JP2013130164A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicle which can decrease a temperature of a lubricating oil without causing a reduction in drivability.SOLUTION: An engine control device 70 includes: an outdoor air temperature obtaining part 71 that obtains an outdoor air temperature for estimating an oil temperature of the lubricating oil which circulates in an engine; a limiting control determination part 72 that sets a target limiting speed according to the outdoor air temperature, and determines whether limiting control of driving force is performed on the basis of the target limiting speed, a vehicle speed, required driving force, and a driving force limiting value; a driving-force limiting value calculation part 74 that calculates the driving force limiting value for limiting the driving force of the vehicle, on the basis of the outdoor air temperature and whether the limiting control of driving force is performed; and a driving force control part 75 that controls the driving force of the vehicle using the driving force limiting value.

Description

  The present invention relates to a vehicle control device.

  Conventionally, for example, a maximum speed control mechanism that limits the maximum vehicle speed of a vehicle is known as a vehicle control device (see, for example, Patent Document 1).

  Patent Document 1 discloses an oil temperature detecting means for detecting the lubricating oil temperature of an engine, a maximum moving speed setting device for setting a maximum moving speed, and shift control of the continuously variable transmission based on an operation amount of a shift pedal. And a speed change actuator that controls the engine speed by operating the accelerator lever, and when the engine lubricating oil temperature is equal to or higher than a predetermined value, the speed change actuator sets the maximum travel speed of the vehicle to the maximum travel speed setting device. The value is limited to a value lower than the maximum movement speed set by. As a result, the thing of patent document 1 can reduce the lubricating oil temperature of an engine.

JP 2010-216563 A

  However, in the thing of the patent document 1 as mentioned above, since it becomes the structure which restrict | limits the maximum moving speed uniformly irrespective of the load state of a vehicle, it drive | works on the downhill road where a vehicle will be in a low load state. When the user depresses the accelerator pedal, the vehicle speed may be limited at the same maximum traveling speed as the uphill road where the vehicle is in a high load condition, and an unnecessary vehicle speed limit is activated in a low load condition on the downhill road. As a result, there is a problem that drivability may be deteriorated such that the driver feels uncomfortable.

  The present invention has been made to solve the above-described conventional problems, and an object of the present invention is to provide a vehicle control device capable of lowering the lubricating oil temperature without causing a decrease in drivability. To do.

  To achieve the above object, a vehicle control apparatus according to the present invention controls (1) lubricating oil temperature acquisition means for acquiring the temperature of lubricating oil supplied to a lubricating part of the internal combustion engine, and driving force of the internal combustion engine. Driving force control means for controlling, vehicle speed limit value setting means for setting a vehicle speed limit value for limiting the vehicle speed, and driving force limit value setting means for setting a driving force limit value for limiting the driving force of the internal combustion engine The vehicle speed limit value setting means includes a temperature of the lubricant as a vehicle speed limit value at a high oil temperature at which the temperature of the lubricant is equal to or higher than a predetermined temperature threshold, and the temperature of the lubricant is less than the temperature threshold. A vehicle speed limit value at high oil temperature that is smaller than a vehicle speed limit value at low oil temperature is set, and the driving force limit value setting means sets the driving force limit value at the high oil temperature as the driving force limit value at the low oil temperature. Set a driving force limit value at high oil temperature that is smaller than the force limit value. The driving force control means is configured so that the vehicle speed exceeds the high oil temperature vehicle speed limit value on condition that the driving force of the internal combustion engine is equal to or higher than the high oil temperature driving force limit value at the high oil temperature. The driving force of the internal combustion engine is controlled so that the driving force of the internal combustion engine is less than the driving force limit value at the time of high oil temperature. The driving force of the internal combustion engine is controlled so as not to exceed the limit value.

  With this configuration, when the driver greatly depresses the accelerator pedal on an uphill road at high oil temperature, the vehicle is in a high load state, so the driving force of the internal combustion engine exceeds the driving force limit value at high oil temperature. The vehicle speed is controlled so as not to exceed the vehicle speed limit value at the time of high oil temperature. In addition, when the driver depresses the accelerator pedal greatly on a downhill road at high oil temperature, the vehicle does not enter a high load state, so the driving force of the internal combustion engine becomes less than the driving force limit value at high oil temperature, The driving force of the internal combustion engine is controlled so as not to exceed the driving force limit value at the time of high oil temperature.

  As a result, the vehicle control apparatus according to the present invention can reduce the lubricating oil temperature by controlling the vehicle speed by the vehicle speed limit value at the time of high oil temperature on the uphill road, and by the driving force limit value at the time of high oil temperature on the downhill road. Lubricating oil temperature can be lowered by controlling the driving force, and it is possible to prevent the driver from feeling uncomfortable because the vehicle speed is not controlled as in the uphill road.

  Therefore, the vehicle control apparatus according to the present invention can reduce the lubricating oil temperature without degrading drivability.

  In the vehicle control device according to (1) above, (2) the oil temperature acquisition unit is connected to an oil temperature sensor that detects the temperature of the lubricating oil and acquires the temperature of the lubricating oil or the vehicle It is connected to an outside air temperature sensor that detects an outside air temperature, and executes one of the processes of estimating the outside air temperature and acquiring the temperature of the lubricating oil.

  With this configuration, the oil temperature acquisition unit can acquire the estimated temperature of the lubricating oil or the temperature of the lubricating oil from the oil temperature sensor or the outside air temperature sensor.

  ADVANTAGE OF THE INVENTION According to this invention, the control apparatus of the vehicle which can reduce lubricating oil temperature without causing the fall of drivability can be provided.

It is a schematic block diagram which shows the structure of the engine in the 1st Embodiment of this invention, and its periphery. It is a functional block diagram of the engine control apparatus in the 1st Embodiment of this invention. It is a main flowchart of operation | movement description of the engine control apparatus in the 1st Embodiment of this invention. It is a flowchart which concerns on the determination process of the external temperature of the engine control apparatus in the 1st Embodiment of this invention. It is a flowchart which concerns on the determination process of the restriction | limiting control execution of the engine control apparatus in the 1st Embodiment of this invention. It is a flowchart which concerns on the calculation process of the driving force limiting value of the engine control apparatus in the 1st Embodiment of this invention. It is explanatory drawing of a driving force restriction | limiting and a vehicle speed restriction | limiting in the engine control apparatus in the 1st Embodiment of this invention. It is a functional block diagram of the engine control apparatus in the 2nd Embodiment of this invention. It is a flowchart which concerns on the determination process in the oil temperature sensor of the engine control apparatus in the 2nd Embodiment of this invention. It is a functional block diagram of the engine control apparatus in the 3rd Embodiment of this invention. It is a flowchart which concerns on the determination process in the oil temperature estimated value of the engine control apparatus in the 3rd Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
First, a vehicle control apparatus according to the present embodiment will be described with reference to FIGS.

  As shown in FIG. 1, an engine 2 mounted on a vehicle 1 and constituting an internal combustion engine has an engine main body portion 3, a fuel supply portion 4, and an intake portion 5.

  The engine body 3 includes a cylinder block 13 fixed to the vehicle body via an engine mount (not shown), a cylinder head 15 fixed to one side of the cylinder block 13, a head cover 18 fixed to the cylinder head 15, a cylinder A crankcase 19 fixed to the other side of the block 13 and an oil pan 20 that is fixed to the crankcase 19 and stores lubricating oil supplied to a lubricating portion in the engine 2 are provided.

  The cylinder block 13 is formed with a water jacket 14 through which cooling water flows, and the water jacket 14 cools the cylinder block 13 by heat exchange with the cooling water.

  An intake port 16 and an exhaust port 17 are formed in the cylinder head 15. A cylinder 22 is formed by the cylinder head 15 and the cylinder block 13. An exhaust pipe 38 is connected to the exhaust port 17. The exhaust pipe 38 is configured to discharge exhaust gas generated in the engine body 3 to the outside of the vehicle.

  The engine body 3 has a cylindrical piston 23 accommodated in the cylinder block 13 so as to be slidable in the axial direction of the cylinder 22. The cylinder block 13, the cylinder head 15, and the piston 23 Thus, a pent roof type combustion chamber 24 is formed.

  A plurality of piston ring grooves are formed in the side surface portion of the piston 23, and a piston ring that contacts the inner peripheral surface of the cylinder block 13 is fitted in each piston ring groove. Since the piston 23 slides with the piston ring in contact with the inner peripheral surface of the cylinder block 13, the piston 23 slides in the axial direction inside the cylinder 22 while keeping the combustion chamber 24 substantially airtight. Yes.

  The engine body 3 includes a crankshaft 26 that is housed in the crankcase 19 and forms the output shaft of the engine 2, and a connecting rod 27 that connects the piston 23 and the crankshaft 26. These reciprocating motions are converted into rotational motions of the crankshaft 26 via the connecting rod 27.

  The engine body 3 further includes a valve mechanism 28 fixed to the cylinder head 15, an ignition device 35 fixed to the head cover 18, and an injector 37 installed in the vicinity of the cylinder head 15.

  The valve mechanism 28 is constituted by a variable valve mechanism that optimally controls the opening and closing timings of the intake valve 29 and the exhaust valve 30 in accordance with the traveling state of the vehicle 1. Further, the valve mechanism 28 includes a rocker arm type intake valve 29 and an exhaust valve 30, and an intake cam shaft 32 and an exhaust cam shaft 33 that are rotatably supported. The rotation of the shaft 33 is converted into a reciprocating motion of the intake valve 29 and the exhaust valve 30 via a rocker arm. Therefore, the valve mechanism 28 reciprocates the intake valve 29 and the exhaust valve 30 to optimize the communication state between the intake port 16 and the exhaust port 17 and the combustion chamber 24 according to the traveling state of the vehicle 1. It is designed to switch at a proper opening / closing timing.

  The intake camshaft 32 and the exhaust camshaft 33 are rotatably supported by a camshaft housing (not shown) fixed to the cylinder head 15 and rotate in conjunction with the crankshaft 26 via a timing chain (not shown). It has become. The intake camshaft 32 and the exhaust camshaft 33 each have a cam that abuts against a rocker arm corresponding to each of the intake valve 29 and the exhaust valve 30, and each rocker for each predetermined rotation angle of these cams. The arm is pushed down.

  The piston 23, the crankshaft 26, the connecting rod 27, and the valve mechanism 28 described above are lubricated and cooled by lubricating oil pumped from the oil pan 20 and circulated by a trochoid oil pump (not shown). .

  The ignition device 35 has an ignition plug 36 formed by a center electrode and a ground electrode, and a part of the ignition device 36 protrudes into the combustion chamber 24. The ignition control device 35 controls the current supplied to the ignition coil by an engine control device 70 described later. The fuel / air mixture sucked into the combustion chamber 24 is ignited at an optimal timing.

  The injector 37 is configured by a port injection type fuel injection device, and includes a fuel injection portion in which fine fuel injection holes are formed and a part thereof is exposed in the intake port 16, and an electromagnetic valve controlled by the engine control device 70. And a drive unit that switches between opening and closing of the fuel injection hole, and fuel pressurized to a predetermined pressure by a fuel pump 42 described later is supplied. The injector 37 opens a fuel injection hole when the solenoid valve is energized, and injects pressurized fuel into the intake port 16 in a mist form. On the other hand, the injector 37 closes the fuel injection hole and does not inject fuel when the solenoid valve is in a non-energized state.

  The fuel supply unit 4 includes an iron or resin fuel tank 41 that has been rust-proofed inside, and a circumferential flow type fuel pump 42 that is housed in the fuel tank 41. Thus, the fuel pressurized to a predetermined pressure is supplied to the injector 37 via a fuel delivery pipe (not shown).

  The intake section 5 includes an intake pipe 51 connected to the cylinder head 15 on one end side, a one-valve throttle valve 52 provided in the intake pipe 51, and an electronically controlled motor controlled by the engine control device 70. The throttle actuator 53 is configured to introduce air into the engine body 3.

  The throttle valve 52 has a disc-shaped valve body and a valve shaft fixed to the valve body. When the valve shaft is rotated by the throttle actuator 53, the valve body is rotated, and the intake pipe The flow path cross-sectional area of the air in 51 is changed. As a result, the throttle valve 52 adjusts the flow rate of air introduced into the engine body 3. The throttle valve 52 and the throttle actuator 53 constitute driving force control means according to the present invention.

  The vehicle 1 further includes an engine control device 70 constituting the vehicle control device according to the present invention. The engine control device 70 is configured by a known ECU (Electronic Control Unit), and the engine control device 70 executes control of the magnitude of torque output from the engine 2 and various controls described later. ing.

  The engine control device 70 includes a CPU (Central Processing Unit) 70a, a ROM (Read Only Memory) 70b, a RAM (Random Access Memory) 70c, a flash memory 70d, and an input port 70e that are connected to each other via a bidirectional bus 70g. And a microcomputer provided with an output port 70f and the like. The CPU 70a performs output control of the engine 2 by performing signal processing according to programs and maps stored in advance in the ROM 70b and data stored in the flash memory 70d while using the temporary storage function of the RAM 70c. It has become. A signal output from the output port 70f is transmitted to the throttle actuator 53 and the like via an A / D converter (not shown).

  The engine control device 70 controls the opening degree of the throttle valve 52, the fuel injection amount and timing in the injector 37, the ignition timing in the spark plug 36, and the like based on signals input from the sensors. .

  The vehicle 1 further includes an outside air temperature sensor 61, an accelerator opening sensor 62, a vehicle speed sensor 63, a coolant temperature sensor 64, an engine speed sensor 65, and a throttle opening sensor 66.

  The outside air temperature sensor 61 detects the outside air temperature of the vehicle 1 and outputs a signal representing the outside air temperature to the engine control device 70.

  The accelerator opening sensor 62 is composed of, for example, an electronic position sensor using a hall element, and when the accelerator pedal is operated by the driver, an accelerator opening signal indicating the accelerator opening indicating the position of the accelerator pedal. Is output to the engine control device 70. The engine control device 70 controls the opening degree of the throttle valve 52, the timing of fuel injection in the injector 37, and the ignition timing in the spark plug 36 so that the engine 2 generates torque according to the accelerator opening degree. .

  The vehicle speed sensor 63 outputs a signal representing the number of rotations of the output shaft as a vehicle speed signal to the engine control device 70, and the engine control device 70 calculates the vehicle speed based on this signal. .

  The cooling water temperature sensor 64 is constituted by, for example, a thermistor whose resistance value changes according to temperature. Therefore, the cooling water temperature sensor 64 changes the resistance value of the thermistor according to the cooling water temperature of the engine 2 and, as a result, outputs a voltage that changes according to the cooling water temperature to the engine control device 70 as a signal representing the cooling water temperature. It is like that. The engine control device 70 detects the cooling water temperature based on the magnitude of the voltage acquired from the cooling water temperature sensor 64. The cooling water temperature sensor 64 is attached to the outer wall surface of the cylinder block 13 so as to detect the temperature of the cooling water flowing through the water jacket 14.

  An engine speed sensor 65 that detects the engine speed of the engine 2 detects the engine speed of the engine 2 based on the rotation of the crankshaft 26.

  The throttle opening sensor 66 is constituted by, for example, a Hall element that can obtain an output voltage corresponding to the throttle opening of the throttle valve 52, and outputs a signal representing the throttle opening of the throttle valve 52 to the engine control device 70. It is like that.

  Although not shown, the vehicle 1 includes a transmission control device that controls the gear position of the automatic transmission according to the vehicle speed and the accelerator opening, and the engine control device 70 is connected via an in-vehicle LAN line. A signal representing the current gear position is acquired from the transmission control device.

  Next, the configuration of the engine control device 70 in the present embodiment will be described with reference to FIG. 2 which is a functional block diagram of the engine control device 70.

  As shown in FIG. 2, the engine control device 70 includes an outside air temperature acquisition unit 71, a restriction control determination unit 72, a data storage unit 73, a driving force limit value calculation unit 74, and a driving force control unit 75. doing.

  The outside air temperature acquisition unit 71 receives an outside air temperature signal representing the outside air temperature from the outside air temperature sensor 61 and inputs a vehicle speed signal from the vehicle speed sensor 63. The outside air temperature acquisition unit 71 stores predetermined outside air temperature oil temperature data indicating the relationship between the temperature of lubricating oil circulating in the engine 2 (hereinafter simply referred to as “oil temperature”) and the outside air temperature. Yes. The outside air temperature oil temperature data includes outside air temperature threshold data corresponding to a predetermined oil temperature threshold based on the guaranteed temperature of the oil temperature.

  Further, the outside air temperature acquisition unit 71 can acquire the oil temperature based on the outside air temperature oil temperature data, the outside air temperature, and the vehicle speed data. That is, the outside air temperature acquisition unit 71 constitutes a lubricating oil temperature acquisition unit according to the present invention.

  Furthermore, the outside air temperature acquisition unit 71 is configured to determine whether or not the outside air temperature has exceeded the outside air temperature threshold. If the outside air temperature is equal to or greater than the outside air temperature threshold, a high outside air temperature determination flag indicating that fact is displayed. When the outside air temperature is lower than the outside air temperature threshold, the high outside air temperature determination flag is set off.

  Here, the outside air temperature acquisition unit 71 refers to the vehicle speed data only when the vehicle 1 is traveling at a predetermined vehicle speed or higher so that the measurement value of the outside air temperature sensor 61 is not affected by the radiant heat. This is because the outside air temperature acquisition unit 71 refers to the outside air temperature data. For example, when the outside air temperature sensor 61 is exposed to water, the measured value of the outside air temperature becomes inaccurate. Therefore, the outside air temperature acquisition unit 71 is in a predetermined state that the outside air temperature exceeds the outside air temperature threshold. The high outside air temperature determination flag is set to ON or OFF after the time has elapsed.

  The restriction control determination unit 72 receives an accelerator opening signal from the accelerator opening sensor 62, and obtains the driver's required driving force based on the accelerator opening signal. Further, the limit control determination unit 72 sets a target limit speed according to the state of the high outside air temperature determination flag, and the target limit speed, the vehicle speed, the requested driving force, and the driving force fed back from the driving force limit value calculating unit 74 It is determined whether or not to perform control (hereinafter referred to as “limit control”) for limiting the driving force based on the limit value. Further, when it is determined that the driving force limiting control is to be executed, the limiting control determination unit 72 sets the limiting control execution flag to ON, and when it is determined not to execute the driving force limiting control, the limiting control execution flag is turned OFF. Is set to. The limit control determination unit 72 constitutes a vehicle speed limit value setting unit according to the present invention.

  The data storage unit 73 stores determination value data used by the limit control determination unit 72 for determination, data used by the driving force limit value calculation unit 74 for calculation of the driving force limit value, and the like. The data stored in the data storage unit 73 is data obtained in advance by experiments, simulations, or the like.

  The driving force limit value calculation unit 74 calculates a driving force limit value for limiting the driving force of the vehicle 1 based on the vehicle speed, the high outside air temperature determination flag, and the limit control execution flag. In addition, the driving force limit value calculation unit 74 calculates the lower limit value of the driving force in each case where the high outside air temperature determination flag is on or off. Further, the driving force limit value calculation unit 74 feeds back the calculated driving force limit value to the limit control determination unit 72. The driving force limit value calculation unit 74 constitutes a driving force limit value setting unit according to the present invention.

  The driving force control unit 75 controls the driving force of the vehicle 1 by controlling the throttle actuator 53 using the driving force limit value calculated by the driving force limit value calculating unit 74. The driving force control unit 75 constitutes driving force control means according to the present invention.

  Next, the operation will be described.

  As shown in the main flow of FIG. 3, the engine control device 70 sets the driving force limit value to the maximum value of the driving force that can be output by the vehicle 1 (step S1).

  Subsequently, the engine control device 70 performs an outside air temperature determination process (step S10), a limit control execution determination process (step S30), and a driving force limit value calculation process (step S40).

  Thereafter, the engine control device 70 performs a maximum vehicle speed limiting process that is performed in a conventional vehicle (steps S2 to S4).

  Next, the outside air temperature determination process (step S10) will be described with reference to FIG.

  The outside air temperature acquisition unit 71 determines whether or not the outside air temperature detected by the outside air temperature sensor 61 is equal to or greater than the outside air temperature threshold (step S11).

  In step S11, when the outside air temperature is equal to or higher than the outside air temperature threshold, the outside air temperature acquisition unit 71 determines whether or not the vehicle speed detected by the vehicle speed sensor 63 is equal to or higher than a predetermined vehicle speed threshold (step S12). The vehicle speed threshold may be any vehicle speed that can determine whether or not the vehicle 1 is traveling at a predetermined vehicle speed or higher, and is, for example, 50 km / h.

  When it is determined in step S12 that the vehicle speed is equal to or higher than the vehicle speed threshold, the outside air temperature acquisition unit 71 counts up the high outside air temperature continuation time indicating that the outside air temperature continues at the outside air temperature threshold or more (step S12). S13). Here, the high outdoor temperature continuation time is indicated by a time corresponding to the count value.

  On the other hand, if it is determined in step S11 that the outside air temperature is less than the outside air temperature threshold, if it is determined in step S12 that the vehicle speed is less than the vehicle speed threshold, the high outside air temperature duration is cleared (step S14).

  The outside air temperature acquisition unit 71 determines whether or not the outside air temperature is less than the outside air temperature threshold (step S15).

  If it is determined in step S15 that the outside air temperature is less than the outside air temperature threshold, the outside air temperature acquisition unit 71 counts up the low outside air temperature continuation time indicating that the outside air temperature continues below the outside air temperature threshold. (Step S16). Here, the low outside air temperature continuation time is indicated by a time corresponding to the count value.

  On the other hand, when it is determined in step S15 that the outside air temperature is not lower than the outside air temperature threshold, the low outside air temperature duration time is cleared (step S17).

  The outside air temperature acquisition unit 71 determines whether or not the high outside air temperature continuation time is equal to or greater than a threshold A that is a predetermined time threshold (step S18). The flag is set to ON (step S19), and when the high outside air temperature continuation time is less than the threshold value A, the process proceeds to step S20 described later. The “flag” is indicated by “F” in the drawing.

  The outside air temperature acquisition unit 71 determines whether or not the low outside air temperature continuation time is equal to or greater than a threshold B that is a predetermined time threshold (step S20). The flag is set to off (step S21), and the process returns to the main flow. In step S20, when the high outdoor temperature continuation time is less than the threshold value B, the process returns to the main flow.

  Next, the limit control execution determination process (step S30) will be described with reference to FIG.

  The restriction control determination unit 72 determines whether or not the high outside air temperature determination flag is on (step S31).

  If the high outside air temperature determination flag is on in step S31, the restriction control determination unit 72 sets the target limit vehicle speed to a predetermined limit vehicle speed V1 (second vehicle speed limit value) (step S32).

  On the other hand, when the high outside air temperature determination flag is OFF in step S31, the restriction control determination unit 72 sets the target limit vehicle speed to a predetermined limit vehicle speed V2 (third vehicle speed limit value) (step S32). . Here, the limit vehicle speed V1 <the limit vehicle speed V2. The vehicle speed limit is determined for the purpose of protecting tires, automatic transmissions, and the like. For example, the vehicle speed limit V1 is 210 km / h, and the vehicle speed limit V2 is 220 km / h.

  The limit control determination unit 72 determines whether or not the vehicle speed exceeds the target limit vehicle speed (step S34).

  In step S34, when the vehicle speed exceeds the target limit vehicle speed, the limit control determination unit 72 sets the limit control execution flag to ON (step S35) and returns to the main flow.

  On the other hand, if the vehicle speed is equal to or lower than the target limit vehicle speed in step S34, the limit control determination unit 72 determines whether or not the driver's requested driving force exceeds the driving force limit value (step S36).

  If the driver's required driving force exceeds the driving force limit value in step S36, the process returns to the main flow, and if the driver's required driving force does not exceed the driving force limit value, the limit control execution flag is set to OFF. Then (step S37), the process returns to the main flow.

  Next, the driving force limit value calculation process (step S40) will be described.

  The driving force limit value calculation unit 74 determines whether or not the limit control execution flag is on (step S41).

  In step S41, when the restriction control execution flag is on, the driving force restriction value calculation unit 74 determines whether or not the previous restriction control execution flag is on (step S42). Here, the last time refers to a control cycle one control cycle before execution.

  In step S42, when the previous limit control execution flag is on, the driving force limit value calculation unit 74 determines whether or not the vehicle speed exceeds the target limit vehicle speed (step S43).

  In step S43, when the vehicle speed exceeds the target limit vehicle speed, the driving force limit value calculation unit 74 decreases the driving force limit value by a predetermined value (step S45). That is, as shown in [Equation 1], the driving force limit value calculation unit 74 subtracts a predetermined driving force update value ΔPa from the previous driving force limit value to obtain a new driving force limit value. Note that the arrows indicate substitution processing.

[Equation 1]
Driving force limit value ← Previous driving force limit value-ΔPa

  On the other hand, when the vehicle speed does not exceed the target limit vehicle speed in step S43, the driving force limit value calculation unit 74 increases the driving force limit value by a predetermined value (step S46). That is, as shown in [Equation 2], the driving force limit value calculation unit 74 adds a predetermined driving force update value ΔPb to the previous driving force limit value to obtain a new driving force limit value.

[Equation 2]
Driving force limit value ← Previous driving force limit value + ΔPb

  If the previous limit control execution flag is OFF in step S42 described above, the driving force limit value calculation unit 74 determines whether or not the high outside air temperature determination flag is ON (step S44).

  In step S44, when the high outside air temperature determination flag is on (at the time of high oil temperature), as shown in [Equation 3], the driving force limit value calculation unit 74 sets the initial driving force limit value at the high outside temperature. A predetermined driving force limit value P1 (first driving force limit value) is set as a value (step S47).

[Equation 3]
Driving force limit value ← P1

  On the other hand, when the high outside air temperature determination flag is off in step S44 (at the time of low oil temperature), as shown in [Equation 4], the driving force limit value calculating unit 74 sets the driving force limit value at the low outside air temperature. A predetermined driving force limit value P2 (second driving force limit value) is set as an initial value (step S48). The driving force limit value P2 is larger than the driving force limit value P1.

[Equation 4]
Driving force limit value ← P2

  In step S41 described above, when the limit control execution flag is off, the driving force limit value calculation unit 74 ends the limit control (step S49). That is, as shown in [Equation 5], the driving force limit value calculation unit 74 adds a predetermined driving force update value ΔPc to the previous driving force limit value to obtain a new driving force limit value.

[Equation 5]
Driving force limit value ← Previous driving force limit value + ΔPc

  Subsequently, the driving force limit value calculation unit 74 determines whether or not the high outside air temperature determination flag is on (step S50).

  If the high outside air temperature determination flag is on in step S50, the driving force limit value calculation unit 74 performs a lower limit guard process at the time of the high outside air temperature (step S51).

  Specifically, as shown in [Equation 6], the driving force limit value calculating unit 74 calculates the driving force limit value calculated in step S45, S46, S47, or S49 (hereinafter referred to as “first calculated driving force limit value”). Is equal to or greater than the driving force limit value P1, the first calculated driving force limit value is set as a new driving force limit value.

[Equation 6]
When the first calculated driving force limit value ≧ P1:
Driving force limit value ← First calculated driving force limit value

  On the other hand, if the first calculated driving force limit value is less than the driving force limit value P1, as shown in [Equation 7], the driving force limit value calculating unit 74 sets the driving force limit value P1 as a new driving force limit value. Value.

[Equation 7]
When the first calculated driving force limit value <P1:
Driving force limit value ← P1

  That is, in step S51, as shown in [Equation 6] and [Equation 7], the driving force limit value calculation unit 74 has a larger value of the first calculated driving force limit value and the driving force limit value P1. The driving force limit value is updated using this method.

  If the high outside air temperature determination flag is off in step S50, the driving force limit value calculation unit 74 performs a lower limit guard process at the time of low outside air temperature (step S52).

  Specifically, as shown in [Equation 8], the driving force limit value calculator 74 calculates the driving force limit value calculated in step S45, S46, S48, or S49 (hereinafter, “second calculated driving force limit value”). Is equal to or larger than the smaller value (minimum value) of [previous driving force limit value + ΔPb] and driving force limit value P2, the second calculated driving force limit value is set as the driving force limit value. To do.

[Equation 8]
When the second calculated driving force limit value ≧ minimum value (previous driving force limit value + ΔPb, P2):
Driving force limit value ← Second calculated driving force limit value

  On the other hand, if the second calculated driving force limit value is less than the minimum value, as shown in [Equation 9], the driving force limit value calculation unit 74 sets the minimum value as the driving force limit value.

[Equation 9]
When second calculated driving force limit value <minimum value (previous driving force limit value + ΔPb, P2):
Driving force limit value ← Minimum value (previous driving force limit value + ΔPb, P2)

  Here, when the driving force limit value calculation unit 74 selects the minimum value and updates the driving force limit value, it is possible to avoid abruptly changing the driving force limit value to the driving force limit value P2, and the driving force limit value is set. It is preferable because it can be gradually updated.

  The driving force limit value calculation unit 74 calculates the driving force limit value as described above, and outputs the calculated driving force limit value to the driving force control unit 75. The driving force control unit 75 controls the driving force of the vehicle 1 by controlling the throttle actuator 53 according to the driving force limit value calculated by the driving force limit value calculating unit 74.

  Returning to FIG. 3, the engine control device 70 performs a conventional maximum vehicle speed limiting process. That is, the engine control device 70 determines whether or not the vehicle speed exceeds a predetermined maximum vehicle speed Vmax (for example, 250 km / h) (step S2). If the vehicle speed exceeds the maximum vehicle speed Vmax, the driving force is determined. The limit value is decreased by a predetermined value (step S3). If the vehicle speed does not exceed the maximum vehicle speed Vmax, the drive force limit value is increased by a predetermined value (step S4). The maximum vehicle speed Vmax (first vehicle speed limit value) is set by the driving force limit value calculation unit 74 by reading the corresponding data from the data storage unit 73.

  Thereafter, the engine control device 70 returns to step S10 and executes the above-described processing.

  When the engine control device 70 executes the processing described above, the vehicle 1 in the present embodiment is subjected to driving force limitation and vehicle speed limitation as shown in FIG. 7 at high oil temperature and low oil temperature.

  FIG. 7 is a diagram conceptually showing the relationship between the vehicle speed and the driving force limit value in the road gradient of gradient 0 (%), uphill gradient + K1 to + K3 (%), and downhill gradient −K1 to −K3 (%). It is.

  As shown in FIG. 7, conventionally, the restriction is based only on the vehicle speed, and even if the driver depresses the accelerator pedal to the maximum, for example, the restriction is limited only to the maximum restricted vehicle speed Vmax of 250 km / h.

  On the other hand, in the present embodiment, when the driver depresses the accelerator pedal to the maximum at a high oil temperature, the vehicle speed restriction and the driving force restriction are performed as indicated by the thick dotted line, and the vehicle speed and the driving force are changed at each gradient. The force limit value converges to the illustrated circle. In addition, when the driver depresses the accelerator pedal to the maximum at low oil temperature, vehicle speed limitation and driving force limitation are implemented as indicated by the thick solid line, and the vehicle speed and driving force limitation values are indicated by the triangular marks shown in the figure. Converge to.

  Specifically, at the time of high oil temperature, a vehicle speed limit vehicle speed V1 (for example, 210 km / h) at the time of high oil temperature is set (step S32), and an initial driving force limit value P1 is set (step S32). S47). In step S51, the lower limit guard process for the driving force limit value is executed so that the driving force limit value is equal to or greater than P1.

  As a result, when the oil temperature is high, the vehicle speed and the driving force limit value converge at the circles shown in the figure at each gradient, and on the uphill road, the driving force is limited by limiting the vehicle speed. However, on an uphill road where the vehicle speed is relatively small, only the driving force is limited without limiting the vehicle speed. That is, the vehicle speed restriction and the driving force restriction are automatically switched depending on the road gradient. In the illustrated example, on the downhill roads with gradients of −K2 and −K3, the driving force limitation is invalid and only the vehicle speed limitation at the maximum limitation vehicle speed Vmax is performed.

  On the other hand, when the oil temperature is low, the vehicle speed limit vehicle speed V2 (for example, 220 km / h) at the low oil temperature is set (step S33), and the initial driving force limit value P2 is set (step S48). In step S52, the driving force limit value lower limit guard process is executed based on the driving force limit value of [Equation 8] or [Equation 9].

  As a result, at the time of low oil temperature, the vehicle speed and the driving force limit value converge to the triangular marks shown in the respective gradients. Further, in the illustrated example, the driving force limitation is invalidated on the downhill road of −K1 to −K3 when the gradient is 0%, and only the vehicle speed limitation at the maximum vehicle speed Vmax that has been conventionally performed is performed.

  Further, in the present embodiment, at the time of low oil temperature, the setting of the low oil temperature limit vehicle speed V2 that is slower than the maximum limit vehicle speed Vmax and higher than the high oil temperature limit vehicle speed V1 and the high temperature driving force limit value P1. Since the larger driving temperature limit value P2 at low temperature is set, it is possible to suppress the uncomfortable feeling felt by the driver due to the vehicle speed difference due to the restriction control between the high oil temperature and the low oil temperature, and improve drivability. it can.

  In addition, the driving force limit value at the time of high oil temperature is updated by gradually changing the driving force update value ΔPa in step S45. Further, in the present embodiment, the update of the driving force limit value at the time of the low oil temperature is gradually changed by the driving force update value ΔPb in step S46, and [previous driving force limit value + ΔPb] and driving in step S52. The smaller value of the force limit values P2 is set as the driving force limit value.

  As a result, the engine control apparatus 70 in the present embodiment prevents a sudden change in driving force between the driving force limitation at the time of high oil temperature and the driving force limitation at the time of low oil temperature, and improves drivability, Lubricating oil temperature can be lowered.

  As described above, the engine control device 70 according to the present embodiment executes the vehicle speed limiting process on the uphill road where the vehicle 1 is in a high load state and the lubricating oil temperature is likely to be high based on the oil temperature. The driving force limiting process can be executed on a downhill road where 1 is in a low load state and the lubricating oil temperature is unlikely to become high.

  Therefore, engine control device 70 in the present embodiment controls the output based on the oil temperature and the load state of vehicle 1, thereby reducing the lubricating oil temperature without reducing the drivability.

  In the above-described embodiment, the oil temperature of the lubricating oil circulating in the engine 2 has been described. However, the engine control device 70 can also reduce the oil temperature of the lubricating oil of the transmission, for example.

(Second Embodiment)
The engine control device 80 constituting the control device for the vehicle 1 in the present embodiment is obtained by changing a part of the engine control device 70 in the first embodiment. Therefore, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  As shown in FIG. 8, the engine control device 80 in the present embodiment includes an oil temperature acquisition unit 81.

  The oil temperature acquisition unit 81 receives a signal indicating the oil temperature from the oil temperature sensor. The oil temperature sensor is provided in the oil pan 20 shown in FIG. 1, for example, and detects the oil temperature of the lubricating oil accumulated in the oil pan 20. Moreover, the oil temperature acquisition part 81 has memorize | stored the data of an oil temperature threshold value, and acquires whether the oil temperature exceeded the oil temperature threshold value. This oil temperature acquisition part 81 comprises the lubricating oil temperature acquisition means which concerns on this invention.

  Next, the operation of the engine control device 80 in the present embodiment will be described. Here, an operation corresponding to step S10 (see FIG. 3) in the first embodiment will be described, and a description overlapping with that in the first embodiment will be omitted.

  As shown in FIG. 9, the oil temperature acquisition unit 81 determines whether or not the oil temperature is equal to or higher than the oil temperature threshold (step S61).

  In step S61, when the oil temperature is equal to or higher than the oil temperature threshold, the oil temperature acquisition unit 81 turns on the oil temperature determination flag (step S62) and returns to the main flow.

  On the other hand, if the oil temperature is lower than the oil temperature threshold in step S61, the oil temperature acquisition unit 81 turns off the oil temperature determination flag (step S63), and returns to the main flow.

  Hereinafter, in FIGS. 5 and 6 described in the first embodiment, the “high outside air temperature flag” is read as “oil temperature determination flag”.

  As described above, in the control device for the vehicle 1 in the present embodiment, the oil temperature acquisition unit 81 acquires the oil temperature of the lubricating oil by the oil temperature sensor, and controls the output based on the oil temperature and the load state of the vehicle 1. By doing so, the lubricating oil temperature can be lowered without degrading drivability.

(Third embodiment)
The engine control device 90 constituting the control device for the vehicle 1 in the present embodiment is obtained by changing a part of the engine control device 70 in the first embodiment. Therefore, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  As shown in FIG. 10, the engine control device 90 in the present embodiment includes an oil temperature estimated value acquisition unit 91.

  The estimated oil temperature value acquisition unit 91 receives an engine speed signal, a coolant temperature signal, and a throttle opening signal from the engine speed sensor 65, the cooling water temperature sensor 64, and the throttle opening sensor 66 shown in FIG. It is like that.

  Further, the oil temperature estimated value acquisition unit 91 calculates the intake air amount based on, for example, the engine speed signal and the throttle opening signal, calculates the engine load factor from the intake air amount, the engine speed, etc. The estimated oil temperature is obtained by referring to a map or the like from the number, the coolant temperature, and the engine load factor.

  Further, the estimated oil temperature value acquisition unit 91 stores data of the oil temperature threshold value, and acquires whether the estimated oil temperature value exceeds the oil temperature threshold value. This estimated oil temperature acquisition unit 91 constitutes a lubricating oil temperature acquisition unit according to the present invention.

  Next, the operation of the engine control device 90 in the present embodiment will be described. Here, an operation corresponding to step S10 (see FIG. 3) in the first embodiment will be described, and a description overlapping with that in the first embodiment will be omitted.

  As shown in FIG. 11, the estimated oil temperature value acquisition unit 91 receives the engine speed signal, the coolant temperature signal, and the throttle opening signal, and acquires the estimated oil temperature value (step S71).

  Subsequently, the estimated oil temperature value acquisition unit 91 determines whether or not the estimated oil temperature value is equal to or higher than the oil temperature threshold value (step S72).

  In step S72, when the estimated oil temperature value is equal to or higher than the oil temperature threshold value, the estimated oil temperature value acquisition unit 91 turns on the oil temperature determination flag (step S73) and returns to the main flow.

  On the other hand, if the estimated oil temperature value is less than the oil temperature threshold value in step S72, the estimated oil temperature value obtaining unit 91 turns off the oil temperature determination flag (step S74) and returns to the main flow.

  Hereinafter, in FIGS. 5 and 6 described in the first embodiment, the “high outside air temperature flag” is read as “oil temperature determination flag”.

  As described above, in the control device for the vehicle 1 according to the present embodiment, the oil temperature estimated value acquisition unit 91 estimates the oil temperature of the lubricating oil, and outputs the output based on the estimated oil temperature and the load state of the vehicle 1. By controlling, the lubricating oil temperature can be lowered without causing a drop in drivability.

  As described above, the vehicle drive device according to the present invention has an effect that the lubricating oil temperature can be lowered without causing a decrease in drivability, and is useful as a vehicle drive device.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 3 Engine main body part 4 Fuel supply part 5 Intake part 20 Oil pan 22 Cylinder 23 Piston 24 Combustion chamber 26 Crankshaft 35 Ignition device 36 Spark plug 37 Injector 38 Exhaust pipe 41 Fuel tank 42 Fuel pump 51 Intake pipe 52 Throttle Valve (drive force control means)
53 Throttle actuator (drive force control means)
61 Outside air temperature sensor 62 Accelerator opening sensor 63 Vehicle speed sensor 64 Cooling water temperature sensor 65 Engine speed sensor 66 Throttle opening sensor 70, 80, 90 Engine control device (vehicle control device)
71 Outside air temperature acquisition unit (lubricating oil temperature acquisition means)
72 Limit control determination unit (vehicle speed limit value setting means)
73 Data storage unit 74 Driving force limit value calculation unit (driving force limit value setting means)
75 Driving force control unit (driving force control means)
81 Oil temperature acquisition unit (lubricating oil temperature acquisition means)
91 Oil temperature estimated value acquisition unit (lubricating oil temperature acquisition means)

Claims (2)

Lubricating oil temperature acquisition means for acquiring the temperature of the lubricating oil supplied to the lubricating part of the internal combustion engine;
Driving force control means for controlling the driving force of the internal combustion engine;
Vehicle speed limit value setting means for setting a vehicle speed limit value for limiting the vehicle speed;
Driving force limit value setting means for setting a driving force limit value for limiting the driving force of the internal combustion engine;
With
The vehicle speed limit value setting means is used as a vehicle speed limit value at a high oil temperature at which the temperature of the lubricating oil is equal to or higher than a predetermined temperature threshold, and at a low oil temperature at which the temperature of the lubricant is less than the temperature threshold. Set a high oil temperature vehicle speed limit value smaller than the vehicle speed limit value,
The driving force limit value setting means sets a high oil temperature driving force limit value smaller than the driving force limit value at the low oil temperature, as the driving force limit value at the high oil temperature,
The driving force control means sets the vehicle speed to the high oil temperature vehicle speed limit value on condition that the driving force of the internal combustion engine is equal to or higher than the high oil temperature driving force limit value at the high oil temperature. The driving force of the internal combustion engine is controlled so as not to exceed, and the driving force of the internal combustion engine is driven at the high oil temperature on the condition that the driving force of the internal combustion engine is less than the driving force limit value at the high oil temperature. A vehicle control apparatus for controlling a driving force of the internal combustion engine so as not to exceed a force limit value.   The oil temperature acquisition means is connected to an oil temperature sensor that detects the temperature of the lubricating oil and is connected to an outside air temperature sensor that detects an outside air temperature outside the vehicle. 2. The vehicle control device according to claim 1, wherein one of the processes of acquiring the temperature of the lubricating oil estimated from the process is executed.

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