an accelerator pedal as the degree of opening of the accelerator pedal; the accelerator; a speed position sensor (57) configured to detect a selected speed position by a driver operation on a gear lever; and a control unit (5) configured to execute a motor torque suppression control to suppress an output of a motor torque of a host vehicle when the degree of opening of the accelerator pedal is greater than a threshold value the degree of opening of the accelerator, the control unit defining the threshold value of the opening degree of the accelerator when a direction of movement of the host vehicle is a direction forward as being greater than the value threshold when the direction of travel is towards the rear. Figure of the abstract: Figure 1

Description

Description

Title of the invention: FORCE CONTROL DEVICE

DRIVE

Technical Field [0001] The present invention relates to a driving force control device.

PRIOR ART [0002] In order to suppress the sudden starting of a host vehicle caused by an erroneous action of a driver, a technology for suppressing incorrect starting to suppress the engine torque of the host vehicle is known. In such a false start suppression control, such as in document JP 2018-5808 A, a technology for changing a threshold value of an accelerator pedal operating speed or an opening degree an accelerator pedal condition which is a start suppress operation condition in response to a relative speed or distance between a host vehicle and a preceding vehicle is described.

Furthermore, in such an incorrect start suppression control, it is possible that the maneuverability is deteriorated when the incorrect start suppression control is actuated despite a voluntary operation by the driver and there is a need to appropriately suppress engine torque when unintentional operator operation is performed.

Summary of the invention [0004] Consequently, an object of the present invention is to provide a driving force control device capable of suppressing a torque output due to an erroneous action while suppressing a deterioration of the driving capacity.

In order to solve the problems described above, the present invention provides a driving force control device executing an engine torque suppression control to suppress an output of an engine torque of a host vehicle in response to a operating state of an accelerator pedal, comprising: a torque control unit configured to perform engine torque suppression control when at least one degree of opening of the accelerator pedal is greater than a value accelerator opening level threshold; a direction of travel detection unit configured to detect a direction of movement of the host vehicle; and a condition definition unit configured to define the threshold value of the accelerator opening degree when the direction of movement of the host vehicle detected by the direction of travel detection unit is a direction in the forward direction as being greater than the threshold value for the accelerator opening degree when the direction of movement of the host vehicle is a rearward direction.

According to one embodiment, the torque control unit executes the engine torque suppression control under the additional condition that an amplitude of change in the degree of opening of the accelerator pedal is greater than a value amplitude threshold for changing the accelerator opening degree; and a condition defining unit defines the threshold value for the amplitude of change in the degree of opening of the accelerator when the direction of movement of the host vehicle detected by the direction of travel detection unit is a direction towards before as being greater than the threshold value for the amplitude of change in the degree of opening of the accelerator when the direction of movement of the host vehicle is a direction backward.

Another object of the present invention is a driving force control device executing an engine torque suppression control to suppress an output of an engine torque of a host vehicle in response to an actuation state of an accelerator pedal, comprising: a torque control unit configured to perform engine torque suppression control when at least one of a condition is satisfied that a degree of opening of the accelerator pedal is greater than a threshold value for the accelerator opening degree and a condition that an amplitude for changing the degree of opening of the accelerator pedal is greater than a threshold value for the amplitude for changing the opening degree the accelerator; a moving state determining unit configured to determine whether the host vehicle is in a stopped state or in a moving state; and a condition defining unit configured to define the accelerator opening degree threshold value and the accelerator opening degree change threshold value when the state determining unit of displacement determines that the host vehicle is in a stopped state as being greater than the threshold value of the accelerator opening degree and the threshold value of amplitude for changing the accelerator opening degree when the moving state determining unit determines that the host vehicle is in a moving state.

According to one embodiment, the torque control unit executes the engine torque suppression control when the degree of opening of the accelerator pedal is greater than the threshold value of degree of opening of the accelerator and that the amplitude of change of degree of opening of the accelerator pedal is greater than the threshold value of amplitude of change of degree of opening of the accelerator; and, when the moving state determining unit determines that the host vehicle is in a stopped state, the condition defining unit defines the threshold value of the accelerator opening degree and the value amplitude threshold for changing the accelerator opening degree as being greater than those of the displacement state.

According to one embodiment, the motive power control device comprises: a warning control unit configured to send a warning to a passenger when the degree of opening of the accelerator pedal and the amplitude of change in the opening degree of the accelerator pedal are greater than a warning threshold value; and a warning threshold value setting unit configured to set the warning threshold value to a value less than the accelerator opening degree threshold value and the degree change amplitude threshold value d opening of the accelerator.

According to one embodiment, the driving force control device comprises: a displacement mode detection unit configured to detect a displacement mode of the host vehicle. The control unit continues the engine torque suppression control for a predetermined period of time when the travel mode detection unit detects a switching of the travel mode to neutral or to an opposite direction of travel for the execution of the engine torque suppression check.

In this way, according to the present invention, it is possible to suppress a torque output due to an erroneous action while suppressing a deterioration of the driving capacity.

BRIEF DESCRIPTION OF THE DRAWINGS Other characteristics, details and advantages of the invention will appear on reading the detailed description below, and on analysis of the appended drawings, in which: Fig.l [0013] [ fig.l] is a block diagram of a driving force control device according to an embodiment of the present invention;

Fig. 2 [Fig.2] is a diagram illustrating an example of definition of threshold value of the driving force control device according to an embodiment of the present invention; Fig. 3 [fig.3] is a flowchart illustrating a procedure of a process for defining the condition of the motive force control device according to an embodiment of the present invention;

Fig. 4 [fig.4] is a flowchart illustrating a procedure of a process for removing engine torque from the motive force control device according to an embodiment of the present invention;

Fig. 5 [fig.5] is a timing diagram illustrating a synchronization of execution of control of suppression of engine torque and a synchronization of warning output due to a change in the degree of opening of the accelerator during the process for removing engine torque from the driving force control device according to an embodiment of the present invention;

Fig. [0018] [fig.6] is a flowchart illustrating a procedure of a process for continuing the control of suppression of engine torque of the driving force control device according to an embodiment of the present invention;

Fig. 7 [FIG. 7] is a timing diagram illustrating a synchronization of stop of suppression of engine torque control during the process of pursuit of suppression of engine torque control of the motive power control device according to one embodiment of the present invention.

Description of the Embodiments A motive force control device according to embodiments of the present invention is a motive force control device executing an engine torque suppression control to suppress an output of an engine torque d a host vehicle in response to an accelerator pedal actuation state, comprising: a torque control unit configured to perform engine torque suppression control when at least one degree of pedal opening of the accelerator is greater than a threshold value for the degree of opening of the accelerator; a direction of travel detection unit configured to detect a direction of movement of the host vehicle; and a condition definition unit configured to define the threshold value of the accelerator opening degree when the direction of movement of the host vehicle detected by the direction of travel detection unit is a direction in the forward direction as being greater than the threshold value for the accelerator opening degree when the direction of movement of the host vehicle is a rearward direction.

Consequently, it is possible to suppress a torque output due to an erroneous action while suppressing a deterioration of the driving capacity.

[Embodiments] [0023] Hereinafter, a motive force control device according to embodiments of this invention is described in detail with reference to the drawings.

In Fig. 1, a vehicle 1 equipped with a driving force control device according to a first embodiment of the present invention comprises a heat engine 2, a warning device 3, an Electronic Engine Control Unit (ECU) 4 and a control unit 5.

The heat engine 2 is provided with a plurality of cylinders. In these embodiments, the heat engine 2 is configured to execute a series of four stages comprising an intake stage, a compression stage, an expansion stage and an exhaust stage for each cylinder. In embodiments, the vehicle 1 is caused to move by the motive force of the heat engine 2.

The warning device 3 comprises, for example, a monitoring device, a loudspeaker, a lamp, a counter, an audible warning device, etc., and notifies various types of warnings to a driver by the through an image, a sound, etc.

The engine ECU 4 is configured as a computer unit comprising a central processing unit (in English: CPU or Central Procèssing Unit), a random access memory (in English: RAM or Random Access Memory), a memory dead (in English: ROM or Read Only Memory), a flash memory, an input port and an output port.

The engine ECU 4 ROM stores a program to cause the computer unit to function as engine ECU 4 with various control constants or various cards. In other words, when the CPU executes the program stored in the ROM, the computer unit functions like the engine ECU 4. In addition, the engine ECU 4 is connected to the control unit 5 and transmits and receives data exchanged between them.

The engine ECU 4 controls the heat engine 2 so that the output torque of the heat engine 2 becomes a torque instruction value defined by a torque instruction signal as a function of the instruction signal. torque transmitted from the control unit 5. The engine ECU 4 controls the output torque of the heat engine 2 by controlling an injector or a throttle valve (not illustrated) to control a quantity of fuel injection or a quantity intake air.

The control unit 5 is configured as a computer unit comprising a CPU, a RAM, a ROM, a flash memory, an input port and an output port.

The ROM of the control unit 5 stores a program to ensure that the computer unit operates as a control unit 5 with various control contacts or various cards. That is, when the CPU executes the program stored in the ROM, the computer unit functions as a control unit 5. The control unit 5 is connected to the engine ECU 4 and transmits and receives data exchanged between them.

Various sensors comprising a front sensor 51, a rear sensor 52, an accelerator opening degree sensor 53, a brake switch 54, a vehicle speed sensor 55, a rotation speed sensor of the motor 56 and a speed position sensor 57 are connected to the input port of the control unit 5.

The front sensor 51 detects a distance relative to an existing object in front of the vehicle 1 by transmitting and receiving a laser beam, ultrasonic waves, millimeter waves, or the like, or by capturing images from the front with a camera.

The rear sensor 52 detects a distance relative to an existing object at the rear of the vehicle 1 by transmitting and receiving a laser beam, ultrasonic waves, millimeter waves, or the like, or by capturing images of the rear with a camera.

The accelerator opening degree sensor 53 detects the amount of support of an accelerator pedal (not shown) by the driver as the opening degree of the accelerator.

The brake switch 54 detects if the driver presses a brake pedal (not shown).

The vehicle speed sensor 55 detects a vehicle speed from a rotational speed, for example, from a drive shaft (not shown). The vehicle speed sensor 55 returns a positive vehicle speed when the vehicle 1 is moving forward and returns a negative vehicle speed when the vehicle 1 is moving backward.

The engine speed sensor 56 detects a motor speed which is a speed of the engine of the heat engine 2.

The speed position sensor 57 detects a speed position selected by the operation of the driver on a gear lever (not shown). As the speed position, for example, any one of forward, reverse and neutral is selected.

Furthermore, the warning device 3 is connected to the output port of the control unit 5.

In the vehicle 1 having such a configuration, in order to suppress a sudden start due to an erroneous action of the driver, the control unit 5 executes a suppression of engine torque control to suppress an output of an engine torque by the heat engine 2, for example, when a condition for suppressing incorrect starting according to which a brake pedal is not depressed and an obstacle is detected within a predetermined distance in the direction of movement of the vehicle 1 is satisfied and when the opening degree of the accelerator or the amplitude of change of opening degree of the accelerator becomes greater than the threshold value.

The control unit 5 operates as a torque control unit 11 which suppresses an output of an engine torque by the heat engine 2 in response to a torque instruction signal sent to the ECU of motor 4.

The control unit 5 determines whether the suppression of engine torque control must be executed via a threshold value of the accelerator opening degree which is a threshold value for the degree of opening of the accelerator and a threshold value for the amplitude of change in the opening degree of the accelerator which is a threshold value for the amplitude of change in the degree of opening of the accelerator.

The control unit 5 executes the suppression of engine torque control when the degree of opening of the accelerator and the amplitude of change of degree of opening of the accelerator satisfy an execution condition of predetermined engine torque suppression control.

The control unit 5 defines, for example, a condition according to which the degree of opening of the accelerator is greater than the threshold value of degree of opening of the accelerator with respect as a condition of execution of the engine torque suppression check.

The control unit 5 can define, for example, a condition according to which the amplitude of change of degree of opening of the accelerator is greater than the threshold value of amplitude of change of degree of opening of the accelerator as a condition for carrying out the control of suppression of engine torque, as well as a condition according to which the degree of opening of the accelerator is greater than the threshold value of degree of opening of the accelerator.

The control unit 5 can define, for example, a condition according to which any one of a condition according to which the degree of opening of the accelerator is greater than the threshold value of degree of opening of l accelerator and a condition that the amplitude of change of the accelerator's opening degree is greater than the threshold value of the amplitude of change of the accelerator's opening degree is satisfied as an execution condition engine torque suppression control.

The control unit 5 operates as a direction of movement detection unit 12 which detects the direction of movement of the vehicle 1 as a function of the speed position detected by the speed position sensor 57.

The control unit 5 functions as a unit for determining the displacement state 14 which determines whether the vehicle 1 is in a stopped state or in a displacement state as a function of the speed of the vehicle detected by the vehicle speed sensor 55.

The control unit 5 operates as a condition definition unit 13 which defines the threshold value for the degree of opening of the accelerator when the direction of movement of the vehicle 1 is a direction towards the front as being greater than the threshold value of the accelerator opening degree when the direction of movement of the vehicle is a direction towards the rear.

As the driver tends to press strongly on the accelerator pedal when the host vehicle is traveling forward compared to a case in which the vehicle is traveling rearward, it is possible to prevent an exit from torque due to an erroneous action while satisfying a torque output according to the driver's intention by defining a condition such that the control of suppression of engine torque is difficult to actuate in the forward movement relative to the forward movement 'back.

In addition, since the threshold value of the accelerator opening degree is changed in response to forward movement and backward movement, it is possible to appropriately prevent an exit of torque due to an erroneous action, for example, even in the case where the driver adjusts the amplitude of support in response to forward movement and backward movement while maintaining a constant pressing speed in one of the forward movement and the backward movement.

The control unit 5 operates as a condition definition unit 13 which defines the threshold value for the amplitude of change in the degree of opening of the accelerator when the direction of movement of the vehicle 1 is a direction forward as being greater than the threshold value for the amplitude of change in the degree of opening of the accelerator when the direction of movement of the vehicle 1 is a direction backward.

Since an additional condition is defined for the amplitude of change of degree of opening of the accelerator in addition to degree of opening of the accelerator so that the control of suppression of engine torque is difficult to actuate during the forward movement with respect to the rear movement, it is possible to appropriately prevent a torque output due to an erroneous action, even in the case where the driver who operates the accelerator with a actuation characteristic according to which a final support speed is different although a final support amplitude is the same, for example, in any case of forward movement and rearward movement .

The control unit 5 operates as a condition definition unit 13 which defines the threshold value for the degree of opening of the accelerator when the movement state of the vehicle 1 is a stop state as being greater than the threshold value of the accelerator opening degree when the displacement state of the vehicle 1 is a displacement state.

Since the driver tends to press the accelerator pedal strongly and quickly compared to a low speed movement state (for example, a movement state when parking the vehicle) when the vehicle is started at starting from a stop state, it is possible to prevent a torque output due to an erroneous action while satisfying a torque output according to the intention of the driver by defining a condition such as the suppression control engine torque is difficult to actuate in a stopped state compared to a moving state.

The control unit 5 operates as a condition definition unit 13 which defines the threshold value for the amplitude of change in the degree of opening of the accelerator when the displacement state of the vehicle 1 is a stop state as being greater than the threshold value for the amplitude of change in the degree of opening of the accelerator when the movement state of the vehicle 1 is a movement state.

Since an additional condition is defined for the amplitude of change in degree of opening of the accelerator in addition to degree of opening of the accelerator so that the control of suppression of engine torque is difficult to actuate during the forward movement with respect to the rear movement, it is possible to appropriately prevent a torque output due to an erroneous action, for example, even in the case where the driver who actuates the accelerator with an actuation characteristic according to which the contact speed is different although a final contact amplitude is the same, or in which the driver who actuates the accelerator with an actuation characteristic according to which an amplitude support is different although a support speed is the same in any case among the starting state and the low speed movement state.

The control unit 5 operates as a warning control unit 15 which sends a warning to the passenger of the vehicle 1 by a warning device when the degree of opening of the accelerator or the amplitude change in the accelerator opening degree becomes greater than a threshold value.

The control unit 5 determines whether a warning must be sent via a threshold value for warning the degree of opening of the accelerator which is a threshold value for a degree of opening of l accelerator and a threshold value of the amplitude of the accelerator opening degree change which is a threshold value for an amplitude of the accelerator opening degree change.

The control unit 5 sends a warning when the degree of opening of the accelerator and the amplitude of change of degree of opening of the accelerator satisfy a predetermined warning condition.

The control unit 5 defines, for example, a condition according to which the degree of opening of the accelerator is greater than the threshold value of warning of the degree of opening of the accelerator with respect to warning condition.

The control unit 5 can define, for example, a condition according to which the amplitude of change of degree of opening of the accelerator is greater than the threshold value of warning of amplitude of change of degree d opening of the accelerator as a warning condition, as well as a condition that the degree of opening of the accelerator is greater than the threshold value of warning of the opening degree of the accelerator.

The control unit 5 can define, for example, a condition according to which at least one of a condition according to which the degree of opening of the accelerator is greater than the threshold value warning of degree of opening of the accelerator and a condition that the amplitude of change of the accelerator opening degree is greater than the threshold value of the warning of the amplitude of the accelerator opening degree change is satisfied as that warning condition.

The control unit 5 functions as a warning threshold value definition unit 16 which defines the threshold threshold value for the accelerator opening warning as less than the threshold value for the opening degree of the accelerator. The control unit 5 functions as a warning threshold value definition unit 16 which defines the warning threshold value for the amplitude of change in the accelerator opening degree as being less than the threshold value amplitude of change in the opening degree of the accelerator.

With such a configuration, since a warning is issued before the execution of the engine torque suppression control, it is possible to prevent the execution of an unnecessary engine torque suppression control when the driver quickly identifies wrong action.

The control unit 5 operates as a warning threshold value definition unit 16 which defines the warning threshold value for the degree of opening of the accelerator when the direction of movement of the vehicle 1 is a forward direction as being greater than the threshold value for warning of the accelerator opening degree when the direction of movement of the vehicle 1 is a rearward direction.

The control unit 5 operates as a warning threshold value definition unit 16 which defines the warning threshold value for the amplitude of the change in degree of acceleration of the accelerator when the direction of movement of vehicle 1 is in the forward direction as being greater than the threshold value for warning of the amplitude of change in the degree of opening of the accelerator when the direction of movement of vehicle 1 is a direction in the rear .

The control unit 5 operates as a warning threshold value definition unit 16 which defines the warning threshold value for the degree of opening of the accelerator when the vehicle movement state 1 is a stop state as being greater than the threshold value of the accelerator opening degree warning when the vehicle movement state 1 is a movement state.

The control unit 5 operates as a warning threshold value definition unit 16 which defines the warning threshold value for the amplitude of change in the degree of opening of the accelerator when the state of movement of the vehicle 1 is a stop state as being greater than the threshold value for warning of the amplitude of change in the degree of opening of the accelerator when the movement state of the vehicle 1 is a movement state.

The control unit 5 operates as a displacement mode detection unit 17 which detects a displacement mode by the position of the speed detected by the speed position sensor 57. As displacement mode , for example, any one of forward, reverse and neutral is selected.

The control unit 5 continues the engine torque suppression control for a predetermined period when the switching of the displacement mode to neutral or an opposite direction of movement is detected during the execution of the torque suppression control. engine.

In addition, the predetermined period described above can be a period which is defined in advance or can be changed in response to the vehicle speed when the switching of the travel mode is detected. Then, the predetermined period described above can be a period lasting until the vehicle speed reaches a predetermined value or lower.

If the engine torque suppression control is stopped when the travel mode is switched from front to rear or in neutral or is switched from rear to front or in neutral depending on the intention of the driver during the operation of the engine torque suppression control, the vehicle speed of vehicle 1 does not immediately become zero immediately after switching the travel mode, the vehicle continuously drives in the direction of travel defined before switching and the vehicle thus approaches an obstacle while the engine torque suppression control is stopped.

For this reason, since the control of suppression of engine torque is continued when the switching of the mode of movement to neutral or to the opposite direction of movement during the execution of the control of suppression of engine torque is detected, it is possible to reduce the vehicle speed by continuing the engine torque suppression check while vehicle 1 is not driving in the opposite direction (the distance from the obstacle becomes short).

The control unit 5 stores, for example, the threshold value for the accelerator opening degree, the threshold value for the amplitude of the accelerator opening degree change, the threshold value for warning of the accelerator opening degree and the threshold value for the warning of the amplitude of the change in the accelerator opening degree for each direction of movement and for each state of movement as illustrated in Lig. 2.

In Lig. 2, each threshold value is defined to be small in a state of movement at low speed compared to a stop state when the direction of movement is in a direction forward, is defined to be small in a state of stop when the direction of movement is a direction backward compared to a state of movement at low speed when the direction of movement is a direction forward, and is defined to be small in a state of movement at low speed compared to a stop state when the direction of movement is a direction backwards.

In addition, a threshold value for the degree of opening of the Osfs accelerator in a stopped state when the direction of movement is a direction forwards is set to a value greater than a threshold value for degree d opening of the Osbs accelerator in a stopped state when the direction of movement is a rearward direction, and a threshold value for the degree of opening of the Osfr accelerator in a state of movement at low speed when the direction of movement is a direction forwards is set to a value greater than a threshold value for the degree of opening of the Osbr accelerator in a state of movement at low speed when the direction of movement is a direction towards back.

In addition, a threshold value for the amplitude of the change in the degree of opening of the accelerator O'sfs in a stopped state when the direction of movement is a direction forwards is set to a higher value. at a threshold amplitude change value for the opening degree of the accelerator O'sbs in a stopped state when the direction of movement is a rearward direction, and a threshold amplitude for change value of the opening degree of the accelerator O'sfr in a state of movement at low speed when the direction of movement is a direction forwards is set to a value greater than a threshold value of amplitude of change of degree d opening of the opening degree of the O'sbr accelerator in a state of movement at low speed when the direction of movement is a direction backwards.

In addition, a threshold value for the degree of opening of the Osfs accelerator in a stopped state when the direction of movement is a direction forwards is set to a value greater than a threshold value for degree d opening of the Osfr accelerator in a low speed movement state when the direction of movement is a forward direction, and, a threshold value for the amplitude of change in degree of opening of the accelerator O'sfs in a stopped state when the direction of movement is a direction towards the front is defined on a value greater than a threshold value of amplitude of change of degree of opening of the accelerator O'sfr in a state of displacement at low speed when the direction of movement is a forward direction.

In addition, a threshold value for the degree of opening of the Osbs accelerator in a stopped state when the direction of movement is a direction towards the rear is set to a value greater than a threshold value of degree d opening of the Osbr accelerator in a low speed movement state when the direction of movement is a rearward direction and a threshold value for the amplitude of change in the degree of opening of the accelerator O'sbs in a stop state when the direction of movement is a direction backwards is defined to a value greater than a threshold value for the amplitude of change of degree of opening of the accelerator O'sbr in a state of movement at low speed when the direction of movement is a backward direction.

In addition, when the direction of movement is a rearward direction, the vehicle often advances by slow movement and the pressure on the accelerator is not too great. That is to say that the operation of pressing on the accelerator is weak in a stopped state when the direction of movement is a direction backwards compared to a state of movement at low speed when the direction of movement is a direction forward.

For this reason, a threshold value for warning the degree of opening of the Oafr accelerator in a state of movement at low speed when the direction of movement is a direction towards the front is set to a value greater than a threshold value for warning the degree of opening of the accelerator Oabs in a stopped state when the direction of movement is a direction backwards.

In addition, a threshold value for warning the amplitude of the change in the degree of opening of the O'afr accelerator in a state of movement at low speed when the direction of movement is a direction forwards is set to a value greater than a threshold value for the amplitude warning of a change in the degree of opening of the O'abs accelerator in a stopped state when the direction of movement is a direction backward.

In addition, a threshold value for the degree of openness of the Osfr accelerator in a state of movement at low speed when the direction of movement is a direction forwards is set to a value greater than a threshold value of degree of opening of the Osbs accelerator in a stopped state when the direction of movement is a direction backwards.

In addition, a threshold value for the amplitude of change in the degree of opening of the accelerator O'sfr in a state of movement at low speed when the direction of movement is a direction towards the front is defined on a value greater than a threshold value for the amplitude of change in the degree of opening of the accelerator O'sbs in a stopped state when the direction of movement is a direction backwards.

A condition definition process by the motive force control device according to embodiments with the configuration described above is now described with reference to FIG. 3. In addition, the condition definition process described below is started when the operation of the control unit 5 is started and is executed at predetermined time intervals.

In step SI, the control unit 5 detects the direction of movement of the vehicle 1 by the speed position detected by the speed position sensor 57.

In step S2, the control unit 5 detects the state of movement of the vehicle 1 via the vehicle speed detected by the vehicle speed sensor 55.

In step S3, the control unit 5 defines the threshold value for the degree of opening of the accelerator as a function of the direction of movement of the vehicle 1 and of the state of movement of the vehicle 1.

In step S4, the control unit 5 defines the threshold value for the amplitude of change in the degree of opening of the accelerator as a function of the direction of movement of the vehicle 1 and of the state of movement of the vehicle 1.

In step S5, the control unit 5 defines the threshold value for warning the degree of opening of the accelerator and the threshold value for warning of the amplitude of change in degree of opening of l accelerator according to the direction of movement of the vehicle 1 and the state of movement of the vehicle 1, the degree of opening of the accelerator and ends the process.

A process for removing engine torque by the driving force control device according to embodiments is now described with reference to FIG. 4. In addition, the engine torque removal process described later is started when it satisfies the aberrant start suppression condition described above, is executed at predetermined time intervals and is stopped when it is not not fulfilled the false start deletion condition described above.

In step SI 1, the control unit 5 detects the degree of opening of the accelerator via the sensor of the opening degree of the accelerator 53.

In step S12, the control unit 5 calculates the amplitude of change in the opening degree of the accelerator from the previous opening degree of the accelerator and from the current opening degree of the accelerator.

In step S13, the control unit 5 determines whether the degree of opening of the accelerator and the amplitude of change of degree of opening of the accelerator satisfy the warning condition described below. -above. When it is determined that the warning condition is not met, the control unit 5 ends the process.

When it is determined in step S13 that the warning condition is satisfied, the control unit 5 sends a warning to the warning device 3 in step S14.

In step S15, the control unit 5 determines whether the degree of opening of the accelerator and the amplitude of change of degree of opening of the accelerator satisfy the condition of execution of control. removal of engine torque described above.

When it is determined that the execution condition of the engine torque suppression control is not satisfied, the control unit 5 ends the process.

When it is determined that the condition for executing engine torque suppression control is satisfied in step S15, the control unit 5 executes the engine torque suppression control and terminates the process in step S16.

An operation by the engine torque removal process is now described with reference to Lig. 5.

As illustrated in Lig. 5, when an obstacle is detected within a predetermined distance in the direction of movement of the vehicle 1 and it is suddenly pressed on the accelerator, the amplitude of change in degree of opening of the accelerator increases to exceed the threshold value for the amplitude change warning of the accelerator opening degree at time tl and to exceed the threshold value for the amplitude change of the accelerator opening degree at time instant t2.

Then, when the pressure on the accelerator is even more pronounced, the amplitude of change of degree of opening of the accelerator exceeds the threshold value of warning of degree of opening of the accelerator at l 'instant t3, so that a warning is sent back by the warning device 3. When the amplitude of change of degree of opening of the accelerator exceeds the threshold value of degree of opening of the accelerator at l at time t4, the engine torque suppression check is executed.

A process for monitoring the suppression of engine torque by the driving force control device according to embodiments is now described with reference to Lig. 6. In addition, the process for monitoring the removal of engine torque described below is started when the operation of the control unit 5 is started and is executed at predetermined time intervals.

In step S21, the control unit 5 determines whether the movement mode is switched to neutral or to the opposite direction of movement. When it is determined that the movement mode is not switched to neutral or to the opposite direction of movement, the control unit 5 ends the process.

When it is determined that the movement mode is switched to neutral or to the direction of movement opposite to step S21, the control unit 5 determines whether the engine torque suppression control is in progress of execution in step S22. When it is determined that the engine torque suppression control is not running, the control unit 5 terminates the process.

When it is determined that the engine torque suppression control is being executed in step S22, the control unit 5 continues the engine torque suppression control for a predetermined period in step S23.

An operation by the process of monitoring the suppression of engine torque is now described with reference to FIG. 7.

As illustrated in FIG. 7, if a rear obstacle is detected when moving backwards at low speed and if the mode of movement is switched from rearward to front at time t5 during the execution of the check for deletion of engine torque, the execution of the engine torque suppression control is continued since the engine torque suppression control is being executed.

When it is determined that the vehicle 1 is stopped after the vehicle speed has reached a predetermined value or less at the instant t6, the engine torque suppression control is terminated by determining that a predetermined period has ended .

In addition, when the engine speed decreases to a predetermined value or lower during the execution of the engine torque suppression control, a decrease in the engine speed can be notified to the driver by a message display or by an audible signal.

In a vehicle equipped with a manual transmission, when the engine torque suppression control is actuated, the engine torque is reduced to a low torque. However, when no action is taken, an engine failure occurs. For this reason, it is possible to encourage the driver to perform an operation to avoid an engine failure by notifying the driver of a decrease in the engine speed when the engine speed decreases until reaching a predetermined value. or lower.

In addition, in a vehicle having a rear door such as a truck, a sensor for detecting a state in which the door is open is provided. Then, the engine torque suppression check can be performed in a case where an obstacle far from the door is detected when the sensor detects a state in which the rear door is open.

With such a configuration, it is possible to avoid the execution of the engine torque suppression control when the door is detected as an obstacle and therefore to suppress the execution of the unnecessary engine torque suppression control.

When it is possible to distinguish the door and the other obstacles by the rear sensor 52, a state in which the door is open can be detected as a function of the detection result of the rear sensor 52.

In addition, in embodiments, a case has been described in which the engine torque of the vehicle 1 is supplied by the heat engine 2, but the same configuration can be used also in a case in which the engine torque of vehicle 1 is provided by an electric motor or the like.

In embodiments, an example of execution of various types of determinations or calculations by the control unit 5 as a function of various types of information coming from sensor has been described, but the invention does not is not limited to that. A configuration can be employed in which the vehicle 1 comprises a communication unit capable of communicating with an external device such as an external server, performs various types of determinations or calculations via the external device depending on information from detection of various sensors transmitted from the communication unit, receives the result of the determination or the result of the calculation by the communication unit and performs various types of checks using the result of the determination or the result of the received calculation.

[0117] Although embodiments of the present invention have been described, it is apparent that a person skilled in the art could have made changes without going beyond the scope of the present invention. It is intended that all such modifications and equivalents be included in the appended claims.

List of reference signs [0118] - 1 Vehicle, [0119] - 2 Engine, [0120] - 3 Warning device, [0121] - 4 engine ECU, [0122] - 5 Control unit, [0123] - 11 Torque control unit, [0124] - 12 Displacement direction detection unit, [0125] - 13 Condition definition unit, [0126] - 14 Displacement state determination unit, [0127] - 15 Warning control unit, [0128] - 16 Warning threshold value definition unit, [0129] - 17 Travel mode detection unit, [0130] - 53 Opening degree sensor of the accelerator, [0131] - 55 Vehicle speed sensor, [0132] - 57 Speed position sensor.

List of documents cited

Patent documents [0133] For all practical purposes, the following patent document is cited:

- Patent Document 1: JP 2018-5808 A.

Claims (1)

[Claim 1] [Claim 2] [Claim 3] claims A motive power control device performing an engine torque suppression control to suppress an output of an engine torque from a host vehicle in response to an operating state of an accelerator pedal, comprising: a unit for torque control configured to execute the engine torque suppression control when at least one degree of acceleration of the accelerator pedal is greater than a threshold value of degree of acceleration of the accelerator; a direction of travel detection unit configured to detect a direction of movement of the host vehicle; and a condition definition unit configured to define the threshold value of the accelerator opening degree when the direction of movement of the host vehicle detected by the direction of travel detection unit is a direction in the forward direction as being greater than the threshold value for the accelerator opening degree when the direction of movement of the host vehicle is a rearward direction. The motive power control device according to claim 1, wherein the torque control unit performs the engine torque suppression control under an additional condition that an amount of change in the degree of opening of the accelerator pedal is greater than a threshold value for the magnitude of change in the opening degree of the accelerator, and in which a condition definition unit defines the threshold value for the amplitude for changing the degree of opening of the accelerator when the direction of movement of the host vehicle detected by the direction of movement detection unit is a direction towards the front as being greater than the threshold value for the amplitude of change in the degree of acceleration of the accelerator when the direction of movement of the host vehicle is a backward direction. A motive power control device performing an engine torque suppression control to suppress an output of an engine torque from a host vehicle in response to an operating state of an accelerator pedal, comprising: a unit for torque control configured to perform engine torque suppression control when at least one of a condition is satisfied that a degree of accelerator pedal opening [Claim 4] [Claim 5] is greater than one threshold value for the accelerator opening degree and a condition according to which an amplitude for changing the degree of opening of the accelerator pedal is greater than a threshold value for the amplitude for changing the degree of opening of the accelerator; a moving state determining unit configured to determine whether the host vehicle is in a stopped state or in a moving state; and a condition defining unit configured to define the accelerator opening degree threshold value and the accelerator opening degree change threshold value when the state determining unit of displacement determines that the host vehicle is in a stopped state as being greater than the threshold value of the accelerator opening degree and the threshold value of amplitude for changing the accelerator opening degree when the moving state determining unit determines that the host vehicle is in a moving state. The motive power control device according to claim 3, wherein the torque control unit performs the control of suppression of engine torque when the degree of opening of the accelerator pedal is greater than the threshold value of degree d opening of the accelerator and that the amplitude of change of degree of opening of the accelerator pedal is greater than the threshold value of amplitude of change of degree of opening of the accelerator, and in which, when the driving state determining unit determines that the host vehicle is in a stopped state, the condition defining unit defines the threshold value of the accelerator opening degree and the threshold value of amplitude of change in degree of acceleration of the accelerator as being greater than those of the displacement state. The motive power control device according to claim 2 or 4, comprising: a warning control unit configured to send a warning to a passenger when the degree of opening of the accelerator pedal and the amount of change of degree of opening of the accelerator pedal are greater than a warning threshold value; and a warning threshold value setting unit configured for [Claim 6] setting the warning threshold value to a value less than the accelerator opening degree threshold value and the amplitude threshold value of change in accelerator opening degree. The driving force control device according to claim 1 or 3, comprising: a travel mode detection unit configured to detect a travel mode of the host vehicle, wherein the control unit continues the engine torque suppression control for a predetermined period when the travel mode detection unit detects a switching of the travel mode to neutral or to an opposite direction of movement during the execution of the engine torque suppression check.