JP2009127593A - Drive force control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To return a control mode to an original control mode by preventing a driver from forgetting to return the control mode even if a temporal change-over switch is operated to temporally change over the control mode to a power mode. <P>SOLUTION: This control device includes a normal mode M2, a save mode M2 and the power mode M3. When the temporal change-over switch 11 is operated during travel in the normal mode M2 or the save mode M2, the engine control mode is changed over to the power mode (S71). Then, counter value T of a subtraction timer is set to initial set time To (S72), and measurement of elapse time is started (S73). When time reaches the elapse time (S75), the temporal change-over control is finished and the engine control mode M is automatically returned to the control mode M(n-1) which is the control mode before the temporal change-over control. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle driving force control apparatus that selects one control mode from a plurality of control modes having different driving force characteristics and sets a driving force instruction value according to the driving force characteristics of the selected control mode.

  Conventionally, in a so-called electronically controlled throttle engine in which the throttle valve is electronically controlled by a throttle actuator, the accelerator pedal and the throttle valve are not mechanically linked. On the other hand, the opening degree of the throttle valve (throttle opening degree) can be controlled by nonlinear characteristics.

  In this case, according to Patent Document 1 (Japanese Patent No. 3,872,507), the present applicant has three types of control modes having different driving force characteristics in one vehicle, and the driver arbitrarily selects each control mode. Thus, we proposed a technology that allows you to enjoy three different types of accelerator responses with a single vehicle.

  That is, as a driving force characteristic, a normal mode in which the output torque changes almost linearly with respect to the accelerator opening, a save mode in which the engine torque is saved to achieve both easy drive performance and low fuel consumption, Power-oriented power mode that realizes output characteristics with excellent response from low to high rotation range, and by operating the shuttle switch provided on the center console, the control mode according to the driver's preference Select arbitrarily.

  Further, the driving force control device disclosed in Patent Document 1 has a temporary switching function for temporarily switching the control mode. That is, when the temporary changeover switch provided near the steering wheel is operated, the control mode can be temporarily switched to the power mode even when the save mode or the normal mode is selected as the current control mode. it can. Then, the control mode can be returned to the previously selected mode (save mode or normal mode) by operating the temporary changeover switch again.

By operating this temporary changeover switch, it is necessary to use power, such as when going uphill or entering a highway, even when the vehicle is usually running with the save mode or normal mode selected as the control mode. When approaching the region, the control mode can be quickly switched to the power mode, and good vehicle behavior can be obtained.
Japanese Patent No. 3872507

  In the temporary switching function disclosed in the above-described document, the temporary switching control is basically continued until the driver operates the temporary switching switch again. When it is desired to end the temporary change control, the driver needs to operate the temporary change switch again.

  However, the operation of returning the control mode to the original mode (save mode or normal mode) by operating the temporary changeover switch again is cumbersome and easy to forget. Even if you forget to return the control mode to the original mode, for example, when traveling on a regular road at a constant speed, the accelerator pedal is depressed and the engine speed is relatively low. Even if you do, you will not experience a great change in driving performance.

  However, since the acceleration performance is different between the power mode and the save mode or the normal mode, the experience when the accelerator pedal is depressed is greatly different. Therefore, in acceleration traveling, if the driver forgets to end the temporary switching control and depresses the accelerator pedal, the traveling is contrary to the intention of the driver, which gives the driver a feeling of strangeness.

  In view of the above circumstances, the present invention returns to the original control mode without causing the driver to forget to return even if the control mode is temporarily switched to the power mode by operating the temporary switching means. It is an object of the present invention to provide a vehicle driving force control device that can be made to obtain a vehicle behavior in accordance with the driver's intention.

  In order to achieve the above object, a driving force control apparatus for a first vehicle according to the present invention has a plurality of different driving force characteristics as control modes, and selection means for selecting one control mode from the control modes, Driving based on the driving state from the driving force characteristics corresponding to the control mode selected by the selection means or switched by the temporary switching means, and the temporary switching means for switching to a control mode different from the control mode selected by the selection means A driving force setting means for setting a force instruction value, and a time measuring means for measuring the remaining time of the temporary switching means, the control mode being at least a save mode suitable for economical operation, and a power mode emphasizing power And when the operation of the temporary switching means is detected while the save mode is selected, the driving force setting means Start counting the overtime, switch the control mode to the power mode and execute the temporary switching control, and then determine that the temporary switching control is finished when the time measuring means detects the lapse of the set time, The control mode is returned to the save mode.

  The driving force control apparatus for a second vehicle has a plurality of different driving force characteristics as control modes, and a selection means for selecting one control mode from the control modes, and a control mode selected by the selection means Temporary switching means for switching to a different control mode, and driving force setting for setting a driving force instruction value based on the driving state from the driving force characteristics corresponding to the control mode selected by the selection means or switched by the temporary switching means And a time measuring means for measuring the remaining time of the temporary switching means, the control mode has at least a normal mode suitable for normal operation and a power mode emphasizing power, the driving force setting means When the operation of the temporary switching means is detected in the state where the normal mode is selected, the elapsed time is started by the time measuring means, The control mode is switched to the power mode and the temporary switching control is executed. Thereafter, when the time measuring means detects the elapse of a set time, it is determined that the temporary switching control is finished, and the control mode is returned to the normal mode. It is characterized by.

  According to the present invention, the temporary switching control is limited within the set time, and when the elapse of the set time is detected, the control mode is returned to the original control mode. Even when the control mode is switched to the power mode by operating, it is possible to obtain the vehicle behavior in line with the driver's intention without causing forgetting to return.

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

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

  A select lever 7 for selecting the range of the automatic transmission is disposed on the center console 6 disposed between the driver's seat 2 and the passenger seat 5 and extending from the instrument panel 1 toward the rear of the vehicle body. On the other hand, a mode selection switch 8 (detailed configuration will be described later) is provided as selection means for selecting the engine control mode. Further, a steering wheel 9 is disposed in front of the driver seat 2.

  The steering wheel 9 has a center pad portion 9a for accommodating an airbag or the like, and the left and right and lower portions of the center pad portion 9a and the outer grip portion 9b are connected via three spokes 9c. . A display changeover switch 10 is provided at the lower left portion of the center pad portion 9a, and a temporary changeover switch 11 as a temporary changeover means is provided at the lower right portion. This temporary changeover switch 11 is a non-locking type, and an ON signal is output only while the switch is pressed.

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

  In addition, the information displayed on the lower part of the tachometer 3a is switched to multiple display screens for information such as the distance traveled and the remaining time until the engine control mode before the temporary switching is automatically restored after temporarily switching to the power mode described later A multi-information display (hereinafter abbreviated as “MID”) 12 is provided as a display means for displaying. In addition, a fuel consumption meter 13 for indicating economical driving based on the difference between the instantaneous fuel consumption and the trip average fuel consumption is disposed below the speedometer 3b.

  As shown in FIG. 3, the mode selection switch 8 is a composite switch, and in the present embodiment, a midpoint automatic return type shuttle switch provided with a push switch is employed. The mode selection switch 8 has a ring-shaped operation knob 8a, and an external operator (generally a driver, and will be described below as "driver"). By operating 8a, a single engine control mode is selected from engine control modes (normal mode M1, save mode M2, power mode M3) having a plurality of (three types in this embodiment) different driving force characteristics (engine output characteristics). Can be selected. The details of each engine control mode will be described later.

  That is, in this embodiment, the left switch and the right switch are turned on by rotating the operation knob 8a in the left and right directions about the pressing direction of the push switch, and the normal mode M1 is selected by the ON operation of the left switch. The power mode M3 is selected by turning on the right switch. Further, the save mode M2 is selected by pushing the operation knob 8a downward to turn on the push switch. The mode selection switch 8 is a composite switch having a switch corresponding to each engine control mode. Since each switch is independent, the same switch is continuously turned on to be switched to another engine control mode. There is no end.

  Here, the engine output characteristics of each of the modes M1 to M3 will be briefly described. The normal mode M1 is a mode suitable for normal operation, which is set so that the output torque changes almost linearly with respect to the depression amount (accelerator opening) of the accelerator pedal 14 (see FIG. 12 (a)). .

  Further, in the save mode M2, even if the accelerator pedal 14 is fully depressed, the throttle valve is not fully opened, and the engine torque is prevented from increasing, and a smooth engine output characteristic can be obtained while ensuring sufficient output. The mode is set so that you can enjoy accelerator work such as depressing the accelerator pedal. Furthermore, since the save mode M2 suppresses the output torque, both easy drive performance and low fuel consumption (economic efficiency) can be achieved in a balanced manner.

  In addition, the power mode M3 has an engine output characteristic with excellent response from a low engine speed range to a high engine speed range. Further, in the case of a vehicle equipped with an automatic transmission, the shift up point is changed in synchronization with the engine torque. In addition, it is set to a power-oriented mode that can actively handle sporty driving situations on winding roads, etc., and can drive vividly.

  The target torque as the driving force instruction value in each engine control mode (normal mode M1, save mode M2, power mode M3) is based on two parameters, engine speed and accelerator opening, as will be described later. Set.

  The display changeover switch 10 is operated when changing the information displayed on the MID 12, and is provided with a forward switch part 10a, a reverse switch part 10b, and an initial screen return switch part 10c. FIG. 4 illustrates items for each screen displayed on the MID 12. As the MID 12, a liquid crystal display device is employed in the present embodiment, and three types of screens (a) to (c) are set as display contents. The images (a) to (c) are sequentially switched to (a) to (c) each time the progressive switch 10a is turned on, and the progressive switch 10a is displayed when the screen (c) is displayed. When is further turned ON, an initial screen (a) is displayed. On the other hand, when the reverse feed switch unit 10b is turned on, the screen is switched by reverse feed.

  Screen (a) is an initial screen displayed when the ignition switch is turned on. On this screen, an odometer is displayed at the bottom, a trip meter is displayed at the top, and the current mode (“2” indicating save mode M2 in the figure) is displayed at the left end.

  Screen (b) is preferentially displayed with the ON signal output when the driver presses temporary switch 11 as a trigger, and the remaining time of power mode M3 is displayed on the screen. The driver can easily grasp the remaining power mode time by visually recognizing the contents displayed on the MID 12.

  The display mode of the remaining power mode time displayed in FIG. 4B is an example, but when the duration of the power mode M3 set by temporary switching is 5 seconds, five display cells 12a to 12e are displayed. Displayed at regular intervals in one horizontal row. Immediately after the temporary changeover switch 11 is turned on, all the display cells 12a to 12e are displayed, and then the display cell 12e for displaying the remaining 5 seconds blinks until the first one second elapses. Thereafter, when the remaining 4 seconds are reached, the display cell 12e is turned off and the display cell 12d for displaying the remaining 4 seconds blinks. Then, the remaining display cells 12c to 12a are similarly blinked and turned off according to the remaining time. When the remaining time becomes 0 second, all the display cells 12a to 12e are turned on for a moment and then faded out. These display controls are performed in the meter_ECU 21 described later. Accordingly, the driver can easily and intuitively grasp the remaining time and the end time of the temporary switching.

  The duration of this power mode may be set to 6 seconds or more. In addition, since the liquid crystal display device is employed as the MID 12 in the present embodiment, the number of display cells, that is, the remaining time can be arbitrarily set by the driver.

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

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

  By the way, as shown in FIG. 5, the vehicle is connected to a meter control device (meter_ECU) 21, an engine control device (E / G_ECU) 22, and transmission control via an in-vehicle communication line 16 such as CAN (Controller Area Network) communication. Control devices such as a device (T / M_ECU) 23, a navigation control device (navigator_ECU) 24, and the like as arithmetic means for controlling the vehicle are connected to be able to communicate with each other.

  Each of the ECUs 21 to 24 is configured mainly by a computer such as a microcomputer, and has a known CPU, ROM, RAM, and nonvolatile storage means such as an EEPROM. The meter_ECU 21 and the E / G_ECU 22 correspond to the driving force setting means of the present invention.

  The meter_ECU 21 controls the entire display of the combination meter 3, and a mode selection switch 8, a display changeover switch 10, a temporary changeover switch 11, and a trip reset switch 3g are connected to the input side. Further, on the output side, a combination meter drive unit 26 for driving a tachometer 3a, a speedometer 3b, a water temperature gauge 3c, a fuel gauge 3d, and other instruments, a warning lamp 3f and a buzzer (not shown) as a notification means, A drive unit 27 and a fuel consumption meter drive unit 28 are connected.

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

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

  By the way, a plurality of different engine output characteristics are stored in a map format in the non-volatile storage means provided in the E / G_ECU 22. As the engine output characteristics, the present embodiment includes three types of mode maps Mp1, Mp2, and Mp3. As shown in FIGS. 12 (a) to 12 (c), the mode maps Mp1, Mp2, and Mp3 are engine engines. It is composed of a three-dimensional map that stores the target torque at each grid point with the accelerator opening and the engine speed, which are examples of parameters for specifying the operating state when setting the output characteristics, as grid axes.

  Each mode map Mp1, Mp2, Mp3 is basically selected by operating the mode selection switch 8. That is, when the normal mode M1 is selected with the mode selection switch 8, the normal mode map Mp1 is selected as the mode map, when the save mode M2 is selected, the save mode map Mp2 is selected, and the power mode M3 is selected. In this case, the power mode map Mp3 is selected.

  Hereinafter, engine output characteristics of each mode map Mp1, Mp2, Mp3 will be described. The normal mode map Mp1 shown in FIG. 12 (a) is set to a characteristic that the target torque changes linearly in a region where the accelerator opening is comparatively small, and the maximum target torque is set near the fully open position of the throttle valve. It is set to be.

  Further, the save mode map Mp2 shown in FIG. 12 (b) suppresses an increase in the target torque as compared with the characteristics stored in the normal mode map Mp1 described above, and even if the accelerator pedal 14 is fully depressed. The throttle valve is not fully opened, and it is possible to enjoy accelerator work such as depressing the accelerator pedal 14 by suppressing the increase in output torque. Furthermore, since the increase in the target torque is suppressed, both easy drive performance and low fuel consumption can be achieved in a balanced manner.

  In addition, in the power mode map Mp3 shown in FIG. 12C, the rate of change of the target torque with respect to the change in the accelerator opening is set to be large in almost the entire operation region. Therefore, for example, in the case of a vehicle equipped with a 3-liter engine, a target torque that can maximize the potential of the 3-liter engine is set. Note that the extremely low rotation speed region including the idle rotation speed of each mode map Mp1, Mp2, Mp3 is set to substantially the same engine output characteristic.

  Thus, according to the present embodiment, when the driver operates the mode selection switch 8 to select one of the modes M1, M2, and M3, the corresponding mode map Mp1, Mp2, or Mp3 Is selected, and the target torque is set based on the mode map Mp1, Mp2, or Mp3. Therefore, three different types of accelerator responses can be enjoyed with one vehicle. The opening / closing speed of the throttle valve is also set so as to operate slowly in the save mode map Mp2 and quickly in the mode map Mp3.

  Further, the T / M_ECU 23 performs shift control of the automatic transmission. On the input side, the vehicle speed sensor 41 for detecting the vehicle speed from the rotation speed of the transmission output shaft and the range for detecting the range where the select lever 7 is set. An inhibitor switch 42 or the like serving as a position detecting means is connected, and a control valve 43 that performs shift control of the automatic transmission and a lockup actuator 44 that locks up the lockup clutch are connected to the output side. The T / M_ECU 23 determines the set range of the select lever 7 based on the signal from the inhibitor switch 42. When the T / M_ECU 23 is set to the D range, the shift signal is output to the control valve 43 according to a predetermined shift pattern. Shift control. This shift pattern is variably set corresponding to the modes M1, M2, and M3 set by the E / G_ECU 22.

  When the lock-up condition is satisfied, a slip lock-up signal or lock-up signal is output to the lock-up actuator 44, and the input / output elements of the torque converter are changed from the converter state to the slip lock-up state or the lock-up state. Switch. At that time, the E / G_ECU 22 corrects the target torque τe in synchronization with the slip lock-up state and the lock-up state. As a result, for example, when the engine control mode M is set to the save mode M2, the target torque τe is corrected to a region where more economical traveling is possible.

  The navigation_ECU 24 is provided in a well-known car navigation system, and detects the position of the vehicle based on position data obtained from a GPS satellite or the like and calculates a guide route to the destination. Then, the current location and taxiway of the vehicle are displayed on the map data on the center display 4. In the present embodiment, various information displayed on the MID 12 can be displayed on the center display 4.

  Next, the procedure for controlling the operating state of the engine executed by the above-described E / G_ECU 22 will be described with reference to the flowcharts of FIGS. The temporary switching control shown in FIGS. 10 and 11 is executed by the meter_ECU 21, which will be described later.

  When the ignition switch is turned on, first, the starting control routine shown in FIG. 6 is started only once. In this routine, first, in step S1, the engine control mode M (M: normal mode M1, save mode M2, power mode M3) set when the ignition switch was turned off last time is read.

  And it progresses to step S2 and it is investigated whether the engine control mode M is the power mode M3. When the power mode M3 is set, the engine control mode M is forcibly reset to the normal mode M1 (M ← mode 1), and the routine is terminated.

  When the engine control mode M is set to the normal mode M1 or the save mode M2 other than the power mode M3, the routine is finished as it is.

  Thus, when the engine control mode M when the ignition switch is turned off the last time is set to the power mode M3, the engine control mode M when the ignition switch is turned on is forcibly switched to the normal mode M1. (M ← mode 1), even if the accelerator pedal 14 is depressed a little, the vehicle does not start suddenly, and good start performance can be obtained.

  When the start-up control routine ends, the routines shown in FIGS. 7 to 9 are executed at predetermined calculation cycles. First, the mode map selection routine shown in FIG. 7 will be described.

  This routine first reads the currently set engine control mode M in step S11, and in step S12 refers to the value of the engine control mode M to determine which mode (normal mode M1, save mode M2 or power It is checked whether mode M3) is set. The process proceeds to step S13 when the normal mode M1 is set, branches to step S14 when the save mode M2 is set, and branches to step S15 when the power mode M3 is set. . Note that at the time of the first routine execution after turning on the ignition switch, the engine control mode M is either the normal mode M1 or the save mode M2, so that the process does not branch to step S15. However, after the ignition switch is turned on, when the driver rotates the operation knob 8a of the mode selection switch 8 to the right to select the power mode, the engine control mode M is set to the power mode M3 in step S23 described later. Therefore, in the subsequent routine execution, the process branches from step S12 to step S15.

  When it is determined that the normal mode M1 is set and the process proceeds to step S13, the normal mode map Mp1 stored in the non-volatile storage means of the E / G_ECU 22 is selected as the current mode map, and the step Proceed to S19. If it is determined that the save mode M2 is set and the process branches to step S14, the save mode map Mp2 is selected as the current mode map, and the process proceeds to step S19.

  On the other hand, if it is determined that the power mode M3 is set and the process branches to step S15, the cooling water temperature Tw and the warm-up determination temperature TL detected by the water temperature sensor 33 that detects the engine temperature from the cooling water temperature in steps S15 and S16. And the high temperature determination temperature TH. In step S15, when it is determined that the cooling water temperature Tw is equal to or higher than the warm-up determination temperature TL (Tw ≧ TL) and it is determined in step S16 that the cooling water temperature Tw is lower than the high temperature determination temperature TH (Tw <TH). The process proceeds to step S17.

  On the other hand, if it is determined in step S15 that the coolant temperature Tw is lower than the warm-up determination temperature TL (Tw <TL), or if it is determined in step S16 that the coolant temperature Tw is equal to or higher than the high-temperature determination temperature TH (Tw ≧ TH), step The process branches to S18, the engine control mode M is set to the normal mode M1 (M ← mode 1), and the process returns to step S13.

  As described above, in this embodiment, after the ignition switch is turned on, even when the driver operates the mode selection switch 8 to select the power mode M3, the cooling water temperature Tw is equal to or lower than the warm-up determination temperature TL. Alternatively, when the temperature is equal to or higher than the high temperature determination temperature TH, the exhaust mode is forcibly returned to the normal mode M1 so as to reduce the exhaust emission during the warm-up operation.

  Next, when any of Steps S13, S14, and S17 proceeds to Step S19, it is checked whether or not the mode selection switch 8 has been turned ON. If not, the routine is exited as it is. When the ON operation is performed, the process proceeds to step S20 to determine which engine control mode M the driver has selected.

  When it is determined that the driver has selected the normal mode (the operation knob 8a has been rotated counterclockwise), the process proceeds to step S21, the engine control mode M is set in the normal mode M1 (M ← mode 1), and the routine is performed. Exit. When it is determined that the driver has selected the save mode M2 (the operation knob 8a has been pushed), the process proceeds to step S22, the engine control mode M is set in the save mode M2 (M ← mode M2), and the routine is executed. Exit. When it is determined that the driver has selected the power mode M3 (the operation knob 8a is rotated to the right), the process proceeds to step S23, the engine control mode M is set in the power mode M3 (M ← MO M3), Exit the routine.

  By the way, in this embodiment, since the engine control mode M can be set to the power mode M3 by operating the operation knob 8a of the mode selection switch 8 after turning on the ignition switch, the engine is started in the power mode M3. It is also possible. However, in this case, since the driver has consciously selected the power mode, the driver will not panic even if a large driving force is generated at the time of starting.

  Next, the engine control routine shown in FIGS. 8 and 9 will be described.

  In this routine, first, in step S31, the value of the transient switching flag Fm is referred to. The initial value of the transient switching flag Fm is 0, which is cleared in step S47 described later, and is set in a mode temporary switching control routine described later. If the normal control mode is Fm = 0, the process proceeds to step S32. If the transition is Fm = 1, the process jumps to step S38.

  First, the normal control mode will be described. When the normal control mode is determined and the process proceeds to step S32, the mode map (Mp1, Mp2, or Mp3: see FIG. 12) corresponding to the engine control mode M selected by the driver is read, and then the engine speed is determined in step S33. The engine speed Ne detected by the sensor 29 and the accelerator opening θacc detected by the accelerator opening sensor 31 are read.

  Thereafter, the process proceeds to step S34, and the target torque τe is determined by referring to the mode map read in step S32 with interpolation calculation based on both parameters Ne and θacc. Next, the process proceeds to step S35, and a final target throttle opening degree θe corresponding to the target torque τe is determined.

  Thereafter, the process proceeds to step S36, where the throttle opening degree θth detected by the throttle opening degree sensor 32 is read. In step S37, the throttle opening degree θth is provided in the electronically controlled throttle device so as to converge to the target throttle opening degree θe. The throttle actuator 37 that opens and closes the throttle valve is feedback controlled to exit the routine.

  As a result, when the driver operates the accelerator pedal 14, the engine control mode M (M: normal mode M1, save mode M2, power mode M3) selected by the driver using the accelerator opening θacc and the engine speed Ne as parameters. When the throttle valve opens and closes according to the mode map Mp1, Mp2, Mp3 corresponding to), and the engine control mode M is set to the normal mode M1, the output is made with respect to the accelerator pedal depression amount (accelerator opening θacc). Since the torque changes almost linearly, normal operation can be performed.

  Further, when the save mode M2 is set, since the increase in the target torque is suppressed, not only can the accelerator work such as depressing the accelerator pedal 14 be enjoyed, but also easy driving and low fuel consumption. And both can be balanced. Therefore, for example, even a vehicle equipped with a 3 liter engine can perform smooth driving while ensuring sufficient output equivalent to a 2 liter engine, and can obtain good driving performance in a practical area such as a city. it can. Further, when the power mode M3 is set, a higher response can be obtained, so that a sportier run can be obtained. As a result, three different types of accelerator responses can be enjoyed with one vehicle.

  On the other hand, if it is determined in step S31 that the transition is Fm = 1 and the process branches to step S38, the transient switching control after the end of the temporary switching control is executed. This transient switching control is control performed to smoothly shift to the engine control mode before the temporary switching control after the temporary switching control is completed. Therefore, the processing performed after step S38 will be described after describing the mode temporary switching control routine shown in FIG.

  In the present embodiment, the engine control mode M is set even when the temporary changeover switch 11 provided on the steering wheel 9 is operated or the select lever 7 is set to the reverse range (hereinafter referred to as “R range”). Temporarily switched.

  This temporary switching control is executed in the meter_ECU 21 according to the temporary switching control routine shown in FIGS.

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

  In step S52, the current engine control mode M is referred to, and if it is other than the power mode M3, the routine is directly exited. If the power mode M3 is selected as the engine control mode M, the process proceeds to step S53, the reverse flag FR is set (FR ← 1), and the engine control mode M is forced to the normal mode M1 in step S54. (M ← mode 1) and exit the routine.

  Thus, in this embodiment, when the select lever 7 is set to the R range while the engine control mode M is set to the power mode M3, the engine control mode M is forcibly switched to the normal mode M1. Therefore, even if the accelerator pedal 14 is depressed slightly during reverse travel, the vehicle is not suddenly moved backward, and good reverse travel performance can be obtained.

  On the other hand, if it is determined in step S51 that the select lever 7 is set to a range other than the R range and the process proceeds to step S55, the value of the reverse flag FR is referred to and FR = 1, that is, the select lever 7 is moved to the R range. In the first routine after switching to another range, the process proceeds to step S56, the engine control mode M is returned to the power mode M3 (M ← MO3), and the reverse flag FR is cleared in step S57 (FR). ← 0), go to step S58. As a result, when the select lever 7 is returned from the R range to, for example, the D range, the engine control mode M is automatically returned to the original power mode M3, so that the driver can start the vehicle without a sense of incongruity. . If it is determined in step S55 that the value of the reverse flag FR is FR = 0, the process jumps to step S58.

  Thereafter, when the process proceeds from step S55 or step S57 to step S58, it is checked whether or not an ON signal (trigger signal) is received by operating the temporary changeover switch 11. When the trigger signal is not received, the routine is exited as it is.

  On the other hand, when the output of the trigger signal from the temporary changeover switch 11 is detected, the process proceeds to step S59, the current engine control mode M is read, and it is checked in step S60 whether the engine control mode M is the power mode M3. .

  When the power mode is selected as the engine control mode, the routine is exited as it is. On the other hand, when a mode other than the power mode M3 (normal mode M1 or save mode M2) is selected as the engine control mode M, the process proceeds to step S61, and the previous engine control mode M (n-1) is changed to the current engine control mode M (n-1). The engine control mode M is set (M (n-1) ← M), the process proceeds to step S62, and mode temporary switching control is executed.

  The temporary switching control processed in step S62 is executed according to a mode temporary switching control subroutine shown in FIG. In this routine, first, in step S71, the engine control mode M is set to the power mode M3 (M ← M3). Then, the E / G_ECU 22 selects the power mode map Mp3 in the mode map selection routine shown in FIG. 7 described above. Therefore, the characteristics stored in the power mode map Mp3 in the engine drive control routine shown in FIG. Based on this, the target torque τe is set.

  Next, the process proceeds to step S72, and the count value T of the subtraction timer as the time measuring means for measuring the elapsed time is set at the initial setting time To (T ← To). The initial setting time To can be arbitrarily set by the driver, but is set to a fixed value corresponding to 5 [sec] in the present embodiment.

  Thereafter, the process proceeds to step S73, the count value T of the subtraction timer is decremented (T ← T−1), and the remaining time is displayed on the MID 12 in step S74. That is, the remaining time corresponding to the count value T of the subtraction timer is calculated, and the display cells 12a to 12e shown in FIG. 4B are displayed in a predetermined manner as described above according to the calculated remaining time.

  Next, the process proceeds to step S75, where it is checked whether or not the count value T of the subtraction timer has reached 0. If there is still a remaining time (T> 0), the process proceeds to step S76, where the remaining time is 0. If, that is, if the temporary switching control is completed, the process proceeds to step S77.

  When the process proceeds to step S76, it is checked whether or not the output of the ON signal (trigger signal) from the temporary changeover switch 11 is detected. If not, the process proceeds to step S78. If the ON signal is detected, the process proceeds to step S79. Proceed to

  In step S78, it is checked whether the count value T of the subtraction timer is less than a set value Te (for example, a value corresponding to 1 to 2 seconds). When T ≧ Te, the process returns to step S73. Further, when T <Te, that is, when the remaining time has decreased, the process branches to step S80, a buzzer ON signal is output to the combiometer drive unit 26, and the buzzer is blown to the driver. It is notified that the end of the temporary switching is imminent, and the process returns to step S73. For example, when entering the highway approach road from the interchange or parking area, or when changing the lane from the highway lane to the overtaking lane, the temporary changeover switch 11 is turned on and the engine control mode M is changed from the save mode M2. When switching to the power mode M3 and accelerating in the power mode M3, the driver needs to know the situation ahead of the host vehicle and the following vehicle, so the remaining time of the power mode M3 displayed on the MID 12 (see FIG. 4 (b)) is difficult to see. In the present embodiment, when the remaining time is reduced, a buzzer sound is used for notification, so that the remaining time can be easily grasped by hearing. In this case, when the buzzer sound is intermittently sounded, the buzzer sound is gradually shortened as the remaining time approaches 0, and the remaining time is a continuous sound near 0, and the remaining time becomes 0. A fade-out may be performed so that the end time of the temporary switching can be grasped sensuously.

  On the other hand, when the process proceeds from step S76 to step S79, a buzzer OFF signal is output to the combiometer drive unit 26. If the buzzer is sounding, it is stopped and the process proceeds to step S81. In step S81, after detecting the ON signal from the temporary changeover switch 11 in step S76, it is checked whether or not the ON signal is detected again within a set time (for example, 1 second). If the ON signal is not detected within the set time, it is determined that the button is pressed once, and the process returns to step S72. Accordingly, when the temporary changeover switch 11 is pressed once during the mode temporary change control, the count value T is initialized and the mode change control is extended by the initial set time To. For example, when the driver turns on the temporary changeover switch 11 and tries to enter the main line while accelerating on the approach road of the expressway, or when changing the lane from the lane of the expressway to the passing lane, By pressing the temporary changeover switch 11 once more, the temporary changeover control can be easily extended by the initial setting time To, which is convenient.

  On the other hand, after detecting the output of the ON signal from the temporary changeover switch 11 in step S76, if the ON signal is detected again within a set time (for example, 1 second), that is, if it is pressed twice, the process starts from step S81. Proceeding to step S82, the remaining time display displayed on the screen (b) of MID12 is set to 0, and the routine is exited. As a result, when the temporary changeover switch 11 is pressed twice during the temporary changeover control, the temporary changeover control is canceled and the engine control mode M is fixed to the power mode M3.

  Since the engine control mode M can always be set to the power mode M3 by operating the temporary changeover switch 11, the mode selection switch 8 is operated one by one when traveling on a relatively long uphill road, for example. There is no need, and operability is good. In step S81, a determination corresponding to pressing once or pressing twice may be performed according to the pressing time of the temporary changeover switch 11. That is, if the temporary changeover switch 11 is pressed for a set time (for example, 1 second) or longer, the process proceeds to step S82, and if it is pressed for a short time within the set time (for example, 1 second), the process returns to step S73.

  On the other hand, if it is determined in step S75 that the temporary switching of T = 0 has been completed and the process proceeds to step S77, a buzzer OFF signal is output to the combiometer drive unit 26 to stop the buzzer and the process proceeds to step S83. . In step S83, the current engine control mode M is set in the previous engine control mode M (n-1) (M ← M (n-1)), the process proceeds to step S84, and the transient switching flag Fm is set ( Fm ← 1), the routine is terminated.

  The value of the transient switching flag Fm set in step S84 is read in step S31 of the engine drive control routine shown in FIG. Hereinafter, the routine executed in FIG. 8, the description of which is interrupted in the above-described engine drive control routine, will be described.

  If it is determined in step S31 that the transient switching flag Fm is Fm = 1 and the temporary switching control is completed, and the process proceeds to step S38 in FIG. 8, the engine control mode M (normal mode M1) set in step S83 of the temporary switching control routine described above. Alternatively, the mode map corresponding to the save mode M2) is read. In the following description, it is assumed that the engine control mode M is set to the save mode M2 for convenience.

  Next, in step S39, the target torque τe set immediately before is read. This target torque τe is set with reference to the power mode map Mp3 during the temporary switching control.

  Thereafter, the process proceeds to step S40, and the engine speed Ne detected by the engine speed sensor 29 and the accelerator opening degree θacc detected by the accelerator opening degree sensor 31 are read. In step S41, the target torque τe1 is determined by referring to the save mode map Mp2 with interpolation calculation based on both parameters Ne and θacc. Next, in step S42, the transient correction value Δτe is subtracted from the target torque τe to set a new target torque τe.

  As shown in FIG. 14A, in the same engine speed Ne region, even when the accelerator opening θacc is the same, the engine control mode M is the power mode M3 and the save mode M2 (or the normal mode). In the case of M1), a different target throttle opening degree θe is set. Accordingly, when the mode map is switched from the power mode M3 to the save mode M2 as it is when the temporary switching control is completed, the target throttle opening degree θe decreases rapidly, and the driver feels that the output is insufficient or the output is low. Gives pleasure.

  In the present embodiment, at the time of transition when the temporary switching control is finished and the engine control mode M is switched from the power mode M3 to the save mode M2, as shown in FIG. 13, the target torque set last during the temporary switching control is shown. Since τe is subtracted by the transient correction value Δτe every calculation cycle Δt, the target throttle opening θe does not change suddenly and can be gradually decreased. As a result, the driver is not given a feeling of insufficient output due to sudden output fluctuations, and stable traveling performance can be obtained.

  Then, it progresses to step S43 and compares target torque (tau) e with ultimate target torque (tau) e1. When the target torque τe has not reached the final target torque τe1 (τe ≦ τe1), the process branches to step S44 to determine the final target throttle opening θe corresponding to the target torque τe. Next, the process proceeds to step S45, where the throttle opening degree θth detected by the throttle opening degree sensor 32 is read. In step S46, the throttle opening degree θth is provided in the electronic control throttle device so as to converge to the target throttle opening degree θe. The throttle actuator 37 that opens and closes the throttle valve is feedback controlled, and the process returns to step S40.

  Steps S40 to S46 are repeated until the target torque τe reaches the target target torque τe1. When the target torque τe reaches the target target torque τe1, the process proceeds from step S43 to step S47, the transient switching flag Fm is cleared (Fm ← 0), and the routine is exited.

  When the engine drive control routine is started in the next calculation cycle, since the transient switching flag Fm is Fm = 0 in step S31, the process proceeds from step S31 to step S32, and the mode shown in FIG. A mode map corresponding to the engine control mode M (normal mode M1 or save mode M2) set in step S83 of the temporary switching control routine is read. The target torque τe is set according to the engine characteristics stored in this mode map.

  As a result, as shown in FIG. 13 and FIG. 14B, the target torque τe is stepwise by the transient correction value Δτe every calculation cycle (dt) (in this embodiment, five stages from t1 to t5). When the target torque τe reaches the ultimate target torque τe1, the target torque τe according to the save mode map Mp2 is set. As a result, the engine control mode M can be smoothly shifted from the power mode M3 to the save mode M2 without causing the driver to feel a sudden output shortage.

  Thus, in this embodiment, even when the temporary changeover switch 11 is turned on and the engine control mode M is temporarily set to the power mode M3, the set time (initial set time To) has elapsed. Accordingly, the original engine control mode M is automatically restored, so that the driver can be prevented from forgetting to return.

  In addition, at the time of transition when the engine switching mode M3 is switched from the power mode M3 to the save mode M2 or the normal mode M1 after the temporary switching control is finished, the driver is subtracted every calculation cycle by the transient correction value Δτe. The vehicle behavior in line with the driver's will can be obtained without causing a sudden lack of output.

  Further, the temporary change control can be extended by pressing the temporary change switch 11 once during the temporary change control, and the engine control mode M can be fixed to the power mode M3 by pressing twice. Therefore, for example, on a long uphill road, the driver can select the power mode M3 relatively easily on the side of the steering wheel 9 without operating the mode selection switch 8, which is easy to use.

  The present invention is not limited to the above-described embodiment. For example, the means for notifying the remaining time of the temporary switching control may be a voice. The transient correction value Δτe may be a variable value that is set to a large value when the difference is large, depending on the difference between the target torque τe and the target target torque τe1. Furthermore, the remaining time during the temporary switching control may be displayed on the center display 4 provided in the car navigation system.

A perspective view of the instrument panel and center console from the driver's seat side Front view of combination meter Perspective view of mode selection switch Explanatory drawing showing a display example of the multi-information display Configuration diagram of engine control system Flowchart showing start-up control routine Flow chart showing mode map selection routine Flow chart showing an engine control routine (part 1) Flowchart showing the engine control routine (part 2) Flow chart showing temporary switching control routine Flowchart showing a mode temporary switching control subroutine (A) is a conceptual diagram of a normal mode map, (b) is a conceptual diagram of a save mode map, and (c) is a conceptual diagram of a power mode map. Explanatory drawing of the target torque set at the transition after the end of the temporary switching control (A) is explanatory drawing which shows the relationship between an accelerator opening and the target throttle opening set for each engine control mode, (b) is the transient at the time of returning an engine control mode from a power mode to a save mode after completion | finish of temporary switching. Explanation of correction

Explanation of symbols

8 ... Mode selection switch,
11: Temporary changeover switch,
21 ... Meter control device,
22 ... Engine control device,
Fm ... Transient mode flag,
M ... engine control mode,
M1 ... Normal mode,
M2 ... save mode,
M3 ... power mode,
Mp1 ... Normal mode map,
Mp2 ... Save mode map,
Mp3 ... power mode map,
T: Count value of the subtraction timer,
To ... Initial setting time,
τe ... Target torque,
Δτe: Transient correction value Δt: Calculation cycle

Claims (7)

A selection unit that has a plurality of different driving force characteristics as a control mode, and selects one control mode from the control modes;
Temporary switching means for switching to a control mode different from the control mode selected by the selection means;
Driving force setting means for setting a driving force instruction value based on the driving state from the driving force characteristics corresponding to the control mode selected by the selection means or switched by the temporary switching means;
Timing means for measuring the remaining time of the temporary switching means,
The control mode has at least a save mode suitable for economical operation, and a power mode with emphasis on power,
When the operation of the temporary switching unit is detected in a state where the save mode is selected, the driving force setting unit starts measuring the elapsed time by the time measuring unit and sets the control mode to the power mode. Switching is executed to perform temporary switching control, and thereafter, when the time measuring means detects the elapse of a set time, it is determined that the temporary switching control has ended, and the control mode is returned to the save mode. Force control device. A selection unit that has a plurality of different driving force characteristics as a control mode, and selects one control mode from the control modes;
Temporary switching means for switching to a control mode different from the control mode selected by the selection means;
Driving force setting means for setting a driving force instruction value based on the driving state from the driving force characteristics corresponding to the control mode selected by the selection means or switched by the temporary switching means;
Timing means for measuring the remaining time of the temporary switching means,
The control mode has at least a normal mode suitable for normal operation and a power mode with emphasis on power,
When the operation of the temporary switching unit is detected in a state where the normal mode is selected, the driving force setting unit starts measuring the elapsed time by the time measuring unit and sets the control mode to the power mode. Switching is performed to perform temporary switching control, and thereafter, when the time measuring means detects the elapse of a set time, it is determined that the temporary switching control has ended, and the control mode is returned to the normal mode. Force control device. The driving force setting means, when the control mode is returned to the save mode after completion of the temporary switching control, from the driving force instruction value set based on the driving force characteristic corresponding to the power mode. The vehicle driving force control device according to claim 1, wherein transient correction is made in a stepwise manner toward the driving force instruction value set based on a driving force characteristic corresponding to a mode. The driving force setting means, when the control mode is returned to the normal mode after completion of the temporary switching control, from the driving force instruction value set based on the driving force characteristic corresponding to the power mode, 3. The vehicle driving force control device according to claim 2, wherein transient correction is performed in a stepwise manner toward the driving force instruction value set based on the driving force characteristic corresponding to the mode. The vehicle driving force control device according to any one of claims 1 to 4, wherein the driving force setting means displays a timing state of the time measuring means on a display means provided in the vehicle. . The vehicle driving force control according to any one of claims 1 to 4, wherein the driving force setting means notifies the timing state of the timing means by a notifying means provided in the vehicle. apparatus. When the temporary switching unit is operated during the temporary switching control, the driving force setting unit extends the temporary switching control according to the number of operations or the operation time, or sets the control mode to the power mode. The vehicle driving force control device according to claim 1, wherein the vehicle driving force control device is fixed.

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