JP4869646B2 - Engine output control device for acceleration when the vehicle is depressed - Google Patents

Description

  According to the present invention, the acceleration generated when the vehicle is depressed by depressing the accelerator pedal is accelerated when the acceleration is started by depressing the accelerator pedal from a stopped engine no-load state, and when the vehicle is running from an almost unloaded engine state. The present invention relates to a device for controlling the engine output so as to be good without giving a sudden feeling in any case of re-acceleration performed by depressing.

Immediately after the vehicle starts accelerating, not only the engine output increases, but also a sudden increase in the acceleration of the vehicle due to, for example, a torque increasing action caused by a slip of a torque converter interposed between the engine and the automatic transmission. is there.
Although not intended to solve this problem, an engine output control technique at the time of starting acceleration has been proposed as described in Patent Document 1, for example.

  This proposed technology shows the change characteristics of the throttle opening TVO with respect to the accelerator pedal depression amount (accelerator opening) APO in the case of extremely low vehicle speeds, such as garage entry, rather than the normal linear characteristics shown by the wavy line in FIG. The throttle opening TVO is assumed to be small, and this makes the throttle opening TVO less sensitive to the accelerator opening APO, making it easy to change the throttle opening required at extremely low vehicle speeds, such as garage entry. It can be done.

According to this proposed technique, referring to FIG. 9 (b) showing an operation time chart in the case of performing acceleration while keeping the accelerator opening APO constant, the throttle opening TVO at an extremely low vehicle speed where the vehicle speed VSP is less than VSP1. As a result, the sudden acceleration of the vehicle acceleration G indicated by the wavy line immediately after the start acceleration described above is indicated by the solid line, which is different from the original purpose described in Patent Document 1. It tends to be relaxed.
Japanese Patent Laid-Open No. 04-119228

By the way, the abrupt feeling of vehicle acceleration is not only at the time of starting acceleration from a stationary state as described above, but also at the time of reacceleration while traveling by depressing the accelerator pedal from the no-load state of the engine during traveling. The increase in torque and the increase in torque due to the slip of the torque converter are correlated to generate a sudden feeling of vehicle acceleration.
The sudden acceleration feeling of the vehicle acceleration at the time of such re-acceleration becomes larger than that at the start acceleration, and the sudden acceleration feeling of the vehicle acceleration at the time of re-acceleration becomes larger as the vehicle speed at the time of depression of the accelerator pedal becomes higher. Become.

The reason will be described below.
The vehicle acceleration G at the time of depressing acceleration is the torque capacity coefficient of the torque converter τ, the torque ratio t, the engine speed Ne, the automatic transmission gear ratio i, the final reduction ratio if, the tire effective radius R If the vehicle weight is W,
G = (τ x Ne ² x t x i x if) / (R x W)
If the constant determined by the vehicle specifications is excluded from this equation, the vehicle acceleration G during stepping acceleration is the torque capacity coefficient τ of the torque converter, its torque ratio t, the engine speed Ne, and the shift of the automatic transmission. It can be expressed as a function of the ratio i.
G = f (τ, Ne, t, i)

Incidentally, since the torque capacity coefficient τ and the torque ratio t of the torque converter in the above equation are determined by the speed ratio e which is the input / output rotation ratio of the torque converter, as a result, the vehicle acceleration G during the depression acceleration is the speed ratio e of the torque converter. , And a function of the engine speed Ne and the gear ratio i.
G = f (Ne, e, i)
Further, the engine speed Ne in the above equation is a function of the accelerator opening APO and the torque converter speed ratio e, and the speed ratio e is a function of the engine speed Ne, the vehicle speed VSP, and the speed ratio i. Therefore, the vehicle acceleration G at the time of depressing acceleration is expressed as a function of the accelerator opening APO, the vehicle speed VSP, and the gear ratio i.
G = f (APO, VSP, i)

Further, since the gear ratio i is determined by the accelerator opening APO and the vehicle speed VSP in the shift control of the automatic transmission, the vehicle acceleration G at the time of final depression is a function of the accelerator opening APO and the vehicle speed VSP.
G = f (APO, VSP)
The vehicle acceleration G at the time of stepping acceleration is determined according to the accelerator opening degree when the accelerator pedal is depressed and the vehicle speed at the time of depression.
Therefore, the sudden acceleration feeling of the vehicle acceleration at the time of re-acceleration is larger than that at the start acceleration, and the sudden acceleration feeling of the vehicle acceleration at the time of re-acceleration is larger as the accelerator opening degree when the accelerator pedal is depressed is larger. Also, the higher the vehicle speed when the pedal is depressed, the larger the vehicle speed becomes.

By the way, as described in Patent Document 1, at a very low vehicle speed, as shown by a solid line in FIG. 9 (a), only the sensitivity of the throttle opening TVO to the accelerator opening APO is dull.
When starting acceleration with the accelerator opening APO kept constant, the throttle opening TVO is suppressed at an extremely low vehicle speed less than the vehicle speed VSP1, as shown by the thick solid line in FIG. 10 (a), and FIG. 9 (b) As described above, the sudden acceleration of the vehicle acceleration G indicated by the wavy line immediately after the start acceleration is indicated by a solid line, and as shown by the thick solid line in FIG.
There is no compensation that this can surely eliminate the sudden feeling of the vehicle acceleration G, and it is not useful for alleviating the sudden acceleration of the vehicle acceleration G during re-acceleration from the no-load state of the engine during traveling.

By the way, as shown by the thin wavy line in FIG. 10 (a), the re-acceleration performed by increasing from the no-load state where the accelerator opening APO is set to 0 at the vehicle speed VSP0 to the same opening as the thick wavy line while running is described as patent. According to the technique described in Document 1, the throttle opening TVO is raised to a value corresponding to a certain accelerator opening when the vehicle speed is VSP1, as shown by a thin solid line in FIG.
However, the throttle opening TVO (engine output) useful for reducing the sudden acceleration of the vehicle acceleration G at the time of such re-acceleration is more obvious than the one shown by the thin solid line in FIG. It is as shown by the alternate long and short dash line in the figure, and with the technique described in Patent Document 1, the throttle opening TVO (engine output) at the vehicle speed VSP1 is too large, and the engine is not in a load state during running. At the time of re-acceleration, the vehicle acceleration G occurs as shown by a thin solid line in FIG. 10 (b), which is not useful for reducing the sudden feeling.

In the present invention, the degree of suppression of the engine output necessary to alleviate the sudden acceleration of the vehicle acceleration is not determined only by the operation of the accelerator pedal as described above. Recognizing the fact that starting acceleration performed by depressing the accelerator pedal is different from re-acceleration performed by depressing the accelerator pedal from a state where the engine is almost unloaded during driving, and depending on the vehicle speed when depressing even during the same reacceleration Based on the fact that they are different one by one,
An object of the present invention is to propose an engine output control device at the time of stepping acceleration which can perform good engine output control without giving a sudden feeling of vehicle acceleration at the time of stepping acceleration from any vehicle speed condition.

For this purpose, the depression acceleration engine output control device for a vehicle according to the invention according to claim 1, configured in as follows.
First of all, to explain the premise vehicle engine output control device,
The engine output is determined by the operation amount of the engine output determination means that is electronically controlled in response to the accelerator pedal operation.

In the invention according to claim 1, in the engine output control device of such a vehicle,
And the accelerator pedal operation amount as parameters, a map showing a variation characteristic of the target acceleration of the vehicle with respect to the vehicle speed, the change is characteristic, the vehicle acceleration during acceleration narrowing seen Akuserupeda Le Stepping from approximately engine no-load state, depression Immediately after the start, the vehicle gradually increases as the vehicle speed increases, and in the subsequent vehicle speed range, a map that is set to be as large as possible within a range where the sudden feeling of vehicle acceleration does not become a problem is prepared in advance for each vehicle speed at the time of depression. Based on these maps, the target acceleration of the vehicle is obtained from the vehicle speed when depressing, the vehicle speed and the accelerator pedal operation amount ,
The amount of operation of the engine output determination means for the accelerator pedal operation is electronically controlled so that this target acceleration is achieved.

According to the engine output control device at the time of stepping acceleration of the invention according to claim 1 ,
The amount of operation of the engine output determination means for the accelerator pedal operation so that the target acceleration of the vehicle is achieved for each vehicle speed when the accelerator pedal is depressed from the vehicle speed when the accelerator pedal is depressed and the amount of accelerator pedal operation when the accelerator pedal is depressed substantially from the no-load state For electronic control,
By setting a target acceleration that does not give a sudden acceleration of the vehicle acceleration as the vehicle target acceleration for each vehicle speed at the time of depression, engine output control that does not give a sudden acceleration of the vehicle acceleration even when depressing acceleration from any vehicle speed condition Is possible.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 shows a power train of a vehicle provided with an engine output control device for stepping acceleration according to an embodiment of the present invention, and its control system. The power train is composed of an engine 1 and a continuously variable transmission 2. .
The engine 1 is a gasoline engine, but the throttle valve 3 that is the output determining means is not mechanically connected to the accelerator pedal 4 that is operated by the driver. Make electronic control.

  The operation amount of the throttle actuator 5 is controlled in response to a target throttle opening tTVO which is determined by the engine controller 6 according to the operation of the accelerator pedal 4 as will be described later. The output of the engine 1 is basically controlled so as to become a value corresponding to the operation of the accelerator pedal 4, but can be controlled by factors other than the operation of the accelerator pedal.

The engine controller 6 not only performs the throttle opening control via the throttle actuator 5 but is not shown in the figure, but other fuel injection amount control, fuel cut control, ignition timing, etc., which are necessary when the engine 1 is operated. Control and valve lift control of intake and exhaust valves are also performed.
These fuel injection amount control, fuel cut control, ignition timing control, and intake / exhaust valve lift amount control also determine the engine output, so the engine output determining means is not limited to the throttle valve 3 described above. Needless to say, it may be a device that controls the control.

The continuously variable transmission 2 is a well-known V-belt type continuously variable transmission, and a primary pulley 8 that is drivingly coupled to the output shaft of the engine 1 via a torque converter 7, a secondary pulley 9 that is aligned with the primary pulley 8, and both A V-belt 10 is provided between pulleys.
Then, the differential gear device 12 is drivingly coupled to the secondary pulley 9 via the final drive gear set 11, and the left and right driving wheels (not shown) are rotationally driven by these.

The speed change operation of the continuously variable transmission 2 is such that, among the flanges forming the V-grooves of the primary pulley 8 and the secondary pulley 9, one movable flange is brought relatively close to the other fixed flange to make the V-groove width. Narrowing the width or conversely increasing the V groove width,
The stroke positions of both movable flanges are determined by the ratio of the primary pulley pressure Ppri and the secondary pulley pressure Psec from the transmission control hydraulic circuit 13.

  The transmission control hydraulic circuit 13 includes a step motor 14 as a transmission actuator, and the transmission controller 15 is driven to a step position corresponding to the target transmission ratio im so that the continuously variable transmission 2 is set to the actual transmission ratio target. It is assumed that the continuously variable transmission is made to coincide with the transmission ratio im.

The engine controller 6 and the transmission controller 15 individually control the engine 1 and the continuously variable transmission 2 as described above. In addition to the input information, the engine controller 6 and the transmission controller 15 communicate the calculation results with each other. It is assumed that the transmission 2 is cooperatively controlled.
Therefore, to the engine controller 6, as input information common to both the controllers 6, 15, a signal from the accelerator opening sensor 21 that detects the depression amount (accelerator opening) APO of the accelerator pedal 4,
A signal from the input rotation sensor 22 for detecting the input rotation speed Ni of the continuously variable transmission 2, and
A signal from the engine rotation sensor 23 for detecting the engine speed Ne;
A signal from the vehicle speed sensor 24 for detecting the vehicle speed VSP;
A signal from the throttle opening sensor 25 for detecting the throttle opening TVO of the throttle valve 3, and
A signal from the output rotation sensor 26 for detecting the output rotation speed No of the continuously variable transmission 2 is input.

The transmission controller 15 uses the accelerator opening APO as a parameter, and based on a shift map obtained in advance as a two-dimensional map of the vehicle speed VSP and the target transmission input rotational speed tNi, the target input from the accelerator opening APO and the vehicle speed VSP. A rotation speed tNi is obtained, and a target gear ratio im = tNi / No obtained by dividing the target input rotation speed tNi by the transmission output rotation speed No is obtained.
Then, the speed change controller 15 drives the step motor 14 to a step position corresponding to the target speed change ratio im, thereby changing the continuously variable transmission 2 so that the actual speed change ratio i = Ni / No becomes the target speed change ratio im = tNi / No. It is assumed that the stepless speed change is made to match.

In order to achieve the object of the present invention, the engine controller 6 executes the control program shown in FIG. 2 to determine the target throttle opening tTVO.
First, in step S1, it is determined whether or not the stepped vehicle speed VSPf, which is the vehicle speed when the accelerator pedal 4 is depressed substantially from the no-load state, should be updated. If so, the stepped vehicle speed VSPf is updated in step S2. If it should not be updated, the stepping on vehicle speed VSPf is maintained at the updated value in step S3.

The vehicle speed VSPf at the time of depressing thus determined will be described below with reference to FIG.
FIG. 3 shows that by depressing the accelerator pedal 4, the accelerator opening APO is increased from 0 (no engine load) at an instant t1, and the vehicle is accelerated as indicated by the change over time of the vehicle speed VSP. Set the engine to 0 and put the engine in the no-load state. At the instant t3, depress the accelerator pedal 4 again to increase the accelerator opening APO from 0 (no engine load) and accelerate the vehicle as indicated by the change in vehicle speed VSP over time. It is a time chart in the case.

Therefore, the idle switch that turns ON when the release of the accelerator pedal 4 is detected and turns OFF when the accelerator pedal 4 is depressed is ON until the instant t1, OFF between the instant t1 and t2, and between the instant t2 and t3. ON, OFF after instant t4.
The vehicle speed VSPf at the time of depression is the instant t1 at which the idle switch is switched from ON to OFF in response to the accelerator opening APO> 0 when the accelerator pedal 4 is depressed from the no-load state of the accelerator opening APO = 0. , t3, the value is updated to the same value as the instantaneous vehicle speed VSP, and the immediately preceding update value is maintained between the update instant and the update instant, and is determined as shown in FIG.

The vehicle speed VSPf at the time of depression can be determined as shown in FIG. 4 instead of the above.
FIG. 4 shows a time chart under the same conditions as in FIG. 3. While the idle switch is ON in response to releasing the accelerator pedal 4 (accelerator opening APO = 0), The vehicle speed VSPf is continuously updated to the same value as the vehicle speed VSP, and after the instant t1, t3 when the idle switch is turned off in response to the depression of the accelerator pedal 4 (accelerator opening APO> 0), the vehicle speed VSPf at the time of depression is Maintain the same value as the vehicle speed VSP.

In the above, in response to the release of the accelerator pedal 4 (accelerator opening APO = 0), it is considered that the engine is not loaded when the idle switch is ON, and the accelerator pedal 4 is depressed (accelerator opening). (When APO> 0), it was considered that the idle switch was turned ON → OFF in response to the time of acceleration, but instead,
When the engine intake pipe negative pressure is lower than the set value, the engine is considered almost unloaded, and when the engine intake pipe negative pressure exceeds the set value (close to atmospheric pressure)
While the speed ratio of the torque converter 7 is greater than or equal to the set value, the engine is considered to be in a no-load state, and when the speed ratio of the torque converter 7 is less than the set value, it can be considered as the time of depression.
While the vehicle acceleration G is less than the set value, it is considered as an almost no engine load state, and when the vehicle acceleration G is equal to or higher than the set value, it is considered as the time of depression.
While the fuel injection pulse width is less than the set value, it can be regarded as an almost no engine load state, and when the fuel injection pulse width is equal to or greater than the set value, it can be regarded as a stepping acceleration.

  In the next step S4 in FIG. 2, the target throttle opening is performed as shown in FIG. 5, FIG. 7, or FIG. 8 from the vehicle speed VSPf at the time of depression, the accelerator opening APO, and the vehicle speed VSP obtained as described above. The degree tTVO is obtained and output to the throttle actuator 5 in FIG. 1, and the throttle opening TVO of the throttle valve 3 is set to the target value tTVO.

The calculation method of the target throttle opening tTVO shown in FIG. 5 is a target acceleration map 31-0 (GMAP0), 31-1 (GMAP1) representing the change characteristic of the vehicle target acceleration tG with respect to the vehicle speed VSP with the accelerator opening APO as a parameter. ), 31-n (GMAPn) is prepared in advance for each vehicle speed VSPf at the time of depression.
Map 31-0 is a target acceleration map for starting acceleration when VSPf = 0, map 31-1 is a target acceleration map for reacceleration when VSPf = VSP1, and map 31-n is VSPf = VSPn> VSP1 It is a target acceleration map for reacceleration at the time.
Each of these maps represents a target acceleration tG that is as large as possible within a range in which the sudden feeling of vehicle acceleration during acceleration described above with reference to FIG.

  In the target acceleration calculation unit 32, a map corresponding to the depressed vehicle speed VSPf is selected from these maps 31-0, 31-1, 31-n, and the vehicle speed VSP and the accelerator opening APO are determined based on the selected map. Then, the target acceleration tG as large as possible is determined within a range where the sudden feeling of vehicle acceleration does not become a problem.

In the target engine speed calculation unit 33, the target engine speed tNe is converted into the target acceleration tG, the vehicle weight W, the tire effective radius R, the speed ratio i of the continuously variable transmission 2, the torque ratio t and the torque of the torque converter 7. The following formula based on capacity factor τ, final reduction ratio if between transmission and tire
tNe = {(tG × W × R) / (i × t × τ × if)} ^1/2
Obtained by the calculation of

In the target engine torque calculation unit 34, the target engine torque tTe is expressed by the following equation based on the target engine speed tNe and the torque capacity coefficient τ of the torque converter 7.
tTe = τ × tNe ²
Obtained by the calculation of

  The target throttle opening calculation unit 35 searches for the target throttle opening tTVO necessary to achieve the combination of the target engine speed tNe and the target engine torque tTe (engine power) based on the performance map of the engine 1. This is output to the throttle actuator 5 in FIG. 1 so that the throttle opening TVO = tTVO.

According to the above-described configuration of the present embodiment, the range in which the vehicle does not have a sudden sensation for each vehicle speed VSPf at the time of depression from the vehicle speed VSPf at the time of depression and the accelerator opening APO when the accelerator pedal is depressed substantially from the no-load state. In order to electronically control the throttle opening TVO with respect to the accelerator opening APO so that the largest possible target acceleration tG is achieved with
As shown in FIG. 6, not only at the time of starting acceleration from the vehicle speed VSP = 0, but also at the time of reacceleration while traveling, and at any depression, the vehicle speed VSPf = VSP1, VSPf = VSPn Thus, the vehicle acceleration G can be made as shown by the solid line, and can be made smaller than the conventional vehicle acceleration shown by the wavy line, and the engine output control without giving a sudden feeling of the vehicle acceleration G becomes possible.

When determining the vehicle speed VSPf at the time of depression, as described above with reference to FIG. 3, the vehicle speed VSPf at the time of depression is updated to the instantaneous vehicle speed VSP at the instant t1, t3 when the accelerator pedal is depressed substantially from the no-load state. When maintaining the vehicle speed VSPf at the time of depression until the next depression of the accelerator pedal,
The vehicle speed VSPf when the accelerator pedal is depressed does not change while the accelerator pedal is depressed, and this change makes it possible to avoid the uncomfortable feeling that the map changes and the target throttle opening tTVO changes.

  In addition, even when the vehicle speed VSPf is updated and changed to the instantaneous vehicle speed VSP at the instant t1 and t3, the target throttle opening tTVO is set to 0 in response to the accelerator opening APO = 0. Therefore, the engine output does not change, and even if the engine output changes, the engine output changes in the same direction as when the driver depresses the accelerator pedal at his / her will, so there is no sense of incongruity. Absent.

As described above with reference to FIG. 4, when determining the vehicle speed VSPf at the time of depression,
The vehicle speed VSPf at the time of depressing is set to the same value as the actual vehicle speed VSP when the engine is almost unloaded, and when the accelerator pedal is depressed from the almost engine unloaded condition until the engine becomes unloaded after t1, t3. When maintaining the same value as the actual vehicle speed VSP when the pedal is depressed,
The same effect as in the case of FIG. 3, that is, the vehicle speed VSPf when the accelerator pedal is depressed does not change while the accelerator pedal is depressed, and this change prevents the uncomfortable feeling that the target throttle opening tTVO changes due to the change of the map. The effect that it can be done can be obtained.

In addition, as described above, even if the vehicle speed VSPf at the time of depression is continuously updated to the same value as the actual vehicle speed VSP with almost no engine load,
During this time, since the target throttle opening tTVO is set to 0 in response to the accelerator opening APO = 0, the engine output does not change and does not cause a problem.

In addition, as described above, instead of determining whether the engine is almost unloaded and the depression acceleration by releasing the accelerator pedal 4 and turning on / off the idle switch that responds to the depression,
When the engine intake pipe negative pressure is lower than the set value, it is considered that the engine is almost unloaded, and when the engine intake pipe negative pressure exceeds the set value (close to atmospheric pressure)
Since this intake pipe negative pressure reflects both the driver's acceleration request and engine torque, it is possible to make a determination in consideration of the response delay between the two, and to ensure the stability of the control.

Further, as described above, when determining the approximately engine no-load state and the depression acceleration,
When the speed ratio of the torque converter 7 is greater than or equal to the set value, it is considered that the engine is almost unloaded, and when the speed ratio of the torque converter 7 is less than the set value is considered to be during depression,
Since the speed ratio of the torque converter 7 is 0 when the vehicle is stopped and is not 0 at the moment of starting, it is advantageous that the moment of starting acceleration can be reliably determined.

Furthermore, as described above, when judging the substantially engine-unloaded state and the depression acceleration,
When the vehicle acceleration G is less than the set value, the engine is almost unloaded, and when the vehicle acceleration G is higher than the set value
Since the vehicle acceleration G corresponds to the actual throttle opening TVO corresponding to the driver's accelerator pedal operation, the determination reflecting the driver's intention is useful.
Further, as described above, when determining the approximately engine no-load state and the depression acceleration,
When the fuel injection pulse width is less than the set value, it is considered that the engine is almost unloaded, and when the fuel injection pulse width is greater than the set value is considered to be when depressing acceleration,
It is useful because it is possible to make a determination that reflects the driver's intention during engine stoichiometric combustion.

  The calculation method of the target throttle opening tTVO shown in FIG. 7 represents the change characteristic of the target throttle opening tTVO for achieving the vehicle target acceleration (the same tG as in the above embodiment) with respect to the vehicle speed VSP using the accelerator opening APO as a parameter. Target throttle opening maps 41-0 (TVOMAP0), 41-1 (TVOMAP1), 41-n (TVOMAPn) are prepared in advance for each vehicle speed VSPf at the time of depression.

Map 41-0 is a target throttle opening map for starting acceleration when VSPf = 0, map 41-1 is a target throttle opening map for reacceleration when VSPf = VSP1, and map 41-n is VSPf = 6 is a target throttle opening map for reacceleration when VSPn> VSP1.
These maps represent the target throttle opening tTVO to achieve the maximum target acceleration tG as much as possible within the range where the sudden acceleration of the vehicle acceleration at the time of acceleration described above with reference to FIG. It is.

  In the target throttle opening calculation unit 42, a map corresponding to the depressed vehicle speed VSPf is selected from these maps 41-0, 41-1, 41-n, and the vehicle speed VSP and the accelerator opening are selected based on the selected map. From APO, the target throttle opening tTVO to achieve the target acceleration tG as large as possible within the range where the sudden feeling of vehicle acceleration does not become a problem is obtained, and this is output to the throttle actuator 5 in FIG. 1 and the throttle opening TVO = tTVO And

Even with the configuration of this embodiment, the vehicle speed VSPf when the accelerator pedal is depressed and the accelerator opening APO when the accelerator pedal is depressed from a state where the engine is almost unloaded, and the vehicle speed VSPf at the time of depression are within the range where there is no sudden feeling of the vehicle. In order to electronically control the throttle opening TVO with respect to the accelerator opening APO so that the maximum target acceleration tG is achieved,
As shown in FIG. 6, not only at the time of starting acceleration from the vehicle speed VSP = 0, but also at the time of reacceleration while traveling, and at any depression, the vehicle speed VSPf = VSP1, VSPf = VSPn Thus, the vehicle acceleration G can be made as shown by the solid line, and can be made smaller than the conventional vehicle acceleration shown by the wavy line, and the engine output control without giving a sudden feeling of the vehicle acceleration G becomes possible.

  Further, in the present embodiment, in order to obtain the target throttle opening tTVO that achieves the target acceleration tG, the vehicle speed VSPf, the vehicle speed VSP, and the accelerator opening APO are depressed based on the maps 41-0, 41-1, 41-n. Since the target throttle opening tTVO is directly obtained from the above, four calculation units 32 to 35 are required in the embodiment of FIG. 5, but the target throttle opening is replaced by one calculation unit 42 instead. It is very advantageous to be able to ask for tTVO.

  The calculation method of the target throttle opening tTVO shown in FIG. 8 uses the accelerator opening APO as a parameter, and represents the change characteristic of the target throttle opening tTVO for achieving the vehicle target acceleration (the same tG as in both the above embodiments) with respect to the vehicle speed VSP. The target throttle opening map TVOMAP (Low) for low vehicle speed depression acceleration and the target throttle opening map TVOMAP (High) for high vehicle speed depression acceleration based on the same idea as in Fig. 7 are prepared in advance. deep.

The target throttle opening map TVOMAP (Low) is a limitless sense of abruptness while the vehicle speed VSPf at the time of depression is less than the set value VSP (Low) for low vehicle speed depression acceleration judgment (including 0 which means start acceleration). A map showing the change characteristics of the target throttle opening tTVO necessary to achieve the vehicle target acceleration tG of
The target throttle opening map TVOMAP (High) is used to achieve the vehicle target acceleration tG without a sudden feeling while the vehicle speed VSPf at the time of depression is equal to or higher than the set value VSP (High) for determining acceleration at high vehicle speed. It is a map showing the change characteristic of the target throttle opening tTVO required.

The target throttle opening calculating unit 51 for stepping acceleration at low vehicle speed calculates the target throttle opening tTVO for stepping acceleration at low vehicle speed from the accelerator opening APO and the vehicle speed VSP based on the corresponding target throttle opening map TVOMAP (Low). Low).
The target throttle opening calculating unit 52 for stepping acceleration at high vehicle speed calculates the target throttle opening tTVO for stepping acceleration at high vehicle speed from the accelerator opening APO and the vehicle speed VSP based on the corresponding target throttle opening map TVOMAP (High). High).

In the transition coefficient calculation unit 53, the transition coefficient for determining the transition form from the target throttle opening map TVOMAP (Low) for stepping acceleration at low vehicle speed to the target throttle opening map TVOMAP (High) for stepping acceleration at high vehicle speed described above. Find Kp.
The transition coefficient calculation unit 53 has a transition coefficient map that defines the change characteristic of the transition coefficient Kp with respect to the vehicle speed VSPf at the time of depression. When it is less than the set value VSP (Low), Kp is kept at 0, and when the stepped-on vehicle speed VSPf is higher than the set value VSP (High) for stepping acceleration judgment, Kp is kept at 1, and the stepped-on vehicle speed VSPf is VSP ( It is assumed that Kp increases gradually from 0 to 1 as the vehicle speed VSPf rises when the vehicle is in the vehicle speed range from Low to VSP (High).

  Based on the change characteristic map of the transition coefficient Kp described above, the transition coefficient calculation unit 53 opens the target throttle opening for stepping acceleration at high vehicle speed from the target throttle opening map TVOMAP (Low) for stepping acceleration at low vehicle speed from the vehicle speed VSPf when stepping on. The transition coefficient Kp to the degree map TVOMAP (High) is searched and obtained.

  The target throttle opening tTVO (High) for stepping acceleration at high vehicle speed is weighted by using the transition coefficient Kp according to the vehicle speed VSPf at stepping as it is, and becomes Kp × tTVO (High), and the target throttle opening tTVO (High) at low vehicle speed The throttle opening tTVO (Low) is weighted by (1−Kp) and becomes (1−Kp) × tTVO (Low), and the sum of these weighted target throttle opening, that is, Kp × tTVO (High) + (1−Kp) × tTVO (Low) is the final target throttle opening tTVO.

  Therefore, if the vehicle speed VSPf at the time of depression is less than the setting value VSP (Low) for low vehicle speed depression acceleration, the target throttle opening tTVO is determined based on the target throttle opening map TVOMAP (Low) for depression at low vehicle speed, If the vehicle speed VSPf at the time of depression is equal to or higher than the set value VSP (High) for determining acceleration at high vehicle speed, the target throttle opening tTVO is determined based on the target throttle opening map TVOMAP (High) for depression at high vehicle speed. As the vehicle speed VSPf rises from VSP (Low) to VSP (High), the target throttle opening map TVOMAP (Low) for stepping acceleration at low vehicle speed to the target throttle opening map TVOMAP (High) for stepping acceleration at high vehicle speed The target throttle opening tTVO is determined to gradually decrease while performing interpolation.

Therefore, also in this embodiment, the target throttle opening tTVO is determined in the same manner as described above with reference to FIG. 7, and the same effect as described above with reference to FIG. 6 is obtained by the engine output control via the throttle opening control based on this. Can be achieved.
In the present embodiment, the target throttle opening tTVO is further calculated from the target throttle opening map TVOMAP (Low) for stepping acceleration at low vehicle speed and the target throttle opening map TVOMAP (High) for stepping acceleration at high vehicle speed, and the transition coefficient Kp. Because
There are only two target throttle opening maps, the target throttle opening map TVOMAP (Low) for stepping acceleration at low vehicle speeds and the target throttle opening map TVOMAP (High) for stepping acceleration at high vehicle speeds, and the amount of data is small Can save memory capacity.

1 is a system diagram showing a power train for a vehicle including an engine output control device for stepping acceleration according to an embodiment of the present invention, together with its control system. It is a flowchart which shows the engine output control program at the time of depression acceleration which the engine controller in the same power train control system performs. FIG. 3 is a time chart showing a change in the vehicle speed at the time of depression determined in the engine output control program at the time of depression acceleration shown in FIG. 2. It is a change time chart of the vehicle speed at the time of depression calculated in other ways. FIG. 3 is a block diagram according to function of target throttle opening calculation processing in the engine output control program during stepping acceleration shown in FIG. 2. It is explanatory drawing which shows the generation | occurrence | production state of the vehicle acceleration at the time of starting acceleration and two types of reacceleration at the time of executing the engine output control program at the time of stepping acceleration shown in FIG. It is a block diagram according to function which shows the other example regarding the target throttle opening calculation process in the engine output control program at the time of stepping acceleration shown in FIG. FIG. 10 is a block diagram by function showing still another example related to target throttle opening calculation processing in the engine output control program at the time of stepping acceleration shown in FIG. 2. The conventional engine output control is shown, (a) is a control characteristic diagram of the throttle opening with respect to the accelerator opening for the engine output control, (b) is an explanation showing the state of occurrence of vehicle acceleration by the throttle opening control FIG. Fig. 9 shows the operating characteristics when the conventional engine output control shown in Fig. 9 is performed. (A) shows the change in throttle opening during start acceleration and the change in throttle opening during re-acceleration. FIG. 7B is an explanatory diagram showing a state of occurrence of vehicle acceleration when conventional engine output control is performed. FIG.

Explanation of symbols

1 Engine 2 Continuously variable transmission 3 Throttle valve (engine output determining means)
4 accelerator pedal 5 throttle actuator 6 engine controller 7 torque converter 8 primary pulley 9 secondary pulley
10 V belt
11 Final drive gear set
12 Differential gear unit
13 Shift control hydraulic circuit
14 Step motor
15 Transmission controller
21 Accelerator position sensor
22 Input rotation sensor
23 Engine rotation sensor
24 Vehicle speed sensor
25 Throttle opening sensor
26 Output rotation sensor
31-0 Target acceleration map for starting acceleration
31-1 Target acceleration map for re-acceleration
31-n Target acceleration map for re-acceleration
32 Target acceleration calculator
33 Target engine speed calculator
34 Target engine torque calculator
35 Target throttle opening calculator
41-0 Target throttle opening map for starting acceleration
41-1 Target throttle opening map for re-acceleration
41-n Target throttle opening map for re-acceleration
42 Target throttle opening calculator
51 Target throttle opening calculation unit for stepping acceleration at low vehicle speed
52 Target throttle opening calculation section for stepping acceleration at high vehicle speeds
53 Transition coefficient calculator

Claims (9)

In an engine output control device for a vehicle that determines an engine output based on an operation amount of an engine output determination means that is electronically controlled according to an accelerator pedal operation.
And the accelerator pedal operation amount as parameters, a map showing a variation characteristic of the target acceleration of the vehicle with respect to the vehicle speed, the change is characteristic, the vehicle acceleration during acceleration narrowing seen Akuserupeda Le Stepping from approximately engine no-load state, depression Immediately after the start, the vehicle gradually increases as the vehicle speed increases, and in the subsequent vehicle speed range, a map that is set to be as large as possible within a range where the sudden feeling of vehicle acceleration does not become a problem is prepared in advance for each vehicle speed at the time of depression. Based on these maps, the target acceleration of the vehicle is obtained from the vehicle speed when depressing, the vehicle speed and the accelerator pedal operation amount ,
An engine output control device at the time of depressing acceleration of a vehicle, characterized in that an operation amount of an engine output determining means for an accelerator pedal operation is electronically controlled so that the target acceleration is achieved. In the engine output control device at the time of depressing acceleration of the vehicle according to claim 1 ,
A combination of a target engine speed and a target engine torque for achieving the target acceleration is obtained, and an operation amount of the engine output determination means is determined based on an engine performance map from the combination of the target engine speed and the target engine torque. An engine output control device at the time of depressing acceleration of a vehicle, characterized in that it is configured. In the engine output control device at the time of stepping acceleration of the vehicle according to claim 2 ,
The target engine speed tNe is the target acceleration tG, vehicle weight W, tire effective radius R, transmission gear ratio i combined with the engine, torque converter torque ratio t and torque capacity coefficient τ between the engine and the transmission, The following formula using the final reduction ratio if between the transmission and the tire
tNe = {(tG × W × R) / (i × t × τ × if)} ^1/2
An engine output control device at the time of depressing acceleration of a vehicle, characterized in that it is obtained by calculating In the engine output control device at the time of depression of the vehicle according to claim 2 or 3 ,
The target engine torque tTe is expressed by the following equation using the target engine speed tNe, the torque capacity coefficient τ of the torque converter between the engine and the transmission.
tTe = τ × tNe ²
An engine output control device at the time of depressing acceleration of a vehicle, characterized in that it is obtained by calculating In an engine output control device for a vehicle that determines an engine output based on an operation amount of an engine output determination means that is electronically controlled according to an accelerator pedal operation.
The A Kuserupedaru operation amount as parameters, a map showing a variation characteristic of the Rue engine output determining means operation amount against the vehicle speed, the change is characteristic of the vehicle acceleration when the accelerator pedal depression acceleration from approximately engine no-load condition However, immediately after the start of the depression, the map gradually increases as the vehicle speed increases, and in the subsequent vehicle speed range, the map is set to be as large as possible within the range where the sudden feeling of vehicle acceleration does not matter. An engine output control device at the time of depressing acceleration of a vehicle, characterized in that an operation amount of an engine output determining means is obtained from a vehicle speed when depressing, a vehicle speed, and an accelerator pedal operation amount based on these maps. In an engine output control device for a vehicle that determines an engine output based on an operation amount of an engine output determination means that is electronically controlled according to an accelerator pedal operation.
The A Kuserupedaru operation amount as parameters, a map showing a variation characteristic of the Rue engine output determining means operation amount against the vehicle speed, the change is characteristic of the vehicle acceleration when the accelerator pedal depression acceleration from approximately engine no-load condition However, immediately after the start of depression, a map that is gradually increased as the vehicle speed increases and in the subsequent vehicle speed range is set to be as large as possible within a range where the sudden feeling of vehicle acceleration does not become a problem. Prepare two in advance, one for high and one for low, and based on these maps, the transition coefficient for determining the transition mode between these maps according to the vehicle speed at the time of depression, the vehicle speed An engine output control device at the time of depressing acceleration of a vehicle, characterized in that an operation amount of an engine output determining means is obtained from an accelerator pedal operation amount. In the engine output control device at the time of stepping acceleration of the vehicle according to any one of claims 1 to 6 ,
The engine output control device at the time of depressing acceleration of a vehicle, wherein the engine output determining means is an engine throttle valve. In the engine output control device at the time of depressing acceleration of the vehicle according to any one of claims 1 to 7 ,
The vehicle speed at the time of depressing is updated when the accelerator pedal is depressed substantially from an unloaded state of the engine, and the updated vehicle speed at the time of depressing is maintained until the next depression of the accelerator pedal. apparatus. In the engine output control device at the time of depressing acceleration of the vehicle according to any one of claims 1 to 7 ,
The vehicle speed at the time of depressing is set to the same value as the actual vehicle speed in a state where the engine is almost unloaded. The engine output control device at the time of depressing acceleration of the vehicle, characterized by maintaining the same value as the actual vehicle speed.

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