JP6536663B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a control device for a vehicle, and more particularly to a control device for a vehicle that controls the posture of the vehicle by causing the vehicle to decelerate due to a decrease in generated torque of an engine.

  Conventionally, when the behavior of the vehicle becomes unstable due to slip or the like, a technique (e.g., a skid prevention device) for controlling the behavior of the vehicle in a safe direction is known. Specifically, there is known one that detects occurrence of understeer or oversteer behavior in the vehicle at the time of cornering of the vehicle, etc., and applies appropriate deceleration to the wheels so as to suppress them. ing.

  On the other hand, unlike the control for improving the safety in the traveling state where the behavior of the vehicle becomes unstable as described above, a series of operations (braking, etc.) by the driver when cornering the vehicle in the normal traveling state Vehicle motion control device that adjusts the deceleration at the time of cornering to adjust the load applied to the front wheels, which are steered wheels, so that steering cuts, accelerations, and steering returns are natural and stable. It has been known.

  Furthermore, by reducing the torque generated by the engine according to the yaw rate related amount (eg, yaw acceleration) corresponding to the driver's steering operation, the vehicle can quickly generate deceleration when the driver starts steering operation, A vehicle behavior control device has been proposed in which a sufficient load is quickly applied to the front wheels that are steered wheels (see, for example, Patent Document 1). According to this device, by rapidly applying a load to the front wheels at the start of steering operation, the frictional force between the front wheels and the road surface is increased, and the cornering force of the front wheels is increased. As a result, the responsiveness is improved, and the responsiveness to steering operation (that is, the steering stability) is improved. Thereby, control of the vehicle posture in line with the driver's intention can be realized.

Patent No. 6112304 specification

By the way, in the prior art as described in the above-mentioned patent documents 1, since control of vehicle posture is performed by reduction of a torque generated by an engine, in a situation where the engine does not generate torque for driving a vehicle , Can not control the vehicle attitude.
Therefore, for example, when the driver starts to turn the steering in a state where the accelerator is not depressed and then depresses the accelerator during the depression, the generated torque of the engine or the like is reduced until the accelerator is depressed. Since the control of the vehicle attitude is not performed, it is not possible to obtain the effect of improving the steering stability.
In addition, when the accelerator pedal is depressed after the start of the cutting operation, torque reduction for controlling the vehicle posture is performed with respect to the generated torque of the engine which rises according to the increase of the accelerator opening degree. Acceleration may occur, leading to a decrease in

  The present invention has been made to solve the above-mentioned problems of the prior art, and in the case where the steering operation of the steering is started without the accelerator pedal being depressed and then the accelerator pedal is depressed. It is an object of the present invention to provide a control device of a vehicle that can prevent the deterioration of the steering stability.

In order to achieve the above object, a control device of a vehicle according to the present invention includes an engine, an accelerator pedal, an accelerator opening sensor for detecting an opening degree of the accelerator pedal, a steering wheel operated by a driver, and a steering wheel When the steering operation of the steering wheel is determined based on the steering angle sensor for detecting the steering angle corresponding to the operation of the vehicle and the steering angle detected by the steering angle sensor, the deceleration necessary for the control of the vehicle posture is generated. Control device for reducing the generated torque of the engine, and the vehicle posture control means determines that the opening degree of the accelerator pedal detected by the accelerator opening degree sensor is equal to or more than a predetermined value. When the steering operation of the steering wheel is determined, the generated torque of the engine by control of the vehicle attitude When the steering operation of the steering wheel is determined when the first control mode to lower and the opening degree of the accelerator pedal detected by the accelerator opening sensor is less than a predetermined value, the generated torque of the engine by the control of the vehicle attitude is not reduced A second control mode is provided, and in the second control mode, when it is determined that the degree of opening of the accelerator pedal based on the degree of accelerator opening sensor becomes less than a predetermined value to a predetermined value or more , Control means for suppressing a decrease in generated torque of the engine due to the control of the vehicle attitude in order to prevent the
In the present invention configured as described above, the steering angle related value increases under a situation where the accelerator opening related value is less than the predetermined value, and the accelerator opening related value is the predetermined value while the steering angle related value is increasing. When it increases from less than a predetermined value, the vehicle attitude control means suppresses the reduction of the generated torque of the engine based on the increase of the steering angle related value. That is, when the accelerator pedal is not depressed and the steering operation is started and then the accelerator pedal is depressed, the reduction of the generated torque of the engine for vehicle attitude control is suppressed. The generated torque according to the operation of the accelerator pedal can be output as it is. As a result, acceleration can be performed as intended by the driver, and a decrease in steering stability can be prevented.

In the present invention, preferably, when the steering angle is increased, the vehicle attitude control means requests the engine to decrease the generated torque, and the suppression means is operated under a situation where the accelerator opening related value is less than a predetermined value. When the vehicle attitude control means requests the engine to reduce the generated torque, and the accelerator opening related value increases from less than a predetermined value to a predetermined value or more during the continuation of the request, the decrease of the generated torque based on the request is suppressed.
In the present invention configured as described above, the vehicle attitude control means requests the engine to reduce the generated torque under the condition that the accelerator opening related value is less than the predetermined value, and the accelerator opening related during the continuation of the request. When the value increases from less than the predetermined value to the predetermined value or more, the decrease in the generated torque of the engine based on the request of the vehicle attitude control means is suppressed. That is, if the steering operation is started while the accelerator pedal is not depressed and then the accelerator pedal is depressed, the accelerator pedal is operated regardless of the request for reduction of the generated torque by the vehicle attitude control means. The generated torque can be output as it is. As a result, acceleration can be performed as intended by the driver, and a decrease in steering stability can be prevented.

In the present invention, preferably, when the steering angle is increased, the vehicle attitude control means requests the engine to decrease the generated torque, and the suppression means is operated under a situation where the accelerator opening related value is less than a predetermined value. steering angle is increased, when the accelerator opening related value during increase of the steering angle is increased beyond a predetermined value from less than a predetermined value, it prevents the vehicle attitude control means for requesting a decrease in the torque generated in the engine.
In the thus constructed present invention, the accelerator opening related value steering angle is increased under conditions of less than a predetermined value, a predetermined value accelerator opening related value is from less than a predetermined value during an increase of the steering angle When it increases above, it is suppressed that the vehicle attitude control means itself requests the engine to reduce the generated torque. That is, when the accelerator pedal is not depressed and the steering operation is started and then the accelerator pedal is depressed, the request for reduction in generated torque by the vehicle posture control means is suppressed, and the accelerator pedal is operated. The generated torque can be output as it is. As a result, acceleration can be performed as intended by the driver, and a decrease in steering stability can be prevented.

In the present invention, preferably, the accelerator opening related value is the opening of the accelerator pedal, and the predetermined value is substantially fully closed.
In the present invention thus configured, the steering angle-related value increases under the condition that the accelerator opening is almost fully closed, and the accelerator opening is almost fully closed while the steering angle-related value is increasing. When it increases, the vehicle attitude control means suppresses the reduction of the generated torque of the engine based on the increase of the steering angle related value. That is, when the accelerator pedal is not depressed and the steering operation is started and then the accelerator pedal is depressed, it is suppressed that the generated torque of the engine is reduced for the vehicle attitude control. The generated torque corresponding to the operation of can be output as it is. As a result, acceleration can be performed as intended by the driver, and a decrease in steering stability can be prevented.

In the present invention, preferably, the generated torque of the engine when the accelerator opening related value is a predetermined value is smaller than the amount of reduction of the generated torque requested by the vehicle attitude control means.
In the present invention configured as described above, the steering angle related value increases under a situation where the engine generated torque is smaller than the reduction amount of the generated torque required by the vehicle attitude control means, and the steering angle related value is increased. In the meantime, when the generated torque of the engine is increased due to the increase of the accelerator opening related value, the vehicle attitude control means suppresses the reduction of the generated torque of the engine based on the increase of the steering angle related value. That is, when the accelerator pedal is not depressed and the steering operation is started and then the accelerator pedal is depressed, the reduction of the generated torque of the engine for vehicle attitude control is suppressed. The generated torque according to the operation of the accelerator pedal can be output as it is. As a result, acceleration can be performed as intended by the driver, and a decrease in steering stability can be prevented.

In another aspect, the control device for a vehicle according to the present invention corresponds to the operation of the engine, the accelerator pedal, the accelerator opening sensor for detecting the opening of the accelerator pedal, the steering wheel operated by the driver, and the steering wheel. When it is determined that the steering wheel turning operation has been performed based on a steering angle sensor that detects a target steering angle and a steering angle detected by the steering angle sensor , an engine is generated to generate a deceleration necessary to control the vehicle attitude. Control device for providing a vehicle attitude control means for requesting a reduction in generated torque, and the vehicle attitude control means is a steering wheel when the opening degree of the accelerator pedal detected by the accelerator opening degree sensor is equal to or more than a predetermined value First control mode that requests the engine to reduce the generated torque when it is determined that the And a second control mode that does not require the engine to reduce the generated torque when the steering wheel turning operation is determined when the opening degree of the accelerator pedal detected by the accelerator opening sensor is less than a predetermined value, In the second control mode, when it is determined that the degree of opening of the accelerator pedal based on the degree of accelerator opening sensor becomes less than a predetermined value to a predetermined value or more , the generated torque is reduced in the engine to prevent a decrease in vehicle steering safety. having a suppression means for suppressing to request.
Also according to the present invention configured as described above, it is possible to prevent the deterioration of the steering safety when the steering operation of the steering is started with the accelerator pedal not depressed and thereafter the accelerator pedal is depressed. it can.

  According to the control device for a vehicle according to the present invention, it is possible to prevent the deterioration of the steering safety when the steering operation of the steering is started in a state where the accelerator pedal is not depressed and thereafter the accelerator pedal is depressed. it can.

1 is a block diagram showing an overall configuration of a vehicle equipped with a control device of a vehicle according to an embodiment of the present invention. It is a block diagram showing the electric composition of the control device of the vehicles by the embodiment of the present invention. It is a flowchart of attitude control processing according to the first embodiment of the present invention. It is a flowchart of torque reduction amount determination processing according to the first embodiment of the present invention. It is the map which showed the relationship between the target additional deceleration and steering speed by 1st Embodiment of this invention. When the vehicle equipped with the control device for a vehicle according to the first embodiment of the present invention makes a turn, it is a time chart showing a time change of parameters related to engine control, and (a) is a steering angle of the turning vehicle Chart showing change, (b) chart showing change of torque reduction request signal generated based on steering speed, (c) chart showing change of accelerator opening degree, (d) showing change of final target torque It is a chart. It is a flowchart of attitude control processing according to a second embodiment of the present invention. It is the time chart which showed the time change of the parameter regarding engine control in, when the vehicle carrying the control device of the vehicles by a 2nd embodiment of the present invention turns, (a) is the steering angle of the vehicle which turns Chart showing change, (b) chart showing change of torque reduction request signal generated based on steering speed, (c) chart showing change of accelerator opening degree, (d) showing change of final target torque It is a chart.

  Hereinafter, a control device for a vehicle according to an embodiment of the present invention will be described with reference to the attached drawings.

<System configuration>
First, a system configuration of a vehicle equipped with a control device for a vehicle according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a block diagram showing the overall configuration of a vehicle equipped with a control device for a vehicle according to an embodiment of the present invention.

  In FIG. 1, the code | symbol 1 shows the vehicle carrying the control apparatus of the vehicle by this embodiment. An engine 4 is mounted on a front portion of the vehicle body of the vehicle 1 as a driving power source for driving driving wheels (the front wheels 2 on the left and right in the example of FIG. 1). The engine 4 is an internal combustion engine such as a gasoline engine or a diesel engine.

  The vehicle 1 also includes a steering angle sensor 8 that detects the rotation angle of a steering column (not shown) connected to the steering wheel 6, an accelerator opening sensor 10 that detects the opening of the accelerator pedal (accelerator opening), And, it has the vehicle speed sensor 12 which detects the vehicle speed. Each of these sensors outputs the detected value to a PCM (Power-train Control Module) 14.

Next, an electrical configuration of a control device for a vehicle according to an embodiment of the present invention will be described with reference to FIG. FIG. 2 is a block diagram showing an electrical configuration of a control device of a vehicle according to an embodiment of the present invention.
The PCM 14 (control device for a vehicle) according to the present embodiment is not limited to the detection signals of the sensors 8 to 12 described above, but may also be used to detect each part of the engine 4 (e.g. A control signal is output to control a throttle valve, a turbocharger, a variable valve mechanism, an ignition device, a fuel injection valve, an EGR device, and the like.

The PCM 14 controls the vehicle attitude based on a basic target torque determination unit 16 that determines a basic target torque based on the driving state of the vehicle 1 including the operation of the accelerator pedal, and a value related to the steering angle (steering angle related value). A torque reduction amount determination unit 18 that determines a torque reduction amount of the engine 4 for generating a necessary deceleration, a final target torque determination unit 20 that determines a final target torque based on the basic target torque and the torque reduction amount And an engine control unit 22 that controls the engine 4 to output a target torque. In the present embodiment, the torque reduction amount determination unit 18 uses the steering angle as the steering angle related value.
Each component of the PCM 14 includes one or more processors, various programs to be interpreted and executed on the processors (a basic control program such as an OS, and an application program activated on the OS to realize a specific function) And a computer having an internal memory such as a ROM or RAM for storing programs and various data.
Although the details will be described later, the PCM 14 corresponds to a control device of a vehicle in the present invention, and functions as a vehicle attitude control means and a suppression means.

<Content of control according to the present embodiment>
Next, specific control contents executed by the control device of the vehicle will be described.

First Embodiment
First, processing performed by the control device of the vehicle in the first embodiment of the present invention will be described with reference to FIGS.
FIG. 3 is a flowchart of posture control processing according to the first embodiment of the present invention, FIG. 4 is a flowchart of torque reduction amount determination processing according to the first embodiment of the present invention, and FIG. It is the map which showed the relationship between the target additional deceleration and steering speed by one Embodiment.

The posture control process of FIG. 3 is started when the ignition of the vehicle 1 is turned on and the control device of the vehicle is turned on, and is repeatedly executed in a predetermined cycle (for example, 50 ms).
When the attitude control process is started, as shown in FIG. 3, the PCM 14 acquires various sensor information regarding the driving state of the vehicle 1 in step S1. Specifically, the PCM 14 is a steering angle detected by the steering angle sensor 8, an accelerator opening detected by the accelerator opening sensor 10, a vehicle speed detected by the vehicle speed sensor 12, and a gear currently set in the transmission of the vehicle 1 Detection signals output from the various sensors described above, including steps and the like, are acquired as information related to the operating state.

  Next, in step S2, the basic target torque determination unit 16 of the PCM 14 sets a target acceleration based on the driving state of the vehicle 1 including the operation of the accelerator pedal acquired in step S1. Specifically, basic target torque determination unit 16 determines the current vehicle speed and gears from among acceleration characteristic maps (previously created and stored in a memory or the like) defined for various vehicle speeds and various gear stages. The acceleration characteristic map corresponding to the step is selected, and the target acceleration corresponding to the current accelerator opening is determined with reference to the selected acceleration characteristic map.

  Next, in step S3, the basic target torque determination unit 16 determines the basic target torque of the engine 4 for achieving the target acceleration determined in step S2. In this case, the basic target torque determination unit 16 determines the basic target torque within the range of torque that can be output by the engine 4 based on the current vehicle speed, gear, road surface gradient, road surface μ and the like.

  Further, in parallel with the processes of steps S2 and S3, in step S4, the torque reduction amount determination unit 18 determines the torque reduction amount for adding the deceleration to the vehicle 1 based on the steering operation. Run. The torque reduction amount determination process will be described with reference to FIG.

  When the torque reduction amount determination process is started, in step S21, the torque reduction amount determination unit 18 determines whether the vehicle attitude control is currently being executed. Specifically, when the torque reduction amount larger than 0 is determined in the previous processing, it is determined that the vehicle attitude control is being executed, and it is determined whether the torque reduction amount is determined in the previous processing. If it is 0, it is determined that the vehicle attitude control has not been executed.

As a result, when the vehicle attitude control is not executed, the process proceeds to step S22, and the torque reduction amount determination unit 18 determines whether the vehicle attitude control start condition is satisfied. Specifically, the torque reduction amount determination unit 18 determines whether the steering speed (for example, the change speed of the steering angle calculated from the steering angle acquired in step S1) is equal to or more than a predetermined start threshold. When the steering speed is equal to or higher than the start threshold, the steering operation of the steering is performed.
As a result, if the vehicle attitude control start condition is satisfied, specifically, if the steering speed is equal to or higher than the start threshold, the process proceeds to step S23. On the other hand, when the vehicle attitude control start condition is not satisfied, specifically, when the steering speed is less than the start threshold, the process ends.

Next, in step S23, the torque reduction amount determination unit 18 determines whether the steering speed is increasing. As a result, when the steering speed is increasing, the process proceeds to step S24, and the torque reduction amount determination unit 18 sets the target additional deceleration based on the steering speed. The target additional deceleration is a deceleration that should be added to the vehicle in response to the steering operation in order to accurately realize the vehicle behavior intended by the driver.
Basically, the torque reduction amount determination unit 18 acquires the target additional deceleration corresponding to the current steering speed based on the relationship between the target additional deceleration and the steering speed shown in the map of FIG. 5. In FIG. 5, the horizontal axis indicates the steering speed, and the vertical axis indicates the target additional deceleration. As shown in FIG. 5, as the steering speed increases, the target additional deceleration corresponding to the steering speed asymptotically approaches a predetermined upper limit (for example, 0.5 m / s ² ). Specifically, the target additional deceleration increases as the steering speed increases, and the increase rate of the increase decreases.

  On the other hand, if it is determined in step S23 that the steering speed has not increased, that is, if the steering speed has decreased or has not changed, the process proceeds to step S25. In step S25, the torque reduction amount determination unit 18 determines the additional deceleration determined in the previous process as the additional deceleration in the current process.

  If it is determined in step S21 that the vehicle attitude control has already been performed, the process proceeds to step S26. In step S26, the torque reduction amount determination unit 18 determines whether the vehicle attitude control termination condition is satisfied. Specifically, the torque reduction amount determination unit 18 determines whether the steering speed is less than a predetermined end threshold. As a result, when the vehicle attitude control termination condition is not satisfied, specifically, when the steering speed is equal to or more than the termination threshold, the process proceeds to step S23. In this case, the torque reduction amount determination unit 18 performs the process after step S23 described above in order to continue the vehicle attitude control.

On the other hand, when the vehicle attitude control termination condition is satisfied, specifically, when the steering speed is less than the termination threshold, the process proceeds to step S27. In step S27, the torque reduction amount determination unit 18 acquires an amount (deceleration reduction amount) for reducing the additional deceleration determined in the previous process in the current process. In one example, the torque reduction amount determination unit 18 calculates the deceleration reduction amount based on the reduction rate according to the steering speed using the map as shown in FIG. 5 in the same manner as the target additional deceleration. Do. In another example, the torque reduction amount determination unit 18 calculates the deceleration reduction amount based on a constant reduction rate (for example, 0.3 m / s ³ ) stored in advance in a memory or the like.

  Next, in step S28, the torque reduction amount determination unit 18 subtracts the amount of deceleration reduction acquired in step S27 from the additional deceleration determined in the previous processing, to determine the additional deceleration in the current processing.

  After step S24, S25, or S28, in step S29, the torque reduction amount determination unit 18 determines a torque reduction amount based on the current additional deceleration determined in step S24, S25, or S28. Specifically, the torque reduction amount determination unit 18 determines the torque reduction amount required to realize the current additional deceleration based on the current vehicle speed, gear, road surface gradient, etc. acquired in step S1. Do. After this step S29, the torque reduction amount determination unit 18 ends the torque reduction amount determination processing, and returns to the main routine.

  Returning to FIG. 3, after performing the torque reduction amount determination processing in step S4, the process proceeds to step S5, and the torque reduction amount determination unit 18 requests torque reduction based on the torque reduction amount determined in the torque reduction amount determination processing Generate a signal. Specifically, when the torque reduction amount is determined in step S29 of the torque reduction amount determination processing, the torque reduction amount determination unit 18 requests the engine 4 to reduce the generated torque by the torque reduction amount. Generate a torque reduction request signal. The torque reduction request signal is output to the final target torque determination unit 20. On the other hand, when it is determined in step S21 of the torque reduction amount determination process that the vehicle attitude control is not executed and the torque reduction amount is not determined, the torque reduction amount determination unit 18 does not generate a torque reduction request signal.

  After performing the processes of steps S3 and S5, the final target torque determination unit 20 determines the presence or absence of the torque reduction request signal output from the torque reduction amount determination unit 18 in step S6. As a result, when there is a torque reduction request signal, specifically, when the torque reduction request signal is generated by the torque reduction amount determination unit 18 in step S5, the process proceeds to step S7.

In step S7, the final target torque determination unit 20 determines whether the accelerator opening related value related to the opening of the accelerator pedal is equal to or more than a predetermined value. Here, as the accelerator opening related value, in addition to the accelerator opening detected by the accelerator opening sensor 10, the intake air amount detected by the air flow sensor (not shown) and the throttle opening sensor (not shown) Use values corresponding to the intake amount such as the opening of the throttle valve and the closing timing of the intake valve, and values corresponding to the engine load such as the fuel injection amount by the fuel injection valve and the advance amount of the ignition timing by the spark plug. Can.
In the present embodiment, the case where the final target torque determination unit 20 uses the accelerator opening detected by the accelerator opening sensor 10 will be described. That is, in step S7, the final target torque determining section 20, the accelerator opening is determined whether the predetermined value A ₁ or more. Accelerator opening A _1, for example, although the driver has put the foot on the accelerator pedal, which is the accelerator opening when intention is not depressing the more accelerator pedal. Generation torque of the engine 4 when the accelerator opening is A ₁ is substantially the same as the idle torque Ti, the torque reduction amount to determine the torque reduction amount determination unit 18 (i.e., decrease the amount of generated torque required to the engine 4 Smaller than).

As a result, when the accelerator opening is A ₁ or more, the process proceeds to step S8, the final target torque determining section 20, an accelerator opening at the start of the vehicle attitude control (time of generation start of the torque reduction request signal in this embodiment) It is determined whether the control flag representing the state of degree is zero. The control flag is initially set to 0, and the control flag is set to ₁ when the accelerator opening degree is less than A ₁ at the start of vehicle attitude control.

As a result of the determination in step S8, when the control flag is 0, that is, under the situation where the accelerator opening degree is a predetermined value A ₁ or more, generation of a torque reduction request signal is started by the torque reduction amount determination unit 18 When generation of the torque reduction request signal continues, the process proceeds to step S9, and the final target torque determination unit 20 determines the torque reduction amount in step S4 from the basic target torque determined in step S3 based on the torque reduction request signal. The final target torque is determined by subtracting the torque reduction amount determined in the process. In order to maintain the combustion stability of the engine 4, the final target torque is determined so as not to fall below a predetermined lower limit (specifically, the idle torque Ti).

Further, as a result of the determination in step S6, when there is no torque reduction request signal, specifically, when the torque reduction request signal is not generated by the torque reduction amount determination unit 18 in step S5 (when the vehicle attitude control is not performed) Corresponding), the process proceeds to step S10.
In step S10, final target torque determination unit 20 sets a control flag to zero. Next, in step S11, the final target torque determination unit 20 determines the basic target torque determined in step S3 as it is as the final target torque.

As a result of the determination in step S7, if the accelerator opening is less than A _1, i.e., when the accelerator opening is a torque reduction request signal is generated by the torque reduction amount determination unit 18 under the condition of less than A ₁ In step S12, the final target torque determination unit 20 sets a control flag to one. Next, in step S11, the final target torque determination unit 20 determines the basic target torque determined in step S3 as the final target torque as it is despite the torque reduction request signal being generated. That is, a decrease in generated torque of the engine 4 is suppressed.

In accordance with the determination result in step S8, if the control flag is 1, i.e., the generation of the torque reduction request signal is initiated by the torque reduction amount determination unit 18 under the accelerator opening is less than A ₁ conditions, torque If the accelerator opening increases from less than A _{1 to} more than A ₁ during the generation of the reduction request signal, the process proceeds to step S 11 and the final target torque determination unit 20 determines that the torque reduction request signal is generated. Instead, the basic target torque determined in step S3 is determined as the final target torque as it is. That is, a decrease in generated torque of the engine 4 is suppressed.

After the process of step S9 or S11, in step S13, the engine control unit 22 controls the engine 4 to output the final target torque set in step S9 or S11.
Specifically, based on the final target torque set in step S9 or S11 and the engine rotational speed, the engine control unit 22 requires various state quantities (eg, air filling amount) required to realize the final target torque. Fuel injection amount, intake temperature, oxygen concentration, etc.), and based on the state quantities thereof, control the actuators that drive the respective components of the engine 4. In this case, the engine control unit 22 sets the limit value and the limit range according to the state amount, and sets the control amount of each actuator such that the state value complies with the limit value and the limit range. Do.
More specifically, when the engine 4 is a gasoline engine, when the final target torque is determined by subtracting the torque reduction amount from the basic target torque, the engine control unit 22 sets the ignition timing of the spark plug to the basic target. The generated torque of the engine 4 is reduced by retarding (retarding) the ignition timing when the torque is used as it is as the final target torque.
When the engine 4 is a diesel engine, when the final target torque is determined by subtracting the torque reduction amount from the basic target torque, the engine control unit 22 directly determines the fuel injection amount and the basic target torque as the final target. The generated torque of the engine 4 is reduced by reducing the amount of fuel injection when the torque is used.
After step S13, the PCM 14 ends the attitude control process.

  Next, the operation of the control system for a vehicle according to the first embodiment of the present invention will be described with reference to FIG. FIG. 6 is a time chart showing time changes of parameters related to engine control when the vehicle equipped with the control device for a vehicle according to the first embodiment of the present invention makes a turn; FIG. (B) is a chart showing the change of the accelerator opening degree, (c) is a chart showing the change of the torque reduction request signal generated based on the steering speed, (d) is the final target torque Is a chart showing changes in

Chart (a) shows a situation in which the steering angle is constant up to time t1, the steering angle increases from time t1 to t4, and the steering angle is constant from time t4. Further, as shown in chart (b), the accelerator opening is fully closed from the time t1 to t2, increases between the subsequent time t2 to the time t3 reaches a value greater than A _1, after time t3 It is constant.

When the steering angle increases under a situation where the accelerator opening is fully closed at time t1 (that is, the situation where the accelerator pedal is not depressed), the torque reduction amount determination unit 18 requests torque reduction as shown in chart (c). A signal is generated, but since the accelerator opening is fully closed until time t2, the final target torque is constant at the lower limit idle torque Ti as shown in the chart (d).
Thereafter, when the accelerator opening starts to increase at time t2 at which generation of the torque reduction request signal continues (that is, when the accelerator pedal is depressed), the generated torque of the engine 4 is reduced based on the torque reduction request signal. (In other words, the final target torque is determined by subtracting the torque reduction amount TR from the basic target torque), and as indicated by the broken line in the chart (d), although the accelerator opening is increased. The final target torque is maintained at the idle torque Ti. Also, when the value obtained by subtracting the torque reduction amount TR from the basic target torque exceeds the idle torque Ti due to the increase of the accelerator opening after time t2, the final target torque also starts to increase, but a torque reduction request signal is generated. The final target torque is maintained at a value obtained by subtracting the torque reduction amount TR from the basic target torque until the end of. Therefore, acceleration may not be performed as intended by the driver who has depressed the accelerator pedal, which may lead to a decrease in steering stability.

On the other hand, in the control device for a vehicle according to the present embodiment, the torque reduction amount determination unit 18 generates a torque reduction request signal under the condition that the accelerator opening is fully closed at time t1, and then the torque reduction request signal When the accelerator opening starts to increase and becomes A ₁ or more at time t2 when generation of A continues, as shown by the solid line in the chart (d), the reduction of the generated torque of the engine 4 is suppressed, and the basic target The torque is determined as it is as a final target torque. As a result, acceleration can be performed as intended by the driver, and a decrease in steering stability can be prevented.

As described above, according to the first embodiment of the present invention, the accelerator opening is a torque reduction amount determination unit 18 under the condition of less than the predetermined value A ₁ generates a torque reduction request signal, the torque reduction request signal When the accelerator opening degree increases to A ₁ or more during the continuation of generation, the reduction of the generation torque of the engine 4 based on the torque reduction request signal is suppressed. That is, when the accelerator pedal is not depressed and the steering operation is started and then the accelerator pedal is depressed, the generated torque corresponding to the operation of the accelerator pedal is obtained regardless of the torque reduction request signal. It can be output as it is. As a result, acceleration can be performed as intended by the driver, and a decrease in steering stability can be prevented.

Second Embodiment
Next, a second embodiment of the present invention will be described with reference to FIGS. 7 and 8. FIG. 7 is a flowchart of attitude control processing according to the second embodiment, and FIG. 8 is a parameter time related to engine control when the vehicle equipped with the control device for a vehicle according to the second embodiment of the present invention turns. It is a time chart which showed change. In the second embodiment, since there is a portion having the same configuration as that of the first embodiment, detailed description of such a portion will be omitted.

  First, posture control processing according to the second embodiment will be described. Steps S31 to S34 of the posture control process according to the second embodiment are the same as steps S1 to S4 of the posture control process according to the first embodiment shown in FIG.

As shown in FIG. 7, after performing the processes of steps S33 and S34, the torque reduction amount determination unit 18 determines whether the steering speed is equal to or more than a predetermined threshold value in step S35. Specifically, the torque reduction amount determination unit 18 determines whether the steering speed is equal to or higher than the start threshold that is the start condition of the vehicle attitude control. As a result, when the steering speed is equal to or more than the start threshold, the process proceeds to step S36, and the torque reduction amount determination unit 18 determines whether an accelerator opening related value related to the opening of the accelerator pedal is equal to or more than a predetermined value. In the present embodiment, the torque reduction amount determination unit 18, similarly to step S7 in the first embodiment, the accelerator opening degree is determined whether the predetermined value A ₁ or more.

As a result, when the accelerator opening is A ₁ or more, the process proceeds to step S37, the torque reduction amount determination unit 18 determines whether the control flag is 0. The control flag is initially set to 0, and the control flag is set to ₁ when the accelerator opening degree is less than A ₁ at the start of the increase of the steering angle.

Result of the determination in step S37, if the control flag is 0, i.e., the accelerator opening is the steering angle starts to increase under a predetermined value A ₁ or more situations, if the increase in the subsequent steering angle continues In step S38, the torque reduction amount determination unit 18 generates a torque reduction request signal based on the torque reduction amount determined in the torque reduction amount determination process of step S34.

  Further, as a result of the determination in step S35, when the steering speed is less than the start threshold (corresponding to the case where vehicle posture control is not performed), the process proceeds to step S39, and the torque reduction amount determination unit 18 sets the control flag to 0. Do. In this case, the torque reduction amount determination unit 18 does not generate a torque reduction request signal.

As a result of the determination in step S36, if the accelerator opening is less than A _1, i.e., when the accelerator opening is the steering angle is increased under conditions of less than A _1, the process proceeds to step S40, the final target torque decision The unit 20 sets the control flag to one. In this case, the torque reduction amount determination unit 18 does not generate the torque reduction request signal even if the vehicle attitude control start condition is satisfied by the increase in the steering speed as the steering angle increases. That is, it is suppressed that the engine 4 is required to reduce the generated torque.

Further, the result of the determination in step S37, if the control flag is 1, i.e., the accelerator opening starts to increase the steering angle under conditions of less than A _1, the accelerator opening degree in an increase in the steering angle A _When it increases from less than ₁ to A ₁ or more, the torque reduction amount determination unit 18 requests torque reduction even if the vehicle attitude control start condition is satisfied by the increase of the steering speed with the increase of the steering angle. Do not generate a signal. That is, it is suppressed that the engine 4 is required to reduce the generated torque.

  After step S38, S39 or S40, or when the control flag of the judgment of step S37 is 1, the process proceeds to step S41, and the final target torque determination unit 20 reduces the torque output from the torque reduction amount determination unit 18 It determines the presence or absence of a request signal. As a result, when there is a torque reduction request signal, the process proceeds to step S42, and the final target torque determination unit 20 determines the torque reduction amount determination process of step S34 from the basic target torque determined in step S33 based on the torque reduction request signal. The final target torque is determined by subtracting the determined torque reduction amount. In order to maintain the combustion stability of the engine 4, the final target torque is determined so as not to fall below a predetermined lower limit (specifically, the idle torque Ti).

  When it is determined in step S41 that there is no torque reduction request signal, the process proceeds to step S43, and the final target torque determination unit 20 determines the basic target torque determined in step S33 as the final target torque as it is.

After the process of step S42 or S43, in step S44, the engine control unit 22 controls the engine 4 to output the final target torque set in step S42 or S43.
After step S44, the PCM 14 ends the attitude control process.

  Next, the operation of the control system for a vehicle according to the second embodiment of the present invention will be described with reference to FIG. FIG. 8 is a time chart showing a time change of parameters related to engine control when a vehicle equipped with a control device for a vehicle according to a second embodiment of the present invention makes a turn, and FIG. (B) is a chart showing the change of the accelerator opening degree, (c) is a chart showing the change of the torque reduction request signal generated based on the steering speed, (d) is the final target torque Is a chart showing changes in As shown in charts (a) and (b) of FIG. 8, changes in the steering angle and the accelerator opening are similar to those shown in the charts (a) and (b) of FIG. 6 in the first embodiment. .

Under the condition that the accelerator opening is fully closed at time t1 (that is, the condition where the accelerator pedal is not depressed), the torque reduction request signal even if the steering speed becomes equal to or higher than the start threshold according to the increase of the steering angle. Is not generated. Thereafter, since the accelerator opening is fully closed until time t2, the final target torque is constant at the lower limit idle torque Ti as shown in the chart (d).
After that, when the accelerator opening starts to increase at time t2 when the increase of the steering angle continues (that is, when the accelerator pedal is depressed), the torque reduction request signal is indicated as shown by a broken line in chart (c). Not generating (that is, requesting the engine 4 to reduce the generated torque) is not suppressed (that is, the final target torque is determined by generating the torque reduction request signal and subtracting the torque reduction amount TR from the basic target torque) As shown by the broken line in the chart (d), the final target torque is maintained at the idle torque Ti despite the increase in the accelerator opening. Also, when the value obtained by subtracting the torque reduction amount TR from the basic target torque exceeds the idle torque Ti due to the increase of the accelerator opening after time t2, the final target torque also starts to increase, but a torque reduction request signal is generated. The final target torque is maintained at a value obtained by subtracting the torque reduction amount TR from the basic target torque until the end of. Therefore, acceleration may not be performed as intended by the driver who has depressed the accelerator pedal, which may lead to a decrease in steering stability.

On the other hand, in the control device for a vehicle according to the present embodiment, the steering angle increases under the condition that the accelerator opening is fully closed at time t1, and then the accelerator is increased at time t2 when the increase of the steering angle continues. When the opening degree starts to increase and becomes A ₁ or more, as shown by the solid lines in the charts (c) and (d), the engine 4 is prevented from requiring a decrease in generated torque, and the basic target torque Determined as the final target torque. As a result, acceleration can be performed as intended by the driver, and a decrease in steering stability can be prevented.

As described above, according to the second embodiment of the present invention, the accelerator opening is the steering angle is increased under conditions of less than the predetermined value A _1, the accelerator opening A ₁ or more in an increase in the steering angle When it increases, it suppresses that the torque reduction amount determination unit 18 itself generates a torque reduction request signal. That is, when the accelerator pedal is not depressed and the steering operation is started and then the accelerator pedal is depressed, the generation of the torque reduction request signal is suppressed, and the generation according to the operation of the accelerator pedal is generated. The torque can be output as it is. As a result, acceleration can be performed as intended by the driver, and a decrease in steering stability can be prevented.

<Modification>
Finally, further modifications of the embodiment of the present invention will be described.
In the embodiment described above, an example is shown in which the attitude control of the vehicle is performed using the steering angle of the vehicle 1 as the steering angle related value, but instead of the steering angle, attitude control is performed based on the yaw rate or lateral acceleration. You may The steering angle, the yaw rate, and the lateral acceleration correspond to an example of the “steering angle related value” in the present invention.

In the embodiment described above, the reduction of the generation torque is not performed (that is, it is prohibited) as one form of suppressing the reduction of the generation torque of the engine 4, but the generation torque of the engine 4 is reduced in a different form. May be suppressed.
For example, when the steering angle related value increases under a situation where the accelerator opening related value is less than the predetermined value, and the accelerator opening related value increases from less than the predetermined value to the predetermined value or more while the steering angle related value increases. Reduce the generation torque reduction amount for attitude control of the vehicle, moderate the reduction speed of generation torque, delay the start timing of generation torque reduction, or advance the end timing of generation torque reduction. May be

1 vehicle 2 front wheel 4 engine 6 steering wheel 8 steering angle sensor 10 accelerator opening sensor 12 vehicle speed sensor 14 PCM
16 Basic target torque determination unit 18 Torque reduction amount determination unit 20 Final target torque determination unit 22 Engine control unit

Claims (6)

With the engine,
With the accelerator pedal,
An accelerator opening sensor that detects the opening of the accelerator pedal;
A steering wheel operated by a driver,
A steering angle sensor that detects a steering angle corresponding to an operation of the steering wheel ;
A vehicle in which the generated torque of the engine is reduced to generate a deceleration necessary for control of the vehicle posture when the steering operation of the steering wheel is determined based on the steering angle detected by the steering angle sensor Attitude control means,
Control device for a vehicle comprising
The vehicle attitude control means
A first control for reducing the generated torque of the engine by controlling the vehicle posture when the steering operation of the steering wheel is determined when the opening degree of the accelerator pedal detected by the accelerator opening sensor is equal to or greater than a predetermined value Mode and
The second embodiment does not reduce the generated torque of the engine by the control of the vehicle posture when the opening operation of the accelerator pedal detected by the accelerator opening sensor is determined to be less than the predetermined value. Control mode, and
In the second control mode, when it is determined that the degree of opening of the accelerator pedal based on the degree of accelerator opening sensor is less than the predetermined value to be equal to or more than the predetermined value , the vehicle operation safety is prevented to be reduced. It has a control means which controls the fall of the generation torque of the above-mentioned engine by control of vehicles attitude ,
Vehicle control device. The vehicle attitude control means, when the steering angle is increased, requiring a reduction in the torque generated in the engine,
The vehicle attitude control means requests the engine to reduce the generated torque under the condition that the accelerator opening related value is less than a predetermined value, and the accelerator opening related value is maintained during the request. When the pressure increases from less than the predetermined value to the predetermined value or more, the reduction of the generated torque based on the request is suppressed.
The control device of the vehicle according to claim 1. The vehicle attitude control means, when the steering angle is increased, requiring a reduction in the torque generated in the engine,
The suppressing means, the accelerator opening related value is the steering angle is increased under conditions of less than a predetermined value, the accelerator opening related value during increase of the steering angle is the predetermined value or more from less than the predetermined value Control the vehicle attitude control means to request the engine to reduce the generated torque.
The control device of the vehicle according to claim 1. The accelerator opening related value is the opening degree of the accelerator pedal,
The predetermined value is substantially fully closed.
The control device of the vehicle according to any one of claims 1 to 3.   The generated torque of the engine when the accelerator opening related value is the predetermined value is smaller than the amount of reduction of the generated torque requested by the vehicle attitude control means. Control device for a vehicle. With the engine,
With the accelerator pedal,
An accelerator opening sensor for detecting an opening degree of the accelerator pedal,
A steering wheel operated by a driver ,
A steering angle sensor that detects a steering angle corresponding to an operation of the steering wheel ;
When the steering operation of the steering wheel is determined based on the steering angle detected by the steering angle sensor , the engine requires a reduction in generated torque in order to generate a deceleration necessary for control of the vehicle attitude. Vehicle attitude control means,
Control device for a vehicle comprising
The vehicle attitude control means
A first control mode for requesting the engine to reduce the generated torque when the steering wheel turning operation is determined when the opening degree of the accelerator pedal detected by the accelerator opening sensor is equal to or greater than a predetermined value;
A second control mode which does not request the engine to reduce the generated torque when the opening of the accelerator pedal detected by the accelerator opening sensor is determined to be smaller than the predetermined value and the steering operation of the steering wheel is determined; Equipped with
In the second control mode, when it is determined that the degree of opening of the accelerator pedal based on the degree of accelerator opening sensor is less than the predetermined value to be equal to or more than the predetermined value, the vehicle operation safety is prevented to be reduced. It has a control means which controls that a reduction of the above-mentioned generation torque is required to an engine,
Vehicle control device.

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