JP5794132B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device.

  As a control device employed in a vehicle, one that performs output suppression processing, such as found in Patent Document 1, is known. This output suppression process is a process that gives priority to the brake function when the accelerator and the brake are operated simultaneously. By suppressing the engine output when the accelerator and the brake are operated simultaneously, the braking force of the brake exceeds the driving force of the engine. I have to.

JP 2010-38051 A

  By the way, there are various travel requirements for the driver of the vehicle. For this reason, if the engine output is uniformly suppressed during simultaneous operation of the accelerator and the brake, it is not possible to meet such various travel requirements, and the drivability of the vehicle may be deteriorated.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a vehicle control device capable of improving drivability in a vehicle on which output suppression processing is performed.

In the following, means for achieving the above object and its effects are described.
The invention according to claim 1 is a vehicle control device that executes an output suppression process that suppresses engine output during simultaneous operation of an accelerator and a brake, and the degree of suppression of engine output at the time of execution of the output suppression process is: The gist of the present invention is that when the amount of operation of the accelerator is large and changed according to the vehicle speed , the amount of operation is made smaller than when the amount of operation is small .

The travel request when the accelerator and the brake are simultaneously operated by the driver of the vehicle includes, for example, a sport travel request when the vehicle speed is high, and a start request on a slope or a step over step when the vehicle speed is low. It is done. As described above, the travel request when the accelerator and the brake are operated simultaneously may vary depending on the vehicle speed. Therefore, it is desirable to change the degree of suppression of the engine output according to such a difference. Therefore, in this configuration, the degree of suppression of the engine output at the time of execution of the output suppression process is changed according to the vehicle speed. Therefore, it becomes possible to change the degree of suppression of the engine output in accordance with the driver's travel request, thereby improving drivability.
Further, when the accelerator and brake are simultaneously operated by the driver of the vehicle and the amount of operation of the accelerator is large, the driver may intentionally request a large engine output. Therefore, as in the same configuration, the degree of suppression of the engine output when the output suppression process is executed is changed not only by the vehicle speed but also by the amount of operation of the accelerator. Specifically, when the accelerator operation amount is large, the degree of suppression of the engine output is made smaller than when the operation amount is small. Thereby, a driving | running | working request | requirement of a driver | operator is further satisfy | filled and drivability can be improved further.

  The gist of the invention described in claim 2 is that, in the vehicle control device according to claim 1, when the vehicle speed is low, the degree of suppression of the engine output is increased compared to when the vehicle speed is high.

  As described above, at the time of simultaneous operation of the accelerator and the brake, when the vehicle speed is high, sports travel is required, and when the vehicle speed is low, a start request on a slope or a request for overcoming a step is often generated. Therefore, as in the same configuration, when the vehicle speed is low, an excessive increase in output in a region where the vehicle speed is low can be appropriately suppressed by increasing the degree of suppression of the engine output compared to when the vehicle speed is high. On the other hand, when the vehicle speed is high, an excessive decrease in output is suppressed, so that an engine output corresponding to, for example, sport running can be obtained.

According to a third aspect of the present invention, in the vehicle control device according to the first or second aspect, when the vehicle speed is higher than a predetermined speed and the degree of braking request is equal to or greater than a predetermined value, the output suppression process is performed. The gist is that the degree of suppression of engine output is further increased.

  As described above, in the present invention, the degree of suppression of the engine output at the time of executing the output suppression process is changed according to the vehicle speed. However, when the degree of the braking request is high when the vehicle speed is high, the driver's There is a high possibility that the brake operation is not performed according to sports driving or the like, but is performed to brake the vehicle and greatly reduce the vehicle speed. Therefore, in this configuration, when the vehicle speed is higher than a predetermined speed and the degree of braking request is equal to or greater than a predetermined value, the engine output suppression degree by the output suppression process is further increased. Therefore, it is possible to appropriately respond to the braking request from the driver.

  In this configuration, for example, when the hydraulic pressure in the master cylinder of the brake is higher than a predetermined value, or when the brake operation time is longer than the predetermined time, it is determined that the degree of braking request is higher than the predetermined value. can do.

The schematic diagram which shows the whole structure of the vehicle in one Embodiment of this invention. The flowchart which shows the procedure of the suppression process in the embodiment. The graph which shows the relationship between the vehicle speed and gain in the embodiment. The graph which shows the relationship between the real accelerator value and gain in the embodiment. The flowchart which shows the procedure of the cut process in the embodiment. The graph which shows the relationship between the real accelerator value and engine output in the embodiment. The flowchart which shows a part of procedure of the suppression process in the modification of the embodiment.

  Hereinafter, an embodiment of a vehicle control device according to the present invention will be described with reference to FIGS. In addition, the control apparatus of this embodiment is applied to the vehicle comprised so that a driving force might be acquired with the output of the engine 6 which is a motor | power_engine.

  As shown in FIG. 1, the vehicle control apparatus according to the present embodiment is mainly configured with an in-vehicle electronic control unit 1. The electronic control unit 1 includes a central processing unit (CPU) 1a that performs various arithmetic processes related to vehicle control, a read-only memory (ROM) 1b in which a control program and data are stored, the arithmetic results of the CPU 1a, and the sensor A random access memory (RAM) 1c for temporarily storing detection results is provided.

  Such an electronic control unit 1 includes sensors and switches provided in various parts of the vehicle, for example, an accelerator pedal sensor 3 that detects an actual accelerator value ACCP that is the amount of depression (operation amount) of the accelerator pedal 2, and a vehicle speed that is a vehicle traveling speed A vehicle speed sensor 20 for detecting SP is connected. The electronic control unit 1 also includes a stop lamp switch 22 that is turned on when the brake pedal 4 is depressed, a pressure sensor 23 that detects the brake hydraulic pressure BP in the master cylinder 30 to which the brake pedal 4 is connected, and the like. It is connected. Note that the depression amount (operation amount) of the brake pedal 4 is detected based on the brake hydraulic pressure BP.

  The electronic control unit 1 is connected to an actuator provided in each part of the vehicle, for example, a throttle motor 9 provided in an intake passage 7 of the engine 6 and driving a throttle valve 8 for adjusting engine output.

  In such a vehicle, the electronic control unit 1 grasps the driving state of the vehicle from the detection results of the sensors and switches. The electronic control unit 1 controls the vehicle by outputting a command signal to each actuator according to the grasped driving situation of the vehicle. For example, the engine output is adjusted by controlling the opening degree of the throttle valve 8 based on the accelerator command value corresponding to the actual accelerator value ACCP.

  As part of vehicle control, the electronic control unit 1 performs an output suppression process that suppresses the engine output of the engine 6 from the engine output corresponding to the actual accelerator value ACCP when the accelerator pedal 2 and the brake pedal 4 are operated simultaneously. In practice, the braking force of the brake exceeds the driving force of the engine 6. This output suppression process is performed through the accelerator value suppression process shown in FIG. 2 and the accelerator value cut process shown in FIG. Each of these processes is repeatedly executed by the electronic control unit 1 at predetermined intervals.

First, the accelerator value suppression process shown in FIG. 2 will be described.
When this process is started, it is first determined whether or not the brake is operated (S100). Here, it is determined that the brake is operated when the brake hydraulic pressure BP is higher than a predetermined value. It may be determined that the brake is operated when the stop lamp switch 22 is on.

  When the brake is operated (S100: YES), the predetermined value α is added to the currently set coefficient K, and the coefficient K is updated to the increasing side (S110). On the other hand, when the brake is not operated (S100: NO), the predetermined value β is subtracted from the currently set coefficient K, and the coefficient K is updated to the decreasing side (S120).

  After the coefficient K is updated in this way, the guard process for the coefficient K is performed (S130). In this guard process, when the coefficient K is a value smaller than “0”, “0” is set as the coefficient K. Further, when the coefficient K is a value larger than “1”, “1” is set as the coefficient K. As a result, the coefficient K is guarded to be a value within the range of “0” or more and “1” or less.

  Note that the coefficient K is gradually updated each time this process is executed. Therefore, when the brake pedal 4 is continuously depressed, the coefficient K is finally maintained at “1”. If the depression of the brake pedal 4 continues to be released, the coefficient K is finally maintained at “0”. As described above, the processing in step S110 and step S120 is a gradual change process for suppressing a sudden change in the coefficient K.

  Next, the gain G is set based on the vehicle speed SP and the actual accelerator value ACCP (S140). The value of the gain G is set to a value greater than “0” and less than or equal to “1”. As shown in FIG. 3, the gain G is set to a larger value as the vehicle speed SP is higher. Also, as shown in FIG. 4, the gain G is set to a larger value as the actual accelerator value ACCP is larger (when the amount of depression of the accelerator pedal 2 is larger).

  Next, an accelerator command value ACCPS is calculated (S150). Here, a value obtained by multiplying the actual accelerator value ACCP by the gain G is set as the accelerator command value ACCPS. Accordingly, the accelerator command value ACCPS becomes smaller than the actual accelerator value ACCP as the value of the gain G is smaller.

Next, a final accelerator command value ACCPF is calculated (S160). This final accelerator command value ACCPF is calculated by the following equation (1).

ACCPF = ACCP− (ACCP−ACCPS) × K (1)
ACCPF: Final accelerator command value ACCP: Actual accelerator value ACCPS: Accelerator command value K: Coefficient

As in equation (1), the value of “(ACCP−ACCPPS)” is the difference between the actual accelerator value ACCP and the accelerator command value ACCPS, and this value is the actual accelerator according to the vehicle speed SP and the actual accelerator value ACCP. The value suppression amount D1 is shown. The value of “(ACCP−ACCPPS) × K” obtained by multiplying “(ACCP−ACCPPS)” by the coefficient K is the suppression of the actual accelerator value according to the vehicle speed SP, the actual accelerator value ACCP, and the operation state of the brake pedal 4. The amount of suppression D2 increases as the value of the coefficient K increases as the brake pedal 4 is depressed. The value of “ACCP− (ACCP−ACCPS) × K” obtained by subtracting “(ACCP−ACCPPS) × K” from the actual accelerator value ACCP is a value reflecting the suppression amount D2 in the actual accelerator value ACCP. .

  Therefore, the higher the vehicle speed SP or the larger the actual accelerator value ACCP, the larger the gain G becomes. Therefore, the suppression amount D1 decreases, and the suppression amount D2 decreases even with the same coefficient K. As the vehicle speed SP is higher or the actual accelerator value ACCP is larger, the actual accelerator value suppression amount D2 becomes smaller. Therefore, the final accelerator command value ACCPF becomes larger and approaches the actual accelerator value ACCP. .

  Further, if the brake pedal 4 is kept depressed, the value of the coefficient K increases. Therefore, even if the vehicle speed SP and the actual accelerator value ACCP are the same, the suppression amount D2 increases. If the brake pedal 4 continues to be operated in this way, the actual accelerator value suppression amount D2 increases, so that the final accelerator command value ACCPF becomes a small value far from the actual accelerator value ACCP.

  When the final accelerator command value ACCPF is calculated in this way, this process is temporarily terminated. The opening of the throttle valve 8 is adjusted to an opening corresponding to the final accelerator command value ACCPF calculated in this way, that is, the engine output is adjusted to an output corresponding to the final accelerator command value ACCPF.

Next, the accelerator value cut processing shown in FIG. 5 will be described.
When this process is started, it is first determined whether or not the vehicle speed SP is greater than or equal to the determination value A (S200). When the vehicle speed SP is higher than the determination value A (S200: YES), it is determined whether or not the brake hydraulic pressure BP is higher than the determination value B (S210). When the brake hydraulic pressure BP is greater than or equal to the determination value B (S210: YES), it is determined that the degree of vehicle braking request is higher than a predetermined value.

  Next, it is determined whether or not the final accelerator command value ACCPF calculated in the suppression process is greater than or equal to the cut determination value C (S220). As the cut determination value C, an accelerator command value corresponding to the maximum value of the allowable engine output is set when priority is given to securing the braking force of the vehicle.

  When the final accelerator command value ACCPF is greater than or equal to the cut determination value C (S220: YES), the cut command value CC is set as the final accelerator command value ACCPF (S230), and this process is temporarily terminated. As the value of the cut command value CC, for example, the same value as the cut determination value C, the accelerator command value at the time of idle operation, or the like can be cited.

  Thus, when the cut command value CC is set as the final accelerator command value ACCPF, the opening of the throttle valve 8 is adjusted to an opening corresponding to the cut command value CC thus calculated, that is, the engine output is cut. The output corresponding to the hour command value CC is suppressed.

Note that when a negative determination is made in step S200, step S210, and step S220, this process is temporarily terminated.
Next, the operation of the present embodiment will be described with reference to FIG. FIG. 6 shows the relationship between the actual accelerator value ACCP and the engine output, and the broken line L1 shows a state when the brake pedal 4 is not depressed and the coefficient K is “0”. A solid line L2 indicates a state where the brake pedal 4 is depressed at a high vehicle speed and the coefficient K is “1”. A solid line L3 indicates a state where the brake pedal 4 is depressed at a low vehicle speed and the coefficient K is “1”. A solid line L4 indicates a state when the cut command value CC is set as the final accelerator command value ACCPF.

  As a travel request when the accelerator pedal 2 and the brake pedal 4 are simultaneously operated by the driver of the vehicle, for example, a sport travel is required when the vehicle speed is high, and when the vehicle speed is low, a start request on a slope or overcoming a step is required. Requests are listed. As described above, the travel request when the accelerator pedal 2 and the brake pedal 4 are operated simultaneously may differ depending on the vehicle speed. Therefore, it is desirable to change the degree of suppression of the engine output according to such a difference. Therefore, in the present embodiment, the degree of suppression of the engine output at the time of execution of the output suppression process is changed according to the vehicle speed. More specifically, the gain G is set based on the vehicle speed SP, so that the degree of suppression of the engine output can be changed according to the driver's travel request, so that drivability is improved. become.

  Further, when the vehicle speed SP is low, the degree of suppression of the engine output is increased compared to when the vehicle speed SP is high. More specifically, as shown in FIG. 3, the gain G decreases as the vehicle speed SP decreases. Therefore, as shown by the solid line L2 and the solid line L3 in FIG. 6, even when the actual accelerator value ACCP is the same, the final accelerator command value ACCPF becomes smaller as the vehicle speed SP is lower, and the engine output becomes smaller. Thereby, an excessive output increase in the region where the vehicle speed SP is low can be appropriately suppressed. On the other hand, when the vehicle speed SP is high, an excessive decrease in output is suppressed, so that an engine output corresponding to, for example, sport running can be obtained.

  Further, when the accelerator pedal 2 and the brake pedal 4 are simultaneously operated by the driver of the vehicle and the amount of depression of the accelerator pedal 2 is large, the driver may intentionally request a large engine output. There is. Therefore, the degree of suppression of the engine output at the time of execution of the output suppression process is changed not only by the vehicle speed SP but also by the operation amount of the accelerator pedal 2, more specifically, when the operation amount of the accelerator pedal 2 is large, the same operation amount. The degree of suppression of engine output is made smaller than when the engine is small. Specifically, the gain G is variably set so that the gain G increases as the actual accelerator value ACCP indicating the operation amount of the accelerator pedal 2 increases. Accordingly, as shown by the solid line L2 and the solid line L3 in FIG. 6, the final accelerator command value ACCPF becomes larger and the engine output becomes larger as the operation amount of the accelerator pedal 2 is larger. In other words, the degree of suppression of engine output is reduced. As a result, the driving requirements of the driver are further satisfied, and drivability is further improved.

  In this embodiment, the degree of suppression of the engine output at the time of execution of the output suppression process is changed according to the vehicle speed SP and the actual accelerator value ACCP, but the degree of braking request is high when the vehicle speed SP is high. Sometimes there are the following possibilities: That is, it is highly likely that the driver's braking operation is not performed according to sports driving or the like, but is performed to brake the vehicle and greatly reduce the vehicle speed. Therefore, when the vehicle speed SP is higher than the determination value A, the brake hydraulic pressure BP is higher than the determination value B, and it can be determined that the degree of braking request is higher than the predetermined value, the degree of suppression of the engine output by the output suppression process is further increased. Increased. More specifically, the final accelerator command value ACCPF is fixed to the cut command value CC. Therefore, as shown by a solid line L4 in FIG. 6, when the condition that the vehicle speed SP is higher than the determination value A and the brake hydraulic pressure BP is higher than the determination value B is satisfied (point X), the final value is reached. The engine output that has changed in accordance with the accelerator command value ACCPF is sufficiently reduced to a constant engine output in accordance with the cut command value CC regardless of the actual accelerator value ACCP. As a result, the braking force greatly exceeds the engine output. Therefore, it is possible to appropriately respond to the braking request from the driver.

As described above, according to the present embodiment, the following effects can be obtained.
(1) When the accelerator pedal 2 and the brake pedal 4 are operated simultaneously, an output suppression process for suppressing the engine output is executed. And the suppression degree of the engine output at the time of execution of an output suppression process is changed according to vehicle speed SP. Therefore, it becomes possible to change the degree of suppression of the engine output in accordance with the driver's travel request, thereby improving drivability.

  (2) When the vehicle speed SP is low, the degree of suppression of the engine output is increased compared to when the vehicle speed SP is high. Therefore, an excessive output increase in the region where the vehicle speed SP is low can be appropriately suppressed. On the other hand, when the vehicle speed SP is high, an excessive decrease in output is suppressed, so that an engine output corresponding to, for example, sport running can be obtained.

  (3) The engine output suppression degree at the time of execution of the output suppression process is also changed by the actual accelerator value ACCP. More specifically, when the actual accelerator value ACCP is large, the degree of suppression of the engine output is made smaller than when the actual accelerator value ACCP is small. Accordingly, the driving demand of the driver is further satisfied, and drivability is further improved.

  (4) When the vehicle speed SP is higher than the determination value A and the brake hydraulic pressure BP is higher than the determination value B and it can be determined that the degree of braking request is higher than the predetermined value, the degree of suppression of the engine output by the output suppression process is determined. I try to make it even bigger. Therefore, it becomes possible to appropriately respond to the braking request from the driver.

In addition, the said embodiment can also be changed and implemented as follows.
-When setting the gain G, variable setting by the actual accelerator value ACCP may be omitted. Even in this case, effects other than the above (3) can be obtained.

  In step S110 and step S120 in FIG. 2, the coefficient K is gradually changed in order to suppress a sudden change in the coefficient K. In addition, the coefficient K may be switched according to the presence or absence of a brake operation. For example, as shown in FIG. 7, the process of step S110 and step S120 in FIG. 2 is omitted. When it is determined in step S100 that the brake is being operated (S100: YES), the operation time coefficient KON is set as the coefficient K (S300), and the processes after step S140 in FIG. On the other hand, when it is determined in step S100 that the brake is not operated (S100: NO), the non-operation coefficient KOFF is set as the coefficient K (S310), and the processes after step S140 in FIG. . The operation time coefficient KON is larger than the non-operation time coefficient KOFF. For example, the operation time coefficient KON may be set to “1” and the non-operation time coefficient KOFF may be set to “0”. Even in such a modification, the effects (1) to (4) can be obtained.

  -The process of step S220 of FIG. 5 may be omitted, and if an affirmative determination is made in step S210, the process of step S230 may be performed. As the cut command value CC in this modification, an accelerator command value that can sufficiently reduce the engine output, for example, an accelerator command value during idling is desirable.

  The gain G is variably set to change the engine output suppression degree according to the vehicle speed SP and the actual accelerator value ACCP. However, the engine output suppression degree is different from the variable setting of the gain G. May be changed.

  The coefficient K is set in order to suppress the engine output when the accelerator pedal 2 and the brake pedal 4 are operated simultaneously. However, the engine output may be suppressed in another manner different from the setting of the coefficient K.

  In the above embodiment, the accelerator operation is performed through the depression of the accelerator pedal 2, but the accelerator operation may be performed through an operation other than the depression of the pedal. As an accelerator operation other than the depression of the pedal, for example, there are an operation using a hand such as a paddle shift and a voice operation. Similarly, the brake operation is performed by depressing the brake pedal 4, but the brake operation may be performed by an operation other than depressing the pedal.

  In the above embodiment, the case where the driving force control apparatus of the present invention is applied to a vehicle including the engine 6 as a prime mover has been described. However, the present invention includes an electric vehicle including a motor as a prime mover, and a motor and an engine as a prime mover. The present invention can be similarly applied to a hybrid vehicle.

  DESCRIPTION OF SYMBOLS 1 ... Electronic control unit, 1a ... Central processing unit (CPU), 1b ... Read-only memory (ROM), 1c ... Random access memory (RAM), 2 ... Accel pedal, 3 ... Accel pedal sensor, 4 ... Brake pedal, DESCRIPTION OF SYMBOLS 6 ... Engine, 7 ... Intake passage, 8 ... Throttle valve, 9 ... Throttle motor, 20 ... Vehicle speed sensor, 22 ... Stop lamp switch, 23 ... Pressure sensor, 30 ... Master cylinder

Claims (3)

A vehicle control device that executes output suppression processing that suppresses engine output during simultaneous operation of an accelerator and a brake,
The engine output suppression degree at the time of execution of the output suppression process is changed according to the vehicle speed , and when the accelerator operation amount is large , the vehicle is made smaller than when the operation amount is small. Control device. The vehicle control device according to claim 1, wherein when the vehicle speed is low, the degree of suppression of the engine output is greater than when the vehicle speed is high. The vehicle control device according to claim 1 or 2 , wherein when the vehicle speed is higher than a predetermined speed and the degree of braking request is equal to or greater than a predetermined value, the degree of suppression of engine output by the output suppression process is further increased.