JP3930529B1 - Vehicle engine control device - Google Patents

Abstract

To enable driving of three vehicles having different characteristics with one vehicle.
Three types of mode maps Mp1, Mp2, and Mp3 having different driving force characteristics are stored in a storage unit provided in an E / G_ECU 22, and a driver operates a mode selection switch 8. One mode map is selected from the mode maps Mp1, Mp2, Mp3, and the E / G_ECU 22 sets the target torque τe by referring to the engine speed Ne and the accelerator opening θacc as parameters from the selected mode map. Then, a throttle opening signal corresponding to the target torque τe is output to the throttle actuator 37 to open / close the throttle valve.
[Selection] Figure 11

Description

The present invention relates to an engine control apparatus for a vehicle that selects one driving force characteristic from a plurality of different driving force characteristics by an external operation and determines the driving force according to the selected driving force characteristic.

  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

  However, in the technique disclosed in the above-described document, a map is automatically selected according to each operation region, and the throttle opening is controlled based on the selected map. When a vehicle equipped with the vehicle travels on a general road, if the accelerator pedal is fully depressed, the driving area becomes the full acceleration area, and powerful acceleration performance is drawn. Therefore, when traveling on a general road, the amount of depression of the accelerator pedal must always be finely adjusted, and the accelerator work must be nervous.

  On the other hand, if the power of the engine is suppressed more than necessary, sufficient acceleration performance cannot be exhibited in high speed traveling or uphill traveling, giving the driver a lack of power.

  Moreover, the driver | operator who likes the economical driving | running | working which suppressed power and the driver | operator who likes the crisp driving | operation excellent in the acceleration / deceleration response differ in the driving force characteristic of a vehicle. Therefore, when a driver with different preference drives each vehicle, it is impossible to set a driving force control that satisfies each driver's request.

  Thus, it is difficult to satisfy each driver's request with a single vehicle. In general, a user selects and purchases a vehicle having a driving force characteristic suitable for his / her preference. It is not possible to change the characteristics, and if you select a vehicle with a powerful driving force characteristic, the economy will be sacrificed. Conversely, if you select a vehicle with a highly economical driving force characteristic, the power will be sacrificed. There is a problem that it is difficult and unusable.

In view of the above circumstances, the present invention is capable of setting engine output characteristics according to the driver's preference with one vehicle, enabling not only economical driving but also crisp driving, making driving more enjoyable. It is an object of the present invention to provide an engine control device for a vehicle that is easy to use and can select engine output characteristics even after purchase of the vehicle.

In order to achieve the above object, an engine control apparatus for a first vehicle according to the present invention includes an operation state detection means for detecting an engine operation state, and at least a first mode having a characteristic that a target torque is linearly changed suitable for normal operation. When, even if Zen踏the accelerator pedal with the target torque even depression amount of the first mode and the same accelerator pedal suppresses power is suppressed compared to the target torque of the first mode A second mode having a characteristic in which the maximum value of the target torque is suppressed to be lower than the maximum value of the target value in the first mode, and each mode has an accelerator opening and the engine operating state as a grid axis. the selection and driving force setting means for said target torque with reference to the mode map stored target torque is set by an external operation one mode from among the modes as That a selection means, characterized in that it comprises a driving force determining means for determining the target torque by referring to the mode map corresponding to mode selected by said selection means.

According to the present invention, it is possible to select one of the modes by external operation of the modes having an engine output characteristic that different, by setting the engine output characteristic according to the preference of the driver in one vehicle In addition to economical driving, it is possible to drive more vividly and not only to make driving more enjoyable, but also to select different engine output characteristics after purchasing the vehicle, which is convenient.

Therefore, for example, when a plurality of drivers having different preferences drive one vehicle, it is possible to select and output an engine output characteristic according to each preference. Can be used.

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

  Further, as shown in FIG. 3, the mode selection switch 8 is a shuttle switch with a push switch, and is referred to as an “operator” in the following because it is an external operator (generally a driver. By operating the ring-shaped operation knob 8a, three 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) are described. Can be selected. That is, in this embodiment, the left switch is turned on by rotating the operation knob 8a to the left and the normal mode 1 is selected, and the right switch is turned on by turning the control knob 8a and the power mode 3 is selected. On the other hand, by pushing the operation knob 8a downward, the push switch is turned on and the save mode 2 is selected. 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.

  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 section 10a is turned on while it 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 linearly displayed in the right direction (increase) from the left side of the figure or from the right side to the left (decrease) in association 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. 4A shows an accelerator-torque line L1 as a driving force characteristic line displayed when the normal mode 1 is selected, and FIG. 5B shows an accelerator as a driving force characteristic line displayed when the 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. In this case, immediately after the initial screen is displayed, the accelerator-torque lines L1, L2, L3 are displayed simultaneously, leaving only the accelerator-torque line corresponding to the currently set mode with a certain time delay, You may make it fade out another 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. 4B, 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 (navigation ECU) 24, and the like as arithmetic means for controlling the vehicle are connected 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. Further, the engine drive is controlled by an injector 36 for injecting a predetermined amount of fuel into the combustion chamber on the output side of the E / G_ECU 22, 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 output characteristics are stored in a map format in the non-volatile storage means that constitutes a part of the driving force setting means provided in the E / G_ECU 22. As each output characteristic, in this embodiment, three types of mode maps Mp1, Mp2, and Mp3 are provided. As shown in FIGS. 11A to 11C, each mode map Mp1, Mp2, and Mp3 has an accelerator opening degree. And the engine rotation speed as grid axes, and a three-dimensional map that stores driving force instruction values (target torques) at the respective grid points.

  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, output characteristics of each mode map Mp1, Mp2, 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 relatively small, and the maximum target torque is close to the fully open position of the throttle valve. It is set to be.

  Further, the save mode map Mp2 shown in FIG. 5B is lower in the target torque than the normal mode map Mp1 described above, and suppresses the 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 rotation region including the idle rotation speed of each mode map Mp1, Mp2, Mp3 is set to substantially the same output characteristics.

  Thus, according to this embodiment, when the driver operates the mode selection switch 8 to select 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 with 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 that detects the vehicle speed from the number of rotations of the transmission output shaft, and the inhibitor that detects the range in which the select lever 7 is set. A switch 42 and the like are 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 mode M is set to the save mode 2, the target torque τe is corrected to an area 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 above-described E / G_ECU 22 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 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 mode M is the power mode 3. When the power mode 3 is set, the mode M is forcibly set to the normal mode 1 (M ← mode 1), and the routine is terminated.

  When the 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.

  As described above, when the mode M when the ignition switch is turned off the last time is set to the power mode 3, the 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 mode M is read in step S11, and in step S12, referring to the value of mode M, any mode (normal mode 1, save mode 2, or power mode 3) is selected. Check if it 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 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 mode M is set to the power mode 3 in step S23 described later. In 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 cooling water temperature Tw detected by the water temperature sensor 33 that detects the engine temperature from the cooling water temperature and the set lower limit temperature are detected in steps S15 and S16. The warm-up determination temperature TL and the high temperature determination temperature TH as the set upper limit temperature are compared. 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, mode M is set to normal mode 1 (M ← mode 1), and the process returns to step S13.

  Thus, in this embodiment, after the ignition switch is turned on, even when the driver operates the mode selection switch 8 and selects the power mode 3, the cooling water temperature Tw is equal to or lower than the warm-up determination temperature TL. Alternatively, when the temperature is higher than the high temperature judgment temperature TH, the engine is forcibly returned to the normal mode 1. Therefore, the exhaust emission is suppressed during warm-up operation, and the engine output is suppressed by suppressing the output at high temperatures. , And peripheral devices can be protected from heat damage. When the 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 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 mode M the driver has selected.

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

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

  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.

  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 driver selects the mode M (M: normal mode 1, save mode 2, power mode 3) using the accelerator opening θacc and the engine speed Ne as parameters. When the throttle valve opens and closes according to the corresponding mode map Mp1, Mp2, Mp3 and mode M is set to normal mode 1, the output torque is almost linear with respect to the accelerator pedal depression amount (accelerator opening θacc). Therefore, 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 output characteristic even after purchasing the vehicle, and can drive three vehicles having different characteristics with one vehicle.

  In this embodiment, the mode M is temporarily switched when the temporary switch 11 provided on the steering wheel 9 is operated or when the select lever 7 is set to the R range. 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 mode M is referred to, and if it is other than the power mode 3, the routine is directly exited. When the 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 mode M is set in the normal mode 1 (M ← mode 1). ) Exit the routine.

  Thus, in this embodiment, when the select lever 7 is set to the R range in the state where the mode M is set to the power mode 3, the mode M is forcibly switched to the normal mode 1, so that the vehicle travels backward. In this case, even if the accelerator pedal 14 is depressed slightly, the vehicle is not suddenly moved backward, and good reverse running performance 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 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, after the mode M is forcibly switched from the power mode 3 to the normal mode 1 and the select lever 7 is set to the D range, for example, the mode M is automatically set. Therefore, since the original power mode 3 is restored, 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, where the current mode M is read, and in step S60, it is checked whether or not the mode M is the power mode 3.

  When the 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 mode M (n-1) is set as the current mode M (M (n -1) ← M), the process proceeds to step S62, the current mode M is set to the power mode 3 (M ← mode 3), and the routine is exited.

  Thus, in this embodiment, even when the mode selection switch 8 sets the mode M to the normal mode 1 or the save mode 2, the mode M can be powered by turning on the temporary changeover switch 11 on the hand side. It is possible to switch to mode 3. As a result, for example, when driving on an uphill that requires power, the 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. Obtainable. Further, since the temporary changeover switch 11 is provided on the steering wheel 9, the driver can easily switch the 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 mode M is the power mode 3 and the process branches to step S63, the mode M is set to the previous mode M (n-1) and the routine is exited.

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

Note that the present invention is not limited to the above-described embodiment. For example, the mode map may be set to two types or four types or more having different engine output characteristics. One vehicle can drive two or four or more vehicles having different engine output characteristics. Further, the engine output characteristics of this mode map may be changed according to the driver's preference.

Further, in the present embodiment has been illustrated for the case of setting the target torque by using a plurality of mode map having a plurality of different engine output characteristics based on the number of rotation accelerator opening and the engine, the present invention is not limited to this, each The target torque of the engine output characteristic may be obtained by calculation from the accelerator opening and the engine speed.

  In this 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 drive. The fuel injection amount injected from the injector driving 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.

A perspective view of the instrument panel and center console from the driver's seat side Front view of combination meter Perspective view of mode selection switch Explanatory drawing showing a display example of the multi-information display Explanatory drawing showing a display example of the multi-information display when the mode is switched Configuration diagram of driving force control device Flowchart showing start-up control routine Flow chart showing mode map selection routine Flow chart showing engine control routine Flow chart showing 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.

Explanation of symbols

1 ... Instrument panel,
3 ... Combimeter,
3a ... tachometer display,
4. Center display,
8 ... Mode selection switch,
9 ... Steering wheel,
11: Temporary changeover switch,
14 ... accelerator pedal,
22 ... E / G_ECU,
26: Combimeter drive unit,
27 ... MID drive unit,
29. Engine speed sensor,
30: Intake air amount sensor,
31 ... accelerator opening sensor,
32 ... Throttle opening sensor,
37 ... Throttle actuator,
41 ... Vehicle speed sensor,
θacc ... accelerator opening,
θe: Target throttle opening,
θth: throttle opening,
τe ... Target torque,
τmax: Maximum torque,
L1, L2, L3 ... Accelerator-torque line,
M, 1, 2, 3 ... mode,
Mp1, Mp2, Mp3 ... mode map,
Ne ... engine speed,
P ... Power display area

Claims (3)

An operating state detecting means for detecting an engine operating state;
At least, the a first mode characteristic target torque suitable for normal operation is changed linearly, the target torque even depression amount of the first mode and the same accelerator pedal to suppress power of the first mode A second mode that has a characteristic that the maximum value of the target torque is suppressed to be lower than the maximum value of the target value in the first mode even when the accelerator pedal is fully depressed. Each mode has a driving force setting means for setting the target torque with reference to a mode map in which the target torque is stored with the accelerator opening and the engine operating state as a grid axis ;
Selecting means for selecting one mode from the above modes by an external operation;
An engine control apparatus for a vehicle, comprising: driving force determining means for determining the target torque with reference to the mode map corresponding to the mode selected by the selecting means . The engine control device for a vehicle according to claim 1,
Temporary switching means for temporarily switching the mode selected by the selection means,
The driving force determining means determines the target torque based on a mode different from the mode selected by the selecting means when detecting a switching operation by the temporary switching means. apparatus. The engine operating condition a vehicle engine control system according to claim 1 or 2, characterized in that an engine rotational speed.

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