JP2012158306A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform a both depression rotation matching operation (an operation for matching an engine rotational speed by depressing an accelerator pedal while depressing a brake pedal) in a vehicle for performing output limiting control in which an engine output is limited when both the accelerator pedal and the brake pedal are depressed.SOLUTION: When determining that both the accelerator pedal and the brake pedal are depressed based on output signals of an accelerator sensor 31 and a brake switch 32, a vehicle controller performs the output limiting control unless variation ΔNe of the engine rotational speed (a difference between a current value and a previous value, for example) exceeds a predetermined determination threshold in a predetermined period after both the accelerator pedal and the brake pedal are depressed, determines that the both depression rotation matching operation such as heel and toe and double clutch is performed because the rotational speed of the engine increases in a no-load state if the variation ΔNe of the engine rotational speed reaches the predetermined determination threshold or higher in the predetermined period, and inhibits or limits the output limiting control.

Description

  The present invention relates to a vehicle control device having a function of limiting engine output when both an accelerator operation and a brake operation are detected (a state where both an accelerator and a brake are depressed). is there.

  For example, Patent Document 1 (Japanese Patent Laid-Open No. 2005-291030) describes the amount of depression of the brake pedal in order to prevent the vehicle from running away due to the driver making a mistake and depressing the accelerator pedal and the brake pedal simultaneously. It is described that the engine is forcibly brought into an idle state when the value is equal to or greater than a predetermined value (a value corresponding to the intentional depression of the accelerator pedal and the brake pedal).

  Further, in Patent Document 2 (Japanese Patent Laid-Open No. 2006-233870), when the operation of the accelerator pedal and the operation of the brake pedal are detected at the same time, the engine operating state is limited to a predetermined output according to the operation of the brake pedal. It is described that when the operation of the clutch pedal is detected, the predetermined output is increased.

JP 2005-291030 A JP 2006-233870 A

  By the way, in a MT vehicle (a vehicle equipped with a manual transmission), a heel that raises the engine rotational speed to match the rotational speed corresponding to the gear after the shift by depressing the brake and decelerating during a downshift.・ Operations such as AND TO and double clutch may be performed.

  However, in the technique of Patent Document 1 described above, a brake is used to perform an operation of adjusting the engine speed by depressing the accelerator while depressing a brake such as a heel-and-toe or a double clutch (hereinafter referred to as “two-step rotation alignment operation”). Even when both the accelerator and the accelerator are depressed, the output of the engine is suppressed, and there is a possibility that the both-steps rotation adjustment operation cannot be performed appropriately.

  As a countermeasure against this, in the technique of Patent Document 2 described above, the accelerator pedal operation and the brake pedal are performed by paying attention to the operation of the clutch pedal when performing both-step rotation rotation operation such as heel and toe and double clutch. In the system that limits the engine output when the operation of the engine is detected at the same time, the engine output limit is relaxed when the operation of the clutch pedal is detected. Since it is necessary to provide a sensor and a switch, there is a drawback that it is not possible to meet the demand for cost reduction, which is an important technical problem in recent years.

  Therefore, the problem to be solved by the present invention is to appropriately perform the two-step rotation alignment operation while satisfying the low cost requirement in the system that limits the output of the engine when both the accelerator and the brake are depressed. An object of the present invention is to provide a control device for a vehicle that can be used.

  In order to solve the above-mentioned problems, an invention according to claim 1 is directed to a vehicle control device equipped with an engine as a vehicle drive source, an accelerator operation detection means for detecting an accelerator operation, and a brake operation detection for detecting a brake operation. And output control means for executing output restriction control for restricting engine output when both the accelerator operation and the brake operation are detected. The output control means includes an accelerator operation and a brake operation. If the change amount of the engine rotation speed becomes greater than or equal to a predetermined determination threshold value within a predetermined period after both of these are detected, the output restriction control is prohibited or restricted.

  In general, when performing both-step rotation adjustment operations such as heel-and-toe and double clutches (operations to adjust the engine speed by depressing the accelerator while depressing the brake), the engine is not loaded by the clutch operation (the transmission is Since the accelerator is depressed in the neutral state, the engine speed increases rapidly.

  Focusing on this point, in the present invention, both the accelerator operation and the brake operation are detected within a predetermined period of time (the accelerator opening changes when the accelerator operation is detected after the brake operation). Within a predetermined period of time), if the amount of change in the engine speed exceeds a predetermined determination threshold, it is determined that the operation is a two-step rotation alignment operation because the engine speed increases in the no-load state. Since output restriction control can be prohibited or output restriction control can be restricted (that is, output restriction by output restriction control can be relaxed), both stepping and rotating operations such as heel-and-toe and double clutch are appropriately performed. be able to. In addition, since it is not necessary to provide a sensor or switch for detecting clutch operation (determining a no-load state), it is possible to satisfy the demand for cost reduction, which is an important technical problem in recent years.

  In this case, as in claim 2, it is preferable to set the determination threshold according to at least the amount of change in the accelerator opening. In this way, the determination threshold value is changed in accordance with the change in the torque change amount and the change amount in the engine speed according to the change amount of the accelerator opening (accelerator operation amount). The threshold value can be set to an appropriate value.

  In addition, as described in claim 3, when the amount of change in the engine rotation speed exceeds the determination threshold within a predetermined period, the engine rotation speed is increased to the maximum allowable rotation speed in a no-load state. You may make it restrict | limit with the torque required to make it do. In this way, unnecessary acceleration of the vehicle can be prevented while allowing both-steps rotation operation such as heel-and-toe and double clutch.

  Alternatively, as described in claim 4, when the amount of change in the engine rotation speed becomes equal to or greater than the determination threshold value within a predetermined period, the torque generated by the engine is set to the elapsed time and the engine rotation speed after the accelerator operation is detected. You may make it fall according to it. Even in this way, unnecessary acceleration of the vehicle can be prevented while allowing both-steps rotation operation such as heel and toe and double clutch.

FIG. 1 is a diagram showing a schematic configuration of an engine control system in one embodiment of the present invention. FIG. 2 is a diagram for explaining engine output control. FIG. 3 is a time chart for explaining an execution example of the output restriction control. FIG. 4 is a flowchart (part 1) showing the flow of processing of the output restriction control routine. FIG. 5 is a flowchart (part 2) showing the flow of processing of the output restriction control routine. FIG. 6 is a time chart for explaining an example of control at the time of rotating both steps.

Hereinafter, an embodiment in which a mode for carrying out the present invention is applied to an MT vehicle (a vehicle equipped with a manual transmission) will be described.
First, a schematic configuration of the entire engine control system will be described with reference to FIG.
The vehicle is equipped with an engine 11 that is an internal combustion engine as a drive source. An air cleaner 13 is provided at the most upstream portion of the intake pipe 12 of the engine 11, and an air flow meter 14 for detecting the intake air amount is provided downstream of the air cleaner 13. A throttle valve 16 whose opening is adjusted by a 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.

  The vehicle includes an accelerator sensor 31 (accelerator operation detecting means) that detects an accelerator operation amount (accelerator opening), a brake switch 32 (brake operation detecting means) that is turned on / off in response to a brake operation / release, and a vehicle speed. A vehicle speed sensor 33 to be detected is mounted.

  Outputs of these various sensors and switches are input to an electronic control circuit (hereinafter referred to as “ECU”) 30. The ECU 30 is mainly composed of a microcomputer, and executes various engine control programs stored in a built-in ROM (storage medium), so that the fuel injection amount and the ignition timing are determined according to the engine operating state. The throttle opening (intake air amount) and the like are controlled. At this time, the ECU 30 sets the control accelerator opening based on the accelerator opening (accelerator operation amount) detected by the accelerator sensor 31, and the throttle opening (intake air amount) or the like based on the control accelerator opening. To control the output of the engine 11.

  In this embodiment, the ECU 30 executes the output restriction control routines of FIGS. 4 and 5 described later, so that both the accelerator and the brake are depressed based on the output signals of the accelerator sensor 31 and the brake switch 32 ( When it is determined that both the accelerator operation and the brake operation are detected, output restriction control for restricting the output of the engine 11 is executed. In the present embodiment, as the output restriction control, the accelerator opening restriction control for restricting the control accelerator opening (the accelerator opening used for controlling the engine 11) is executed.

  By the way, in a MT vehicle (a vehicle equipped with a manual transmission), a heel that raises the engine rotational speed to match the rotational speed corresponding to the gear after the shift by depressing the brake and decelerating during a downshift.・ Operations such as AND TO and double clutch may be performed.

  However, both the brake and accelerator were depressed to perform the operation to adjust the engine speed by depressing the accelerator while depressing the brake such as heel and toe and double clutch (hereinafter referred to as “both step rotation alignment operation”). In this case, if the output restriction control is executed, there is a possibility that the two-step rotation alignment operation cannot be appropriately performed.

  As a measure against this, in this embodiment, when performing both stepping and rotating operations such as heel-and-toe and double clutch (operation to adjust the engine speed by depressing the accelerator while depressing the brake) Paying attention to the fact that the engine speed is increased quickly because the engine 11 is in a no-load state (transmission is in a neutral state), and a predetermined period after both the accelerator and the brake are depressed. If the amount of change in the engine speed is greater than or equal to the predetermined threshold value (within a predetermined period of time after the accelerator opening changes when the accelerator is depressed after the brake is depressed), no load is applied. Since the engine rotation speed is increased in the state, it is determined that the operation is a two-step rotation matching operation, and the output restriction control is prohibited. It is, to be able to properly carry out both stepping rotation alignment operation.

  Hereinafter, the engine output control of the present embodiment will be specifically described with reference to FIGS. 2 and 3. In the following description, “brake ON” means a state where it is determined that the brake is depressed based on an output signal of the brake switch 32 (a state where a brake operation is detected), and “brake OFF” means an output of the brake switch 32. It means a state where it is determined that the depression of the brake is released based on the signal (a state where the brake release is detected).

As shown in FIG.2 and FIG.3, immediately after starting of ECU30, first, it sets to normal mode (Mode1).
(1) In the normal mode (Mode 1), the actual accelerator opening (accelerator opening detected by the accelerator sensor 31) is directly adopted as the control accelerator opening, and this control accelerator opening (= actual accelerator opening) Is used to control the output of the engine 11.

In the normal mode (Mode 1), it is determined whether the following conditions (a) and (b) are satisfied.
(a) The vehicle speed is equal to or higher than the predetermined value V1.
(b) The actual accelerator opening is larger than the predetermined value A1 Here, the predetermined value A1 of the condition (b) may be a fixed value set in advance or set according to the vehicle speed. good.

  When it is determined that both of the above conditions (a) and (b) are satisfied, that is, it is determined that the vehicle speed is equal to or higher than the predetermined value V1, and the actual accelerator opening is determined from the predetermined value A1. Is determined to be greater (the accelerator is depressed), at the time t1 (see FIG. 3), the mode shifts to the standby mode (Mode 2).

  (2) In the standby mode (Mode 2), as in the normal mode (Mode 1), the actual accelerator opening (accelerator opening detected by the accelerator sensor 31) is directly used as the control accelerator opening. The output of the engine 11 is controlled using the accelerator opening (= actual accelerator opening).

In the standby mode (Mode 2), it is determined whether or not the following conditions (c) and (d) are satisfied.
(c) Brake ON
(d) The amount of change in engine speed ΔNe (for example, the difference between the current value and the previous value) does not exceed the predetermined judgment threshold after both pedals are depressed (both accelerator and brake are depressed). The duration is longer than the specified time

  Here, the determination threshold value of the condition (d) is set according to the amount of change in the accelerator opening. Accordingly, the determination threshold value is changed and the determination threshold value is set to an appropriate value in response to the torque change amount changing in accordance with the change amount of the accelerator opening and the engine rotation speed change amount changing. Can do.

  If it is determined that both of the above conditions (c) and (d) are satisfied, that is, the engine speed is reduced after the brakes are turned on (the brakes are depressed) and both are depressed. If it is determined that the duration of the state in which the change amount ΔNe does not exceed the determination threshold is equal to or longer than the predetermined time, it is determined that it is not a double-stepped rotation operation, and the restriction is made at that time t2 (see FIG. 3). The control mode (Mode 3) is entered.

  On the other hand, even if it is determined that the above (c) is satisfied, if it is determined that the condition (d) is not satisfied, that is, the engine speed is reduced within a predetermined time after both steps are taken. When the change amount ΔNe is equal to or greater than the determination threshold value (see FIG. 6), it is an increase in the engine rotation speed in the no-load state, so it is determined that the two-step rotation rotation operation is performed, and the limit control mode (Mode 3) The output restriction control is prohibited without shifting to.

If it is determined that the above condition (c) or (d) is not satisfied, it is determined whether the following condition (e) or (f) is satisfied. In other words, the following conditions (e) and (f) have lower priority than the conditions (c) and (d).
(e) The actual accelerator opening is not more than the predetermined value A2.
(f) The vehicle speed is lower than the predetermined value V2.

  Here, the predetermined value A2 of the condition (e) is set to a value smaller than the predetermined value A1 of the condition (b). The predetermined value V2 of the condition (f) is set to a value smaller than the predetermined value V1 of the condition (a).

  When it is determined that the condition (e) or (f) is satisfied, that is, when it is determined that the actual accelerator opening is equal to or smaller than the predetermined value A2, or the vehicle speed is lower than the predetermined value V2. Is determined, at that time, the process returns to the normal mode (Mode 1).

  (3) In the limited control mode (Mode 3), the accelerator opening for reducing the control accelerator opening to a limit value (for example, an accelerator opening slightly larger than that during idling) and limiting the control accelerator opening by the limit value is opened. The output restriction control for restricting the output of the engine 11 is executed by executing the degree restriction control and controlling the output of the engine 11 using the accelerator opening for control. Here, the limit value may be a fixed value set in advance, or may be set according to the vehicle speed at the start of output limit control (at the start of accelerator opening limit control).

  Furthermore, when executing the output restriction control (accelerator opening restriction control), a subtraction amount corresponding to the vehicle speed at the start of the output restriction control (at the start of the accelerator opening restriction control) is calculated using a map or the like. Here, the subtraction amount map is set, for example, such that the subtraction amount increases and the change speed (decrease speed) of the control accelerator opening increases as the vehicle speed at the start of the output restriction control increases. Then, until the control accelerator opening is reduced to the limit value, the subtraction amount is subtracted from the previous control accelerator opening (the initial value is the actual accelerator opening) at every predetermined calculation cycle to open the current control accelerator opening. By repeating the process of obtaining the degree, the control accelerator opening is reduced to the limit value at a change speed (decrease speed) corresponding to the vehicle speed at the start of the output limit control.

In the limited control mode (Mode 3), it is determined whether or not the following condition (g) or (h) is satisfied.
(g) The amount of increase in the actual accelerator opening per predetermined time is greater than the predetermined value ΔA3
(h) Brake OFF and brake OFF duration is longer than the predetermined time T3

  When it is determined that the above condition (g) is satisfied, that is, when it is determined that the increase amount of the actual accelerator opening per predetermined time is larger than the predetermined value ΔA3 during the execution of the output restriction control. Determines that it is not necessary to suppress the engine output because the driver intentionally increases the accelerator opening (depresses the accelerator), and shifts to the return control mode (Mode 4) at that time.

  If it is determined that the condition (h) is satisfied, that is, the brake is OFF (the brake is released) while the output restriction control is being executed, and the brake OFF duration is a predetermined time. If it is determined that it is equal to or greater than T3 (a predetermined time T3 or more has elapsed since it was determined that the brake depression was released), the driver intentionally released the brake depression, and therefore the engine output is suppressed. It is determined that it is not necessary, and at that time t3 (see FIG. 3), the mode shifts to the return control mode (Mode 4).

  On the other hand, when it is determined that both the above conditions (g) and (h) are not satisfied, it is determined whether or not the next condition (i) is satisfied. That is, the following condition (i) has lower priority than the above conditions (g) and (h).

(i) The actual accelerator opening is smaller than the predetermined value A3 Here, the predetermined value A3 of the condition (i) is set to a value smaller than the predetermined value A1 of the condition (b). When it is determined that the above condition (i) is satisfied, that is, when it is determined that the actual accelerator opening is smaller than the predetermined value A3, at that time, the process returns to the normal mode (Mode 1).

  (4) In the return control mode (Mode 4), accelerator opening return control for returning the control accelerator opening to the actual accelerator opening is executed, and the output of the engine 11 is controlled using this control accelerator opening.

  Further, when the accelerator opening return control is executed, 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 output restriction control) is calculated using a map or the like. Here, the map of the addition amount is, for example, that the addition amount decreases as the vehicle speed at the start of the accelerator opening return control (or the vehicle speed at the start of the output restriction control) decreases, and the change rate (increase speed) of the control accelerator opening. ) Is set to be slower. Then, until the control accelerator opening increases to the actual throttle opening, the process for obtaining the current control accelerator opening is repeated by adding an additional amount to the previous control accelerator opening every predetermined calculation cycle. Thus, the control accelerator opening is increased to the actual accelerator opening at a change 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 output restriction control). At that time, the rate of change when the control accelerator opening is increased to the actual accelerator opening is limited by a predetermined upper limit value.

In this return control mode (Mode 4), it is determined whether or not the following condition (j) is satisfied.
(j) The brake is ON and the brake ON duration is not less than the predetermined time T4. If it is determined that the condition (j) is satisfied, that is, the brake ON ( When it is determined that the brake ON duration is longer than the predetermined time T4 (the predetermined time T4 has elapsed since it was determined that the brake has been depressed). Returning to the limit control mode (Mode 3), the output limit control is executed.

On the other hand, when it is determined that the condition (j) is not satisfied, it is determined whether or not the next condition (k) is satisfied. In other words, the following condition (k) has a lower priority than the condition (j).
(k) The control accelerator opening is greater than or equal to the actual accelerator opening.If it is determined that the condition (k) above is satisfied, that is, the control accelerator opening is greater than or equal to the actual accelerator opening. If it is determined, it is determined that the control accelerator opening has increased to the actual accelerator opening, and at that time t4 (see FIG. 3), the accelerator opening return control is terminated and the standby mode (Mode 2) Return to.

Further, when it is determined that the condition (k) is not satisfied, it is determined whether or not the following condition (l) is satisfied. In other words, the following condition (l) has a lower priority than the condition (k).
(l) The actual accelerator opening is smaller than the predetermined value A4

  Here, the predetermined value A4 of the condition (l) is set to a value smaller than the predetermined value A1 of the condition (b). If it is determined that the condition (l) is satisfied, that is, if it is determined that the actual accelerator opening is smaller than the predetermined value A4, the accelerator opening return control is terminated at that time. To return to the normal mode (Mode 1).

  With the above processing, the above four conditions (a) to (d) are set as the execution conditions of the output restriction control, and the accelerator opening for control is restricted when both the accelerator and the brake are depressed. By executing the accelerator opening restriction control, the output restriction control for restricting the output of the engine 11 is executed.

  The process related to the output restriction control of the present embodiment described above is executed by the ECU 30 according to the output restriction control routine of FIGS. 4 and 5. The processing contents of this output restriction control routine will be described below.

[Output restriction control routine]
The output restriction control routine shown in FIG. 4 and FIG. 5 is repeatedly executed at a predetermined period during the power-on period of the ECU 30 (while the ignition switch is on), and serves as output control means in the claims. When this routine is started, first, at step 101, 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 101 that the vehicle speed is equal to or higher than the predetermined value V1, the process proceeds to step 102, where it is determined whether or not the actual accelerator opening is larger than the predetermined value A1 (the accelerator is depressed). To do. 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 102 that the actual accelerator opening is larger than the predetermined value A1 (accelerator is depressed), the routine proceeds to step 103, where the brake is ON (the brake is depressed). Determine whether or not.

  If “No” is determined in any of the above steps 101 to 103, the process returns to step 101. On the other hand, if all the determinations in steps 101 to 103 are “Yes”, the process proceeds to step 104, the control execution condition flag is set to ON (on), and then the process proceeds to step 105, where the control execution condition flag is OFF. It is determined whether it is within a predetermined time after switching from (OFF) to ON.

  If it is determined in step 105 that the control execution condition flag is within a predetermined time after the switch is switched from OFF to ON, the process proceeds to step 106 to determine whether or not the vehicle speed is equal to or higher than the predetermined value V2. If it is determined that the vehicle speed is equal to or higher than the predetermined value V2, the routine proceeds to step 107, where it is determined whether or not the actual accelerator opening is larger than the predetermined value A2. Here, the predetermined value A2 is set to a value smaller than the predetermined value V1.

  If “No” is determined in any of Steps 106 and 107, the process returns to Step 101. On the other hand, if “Yes” is determined in both steps 106 and 107, the process proceeds to step 108 where the change amount ΔNe of the engine speed (for example, the difference between the current value and the previous value) is equal to or greater than a predetermined determination threshold value. It is determined whether or not. Here, the determination threshold is set according to the amount of change in the accelerator opening. Accordingly, the determination threshold value is changed and the determination threshold value is set to an appropriate value in response to the torque change amount changing in accordance with the change amount of the accelerator opening and the engine rotation speed change amount changing. Can do.

  If it is determined in step 108 that the engine speed change amount ΔNe is smaller than the determination threshold value, the process returns to step 104 and the processes in steps 104 to 108 are repeated. Thereafter, in step 108, the engine speed change amount ΔNe is not determined to be equal to or greater than the determination threshold value, and in step 105, it is determined that the control execution condition flag is equal to or longer than the predetermined time after the switch from OFF to ON. In other words, if it is determined that the engine rotation speed change amount ΔNe does not exceed the determination threshold after the two-stepping state has been reached, the two-step rotation matching operation (the brake is Step S110 of FIG. 5 is executed, and accelerator opening restriction control (output restriction control) is executed.

  On the other hand, if it is determined in step 108 that the engine speed change amount ΔNe is equal to or greater than the determination threshold value, that is, the engine speed change amount ΔNe is within a predetermined time after both steps are taken. If the determination threshold value is exceeded, the engine speed increases in the no-load state, so it is determined that the two-step rotation matching operation is performed, and the process proceeds to step 109, after the control execution condition flag is reset to OFF. Returning to step 104, the processes of steps 104 to 109 are repeated. As a result, the control execution condition flag is repeatedly turned OFF / ON until it is determined in step 108 that the engine speed change amount ΔNe is smaller than the determination threshold value. Therefore, the engine speed change amount ΔNe is determined. Until a predetermined time elapses after it is determined that the value is smaller than the threshold value, “Yes” is determined in step 105 and the accelerator opening restriction control (output restriction control) is prohibited. It is possible to properly carry out both stepping and rotating operations such as double clutches.

  When the engine speed change amount ΔNe becomes equal to or greater than the determination threshold value within a predetermined time after the two-step state, the engine torque generated by the engine 11 is set to a predetermined value (for example, the engine speed is maximized in a no-load state). (Torque required to increase to the permissible rotational speed) may be limited, thereby enabling unnecessary acceleration of the vehicle while allowing both stepping and rotating operations such as heel and toe and double clutch. Can be prevented.

  Alternatively, when the change amount ΔNe of the engine rotation speed becomes equal to or greater than the determination threshold value within a predetermined time after entering the both-stepping state, the generated torque of the engine 11 is determined as an elapsed time from the detection of the accelerator operation (both-stepping state It is possible to reduce the time according to the elapsed time from the time of the engine and the engine speed, and in this way, the vehicle can be operated while rotating both steps such as heel and toe and double clutch. Unnecessary acceleration can be prevented.

  On the other hand, if it is determined in the above step 105 that the control execution condition flag is longer than the predetermined time after switching from OFF to ON, that is, the engine speed change amount ΔNe is determined after the two-step state is entered. When it is determined that the duration of the state that does not exceed the predetermined time is equal to or longer than the predetermined time, the routine proceeds to step 110 in FIG. 5 and the accelerator opening restriction control (output restriction control) is executed as follows. First, in step 110, a subtraction amount corresponding to 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 subtraction amount is set, for example, such that the subtraction amount decreases and the change speed (decrease speed) of the control accelerator opening decreases as the vehicle speed at the start of the accelerator opening restriction control decreases. .

Thereafter, the routine proceeds to step 111, where the subtraction amount is subtracted from the previous control accelerator opening (the initial value is the actual accelerator opening) at every calculation cycle of this routine to obtain the current control accelerator opening.
Current control accelerator opening = previous control accelerator opening-subtraction amount

  Thereafter, the routine proceeds to step 112, where it is determined whether or not the control accelerator opening is equal to or less than the limit value. Here, the limit value may be a preset fixed value, or may be set according to the vehicle speed at the start of the accelerator opening limit control.

  If it is determined in step 112 that the control accelerator opening is larger than the limit value, the process returns to step 110, and the current control accelerator opening is subtracted from the previous control accelerator opening by the subtraction amount. Repeat the process you want.

  Thereafter, when it is determined in step 112 that the control accelerator opening is equal to or less than the limit value, the process proceeds to step 113, where the control accelerator opening is set to the limit value. With the above processing, the accelerator opening for limiting the control accelerator opening with the limit value is reduced by reducing the control accelerator opening to the limit value at a change speed (decrease speed) according to the vehicle speed at the start of the accelerator opening limit control. By executing the degree limit control, the output limit control for limiting the output of the engine 11 is executed.

  After this, the routine proceeds to step 114 where the brake is OFF (the brake is released) and the duration of the brake OFF is the predetermined time T3 or more (the predetermined time T3 or more after it is determined that the brake is released) Whether or not) has passed.

  When it is determined “No” in step 114 (that is, when it is determined that the duration time of brake ON or brake OFF is shorter than the predetermined time T3), the process returns to step 110 described above.

  Thereafter, when it is determined in step 114 that the brake is OFF and the brake OFF duration is equal to or longer than the predetermined time T3, the routine proceeds to step 115, where the accelerator opening return control is executed as follows. First, in step 115, an addition amount corresponding to the vehicle speed at the start of accelerator opening return control (or the vehicle speed at the start of 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 decreases 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) decreases, and the change rate of the control accelerator opening ( (Increase speed) is set to be slow.

Thereafter, the process proceeds to step 116, and the current control accelerator opening is obtained by adding the addition amount to the previous control accelerator opening every calculation period of this routine.
Current control accelerator opening = previous control accelerator opening + additional amount

  Thereafter, the process proceeds to step 117, where it is determined whether or not the control accelerator opening is equal to or greater than the actual accelerator opening. If it is determined that the control accelerator opening is smaller than the actual accelerator opening, step 115 is performed. Then, the process of adding the added amount to the previous control accelerator opening and obtaining the current control accelerator opening is repeated. As a result, the control accelerator opening is increased by increasing the control accelerator opening at a change 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 for returning to the actual accelerator opening is executed.

  Thereafter, when it is determined in step 117 that the control accelerator opening is equal to or greater than the actual accelerator opening, the accelerator opening return control is ended, and this routine is ended.

Next, with reference to FIG. 6, an example of control at the time of both stepping and rotating operation will be described.
In the example of FIG. 6, at the time of downshift during deceleration operation, first, at time t1, the driver depresses the brake to turn on the brake switch, and then the driver depresses the accelerator when the vehicle speed is equal to or higher than the predetermined value V1. At time t2 when the actual accelerator opening is determined to be larger than the predetermined value A1, the normal mode (Mode 1) is shifted to the standby mode (Mode 2). Thereafter, at the time t3 when the change amount ΔNe of the engine rotation speed is determined to be equal to or greater than the determination threshold value within a predetermined time after the both-depression state (both the accelerator and the brake are depressed), the engine in the no-load state Since the rotation speed is increased, it is determined that the operation is a two-step rotation matching operation such as heel-and-toe or double clutch, and the output restriction control is prohibited without shifting to the restriction control mode (Mode 3). Thereafter, when the driver releases the accelerator operation and it is determined that the actual accelerator opening is equal to or less than the predetermined value A2, the routine returns to the normal mode (Mode 1).

  In the present embodiment described above, if the amount of change in the engine rotation speed becomes equal to or greater than the predetermined determination threshold value within a predetermined time after the two-step state, the engine rotation speed increases in the no-load state. Since it is determined that the operation is a double stepping rotation matching operation and the output restriction control is prohibited, the double stepping rotation matching operation such as heel-and-toe and double clutch can be appropriately performed. In addition, since it is not necessary to provide a sensor or switch for detecting clutch operation (determining a no-load state), it is possible to satisfy the demand for cost reduction, which is an important technical problem in recent years.

  In the above-described embodiment, when the amount of change in the engine rotation speed becomes equal to or greater than a predetermined determination threshold value within a predetermined time after entering the double-depression state, the output restriction control is prohibited to perform the double-depression rotation matching operation. Although it was possible to perform appropriately, it is not limited to this, and it is possible to appropriately perform both-steps rotation alignment operation by restricting output restriction control (that is, relaxing output restriction by output restriction control) Anyway. Here, as a method of limiting the output limit control (that is, relaxing the output limit by the output limit control), for example, the subtraction amount of the output limit control (accelerator opening limit control) is reduced or the limit value is increased. Or

  In the above embodiment, the present invention is applied to a system including an electronic throttle that controls the opening degree of the throttle valve with a throttle actuator such as a motor. However, the present invention is not limited to this, and the accelerator pedal and the throttle valve are mechanically connected. The present invention may be applied to a system including a connected mechanical throttle. In this case, in the output restriction control, for example, the output of the engine 11 may be restricted by a fuel injection amount, an ignition timing, or the like.

  In the above embodiment, the present invention is applied to a system including a brake switch as a brake operation detecting means. However, the present invention is not limited to this, and a brake sensor that detects a brake operation amount is provided instead of the brake switch. The present invention may be applied to a system.

  DESCRIPTION OF SYMBOLS 11 ... Engine (drive source), 12 ... Intake pipe, 16 ... Throttle valve, 21 ... Fuel injection valve, 22 ... Spark plug, 23 ... Exhaust pipe, 30 ... ECU (output control means), 31 ... Accelerator sensor (accelerator operation) Detection means), 32 ... Brake switch (brake operation detection means), 33 ... Vehicle speed sensor

Claims (4)

In a vehicle control device equipped with an engine as a vehicle drive source,
An accelerator operation detecting means for detecting an accelerator operation;
Brake operation detecting means for detecting the brake operation;
An output control means for executing output restriction control for restricting the output of the engine when both the accelerator operation and the brake operation are detected;
The output control means is configured to output the output restriction when an amount of change in the engine rotational speed is equal to or greater than a predetermined determination threshold within a predetermined period after both the accelerator operation and the brake operation are detected. A control apparatus for a vehicle, which prohibits or restricts control.   2. The vehicle control device according to claim 1, wherein the output control unit sets the determination threshold according to at least an amount of change in an accelerator opening.   The output control means increases the generated torque of the engine to a maximum allowable rotational speed in a no-load state when an amount of change in the engine rotational speed becomes equal to or greater than the determination threshold value within the predetermined period. The vehicle control device according to claim 1, wherein the vehicle control device is limited by a torque necessary for the control.   When the change amount of the engine rotation speed becomes equal to or greater than the determination threshold value within the predetermined period, the output control means determines the generated torque of the engine according to the elapsed time from the detection of the accelerator operation and the engine rotation speed. 3. The vehicle control device according to claim 1, wherein the vehicle control device is lowered.

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