JP2002256920A - Vehicular driving torque control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure safety to nonconformance of accelerator operation and shift operation by erroneous operation of a driver. SOLUTION: After the initial setting, whether a shift position is an N range or a P range is investigated (S1 to S6), and in a non-travel range of the N and P ranges, an output torque command value is set to 0 (S9), and whether or not accelerator opening is larger than 0% is investigated by inputting an accelerator signal (S10, and S11). In accelerator opening > 0%, whether or not the shift position is shifted to R and D ranges is determined by inputting a shit position signal again (S12, and S13). As a result, when shifted to the R and D ranges from the N and P ranges, the output torque command value is set to 0 or creep torque (S14), a READY lamp 22 is flashed or turned on (S15). Thus, even if the erroneous operation is performed to a travel range from the non-travel range while stepping an accelerator, driving torque of a vehicle is restricted to the creep torque or less to secure the safety.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive torque control device for a vehicle which improves safety against erroneous operations.

[0002]

2. Description of the Related Art In general, in an automobile using a motor or a gasoline engine as a driving source, a driving torque is transmitted even when a shift position of a transmission is shifted from a non-traveling range to a traveling range while an accelerator pedal is depressed. Although rapid acceleration is possible, on the other hand, a shift change due to a driver's erroneous operation is a factor that hinders smooth running.

To cope with this, Japanese Patent Laid-Open No. 6-98419 discloses
Japanese Patent Application Laid-Open Publication No. H11-157556 discloses that in an electric vehicle, when the accelerator is depressed and the range is switched from the stop range to the travel range, the output torque command value for the motor is corrected and a smoothing process is performed to prevent a sharp rise in the output torque. A technique for performing this is disclosed.

[0004]

However, in the above-mentioned prior art, the driving torque is increased even when the driver does not intend to run, and the safety against erroneous operation by the driver is considered. If so, there is room for improvement. In particular, in an electric vehicle, it is possible to output a high torque from a low speed range, and thus it is necessary to ensure sufficient safety.

[0005] The present invention has been made in view of the above circumstances, and in the case where inappropriate accelerator operation and shift operation are performed, the driving torque of the vehicle can be ensured in consideration of the driver's erroneous operation. It is intended to provide a control device.

[0006]

Means for Solving the Problems In order to achieve the above object, the invention according to claim 1 comprises means for judging a shift position, means for judging an accelerator operation, and a state in which the shift position is set in a state where the accelerator is depressed. Means for limiting the output torque command value for the traveling drive source of the vehicle to creep torque or less when switching from the traveling range to the traveling range.

A second aspect of the present invention is characterized in that, in the first aspect of the present invention, when the torque limitation is performed, the driver is informed by an informing means.

According to a third aspect of the present invention, in the first or second aspect of the present invention, when the accelerator is once released and depressed again during the torque limitation, the torque limitation is released. .

According to a fourth aspect of the present invention, when the torque limitation is released in the second or third aspect,
The notification to the driver by the notification means is stopped.

That is, according to the present invention, when the shift position is switched from the non-traveling range to the traveling range while the accelerator is depressed, the output to the traveling drive source of the vehicle is determined. By limiting the torque command value to a value equal to or less than the creep torque, the traveling state unintended by the driver is avoided, and safety is ensured.

At this time, it is desirable that the driver be notified by a notifying means such as a lamp or a buzzer together with the torque limitation as in the invention according to the second aspect. During the torque limitation, it is desirable to release the torque limitation when the accelerator is once released and depressed again. Further, as in the invention according to claim 4,
When the torque limitation is released, it is desirable to stop the notification to the driver by the notification means.

[0012]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 3 relate to an embodiment of the present invention, FIG. 1 is a block diagram of a drive control system, FIG. 2 is a flowchart of an output torque control routine, FIG. 3 is a shift position, an accelerator operation, an output torque command value and 6 is a time chart showing the relationship of FIG.

In FIG. 1, reference numeral 10 denotes an electronic control unit (ECU) for controlling the driving torque of a vehicle. In the present embodiment, an example of controlling the output torque of a motor 1 which is a driving source for an electric vehicle will be described. I do. ECU10
Is mainly composed of a microcomputer, and its main functions are performed by a vehicle speed calculation unit 11, an accelerator opening calculation unit 12, a shift position determination unit 13, an ignition determination unit 14, a brake determination unit 15, and an output torque command value calculation unit 16. Be represented.

The vehicle speed calculation unit 11 detects the running of the vehicle based on a signal from a motor rotation sensor 2 for detecting rotation of the motor 1 and a signal from a transmission rotation sensor 3 for generating a pulse according to the rotation of the transmission output shaft. Calculate speed. The accelerator opening calculating unit 12 also includes an accelerator opening sensor 5 that outputs a signal from an accelerator pedal SW (switch) 4 that is turned on when the accelerator pedal is released and a signal corresponding to the amount of depression of the accelerator pedal.
The accelerator opening including the accelerator fully closed state is calculated based on the signal from the ECU.

The shift position judging section 13 is turned on when the shift operation position (shift position) is in the P (parking) range or the N (neutral) range, and the driving range such as the D (forward) range and the R (reverse) range. The shift position is determined based on the signal from the inhibitor SW6 which is turned off when the switch is selected. Also,
The ignition determination unit 14 receives a signal from the ignition switch 7 and determines each operation position of the ignition switch 7, that is, OFF (stop; power off), ACC (accessory), IG (run), and the like. Further, the brake determination unit 15 determines that the brake
Based on the signal from the brake SW 8 to be N, it is determined whether or not the driver has operated the brake.

The output torque command value calculation unit 16 receives a determination result of the ignition ON by the ignition determination unit 14 and turns on a READY lamp 22 indicating a traveling enabled state via the lamp drive circuit 21. When the shift position determined by the shift position determination unit 13 is in the travel range, an output torque command to the motor 1 is provided based on the vehicle speed calculated by the vehicle speed calculation unit 11 and the accelerator opening calculated by the accelerator opening calculation unit 12. Calculate the value. The output torque of the motor 1 is controlled via the torque output circuit 20 by using the brake information from the brake determination unit 15 together.

In the output torque command value calculation section 16,
The safety compatibility between the shift position determined by the shift position determination unit 13 and the accelerator opening calculated by the accelerator opening calculation unit is checked, and the shift position is changed from the non-travel range to the travel range with the accelerator depressed. Then, the output torque command value to the motor 1 is limited to 0 or creep torque to ensure safety. at the same time,
In order to notify the driver that the failure to obtain the motor drive torque corresponding to the accelerator depression is not a failure,
The READY lamp 22 is used as a notification means, and the READY lamp 22 is turned on (or turned on) via the lamp driving circuit 21 to call attention of the driver. In this case, the driver may be notified using a buzzer, a sound output, or the like.

Hereinafter, the output torque control by the ECU 10 will be described with reference to a flowchart of an output torque control routine shown in FIG.

When the routine of FIG. 2 starts, first,
In step S1, the system is initialized. In step S2, a signal from the ignition switch 7 is input. Then, in step S3, it is determined whether or not the ignition switch 7 is ON. If the ignition is turned off, the process returns to step S2 to repeat a loop for inputting a signal from the ignition SW 7 again and checking whether the ignition is turned on. Then, when the ignition is turned on, the process proceeds from step S3 to step S4, where the motor rotation sensor 2
And a signal from the transmission rotation sensor 3 to calculate the vehicle speed.

Next, the process proceeds to step S5, where the inhibitor S
The shift position signal from W6 is input, and it is checked from the shift position signal whether the current shift position is in the N range or the P range. As a result, N,
If it is not the P range, that is, if it is the travel range (D, R range), the process proceeds to step S7, where the accelerator signal from the accelerator opening sensor 5 is input, and the process proceeds to step S7.
At 8, an output torque command value corresponding to the vehicle speed and the accelerator opening is calculated. Then, a torque command is given to the torque output circuit 20 to drive the motor 1, and the process returns to step S2 to continue the above processing.

On the other hand, if it is determined in step S6 that the current shift position is in the non-running range of the N and P ranges, the process proceeds from step S6 to step S9, and the output torque command value is set to zero. Then, proceed to step S10,
When an accelerator signal is input from the accelerator pedal SW4 and the accelerator opening sensor 5, it is checked in step S11 whether the accelerator opening is greater than 0%, that is, whether the accelerator pedal is depressed.

As a result, when the accelerator pedal SW4 is ON and the accelerator is opened with the accelerator opening = 0%,
Returning from step S11 to step S2, if the accelerator pedal is depressed with the accelerator opening> 0%, the process proceeds from step S11 to step S12, where the shift position signal from the inhibitor SW6 is input again.
As described below, when the READY lamp 22 is blinking (or lit), when the accelerator is once released and the accelerator opening becomes 0%, the READY lamp 22 is turned off.

Next, the routine proceeds to step S13, where it is determined whether or not the shift position is in the R, D range, that is, from the shift position, which was the non-travel range (N, P range) in step S6, to the travel range (R, D). Range) is determined. As a result, when the shift position remains in the N and P ranges, the process returns to step S10 for inputting the accelerator signal, and when the shift position is shifted from the N and P ranges to the R and D ranges, step S14.
Then, the drive torque of the motor 1 is limited by setting the output torque command value to 0 or creep torque, the READY lamp 22 blinks (or lights) in step S15, and the process returns to step S10.

That is, when the shift position is selected from the non-travel range to the travel range while the accelerator pedal is depressed, the torque of the motor 1 is immediately limited to 0 or creep torque, and at the same time, the READY lamp 22 is turned on (or (Flashing) alerts the driver to return the accelerator.

Then, after the READY lamp 22 is flashed (or lit) in step S15, the process proceeds to step S10.
Then, the accelerator signal is input again, and the accelerator opening is checked in step S11. If the accelerator pedal is still depressed with the accelerator opening> 0%, the aforementioned step S
Returning to step S10 via steps S12 and S13, or returning to step S10 via steps S12, S13, S14 and S15, maintaining the output torque of the motor 1 at 0 or creep torque and continuing to blink (or light) the READY lamp 22. I do.

On the other hand, when the driver releases the accelerator while the travel range (D, R range) remains and the accelerator opening becomes 0%, the process returns from step S11 to step S2, and travels in steps S2 to S5 to step S6. After the determination of the range, the process proceeds to step S7, and an accelerator signal is input. Then, in step S8, a drive torque corresponding to the accelerator opening is output to the motor 1. At this time, the accelerator opening = 0.
By%, the READY lamp 22 is turned off.

That is, as shown in FIG.
When the shift position is changed from the N range to the D range with N (stepping on), the output torque command value of the motor 1 becomes zero.
(Or creep torque) and the READY ramp 2
2 turns on (blinks or lights). In this state, unless the accelerator is turned off (returned) once, the torque limit is maintained. By returning the accelerator and depressing it again, a normal torque output corresponding to the accelerator opening can be achieved.

As described above, in the present embodiment, the drive torque of the motor 1 rises beyond the creep torque even when an erroneous operation such as shifting from the non-travel range to the travel range while the accelerator is depressed is performed. Therefore, safety can be secured against erroneous operations that are not intended to run. In particular, in an electric vehicle capable of outputting a high torque from a low speed range, it is possible to prevent the vehicle from unexpectedly starting or running, to enable smooth running, and to improve safety more effectively.

In the embodiment described above, an electric vehicle is described as an example. However, the present invention is not limited to this, and it is needless to say that the present invention can be applied to a vehicle running with a gasoline engine. .

[0030]

As described above, according to the present invention, even if the vehicle shifts from the non-traveling range to the traveling range while the accelerator is depressed, the driving torque of the vehicle is limited to the creep torque or less, and the inappropriate accelerator operation is performed. Also, safety can be ensured against erroneous operations due to the gearshift operation and the shift operation, and unintended vehicle start or running state can be prevented.

[Brief description of the drawings]

FIG. 1 is a block diagram of a drive control system.

FIG. 2 is a flowchart of an output torque control routine.

FIG. 3 is a time chart showing a relationship between a shift position, an accelerator operation, and an output torque command value.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Electronic control apparatus 12 Accelerator opening calculation part 13 Shift position determination part 16 Output torque command value calculation part 22 READY lamp

Claims (4)

[Claims] 1. A means for judging a shift position, a means for judging an accelerator operation, and an output torque to a travel drive source of a vehicle when a shift position is switched from a non-travel range to a travel range with the accelerator depressed. Means for limiting a command value to a creep torque or less. 2. The driving torque control device for a vehicle according to claim 1, wherein when the torque limitation is performed, the driver is notified by a notification unit. 3. The drive torque control device for a vehicle according to claim 1, wherein the torque limit is released when the accelerator is once released and the driver steps on again while the torque limit is being performed. 4. The drive torque control device for a vehicle according to claim 2, wherein the notification to the driver by the notification means is stopped when the torque limitation is released.