JP2008232110A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle reflecting the intention of a driver by preventing return to a normal mode from a traffic congestion mode according to the intention of the driver and returning to the normal mode from the traffic congestion mode according the acceleration demand of the driver. <P>SOLUTION: An engine ECU determines target throttle opening based on accelerator characteristic map for traffic congestion travel (step S5) if acceleration opening detected during the traffic congestion mode is less than a threshold (No in step S4), and determines a final target throttle opening based on accelerator characteristic map for normal travel if the accelerator opening detected during the traffic congestion mode is the threshold or higher (Yes in step S4). The engine ECU selects a primary moderating coefficient corresponding to accelerator opening (step S7), and executes moderating process of the final target throttle opening with using the selected primary moderating coefficient (step S8) to return to the normal mode from the traffic congestion mode (step S9). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device that controls a power source in accordance with a traveling state of the vehicle.

  In general, for the purpose of improving driving comfort and the like during traveling on a congested road, a vehicle control device that controls a power source suitable for the congested road is known.

  This type of vehicle control device includes an engine speed sensor, a lever position detection switch, a parking brake switch, an accelerator pedal switch, an inter-vehicle distance sensor, a brake driving means, and outputs of at least these sensors and switches. When the vehicle detects that the vehicle is traveling on a congested road, there is a controller that performs throttle valve control based on a pseudo accelerator value that is predetermined with respect to the inter-vehicle distance and the vehicle speed. (For example, refer to Patent Document 1).

  According to the vehicle control device described in Patent Document 1, it is possible to obtain a desired vehicle speed during traveling on a congested road, and the vehicle driver can drive on a congested road only by grasping the steering wheel. .

  As another type of vehicle control device, an accelerator depression amount detecting means for detecting an accelerator pedal depression amount, and a throttle valve having a predetermined characteristic according to the accelerator depression amount detected by the accelerator depression amount detection means. A throttle control means for controlling the opening of the vehicle, a traffic congestion determination means for determining whether the vehicle is in a traffic congestion state by fuzzy inference, and a throttle when the traffic congestion determination means determines that the vehicle is in a traffic congestion driving state. There is one provided with throttle gain changing means for making the gain of the throttle opening smaller than usual with respect to the accelerator pedal depression amount by the control means (see, for example, Patent Document 2).

According to the vehicle control device described in Patent Literature 2, the gain of the throttle opening relative to the accelerator pedal depression amount is changed so as to become a smaller value as the degree of congestion increases. A sudden change in the throttle opening can also be avoided by the accelerator operation.
JP-A-2-179550 Japanese Patent No. 2523451

  However, the vehicle control device described in Patent Document 1 returns to the normal mode when it is detected that the accelerator pedal has been depressed even a little, so that it returns to the normal mode against the driver's intention. There was a problem that the intention of the driver was not reflected.

  Further, in the vehicle control device described in Patent Document 2, when the vehicle speed, continuous running time, and inter-vehicle distance satisfy certain conditions, the throttle opening gain is maximized to return to the normal mode. Even if it is determined that the problem has been resolved, the accelerator pedal is depressed, and until a certain condition is satisfied, the normal mode cannot be restored, and the driver's intention is not reflected.

  The present invention has been made to solve the conventional problems, and prevents the vehicle from returning to the normal mode from the traffic jam mode against the intention of the driver of the vehicle, and responds to the driver's acceleration request for the vehicle. An object of the present invention is to provide a vehicle control device that can return from a traffic jam mode to a normal mode and reflect the driver's intention.

  In order to achieve the above object, the vehicle control apparatus according to the present invention associates (1) a detection means for detecting a value related to an acceleration request for the vehicle, a value related to the acceleration request and a value related to the acceleration of the vehicle. As the map, a storage means for storing each map for normal driving and traffic jam travel in advance, a normal mode for determining a value related to the acceleration based on the normal travel map, and the acceleration based on the traffic jam map And a control unit that controls a power source of the vehicle based on the value related to the acceleration, and the control unit has a value related to the acceleration request that is predetermined during the traffic jam mode. When the threshold value is exceeded, the normal mode is restored from the traffic jam mode.

  With this configuration, the vehicle control device according to the present invention does not return to the normal mode if the value related to the acceleration request detected during the traffic jam mode is less than a predetermined threshold, while the vehicle control device relates to the acceleration request detected during the traffic jam mode. When the value is equal to or greater than the threshold, the normal mode is restored. Therefore, it is possible to prevent the traffic mode from returning to the normal mode against the intention of the driver of the vehicle and to return from the traffic mode to the normal mode in response to the driver's acceleration request for the vehicle.

  The vehicle control device according to the present invention is the vehicle control device according to (1), wherein (2) the control means has a value related to the acceleration request exceeding a predetermined threshold during the traffic jam mode. A value related to the acceleration determined based on the traffic jam travel map with respect to the value related to the acceleration according to the value related to the acceleration request when the predetermined threshold is exceeded in the normal travel map. Then, the normalization mode is restored from the traffic jam mode by performing an annealing process for convergence.

  With this configuration, when the vehicle control device according to the present invention returns from the traffic jam mode to the normal mode, the value related to acceleration converges stepwise with respect to the value in the normal mode, so the value related to acceleration changes abruptly. It is possible to reduce the uncomfortable feeling given to the driver of the vehicle.

  Further, the vehicle control device according to the present invention is the vehicle control device according to (1) or (2), wherein (3) the control means returns from the traffic jam mode to the normal mode. An annealing coefficient used for the annealing process is selected according to a value related to the acceleration request.

  With this configuration, when the vehicle control device according to the present invention returns from the congestion mode to the normal mode, the time required to converge the value related to acceleration to the value in the normal mode is set to the value related to the acceleration request for the vehicle. Change accordingly. For this reason, it is possible to return to the normal mode at a return speed corresponding to the degree of the driver's acceleration request.

  The vehicle control device according to the present invention is the vehicle control device according to any one of (1) to (3), wherein (4) the value relating to the acceleration request is a value of an accelerator pedal mounted on the vehicle. A value representing the opening degree may be used. (5) The value related to the acceleration request may be a value representing a rate of change of the opening degree of an accelerator pedal mounted on the vehicle.

  Furthermore, the vehicle control device according to the present invention is the vehicle control device according to any one of (1) to (5), wherein the vehicle is configured to adjust an amount of air sucked by a throttle valve. An internal combustion engine as a power source is mounted, and the value related to acceleration may be a target value of the opening degree of the throttle valve.

  With these configurations, the vehicle control device according to the present invention does not return to the normal mode if the accelerator pedal depression amount or depression speed depressed during the traffic congestion mode is less than a predetermined threshold, while the vehicle congestion control mode is in progress. If the depression amount or the depression speed of the accelerator pedal depressed is equal to or greater than a predetermined threshold value, the normal mode is restored. For this reason, it is possible to prevent the vehicle from returning from the traffic jam mode to the normal mode against the intention of the driver of the vehicle by slightly depressing the accelerator pedal, and to return from the traffic jam mode to the normal mode in response to the driver's acceleration request. Can do.

  According to the present invention, it is possible to prevent returning from the traffic jam mode to the normal mode against the intention of the driver of the vehicle, and to return from the traffic jam mode to the normal mode in response to the driver's acceleration request for the vehicle. A vehicle control device that reflects the driver's intention can be provided.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a schematic configuration diagram schematically showing a vehicle equipped with a vehicle control device according to an embodiment of the present invention.

  As shown in FIG. 1, the power train of the vehicle 1 includes an engine 2, a torque converter 3, an automatic transmission 4, and an ECU (Electronic Control Unit) 10. Here, the engine 2 constitutes a power source according to the present invention.

  The engine 2 is an internal combustion engine that burns an air-fuel mixture of fuel injected from an injector (not shown) and air whose amount is adjusted by a throttle valve 5 described later in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated. The output of the engine 2 is input to the automatic transmission 4 through the torque converter 3 connected to the crankshaft, and is transmitted to the drive wheels 8 through the differential gear device 6 and the axle 7.

  The torque converter 3 is a fluid power transmission device that includes a pump impeller connected to an input shaft, a turbine impeller connected to an output shaft, and a stator having a one-way clutch, and the inside is filled with hydraulic oil. is there. The torque converter 3 is configured to reduce the exhaust flow from the pump impeller to the turbine impeller by the stator, thereby generating a torque amplifying action and transmitting power. Further, the torque converter 3 includes a lock-up clutch that directly connects the input / output shaft in order to increase power transmission efficiency in a predetermined traveling state that does not require torque amplification. This traveling state is determined in advance by the gear stage of the automatic transmission 4, the vehicle speed of the vehicle 1, and the throttle opening degree described later.

  The automatic transmission 4 includes a transmission mechanism having a plurality of planetary gear mechanisms, a plurality of friction elements such as a clutch, a brake, and a one-way clutch, and a hydraulic circuit. The hydraulic circuit engages or releases each friction element with an operating hydraulic pressure using the line pressure as a source pressure in accordance with a control signal from the transmission ECU 12 described later. The speed change mechanism outputs the number of revolutions of a predetermined speed ratio with respect to the inputted number of revolutions when each friction element is engaged or released to change the connection state of each planetary gear. The automatic transmission 4 forms a multi-stage gear stage by controlling the hydraulic circuit according to the required gear stage.

  The throttle valve 5 includes a valve portion and a throttle actuator, and is an electronically controlled type in which the throttle opening is adjusted to indicate the position of the valve portion by controlling the throttle actuator in accordance with a control signal from an engine ECU 11 described later. Is.

  The ECU 10 includes an engine ECU 11 that controls the engine 2 and a transmission ECU 12 that controls the torque converter 3 and the automatic transmission 4.

  The engine ECU 11 is constituted by a microcomputer having a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), an input / output interface, and the like, while utilizing a temporary storage function of the RAM. Optimal engine control is executed by performing signal processing according to an engine control program stored in advance in the ROM.

  The engine ECU 11 is connected to an accelerator opening sensor 21, a vehicle speed sensor 22, a brake sensor 23, an inter-vehicle distance sensor 24, a throttle opening sensor 25, and a car navigation system 27, and signals generated by these sensors and the system. Is input to the engine ECU 11. Each signal is also input to the transmission ECU 12.

  The ROM of the engine ECU 11 stores a program for controlling the engine 2, for example, a program for controlling the throttle valve 5, a plurality of accelerator characteristic maps to be described later, and a map for selecting a primary smoothing coefficient to be described later. Has been.

  The CPU of the engine ECU 11 executes a program stored in the ROM, and outputs an engine speed signal from the engine 2, a signal indicating a selected gear stage from the transmission ECU 12, a signal from each sensor 21 to 25, and a car navigation system 27. A signal indicating the determination result of the traffic jam situation and a signal from an operation button (not shown) capable of instructing a power mode to be described later are input.

  When the CPU of the engine ECU 11 determines that the vehicle is traveling on a congested road based on a signal representing the determination result of the traffic jam status from the car navigation system 27 and a signal from the vehicle speed sensor 22 or the accelerator opening sensor 21, A traffic jam mode, which will be described later, is set to ON, and an accelerator characteristic map for traffic jam travel is selected to shift to a traffic jam mode in which a target throttle opening according to the accelerator opening is determined.

  On the other hand, when the CPU of the engine ECU 11 determines that the vehicle is not traveling on a congested road based on a signal representing the determination result of the traffic jam status from the car navigation system 27 and a signal from the vehicle speed sensor 22 or the accelerator opening sensor 21. Shifts to a normal mode in which a traffic jam mode, which will be described later, is set to OFF, an accelerator characteristic map for normal travel is selected, and a target throttle opening corresponding to the accelerator opening is determined.

  As described above, the CPU of the engine ECU 11 switches between the normal mode and the traffic jam mode according to whether or not the vehicle 1 is traveling on the traffic jam road, and the target throttle opening calculated by the accelerator characteristic map corresponding to each mode. Based on the above, a control signal is output to the throttle valve 5.

  The transmission ECU 12 is constituted by a microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and performs signal processing according to a shift control program stored in advance in the ROM while using a temporary storage function of the RAM. A suitable shift control is executed.

  The ROM of the transmission ECU 12 stores a program for controlling the torque converter 3 and the automatic transmission 4, a map associated with the vehicle speed, the accelerator opening, and the required gear stage, and each required gear stage obtained from this map. An operation map in which the operation state of the friction element is determined is stored.

  Therefore, the CPU of the transmission ECU 12 executes the program stored in the ROM, and based on the output shaft speed signal from the automatic transmission 4, the engine speed signal from the engine ECU 11, and the signals from the sensors 21 to 25. The required gear is determined.

  The CPU of the transmission ECU 12 outputs a control signal for the lock-up clutch of the torque converter 3 and a control signal for the hydraulic circuit of the automatic transmission 4 based on the determined required gear stage and the operation map.

  The accelerator opening sensor 21 is composed of, for example, an electronic position sensor using a hall element. When the accelerator pedal mounted on the vehicle 1 is operated by the driver, the accelerator opening indicated by the position of the accelerator pedal is indicated. Is output to the engine ECU 11.

  The vehicle speed sensor 22 outputs a signal representing the vehicle speed to the engine ECU 11 based on the output shaft speed of the automatic transmission 4.

  When the brake pedal mounted on the vehicle 1 is operated by the driver, the brake sensor 23 outputs a brake-on signal indicating that the brake pedal has been depressed to the engine ECU 11.

  The inter-vehicle distance sensor 24 is configured by a radar such as a millimeter wave radar installed in front of the vehicle 1. The millimeter wave radar emits a millimeter wave in front of the vehicle 1 and receives the millimeter wave reflected by the preceding vehicle. The inter-vehicle distance sensor 24 calculates the inter-vehicle distance from the preceding vehicle based on the received millimeter wave waveform, and outputs a signal representing the inter-vehicle distance from the preceding vehicle to the engine ECU 11.

  The throttle opening sensor 25 is composed of, for example, a Hall element that can obtain an output voltage corresponding to the throttle opening of the throttle valve 5, and outputs a signal representing the throttle opening of the throttle valve 5 to the engine ECU 11. It has become.

  The car navigation system 27 includes a CPU (not shown), a RAM, a ROM, an input / output interface, a storage device storing map information representing roads, intersections, and features, and a VICS (Vehicle Information and Communication System) center. A VICS receiver that receives VICS information transmitted from a road or a VICS receiver that receives FM multiplex broadcasting, and a radio wave for calculating the current location of the vehicle 1 is received from a GPS (Global Positioning System) satellite. A GPS receiver and a 3D gyro sensor that detects information indicating the traveling direction and altitude of the vehicle 1 are provided.

  The ROM of the car navigation system 27 stores a program for determining whether or not the vehicle 1 is traveling on a congested road on the basis of the traffic jam information included in the VICS information, the current location, direction and altitude of the vehicle 1. Is executed by the CPU and a signal representing the determination result is output to the engine ECU 11.

  FIG. 2 is an accelerator characteristic map of the vehicle control apparatus according to the embodiment of the present invention, (a) is an accelerator characteristic map for normal travel, and (b) is an accelerator characteristic map for traffic jam travel. It is.

  As shown in FIG. 2, the accelerator characteristic map is a map in which the accelerator opening and the target throttle opening are associated with each other, and thereby the target throttle opening with respect to the accelerator opening is determined. The ROM of the engine ECU 11 stores at least an accelerator characteristic map for normal travel shown in FIG. 2 (a) and an accelerator characteristic map for traffic congestion shown in FIG. 2 (b).

  In addition to these accelerator characteristic maps, the ROM of the engine ECU 11 is suitable for conditions of the road such as a snow mode suitable for running on a snowy road and a power mode for generating a larger output of the engine than the normal mode. Various accelerator characteristic maps may be stored.

  In the accelerator characteristic map for traffic congestion, the target throttle opening for the accelerator opening less than the threshold value is set to a smaller value than the accelerator characteristic map for normal driving, and the throttle opening does not open as the accelerator opening is smaller. It is determined to be non-linear. Thereby, when the accelerator characteristic map for traffic jam travel is selected, the acceleration of the vehicle 1 with respect to the accelerator depression amount is suppressed as compared with that during normal travel, and therefore unnecessary acceleration of the vehicle 1 on the traffic jam road. Further, the fuel consumption can be improved by reducing the frequency of deceleration. Here, the threshold value in the present embodiment corresponds to a predetermined threshold value according to the present invention.

  Further, the threshold value of the accelerator opening is applied in an accelerator characteristic map for traveling in a traffic jam, and a value such as 30% is preliminarily set as a maximum value of the accelerator opening that may be depressed even when the driver is in a traffic jam. It has been established. Thereby, for example, when the accelerator opening is less than 30%, the driver does not intend to return to the normal mode, and does not return from the traffic jam mode to the normal mode.

  Note that the CPU of the engine ECU 11 constitutes detection means in the present invention in order to detect a value related to the acceleration request according to the present invention, that is, a value related to the accelerator opening.

  Further, the CPU of the engine ECU 11 controls the engine 2 as a power source by outputting a control signal for the throttle valve 5 based on the acceleration-related value according to the present invention, that is, the target throttle opening, and therefore the present invention. The control means in FIG.

  In addition, the ROM of the engine ECU 11 stores in advance each accelerator characteristic map for normal travel and traffic jam as a map in which values related to acceleration requests and values related to acceleration according to the present invention are associated with each other. It constitutes storage means.

  Further, the engine ECU 11 having the above configuration constitutes a vehicle control device according to the present invention.

  Next, the operation of the engine ECU 11 will be described.

  FIG. 3 is a flowchart showing the operation of the vehicle control apparatus according to the embodiment of the invention.

  Note that the processing described below is realized by a program stored in advance in the ROM of the engine ECU 11 and executed by the CPU of the engine ECU 11 at predetermined intervals.

  In the following description, the mode in which the engine ECU 11 determines the target throttle opening based on the accelerator characteristic map for traffic jam is called the traffic jam mode, and the engine ECU 11 opens the target throttle based on the accelerator characteristic map for normal travel. The mode for determining the degree is called a normal mode.

  As shown in FIG. 3, first, the engine ECU 11 executes a traffic jam determination process for determining whether or not the vehicle is currently traveling on a traffic jam road (step S1). Details of the traffic jam determination process will be described later.

  Next, as a result of the determination process in step S1, if the traffic jam mode is off (NO in step S2), the engine ECU 11 determines the target throttle opening based on the accelerator characteristic map for normal travel (step S1). S3) The process is terminated. At this time, the engine ECU 11 outputs to the throttle valve 5 a control signal representing the target throttle opening determined based on the accelerator travel characteristic map for normal travel.

  On the other hand, when the traffic jam mode is turned on as a result of the determination process in step S1 (YES in step S2), the engine ECU 11 determines whether or not the accelerator opening is equal to or greater than the threshold based on the signal from the accelerator opening sensor 21. Determine (step S4).

  Here, if it is determined that the accelerator opening is less than the threshold value (NO in step S4), the engine ECU 11 determines the target throttle opening based on the accelerator characteristic map for traffic jam travel (step S5). The process is terminated. At this time, the engine ECU 11 outputs to the throttle valve 5 a control signal representing the target throttle opening determined based on the accelerator characteristic map for traffic jam travel.

  If it is determined in step S4 that the accelerator opening is equal to or greater than the threshold (YES in step S4), the engine ECU 11 determines the accelerator characteristic map for normal travel with respect to the accelerator opening determined to be equal to or greater than the threshold. Is determined as the final target throttle opening (step S6).

  Next, the engine ECU 11 selects a predetermined primary smoothing coefficient K according to the accelerator opening degree determined to be equal to or greater than the threshold value in step S4 (step S7). Details of the method of selecting the primary smoothing coefficient will be described later.

  Next, the engine ECU 11 uses the primary smoothing coefficient K to perform a smoothing process on the final target throttle opening determined in step S6, thereby returning to the primary smoothing (step S8). Specifically, the engine ECU 11 calculates the current target throttle opening using Equation 1 shown below, and controls the throttle actuator so that the actual opening of the throttle valve 5 becomes the current target throttle opening. The process of outputting the signal is repeatedly executed until the current target throttle opening converges to the final target throttle opening.

(Equation 1)
papb _i = papb _i-1 + (papt-papb _i-1 ) × K
In Equation 1, papt represents the final target throttle opening determined in step S6, papb _i represents the current target throttle opening, and papb _i-1 represents the previous target throttle opening. And

  When the engine ECU 11 finishes the annealing process in step S8, the engine ECU 11 turns off the traffic jam mode and shifts to the normal mode (step S9).

  Above, engine ECU11 complete | finishes a process.

  In step S4, the engine ECU 11 calculates based on the previous accelerator opening and the current accelerator opening stored in the RAM, in addition to determining whether the accelerator opening is equal to or greater than the threshold value. You may make it determine further whether the accelerator opening change rate is more than a threshold value. In this case, when either the accelerator opening or the accelerator opening change rate exceeds the threshold value, the processing from step S6 to step S9 is performed to return to the normal mode. Here, the accelerator opening change rate is defined by the accelerator change amount per unit time. Therefore, the depression speed of the accelerator pedal can be obtained.

  FIG. 4 is a flowchart showing the traffic jam determination process of the vehicle control apparatus according to the embodiment of the present invention.

  As shown in FIG. 4, first, the engine ECU 11 determines whether or not it has a car navigation system (step S11). Here, in the present embodiment, since the car navigation system 27 is provided, the engine ECU 11 advances the process to step S12. In this embodiment, it is determined whether or not the car navigation system is provided in step S11. However, the present invention is not limited to this, and VICS information is received on the assumption that the car navigation system is provided. You may make it determine whether it can do. In this case, it is particularly effective when the VICS information cannot be received due to a traveling environment or the like.

  If the engine ECU 11 determines in step S11 that the car navigation system is not included, the process proceeds to step S14.

  If the engine ECU 11 has a car navigation system (YES in step S11), the signal input from the car navigation system 27, that is, a signal representing the determination result of whether or not the vehicle 1 is traveling on a congested road. Is acquired (step S12).

  When the car navigation system 27 determines that the vehicle 1 is traveling on a congested road (YES in step S13), the engine ECU 11 performs acceleration / deceleration based on signals from the vehicle speed sensor 22 and the accelerator opening sensor 21. It is determined whether or not the process is repeated (step S14).

  Specifically, the engine ECU 11 stores the vehicle speed in the RAM every time a signal from the vehicle speed sensor 22 is acquired, and calculates the average vehicle speed within a predetermined time. Further, the engine ECU 11 stores a signal from the accelerator opening sensor 21 in the RAM, and calculates the frequency of accelerator off within a predetermined time. The engine ECU 11 determines that acceleration / deceleration is repeatedly performed if the average vehicle speed is equal to or lower than the threshold value and the accelerator-off frequency is equal to or higher than the threshold value.

  If it is determined that acceleration / deceleration is repeatedly performed (YES in step S15), the engine ECU 11 determines that the vehicle is traveling on a traffic jam road and sets the traffic jam mode on (step S16).

  On the other hand, if it is determined by the car navigation system 27 that the vehicle 1 is not traveling on a congested road (NO in step S13), or if it is determined that acceleration / deceleration is not repeatedly performed (NO in step S15), The engine ECU 11 determines that the vehicle is not traveling on a traffic jam road and sets the traffic jam mode to off (step S17).

  Thus, the engine ECU 11 ends the traffic jam determination process and returns to the process of FIG.

  It should be noted that when the acceleration / deceleration is repeatedly determined in step S14, the engine ECU 11 further adds signals based on the average vehicle speed and the accelerator off frequency to signals from the brake sensor 23, the inter-vehicle distance sensor 24, and the transmission ECU 12. Based on this, it may be possible to repeatedly determine whether to accelerate or decelerate by combining the conditions of whether the brake-on frequency, the average inter-vehicle distance, and the low-gear usage frequency have exceeded the threshold values.

  Next, the selection method of the primary smoothing coefficient in step S7 in FIG. 3 will be described.

  FIG. 5 is a map for selecting the primary smoothing coefficient K of the vehicle control apparatus according to the embodiment of the present invention. FIG. 5A is a map in which the accelerator opening degree and the primary smoothing coefficient K are associated with each other. Yes, (b) A map in which the accelerator opening change rate is associated with the primary smoothing coefficient K.

  As shown in FIG. 5 (a), the engine ECU 11 selects a primary smoothing coefficient K according to each accelerator opening. For example, if the accelerator opening is 40%, 0.1 is set for 30% or more, and if the accelerator opening is 60%, 0.2 is set for 50% or more. Select. That is, when the engine ECU 11 returns from the traffic jam mode to the normal mode, the time required to gradually converge the current target throttle opening with respect to the final target throttle opening in the normal mode is determined as the accelerator opening. Change according to. Further, as shown in FIG. 5B, the engine ECU 11 may select a primary smoothing coefficient K according to each accelerator opening change rate. In this case as well, in the same manner as the method for selecting the primary smoothing coefficient based on the accelerator opening described above, for example, if the accelerator opening change rate is 7%, 0.1 determined for 5% or more is selected. If the accelerator opening change rate is 17%, 0.2 is set for 15% or more.

  Note that the map shown in FIG. 5A or 5B is merely an example of selecting the primary smoothing coefficient K, and is not limited to this map. Furthermore, the method of selecting the primary smoothing coefficient K may be a method of selecting the primary smoothing coefficient K by using a predetermined calculation formula without using the map in the present embodiment.

  As described above, the engine ECU 11 according to the present embodiment does not return to the normal mode from the traffic jam mode if the accelerator opening is less than the threshold, and returns to the normal mode from the traffic jam mode if the accelerator opening is equal to or greater than the threshold. To do. Therefore, when the driver depresses the accelerator pedal more than a predetermined accelerator opening while preventing the vehicle 1 from returning to the normal mode from the traffic jam mode against the intention of the driver by slightly depressing the accelerator pedal. Can determine that there is an intention to accelerate and return to the normal mode.

  Further, when the engine ECU 11 according to the present embodiment returns from the traffic congestion mode to the normal mode, the current target throttle opening is converged stepwise with respect to the target throttle opening in the normal mode. The discomfort given to the person can be reduced.

  Further, when the engine ECU 11 according to the present embodiment returns from the traffic jam mode to the normal mode, the engine ECU 11 determines the time required for the current target throttle opening to converge stepwise with respect to the target throttle opening in the normal mode. Since it changes according to the accelerator opening or the accelerator opening change rate, it is possible to return to the normal mode at a return speed according to the degree of acceleration demand of the driver.

  Further, if the engine ECU 11 according to the present embodiment determines that the vehicle is traveling on a traffic jam road by the traffic jam determination process, the engine ECU 11 shifts to the traffic jam mode. Even when a traffic jam occurs, the fuel economy can be improved by forcibly canceling the snow mode or the power mode and shifting to the traffic jam mode without the need for a driver's operation.

  In the present embodiment, the vehicle control device according to the present invention is applied to the vehicle 1 on which the engine 2 is mounted. However, the present invention is not limited to this, and the vehicle control device according to the present invention is a diesel engine. The same effect can be obtained even when applied to a mounted vehicle or a hybrid vehicle.

  As described above, the vehicle control device according to the present invention prevents the vehicle from returning from the traffic jam mode to the normal mode against the intention of the driver of the vehicle, and is usually in response to the driver's acceleration request for the vehicle. It is possible to return to the mode, and is useful as a vehicle control device that controls the power source according to the running state of the vehicle.

1 is a schematic configuration diagram schematically showing a vehicle equipped with a vehicle control device according to an embodiment of the present invention. It is an accelerator characteristic map of the vehicle control apparatus which concerns on embodiment of this invention, (a) is an accelerator characteristic map for normal driving | running | working, (b) is an accelerator characteristic map for traffic congestion driving | running | working. It is a flowchart which shows operation | movement of the control apparatus of the vehicle which concerns on embodiment of this invention. It is a flowchart which shows the traffic congestion determination process of the control apparatus of the vehicle which concerns on embodiment of this invention. It is a map which selects the primary smoothing coefficient K of the vehicle control apparatus which concerns on embodiment of this invention, (a) is a map which matched accelerator opening and primary smoothing coefficient K, (b ) A map in which an accelerator opening change rate is associated with a primary smoothing coefficient K.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 3 Torque converter 4 Automatic transmission 5 Throttle valve 6 Differential gear apparatus 7 Axle 8 Drive wheel 10 ECU
11 Engine ECU (vehicle control device, detection means, control means, storage means)
12 Transmission ECU
21 Accelerator opening sensor 22 Vehicle speed sensor 23 Brake sensor 24 Inter-vehicle distance sensor 25 Throttle opening sensor 27 Car navigation system

Claims (6)

Detecting means for detecting a value relating to an acceleration request for the vehicle;
As a map in which the value related to the acceleration request and the value related to the acceleration of the vehicle are associated with each other, storage means for storing each map for normal traveling and traffic jam traveling in advance,
Switching between a normal mode in which a value related to acceleration is determined based on the normal travel map and a traffic congestion mode in which a value related to acceleration is determined based on the traffic jam travel map, and a power source of the vehicle based on the value related to acceleration Control means for controlling
The vehicle control apparatus according to claim 1, wherein the control means returns from the traffic jam mode to the normal mode when a value related to the acceleration request exceeds a predetermined threshold during the traffic jam mode.   The control means, when the value related to the acceleration request exceeds a predetermined threshold value during the traffic jam mode, the acceleration according to the value related to the acceleration request when the predetermined threshold value is exceeded in the map for normal travel The normal mode is restored from the traffic jam mode by performing an annealing process for gradually converging the value related to acceleration determined based on the traffic jam travel map with respect to the value related to the traffic jam travel map. The vehicle control device according to claim 1.   3. The vehicle according to claim 2, wherein when the control unit returns from the traffic jam mode to the normal mode, the control unit selects a smoothing coefficient used for the smoothing process according to a value related to the acceleration request. Control device.   The vehicle control device according to any one of claims 1 to 3, wherein the value related to the acceleration request is a value representing an opening degree of an accelerator pedal mounted on the vehicle.   4. The vehicle control device according to claim 1, wherein the value related to the acceleration request is a value representing a rate of change of an opening degree of an accelerator pedal mounted on the vehicle. 5. The vehicle is equipped with an internal combustion engine as the power source in which the amount of air taken in by a throttle valve is adjusted,
The vehicle control device according to claim 1, wherein the acceleration-related value is a target value of an opening degree of the throttle valve.

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