JP2012172670A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the safety by performing output limit control under an adequate condition according to the road situation in a vehicle in which the output limit control for limiting the engine output is executed when both an accelerator and a brake are stepped on.SOLUTION: In any case where a distance to a forward vehicle or an obstacle is determined to be equal to or less than a predetermined value based on information from a distance sensor 35 or a navigation device 34, a distance to a next curve is determined to be equal to or less than a predetermined value, a radius of curvature of a traveling road is determined to be equal to or less than a predetermined value, a downhill gradient of the traveling road is determined to be equal to or more than a predetermined value, or a distance to the next crossing is determined to be equal to or less than a predetermined value, it is determined that the rapid deceleration is necessary for the road situation, the execution condition of the output limit control is changed so that the output limit control is executed earlier than usual, and the control condition is changed so that the deceleration of the vehicle is increased in which the output limit control is being executed.

Description

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

  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).

  Patent Document 2 (Japanese Utility Model Publication No. 5-50043) describes that the engine output is reduced when it is detected that an accelerator operation is also performed during a brake operation.

JP 2005-291030 A Japanese Utility Model Publication No. 5-50043

  By the way, in a vehicle having a function of executing output restriction control for restricting the output of the engine when both the accelerator operation and the brake operation are detected (a state where both the accelerator and the brake are depressed), For example, both the accelerator and the brake are depressed when the road condition requires a quick deceleration, such as when the distance to the vehicle ahead is short or when the distance to the next curve is short. In such a case, if the output restriction control is executed at the same timing as normal, there is a possibility that the vehicle cannot be sufficiently decelerated. Therefore, it is necessary to execute the output restriction control promptly to ensure safety.

  However, in the prior art, such circumstances are not taken into account at all, and when both the accelerator operation and the brake operation are detected, the output is limited under appropriate conditions according to the road conditions at that time. There is a possibility that control cannot be executed and safety cannot be sufficiently ensured.

  Therefore, the problem to be solved by the present invention is that when both the accelerator operation and the brake operation are detected, the output restriction control can be executed under an appropriate condition according to the road condition, An object of the present invention is to provide a vehicle control device capable of improving the performance.

  In order to solve the above-mentioned problem, an invention according to claim 1 is directed to a vehicle control device equipped with at least one of an engine and a motor as a vehicle drive source, and an accelerator operation detecting means for detecting an accelerator operation, and a brake operation. Brake operation detection means for detecting, output control means for executing output restriction control for limiting the output of the drive source when both the accelerator operation and the brake operation are detected, and the situation of the road on which the vehicle travels (Hereinafter simply referred to as “road condition”) having road condition determination means and condition changing means for changing the execution condition of output restriction control according to the road condition determined by the road condition determination means It is.

  In this configuration, the execution condition of the output restriction control can be changed according to the road condition. Therefore, when both the accelerator operation and the brake operation are detected, the appropriate condition according to the road condition at that time The output restriction control can be executed under various conditions, and safety can be improved.

  Specifically, as in claim 2, as the road condition, the distance to the vehicle or obstacle ahead, the distance to the next curve, the radius of curvature of the traveling road, the downward slope of the traveling road, the next intersection It is preferable to determine at least one of the distances. In this way, it is possible to determine whether or not the road situation requires a quick deceleration.

  Further, as in claim 3, the distance to the vehicle or obstacle ahead is a predetermined value or less, the distance to the next curve is a predetermined value or less, the curvature radius of the traveling road is a predetermined value or less, and the traveling road has a downward slope. Execution of output restriction control so that output restriction control is executed earlier than usual when it is determined that at least one of a predetermined value and a distance to the next intersection is less than or equal to a predetermined value. You may make it change conditions.

  In this way, when the distance to the vehicle or obstacle ahead is determined to be less than the predetermined value, when the distance to the next curve is determined to be less than the predetermined value, the curvature radius of the traveling road is less than the predetermined value. It is necessary to decelerate quickly in any of the cases where the descending slope of the traveling road is determined to be equal to or greater than the predetermined value, or the distance to the next intersection is determined to be equal to or less than the predetermined value. The execution condition of the output restriction control can be changed so that the output restriction control is executed earlier than usual by determining that the road condition is present. Thereby, when both the accelerator operation and the brake operation are detected, the output restriction control can be executed earlier than usual, and the vehicle can be decelerated quickly.

  In this case, as described in claim 4, as a change in the execution condition of the output restriction control, the delay time from when the accelerator operation and the brake operation are both detected until the output restriction control is executed is shortened. Thus, it is preferable that the output restriction control is executed earlier than usual. In this way, the output restriction control can be surely executed earlier than usual.

  Furthermore, as in claim 5, the distance to the vehicle or obstacle ahead is a predetermined value or less, the distance to the next curve is a predetermined value or less, the curvature radius of the traveling road is a predetermined value or less, and the traveling road has a downward slope. When it is determined that at least one of the predetermined value and the distance to the next intersection is not more than the predetermined value, the control condition is set to increase the deceleration of the vehicle during the output restriction control. You may make it change.

  In this way, when the distance to the vehicle or obstacle ahead is determined to be less than the predetermined value, when the distance to the next curve is determined to be less than the predetermined value, the curvature radius of the traveling road is less than the predetermined value. It is necessary to decelerate quickly in any of the cases where the descending slope of the traveling road is determined to be equal to or greater than the predetermined value, or the distance to the next intersection is determined to be equal to or less than the predetermined value. The control condition can be changed so as to increase the deceleration of the vehicle during the execution of the output restriction control by determining that the road condition is present. As a result, when both the accelerator operation and the brake operation are detected, the deceleration of the vehicle that is executing the output restriction control can be increased, and the vehicle can be decelerated quickly.

  In this case, as described in claim 6, as a change in the control condition, it is preferable to increase the deceleration of the vehicle during the execution of the output restriction control by increasing the output reduction speed by the output restriction control. In this way, it is possible to reliably increase the deceleration of the vehicle that is executing the output restriction control.

  Furthermore, in the system including the brake assist control means for executing the brake assist control for forcibly increasing the brake force during the execution of the output restriction control as in the seventh aspect, the control condition is changed by the brake assist control. You may make it increase the deceleration of the vehicle in execution of output restriction control by enlarging the increase amount (brake assist force) of brake force. Even in this case, the deceleration of the vehicle during execution of the output restriction control can be reliably increased.

  Further, in a system including a navigation device that guides the travel route of a vehicle as in claim 8, the road condition may be determined based on information from the navigation device. In this way, based on information from the navigation device (for example, current position information and map information), the distance to the next curve, the radius of curvature of the traveling road, the downward slope of the traveling road, the distance to the next intersection Etc. can be determined with high accuracy.

  Furthermore, as in claim 9, in a system including distance detection means for detecting the distance to the vehicle or obstacle ahead, the road condition may be determined based on information from the distance detection means. In this way, it is possible to accurately determine the distance to the vehicle or obstacle ahead based on information from the distance detection means.

  Further, as in claim 10, road conditions are determined based on information transmitted from an external communication device (for example, a communication device installed on a traveling road or a communication device installed on a predetermined base station). You may do it. Even in this way, the road condition can be determined.

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 showing the flow of processing of the condition change routine.

Hereinafter, an embodiment embodying a mode for carrying out the present invention 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. Furthermore, a navigation device 34 for guiding the travel route of the vehicle and a distance sensor 35 (distance detection means) for detecting the distance to the vehicle or obstacle ahead are mounted. As the distance sensor 35, for example, a laser radar sensor that detects a distance using a millimeter wave laser is used. In place of the laser radar sensor, a distance sensor that detects a distance using radio waves, sound waves, or the like may be used.

  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.

  Further, the ECU 30 functions as an output control means by executing an output restriction control routine (not shown). Based on output signals from the accelerator sensor 31 and the brake switch 32, both the accelerator and the brake are depressed (accelerator operation). When it is determined that both the brake 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.

  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 or not the following conditions (a) to (c) 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.
(c) The brake is OFF or the brake ON duration is equal to or shorter than the predetermined time T1 Here, the predetermined value A1 of the condition (b) may be a preset fixed value or may be in accordance with the vehicle speed. May be set.

  When it is determined that the above three conditions (a) to (c) are all satisfied, that is, it is determined that the vehicle speed is equal to or greater than the predetermined value V1, and the actual accelerator opening is greater than the predetermined value A1. When it is determined that the vehicle is large (the accelerator is depressed) and the brake is OFF or the brake ON duration is determined to be less than or equal to the predetermined time T1, at that time t1 (see FIG. 3) , Transition to 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 condition (d) is satisfied.
(d) The brake-on and brake-on duration is equal to or longer than the predetermined delay time T2. Here, the delay time T2 under the condition (d) is determined according to the road condition by the condition changing routine shown in FIG. Is set.

  When it is determined that the condition (d) is satisfied, that is, the brake is ON (the brake is depressed) and the duration of the brake ON is longer than the delay time T2 (the brake is determined to be depressed). If it is determined that the delay time T2 or more has elapsed since then, at the time t2 (see FIG. 3), the mode shifts to the limit control mode (Mode 3) and the output limit control is executed. As a result, there is an appropriate delay time T2 from when it is determined that both the accelerator and the brake are depressed (when both the accelerator operation and the brake operation are detected) until the output limiting control is started. Can be made.

On the other hand, when it is determined that the condition (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 condition (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).

  Further, when executing the output restriction control (accelerator opening restriction control), the previous control accelerator opening (the initial value is actual value) is repeated every predetermined calculation period until the control accelerator opening is reduced to the limit value. The control accelerator opening is reduced to the limit value by repeating the process of subtracting the subtraction amount ΔAc from the accelerator opening) to obtain the current control accelerator opening. In this case, the decrease rate of the control accelerator opening changes according to the subtraction amount ΔAc per predetermined time of the control accelerator opening, and the decrease rate of the engine output changes. This subtraction amount ΔAc is set according to the road condition by a condition change routine of FIG. 4 described later.

  Further, the ECU 30 functions as a brake assist control unit that executes brake assist control for forcibly increasing the braking force during execution of the output restriction control. The amount of increase in brake force (brake assist force Br) by this brake assist control is set according to the road condition by a condition change routine of FIG.

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 a 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) Brake-on and brake-on duration is longer than T4

  When it is determined that the above condition (j) is satisfied, that is, the brake is ON (the brake is depressed) during execution of the accelerator opening return control, and the brake ON duration is equal to or longer than the predetermined time T4. When it is determined that the predetermined time T4 or more has elapsed since it was determined that the brake was depressed, at that time, the control returns to the limit control mode (Mode 3) and 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).

  By the above processing, the brake is depressed and both the accelerator and the brake are depressed at the same time as the accelerator is depressed or after the accelerator is depressed (the brake operation is detected at the same time as the accelerator operation or after the accelerator operation and the accelerator operation is detected). And the brake operation are detected), the output restriction control for restricting the output of the engine 11 is executed by executing the accelerator opening restriction control for restricting the control accelerator opening.

  By the way, both the accelerator and the brake are depressed when there is a road situation where it is necessary to decelerate quickly, for example, when the distance to the vehicle ahead is short or the distance to the curve is short. In such a case, if the output restriction control is executed at the same timing as normal, there is a possibility that the vehicle cannot be sufficiently decelerated. Therefore, it is necessary to execute the output restriction control promptly to ensure safety.

  Therefore, the ECU 30 executes a condition change routine shown in FIG. 4 to be described later, thereby determining the situation of the road on which the vehicle is traveling (hereinafter simply referred to as “road situation”) based on information from the distance sensor 35 and the navigation device 34. Then, the execution condition and control condition of the output restriction control are changed according to the road condition.

  Specifically, as the road condition, the distance to the vehicle or obstacle ahead, the distance to the next curve, the radius of curvature of the traveling road, the downward slope of the traveling road, the distance to the next intersection, and the like are determined. When the distance to the vehicle or obstacle ahead is determined to be less than or equal to a predetermined value, when the distance to the next curve is determined to be less than or equal to the predetermined value, the curvature radius of the traveling road is determined to be less than or equal to the predetermined value. If the road slope is determined to be greater than or equal to a predetermined value, or if the distance to the next intersection is determined to be less than or equal to a predetermined value, the road must be decelerated quickly. The control condition is changed so that the deceleration of the vehicle during the output limit control is increased and the execution condition of the output limit control is changed so that the output limit control is executed earlier than usual. change.

  In the present embodiment, as a change in the execution condition of the output restriction control, the output restriction control is executed after both the accelerator and the brake are depressed (both accelerator operation and brake operation are detected). By shortening the delay time T2 until the output limit control is performed earlier than usual.

  Further, as a change in the control conditions, the control accelerator opening decrease rate ΔAc (= subtraction amount ΔAc per predetermined time) when executing the output limit control is increased, and the engine output decrease rate by the output limit control is increased. By increasing the speed, the deceleration of the vehicle that is executing the output restriction control is increased, and the increase amount of the brake force (brake assist force Br) by the brake assist control is increased, so that the vehicle that is executing the output restriction control is increased. Increase the deceleration of.

Hereinafter, the processing content of the condition change routine of FIG. 4 executed by the ECU 30 will be described.
The condition change routine shown in FIG. 4 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 road condition determination means and condition change means in the claims. . When this routine is started, first, in step 101, road conditions are acquired. Specifically, the distance to the vehicle or obstacle ahead is detected based on the output signal of the distance sensor 35, and the following is performed based on information from the navigation device 34 (for example, current position information and map information). The distance to the curve, the radius of curvature of the traveling road, the downward slope of the traveling road, and the distance to the next intersection are calculated.

  Thereafter, the process proceeds to step 102, where it is determined whether or not the distance to the vehicle or obstacle ahead is equal to or less than a predetermined value L1. The predetermined value L1 may be a fixed value set in advance or may be set according to the vehicle speed. Or you may make it set according to the relative speed with the vehicle ahead.

  If it is determined in step 102 that the distance to the vehicle or obstacle ahead is less than or equal to the predetermined value L1, it is determined that the road condition needs to be promptly decelerated, and the process proceeds to step 107. The delay time T2 is set to the shortest setting value a1 among the six setting values a1 to a6 (a1 <a2 <a3 <a4 <a5 <a6). Further, the decrease rate ΔAc of the control accelerator opening (= subtraction amount ΔAc per predetermined time) is set to the largest setting value b1 among the six setting values b1 to b6 (b1> b2> b3> b4> b5> b6). Set to. Further, the brake assist force Br is set to the largest set value c1 among the six set values c1 to c6 (c1> c2> c3> c4> c5> c6).

Delay time T2 = a1
Decrease rate of control accelerator opening ΔAc = b1
Brake assist force Br = c1

  On the other hand, if it is determined in step 102 that the distance to the vehicle or obstacle ahead is longer than the predetermined value L1, the process proceeds to step 103, and is the distance to the next curve equal to or less than the predetermined value L2? Determine whether or not. The predetermined value L2 may be a fixed value set in advance or may be set according to the vehicle speed.

  If it is determined in step 103 that the distance to the next curve is equal to or smaller than the predetermined value L2, it is determined that the road condition needs to be promptly decelerated, and the routine proceeds to step 108, where the delay time T2 is reached. Is set to the second shortest set value a2 among the six set values a1 to a6. Further, the control accelerator opening decrease rate ΔAc is set to the second largest set value b2 among the six set values b1 to b6. Further, the brake assist force Br is set to the second largest setting value c2 among the six setting values c1 to c6.

Delay time T2 = a2
Decrease rate of accelerator opening for control ΔAc = b2
Brake assist force Br = c2

  On the other hand, if it is determined in step 103 that the distance to the next curve is longer than the predetermined value L2, the process proceeds to step 104, and it is determined whether or not the radius of curvature of the traveling road is equal to or less than the predetermined value R. To do. The predetermined value R may be a preset fixed value or may be set according to the vehicle speed.

  If it is determined in step 104 that the radius of curvature of the traveling road is equal to or less than the predetermined value R, it is determined that the road condition needs to be promptly decelerated, and the routine proceeds to step 109, where the delay time T2 is set. Of the six set values a1 to a6, the third shortest set value a3 is set. Further, the control accelerator opening decrease rate ΔAc is set to the third largest set value b3 among the six set values b1 to b6. Further, the brake assist force Br is set to the third largest set value c3 among the six set values c1 to c6.

Delay time T2 = a3
Decrease rate of accelerator opening for control ΔAc = b3
Brake assist force Br = c3

  On the other hand, if it is determined in step 104 that the radius of curvature of the traveling road is larger than the predetermined value R, the process proceeds to step 105, and it is determined whether or not the descending slope of the traveling road is greater than or equal to the predetermined value θ. . This predetermined value θ may be a preset fixed value or may be set according to the vehicle speed.

  If it is determined in step 105 that the downhill slope of the traveling road is equal to or greater than the predetermined value θ, it is determined that the road condition needs to be promptly decelerated, and the process proceeds to step 110, where the delay time T2 is set. The set value a4, which is the fourth shortest among the six set values a1 to a6, is set. Further, the control accelerator opening decrease rate ΔAc is set to the fourth largest set value b4 among the six set values b1 to b6. Further, the brake assist force Br is set to the fourth largest setting value c4 among the six setting values c1 to c6.

Delay time T2 = a4
Decrease rate of control accelerator opening ΔAc = b4
Brake assist force Br = c4

  On the other hand, if it is determined in step 105 that the downhill slope of the traveling road is smaller than the predetermined value θ, the process proceeds to step 106 to determine whether or not the distance to the next intersection is equal to or smaller than the predetermined value L3. To do. The predetermined value L3 may be a fixed value set in advance or may be set according to the vehicle speed.

  If it is determined in step 106 that the distance to the next intersection is less than or equal to the predetermined value L3, it is determined that the road condition needs to be promptly decelerated, the process proceeds to step 111, and the delay time T2 Is set to the fifth shortest set value a5 among the six set values a1 to a6. Further, the control accelerator opening decrease rate ΔAc is set to the fifth largest set value b5 among the six set values b1 to b6. Further, the brake assist force Br is set to the fifth largest setting value c5 among the six setting values c1 to c6.

Delay time T2 = a5
Decrease rate of control accelerator opening ΔAc = b5
Brake assist force Br = c5

  On the other hand, if it is determined in step 106 that the distance to the next intersection is longer than the predetermined value L3, that is, if all the determinations in steps 102 to 106 are "No", the process proceeds to step 112. The delay time T2 is set to the longest set value a6 (normal value) among the six set values a1 to a6. Further, the control accelerator opening decrease rate ΔAc is set to the smallest set value b6 (normal value) among the six set values b1 to b6. Further, the brake assist force Br is set to the smallest setting value c6 (normal value) among the six setting values c1 to c6.

Delay time T2 = a6
Decrease rate of control accelerator opening ΔAc = b6
Brake assist force Br = c6

  In the present embodiment described above, when the accelerator and the brake are both depressed (a state where both the accelerator operation and the brake operation are detected), the output restriction control that restricts the output of the engine 11 is executed. In the vehicle, the road condition is determined based on the information from the distance sensor 35 and the navigation device 34, and the execution condition and the control condition of the output restriction control are changed according to the road condition. When both the operations are detected, the output restriction control can be executed under appropriate conditions according to the road condition at that time, and safety can be improved.

  Further, in this embodiment, as the road condition, the distance to the vehicle or obstacle ahead, the distance to the next curve, the radius of curvature of the traveling road, the downward slope of the traveling road, the distance to the next intersection, etc. are determined. When the distance to the vehicle or obstacle ahead is determined to be less than or equal to a predetermined value, when the distance to the next curve is determined to be less than or equal to the predetermined value, or when the radius of curvature of the traveling road is determined to be less than or equal to the predetermined value If the road slope is determined to be greater than or equal to a predetermined value, or if the distance to the next intersection is determined to be less than or equal to the predetermined value, the road condition needs to be quickly decelerated. The control condition is changed so that the deceleration of the vehicle during the output limit control is increased and the execution condition of the output limit control is changed so that the output limit control is executed earlier than usual. So that Output limit control can be executed earlier than usual, and the deceleration of the vehicle during the output limit control can be increased. The vehicle can be decelerated quickly. .

  In the above embodiment, the road condition is determined based on information from the distance sensor 35 and the navigation device 34. However, the present invention is not limited to this, and an external communication device (for example, a communication device installed on a traveling road) is used. The road condition may be determined based on information transmitted from a device or a communication device installed in a predetermined base station.

  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.

  In the above embodiment, the present invention is applied to a vehicle using only an engine as a drive source. However, the present invention is not limited to this, and an electric vehicle using only a motor as a drive source or a hybrid using both an engine and a motor as a drive source. The present invention can also be applied to a car.

  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, road condition determination means, condition change means) , Brake assist control means), 31 ... accelerator sensor (accelerator operation detection means), 32 ... brake switch (brake operation detection means), 33 ... vehicle speed sensor, 34 ... navigation device, 35 ... distance sensor (distance detection means).

Claims (10)

In a vehicle control device equipped with at least one of an engine and a motor as a vehicle drive source,
An accelerator operation detecting means for detecting an accelerator operation;
Brake operation detecting means for detecting the brake operation;
Output control means for executing output restriction control for restricting the output of the drive source when both the accelerator operation and the brake operation are detected; and
Road condition determination means for determining the condition of the road on which the vehicle is traveling (hereinafter simply referred to as “road condition”);
A vehicle control apparatus comprising: condition changing means for changing an execution condition of the output restriction control according to the road condition determined by the road condition determining means.   The road condition determination means includes, as the road condition, a distance to a preceding vehicle or obstacle, a distance to the next curve, a radius of curvature of the traveling road, a downward slope of the traveling road, and a distance to the next intersection. The vehicle control device according to claim 1, wherein at least one is determined.   The condition changing means is characterized in that, by the road condition judging means, the distance to the vehicle or obstacle ahead is a predetermined value or less, the distance to the next curve is a predetermined value or less, the radius of curvature of the traveling road is a predetermined value or less, and the traveling road The output restriction control is executed earlier than usual when it is determined that at least one of the descending slope of the vehicle is equal to or greater than a predetermined value and the distance to the next intersection is equal to or less than the predetermined value is established. The vehicle control device according to claim 2, wherein an execution condition of the output restriction control is changed.   The condition changing means shortens a delay time from when both the accelerator operation and the brake operation are detected until the output limit control is executed as a change of the execution condition of the output limit control. The vehicle control device according to claim 3, wherein the output restriction control is executed earlier than usual.   The condition changing means is characterized in that, by the road condition judging means, the distance to the vehicle or obstacle ahead is a predetermined value or less, the distance to the next curve is a predetermined value or less, the radius of curvature of the traveling road is a predetermined value or less, and the traveling road When it is determined that at least one of the descending slope is equal to or greater than a predetermined value and the distance to the next intersection is equal to or less than the predetermined value, the deceleration of the vehicle during execution of the output restriction control is increased. 5. The vehicle control device according to claim 2, further comprising means for changing the control condition as described above.   The condition changing means increases the deceleration of the vehicle during execution of the output restriction control by increasing the output reduction speed by the output restriction control as the change of the control condition. The vehicle control device according to claim 5. Brake assist control means for executing brake assist control for forcibly increasing the braking force during execution of the output restriction control,
The condition changing means increases the deceleration of the vehicle during the execution of the output restriction control by increasing the amount of increase in braking force by the brake assist control as the change of the control condition. Item 7. The vehicle control device according to Item 5 or 6. A navigation device for guiding the travel route of the vehicle,
The vehicle control device according to claim 1, wherein the road condition determination unit determines the road condition based on information from the navigation device. Provided with a distance detection means for detecting the distance to the vehicle or obstacle ahead,
The vehicle control apparatus according to claim 1, wherein the road condition determination unit determines the road condition based on information from the distance detection unit.   The vehicle control apparatus according to claim 1, wherein the road condition determination unit determines the road condition based on information transmitted from an external communication device.

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