JP2000211407A - Vehicle control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide the engine performance desired by individual drivers by setting the drive force characteristic based on the relationship between the detected or estimated traveling environment, the predetermined traveling environment and the drive force to be realized to control an engine and a transmission. SOLUTION: A target drive force setting part calculates the target drive force Td of a drive wheel of a vehicle based on an accelerator step-in angle Θac and the vehicle speed v. The normal target drive force Tdo is calculated by retrieving a two-dimensional table with the accelerator step-in angle Θ ac and the vehicle speed v as parameters. Then, the drive force correction ΔTd to be calculated by a drive force correction part is added to the normal target drive force Tdo. The drive force correction is normally set to 0, and a positive value is set in a special operation mode requiring the power. In addition, the processing of a block 32 is achieved to the added value (Tdo+ΔTd) of the drive force to calculate the target drive force Td of the drive wheel.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control method, and more particularly to a vehicle control method suitable for realizing a driving force characteristic desired by a driver regardless of a driving environment.

[0002]

2. Description of the Related Art As a conventional technique for appropriately adjusting a driving force according to a driving environment, there are Japanese Society of Automotive Engineers and Academic Lectures 9
The method described in 633153 is known.

According to the present technology, the driving performance and the shift timing are automatically changed by correcting the accelerator depression amount according to the driving environment and the driver's intention such as traffic congestion, high speed, uphill or downhill. Is trying to improve.

When the driver's intention to accelerate during a traffic jam is small, the operability of the vehicle is improved by setting a small driving force for the same accelerator depression angle.

On the other hand, when driving at high speed or on an uphill road, the driving force is increased, and on a downhill road, the driving force is set to be small to improve the driving performance. Here, the shift timing is also changed at the same time.

[0006]

In the above prior art, the driving performance can be improved to some extent by automatically changing the driving force characteristic by a predetermined amount according to the driving environment. There is a problem that it is difficult to achieve driving performance that meets various preferences.

[0007] Further, there are the following problems with respect to a method of recognizing individual driving environments and a method of utilizing the same.

For example, information on only the vehicle speed is used as the traffic congestion mode, but there is a possibility that the traffic congestion determination is erroneously recognized using only this information. Further, since no logic for actively determining whether or not the traffic congestion has been eliminated is not introduced, the acceleration performance immediately after getting out of the traffic congestion is deteriorated, and the driver is likely to feel uncomfortable.

In addition, a high-speed running is determined, and the driving force and the shift timing for the same accelerator depression angle are changed to improve the power performance. By increasing the driving force in this way, the accelerator feeling in a steady state is changed, which may cause the driver to feel uncomfortable. In addition, power can be increased by correcting the shift timing and shifting down earlier than originally expected, but this also has the problem of deteriorating fuel economy.

[0010] Further, the driving force is increased on the uphill road based on the gradient of the vehicle to enhance the power performance, but there is a problem that it is difficult to set an appropriate correction that satisfies the driver. Also, since the change in the weight of the entire vehicle has not been considered,
Driving performance improvement is also limited.

An object of the present invention is to provide a vehicle control method that solves the above-mentioned problems and enables all drivers to achieve desired driving performance regardless of the driving environment.

[0012]

According to the present invention, the following means are provided to solve the above problems.

In the method for controlling a vehicle having an engine and a transmission, (1) a process of detecting or estimating the traveling environment of the vehicle, and (2) detecting or estimating the traveling environment of the vehicle based on an input from a driver. Processing method,
Or (3) a driving force characteristic to be realized by the vehicle based on the correspondence between the detected or estimated driving environment and a predetermined driving environment and a driving force to be realized. And controlling the engine and the transmission so as to realize the driving force characteristics.

In a control method of a vehicle having an engine and a transmission, (1) a process of detecting or estimating a running environment of the vehicle, and (2) a correspondence between the running environment and a driving force to be realized by the vehicle based on a driver's input. The process of modifying the relationship,
(3) From the detected or estimated traveling environment,
A vehicle control method comprising: setting a driving force characteristic to be realized based on the correspondence, and controlling an engine and a transmission to realize the characteristic.

A vehicle control method comprising an engine and a transmission, wherein the vehicle is controlled by setting a target driving force based on a predetermined relationship from an accelerator pedal depression angle and a vehicle speed,
(1) The accelerator depression angle, the correspondence between the vehicle speed and the driving force of the drive wheel is corrected based on the average vehicle speed and the number of brake depressions within a predetermined time, and (2) the accelerator depression angle based on the corrected relationship. And setting a target driving force from the vehicle speed and controlling the engine and the transmission.

When one or both of the accelerator depression angle and the accelerator depression speed satisfy a predetermined condition, the vehicle is controlled by setting the target driving force based on the original correspondence without performing the above-mentioned correction. A vehicle control method comprising:

In the control method of a vehicle having an engine and a transmission, (1) it is determined whether or not the own vehicle is in an operation mode for overtaking the preceding vehicle, and (2) if it is determined that the vehicle is in the overtaking mode, the accelerator is depressed. A vehicle control method comprising: correcting a relationship between an angle and a driving force of a driving wheel; and controlling an engine and a transmission based on the corrected relational expression.

A vehicle control method comprising an engine and a transmission, wherein the vehicle is controlled by setting a target driving force based on an accelerator depression angle and a vehicle speed based on a predetermined relationship.
(1) The correspondence between the accelerator pedal depression angle and the target driving force is corrected based on the gradient and the weight of the vehicle, and (2) the target driving force is set based on the corrected correspondence, and the engine and the transmission are set. Control method for a vehicle.

[0019]

FIG. 1 to FIG. 27 show an embodiment of the present invention.
It will be described based on.

FIG. 1 is an overall configuration diagram of a control system inside a vehicle when the vehicle control method of the present invention is realized by a digital control unit. It consists of an engine, a torque converter, a continuously variable transmission, and a control unit. The torque generated by the engine is transmitted to driving wheels via a torque converter and a continuously variable transmission, and the vehicle is driven. Here, an in-cylinder fuel injection engine and a belt type continuously variable transmission are assumed.

The control unit comprises a CPU, ROM, RA
M, a timer, an I / OLSI, and a bus connecting them. The I / OLSI includes an air amount sensor, a crank angle sensor for detecting the number of revolutions, a water temperature sensor, a vehicle speed sensor, an accelerator depression angle sensor, a brake depression angle sensor, a gradient sensor for detecting the gradient of the vehicle, and a gross weight of the vehicle. The information from the weight sensor, the driving force characteristic information of the vehicle set by the driver through the driver input means, and the driving environment recognition information are input.
Further, the I / OLSI controls a signal to a throttle control device for controlling a throttle to a target value, a pulse signal to a fuel injector provided in each cylinder, and controls a belt radius so as to realize a target rotational speed of an input pulley. A signal to the hydraulic system of the continuously variable transmission is output. The timer generates an interrupt request to the CPU at a predetermined cycle, and the CPU executes a control program stored in the ROM in response to the interrupt request.

First, based on the block diagram of FIG.
The contents of the processing of the vehicle control system of the present invention will be described. The block diagram in FIG. 2 is a block diagram of an engine / transmission control system 200 that sets the driving force of the vehicle to cooperatively control the engine and the transmission, a driving environment estimating unit 21 which is a feature of the present invention, and a driving force. Correction unit 22, driver input unit 2
It consists of three.

First, the contents of the processing of the engine and transmission control system will be described. The target driving force setting unit 24 calculates a target driving force Td of driving wheels of the vehicle based on the accelerator pedal depression angle Θac and the vehicle speed v. FIG. 3 shows details of the flow of this processing. First, the accelerator depression angle Θ
A two-dimensional table is searched using ac and the vehicle speed v as parameters to calculate a steady target driving force Tdo. Here, the steady target driving force is the target driving force of the driving wheels of the vehicle to be taken when the current accelerator depression angle and the vehicle speed are maintained.

Next, the driving force correction amount ΔTd calculated by the driving force correction unit is added to the steady target driving force Tdo.
This driving force correction amount is normally set to 0, and is set to a positive value in a special operation mode requiring power. The setting method of this value will be described in detail when the processing content of the block 22 is described.

Further, the sum of the driving force (Tdo + ΔT)
In step d), the process of block 32 is performed to calculate the target driving force Td of the driving wheel. Here, the processing in the block corresponds to the phase compensation processing in control theory, and S represents a Laplace operator. The parameters k, T1, and T2 are set by the driving force correction unit 22 in FIG. 2, but usually k = 1 and T1 = T2 = 0. These parameters are used to vary the rising speed of the driving force with respect to the accelerator depression and the magnitude of the driving force with respect to the accelerator depression angle. Driving performance can be improved by setting appropriate parameters according to the driving environment. The parameter setting method will be described in detail when explaining the processing contents of the block 22. The above is the contents of the processing of the target driving force setting unit in FIG.

Next, the contents of the processing of the target gear ratio setting section 25 will be described. FIG. 4 shows details of the processing of this block. First, a two-dimensional table is searched using the target driving force Td and the vehicle speed v as parameters, and a provisional target gear ratio i ′ is calculated. In the table, a gear ratio that achieves optimum fuel efficiency according to the driving state is calculated and stored in advance. next,
The gear ratio correction amount Δi is added to the tentative calculated target gear ratio i ′. This correction amount Δi is calculated in block 22 of FIG. 2, and is normally set to 0. A positive value is set in a special operation mode, which contributes to the improvement of acceleration performance. The method of setting the correction amount will be described in detail when the processing content of the block 22 is described.

Next, in block 42, the pulley input rotation speed Nin of the transmission is calculated from the target speed ratio i based on the formula in the block. Here, v is a vehicle speed, and ko is a constant. This calculated value is sent to a hydraulic control system that controls the gear ratio, and gear shift control is performed. The above is the contents of the processing of the target gear ratio setting unit.

The target engine torque setting section 26 calculates a target engine torque Te from the target driving force Td and the target gear ratio i based on the following equation.

[0029]

(Equation 1)

Here, k1: a constant.

Next, the target air-fuel ratio setting unit 27 calculates a target air-fuel ratio A / F by searching a two-dimensional table shown in FIG. 5 using the target engine torque Te and the rotation speed N as parameters. In the table of FIG. 5, a low air-fuel ratio is set in a low-load, low-rotation region to improve fuel efficiency.

The cylinder inflow air amount setting unit 28 calculates the cylinder inflow air amount Qap from the measured air amount Qa based on the following discrete equation.
Are sequentially estimated.

[0033]

(Equation 2)

[0034]

(Equation 3)

Qap: Air quantity flowing into cylinder, Qa: Air quantity measured, N: Number of revolutions, η: Volumetric efficiency, Vm: Volume of intake pipe, V
d: total displacement, j: time (one time corresponds to the time of Δt), Δt: time step of discretization.

In block 29, the fuel injection amount Gf is calculated based on the following equation.

[0037]

(Equation 4)

The injection amount Gf is converted into a fuel injection time based on the following equation, and fuel injection control is performed by driving the fuel injector with this pulse.

[0039]

(Equation 5)

Here, Ti: fuel injection time, Gf: fuel injection amount, N: engine speed, Ts: invalid injection time, k
2: Various correction coefficients.

The target air amount setting section 210 calculates the target air amount tQa based on the following relational expression obtained in advance through experiments.

[0042]

(Equation 6)

Here, tQa: target cylinder inflow air amount, T
e: target engine torque, A / F: target air-fuel ratio, N: engine speed, f: relational expression obtained by experiment.

Finally, the target throttle opening calculating section 211
Then, the target throttle opening degree t 図 th is calculated from the target air amount tQa based on the processing shown in FIG. Block 62
Then, the phase advance processing (1+
T (N) · S), and the target throttle passage airflow amount t
Calculate Qat. The characteristic of the time constant T (N) of the phase lead element is given as shown in FIG. S represents a Laplace operator.

Further, a two-dimensional table is searched using the calculated target throttle passing air amount tQat and the rotation speed N as parameters to obtain a target throttle opening degree tΘth. 2
The data in the dimension table is set so that the opening degree tΘth obtained from the table with respect to the air amount tQa and the rotation speed N during steady-state engine operation matches the actual opening degree Δth. It can be determined by an engine test. The calculated target throttle opening signal is
It is sent to the throttle control device to control the throttle.

The above is the description of the engine that achieves the target driving force.
This is the content of the processing of the transmission control system.

Next, the contents of the processing of the driving environment estimating unit 21, the driving force correcting unit 22, and the driver input unit, which are features of the present invention, will be described.

First, the contents of the processing of the traveling environment estimation unit 21 will be described. This block automatically realizes the driving force desired by the driver by estimating or detecting traffic congestion, high speed, climbing hills, increasing weight, and the like, and appropriately correcting the driving force and the gear ratio. . As a result, the driving performance can be improved.

First, a description will be given of a method for estimating traffic congestion and a method for correcting driving force based on the estimation result. FIG. 8 shows a fuzzy rule for recognizing traffic congestion. As the input of the fuzzy inference, two variables of the average vehicle speed va and the number of times the brake is depressed Cb within a predetermined time are used.

For example, the average vehicle speed va can be obtained by sampling the vehicle speed for the past 5 minutes every second and taking the average. It can also be calculated using the following sequential formula.

[0051]

(Equation 7)

Here, va: average vehicle speed, v: instantaneous vehicle speed,
N: the total number of data to be averaged, and j: time. In the above example where the vehicle speed during the past 5 minutes is sampled every second, the total number of data to be averaged is 300, so N =
300, sampling is 1 second, so the time unit of j is seconds. The number of times the brake is depressed for a predetermined time is, for example,
It is determined by counting the number of times the brake has been depressed in the past 5 minutes.

In the fuzzy inference, va = S (Smal
l) and when Cb = B (Big), traffic jam = B (Bi
g), va = S (Small) and Cb = S (S
In the case of (mall), it is determined that the traffic congestion = M (Medium), otherwise, the traffic congestion = S (Small). Here, congestion = B indicates a high possibility of congestion, and congestion = S indicates a low possibility of congestion.

FIG. 9 shows a membership function indicating the fitness of S and B with respect to the average vehicle speed va. FIG. 10 shows a membership function showing the degree of conformity of S and B with respect to the number of brake depressions Cb within a predetermined time. FIG. 11 shows the consequent part of the inference, that is, the membership functions for traffic congestion of S, M, and B.

Here, as shown in FIG. 9, for a certain average vehicle speed vo, the degree of conformity with the average vehicle speed S is xs, and the degree of conformity with the average vehicle speed B is xb. Further, as shown in FIG.
Assuming that the degree of conformity of the brake depression number Cb within a predetermined time period S is S and the degree of conformity of B is yb, the conformity of traffic congestion = M is w2 = xs · ys and the congestion = B The fitness is w3 = xs × b, and the traffic fitness = S is w1 = xb.

Therefore, the inference output y is as follows.

[0057]

(Equation 8)

Here, Gi (i = 1, 2, 3) corresponds to FIG.
It is given by 1.

The inference output y takes a value of 0 or more and 1 or less. When the value is close to 1, an inference result indicates that the possibility of congestion is large, and when it is close to 0, the possibility of congestion is small.

The result is sent to the driving force correction unit 22. The driving force correction unit corrects the parameter k of the target driving force setting unit according to the following equation according to the inference output y.

[0061]

(Equation 9)

Here, a is a positive constant (for example, 1). Note that correction parameters ΔTd, T1, T
2, a default 0 is set for Δi.

Equation 9 means that the greater the possibility of congestion,
As the value of y approaches 1, the value of k moves away from 1 in a smaller direction. As a result, a sudden start during traffic congestion for suppressing a change in driving force with respect to the same accelerator change can be prevented, and driving performance can be improved.

When the value of y is close to 1 and the possibility of congestion is large, k is set to 1 and 0 <T2 <T1, ΔTd = Δi =
By setting it to 0 and delaying the rising response of the driving force, sudden start can be prevented, and driving performance can be improved.

When the accelerator pedal depression angle Θac and its changing speed ΔΘac are in predetermined regions as shown by oblique lines in FIG. 12, it is determined that the vehicle has escaped from the traffic jam, the driving force is not corrected, and the default value (k = 1, T1 = T2 = ΔTd = Δ
i = 0).

In the above method, a in Equation 9 is a positive constant. However, it is also possible for the driver to adjust this value and to set the characteristics of the driving force desired by each driver. This corresponds to the driver input unit 23 shown in FIG.
Is possible. This content will be described later.

The above is a description of a method of determining traffic congestion and a method of correcting a driving force based on a result of the determination.

Next, the overtaking determination process at the time of high-speed traveling by the traveling environment estimation unit 21 and the driving force correction unit 2 based on the determination result are performed.
The second driving force correction method will be described. FIG. 13 shows a fuzzy rule for recognizing overtaking during high-speed running. As the input of the fuzzy inference, two variables of an average vehicle speed va and a vehicle speed variance σv are used.

The calculation of the average vehicle speed va can be performed in the same manner as described above. The following equation is used to calculate the vehicle speed variance σv.

[0070]

(Equation 10)

Here, v (j) (j = 1 to N): a time series of data sampled at a predetermined period (for example, 1 s period) from a current time for a predetermined time (for example, two minutes before), and N: the number of data is there.

In the fuzzy inference, va = S (Smal
l) and when σv = B (Big), fast overtaking = B
(Big), otherwise, fast overtaking = S (S
mall). Here, high-speed overtaking = B indicates high-speed overtaking possibility, and high-speed overtaking = S indicates low-speed overtaking possibility.

FIG. 14 shows a membership function indicating the fitness of S and B with respect to the average vehicle speed va. Further, regarding the vehicle speed variance σv, a membership function showing the fitness of S and B is shown in FIG. Further, the consequent part of the inference, that is, the high-speed overtaking shows the membership functions for S and B, as shown in FIG.
Shown in

Here, as shown in FIG. 14, with respect to a certain average vehicle speed, the conformity with the average vehicle speed S is xs, the conformity with the average vehicle speed B is xb, and as shown in FIG. Assuming that the fitness of variance σv is S is ys and the fitness of B is yb, the fitness of fast overtaking = B is w2 = xb · yb and the fast overtaking = S from the fuzzy rule in FIG.
Is w1 = xb · xs + xs.

Therefore, the inference output y 'is as follows.

[0076]

[Equation 11]

Here, G'i (i = 1, 2) corresponds to FIG.
Is given by

The inference output y ′ takes a value of 0 or more and 1 or less. When it is close to 1, the inference result indicates that the possibility of high-speed overtaking is high, and when it is close to 0, the possibility of high-speed overtaking is small.

The result is sent to the driving force correction unit 22. The driving force correction unit corrects the parameter ΔTd or Δi of the target driving force setting unit, or T1, T2 according to the inference output y ′ as in the following equation.

[0080]

(Equation 12)

Alternatively,

[0082]

(Equation 13)

Alternatively,

[0084]

[Equation 14]

Here, b and c are positive constants, ΔΘac is an accelerator pedal angular displacement for a predetermined time, and a function h is given by FIG.

It should be noted that the correction parameter k = 1 in any of Equations 12 to 14, and when Equation 12 is used, all the correction parameters other than ΔTd and k are 0 and Equation 13
Is used, all correction parameters other than Δi and k are set to 0, and when Expression 14 is used, all correction parameters other than T1, T2 and k are set to 0.

The constants b and c can be set according to the driver's preference.
Can be performed.

Equation 12 means that the driving force is set to be larger than the original value at the time of high-speed overtaking, whereby the power performance can be improved. In the equation (13), the power performance can be improved by setting a larger gear ratio when the vehicle is passing at a high speed.

In the equation (14), the response of the driving force can be made faster than it should be, and the acceleration performance is improved. By the above method, the acceleration performance at the time of high-speed overtaking can be improved, and the driving performance can be improved.

The above is the description of the method for determining the overtaking speed and the method for correcting the driving force based on the result of the determination.

Finally, a description will be given of a method of improving the driving performance by compensating for the deterioration of the acceleration performance due to the inclination of the vehicle and the increased weight.

When the slope of the road surface climbs by Θg (deg) and the weight is increased by Δm from the weight m of the vehicle alone, the slope becomes 0,
In order to obtain substantially the same acceleration performance as when the vehicle weight is m, the correction amount ΔTd of the driving force may be set as in the following equation.

[0093]

(Equation 15)

Here, it is assumed that the gradient Δg and the increment Δm of the vehicle weight are detected by a sensor.

However, other correction parameters are k = 1, T
Set 1 = T2 = Δi = 0.

In order to realize the driving force characteristic that each driver considers more preferable, the following equation may be used instead of the equation (15).

[0097]

(Equation 16)

Here, d and e can be set by the driver with positive parameters of 1 or less.

The parameters d and e can be set by the driver input unit 23 in FIG.

The description of the processing performed by the driving environment estimating unit 21 and the processing performed by the driving force correcting unit 22 based on the result has been completed.

Finally, the driver input unit 23 shown in FIG. 2 will be described. The input means is a man-machine interface for correcting a method of determining a traffic jam, a high-speed overtaking, and the like, and a method of correcting a driving force in the traveling state so as to suit individual drivers' preferences.

The driver input unit comprises a monitor shown in FIG. 18 and an interface comprising buttons on the monitor.

(A) is an initial screen, which is in a traffic jam mode,
Three buttons are provided for high-speed overtaking power mode, gradient, and weight correction. For example, if the user wants to correct the traffic jam mode determination method or the driving force correction method during traffic jam, the user presses this button.

When the button of the traffic jam mode is pressed, the screen becomes as shown in FIG. The screen (b) shows that the congestion determination vehicle speed is set to 10 km / h. The congestion determination vehicle speed refers to the maximum vehicle speed (the vehicle speed at a downward ↓ position in the figure) of the membership function for congestion determination in FIG. 9 where the degree of conformity of the membership function to the average vehicle speed S (Small) is 1. ). By pressing the up and down buttons under the screen display (congestion determination vehicle speed) in FIG. 18B, the value of the congestion determination vehicle speed can be corrected in increments of 1 km / h. For example, when the determination vehicle speed is set to 15 km / h, all the membership functions (FIG. 9) with respect to the average vehicle speed used for discrimination are translated to the left by 5 km / h, resulting in an arrangement as shown in FIG. In this case, since the congestion is newly determined using the membership function of FIG. 19, the congestion is determined at a higher vehicle speed than originally (when the membership related of FIG. 9 is used).

Further, by pressing the buttons (up, down) below the screen display (power performance), the power performance during congestion can be changed to NORMAL, LOW POWER, ULTRA.
It is possible to select from three types of LOWPOWER.
According to these power modes, the parameter a
Are set to 0, 1, and 2, respectively. In the case of NORMAL, since a = 0, k = 1,
The driving force characteristics are the same as those in normal running. LOW POWER
In R and ULTRA LOW POWER, k
Is smaller than 1, the magnitude of the driving force with respect to the accelerator pedal depression angle can be reduced, and the operability of the vehicle during traffic congestion can be improved. If the end of the setting is pressed on the screen shown in FIG.

Next, when the high-speed overtaking mode button is pressed on the initial screen (a), the screen becomes as shown in (c). On the screen (c), the vehicle speed dispersion for overtaking determination is 10 km.
/ H. The vehicle speed variance for overtaking determination is a vehicle speed variance S (Smal) in the membership function for high-speed overtaking determination in FIG.
This corresponds to the maximum vehicle speed variance (vehicle speed variance at the position of downward ↓ in the figure) of the portion where the degree of conformity of the membership function to 1) is 1. By pressing the up and down buttons under the screen display (vehicle speed dispersion for overtaking determination) in FIG. 18C, the value of vehicle speed dispersion for overtaking determination is set to 1 km.
It can be corrected in increments of / h. For example, if the determined vehicle speed variance is set to 12 km / h, all the membership functions for the vehicle speed variance used for determination (FIG. 1)
5) translates to the left by 2 km / h, resulting in an arrangement as shown in FIG. In this case, since the overtaking is newly determined using the membership function of FIG. 20, it is determined that the vehicle is in the overtaking mode with a higher vehicle speed dispersion than originally (FIG. 15).

Further, by pressing the buttons (up, down) below the screen display (power performance), the power performance at the time of high-speed overtaking can be changed to NORMAL, HI POWER, ULTR.
It is possible to select from three types of AHI POWER. According to these power modes, the parameter b in Equation 12 is 0, 10, 20, or 1
3 are 0, 0.2, and 0.4, respectively.
Is set to For NORMAL, b
= C = 0, so that correction for increasing the driving force during acceleration is not performed, and normal driving force characteristics are realized. HI POWER
In ULTRAHI POWER, the value of b or c takes a positive value during high-speed overtaking, so that the driving force during acceleration can be increased, and the power performance during overtaking can be increased to improve the driving performance. If the end of the setting is pressed on the screen of (c), the screen returns to the initial screen.

Next, when the gradient and weight compensation buttons are pressed on the initial screen (a), the screen becomes as shown in (d). By pressing the buttons (up, down) below the screen display (power performance), the power performance is changed to NORMAL, HI POWER, U
It is possible to select from three types of LTRA HI POWER. Here, when NORMAL is selected, the values of d and e in Equation 16 are set to 0, ΔTd = 0, and the driving force increase correction for the gradient and the increase in weight is not performed.
In the case of HI POWER, set d = e = 0.5,
Driving force increase correction that cancels the slope and weight increase by half is performed. When ULTRAHI POWER is selected, d = e = 1 is set to completely cancel the acceleration performance deterioration due to the increase in the gradient and the load, thereby improving the driving performance. Pressing the setting end button on the screen (d) returns to the initial screen (a).

The description of the driver input unit 23 in FIG. 2 has been completed. The above is all of the contents of the processing of the vehicle control method of the present invention.

The above processing is executed by the control program stored in the ROM of FIG. Next, the contents of the processing of the control program will be described with reference to FIGS.

FIG. 21 is a flowchart of a program for setting a target driving force and calculating a fuel injection amount and a throttle opening for realizing the target driving force. The program is started at a period of 10 ms.

First, in step 2101, the target driving force is calculated by the processing of FIG. Here, the correction parameters k, T1, T1, and ΔTd are calculated by another program described later. Next, in step 2102, a target gear ratio is calculated based on the processing of FIG. Here, the speed ratio increment Δi is calculated by another program described later.

Next, at step 2103, a target engine torque is calculated based on the equation (1).

Next, at step 2104, the table of FIG. 5 is searched to determine the target air-fuel ratio. In step 2105, the cylinder inflow air amount is calculated based on equation (2). In step 2106, the fuel injection amount is calculated based on equation (4). Further, it is converted into a pulse width according to Equation 5.

In step 2107, the target air amount is calculated by the equation (6). Finally, in step 2108, FIG.
The target throttle opening is calculated by the processing of. Thus, the process ends, and the process stands by until the next start request is made.

Next, the contents of the program for determining the traffic jam and calculating the driving force correction parameter k will be described with reference to the flowchart of FIG. This program is 10ms
It is started periodically.

In step 2201, it is determined whether or not the accelerator depression angle Θac and the displacement ΔΘac per unit time thereof are in a region other than the hatched region in FIG. If it is determined that the area requires correction, the process proceeds to step 2202; otherwise, in step 2209, k = 1 is set and the process ends.

In step 2202, the average of the vehicle speed is calculated based on the equation (7). In step 2203, the number of brake depressions for a predetermined time is calculated by the above-described method. In step 2204, the average vehicle speed for judging traffic congestion input by the driver is read. In step 2205, using the membership function corresponding to this information, the fitness wi (i = 1, 2, 2) for traffic congestion (S, M, B).
Calculate 3). In step 2206, the inference output y is calculated by the above-described method (Equation 8). In step 2207, the power performance (NORM
AL, LOW POWER, ULTRA LOW PO
(WER) is set. Finally, in step 2208, a driving force correction coefficient k is calculated based on Expression 9, and the process is terminated. The process waits until the next start request is made. The calculated correction coefficient k is shown in FIG.
1. Used for calculating the target driving force in step 2101.

Next, based on the flowchart of FIG. 23, the contents of the processing of the program for determining the high-speed overtaking mode and calculating the drive force increase correction amount will be described.
This program is also executed at a predetermined cycle.

In step 2301, the average vehicle speed va is calculated based on the equation (7). In step 2302,
Variance σv of the vehicle speed is calculated based on Step 230
In step 3, the reference vehicle speed variance for the high-speed overtaking judgment input by the driver is read. In step 2304,
Using the membership function corresponding to the reference vehicle speed variance, the fitness w ′ for high-speed overtaking (S, B) by the above-described method.
Calculate i (i = 1, 2). In step 2305,
The inference output y ′ for high-speed overtaking is calculated based on Expression 11. In step 2306, the power performance (NORMAL, HI POWER, U
The driving force correction parameter b or c corresponding to (LTRA HI POWER) is set. Finally, step 2
In step 307, the driving force correction amount ΔTd or the gear ratio correction amount Δi is calculated according to equation (12) or (13), and the process ends. Wait for the next start request. These correction amounts are used for calculating the target driving force in step 2101 in FIG. 21 or calculating the gear ratio in step 2102.

Next, a program for calculating the driving force correction amount for compensating for the gradient and the weight increase will be described with reference to FIG. The program is executed at a predetermined cycle.

At step 2401, the gradient of the road surface and the increment of the weight are read from the sensor output. Step 2402
Then, the power performance (NOR
MAL, HI POWER, ULTRA HI POW
ER) are set as the driving force correction parameters d and e. Finally, in step 2403, the driving force correction amount ΔTd is calculated by the equation (16), and the process ends. If the driving force correction amount is calculated by the program in FIG. 23, the sum of the two values is used as the final driving force correction amount. The calculated value is used for calculating the target driving force in step 2101 of FIG.

Finally, based on FIGS. 25 to 27, the reference average vehicle speed for judging traffic congestion and the reference vehicle speed dispersion for overtaking judgment are set and corrected, and the power for judging congestion and high-speed overtaking is determined. The contents of the processing of the program for setting and correcting the performance will be described.

First, starting from the initial screen of FIG. 18A, if the traffic jam mode button is pressed in step 2501, the screen is switched to FIG. 18B in step 2502. In step 2503, when the button for increasing the traffic jam determination reference vehicle speed is pressed, the traffic jam determination vehicle speed is increased by 1 km / h in step 2504, and this is displayed. Further, in step 2505, if the button for decreasing the traffic jam determination vehicle speed is pressed, in step 2506, the determination vehicle speed is reduced by 1 km / h and displayed.

At step 2507, if the button for increasing the power performance is pressed, at step 2508, the power performance is increased by one rank and displayed. For example, if the current setting is ULTRA LOW POWER, the power performance is increased to LOW POWER, and the power performance is increased to LOW POWER and NORMAL, and this is displayed.

In step 2509, when the button for lowering the power performance is pressed, in step 2510, the power performance is lowered by one rank and displayed. For example, if the current setting is LOW POWER, ULTRA
For LOW POWER, and for NORMAL, LO
The power performance is reduced to W POWER and displayed. As described above, the setting of the parameter a in Equation 9 is changed in accordance with the set power performance, and control for achieving the set power performance is performed by the programs in FIGS.

In step 2511, when the button for terminating the setting is pressed, the screen returns to the initial screen shown in FIG.

Next, the process proceeds to the process of step 2601 in FIG.

If the overtaking power mode button is pressed in step 2601, the screen is displayed in step 2602 as shown in FIG.
8 (c). In step 2603, when the button for increasing the reference vehicle speed variance for overtaking determination is pressed, the vehicle speed variance for determination is increased by 1 km / h in step 2604, and this is displayed. Further, if the button for decreasing the vehicle speed dispersion for determination is pressed in step 2605, the vehicle speed dispersion for determination is reduced by 1 km / h in step 2606, and this is displayed.

In step 2607, if the button for increasing the power performance is pressed, in step 2608, the power performance is increased by one rank and displayed. For example, if the current setting is HI POWER, ULTRA
For HI POWER and NORMAL for HI P
Power performance is increased to OWER and displayed.

In step 2609, if the button for lowering the power performance is pressed, in step 2610, the power performance is lowered by one rank and displayed. For example, if the current setting is HI POWER, NORMAL
And again, ULTRA HIPOWER is HI PO
Power performance is reduced to WER and displayed. The settings of the parameters b and c in Equations 12 and 13 are changed according to the set power performance, and control for achieving the set performance is performed by the programs in FIGS. 21 and 23 as described above.

In step 2611, if the button for terminating the setting is pressed, the screen returns to the initial screen shown in FIG.

Subsequently, at step 2701 in FIG.
If the gradient and weight compensation button is pressed on the initial screen, the screen is switched from the initial screen shown in FIG. 18 (a) to FIG. 18 (d) in step 2702.

At step 2703, if the button for increasing the power performance is pressed, at step 2704, the power performance is increased by one rank and displayed. For example, if the current setting is HI POWER, ULTRA
For HI POWER and NORMAL for HI P
Power performance is increased to OWER and displayed.

At step 2704, if the button for lowering the power performance is pressed, at step 2705, the power performance is lowered by one rank and displayed. For example, if the current setting is HI POWER, NORMAL
And again, ULTRA HIPOWER is HI PO
Power performance is reduced to WER and displayed. The settings of the parameters d and e in Equation 16 are changed in accordance with the set power performance, and control for achieving the set performance is performed by the programs in FIGS. 21 and 24 as described above.

In step 2707, when the button for terminating the setting is pressed, the process returns to the initial screen, FIG. 18A.

The description of the processing of all programs has been completed.

[0138]

According to the present invention, since each driver can freely set the method of recognizing the driving environment and the power performance according to the driving environment, the power performance desired by the individual tribar can be realized and the driving performance can be improved. This has the effect.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a vehicle control system.

FIG. 2 is a block diagram of a vehicle control system.

FIG. 3 is a detailed configuration of a target driving force setting unit.

FIG. 4 is a detailed configuration of a target gear ratio setting unit.

FIG. 5 is a target air-fuel ratio table.

FIG. 6 is a detailed configuration of a target throttle opening calculation unit.

FIG. 7 is a graph showing characteristics of a time constant of an advance element of a target throttle opening calculation unit.

FIG. 8 is a fuzzy rule for recognizing traffic congestion.

FIG. 9 is a membership function for the average vehicle speed.

FIG. 10 is a membership function with respect to the number of brake depressions.

FIG. 11 is a membership function for the degree of congestion.

FIG. 12 is a table showing an operation area in which a traffic jam mode is released.

FIG. 13 is a fuzzy rule for determining high-speed, overtaking.

FIG. 14 is a membership function for the average vehicle speed.

FIG. 15 is a membership function for vehicle speed dispersion.

FIG. 16 shows a membership function for the degree of high-speed overtaking.

FIG. 17 shows characteristics of a function h.

FIG. 18 is a screen for setting parameters for determining the driving environment and power performance according to the driving environment.

FIG. 19 is a membership function for an average vehicle speed corrected by driver setting.

FIG. 20 is a membership function for vehicle speed dispersion corrected by driver setting.

FIG. 21 is a flowchart of a program for controlling a target driving force.

FIG. 22 is a flowchart of a program for determining traffic congestion and calculating a driving force correction amount.

FIG. 23 is a flowchart of a program for determining a high-speed overtaking and calculating a driving force correction amount.

FIG. 24 is a flowchart of a program for calculating a driving force correction amount for preventing acceleration performance deterioration due to gradient and weight.

FIG. 25 is a flowchart (part 1) of a program for correcting a set power performance according to a reference parameter for estimating the traveling environment and the traveling environment.

FIG. 26 is a flowchart (part 2) of a program for correcting a set power performance according to a reference parameter for estimating the traveling environment and the traveling environment.

FIG. 27 is a flowchart (part 3) of a program for correcting the set power performance according to the reference parameters of the traveling environment estimation and the traveling environment.

[Explanation of symbols]

200: engine / transmission control system, 210: target cylinder inflow air amount setting unit.

 ────────────────────────────────────────────────── ─── Continuing on the front page (72) Inventor Teruji Sakozawa 1099 Ozenji Temple, Aso-ku, Kawasaki City, Kanagawa Prefecture F-term in Hitachi, Ltd. System Development Laboratory 3D041 AA31 AA32 AA35 AB01 AC01 AC15 AC19 AD02 AD05 AD10 AD14 AD41 AD47 AD50 AD51 AE04 AE07 AE31 AF01 AF05 AF09

Claims (5)

[Claims] 1. A method for controlling a vehicle having an engine and a transmission, comprising: (1) a process of detecting or estimating a traveling environment of the vehicle; (2) detecting a traveling environment of the vehicle based on an input from a driver; or , The method of estimation,
Alternatively, (3) a driving force characteristic to be realized by the vehicle based on the correspondence between the detected or estimated driving environment and a predetermined driving environment and a driving force to be realized. And controlling the engine and the transmission so as to realize the driving force characteristic. 2. A method for controlling a vehicle having an engine and a transmission, comprising: (1) a process of detecting or estimating the traveling environment of the vehicle; Processing to correct the correspondence of
(3) From the detected or estimated traveling environment,
A vehicle control method comprising: setting a driving force characteristic to be realized based on the correspondence, and controlling an engine and a transmission to realize the characteristic. 3. A vehicle control method having an engine and a transmission, wherein the vehicle is controlled by setting a target driving force based on a predetermined relationship from an accelerator pedal depression angle and a vehicle speed,
(1) The accelerator depression angle, the correspondence between the vehicle speed and the driving force of the drive wheel is corrected based on the average vehicle speed and the number of brake depressions within a predetermined time, and (2) the accelerator depression angle based on the corrected relationship. And setting a target driving force from the vehicle speed and controlling the engine and the transmission. 4. A control method for a vehicle having an engine and a transmission, wherein (1) determining whether or not the own vehicle is in an operation mode for overtaking a preceding vehicle; A vehicle control method comprising: correcting a relationship between an accelerator pedal depression angle and a driving force of a driving wheel; and controlling an engine and a transmission based on the corrected relational expression. 5. A vehicle control method, comprising: an engine and a transmission, wherein the vehicle is controlled by setting a target driving force based on an accelerator depression angle and a vehicle speed based on a predetermined relationship.
(1) The correspondence between the accelerator pedal depression angle and the target driving force is corrected based on the gradient and the weight of the vehicle, and (2) the target driving force is set based on the corrected correspondence, and the engine and the transmission are set. Control method for a vehicle.