JP2011214410A - Power train control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power train control device for a vehicle which performs output torque limitation for protection of components of a driving system and releases the output torque limitation in accordance with a predetermined release operation, and which suitably determines propriety of resumption of release of the output torque limitation.SOLUTION: The power train control device 100 for the vehicle which controls output torque of a power source for driving includes: an output torque limitation means which limits the output torque less than or equal to a predetermined limit torque under a predetermined driving condition, regardless of a manipulated variable of a request torque input means; a release operation input means 107 to which release operation for the output torque limitation is inputted; and an elapsed period detection means which detects an elapsed period after execution of the last release of the output torque limitation. The output torque limitation means releases the output torque limitation over a predetermined torque limitation release period and then resumes it when the release operation is inputted and the manipulated variable of the request torque input means is a predetermined value or more, and the output torque limitation means prohibits the release of the output torque limitation when the elapsed period after the execution of the last release of the output torque limitation is less than a predetermined period and the vehicle does not experience a predetermined turning or a deceleration state.

Description

  The present invention relates to a vehicle power train control device that controls an engine or the like that is a power source for driving a vehicle such as an automobile.

In vehicles such as automobiles, the output of a driving power source such as an engine is increased or decreased by a transmission, and then driving wheels are driven via a driving system such as an AWD transfer, front / rear differential, and drive shaft.
Conventionally, in order to protect drive system components such as a transmission from excessive input torque, it has been proposed to limit output torque of an engine or the like under a predetermined operating condition.

  For example, Patent Document 1 discloses that each gear stage of a transmission is normally used for the purpose of increasing output torque according to a driver's output request at the time of acceleration and starting, and ensuring durability of a drive system. The torque upper limit value is set to a level necessary and sufficient for normal driving, and if the accelerator opening speed is greater than or equal to a predetermined value, the torque limit is relaxed or released over a predetermined time as if rapid acceleration is required. Is described.

JP-A-11-101142

However, as in the technique described in Patent Document 1, when the torque limit is canceled only by the driver's acceleration request that is determined by the accelerator opening speed, the driver frequently repeats the sudden depression of the accelerator pedal. There is a concern that the restriction is released and the fatigue accumulation of the drive system parts becomes excessive.
On the other hand, for example, it can be considered that the torque limit is released only when the driver inputs a predetermined torque limit release operation. According to this, since the output torque limit is not frequently released unintentionally by the driver, it is advantageous from the viewpoint of durability of the drive system.

Even in this case, however, once the output torque limit is released, if the next output torque limit can be released without any restriction, the output torque limit is frequently released and the drive is performed. The effectiveness of system protection is impaired.
SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle power train control that limits output torque to protect drive system components, cancels output torque limitation in accordance with a predetermined release operation, and appropriately determines whether or not output torque limit release can be performed again. Is to provide a device.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 is a vehicular power train control device that controls the output torque of the driving power source in accordance with the amount of operation of the required torque input means operated by the driver, wherein the output torque is determined under a predetermined driving condition. Output torque limiting means for limiting the torque below the predetermined limit torque regardless of the operation amount of the required torque input means, release operation input means for inputting the output torque limit release operation, and after the previous output torque limit release execution And an elapsed period detecting means for detecting an elapsed period of time, wherein the output torque control means is configured to input the release operation of the output torque limit to the release operation input means, and an operation amount of the required torque input means is a predetermined value or more. When the output torque limit is released, the output torque limit is released over a predetermined torque limit release period, and then the output torque limit is restarted. If the elapsed period after the torque restriction cancellation execution is less than the predetermined a powertrain control system and inhibits the release of the output torque limit.
According to this, when the elapsed period after the previous output torque limit release execution is less than the predetermined, the release of the output torque limit is prohibited, so that the output torque limit release is frequently prevented, The drive system can be properly protected.
According to a second aspect of the present invention, there is provided traveling state determination means for determining a traveling state change based on at least one of a turning state and a deceleration state of the vehicle, and the output torque control means is configured to perform the traveling after the output torque limit is released last time. 2. The vehicle power train control device according to claim 1, wherein when the state determination unit does not determine the change in the traveling state, the release of the output torque limitation is prohibited. 3.
According to this, re-execution of the output torque limit release requires a turning state or a deceleration state, thereby preventing the output torque limit release from being repeated in a monotonous traveling pattern such as high-speed linear traveling, for example. The drive system can be protected more appropriately.

  According to a third aspect of the present invention, there is provided a vehicular power train control device for controlling an output torque of a driving power source in accordance with an operation amount of a required torque input means operated by a driver, wherein the output torque is determined under a predetermined driving condition. Output torque limiting means for limiting the torque to a predetermined limit torque or less regardless of the operation amount of the required torque input means, release operation input means for inputting an output torque limit release operation, vehicle turning state, deceleration state Travel state determination means for determining a change in travel state based on at least one of the output torque control means, wherein the output torque limit release operation is input to the release operation input means, and the operation amount of the requested torque input means Is over a predetermined value, the output torque limit is released over a predetermined torque limit release period, and then the output torque limit is resumed. Both a powertrain control system and inhibits the release of the output torque limit if said running state judging means after a previous output torque limiting release execution does not determine the running state change.

According to a fourth aspect of the present invention, the torque limit release period is a period in which a parameter indicating the degree of fatigue accumulation of the drive system component is equal to or less than a predetermined value. The vehicle power train control device according to the item.
According to this, the drive system component can be protected more appropriately by setting the torque limit release period in accordance with the fatigue accumulation degree of the drive system component.
According to a fifth aspect of the present invention, the parameters include an elapsed time after starting to release the output torque restriction, a travel distance of the vehicle after starting to release the output torque restriction, and starting to release the output torque restriction. 5. The vehicle power train control device according to claim 4, wherein the vehicle power train control device is at least one of cumulative rotational speeds of subsequent drive system components.
According to this, the drive system component can be protected more appropriately by selecting the parameter for managing the fatigue accumulation degree of the drive system component according to the ease of management, the required accuracy, and the like.

  According to the present invention, the power train control for a vehicle performs output torque limitation for protecting drive system components, cancels the output torque limitation in accordance with a predetermined release operation, and appropriately determines whether or not the output torque limitation release can be performed again. An apparatus can be provided.

It is a typical block diagram which shows the structure of the Example of the powertrain control apparatus for vehicles to which this invention is applied. 3 is a flowchart showing overtake control (output torque limit release control) of the vehicle power train control device of FIG. 1. 2 is a graph showing the correlation between vehicle speed and running resistance and overtake control continuation time (torque limit release time) in the vehicle powertrain control device of FIG. 1.

  It is an object of the present invention to provide a vehicle power train control device that can ease the burden on the drive system during normal driving by limiting output torque and improve output torque and improve drivability when driver demand is strong. This is solved by increasing the torque upper limit value over a predetermined period when the overtake switch is operated by the driver and a predetermined overtake control execution condition is satisfied.

Embodiments of a vehicle power train control apparatus to which the present invention is applied will be described below.
In the present embodiment, the driving power source is, for example, an internal combustion engine, and the vehicle power train control device is an engine control device that controls the engine and accessories. The vehicle is an automobile such as a passenger car, for example, and includes a manual transmission.

FIG. 1 is a schematic block diagram illustrating a configuration of a vehicle power train control device according to an embodiment.
As shown in FIG. 1, the vehicle includes an engine 10 and a manual transmission 20.
The engine 10 is a driving power source for the vehicle, and is, for example, a gasoline engine with a supercharger such as a turbocharger. The engine 10 adjusts the output by adjusting the amount of intake air using a throttle valve driven by an electric actuator. This electric actuator is controlled by ECU100 mentioned later.

  The engine 10 is provided with a crank angle sensor 11. The crank angle sensor 11 periodically detects the angular position of the crankshaft of the engine 10. The output of the crank angle sensor 11 is input to an ECU 100, which will be described later, and the ECU 100 calculates the rotational speed (rotational speed) of the engine 10 based on the transition of this output.

The manual transmission 20 has, for example, six forward speeds and one reverse speed, and increases or decreases the output of the engine 10. The manual transmission 20 includes a main shaft and a counter shaft.
The main shaft is an input shaft connected to the crankshaft of the engine 10 via a clutch device.
The counter shaft is an output shaft arranged in parallel with the main shaft. Between the main shaft and the countershaft, there is provided a speed change mechanism portion configured by arranging a gear train of each speed stage.
Further, the reverse gear has an idler gear shaft that transmits a driving force from the main shaft to the counter shaft.
Each gear train has a drive gear provided on the main shaft and a driven gear provided on the counter shaft. One of the drive gear and the driven gear is rotatable relative to the shaft, and is locked to the shaft by engaging with an engaging element such as a hub sleeve interlocked with the shift lever, so that the gear train is completed. It has become.
Further, the manual transmission 20 is provided with an oil temperature sensor 21 for detecting the lubricating oil temperature. The output of the oil temperature sensor 21 is input to the ECU 100.

The engine 10 is provided with an engine control unit (ECU) 100. The ECU 100 comprehensively controls the engine 10 and its auxiliary equipment. The ECU 100 includes information processing means such as a CPU, storage means such as RAM and ROM, an input / output interface, and the like.
The ECU 100 functions as a main body part of the power train control device according to the present invention.

The ECU 100 is connected to a vehicle speed sensor 101, an accelerator opening sensor 102, a longitudinal G sensor 103, a lateral G sensor 104, various sensors such as a rudder angle sensor 105, a seat belt sensor 106, and an overtake switch 107.
The vehicle speed sensor 101 is provided in a hub bearing housing on which wheels are supported, and outputs a vehicle speed pulse signal corresponding to the rotational speed of the wheels. The ECU 100 calculates the traveling speed (vehicle speed) of the vehicle using the vehicle speed pulse signal. Further, the ECU 100 can detect the gear position (shift position) currently selected in the manual transmission 20 based on the rotation speed of the engine 10 and the vehicle speed detected by the vehicle speed sensor 101.

The accelerator opening sensor 102 includes a position encoder that detects an operation amount of an accelerator pedal (not shown) to which the driver inputs an acceleration request. The accelerator pedal is the required torque input means referred to in the present invention.
The ECU 100 controls the throttle opening, intake / exhaust valve timing, ignition timing, supercharging pressure, and the like so that the actual output torque of the engine 10 approaches the driver required torque set based on the output of the accelerator opening sensor 102. To do. Further, the ECU 100 protects drive system components such as the manual transmission 20 so that the actual output torque of the engine 10 is equal to or lower than the torque upper limit value TL set in advance for each shift stage during normal traveling. Torque limit control is performed. That is, when the driver request torque exceeds the torque upper limit value TL, the ECU 100 controls the throttle valve opening of the engine 10 so that the actual output torque of the engine 10 becomes the torque upper limit value TL. At this time, the ECU 100 functions as output torque limiting means in the present invention.
The torque upper limit value Tn during normal running is set so that sufficient fatigue strength is ensured when the weakest portion of the drive system component is subjected to repeated stress.
Furthermore, when a large output torque is required, such as during overtaking acceleration, the ECU 100 can execute overtake control that temporarily increases the torque upper limit value TL in response to an overtake operation from the driver. It is. This will be described in detail later.

The front-rear G sensor 103 detects the acceleration in the front-rear direction acting on the vehicle body.
The lateral G sensor 104 detects acceleration in the lateral direction (vehicle width direction) acting on the vehicle body.
The steering angle sensor 105 is provided on a steering shaft that transmits the rotation input of the steering wheel to the steering gear box, and detects the operation amount (steering angle) of the steering operation.
The seat belt sensor 106 detects whether or not a passenger is wearing a seat belt.

  The overtake switch 107 is a release operation input means for a driver to input an overtake control start operation (overtake operation) for temporarily canceling the torque limit release described above when performing overtaking acceleration or the like. As the overtake switch 107, for example, a switch such as a push button switch arranged on an instrument panel around the driver's seat can be used.

In addition, a behavior control unit 110 and an environment recognition device 120 are connected to the ECU 100.
The behavior control unit 110 generates a yaw moment in a direction to stabilize the vehicle by detecting a braking force difference between the turning inner wheel side and the outer wheel side when detecting an understeer state or an oversteer state of the vehicle. It is. The understeer state and the oversteer state are detected by, for example, comparing a target yaw rate calculated from the vehicle speed and the steering angle with an actual yaw rate detected by a yaw rate sensor (not shown).

  The environment recognition device 120 includes, for example, a sensor such as a stereo camera or a millimeter wave radar disposed toward the front of the vehicle, and the presence / absence of a preceding vehicle, the relative position of the preceding vehicle to the own vehicle, and the relative speed of the preceding vehicle to the own vehicle. Is detected to determine whether or not the front of the host vehicle is in a congested state.

  Next, overtake control (torque limit release control) in the present embodiment will be described. FIG. 2 is a flowchart showing overtake control in the present embodiment. Hereinafter, the steps will be described step by step.

<Step S01: Judgment of Satisfaction of Overtake Control Operating Condition>
The ECU 100 determines whether or not the following overtake control operation conditions are satisfied based on input from each sensor or the like.
(1) Overtake switch 107 is on (2) Accelerator opening 100%
(3) The engine speed is greater than or equal to a predetermined value. (4) The gear stage of the manual transmission 20 is 2nd to 6th speed (1st speed, overtake control prohibited when reversing)
(5) Behavior control by the behavior control unit 110 is not activated (6) Lubricating oil temperature of the manual transmission 20 is below a predetermined value (7) The current lateral G detected by the lateral G sensor 104 is below a predetermined value (8) Rudder The steering angle detected by the angle sensor 105 is not more than a predetermined value (9) The gradient is not less than a predetermined value (overtake control is prohibited on steep downhill roads)
(10) The passenger wears a seat belt. (11) If the environment recognition device 120 does not detect congestion in front of the host vehicle and all these conditions are satisfied, it is assumed that the overtake control operation condition is satisfied. Proceed to On the other hand, when any one is not satisfied, it progresses to step S11.
Note that the gear position of the manual transmission 20 can be detected based on, for example, the correlation between the engine speed and the vehicle speed, or directly detected by a sensor (not shown).
The road surface gradient can be calculated, for example, by detecting the acceleration / deceleration state of the vehicle from the transition of the vehicle speed and correcting the output of the front-rear G sensor 103 according to the acceleration / deceleration state.

<Step S02: Overtake control experience flag determination>
The ECU 100 determines whether or not the overtake control experience flag flag value F1 = 1. If F1 = 1, the ECU 100 proceeds to step S02, and if F1 = 0, the process proceeds to step S05.
Here, the overtake control experience flag has a flag value F1 of 1 until the overtake control reactivation condition determined in step S03 described later is satisfied after the overtake control is once executed. In this case, the flag is 0. While the overtake control experience flag is set (F1 = 1), overtake control is prohibited to protect the drive system.

<Step S03: Determination of Satisfaction Condition for Overtake Control Reactivation>
The ECU 100 determines whether or not the following overtake control reactivation conditions are satisfied.
(1) Elapsed time timer value te ≧ predetermined value after completion of previous overtake control (2) Lateral G experience flag F2 = 1 after completion of previous overtake control
Here, the lateral G experience flag is a flag that is set to 0 immediately after the overtake control is once executed, and is set to 1 when a lateral acceleration of a predetermined value or more is detected in step S12 described later.
If both of the two conditions are satisfied, the process proceeds to step S04 assuming that the overtake control reactivation condition is satisfied. On the other hand, if any one of them is not satisfied, the series of processing ends (returns).

<Step S04: Overtake control experience flag reset>
ECU 100 resets the above-described overtake control experience flag as flag value F1 = 0.
Thereafter, the process proceeds to step S05.

<Step S05: Overtake control continuation timer value determination>
The ECU 100 determines whether or not the timer value t of the overtake control continuation timer that measures the duration of the output torque limit release of the engine 10 is 0. If t = 0, the process proceeds to step S06, and t ≠ If it is 0, the process proceeds to step S08.

<Step S06: Overtake control duration t1 setting>
The ECU 100 sets the overtake control duration t1 based on the current vehicle speed and the running resistance of the vehicle. The ECU 100 holds a map relating to the correlation between the vehicle speed and the running resistance and the overtake control duration time t1 in the storage means.
FIG. 3 is a graph showing an example of the correlation between the vehicle speed and the running resistance and the overtake control duration time t1.
As shown in FIG. 3, the overtake control continuation time t1 is set so as to be shortened as the vehicle speed increases, and the vehicle running resistance due to, for example, road surface gradient increases. It is set to be extended accordingly. Here, the running resistance includes the output torque of the engine 10, the loss torque and efficiency between the engine 10 and driving wheels, the generated driving force of the vehicle determined using the gear ratio, the gear ratio, the rolling resistance, the air resistance, and the acceleration of the vehicle. Calculated using resistance or the like.
After the overtake control continuation time t1 is set, the process proceeds to step S07.

<Step S07: Overtake control continuation timer start>
The ECU 100 starts the above-described overtake control continuation timer and starts incrementing the timer value t.
Thereafter, the process proceeds to step S08.

<Step S08: Overtake control continuation timer value determination>
The ECU 100 compares the timer value t of the overtake control continuation timer with the overtake control continuation time t1, and proceeds to step S09 if t <t1 and proceeds to step S11 if t ≧ t1.

<Step S09: Overtake control experience flag F1 = 1>
The ECU 100 sets the flag value F1 of the overtake control experience flag to 1.
Then, it progresses to step S10.

<Step S10: Torque upper limit value TL = Control operation time value Tmax>
The ECU 100 controls the output of the engine 10 by setting the output torque upper limit value TL of the engine 10 to the control operation time value Tmax that is the maximum torque released from the restriction.
Thereafter, the series of processing is terminated (returned).

<Step S11: Overtake control continuation timer value determination>
The ECU 100 determines whether or not the timer value t of the overtake control continuation timer is 0. If t = 0, the process proceeds to step S12, and if t ≠ 0, the process proceeds to step S14.

<Step S12: Horizontal G judgment>
Based on the output of the lateral G sensor 104, the ECU 100 determines whether or not a lateral G of a predetermined value or more is acting on the vehicle body.
If the lateral G is greater than or equal to the predetermined value, the process proceeds to step S13 assuming that the vehicle is turning, and if the lateral G is less than the predetermined value, the process proceeds to step S16.

<Step S13: Lateral G Experience Flag F2 = 1>
The ECU 100 sets the lateral G experience flag, which is a flag indicating whether or not a turning state has been experienced after the end of the previous overtake control, by setting the flag value F2 = 1.
Thereafter, the process proceeds to step S16.

<Step S14: Restart of elapsed time timer after completion of control / lateral G experience flag F2 = 0>
The ECU 100 resets the timer value te of the elapsed time timer after the control to 0, and then starts the timer and starts incrementing the timer value te.
Further, the ECU 100 sets the lateral G experience flag F2 = 0.
Thereafter, the process proceeds to step S15.

<Step S15: Overtake control continuation timer t reset>
The ECU 100 resets the timer value t of the overtake control continuation timer to zero.
Thereafter, the process proceeds to step S16.

<Step S16: Torque upper limit value TL = normal value Tn>
The ECU 100 controls the output of the engine 10 with the output torque upper limit value TL of the engine 10 as a normal value Tn (Tn <Tmax) that is a limit value applied during normal running.
Thereafter, the series of processing is terminated (returned).

According to the embodiment described above, the following effects can be obtained.
(1) Only when the driver operates the overtake switch 107, the output torque upper limit value TL of the engine 10 is set to the control operation time value Tmax, and the output torque restriction is released, so that the driver frequently outputs unintentionally. The torque limit is not released, and the drive system components such as the transmission mechanism of the manual transmission 20 and the subsequent AWD transfer, propeller shaft, differential, and drive shaft can be protected.
In addition, when the driver desires to release the output torque limit, the output torque limit is released over a predetermined overtake control duration time t1 by performing an overtake operation. Acceleration performance can be obtained.
(2) By allowing overtake control only when the rotational speed of the engine 10 is equal to or higher than a predetermined value, the torque limitation is released over a long period of time by acceleration from a low speed, and an excessive burden is placed on the drive system components. In addition, drivability can be ensured because a sufficient driving force can be obtained by shifting down the driver.
(3) The overtake control continuation time t1 is shortened as the vehicle speed increases, so that when the vehicle is already at a high speed, the time for improving the acceleration force by shortening the torque limit is shortened and the vehicle speed becomes too high. It is possible to protect the drive system components while preventing them.
(4) When the overtake control continuation time t1 is extended in accordance with an increase in the running resistance of the vehicle, for example, on a flat road or a downhill road where it is not necessary to improve the output torque with respect to the uphill road, the torque limit release time is reduced. The driving system parts can be protected more appropriately by shortening.
(5) When the vehicle behavior control is activated and the remaining grip force of the tire is insufficient, prohibiting the overtake control can prevent the driving force from increasing and the behavior of the vehicle from becoming unstable.
(6) By permitting overtake control only at the second or higher speed, the drive system components after the speed change mechanism can be protected from the first speed or large torque during reverse. Also, during sudden acceleration with a low-speed gear, the engine speed often reaches the maximum speed before the boost pressure reaches near the maximum value, and even if overtake control is performed, the actual benefit is Few.
(7) By allowing overtake control only when the lubricating oil temperature of the manual transmission 20 is equal to or lower than a predetermined value, the output torque limit of the engine 10 is maintained when the manual transmission 20 is in a high load state. The manual transmission 20 can be protected.
(8) By prohibiting overtake control when the lateral G acting on the vehicle body is greater than or equal to a predetermined value, the output torque limit of the engine 10 is released during turning, the driving force increases, and the vehicle behavior is not improved. It can prevent becoming stable.
(9) By prohibiting overtake control when the steering angle of the steering system is greater than or equal to a predetermined value, the output torque limit of the engine 10 is released during turning, driving force increases, and vehicle behavior becomes unstable. Can be prevented.
(10) By prohibiting overtake control during the downhill of a vehicle in which the vehicle speed is likely to increase, it is possible to prevent the output torque limit of the engine 10 from being released and increase the vehicle speed more than the driver intends.
(11) The vehicle safety can be improved by prohibiting overtake control when the passenger does not wear the seat belt.
(12) By prohibiting overtake control when the preceding vehicle is congested, the risk of rear-end collision can be reduced and the safety of the vehicle can be improved.
(13) By permitting overtake control only when the elapsed time from the previous overtake control is equal to or longer than a predetermined time, it is possible to prevent frequent cancellation of the output torque limit of the engine 10, thereby driving the drive system. Parts can be protected.
(14) When the predetermined turning state has not been experienced since the last overtake control, the overtake control is prohibited to prevent the output torque limit of the engine 10 from being frequently released, thereby reducing the drive system. Parts can be protected. For example, it is possible to prevent overtake control from being performed many times on a straight road after overtake control is performed at the time of acceleration from a corner.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) In the embodiment, the overtake control duration is managed at time t, and the overtake control is canceled with a predetermined overtake control duration t1 as a time limit. Other parameters expressing the degree of fatigue accumulation of system parts may be used. For example, the overtake control continuation period is managed by the vehicle travel distance l, the overtake control continuation distance l1 is set as a deadline in place of the overtake control continuation time t1, and the vehicle travel distance l after the start of overtake control is It is also possible to cancel overtake control until the overtake control continuation distance l1 is reached. In this case, the travel distance l of the vehicle can be acquired by time-integrating the vehicle speed detected by the vehicle speed sensor 101. Further, for example, the overtake control continuation period is managed by the cumulative rotational speed n (unit: times) of the drive system parts, and the overtake control continuous cumulative rotational speed n1 is set as a deadline in place of the overtake control continuation time t1. It is also possible to cancel the overtake control until the cumulative rotational speed n of the drive system components after the start of the take control reaches the overtake control continued cumulative rotational speed n1. In this case, the cumulative rotational speed n of the drive system component is time-integrated with the rotational speed of the engine 10, the vehicle speed detected by the vehicle speed sensor 101, and the rotational speed of the drive system component calculated using the gear ratios of the individual drive system components. It is possible to obtain it. As a drive system component for managing the cumulative rotational speed, a plurality of drive system components may be individually managed, or only a drive system component considered to be the weakest part among the drive system components may be managed. . The management based on the travel distance and the cumulative number of revolutions is more complicated than the time management, and it may be more difficult for the driver to drive while predicting the remaining amount of the releaseable period. However, the parameter representing the degree of fatigue accumulation of the drive system component is more direct than time, and the torque limit can be released with higher accuracy.
(2) In the power train control device of the embodiment, the driving power source is, for example, a gasoline engine. However, the present invention is not limited to this, and may be another type of engine such as a diesel engine. The adjustment may also be performed by a method other than the throttle opening, such as fuel injection amount adjustment and supercharging pressure adjustment.
(3) The driving power source may be an electric motor or an engine-electric motor hybrid system. In this case, the output torque is limited by adjusting the output of the entire system.
(4) The transmission is not limited to the manual transmission as in the embodiment. For example, the AMT that drives a transmission mechanism similar to the manual transmission with an actuator, and a plurality of sets of clutches and the transmission mechanism unit are sequentially switched to perform a shift. It may be a CVT such as a step AT having a DCT, a torque converter and a planetary gear set, a belt type, a chain type, or a toroidal type.
(5) The switch to which the operation for releasing the output torque limit is input is not limited to the push button switch as in the embodiment, but may be a switch of another mode.
(6) In the embodiment, the torque limit release is permitted only when the accelerator opening is 100%. However, the present invention is not limited to this, and the torque limit release is permitted if the accelerator opening is equal to or greater than a predetermined threshold. May be.
(7) The method for setting the predetermined period for executing the torque limit release is not limited to that in the embodiment but can be changed as appropriate.
(8) In the embodiment, the turning state of the vehicle body is determined by detecting the lateral acceleration with an acceleration sensor. However, the present invention is not limited to this, and the turning state may be detected by other methods. For example, the lateral G may be obtained by calculation using a traveling state such as a vehicle speed and a steering angle and a preset vehicle model.
(9) In the embodiment, overtake control is prohibited because the tire grip remaining force is small when the vehicle behavior control is activated, but the tire grip remaining force may be detected by other methods. For example, the friction coefficient of the road surface may be estimated by comparing the traveling state of the vehicle such as the vehicle speed and the steering angle with the actual behavior of the vehicle such as the yaw rate, the self-aligning torque (steering force), and the like. Further, it may be determined that the tire has little grip remaining power when the traction control control for controlling the braking / driving force based on the wheel spin of the driving wheel or the sign thereof is operated.
(10) In the embodiment, the congestion situation ahead of the host vehicle is detected by the environment recognition device having a stereo camera or the like. However, the present invention is not limited to this, for example, the road-to-vehicle distance providing traffic information to the navigation device or the like. A communication system may be used.
(11) In the embodiment, after the end of the previous overtake control, the next overtake control is not permitted unless the predetermined turning state (high lateral G state) is experienced. Alternatively, at the same time, the next overtake control may not be permitted unless a predetermined deceleration state is experienced. For example, the next overtake control may not be permitted unless there is a predetermined deceleration G, vehicle speed fluctuation, brake operation, accelerator return operation, or the like. At this time, the brake operation can be detected based on, for example, turning on the brake lamp switch, the operation amount of the brake pedal, the brake fluid pressure, and the like.
(12) In the embodiment, after the end of the previous overtake control, the next overtake control is not permitted unless the predetermined elapsed time te has elapsed. Instead of this, Similar to the management of the overtake control duration, the next overtake control may not be permitted unless the vehicle has traveled a predetermined travel distance, or the drive system component rotates by a predetermined cumulative rotational speed. If not, the next overtake control may not be permitted.

DESCRIPTION OF SYMBOLS 10 Engine 11 Crank angle sensor 20 Manual transmission 21 Oil temperature sensor 100 Engine control unit (ECU) 101 Vehicle speed sensor 102 Accelerator opening sensor 103 Front and rear G sensor 104 Lateral G sensor 105 Rudder angle sensor 106 Seat belt sensor 107 Overtake switch 110 Behavior control unit 120 Environment recognition device

Claims (5)

A vehicle power train control device for controlling an output torque of a driving power source according to an operation amount of a required torque input means operated by a driver,
Output torque limiting means for limiting the output torque to a predetermined limit torque or less regardless of an operation amount of the required torque input means at a predetermined traveling condition;
Release operation input means for inputting an output torque limit release operation,
Elapsed period detection means for detecting an elapsed period after the previous output torque limit release execution,
The output torque control means outputs the output over a predetermined torque limit release period when a release operation of the output torque restriction is input to the release operation input means and an operation amount of the required torque input means is a predetermined value or more. Release the torque limit and then restart the output torque limit,
The vehicular power train control device for prohibiting cancellation of the output torque limitation when an elapsed period after execution of the previous output torque limitation cancellation is less than a predetermined value. A traveling state determining means for determining a traveling state change based on at least one of a turning state and a deceleration state of the vehicle;
2. The output torque control unit according to claim 1, wherein the output torque control unit prohibits the cancellation of the output torque limitation when the traveling state determination unit does not determine the change in the traveling state after the previous cancellation of the output torque limitation. Vehicle powertrain control device. A vehicle power train control device for controlling an output torque of a driving power source according to an operation amount of a required torque input means operated by a driver,
Output torque limiting means for limiting the output torque to a predetermined limit torque or less regardless of an operation amount of the required torque input means at a predetermined traveling condition;
Release operation input means for inputting an output torque limit release operation,
A traveling state determining means for determining a traveling state change based on at least one of a turning state and a deceleration state of the vehicle;
The output torque control means outputs the output over a predetermined torque limit release period when a release operation of the output torque restriction is input to the release operation input means and an operation amount of the required torque input means is a predetermined value or more. Release the torque limit and then restart the output torque limit,
The vehicle power train control device according to claim 1, wherein when the traveling state determination unit does not determine the traveling state change after the previous cancellation of the output torque limitation, the cancellation of the output torque limitation is prohibited. The vehicle power according to any one of claims 1 to 3, wherein the torque limit release period is a period in which a parameter indicating a degree of fatigue accumulation of the drive system component is equal to or less than a predetermined value. Train control device. The parameters include an elapsed time after starting the release of the output torque limit, a travel distance of the vehicle after starting the release of the output torque limit, and an accumulation of drive system components after starting the release of the output torque limit. The vehicle powertrain control device according to claim 4, wherein the vehicle powertrain control device is at least one of a rotational speed.

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