JP3872507B1 - Vehicle driving force control device - Google Patents

Abstract

A control mode having different driving force characteristics can be arbitrarily selected for one vehicle.
Three types of mode maps Mp1, Mp2, and Mp3 having different driving force characteristics are stored in a storage means provided in an E / G_ECU 22, and a driver operates a mode selection switch 8 or a temporary changeover switch 11. Thus, one mode map is selected from the mode maps Mp1, Mp2, and Mp3, and the target torque τe is set based on the engine speed Ne and the accelerator opening θacc from the driving force characteristics of the selected mode map. A throttle opening signal corresponding to the torque τe is output to the throttle actuator 37.
[Selection] Figure 11

Description

  The present invention relates to a vehicle driving force control device that selects one mode from a plurality of modes having different driving force characteristics by an external operation and sets a driving force instruction value according to the driving force characteristics of the selected mode.

  Conventionally, in a so-called electronically controlled throttle engine in which the throttle valve is electronically controlled by a throttle actuator, the accelerator pedal and the throttle valve are not mechanically linked. On the other hand, the opening degree of the throttle valve (throttle opening degree) can be controlled by nonlinear characteristics.

  For example, in Patent Document 1 (Japanese Patent Application Laid-Open No. 2005-188384), the engine operating state is classified into a plurality of operating regions based on the engine speed and the accelerator opening, and a map is set for each operating region. A technique is disclosed in which the opening degree of the throttle valve suitable for the operating state can be controlled.

According to the technology disclosed in this document, good driving performance is exhibited by maximizing potential in high-speed driving, while on the other hand, when driving and stopping repeatedly such as traffic jams. , Driving with reduced power is possible, and good drivability can be obtained.
JP 2005-188384 A

  In the technique disclosed in Patent Document 1 described above, a map is automatically selected according to each operation region, and the throttle opening is controlled based on the selected map. When climbing uphill, if you want to demonstrate sufficient acceleration performance, you need to depress the accelerator pedal to get power.

  However, in order to make the driving region an acceleration region, it is necessary to depress the accelerator pedal considerably, and the driver feels that the acceleration is insufficient due to a response delay until the acceleration region is reached.

  In view of the above circumstances, the present invention can instantly switch to a mode having power even when traveling in a mode in which normal power or power is suppressed, and obtain good vehicle behavior in line with the driver's intention. An object of the present invention is to provide a driving force control device for a vehicle capable of performing the above.

In order to achieve the above object, a driving force control apparatus for a first vehicle according to the present invention has a plurality of different driving force characteristic modes as control modes, and a selection means for selecting one mode from each mode by an external operation. And a temporary switching means for switching to a mode different from the mode selected by the selection means, and driving based on the driving state from the driving force characteristics corresponding to the mode selected by the selection means or switched by the temporary switching means. A driving force setting means for setting a force instruction value, and the control mode includes a first mode of driving force characteristics suitable for normal operation, a second mode of driving force characteristics with suppressed power, and a driving force emphasizing power. When the temporary switching means is operated while the first mode or the second mode is selected, the driving force setting means is controlled by the control mode. The mode is switched to the third mode, and the driving force instruction value is set based on the driving state from the driving force characteristic corresponding to the third mode .

  According to the present invention, it is possible to instantaneously switch to a mode having power even when traveling in a mode in which normal power or power is suppressed, and it is possible to obtain a good vehicle behavior in accordance with the driver's intention. .

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

[First Embodiment]
1 to 11 show a first embodiment of the present invention. FIG. 1 is a perspective view of the instrument panel and the center console as viewed from the driver's seat side.

  As shown in FIG. 1, an instrument panel (hereinafter abbreviated as “instrument panel”) 1 disposed in the front part of the vehicle interior of the vehicle extends to the left and right in the vehicle width direction and is located in front of the driver's seat 2. A combination meter (hereinafter abbreviated as “combinometer”) 3 is disposed on the instrument panel 1 positioned. In addition, a center display 4 as a display means constituting a known car navigation system is disposed substantially at the center of the instrument panel 1 in the vehicle width direction.

  A select lever 7 for selecting the range of the automatic transmission is disposed on the center console 6 disposed between the driver's seat 2 and the passenger seat 5 and extending from the instrument panel 1 toward the rear of the vehicle body. On the other hand, a mode selection switch 8 is provided as selection means for selecting a control mode representing the driving force characteristic of the engine. Further, a steering wheel 9 is disposed in front of the driver seat 2.

  The steering wheel 9 has a center pad portion 9a for accommodating an airbag or the like, and the left and right and lower portions of the center pad portion 9a and the outer grip portion 9b are connected via three spokes 9c. . A display changeover switch 10 is provided at the lower left portion of the center pad portion 9a, and a temporary changeover switch 11 as a temporary changeover means is provided at the lower right portion.

  As shown in FIG. 2, the combimeter 3 is provided with a tachometer 3a indicating the engine speed and a speedometer 3b displaying the vehicle speed on the left and right sides of the center. Further, a water temperature meter 3c that displays the cooling water temperature is disposed on the left side of the tachometer 3a, and a fuel meter 3d that displays the remaining amount of fuel is disposed on the right side of the speedometer 3b. In addition, a shift speed display portion 3e for displaying the current shift speed is provided at the center. Reference numeral 3f is a warning lamp, and 3g is a trip reset switch for resetting the trip meter. The trip reset switch 3g push button protrudes from the combiometer 3 toward the driver's seat 2, and the driver resets the trip meter by turning the trip reset switch 3g ON for a set time or more via the push button. Is done.

  In addition, a multi-information display (hereinafter abbreviated as “MID”) 12 is provided at the bottom of the tachometer 3a as a display means for switching a plurality of display screens to display information such as travel distance, fuel consumption, and engine driving force. Has been. In addition, a fuel consumption meter 13 for indicating economical driving based on the difference between the instantaneous fuel consumption and the trip average fuel consumption is disposed below the speedometer 3b.

  As shown in FIG. 3, the mode selection switch 8 is a composite switch, and in the present embodiment, a midpoint automatic return type shuttle switch provided with a push switch is employed. This mode selection switch 8 has a ring-shaped operation knob 8a, and an external operator (generally a driver, and will be described below as "driver"). By operating the knob 8a, it is possible to select three types of modes to be described later (a normal mode 1 as a first mode, a save mode 2 as a second mode, and a power mode 3 as a third mode). That is, in this embodiment, the left switch and the right switch are each turned ON by rotating the operation knob 8a in the left-right direction around the push direction of the push switch, which is a direction different from the push direction described later. The normal mode 1 is selected by the ON operation of the left switch, and the power mode 3 is selected by the ON operation of the right switch. Further, the save mode 2 is selected by pushing the operation knob 8a downward to turn on the push switch. By assigning save mode 2 to the push switch, for example, even when the push switch is accidentally turned on during operation, output mode is suppressed in save mode 2 as described later, so the mode is saved. Even if the mode is switched to mode 2, the driving force does not increase suddenly, and the driver can drive with peace of mind. Further, since the mode selection switch 8 is a composite switch provided with a switch corresponding to each mode, even if the same switch is operated continuously, it is not switched to another mode, and the driver can You can drive the vehicle with greater peace of mind.

  Here, the output characteristics of the modes 1 to 3 will be briefly described. The normal mode 1 is a mode suitable for normal operation, which is set so that the output torque changes almost linearly with respect to the depression amount (accelerator opening) of the accelerator pedal 14 (see FIG. 11 (a)). .

  In save mode 2, the engine torque is saved, and the engine torque is saved in synchronization with the lockup control of the transmission in a vehicle equipped with an automatic transmission. It is set to a mode where you can enjoy the accelerator work. Furthermore, since the save mode 2 suppresses the output torque, both easy drive performance and low fuel consumption (economic efficiency) can be achieved in a balanced manner. For example, even a vehicle equipped with a 3-liter engine has smooth output characteristics while ensuring sufficient output equivalent to a 2-liter engine, and performance that emphasizes ease of handling in practical areas such as in the city is set. Yes.

  Power mode 3 has an output characteristic with excellent response from the low engine speed range to the high engine speed range. Furthermore, in the case of a vehicle equipped with an automatic transmission, the shift up point is changed in synchronization with the engine torque. It is set to a power-oriented mode that enables aggressive driving in a sporty driving situation on a winding road. That is, in this power mode 3, a high response characteristic is set with respect to the depression amount of the accelerator pedal 14, and for example, if the vehicle is equipped with a 3-liter engine, the potential of the 3-liter engine can be maximized. Thus, the maximum torque is set to be generated at an early timing. The driving force command value (target torque) for each mode (normal mode 1, save mode 2, power mode 3) is set based on two parameters, engine speed and accelerator opening, as will be described later. To do.

  The display changeover switch 10 is operated when changing the information displayed on the MID 12, and is provided with a forward switch part 10a, a reverse switch part 10b, and an initial screen return switch part 10c. FIG. 4 illustrates items for each screen displayed on the MID 12. The MID 12 may be a color display.

  In this embodiment, six types of images (a) to (f) are set, and each time the progressive switch 10a is turned on, the images are switched in order from (a) to (f). When the forward switch 10a is turned on while is displayed, an initial screen (a) is displayed. On the other hand, when the reverse feed switch unit 10b is turned on, the screen is switched by reverse feed.

  Screen (a) is an initial screen displayed when the ignition switch is turned on. On this screen, an odometer is displayed at the bottom, a trip meter is displayed at the top, and the current mode (“2” indicating save mode 2 in the figure) is displayed at the left end.

  In the screen (b), the trip average fuel consumption [Km / L] calculated based on the trip distance by the trip meter and the total fuel injection pulse width (pulse time) at the trip distance is displayed in the lower row, and for a few seconds in the upper row The instantaneous fuel consumption [Km / L] calculated based on the travel distance and the total fuel injection pulse width (pulse time) at that time is displayed.

  On the screen (c), the operating time from when the engine is started is displayed in the lower part, and the outside air temperature [° C.] is displayed in the upper part.

  On the screen (d), an approximate travelable distance [Km] calculated based on the remaining amount of fuel in the fuel tank and the trip average fuel efficiency is displayed.

  On the screen (e), the accelerator-torque line of the currently selected mode (save mode 2 is shown in the figure) is displayed. In this accelerator-torque line, the vertical axis indicates the engine output torque, the horizontal axis indicates the accelerator opening, and the power display area P is set in the displayed accelerator-torque line. In the power display area P, the power level is displayed linearly from the left side to the right direction (increase) or from the right side to the left direction (decrease) in conjunction with the increase or decrease of the accelerator opening. Therefore, the driver can easily grasp the current driving state by viewing the displayed power level.

  The current time is displayed on the screen (f).

  As shown in FIG. 5, the accelerator-torque line displayed on the screen (e) described above is different for each of the selected normal mode 1, save mode 2, and power mode 3. FIG. 5A shows an accelerator-torque line L1 as a driving force characteristic line displayed when normal mode 1 is selected, and FIG. 10B shows an accelerator as a driving force characteristic line displayed when save mode 2 is selected. A torque line L2 is shown, and an accelerator-torque line L3 as a driving force characteristic line displayed when the power mode 3 is selected is shown in FIG.

  By the way, the screen (e) of FIG. 4 described above may be displayed on the MID 12 as an initial screen when the ignition switch is turned on. Alternatively, the initial screen may be a screen that is displayed until just before the ignition switch is turned off. In this case, when the ignition switch is turned on, the screen that was displayed when the ignition switch was turned off is displayed as the initial screen.

  When screen (e) is displayed as the initial screen, immediately after the initial screen is displayed, each accelerator-torque line L1, L2, L3 is displayed at the same time, corresponding to the currently set mode with a certain time delay. Alternatively, the other accelerator-torque line may be faded out, leaving only the accelerator-torque line.

  To compare the driving force characteristics of the accelerator-torque lines L1, L2, and L3 for each mode, the accelerator-torque lines L1 and L3 are overlapped with broken lines in FIG. The accelerator-torque lines L1 and L3 are shown for convenience and are not actually displayed. As shown in FIG. 5B, the power mode 3 has a characteristic in which the throttle change amount is increased with respect to the depression of the accelerator pedal, and the target torque with respect to the accelerator opening is set large. The throttle change amount is set to change almost linearly with respect to the depression amount of the engine, and when compared with the driving force characteristics of the power mode 3, the normal mode 1 has a throttle change amount with respect to the depression of the accelerator pedal. The characteristic is set to be relatively small, and it is set so that good driving performance can be obtained in a normal driving region where the accelerator opening is relatively small.

  The save mode 2 is set so that the accelerator work can be enjoyed with smooth output characteristics while securing a sufficient output.

  Note that the content displayed in FIG. 5 (the screen shown in FIG. 4E) may be provided with a separate information display in the tachometer 3a and always displayed on the information display. Alternatively, only the display contents shown in FIG. 5 may be displayed on the MID 12, and the other display contents shown in FIG. 4 may be displayed on an information display provided separately.

  The fuel consumption meter 13 indicates the trip average fuel consumption [Km / L] at the neutral position. When the instantaneous fuel consumption [Km / L] is higher than the trip average fuel consumption [Km / L], the indicator 13a is included in the deviation. Accordingly, if the instantaneous fuel consumption [Km / L] is lower than the trip average fuel consumption [Km / L], the pointer 13a swings in the negative (−) direction according to the deviation.

  By the way, as shown in FIG. 6, the vehicle is connected to a meter control device (meter_ECU) 21, an engine control device (E / G_ECU) 22, and transmission control via an in-vehicle communication line 16 such as CAN (Controller Area Network) communication. Control devices such as a device (T / M_ECU) 23, a navigation control device (navigator_ECU) 24, and the like as arithmetic means for controlling the vehicle are connected so as to be able to communicate with each other. Each of the ECUs 21 to 24 is configured mainly by a computer such as a microcomputer, and has a known CPU, ROM, RAM, and nonvolatile storage means such as an EEPROM.

  The meter_ECU 21 controls the entire display of the combination meter 3, and a mode selection switch 8, a display changeover switch 10, a temporary changeover switch 11, and a trip reset switch 3g are connected to the input side. Also connected to the output side are a tachometer 3a, a speedometer 3b, a water temperature gauge 3c, a fuel gauge 3d, and other instruments, a combination meter driving unit 26 for driving a warning lamp 3f, an MID driving unit 27, and a fuel consumption meter driving unit 28. Has been.

  The E / G_ECU 22 controls the operating state of the engine. On the input side, the engine rotation as an operating state detecting means for detecting the engine speed representing a parameter indicating the engine operating state from the rotation of the crankshaft or the like. A number sensor 29, an intake air amount sensor 30 that is disposed immediately downstream of the air cleaner, and the like, and an accelerator opening degree sensor that detects an accelerator opening degree from the amount of depression of the accelerator pedal 14, 31, a throttle opening sensor 32 that detects the opening of a throttle valve (not shown) that is interposed in the intake passage and adjusts the amount of intake air supplied to each cylinder of the engine, and a coolant temperature that indicates the engine temperature Sensors such as a water temperature sensor 33 serving as an engine temperature detecting means are connected to detect the vehicle and the engine operating state. In addition, on the output side of the E / G_ECU 22, the engine drive is controlled by an injector 36 for injecting a predetermined amount of fuel into the combustion chamber, a throttle actuator 37 provided in an electronically controlled throttle device (not shown), and the like. Actuators are connected.

  The E / G_ECU 22 sets the fuel injection timing and the fuel injection pulse width (pulse time) for the injector 36 based on the detection signals from the input sensors. Further, a throttle opening signal is output to the throttle actuator 37 that drives the throttle valve to control the opening of the throttle valve.

  By the way, a plurality of different driving force characteristics are stored in a map format in the non-volatile storage means provided in the E / G_ECU 22. As each driving force characteristic, the present embodiment includes three types of mode maps Mp1, Mp2, and Mp3. As shown in FIGS. 11A to 11C, the mode maps Mp1, Mp2, and Mp3 are driven. Consists of a three-dimensional map that stores the driving force command value (target torque) at each grid point with the accelerator opening and engine speed, which are examples of parameters that specify the operating state when setting the force characteristics, as grid axes Has been.

  Each mode map Mp1, Mp2, Mp3 is basically selected by operating the mode selection switch 8. That is, when the normal mode 1 is selected by the mode selection switch 8, the normal mode map Mp1 as the first mode map is selected as the mode map, and when the save mode 2 is selected, the save mode map as the second mode map is selected. When Mp2 is selected and the power mode 3 is selected, the power mode map Mp3 as the third mode map is selected.

  Hereinafter, the driving force characteristics of the mode maps Mp1, Mp2, and Mp3 will be described. The normal mode map Mp1 shown in FIG. 6A is set to a characteristic that the target torque changes linearly in a region where the accelerator opening is comparatively small, and the maximum target torque is set near the fully open position of the throttle valve. It is set to be.

  In addition, the save mode map Mp2 shown in FIG. 5B is lower in target torque than the normal mode map Mp1 described above, and suppresses output torque even when the accelerator pedal 14 is fully depressed. Thus, accelerator work such as depressing the accelerator pedal 14 can be enjoyed. Furthermore, since the increase in the target torque is suppressed, both easy drive performance and low fuel consumption can be achieved in a balanced manner. For example, even a vehicle equipped with a 3-liter engine has smooth output characteristics while ensuring sufficient output equivalent to a 2-liter engine, and a target torque is set that emphasizes ease of handling in practical areas such as in the city. .

  Further, in the power mode map Mp3 shown in FIG. 5C, the rate of change of the target torque with respect to the change of the accelerator opening is set to be large in almost the entire operation region. Therefore, for example, in the case of a vehicle equipped with a 3-liter engine, a target torque that can maximize the potential of the 3-liter engine is set. Note that the extremely low rotational speed region including the idle rotational speed of each mode map Mp1, Mp2, Mp3 is set to substantially the same driving force characteristics.

  Thus, according to the present embodiment, when the driver operates the mode selection switch 8 and selects any one of the modes 1, 2, 3, the corresponding mode map Mp1, Mp2, or Mp3 is selected, Since the target torque is set based on the mode map Mp1, Mp2, or Mp3, it is possible to enjoy three different types of accelerator responses in one vehicle. The opening / closing speed of the throttle valve is also set so as to operate slowly in the mode map Mp2 and quickly in the mode map Mp3.

  Further, the T / M_ECU 23 performs shift control of the automatic transmission. On the input side, the vehicle speed sensor 41 for detecting the vehicle speed from the rotation speed of the transmission output shaft and the range for detecting the range where the select lever 7 is set. An inhibitor switch 42 or the like serving as a position detecting means is connected, and a control valve 43 that performs shift control of the automatic transmission and a lockup actuator 44 that locks up the lockup clutch are connected to the output side. The T / M_ECU 23 determines the set range of the select lever 7 based on the signal from the inhibitor switch 42. When the T / M_ECU 23 is set to the D range, the shift signal is output to the control valve 43 according to a predetermined shift pattern. Shift control. This shift pattern is variably set corresponding to modes 1, 2, and 3 set by the E / G_ECU 22.

  When the lock-up condition is satisfied, a slip lock-up signal or lock-up signal is output to the lock-up actuator 44, and the input / output elements of the torque converter are changed from the converter state to the slip lock-up state or the lock-up state. Switch. At that time, the E / G_ECU 22 corrects the target torque τe in synchronization with the slip lock-up state and the lock-up state. As a result, for example, when the control mode M is set to the save mode 2, the target torque τe is corrected to a region where more economical traveling is possible.

  The navigation_ECU 24 is provided in a well-known car navigation system, and detects the position of the vehicle based on position data obtained from a GPS satellite or the like and calculates a guide route to the destination. Then, the current location and taxiway of the vehicle are displayed on the map data on the center display 4. In this embodiment, various information to be displayed on the MID 12 can be displayed on the center display 4.

  Next, the procedure for controlling the operating state of the engine executed by the E / G_ECU 22 described above will be described with reference to the flowcharts of FIGS.

  When the ignition switch is turned on, first, the starting control routine shown in FIG. 7 is started only once. In this routine, first, in step S1, the control mode M (M: normal mode 1, save mode 2, power mode 3) set when the ignition switch was turned off last time is read.

  Then, the process proceeds to step S2 to check whether or not the control mode M is the power mode 3. When the power mode 3 is set, the control mode M is forcibly set to the normal mode 1 (M ← mode 1), and the routine is terminated.

  When the control mode M is set to the normal mode 1 or the save mode 2 other than the power mode 3, the routine is finished as it is.

  In this way, when the control mode M when the ignition switch is turned off last time is set to the power mode 3, the control mode M when the ignition switch is turned on is forcibly switched to the normal mode 1 (M ← Mode 1) Even if the accelerator pedal 14 is depressed a little, the vehicle does not start suddenly, and good start performance can be obtained.

  Then, when this start-up control routine ends, the routines shown in FIGS. 8 to 10 are executed every predetermined calculation cycle. First, the mode map selection routine shown in FIG. 8 will be described.

  In this routine, first, the currently set control mode M is read in step S11, and in step S12, the value of the control mode M is referred to to determine which mode (normal mode 1, save mode 2, or power mode 3). ) Is set. When the normal mode 1 is set, the process proceeds to step S13. When the save mode 2 is set, the process branches to step S14. When the power mode 3 is set, the process branches to step S15. . Note that, at the time of the first routine execution after turning on the ignition switch, the control mode M is either the normal mode 1 or the save mode 2, so that the process does not branch to step S15. However, if the driver selects the power mode by turning the operation knob 8a of the mode selection switch 8 to the right after turning on the ignition switch, the control mode M is set to the power mode 3 in step S23 described later. In the subsequent routine execution, the process branches from step S12 to step S15.

  Then, when it is determined that the normal mode 1 is set and the process proceeds to step S13, the normal mode map Mp1 stored in the non-volatile storage means of the E / G_ECU 22 is set as the current mode map. Proceed to S19. If it is determined that the save mode 2 is set and the process branches to step S14, the save mode map Mp2 is set as the current mode map, and the process proceeds to step S19.

  On the other hand, if it is determined that the power mode 3 is set and the process branches to step S15, the coolant temperature Tw and the warm-up determination temperature TL detected by the water temperature sensor 33 that detects the engine temperature from the coolant temperature in steps S15 and S16. And the high temperature determination temperature TH. In step S15, when it is determined that the cooling water temperature Tw is equal to or higher than the warm-up determination temperature TL (Tw ≧ TL) and it is determined in step S16 that the cooling water temperature Tw is lower than the high temperature determination temperature TH (Tw <TH). The process proceeds to step S17.

On the other hand, if it is determined in step S15 that the coolant temperature Tw is lower than the warm-up determination temperature TL (Tw <TL), or if it is determined in step S16 that the coolant temperature Tw is equal to or higher than the high-temperature determination temperature TH (Tw ≧ TH), The process branches to S18, the control mode M is set to the normal mode 1 (M ← mode 1), and the process returns to step S13.

  As described above, in this embodiment, the cooling water temperature Tw is equal to or lower than the warm-up determination temperature TL even when the driver selects the power mode 3 by operating the mode selection switch 8 after turning on the ignition switch. Alternatively, when the temperature is higher than the high temperature judgment temperature TH, the mode is forcibly returned to the normal mode 1. Therefore, the exhaust emission emission amount is suppressed during warm-up operation, and the output is suppressed at high temperature. The engine and peripheral devices can be protected from heat damage. When the control mode M is forcibly returned to the normal mode 1, the warning lamp 3f is turned on or blinks to notify the driver that the control mode M has been forcibly returned to the normal mode 1. In this case, it may be notified by a buzzer or voice.

  Next, when any of Steps S13, S14, and S17 proceeds to Step S19, it is checked whether or not the mode selection switch 8 has been turned ON. If not, the routine is exited as it is. When the ON operation is performed, the process proceeds to step S20 to determine which control mode M the driver has selected.

  When it is determined that the driver has selected the normal mode (the operation knob 8a has been rotated counterclockwise), the process proceeds to step S21, the control mode M is set to the normal mode 1 (M ← mode 1), and the routine is executed. Exit. When it is determined that the driver has selected the save mode 2 (the operation knob 8a has been pushed) (M ← mode 2), the process proceeds to step S22, and the control mode M is set in the save mode 2 (M ← mode). 2) Exit the routine. When it is determined that the driver has selected the power mode 3 (the operation knob 8a is rotated to the right), the process proceeds to step S23, the control mode M is set in the power mode 3 (M ← mode 3), and the routine is performed. Exit.

  By the way, in this embodiment, since the control mode M can be set to the power mode 3 by operating the operation knob 8a of the mode selection switch 8 after turning on the ignition switch, the vehicle is started in the power mode 3. Is also possible. However, in this case, since the driver has consciously selected the power mode, the driver will not panic even if a large driving force is generated at the time of starting.

  Next, the engine control routine shown in FIG. 9 will be described.

  In this routine, first, in step S31, the currently selected mode map (Mp1, Mp2, or Mp3: see FIG. 11) is read, and subsequently, the engine speed Ne detected by the engine speed sensor 29 in step S32 and the engine speed Ne. Then, the accelerator opening degree θacc detected by the accelerator opening degree sensor 31 is read.

  Thereafter, the process proceeds to step S33, and the target torque τe as a driving force instruction value is determined by referring to the mode map read in step S31 with interpolation calculation based on both parameters Ne and θacc.

  Next, the process proceeds to step S34, and the target throttle opening degree θe, which is the final driving force instruction value corresponding to the target torque τe, is determined. The processes in steps S33 and S34 function as driving force setting means.

  Thereafter, the process proceeds to step S35, where the throttle opening degree θth detected by the throttle opening degree sensor 32 is read. In step S36, the throttle opening degree θth is provided in the electronically controlled throttle device so as to converge to the target throttle opening degree θe. The throttle actuator 37 that opens and closes the throttle valve is feedback controlled to exit the routine.

  As a result, when the driver operates the accelerator pedal 14, the control mode M (M: normal mode 1, save mode 2, power mode 3) selected by the driver using the accelerator opening θacc and the engine speed Ne as parameters. When the throttle valve opens and closes according to the mode map Mp1, Mp2, and Mp3 corresponding to, and the control mode M is set to the normal mode 1, the output torque with respect to the depression amount (accelerator opening θacc) of the accelerator pedal Since it changes almost linearly, normal operation can be performed.

  In addition, when the save mode 2 is set, since the increase in the target torque is suppressed, not only can the accelerator work such as depressing the accelerator pedal 14 be enjoyed, but also easy driving and low fuel consumption. And both can be balanced. Therefore, for example, even a vehicle equipped with a 3 liter engine can perform smooth driving while ensuring sufficient output equivalent to a 2 liter engine, and can obtain good driving performance in a practical area such as a city. it can.

  Further, when the power mode 3 is set, a high response can be obtained, so that a sportier run can be obtained.

  As a result, three different types of accelerator responses can be enjoyed with one vehicle. Therefore, the driver can arbitrarily select a desired driving force characteristic even after purchasing the vehicle, and one vehicle can drive three vehicles having different characteristics.

  In this embodiment, when the temporary changeover switch 11 provided on the steering wheel 9 is operated or the select lever 7 is set to the reverse range (hereinafter referred to as “R range”), the control mode M is Temporarily switched. This temporary switching control is executed according to the temporary switching control routine shown in FIG.

  In this routine, first, in step S51, it is determined based on a signal from the inhibitor switch 42 whether or not the select lever 7 is set to the R range. If the select lever 7 is set to the R range, the process proceeds to step S52. If the select lever 7 is set to a range other than the R range, the process proceeds to step S55.

  In step S52, the current control mode M is referred to, and when it is other than the power mode 3, the routine is directly exited. When the control mode M is the power mode 3, the process proceeds to step S53, the reverse flag FR is set (FR ← 1), the process proceeds to step S54, and the control mode M is forcibly switched to the normal mode 1 ( M ← Mode 1), exit the routine. Note that the processing in step S54 also functions as driving force setting means.

  Thus, in this embodiment, when the control lever M is set to the R range with the control mode M set to the power mode 3, the control mode M is forcibly switched to the normal mode 1. Even when the accelerator pedal 14 is depressed slightly during reverse travel, the vehicle is not suddenly moved backward, and good reverse travel performance can be obtained. In particular, in reverse traveling, the driver turns back and travels at a low speed while paying attention to the surroundings in an unreasonable posture. At this time, it is necessary to simultaneously operate the steering wheel and the accelerator. By unifying, the subtle accelerator feeling becomes constant, and good vehicle behavior can be obtained.

  On the other hand, if it is determined in step S51 that the select lever 7 is set to a range other than the R range and the process proceeds to step S55, the value of the reverse flag FR is referred to and FR = 1, that is, the select lever 7 is moved to the R range. In the first routine after switching to another range, the process proceeds to step S56, the control mode M is returned to the power mode 3 (M ← mode 3), the process proceeds to step S57, and the reverse flag FR is cleared (FR). ← 0), go to step S58.

  As a result, when the select lever 7 is set to the R range, the control mode M is forcibly switched from the power mode 3 to the normal mode 1 and then the select lever 7 is set to the D range, for example. Is automatically returned to the original power mode 3, so the driver can start the vehicle without a sense of incongruity.

  If it is determined in step S55 that the value of the reverse flag FR is FR = 0, the process jumps to step S58.

  Thereafter, when the process proceeds from step S55 or step S57 to step S58, it is checked whether or not the temporary changeover switch 11 is turned on. When the temporary changeover switch 11 is not turned on, the routine is exited as it is.

  On the other hand, when it is determined that the temporary changeover switch 11 is turned on, the process proceeds to step S59, the current control mode M is read, and it is checked in step S60 whether the control mode M is the power mode 3.

  When the control mode M is a mode other than the power mode 3 (normal mode 1 or save mode 2), the process proceeds to step S61, and the previous control mode M (n-1) is set as the current control mode M ( M (n-1) ← M), the process proceeds to step S62, the current control mode M is set to the power mode 3 (M ← mode 3), and the routine is exited.

  Thus, in the present embodiment, even when the control mode M is set to the normal mode 1 or the save mode 2 by the mode selection switch 8, the control mode can be set by turning on the temporary changeover switch 11 on the hand side. M can be switched to power mode 3. As a result, for example, when driving on an uphill that requires power, the control mode M can be temporarily switched from the normal mode 1 or the save mode 2 to the power mode 3 for a good driving performance. Can be obtained. Further, since the temporary changeover switch 11 is provided on the steering wheel 9, the driver can easily switch the control mode M without releasing his hand from the steering wheel 9, and the operability is good.

  If it is determined in step S60 that the current control mode M is the power mode 3 and the process branches to step S63, the control mode M is set to the previous control mode M (n-1) and the routine is exited.

  As a result, the temporary changeover switch 11 is turned on, the control mode M is temporarily switched to the power mode 3, and then the temporary changeover switch 11 is turned on again, so that the control mode M becomes the original control mode M. The mode is returned to (normal mode 1 or save mode 2).

[Second Embodiment]
FIG. 12 shows a temporary switching control routine according to the second embodiment of the present invention. This embodiment is applied in place of the flowchart shown in FIG. 10 of the first embodiment described above. Therefore, the same configuration as in the first embodiment and the steps for performing the same processing as in the flowchart shown in FIG.

  In the first embodiment described above, the control mode M is switched to the normal mode 1 only when the control mode M is set to the power mode 3 when the select lever 7 is set to the R range. In this embodiment, the control mode M is uniformly switched to the normal mode 1 when the select lever 7 is set to the R range.

  That is, if it is determined in step S51 that the select lever 7 has been set to the R range and the process branches to step S101, the current control mode M is stored as the previous control mode M (n-1) (M (n-1)). ← M). Then, the process proceeds to step S54 through step S53, the control mode M is set in the normal mode 1, and the routine is exited.

  In the present embodiment, when the select lever 7 is set to the R range, the control mode M is uniformly switched to the normal mode 1, so that a constant accelerator feeling can always be obtained. Therefore, compared to the first embodiment, the accelerator feeling at the time of reverse operation is further stabilized, and good operability can be obtained.

  When the select lever 7 is switched from the R range to another range, the program proceeds from step S51 to step S55 to step S102, and the current control mode M is set to the previous control mode M (n-1) ( M ← M (n-1)), the process proceeds to step S58 via step S57.

  Therefore, when the driver switches the select lever 7 from the R range to another range, the control mode M is automatically returned to the previous control mode M (n-1), so the driver sets it before traveling backward. In the control mode M, the vehicle can be started without a sense of incongruity.

  In this embodiment, when the select lever 7 is set to the R range, the control mode M is uniformly switched to the normal mode 1, but the mode to be switched uniformly may be the save mode 2.

  Further, the present invention is not limited to the above-described embodiment. For example, the mode map may have two types or four or more types having different driving force characteristics. By setting in this way, the driver can One vehicle can drive two or four or more vehicles having different driving force characteristics. Further, the driving force characteristics of this mode map may be changed according to the driver's preference.

  Furthermore, in this embodiment, although illustrated about the case where a target torque is set up using a plurality of mode maps which have a plurality of different driving force characteristics based on accelerator opening and engine speed, the present invention is not restricted to this, You may obtain | require the target torque corresponding to the driving force characteristic of each mode by calculation from an accelerator opening and an engine speed. In this case, the target torque calculated for each mode is temporarily stored in a RAM or EEPROM as a storage means.

  Further, in the present embodiment, the throttle actuator 37 that drives the throttle valve provided in the electronically controlled throttle device has been described as a control target. However, the control target is not limited to this. For example, in a diesel engine, the control target is an injector. A drive device may be used, and the fuel injection amount injected from the injector drive device may be set based on the target torque τe. Further, in an engine in which an intake valve is opened and closed by an electromagnetic valve mechanism, the object to be controlled is an electromagnetic valve mechanism, and the valve opening degree of the intake valve driven by this electromagnetic valve mechanism is set based on the target torque τe. Anyway.

  In the present embodiment, the intermediate point automatic return type shuttle switch is adopted as the mode selection switch 8, but the mode selection switch 8 may be a multiple switch. In this case, a push switch is arranged at the center, another push switch lower than the push switch is arranged around the push switch, and the save mode 2 is activated by the ON operation of the push switch provided at the center. To be selected. By doing so, it is possible to easily arrange four or more multiple switches.

The perspective view which looked at the instrument panel and center console by a 1st embodiment from the driver's seat side Same as above, front view of combination meter Same as above, perspective view of mode selection switch Explanatory drawing showing an example of multi-information display Same as above, explanatory diagram showing a display example of the multi-information display when the mode is switched Same as above, Configuration diagram of driving force control device Same as above, flowchart showing a start-up control routine Same as above, flowchart showing a mode map selection routine Same as above, flowchart showing an engine control routine The flowchart showing the temporary switching control routine (A) is a conceptual diagram of a normal mode map, (b) is a conceptual diagram of a save mode map, and (c) is a conceptual diagram of a power mode map. The flowchart which shows the temporary switching control routine by 2nd Embodiment.

Explanation of symbols

1 ... Instrument panel,
3 ... Combimeter,
8 ... Mode selection switch,
9 ... Steering wheel,
11: Temporary changeover switch,
12. Multi-information display (MID),
14 ... accelerator pedal,
21 ... Meter_ECU,
22 ... E / G_ECU,
29. Engine speed sensor,
31 ... accelerator opening sensor,
32 ... Throttle opening sensor,
37 ... Throttle actuator,
42 ... Inhibitor switch,
θacc ... accelerator opening,
θe: Target throttle opening,
θth: throttle opening,
τe ... Target torque,
M ... Control mode,
Mp1 ... Normal mode map,
Mp2 ... Save mode map,
Mp3 ... power mode map,
Ne ... engine speed

Claims (2)

A selection unit that has a plurality of different driving force characteristics modes as a control mode, and selects one mode from each mode by an external operation;
Temporary switching means for switching to a mode different from the mode selected by the selection means;
Driving force setting means for setting a driving force instruction value based on the driving state from the driving force characteristics corresponding to the mode selected by the selection means or switched by the temporary switching means ;
The control mode includes a first mode of driving force characteristics suitable for normal operation, a second mode of driving force characteristics that suppresses power, and a third mode of driving force characteristics that emphasizes power,
When the temporary switching unit is operated while the first mode or the second mode is selected, the driving force setting unit switches the control mode to the third mode, and the driving force corresponding to the third mode. The vehicle driving force control device, wherein the driving force instruction value is set based on characteristics based on the driving state . 2. The vehicle driving force control apparatus according to claim 1, wherein when the temporary switching unit is operated again, the driving force setting unit switches the control mode from the third mode to the mode selected by the selection unit. .

Images