JP2012097634A - Vehicle engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle engine control device which promptly regulates engine output when both of an accelerator pedal and a brake pedal are simultaneously pressed by mistake, while prohibiting engine output regulation when both pedals are simultaneously pressed intentionally.SOLUTION: When both the accelerator pedal and the brake pedal are determined to be simultaneously pressed (S20: Yes, S30: Yes) based on detection results of an acceleration sensor and a brake sensor, engine output is regulated (S50). An acceleration allowance and a brake allowance obtained through tests in advance are stored in a memory (a storing means). It is determined whether acceleration is started after braking is started, based on the acceleration detection start time, brake detection start time, and the acceleration allowance and brake allowance stored in the memory. When an affirmative determination is made (S40: Yes), the engine output regulation is prohibited (S60) even if both the accelerator pedal and the brake pedal are simultaneously pressed.

Description

  The present invention relates to a vehicular engine control apparatus that controls engine output, and relates to engine output control in a situation in which a state where both an accelerator pedal and a brake pedal are depressed is detected.

  2. Description of the Related Art Conventionally, there is a vehicle engine control device that electronically controls engine output by controlling the opening of an electric throttle valve based on the amount of depression of an accelerator pedal. In such an electronically controlled vehicle, the following safety measures can be taken. For example, even if the accelerator pedal is accidentally depressed together with the brake pedal, as in the case of depressing the brake pedal and depressing the accelerator pedal at the same time, engine output corresponding to the amount of depression of the accelerator pedal will not be achieved. It is possible to perform output restriction control that restricts the engine output (see Patent Document 1).

  Such a safety measure (output restriction) assumes a situation where the vehicle driver accidentally steps on both sides, but the vehicle driver may intentionally perform both steps. For example, when starting a vehicle on an uphill, depressing the accelerator pedal while depressing the brake pedal increases the engine speed while the vehicle is stopped (vehicle speed is zero), and then lifts the foot from the brake pedal and accelerates. It is a two-step operation such as starting.

  However, in a vehicle that implements the above-mentioned output restriction, safety can be achieved if both steps are mistakenly stepped on, but the engine speed (engine) Output) will not rise.

  Therefore, when intentionally depressing both sides, the present inventor should depress the accelerator pedal after the brake pedal, and does not depress the accelerator pedal before (or simultaneously with) the brake pedal. The following control was examined focusing on That is, when the accelerator pedal is depressed after the brake pedal, it is considered that the accelerator pedal is intentionally depressed, and the output restriction is prohibited and the engine output is allowed to increase. On the other hand, when both steps other than the above are detected, it is considered that the brake pedal has been depressed by mistake, and the output is limited to ensure safety.

  Specifically, if the accelerator pedal depression start timing (accelerator detection start timing) detected by the accelerator sensor is later than the brake pedal depression start timing (brake detection start timing) detected by the brake sensor, Even when both steps are detected by both sensors, output restriction is prohibited and output is permitted.

JP 2005-291930 A

  Here, play is provided from when the pedal is actually depressed until it is detected by the accelerator sensor or the brake sensor, and is generally not detected only by touching the pedal. That is, it is set to detect only when the stepping amount becomes a predetermined amount (play amount) or more. And this play amount (refer code | symbol F2, F3 in Fig.7 (a)) becomes a different value for every vehicle, and there exists variation. Symbols t2a and t2b in FIG. 7B indicate variations in the accelerator detection start timing, and symbols t3a and t3b in FIG. 7C indicate variations in the brake detection start timing.

  Therefore, for example, when both the pedals are depressed at the time t1 and it is desired to limit the engine output, when the accelerator detection start time is t2 and the brake detection start time is t3b (case 1), the accelerator detection start time Since t2 is ahead of the brake detection start timing t3a, the engine output is suitably limited. However, when the accelerator detection start timing is t2 and the brake detection start timing is t3a (case 2), the accelerator detection start timing t2 is later than the brake detection start timing t3a, so that engine output restriction is prohibited. End up.

  In view of this, the present inventor further studied to give a delay to the brake detection start timing t3 in consideration of such a play amount. Specifically, the output restriction is prohibited when the accelerator detection start time t2 is later than the time when the delay time Td is added to the brake detection start time t3. According to this, even in case 2, since the accelerator detection start timing t2 is ahead of the brake detection start timing t3a + Td, the engine output is suitably limited.

  However, this time, if you want to limit the output because you accidentally stepped on both sides (that is, depressed both pedals at the same time), the timing to start the output limit by the amount of delay in the brake detection start time t3 (FIG. 7 (d ) (See symbols t4a and t4b). As a result, for example, when trying to step on the brake pedal to avoid a collision with an obstacle near the vehicle, if both steps are mistakenly pressed, the output is immediately limited to avoid the collision. As required, the longer the delay time Td is set, the slower the start of output restriction and the higher the possibility of collision.

  The present invention has been made to solve the above-mentioned problems, and its purpose is to prevent the engine output from being restricted when the accelerator pedal and the brake pedal are both deliberately depressed, while erroneously depressing both steps. In such a case, an object of the present invention is to provide a vehicular engine control device that can quickly limit engine output.

  Hereinafter, means for solving the above-described problems and the operation and effects thereof will be described.

  In the invention according to claim 1, based on the detection result of the accelerator sensor that detects the presence or absence of the depression operation of the accelerator pedal, the brake sensor that detects the presence or absence of the depression operation of the brake pedal, the acceleration sensor and the brake sensor, When both the accelerator pedal and the brake pedal are determined to be in a both-stepped state in which the accelerator pedal and the brake pedal are both depressed, Output limiting means for limiting the engine output in preference to the depression operation of the accelerator pedal over the depression operation of the accelerator pedal.

  Further, the amount of depression from the start of depression of the accelerator pedal until the accelerator sensor detects depression, the amount of play of the accelerator, and from the start of depression of the brake pedal until the brake sensor detects depression. In the case where the depression amount is the brake play amount, the storage means for storing the accelerator play amount and the brake play amount acquired by a test performed in advance or a physical quantity correlated with these play amounts; An accelerator detection start time that is a step start time detected by an accelerator sensor, a brake detection start time that is a step start time detected by the brake sensor, the accelerator play amount and the brake play stored in the storage means The actual accelerator pedal is depressed based on the amount or physical quantity. An accelerator start determining means for determining whether or not a cell start time is later than an actual brake start time at which the brake pedal is depressed; and / the actual accelerator start time is determined by the accelerator start determining means Output limit prohibiting means for prohibiting engine output limitation by the output limiting means when it is determined by the both step determining means that the both stepped state is determined when it is determined that the time is later than the timing And.

  According to the above-described invention, the accelerator play amount and the brake play amount obtained by the test performed in advance are stored in the storage means, and the stored accelerator play amount and brake play amount (or a correlation therewith). In consideration of the physical quantity), it is determined whether or not the actual accelerator start timing is later than the actual brake start timing based on the accelerator detection start timing and the brake detection start timing. Therefore, even if the delay time Td illustrated in FIG. 7 is abolished or set short, it is possible to suppress a situation in which the output restriction is prohibited by erroneous determination even though both pedals are depressed simultaneously. When both steps are mistakenly performed at the same time, it is possible to suppress the delay of the output restriction timing due to the delay time Td. Further, it is possible to restrict the engine output quickly when both steps are mistakenly performed while the engine output restriction is prohibited when both steps are intentionally performed.

  Incidentally, as a specific example of the “physical quantity”, there is “time required to step in by the amount of play”.

  The invention according to claim 2 is characterized in that the accelerator pedal and the brake pedal are both suspension type pedals that are supported at a portion above the stepping operation surface.

  Here, the accelerator pedal includes a floor-supporting pedal that is supported by the floor portion of the vehicle and a suspension-type pedal that is supported at a portion above the stepping operation surface. On the other hand, the brake pedal is generally a hanging command. And when the floor support type is adopted for the accelerator pedal, the stepping operation surface of the accelerator pedal is located away from the stepping operation surface of the brake pedal, whereas when the suspension type is adopted for the accelerator pedal, Since the stepping operation surfaces of both pedals are located close to each other, an erroneous operation such that the accelerator pedal is mistakenly depressed at the same time when the brake pedal is depressed is likely to occur.

  In the above-mentioned invention in view of this point, when both pedals are suspended, the invention according to claim 1 is applied, so that the engine output can be quickly limited when both pedals are accidentally stepped simultaneously. The above effects are suitably exhibited.

  According to a third aspect of the present invention, the accelerator start determining means is an accelerator that is a time when the accelerator pedal is started to be depressed based on the accelerator detection start time and the accelerator play amount or a physical quantity correlated with the play amount. Calculating a predicted start time, calculating a predicted brake start time, which is a time when the depression of the brake pedal is started, from the brake detection start time and the brake play amount or a physical quantity correlated with the play amount; It is determined that the actual accelerator start time is later than the actual brake start time on condition that the accelerator start predicted time is a predetermined time or later than the brake start predicted time.

  Here, due to the measurement error included in the amount of accelerator play and brake play obtained by testing, the actual accelerator start time is actually the actual brake even if the accelerator start time is the same as the brake start time. There is concern about misjudgment later than the start time.

  In response to this concern, in the above invention, the accelerator start prediction time is calculated from the accelerator detection start time and the accelerator play amount or a physical quantity correlated with the play amount, and the brake detection start time and the brake play amount or the play amount are correlated. The brake start prediction time is calculated from a certain physical quantity. Then, it is determined that the actual accelerator start time is later than the actual brake start timing on the condition that the accelerator start predicted time is after the predetermined time after the brake start predicted time. Can be absorbed. Therefore, erroneous determination due to measurement errors can be suppressed.

  Incidentally, the measurement error can be made sufficiently small compared to the variation in the amount of accelerator play and brake play for each vehicle, so that the predetermined time according to the present invention can be shortened compared to the delay time Td which has been a problem in the first place. The above-described effects such as “a delay in the timing of output limitation due to the delay time Td can be suppressed” are also exhibited by the above invention.

The figure which shows schematic structure of the engine control system concerning one Embodiment of this invention. The figure which shows the positional relationship of an accelerator pedal and a brake pedal in case an accelerator pedal is a suspension type. The figure which shows the positional relationship of an accelerator pedal and a brake pedal in case an accelerator pedal is a floor support type (organ type). The flowchart which shows the process sequence of the output control of an accelerator opening in one Embodiment of this invention. The flowchart which shows the process sequence of the restriction | limiting control of the accelerator opening shown in FIG. The flowchart which shows the process sequence of the return control of the accelerator opening degree shown in FIG. The time chart explaining the subject which this invention solves.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment of the invention will be described with reference to the drawings. First, a schematic configuration of an entire engine control system to which a vehicle engine control apparatus according to the present embodiment is applied will be described with reference to FIG.

  An engine 11 (internal combustion engine) shown in FIG. 1 is an ignition type gasoline engine, and an air cleaner 13 is provided at the most upstream portion of the intake pipe 12 of the engine 11, and an intake air amount is reduced downstream of the air cleaner 13. An air flow meter 14 for detection is provided. A throttle valve 16 whose opening is adjusted by an electric motor 15 and a throttle opening sensor 17 for detecting the opening (throttle opening) of the throttle valve 16 are provided on the downstream side of the air flow meter 14. .

  Further, a surge tank 18 is provided on the downstream side of the throttle valve 16, and an intake pipe pressure sensor 19 for detecting the intake pipe pressure is provided in the surge tank 18. The surge tank 18 is provided with an intake manifold 20 that introduces air into each cylinder of the engine 11, and a fuel injection valve that injects fuel toward the intake port in the vicinity of the intake port of the intake manifold 20 of each cylinder. 21 is attached. An ignition plug 22 is attached to the cylinder head of the engine 11 for each cylinder, and the air-fuel mixture in the cylinder is ignited by spark discharge of the ignition plug 22 of each cylinder.

  On the other hand, the exhaust pipe 23 of the engine 11 is provided with an exhaust gas sensor 24 (air-fuel ratio sensor, oxygen sensor, etc.) for detecting the air-fuel ratio or rich / lean of the exhaust gas. A catalyst 25 such as a three-way catalyst for purifying gas is provided.

  A cooling water temperature sensor 26 that detects the cooling water temperature and a knock sensor 27 that detects knocking are attached to the cylinder block of the engine 11. A crank angle sensor 29 that outputs a pulse signal every time the crankshaft 28 rotates by a predetermined crank angle is attached to the outer peripheral side of the crankshaft 28, and the crank angle and the engine are determined based on the output signal of the crank angle sensor 29. The rotation speed is detected.

  Further, the operation amount of the accelerator pedal 32 is detected by the accelerator sensor 31, the depression operation of the brake pedal 34 is detected by the brake switch 33 (brake sensor), and the vehicle speed is detected by the vehicle speed sensor 35. Here, the brake pedal 34 is a brake operation unit of a service brake device for decelerating or stopping the vehicle during operation of the vehicle. The accelerator pedal 32 and the brake pedal 34 may be a suspension type (pendant type) pedal illustrated in FIG. 2 or a floor support type (organ type) pedal illustrated in FIG. 3.

  FIG. 2 is a diagram showing a positional relationship between the suspension type brake pedal 34 and the suspension type accelerator pedal 32. The accelerator pedal 32 has a stepping operation surface that is depressed on the sole of the vehicle occupant. A portion 32a, an arm portion 32b extending upward from the pedal portion 32a, and a support portion 32c that rotatably supports the upper end of the arm portion 32b are configured. The brake pedal 34 has a pedal portion 34a having a stepping operation surface that is depressed on the sole of the vehicle occupant, an arm portion 34b that extends upward from the pedal portion 34a, and a support that rotatably supports the upper end of the arm portion 34b. 34c.

  FIG. 3 is a diagram in the case where the accelerator pedal 320 is a floor-supporting type. The accelerator pedal 320 includes a pedal portion 320a having a stepping operation surface that is depressed on the soles of the vehicle occupants, and a pedal portion 320a. A support portion 320b that rotatably supports an end portion on the vehicle rear side and is fixed to the floor portion 50 of the vehicle body; and a spring portion 320c that urges an elastic force in a direction to push back the pedal portion 320a. Configured.

  The floor 50 of the vehicle body is formed of a metal panel having a shape that extends horizontally. A kick-up portion 51 formed of an inclined metal panel is connected to the front end portion of the floor portion 50, and a front-end portion of the kick-up portion 51 is formed of a vertically extending metal panel. The dash panel 52 (firewall) to be connected is connected. The support portion 320 b of the accelerator pedal 320 is attached to the floor portion 50.

  Outputs of these various sensors and switches are input to an electronic control circuit (ECU 30). The ECU 30 is mainly composed of a microcomputer, and serves as an engine control means by executing various engine control programs stored in a built-in ROM (storage medium). Thus, the fuel injection amount, ignition timing, throttle opening (intake air amount) and the like are controlled. At that time, the ECU 30 controls the output of the engine 11 by controlling the throttle opening (intake air amount) and the like based on the accelerator opening (the operation amount of the accelerator pedal 32) detected by the accelerator sensor 31.

  As shown in FIGS. 2 and 3, the accelerator pedals 32, 320 and the brake pedal 34 are arranged side by side above the floor 50, and the driver steps on both pedals 32, 320, 34 simultaneously with one foot. It is arranged in such a positional relationship that it can.

  In the case where the accelerator pedal 32 is a suspension type, the position of the pedal portion 32a is higher than that in the case of the floor support type, and therefore the height is often the same as the position of the pedal portion 34a of the brake pedal 34. . Therefore, especially when both the pedals 32 and 34 are suspended (see FIG. 2), the accelerator pedal 32 is erroneously depressed when the driver attempts to depress the brake pedal 34, as compared with the case of FIG. It is easy to fall into a situation such as. Therefore, the engine control according to the present embodiment corresponding to both steps due to an erroneous operation is suitably exerted when both pedals 32 and 34 are suspended as shown in FIG.

  The ECU 30 determines the depression (on operation) of the accelerator pedal 32 based on the output signal of the accelerator sensor 31 and determines the depression (on operation) of the brake pedal 34 based on the output signal of the brake switch 33. In addition, when the depression amount of the accelerator pedal 32 detected by the accelerator sensor 31 is equal to or greater than the predetermined value A1, it is determined that the accelerator pedal 32 is depressed (determination of an on operation). When both the accelerator sensor 31 and the brake switch 33 are determined to be turned on, it is determined that the accelerator pedal 32 and the brake pedal 34 are both depressed. The determination method of the both-stepping state will be described in detail later.

  Further, when both the accelerator sensor 31 and the brake switch 33 are determined to be turned on, the transmission AT that changes the rotational speed of the engine output shaft and transmits it to the drive wheels is in a neutral state in which power transmission is interrupted or power is transmitted. In any of the connected states, if both are determined to be on as described above, it is determined that the pedal is in the both-stepped state. The transmission (transmission) shown in FIG. 1 employs an automatic type (AT) that automatically switches the gear stage, but is a manual type (MT) that is manually switched by the driver to change the gear stage. Also good.

  When it is determined that the vehicle is in the both-stepped state, the accelerator opening limit control (output limit control) is set so that the accelerator opening for engine control (the accelerator opening used for controlling the engine 11) is a limit value corresponding to the vehicle speed. Execute. On the other hand, if the on-operation of the accelerator pedal 32 is detected when the on-operation of the brake pedal 34 is not detected, it is determined that the driver intends to accelerate and the accelerator opening restriction control is prohibited.

Next, a processing procedure of accelerator opening output control performed by the ECU 30 will be described with reference to FIGS.
[Accelerator position output control routine]
The accelerator opening output control routine shown in FIG. 4 is repeatedly executed at a predetermined cycle while the ECU 30 is powered on. When this routine is started, first, in step S10, it is determined whether or not the vehicle speed is equal to or higher than a predetermined value V1.

  If it is determined in step S10 that the vehicle speed is equal to or higher than the predetermined value V1, the process proceeds to step S20 (both step determining means) to determine whether the actual accelerator opening is larger than the predetermined value A1. Here, the predetermined value A1 may be a fixed value set in advance, or may be set according to the vehicle speed.

  If it is determined in step S20 that the actual accelerator opening is larger than the predetermined value A1 (accelerator pedal 32 is depressed), the process proceeds to step S30 (both step determining means) and the brake is turned off (brake pedal). It is determined whether or not the brake has been turned on (the brake pedal 34 is depressed) from the state where the depression 34 is released.

  When the brake is turned on, it is determined that the accelerator pedal 32 and the brake pedal 34 are both depressed (S30: Yes), and the process proceeds to the next step S40. On the other hand, if “No” is determined in step S30, the process returns to step S10.

  In step S40, the time when the accelerator pedal 32 is actually started to be depressed (actual accelerator start time) is later than the time when the brake pedal 34 is actually started to be depressed (actual brake start time) in the process of reaching both the depressed states. It is determined whether or not there is. This determination method will be described in detail later. If it is determined that the actual accelerator start time is not later than the actual brake start time (S40: No), the accelerator pedal 32 is accidentally depressed when the brake pedal 34 is depressed. Assuming that the vehicle is in the state, the process proceeds to the next step S50 (output restriction means), and an accelerator opening restriction control routine of FIG. Thereby, when both steps are detected (S30: Yes) and it is determined that the operation is erroneous (S40: No), the accelerator opening limit control (in which the accelerator opening for engine control is decreased to the limit value) S50) is executed.

  On the other hand, even if both steps are detected, if it is determined that the actual accelerator start time is later than the actual brake start time (S40: Yes), it is considered that the both steps have been intentionally operated. Then, the process proceeds to the next step S60 (output restriction prohibiting means), prohibiting execution of the accelerator opening restriction control in step S50, and the process of FIG.

  When the accelerator opening restriction control in step S50 is executed, the process proceeds to step S70, where it is determined whether or not the brake is turned off from the brake ON during execution of the accelerator opening restriction control. If it is determined in step S70 that the brake is turned off from the brake ON during execution of the accelerator opening restriction control, the process proceeds to step S80, and an accelerator opening return control routine of FIG. Accordingly, when it is determined that the brake is turned off from the brake ON during execution of the accelerator opening restriction control, the driver intentionally releases the depression of the brake pedal 34, and therefore it is not necessary to suppress the engine output. Therefore, the accelerator opening return control is performed to return the accelerator opening for engine control to the actual accelerator opening.

  Then, it progresses to step S90 and it is determined whether the actual accelerator opening is smaller than predetermined value A4. Here, the predetermined value A4 is set to a value smaller than the predetermined value A1 in step S20. If it is determined in step S90 that the actual accelerator opening is smaller than the predetermined value A4, the accelerator opening return control is terminated.

  Here, the determination method of “whether or not the actual accelerator start timing is after the actual brake start timing” in step S40 will be described in detail with reference to FIG. FIG. 7A shows the actual depression amounts of the pedals 32 and 34. In the example of FIG. 7, the accelerator pedal 32 and the brake pedal 34 are simultaneously depressed at time t1. However, play is provided from when the pedals 32 and 34 are started to be detected by the accelerator sensor 31 and the brake switch 33, and is not detected only by touching the pedal portions 32a and 34a. That is, it is set to detect only when the stepping amount becomes a predetermined amount (play amount) or more.

  FIGS. 7B and 7C show changes in the detected amount of the accelerator sensor 31 and the on / off state of the brake switch 33. For example, in the case shown by the solid line in the figure, the accelerator sensor 31 detects the time t2 (accelerator detection). The start of depression is detected at the start time), and the brake switch 33 detects the start of depression at time t3 (brake detection start timing).

  However, these detection start timings t2 and t3 do not coincide with each other because the pedals 32 and 34 are depressed at the same time, and there are variations for each vehicle as indicated by reference numerals t2a, t2b, t3a, and t3b. For example, if the accelerator detection start time is t2b, the play amount (accelerator play amount) of the accelerator sensor 31 is the amount indicated by the symbol F2, and if the brake detection start time is t3a, the play amount of the brake switch 33 (brake play amount). Is the amount indicated by the symbol F3. That is, the accelerator play amount F2 and the brake play amount F3 have variations for each vehicle.

  Therefore, as illustrated in FIG. 7, even if both pedals are depressed at the time t1, the accelerator detection start timing t2 may be later than the brake detection start timing t3a. Therefore, in this embodiment, a test for measuring the accelerator play amount F2 and the brake play amount F3 is performed for each vehicle before shipping the vehicle to the market, and the accelerator play amount F2 and the brake play amount acquired by the test are measured. F3 is stored in the memory 30a of the ECU 30. Note that it is desirable to employ a nonvolatile rewritable memory such as an EEPROM as the memory 30a.

  In step S40, based on the accelerator detection start timing t2 detected by the accelerator sensor 31, the brake detection start timing t3 detected by the brake switch 33, and the accelerator play and brake play stored in the memory 30a, the It is determined whether or not the accelerator start time is later than the actual brake start time.

  Specifically, first, a time Tac required to depress the accelerator pedal 32 by an amount corresponding to the accelerator play amount F2 stored in the memory 30a is calculated. At this time, the depression speed at which the accelerator pedal 32 is depressed is calculated as a fixed value set in advance as follows. Tac = F2 / stepping speed. Then, the accelerator start prediction time is calculated by subtracting the required time Tac from the accelerator detection start time t2.

  Next, a time Tbr required to depress the brake pedal 34 by the amount of brake play F3 stored in the memory 30a is calculated. At this time, the depression speed at which the brake pedal 34 is depressed is calculated as a fixed value set in advance as follows. Tbr = F3 / stepping speed. Then, the required brake time Tbr is subtracted from the brake detection start time t3 to calculate the predicted brake start time.

If the accelerator start prediction time calculated in this way is later than the time obtained by adding a predetermined time to the brake start prediction time, if the actual accelerator start time is later than the actual brake start time, in step S40. judge.
[Accelerator opening restriction control routine]
The accelerator opening restriction control routine shown in FIG. 5 is a subroutine executed in step S50 of the accelerator opening output control routine of FIG. When this routine is started, first, in step S51, a subtraction amount corresponding to the vehicle speed at the start of the accelerator opening limit control is calculated using a map or the like. Here, the subtraction amount map is set, for example, such that the lower the vehicle speed at the start of the accelerator opening limit control, the smaller the subtraction amount and the slower the change rate (decrease speed) of the accelerator opening for engine control. ing.

  Thereafter, the process proceeds to step S52, where the subtraction amount is subtracted from the previous accelerator opening for engine control (the initial value is the actual accelerator opening) at every calculation cycle of this routine to obtain the current accelerator opening for engine control. Obtained (current engine control accelerator opening = last engine control accelerator opening-subtraction amount).

  Thereafter, the process proceeds to step S53, and a limit value corresponding to the vehicle speed (or the current vehicle speed) at the start of the accelerator opening limit control is calculated using a map or the like. Here, the limit value map is set, for example, such that the limit value decreases as the vehicle speed (or the current vehicle speed) at the start of the accelerator opening limit control decreases.

  Thereafter, the process proceeds to step S54, where it is determined whether or not the accelerator opening for engine control is equal to or less than the limit value. If it is determined that the accelerator opening for engine control is greater than the limit value, step S52 is performed. Returning to the above, the process of obtaining the accelerator opening for the current engine control by subtracting the subtracted amount from the accelerator opening for the previous engine control is repeated.

Thereafter, when it is determined in step S54 that the accelerator opening for engine control is equal to or less than the limit value, this routine is terminated. Through the above processing, the accelerator opening limit control is executed to reduce the accelerator opening for engine control to the limit value at a change speed (decrease speed) corresponding to the vehicle speed at the start of the accelerator opening limit control.
[Accelerator opening return control routine]
The accelerator opening return control routine shown in FIG. 6 is a subroutine executed in step S80 of the accelerator opening output control routine of FIG. When this routine is started, first, in step S81, an addition amount corresponding to the vehicle speed at the start of the accelerator opening return control (or the vehicle speed at the start of the accelerator opening restriction control) is calculated using a map or the like. Here, the map of the addition amount is, for example, that the addition amount becomes smaller as the vehicle speed at the start of the accelerator opening return control (or the vehicle speed at the start of the accelerator opening restriction control) becomes lower, and the change in the accelerator opening for engine control. The speed (increase speed) is set to be slow.

  After that, the process proceeds to step S82, and the accelerator opening for the current engine control is obtained by adding the added amount to the accelerator opening for the previous engine control every calculation period of this routine (the engine opening accelerator for the current engine is opened). Degree = previous engine control accelerator opening + additional amount).

  Thereafter, the process proceeds to step S83, where it is determined whether the accelerator opening for engine control is equal to or greater than the actual accelerator opening, and if it is determined that the accelerator opening for engine control is smaller than the actual accelerator opening. Returning to step S82, the process for obtaining the accelerator opening for the current engine control by adding the addition amount to the accelerator opening for the previous engine control is repeated.

  Thereafter, when it is determined in step S83 that the accelerator opening for engine control is greater than or equal to the actual accelerator opening, this routine is terminated. With the above processing, the accelerator opening for engine control is increased to the actual accelerator opening at a changing speed (increase speed) according to the vehicle speed at the start of the accelerator opening return control (or the vehicle speed at the start of the accelerator opening restriction control). Accelerator opening return control is executed.

  As described above, according to the present embodiment, when it is determined that the actual accelerator start time is later than the actual brake start time (S40: Yes), it is determined that the vehicle is in the both-stepping state (S30: Yes). However, since the accelerator opening restriction control is prohibited (S60), the engine speed can be increased as intended by the driver.

  Further, for example, when the accelerator pedal 32 is also depressed by mistake when depressing the brake pedal 34, it is determined that the actual accelerator start time is not later than the actual brake start time (S40: No). Since it is determined that the pedal is in the two-step state and the accelerator opening restriction control is performed, the engine output is restricted and safety can be improved.

  In determining whether the actual accelerator start timing is later than the actual brake start timing, the determination is made based on the accelerator play amount F2 and the brake play amount F3 actually measured in the test. The resulting erroneous determination can be suppressed. Therefore, since it is possible to accurately determine the intentional stepping operation and the case where both steps are mistakenly performed, it is possible to accurately determine whether the output restriction control (S50) is performed or prohibited when detecting both steps.

  Furthermore, according to this embodiment, the following effects can also be obtained.

  -When executing the accelerator opening limit control by determining both steps, the engine output can be suppressed according to the vehicle speed by setting the accelerator opening for engine control to a limit value according to the vehicle speed. The safety when both the pedal 32 and the brake pedal 34 are depressed can be improved.

  -When the accelerator opening limit control is executed, the accelerator opening for engine control is reduced to the limit value at a changing speed according to the vehicle speed at the start of the accelerator opening limit control. The opening degree can be reduced to a limit value at an appropriate change speed, and a sudden change in engine output can be avoided to prevent drivability from deteriorating.

(Other embodiments)
The present invention is not limited to the description of the above embodiment, and may be modified as follows. Moreover, you may make it combine the characteristic structure of each embodiment arbitrarily, respectively.

  In performing the determination in step S40, in the above embodiment, the times Tac and Tbr required to depress the pedals 32 and 34 by the play amounts F2 and F3 stored in the memory 30a are calculated, and then detection is started. The predicted start time is calculated by subtracting the required times Tac and Tbr from the times t2 and t3. In contrast, the times Tac and Tbr required to depress the pedals 32 and 34 are stored in the memory 30a in place of the play amounts F2 and F3, and the stored required times Tac and Tbr and detection start times t2 and t3 are stored. The start prediction time may be calculated based on the above. In this case, the required times Tac and Tbr stored in the memory 30a correspond to “physical quantities correlated with the play amount”.

  Strictly speaking, the brake hydraulic pressure is not increased for the brake pedal 34 by a predetermined amount at the start of depression. That is, it can be said that the predetermined amount is a mechanical brake play amount. Then, the play amount F3 may be measured by a test and stored in the memory 30a with the state where the mechanical brake play amount (predetermined amount) is depressed as a zero reference. The same applies to the play amount F2 of the accelerator pedal 32.

  In step S20 of FIG. 4, it is determined that the accelerator pedal 32 is depressed when the actual accelerator opening> predetermined value A1 (determination of an ON operation), but is turned on when the actual accelerator opening> 0. The operation may be determined.

  In the above embodiment, when the accelerator opening limit control is executed, the accelerator opening for engine control is decreased to the limit value at a change speed corresponding to the vehicle speed at the start of the accelerator opening limit control. However, the present invention is not limited to this. For example, when it is desired to quickly decrease the accelerator opening for engine control to the limit value, the accelerator opening for engine control may be switched stepwise to the limit value.

  In the above embodiment, when the accelerator opening return control is executed, the accelerator opening for engine control is opened at a change speed according to the vehicle speed at the start of the accelerator opening return control (or the vehicle speed at the start of the accelerator opening restriction control). However, the present invention is not limited to this. For example, when it is desired to quickly increase the accelerator opening for engine control to the actual accelerator opening, the accelerator opening for engine control is opened. The degree may be switched stepwise to the actual accelerator opening.

  In the above embodiment, the present invention is applied to a vehicle equipped with a transmission AT that automatically switches the shift speed, but is applied to a manual transmission (MT) in which the shift speed is manually switched by the driver. May be.

  The brake switch 33 used in the above embodiment may also be used as a switch that functions as an on / off switch for a brake lamp provided in the vehicle.

  The present invention may be applied to a vehicle including a brake sensor that detects the depression amount of the brake pedal 34 instead of the brake switch 33 that detects whether or not the brake pedal 34 is depressed.

  The present invention is not limited to the intake port injection type engine as shown in FIG. 1, but includes an in-cylinder injection type engine and both a fuel injection valve for intake port injection and a fuel injection valve for in-cylinder injection. This can be applied to a dual injection engine.

  30a ... memory (memory means) 31 ... accelerator sensor 32,320 ... accelerator pedal 33 ... brake switch (brake sensor) 34 ... brake pedal F2 ... accelerator play amount F3 ... brake play amount S20, S30 ... Both stepping determination means, S40 ... accelerator start determination means, S50 ... output restriction means, S60 ... output restriction prohibition means, t2, t2a, t2b ... accelerator detection start time, t3, t3a, t3b ... brake detection start time.

Claims (3)

An accelerator sensor that detects whether or not the accelerator pedal is depressed;
A brake sensor for detecting whether or not the brake pedal is depressed,
Based on the detection results of the accelerator sensor and the brake sensor, a both-stepping determination unit that determines whether or not the accelerator pedal and the brake pedal are both depressed by being depressed.
An output limiting means for limiting the engine output in preference to the depression operation of the accelerator pedal when the depression operation of the brake pedal is determined by the both depression determination means to be in the both depression state;
The amount of depression from the start of depression of the accelerator pedal until the accelerator sensor detects depression, the amount of accelerator play, and the amount of depression from the start of depression of the brake pedal until the brake sensor detects depression In the case of a brake play amount, storage means for storing the accelerator play amount and the brake play amount acquired by a test performed in advance, or a physical quantity correlated with these play amounts;
An accelerator detection start time that is a step start time detected by the accelerator sensor, a brake detection start time that is a step start time detected by the brake sensor, the accelerator play amount stored in the storage means, and the brake An accelerator start determining means for determining whether or not the actual accelerator start timing when the accelerator pedal is depressed is later than the actual brake start timing when the brake pedal is depressed, based on the play amount or the physical amount;
When the accelerator start determining means determines that the actual accelerator start time is later than the actual brake start timing, even if it is determined by the both step determining means that the pedal is in the both-stepped state Output restriction prohibiting means for prohibiting engine output restriction by the output limiting means;
A vehicle engine control apparatus comprising:   2. The vehicle engine control device according to claim 1, wherein the accelerator pedal and the brake pedal are both suspension-type pedals that are supported at an upper portion of the stepping operation surface. The accelerator start determining means is
From the accelerator detection start time and the accelerator play amount or a physical quantity correlated with the play amount, an accelerator start prediction time which is a time when the depression of the accelerator pedal is started is calculated,
From the brake detection start time and the brake play amount or a physical quantity correlated with the play amount, a brake start prediction time which is a time when the depression of the brake pedal is started is calculated,
2. The condition that the actual accelerator start time is later than the actual brake start time is determined on the condition that the predicted accelerator start time is a predetermined time or later than the predicted brake start time. Or the engine control apparatus for vehicles of 2.

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