JPH0626377A - Vehicle control device - Google Patents

Abstract

PURPOSE:To increase traveling feeling and operability by judging accurately an unconscious operation state of an accelerator by a driver and, when the unconscious operation state occurs, slowing the behavior of a vehicle. CONSTITUTION:A vehicle control device is provided with an engine 1, a fuel feed system 26, an air intake system 9, a power transmission system 2 to transmit power of the engine, and a behavior control means B to control the behavior of a vehicle. An unconscious operation control judgment means 17 to judge whether an accelerating operation is in unconscious state or not is provided, and also a behavior correction means A to correct the behavior change of the vehicle caused by the behavior control means slowly when it has been judged to be in the unconscious state is provided. When the behavior control means B is used for the power transmission system, a speed change prohibition means and a lock-up release means are provided as a behavior correction means A. When it is used for the engine, an engine output correction means, a throttle opening correction means, a combustion correction means, a throttle opening control system changeover means, and its ratio change means are provided as a behavior correction means A.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device for detecting a driver's unconscious operation of an accelerator to correct the behavior of the vehicle.

[0002]

2. Description of the Related Art Generally, for the purpose of improving the responsiveness of a vehicle to an accelerator operation amount, a mechanical linkage between a throttle valve and an accelerator is separated and a throttle opening is controlled by an electric signal. There is. As a control device for a vehicle of this type, there has been conventionally proposed a device that changes a throttle gain, which is a ratio of an opening amount of a throttle valve to an accelerator operation amount, according to road conditions (for example, Japanese Patent Laid-Open No. HEI2- 24
1935). This control device classifies road conditions into urban roads, highways, uphill roads, and congested roads, stores the throttle opening determined according to various road conditions in the throttle opening characteristic storage means in advance, and sets the road conditions. By selecting and designating a specific road condition from the road conditions preset in the means, the throttle opening is changed for each selection specification to realize the behavior of the vehicle according to the road condition. is there.

[0003]

However, the traveling environment of an automobile is not limited to the above-mentioned various road conditions, and even in the same road condition, various changes occur depending on the traffic flow condition. For example, even on the same highway, for example, the traffic flow is relatively gentle and the vehicle behavior shifts at a substantially constant speed for a long time, or the traffic flow is relatively frequent and the vehicle behavior is accelerated / decelerated. Various changes such as the repeated state of. Therefore, the driver always consciously senses the traveling environment to perform the accelerator operation in a state where the traffic flow is relatively frequent, and particularly, when the traffic flow is relatively gentle, the driver unconsciously operates the accelerator. Tends to operate.

Even if such an accelerator operation is performed unconsciously, if the throttle gain is changed only by the difference in road conditions as in the conventional vehicle control device, the vehicle is accelerated or decelerated by the accelerator operation. Will be done. Therefore, when the driver unintentionally operates the accelerator, if the acceleration / deceleration is too severe, the driver feels the behavior change of the vehicle each time, and the driving feeling is significantly deteriorated. A re-accelerating operation for restoring the behavior change of the vehicle based on the above-mentioned unconscious operation of the accelerator is inevitable, which causes deterioration of drivability.

In order to solve this inconvenience, when the unintentional accelerator operation occurs, the behavioral change of the vehicle with respect to the accelerator operation is slowed to prevent the deterioration of the driving feeling. it is conceivable that. However, the unintentional operation of the accelerator has a large individual difference depending on the driver, and it is difficult to accurately determine whether or not the driver is in the unconscious operation state, and it is difficult to reflect that in the control of the vehicle.

The present invention has been made in view of the above circumstances. An object of the present invention is to accurately determine the unconscious operation state of the accelerator by the driver, and when the unconscious operation state occurs, It is intended to improve traveling feeling and drivability by slowing the behavior of the vehicle.

[0007]

In order to achieve the above object, the invention according to claim 1 is, as shown in FIG. 1, an engine 1 and a fuel supply system 26 for supplying fuel to the engine 1.
An intake system 9 for introducing intake air into the engine 1, a power transmission system 2 for transmitting power of the engine 1 to driving wheels,
Vehicle M. It is premised that the behavior control means B for controlling the behavior of V is provided. In this device, an unconscious driving operation determination means 17 for determining whether or not the accelerator operation by the driver is in an unconscious operation state is provided. When the unconscious operation determination means 17 determines the unconscious operation state,
The vehicle M. by the behavior control means B. The configuration includes a behavior correction unit A that slowly corrects a behavior change of V.

The invention described in each of claims 2 to 4 is a concrete specification of the invention described in claim 1. That is, the invention according to claim 2 is the invention according to claim 1, wherein the power transmission system 2 includes an automatic transmission, and the behavior control means B includes shift control means for controlling a shift of the automatic transmission. . Then, the behavior correction means A is constituted by a gear shift prohibiting means for prohibiting the execution of the gear shift when an unconscious operation state is determined.

According to a third aspect of the invention, in the first aspect of the invention, the power transmission system 2 is an automatic transmission and a lockup clutch, and the behavior control means B is a lockup control for controlling the operation of the lockup clutch. And means. The behavior correcting means A is constituted by lockup releasing means for releasing the lockup state of the lockup clutch when an unconscious operation state is determined.

According to a fourth aspect of the present invention, in the first aspect of the present invention, the behavior control means B includes engine output control means for changing and adjusting the engine output according to the accelerator operation by the driver. The behavior correction means A is constituted by an engine output correction means for slowly correcting the engine output change by the engine output control means when an unconscious operation state is determined.

The inventions according to claims 5 to 8 specify the invention according to claim 4 more specifically.
That is, in the invention described in claim 5, in the invention described in claim 4, the intake system 9 is provided with a throttle valve which is provided separately from the accelerator and whose opening is changed by a control signal from the engine output control means. The engine output correction means is constituted by throttle opening correction means for correcting the degree of change in the opening of the throttle valve.

According to a sixth aspect of the present invention, in the above-mentioned fourth aspect of the invention, as engine output control means, air-fuel ratio control means for controlling the air-fuel ratio of the air-fuel mixture supplied to the engine and ignition timing are controlled. And ignition timing control means. The engine output correction means is constituted by a flammability correction means for performing either or both of the correction of the air-fuel ratio to the lean side and the correction of the ignition timing to the retard side.

According to a seventh aspect of the present invention, in the above-mentioned fourth aspect of the present invention, as the engine output control means, a target vehicle speed is set according to the operation position of the accelerator and an opening degree of a throttle valve provided separately from the accelerator is provided. A vehicle speed system control means for changing and adjusting the target vehicle speed based on the target vehicle speed, and an acceleration system for setting a target acceleration request according to the operation position of the accelerator and changing and adjusting the opening of the throttle valve based on the target acceleration request. And a control means. The engine output correction means is constituted by switching means for switching from control by the acceleration system control means to control by the vehicle speed system control means.

According to an eighth aspect of the present invention, in the above-mentioned fourth aspect of the invention, as an engine output control means, a target vehicle speed is set in accordance with an operation position of an accelerator and an opening degree of a throttle valve provided separately from the accelerator is provided. A vehicle speed system control means for changing and adjusting the target vehicle speed based on the target vehicle speed, and an acceleration system for setting a target acceleration request according to the operation position of the accelerator and changing and adjusting the opening of the throttle valve based on the target acceleration request. And a control means. In addition, unconscious operation rate calculation means for calculating the unconscious operation rate, which is the degree of occurrence of the unconscious operation state, is provided based on the output from the unconscious operation determination means. The engine output correction means is configured by combining the control amount of the throttle valve with the control amount of the acceleration system control means and the control amount of the vehicle speed system control means at a predetermined component ratio, and The ratio changing unit is configured to change the ratio of the control amount of the vehicle speed system control unit to the control amount of the valve to a greater extent as the unconscious operation rate increases.

According to a ninth aspect of the present invention, in the above-mentioned first aspect of the invention, there is provided unconscious operation rate calculating means for calculating an unconscious operation rate, which is the degree of occurrence of the unconscious operation state, based on the output from the unconscious operation determining means. Set up. In addition, a vehicle speed detecting means for detecting the vehicle speed, and an automatic speed control for maintaining the vehicle in a constant speed traveling state so that the vehicle speed becomes a set vehicle speed set by the driver based on the output from the vehicle speed detecting means as the behavior control means. Means and actuating means for actuating the auto speed control means are provided. When the automatic speed control means is actuated by the actuation means, the behavior correction means decreases the control constant of the automatic speed control means as the unconscious operation rate by the unconscious operation rate calculation means before the actuation is higher. The control constant correction means is configured to perform.

According to a tenth aspect of the present invention, in the above-mentioned first aspect, a transmission is provided as a power transmission system, and a shift operation detecting means for detecting a shift operation by a driver of the transmission. Then, the unconscious operation determination means is configured to stop the determination of the unconscious operation when the shift operation is detected by the shift operation detection means.

The eleventh aspect of the present invention specifically specifies the configuration of the unconscious operation determining means in the first aspect of the present invention. That is, in the invention according to claim 1, the accelerator operation amount detecting means for detecting the accelerator operation amount is provided. Then, the unconscious driving operation determining means calculates the average accelerator operation amount in the steady traveling state based on the output from the accelerator operation amount detecting means.
A calculation unit, a second calculation unit that calculates an accelerator operation speed from a previous operation to a current operation based on an output from the accelerator operation amount detection means, and a deviation between the accelerator operation amount of the current operation and the average accelerator operation amount. A third operation unit for calculating
A discriminating unit for discriminating an unconscious driving operation state when the accelerator operation speed is equal to or lower than a predetermined value and the deviation is equal to or lower than a predetermined value.

[0018]

With the above construction, in the invention according to claim 1,
The unconscious operation determination means determines whether or not the accelerator operation by the driver is in an unconscious operation state. When it is determined that the driver is in an unconscious operation state, the behavior correction means slowly corrects the behavior change of the vehicle by the behavior control means. To be done. As a result, when the driver unintentionally operates the accelerator, the behavior change of the vehicle based on the accelerator operation becomes slow, and it is difficult for the driver to perceive the behavior change of the vehicle based on the unintentional accelerator operation. Become. Therefore, the driving feeling is not impaired in a traveling environment in which the traffic flow in which the unconscious operation state is likely to occur is gentle, and therefore, the re-accelerator operation for restoring the behavior change is not necessary and the drivability is improved. Planned.

According to the second aspect of the invention, in the operation according to the first aspect of the invention, when it is determined that the vehicle is in the unconscious operation state, the gear shift control means is automatically operated based on the driver's unconscious operation of the accelerator. Even if a shift command for the transmission, for example, a shift down command is issued, the shift down means prohibits the shift down. This allows
It is possible to prevent the driver from feeling a change in vehicle behavior such as a shock accompanying the downshift, and as a result, it is possible to prevent deterioration of the driving feeling and improve drivability.

According to the third aspect of the invention, in the operation according to the first aspect of the invention, when it is determined that the driver is in the unconscious operation state, the lockup control means is based on the driver's unconscious operation of the accelerator. Even if a lock-up clutch actuation command or an actuation continuation command is issued, the command is canceled by the lock-up canceling means, and the lock-up state in which the lock-up clutch is actuated is released, that is, disconnected. As a result, it is possible to prevent a change in vehicle behavior due to an uncomfortable vibration in the front-rear direction of the vehicle transmitted to the vehicle via the lock-up clutch in the lock-up state, and as a result, to prevent deterioration of the driving feeling. The drivability is improved.

According to the invention described in claim 4, in the operation according to the invention described in claim 1, when it is determined that the engine is in an unconscious operation state, a change in engine output controlled by the engine output control means based on the accelerator operation. The degree is made slow by the engine output correction means. Therefore, the change in the behavior of the vehicle due to the change in the engine output becomes slow, and it becomes difficult for the driver to perceive the change in the behavior of the vehicle. As a result, it is possible to prevent deterioration of driving feeling and improve drivability.

According to the fifth aspect of the invention, in the operation according to the fourth aspect of the invention, when it is determined that the engine output correction means is constituted by the throttle opening degree correction means and it is in the unconscious operation state, the unconscious operation is performed. The degree of change in the throttle opening based on the accelerator operation below is corrected by the throttle opening correction means. Therefore, the degree of change in the engine output is slowed down.

According to the invention of claim 6, in the operation according to the invention of claim 4, the air-fuel ratio control is performed when it is determined that the engine output correction means is composed of the combustibility correction means and the operation is unconscious. The air-fuel ratio controlled by the means or the ignition timing controlled by the ignition timing control means adjusts the air-fuel ratio to the lean side or the ignition timing to the retard side by the flammability correction means, that is, to slowly change the engine output. The correction is made to the side that does. In this case, since the correction is made slower due to the deterioration of the combustibility of the engine, a more delicate adjustment can be achieved than the case where the throttle opening is corrected.

According to the invention described in claim 7, in the operation according to the invention described in claim 4, when the engine output correction means is constituted by the switching means and it is determined that the operation is unconscious, the throttle opening is controlled. Is switched from the acceleration control means to the vehicle speed control means. As a result, the change in the accelerator operation is switched from the throttle opening control, which is directly linked to the increase / decrease in acceleration, to the relatively gradual throttle opening control, which tries to maintain the set vehicle speed. The degree is slower than in the case of control by the acceleration system control means.

According to the eighth aspect of the invention, in the operation according to the fourth aspect of the invention, when the engine output correcting means is constituted by the ratio changing means and it is determined that the unconscious operation state is present, the unconscious operation rate calculation is performed. The higher the unconscious operation rate calculated by the means, the higher the switching ratio from the throttle opening control by the acceleration system control means to the throttle opening control by the vehicle speed system control means. As a result, the ratio of the throttle opening control amount based on the vehicle speed control means for maintaining the vehicle speed to the set vehicle speed to the final control amount is the throttle opening based on the acceleration system control means for satisfying the acceleration request. It becomes higher than the control amount. As a result, the higher the unconscious operation rate, the higher the degree of change in engine output,
That is, the slower the traffic flow with a high degree of occurrence of the unconscious operation state, the slower the traffic flow becomes. Therefore, not only the unconscious operation state occurs, but the degree of occurrence
That is, the degree of slowing of vehicle behavior is adjusted according to the degree of traffic flow. Therefore, instead of uniformly correcting the slowdown due to the occurrence of the unconscious operation state, the slowdown degree is adjusted according to the traffic flow situation, so that the driving feeling is prevented from being deteriorated and the traffic flow situation is dealt with. The possible engine output is controlled.

In the ninth aspect of the invention, in the operation according to the first aspect of the invention, the behavior correction means is constituted by the control constant correction means. When the automatic speed control means is operated by the operation means, the higher the unconscious operation rate before the operation, that is, the slower the traffic flow, the lower the control constant is by the control constant correction means. As a result, the degree of change in vehicle behavior when the vehicle is returned to constant speed travel by the automatic speed control means is smaller than usual. Therefore, even in the automatic speed control based on the same set vehicle speed, the degree of slowdown of the behavior change of the vehicle changes depending on the speed of the traffic flow, and the slower the traffic flow, the slower the vehicle behavior.

According to a tenth aspect of the invention, there is provided the above-mentioned first aspect.
In addition to the effect of the invention described above, when the driver performs a gear shift operation, the determination by the unconscious operation determination means is stopped. That is, the fact that the driver performs the gear shift operation means that the driver surely carries out the drive operation consciously. Therefore, the fact that the unconscious operation state is eliminated by detecting the gear shift operation can be promptly confirmed. It is determined, and based on this, the operation of the unconscious operation determination means is immediately stopped, whereby the control response time is shortened.

In the invention described in claim 11, the above-mentioned claim 1
The determination by the unconscious operation determination means in the described invention is based on the operation speed of the accelerator operation by the driver in the second calculation unit,
It is performed based on the accelerator operation, the average operation amount in the steady running state in the first computing unit, and the deviation obtained in the third computing unit. Then, in the determination unit, when the operation speed is lower than the operation speed under consciousness, and the operation amount is extremely small, which is about the same as the average operation amount, it is determined that the operation state is the unconscious operation state. It Therefore, the unconscious operation state determination by the driver is performed objectively regardless of the individual difference of the driver.

[0029]

Embodiments of the present invention will be described below with reference to the drawings.

Embodiment 1 Embodiment 1 is an example of the invention of claim 2, in which the slowdown correction of the behavior change of the vehicle is carried out by prohibiting the shift in the automatic transmission.

FIG. 2 shows the overall configuration of the vehicle control system according to the first embodiment, in which 1 is an engine, and this engine 1 is a drive wheel via a power transmission system 2 tires 3, 3.
And the driving force of the engine 1 is transmitted to the tires 3, 3 via the power transmission system 2. The power transmission system 2 includes a torque converter 5 having a lock-up clutch 4 built therein and an automatic transmission (hereinafter abbreviated as A / T) 6, and these 4, 5, 6 are control units (hereinafter, referred to as ECU and The operation is controlled by the gear shift / lock-up control means 8 (abbreviated) 7. That is, the above A
The gear change at / T6, the lockup operation of the lockup clutch 4, and the control of the shift valve that executes these operations are performed.

Reference numeral 9 is an intake passage which is an intake system connected to the engine 1, and an air cleaner 10, an air flow meter 11 and a throttle valve 12 are provided in the intake passage 9 from the upstream side. The throttle valve 12 is connected to an actuator 13,
By the operation of the actuator 13, the opening degree of the throttle valve 12 is adjusted. This actuator 13 is connected to the ECU 7,
It is adapted to be operated by an operation signal output from the ECU 7.

Further, a fuel supply system (not shown) is connected to the engine 1 so that fuel is supplied at a predetermined air-fuel ratio according to the throttle opening of the throttle valve 12.

The ECU 7 is connected to a vehicle speed sensor 14 which is a vehicle speed detecting means for detecting a vehicle speed of an automobile and an accelerator sensor 15 which is an accelerator operation amount detecting means for detecting an accelerator operation amount. While outputting an operation signal for controlling the opening degree (throttle opening degree) of the throttle valve 12 to the actuator 13 based on the vehicle speed value from the vehicle and the accelerator operation amount, the driver's unintentional accelerator operation is discriminated. The control by the shift / lockup control means 8 is limited. That is, the ECU 7 includes an acceleration system control unit 16 that controls the opening degree of the throttle opening so as to satisfy the acceleration request based on the accelerator operation by the driver.
An unconscious operation determination means 17 for determining whether or not the driver's accelerator operation is in an unconscious operation state; and when the unconscious operation determination means 17 determines an unconscious operation state,
The shift / lock-up control means 8 cancels the shift-down request and inhibits the shift-down.

Next, the details of the control of the ECU 7 will be specifically described with reference to FIG.

First, in step SA1, it is determined whether or not it is the control timing as a premise. This determination is for performing control at each predetermined control timing, and this determination is repeated until the control timing is reached. When the control timing comes, the current vehicle speed value VSP and the accelerator operation amount ACP are input from the vehicle speed sensor 14 and the accelerator sensor 15 in step SA2.

Next, the unconscious operation determination routine SUB1 determines whether or not the accelerator operation by the driver is in an unconscious operation state. That is, as shown in FIG.
In step S1, the acceleration g currently acting is detected by calculation. This calculation is performed by multiplying the difference value between the current vehicle speed value VSP (1) and the vehicle speed value VSP (2) one timing before by a constant α. Then, in step S2, it is determined whether or not the absolute value of the acceleration g obtained in step S1 is larger than a predetermined acceleration lower limit value glim. If the absolute value of the acceleration g is smaller, it means that the vehicle is in a steady running state. The average accelerator operation amount TACP is calculated in step S3. This calculation is the latest five accelerator operation amount data A
This is done by calculating the average value of CP (i). If the absolute value of the acceleration g is larger, it is determined that the vehicle is in a transient traveling state in which a large acceleration / deceleration has been performed, and the above step S
Skip 3 and proceed to step S4. That is, in steps S2 and S3, the average accelerator operation amount TACP in the steady running state, which is the reference value for the determination, is obtained every time when the unconscious operation state is determined, and the value is updated. The steps S1 to S3 constitute a first calculation unit 17a that calculates the average accelerator operation amount TACP in the steady traveling state based on the output from the accelerator sensor 15.

Next, the accelerator operating speed DACP is calculated in step S4 which constitutes the second calculating unit 17b. This calculation is based on the current accelerator operation amount ACP (1) and 1
This is done by multiplying the difference value from the accelerator operation amount ACP (2) before the timing by a constant β. And step S
In step 5, it is determined whether or not the accelerator operation speed DACP is smaller than a predetermined speed lower limit value (for example, 10% / sec). If the accelerator operation speed DACP is larger than the unintentional operation state, that is, When it is determined that the accelerator operation is conscious, the flag F is set to 0 in step S6. When the accelerator operation speed DACP is smaller than the speed lower limit value, the accelerator operation amount TACP is reduced by subtracting the average accelerator operation amount TACP from the current accelerator operation amount ACP (1) in step S7 which constitutes the third calculation unit 17c. The deviation ΔACP is calculated and the process proceeds to step S8.

In step S8, it is judged whether or not the deviation ΔACP is smaller than a predetermined minimum value (for example, 5%). If the deviation ΔACP is larger, it is judged that the accelerator operation is conscious and the above-mentioned operation is performed. In step S6, the flag F is set to 0. If the deviation ΔACP is smaller than the minimum value, it is determined that the operation is unconscious, and in step 9, it is determined whether the accelerator operation under the unconscious operation is the acceleration side or the deceleration side. The steps S5 and S8 constitute the discriminator 17d.

In the determination in step S9, the acceleration g obtained in step S1 is the predetermined acceleration lower limit value glimo.
(For example, 0.03 G), it is determined whether or not the acceleration g is smaller, the deceleration side is assumed, and the process proceeds to step S6 to set the flag F to 0. vice versa,
If the acceleration g is larger, the process proceeds to step S10 because it is on the acceleration side, and in step S10, the flag F is set to 1 because it is an unconscious operation state that requires slowing correction. That is, first, the accelerator operation speed DACP
And the deviation ΔACP to determine the unconscious operation state, and then determine whether the accelerator operation is on the acceleration side or the deceleration side,
When the accelerator operation is on the acceleration side, it is finally determined that the unconscious operation state requires correction to slow the vehicle behavior (F is set to 1), and on the deceleration side, the unconscious operation state occurs. It is assumed that the correction based on (1) is not necessary (F is set to 0). As the acceleration lower limit value glimo in step S9, a value equal to or lower than the acceleration lower limit value glim in step S2 is adopted.

Then, after setting the flag F in step S6 or step S10, step S in FIG.
Proceed to A3.

Then, the accelerator position correction gain k1 is determined in step SA3, the vehicle speed correction gain k2 is determined in step SA4, and the basic throttle opening θo is determined in step SA5. That is,
In step SA3, the accelerator position correction gain k1 is obtained from a predetermined map based on the accelerator operation amount ACP input in step SA2. This map is
Considering that the accelerator operation amount at the time of acceleration, that is, the accelerator depression amount is about 25%, increase the throttle gain near the accelerator operation amount by about 20% from the basic 1.0. Thus, the acceleration responsiveness to the acceleration request by the driver's accelerator operation is improved, that is, the acceleration request of the driver is satisfied.

Further, in step SA4, the vehicle speed correction gain k2 is obtained from a predetermined map based on the vehicle speed value VSP input in step SA2. In this map, the k2 value up to a predetermined vehicle speed value is set to a basic constant value of 1.0, and the above k2 value is increased as the vehicle speed value is increased from the predetermined vehicle speed value. It is set to have a predetermined constant value in the range. In this correction, the traveling resistance increases as the vehicle speed increases, and therefore the throttle gain is increased in proportion to the increase, thereby improving the acceleration responsiveness to the driver's acceleration request as in the map in step SA12. It aims to satisfy the acceleration demand.

Further, in step SA5, the basic throttle opening θo is obtained from a predetermined map based on the accelerator operation amount ACP input in step SA2. This map shows, for example, 1st when the gear is low.
At (1st speed), the torque is very high and the acceleration response is good, so at first, the increase rate of the basic throttle opening θo with respect to the accelerator operation amount is made relatively small, and after the predetermined accelerator operation amount, it is set to a large value. Has been done. When the gear is high, for example, 3rd (3rd speed) or 4th (4th)
At high speeds, the torque transmitted to the tire is relatively small, so the rate of increase is set from the beginning so that the acceleration response is approximately the same as that of the lower gear. As a result, smooth acceleration responsiveness is realized in consideration of the running characteristics of each gear, and control is performed in accordance with the driver's acceleration request.

At step SA6, at step SA5 described above.
The throttle opening θth is calculated by multiplying the basic throttle opening θo obtained in step 1 by the accelerator position correction gain k1 and the vehicle speed correction gain k2. And step SA
At 7, the operation signal corresponding to the throttle opening θth is output to the actuator 13 to change the opening of the throttle valve 12 to the throttle opening θth.

Next, in step SA8, the above step S
Shift / lockup control is performed by a predetermined map based on the vehicle speed VSP detected at A2 and the throttle opening obtained at step SA6. That is, the gear change command GCCR and the lockup command LCR for activating the lockup clutch are determined based on the map.

Then, in step SA9, the gear change command GCCR is compared with the current gear position GPR to determine whether the gear change command GCCR is a downshift command or a upshift command.
If it is a shift-up command, step SA10 is skipped and step SA11 is proceeded to, where the gear-shift valve is controlled based on the gear change command GCCR and the lock-up command LCR. On the contrary, if it is a downshift command, the process proceeds to step S10,
In step S10, it is determined whether or not the flag F is 1, that is, the unconscious operation state. If it is not the unconscious operation state, the process proceeds to step S11 to control the shift valve, and if it is the unconscious operation state, the above step SA
The control of the shift valve 11 is skipped and the process returns. That is, in the unconscious operation state, even if a downshift command is issued, the shift is canceled, that is, prohibited. If the shift-up command is issued in step SA9, the process proceeds to step SA11 to execute the shift because the vehicle behavior becomes sluggish if the shift-up is performed. This is because it is not necessary to prohibit the execution of gear shifting.

Among the above controls, SUB1 is the unconscious operation determination means 17, steps SA3 to SA7 are the acceleration system control means 16, steps SA8 and SA11 are the shift / lockup control means 8, and SA9 and SA10 are the behaviors of the vehicle. The gear shift prohibiting means 18 is configured as a behavior correcting means for slowly correcting.

In the case of the vehicle control device having the above structure, the unconscious operation determination means 17 (unconscious operation determination routine SUB1).
Thus, it is possible to objectively determine whether or not the driver's accelerator operation is in an unconscious operation state. That is,
The average accelerator operation amount TACP in the first calculation unit 17a,
Based on the accelerator operation speed DACP in the second operation unit and the deviation ΔACP in the third operation unit 17c, in the determination unit 17d, the operation speed DACP of the accelerator operation by the driver that would normally be performed consciously Lower speed limit (10
% / Sec) and the deviation ΔACP between the accelerator operation and the average operation amount TACP in the steady running state.
Is smaller than a predetermined minimum value (5%), that is, when the accelerator operation amount by the driver is extremely small and substantially the same as the average operation amount, it is determined that the driver is in the unconscious operation state. Therefore, the influence of the driver's individual difference can be removed in the determination of the unconscious operation state, and the determination can be performed objectively.

When it is determined that the vehicle is in the unconscious operation state, even if the shift / lockup control means 8 issues a downshift command of the A / T 6 due to the driver's unconscious operation of the accelerator, That is, even if the driver performs an unconscious acceleration operation, the gear shift prohibiting unit 18 prohibits execution of the downshift. This allows
It is possible to prevent a shock from occurring when the shift down is executed, and it is possible to prevent a behavior change of the vehicle due to the shock. Therefore, it is possible to prevent the driver from perceiving a change in the behavior of the vehicle due to the shock, thereby preventing the driving feeling from deteriorating in a traveling environment where the traffic flow is apt to cause the unconscious operation state. Therefore, the re-accelerating operation for restoring the behavior change is unnecessary, and the drivability can be improved.

Embodiment 2 Embodiment 2 is an example of the invention described in claim 3, in which the slowdown correction of the behavior change of the vehicle is performed by releasing the lockup state in the automatic transmission.

FIG. 5 shows the overall configuration of the vehicle control device according to the second embodiment, and 19 is lock-up releasing means provided in the ECU 20.
9 is operated when the unconscious operation determination means 17 determines the unconscious operation state, and the shift / lockup control means 8 is operated.
Thus, even if the lock-up clutch 4 is controlled to the lock-up state, the lock-up clutch 4 is canceled to release the lock-up state.

Further, the ECU 20 includes the lock-up releasing means 19, the unconscious operation determining means 17, and the gear shift / speed change.
In addition to the lockup control means 8 and the like, the acceleration system control means 1
The acceleration system control means 16 controls the throttle opening of the throttle valve 12 so as to satisfy the acceleration request based on the accelerator operation.

Since the other structure of the vehicle control device is the same as that of the first embodiment, the same members are designated by the same reference numerals and the description thereof is omitted.

Next, the control contents of the ECU 20 will be described with reference to FIG.

This control determines whether or not it is the control timing in step SB1, and inputs the current vehicle speed value VSP and accelerator operation amount ACP in step SB2.
Determination of the unconscious operation state by the unconscious operation determination means 17 configured by the unconscious operation determination routine SUB1,
Throttle control by the acceleration system control means constituted by steps SB3 to SB7, and steps SB8 and S8.
The shift / lockup control means 8 is constituted by B11 and the lockup release means 19 is constituted by steps SB9 and SB10. Among these, only the control by the lock-up releasing means 19 is different from the first embodiment, and the other control is performed in the same manner as the first embodiment. That is,
Step SB1 is the same as Step SA1 of the first embodiment,
The step SB2 is step SA2, the steps SB3 to SB7 are steps SA3 to SA7, and the steps SB8 and SB11 are steps SA8 and SA.
11 is performed in the same manner.

The control by the lockup control means 19 is performed by the processing of steps SB9 to SB11 after the shift / lockup control in step SB8. In the above step SB9, it is determined whether or not the flag F is 1, that is, whether or not it is in the unconscious operation state. If it is not in the unconscious operation state, the step SB10 is skipped and the process proceeds to step SB11. The shift valve is controlled based on the gear change command GCCR and the lockup command LCR determined in step SB8, and the process returns. On the other hand, if it is determined in step SB9 that the operation is unconscious, the process proceeds to step SB10, and in step SB10, the lockup command LCR is executed in step SB8.
0, that is, a cancel command is set. Then, in step SB11, the lockup command LCR is executed,
That is, the lockup is released and the process returns.

In the case of the second embodiment, even if the throttle opening degree is controlled to the open side by the acceleration system control means 16 based on the driver's unintentional depression of the accelerator, for example, the lock is increased. Since the lockup state is released by the lockup releasing means 19 and the lockup clutch 4 is disengaged, an uncomfortable front-rear direction of the vehicle transmitted to the vehicle via the lockup clutch 4 in the lockup state based on the accelerator operation. Vibration can be prevented from occurring. Therefore, it is possible to slow down the behavior change of the vehicle in that the sensory vibration acting on the driver can be reduced based on the accelerator operation under the unconsciousness. As a result, it is possible to prevent the driver from perceiving the change in the behavior of the vehicle, prevent the driving feeling from deteriorating, and improve the drivability.

Embodiment 3 Embodiment 3 is an example in which the invention of claim 4 is embodied, and the slowing correction of the behavior of the vehicle is not an output of the throttle opening change control amount at a stroke, but is a smoothing operation. This is done by outputting through processing.

FIG. 7 shows the overall configuration of the vehicle control apparatus according to the third embodiment, and 21 is a low-pass filter (LPF) as an engine output correction means provided in the ECU 22.
This LPF means 21 is operated when the unconscious operation determination means 17 determines the unconscious operation state,
After the change control amount of the throttle opening controlled by the acceleration system control means 16 which is the engine output control means as the behavior control means is smoothed, it is output to the actuator 13 that operates the throttle valve 12. . That is, the LPF means 21 gradually corrects the output change of the engine 1 by gradually changing and outputting the control amount of the throttle opening change based on the accelerator operation, instead of directly outputting it. ing.

Further, the ECU 20 includes the LPF means 21, the unconscious operation determination means 17, and the acceleration system control means 1.
6 and the like, a gear shift / lock-up control means 8 is provided. The gear shift / lock-up control means 8 outputs a gear shift signal and a lock-up signal based on the vehicle speed value from the vehicle speed sensor 14 and the throttle opening. It is adapted to control the operation of the A / T 6 and the torque converter 5.

Since the other structure of the vehicle control device is the same as that of the first embodiment, the same members are designated by the same reference numerals and the description thereof is omitted.

Next, the control contents of the ECU 22 will be described with reference to FIG.

First, it is determined whether or not it is the control timing in step SC1, the current vehicle speed value VSP and the accelerator operation amount ACP are input in step SC2, and the unconscious operation determination made by the unconscious operation determination routine SUB1. The determination of the unconscious operation state by the means 17 is performed in steps SA1, SA2 and SUB1 in the first embodiment.
Do the same as.

Next, the control by the acceleration system control means 16 is entered to determine the accelerator position correction gain k1 based on the accelerator operation position in step SC3 and the vehicle speed correction gain k2 based on the vehicle speed VSP in step SC4. The determination of the basic throttle opening θo based on the accelerator operation amount ACP in step SC5 and the calculation of the throttle opening θth in which the correction gains k1 and k2 are added to the basic throttle opening θo in step SC6 are described above. This is performed in the same manner as steps SA3 to SA6 of the first embodiment.

Then, in step SC7, it is determined whether or not the flag F is 1, that is, whether or not the accelerator operation is in the unconscious operation state. If it is not in the unconscious operation state, step SC8 is skipped and step SC9 is executed. The throttle opening θth is directly output to the actuator 13 to change the opening of the throttle valve 12. On the other hand, when the flag F is 1, that is, when the operation is unconscious, the smoothing process by the LPF means 8 is performed to the throttle opening θth in step SC8, and the throttle after the smoothing process is performed. The opening degree is output to the actuator 13 in step S9. That is, when the operation is not in the unconscious operation state, the throttle opening θth based on the acceleration control means 16 in steps SC3 to SC6 is output to the actuator 13 as it is to perform the control with emphasis on the acceleration response to the driver's acceleration request. When the operation is unconscious, the LPF is set to the throttle opening θth.
The control amount to which the smoothing process by the means 21 is added is output to the actuator 13 to gradually change the throttle opening, that is, the acceleration is gradually changed so that the behavior change of the vehicle becomes slow. Is designed to do.

Then, the shift / lock-up control means 8 enters the control, and at step SC10, the shift signal and lock-up signal are set based on the vehicle speed VSP and the throttle opening at step SC9, and at step SC11, based on each signal. Control the shift valve and return.

In the case of the third embodiment, when the unconscious operation determining means 17 determines that the operation is unconscious, the throttle opening change control amount which is controlled by the acceleration system control means 16 based on the accelerator operation. After being smoothed by the LPF means 21, it is output to the actuator 13. As a result, the change in the engine output due to the accelerator operation can be made gentle as compared with the case where the change control amount is output as it is, that is, the case where the smoothing process by the LPF means 21 is not performed. As a result, the behavior change of the vehicle can be slowed down. For this reason, it becomes difficult for the driver to perceive the behavior change of the vehicle due to the unconscious accelerator operation, so that it is possible to prevent the deterioration of the driving feeling and improve the drivability.

Embodiment 4 Embodiment 4 is an example of the invention described in claim 5, in which the behavior of the vehicle is corrected by slowing the throttle gain of the throttle valve 12.

FIG. 9 shows the overall configuration of the vehicle control device according to the fourth embodiment, and 23 is an unconscious operation rate calculation means provided in the ECU 24.
3 is configured to calculate and obtain an unconscious operation rate, which is the degree of occurrence of the unconscious operation state during a predetermined time, based on the output from the unconscious operation determination means 17. Also, 25
Is a throttle gain correction means as an engine output correction means provided in the ECU 24. The throttle gain correction means 25 is the unconscious operation determination means 17 described above.
When it is determined by the unconscious operation state, the throttle gain by the acceleration system control means 16 which is the engine output control means is corrected to be lower as the unconscious operation rate is higher.

Further, the ECU 24 is provided with a gear shift / lockup control means 8 in addition to the unconscious operation determination means 17, the unconscious operation rate calculation means 23, the acceleration system control means 16 and the throttle gain correction means 24. The shift / lockup control means 8 controls the operation of the A / T 6 and the torque converter 5 by issuing a shift signal and a lockup signal based on the vehicle speed value from the vehicle speed sensor 14 and the throttle opening. ing.

Since the other constructions of the vehicle control system are the same as those of the first embodiment, the same members are designated by the same reference numerals and the description thereof will be omitted.

Next, the control contents of the ECU 24 will be described with reference to FIG.

First, it is determined whether or not it is the control timing in step SD1, the current vehicle speed value VSP and the accelerator operation amount ACP are input in step SD2, and the unconscious operation determination made by the unconscious operation determination routine SUB1. The determination of the unconscious operation state by the means 17 is performed in steps SA1, SA2 and SUB1 in the first embodiment.
Do the same as.

Then, the unconscious operation discrimination means SUB1
The unconscious operation rate calculation routine SUB2 that constitutes the unconscious operation rate calculation means 23 is performed based on the output from. As shown in FIG. 11, first, in step S11, it is determined whether or not the flag F is 1, that is, whether or not the operation is in the unconscious operation state. The operation rate WP is set to 0 and the process returns.
If it is the unconscious operation state in the determination of step S11,
In step S13, 1 is added to the unconscious operation counter Nw, and in step S14, 1 unit time (for example, 0.1 sec) is added to the timer counter Nt. Next, in step S15, the timer counter Nt is set to 1200 unit time,
That is, it is determined whether or not 2 minutes have passed, and if not passed, the process returns and the addition of the unconscious operation counter Nw is repeated until 2 minutes have passed. If two minutes have passed, the unconscious operation rate WP is calculated in step S16, and the process returns. In the above calculation, the unconscious operation counter Nw is set to 1
The value obtained by dividing by 200 is set as the unconscious operation WP. In addition, the unconscious operation counter N is prepared for the calculation of the unconscious operation rate WP in the next two minutes.
The w and the timer counter Nt are set to 0. In other words, in the unconscious operation rate calculation routine SUB2, the ratio of the time in which the unconscious operation state occurs in the two minutes is calculated as the unconscious operation rate WP every two minutes.

Next, control by the acceleration system control means 16 is entered, and first, in step SD3, the correction gain k1 based on the accelerator operation position is determined in step S in the first embodiment.
Perform the same as A3. Next, at step SD4, the correction gain k1 is determined based on the unconscious operation rate WP to determine the correction rate b for correcting the correction gain k1 by a predetermined map. In this map, the correction rate b is a constant value of 1.0 in the range where the unconscious operation rate WP is relatively small, and the correction rate b gradually decreases from this range as the unconscious operation rate WP increases. A range in which the unconscious operation rate WP is close to the maximum value of 1.0, that is,
The correction rate b is set to be a predetermined minimum value in a range where all the two minutes are in an unconscious operation state. Then, the reduction correction of the correction gain k1 is performed in step SD5 by multiplying the correction rate b. That is, when the unconscious operation state does not occur during the above two minutes, that is, when the unconscious operation rate WP is 0%, the correction rate b is set to 1.0 and step SD
The value of the correction gain k1 determined in 3 is used as it is,
When an unconscious operation state occurs, the unconscious operation rate WP
Based on the above, the correction gain k1 is corrected to be lowered. The steps SD4 and SD5 constitute the throttle gain correction means 25.

Then, in step SD6 the vehicle speed correction gain k2 is determined based on the vehicle speed VSP, in step SD7 the basic throttle opening θo is determined based on the accelerator operation amount ACP, and in step SD8 the basic throttle opening θo is determined.
The calculation of the throttle opening θth in consideration of the above-mentioned correction gains k1 and k2 and the output of the throttle opening θth to the actuator 13 in step SD9 are described in the first embodiment.
The same as steps SA4 to SA7. Finally, the shift / lockup control in step SD10 and the shift valve control in step SD11 are performed in the same manner as in steps SA8 and SA11 of the first embodiment, and the process returns.

In the case of the third embodiment, when the unconscious operation determination means 17 determines that the unconscious operation state is present, the unconscious operation rate calculation means 23 (unconscious operation rate calculation) is performed based on the output from the unconscious operation determination means 17. In the routine SUB2), the unconscious operation rate WP every two minutes is obtained, and the degree of occurrence of the unconscious operation state is obtained. Then, the throttle gain (k1) in the acceleration system control means 16 is reduced and corrected by the throttle gain correction means 25 based on the unconscious operation rate WP. Therefore, when the unconscious operation state is determined, the throttle gain for the throttle opening control by the acceleration system control means 16 is corrected to be lowered,
The degree of change in the acceleration increase based on the unintentional accelerator operation can be made lower than in the case where the reduction correction is not performed, and the degree of change in the behavior of the vehicle can be made slower. Therefore, it becomes difficult for the driver to perceive the behavior change of the vehicle due to the unconscious operation of the accelerator, so that it is possible to prevent the deterioration of the driving feeling and improve the drivability.

Moreover, in this case, the lowering correction is made larger as the unconscious operation rate WP is higher, that is, in the traveling environment in which the traffic flow is gentle and the unconscious operation is likely to occur. The behavior change of can be made slower in a traveling environment with a gentle traffic flow. Therefore, the driving feeling can be prevented and the drivability can be more surely improved according to the situation of the traffic flow, and at the same time, the acceleration responsiveness according to the driving environment based on the traffic flow can be ensured. Can be achieved to some extent.

In the fourth embodiment, the throttle gain correction means 25 is configured to correct the throttle gain according to the magnitude of the unconscious operation rate WP, but the invention is not limited to this. It may be configured to correct the throttle gain by a predetermined amount when the unconscious operation state is determined by the operation determination means 17. Even in this case, it is possible to prevent the driving feeling from deteriorating due to the slow behavior of the vehicle and to improve the drivability.

[Embodiment 5] Embodiment 5 is an example of the invention described in claim 6, in which the behavior slowing correction of the vehicle is performed by retarding ignition timing correction, air-fuel ratio reduction correction, and other combustibility deterioration correction. Is.

FIG. 12 shows the overall structure of the vehicle control system according to the fifth embodiment. Reference numeral 26 denotes a fuel injection valve as a fuel supply system, which is arranged in the intake passage 9 on the engine 1 side of the throttle valve 12. ing. Reference numeral 27 is an ignition means provided with an ignition plug or the like arranged in the engine 1, and the ignition means 27 and the fuel injection valve 26 are provided in the ECU 2
8 is controlled by EGI control means 29 having both an air-fuel ratio control means and an ignition timing control means to operate with an injection amount based on a predetermined ignition timing and a predetermined air-fuel ratio. Further, 30 is an air-fuel ratio (A / F) correcting means, 31 is an ignition timing (Ig) retarding means, and both constitute combustibility correcting means. The A / F correction means 30 is the unconscious operation determination means 1
When the unconscious operation state is determined in step 7, the A / F by the EGI control means 29 is corrected to the lean side by a predetermined amount, and the Ig retard means 31 is operated by the unconscious operation determination means 17. When the unconscious operation state is determined, the ignition timing by the EGI control means 29 is corrected to the retard side by a predetermined amount.

Since the other constructions of the vehicle control device are the same as those of the first embodiment, the same members are designated by the same reference numerals and the description thereof will be omitted.

Next, the contents of control of the ECU 28 will be described with reference to FIG.

First, it is determined whether or not it is the control timing in step SE1, the current vehicle speed value VSP and the accelerator operation amount ACP are input in step SE2, and the unconscious operation determination made by the unconscious operation determination routine SUB1. The determination of the unconscious operation state by the means 17 is performed in steps SA1, SA2 and SUB1 in the first embodiment.
Do the same as.

Next, in step SE3, it is determined whether or not the flag F is 1, that is, whether or not it is in the unconscious operation state. If it is not in the unconscious operation state, steps SE4 to S4
The acceleration system control means 16 constituted by E8 controls the normal throttle opening. Step SE3 above
When it is determined that the operation is unconscious in step SE, step SE
In step SE9, it is determined whether or not the accelerator operation amount ACP due to the unconscious operation is smaller than a predetermined low operation amount ACPk (for example, 10%). If the accelerator operation amount ACP is larger, step SE1
Without performing the correction of 0 or less, the normal throttle opening control of step SE4 or less is performed. If the accelerator operation amount ACP is smaller, step SE10 that constitutes the A / F correction means 30 and the Ig retard means 31.
In step SE10, the Ig retard amount ΔIg is determined from a preset map based on the accelerator operation amount ACP, or the A / F is determined from a similarly preset map.

In the map for obtaining the Ig retard amount ΔIg, the Ig retard amount ΔIg becomes a predetermined constant value in a predetermined range where the accelerator operation amount ACP is smaller than the value of the low operation amount ACPk, and the accelerator operation amount ACP is small. It is set so that the Ig retard amount ΔIg increases as it becomes higher. Further, the map for obtaining the A / F has the same tendency characteristics as the map for obtaining the Ig retard amount ΔIg, and the accelerator operation amount ACP is within a predetermined range smaller than the value of the low operation amount ACPk. A /
F becomes a predetermined constant value, and the A / F shifts to the lean side as the accelerator operation amount ACP becomes smaller.

Then, based on the Ig retard amount ΔIg or the A / F value determined in step SE10, the fuel injection valve 26 or the ignition means 27 is output in step SE11 which constitutes the EGI control means 29. The engine control target in step SE10 may be determined by either one of the Ig retard amount ΔIg and the A / F correction value, or both of them may be determined. Further, in the EGI control at step SE11, either one or both of the control by the Ig retard amount ΔIg and the control by the A / F correction value may be performed.

In steps SE9 to SE11, even in the unconscious operation state, the engine output reduction correction is performed only when the accelerator operation is smaller than the low operation amount ACPk. The reason is that in the range where the accelerator operation amount ACP is smaller than the low operation amount ACPk, the opening of the throttle valve 12 is narrowed to a very small value, so that the output change of the engine 1 does not change even if the throttle opening is slightly opened. Grows larger. Therefore, in such a small opening region, it is difficult to effectively control the slowdown of the vehicle behavior by the correction of the reduction of the throttle opening. Therefore, in the fifth embodiment, the Ig retard correction and the A / F correction are performed. The engine output is finely adjusted by correcting the deterioration of flammability such as lean correction.

Then, in step SE8, the above step S
The throttle opening θth obtained in E7 is set to the actuator 13
Then, in steps SE12 and SE13, shift / lockup control and shift valve control are performed in the same manner as steps SA8 and SA11 in the first embodiment.

In the case of the fifth embodiment, when the unconscious operation determining means 17 determines that the operation is unconscious, the retarding means 31 or the A / F correcting means is based on the operation amount ACP of the accelerator operation under the unconscious operation. The retard correction of the ignition timing of the ignition means 27 or the A / F lean side correction of the fuel amount injected from the fuel injection valve 26 is performed by 30 (steps SE3, SE9, SE10, SE1).
1). By these corrections, the combustibility of the engine 1 is reduced, and the degree of change in the engine output due to the unconscious accelerator operation is reduced along with the reduction in the combustibility, and the behavior change of the vehicle can be slowed down. As a result, it becomes difficult for the driver to perceive a change in vehicle behavior caused by an unintentional accelerator operation, and it is possible to prevent deterioration of driving feeling and improve drivability.

Further, in this case, since the sluggishness correction of the vehicle is performed by the deterioration of the combustibility of the engine 1, a more delicate adjustment than that by other engine output correction means such as the correction of the throttle opening decrease. Can be done
In particular, the slowing correction can be effectively performed when the operation amount ACP of the unconscious accelerator operation is in an extremely small region.

In the fifth embodiment, when the unintentional accelerator operation amount ACP is larger than the low operation amount ACPk,
Although the normal control by the acceleration system control means 16 is performed, the present invention is not limited to this, and in the above case, for example, the correction of the reduction of the throttle opening in the third or fourth embodiment may be performed.

Sixth Embodiment A sixth embodiment is an example of the invention described in claim 7 or claim 8 in which the slowing correction of the vehicle behavior is switched from the acceleration system control as the engine output control means to the vehicle speed system control. It is done by.

FIG. 14 shows the overall construction of the vehicle control system according to the sixth embodiment, and 32 is an ECU.
32 is an acceleration system control means 1 as an engine output control means.
6 and the vehicle speed system control means 33 are provided, and the final control quantity of the actuator 13 is obtained by combining the control amounts by the acceleration system control means 16 and the vehicle speed system control means 33 at a predetermined ratio. Is provided with a ratio changing unit 34. Then, the ratio changing means 34 changes the ratio according to the magnitude of the unconscious operation rate calculated by the unconscious operation rate calculating means 23 based on the output from the unconscious operation determining means 17, as the unconscious operation rate increases.
The ratio occupied by the control amount by the vehicle speed system control means 33 is largely changed. That is, the ratio changing means 34 constitutes the switching means in claim 7 or the ratio changing means in claim 8 as the output correcting means.

Since the other structure of the vehicle control device is the same as that of the first embodiment, the same members are designated by the same reference numerals and the description thereof is omitted.

Next, the control contents of the ECU 32 will be described with reference to FIG.

First, it is determined whether or not it is the control timing in step SF1, the current vehicle speed value VSP and the accelerator operation amount ACP are input in step SF2, and the unconscious operation determination made by the unconscious operation determination routine SUB1. The determination of the unconscious operation state by the means 17 is performed in steps SA1, SA2 and SUB1 in the first embodiment.
Do the same as. Then, the unconscious operation determination means 17
An unconscious operation rate WP is calculated by an unconscious operation rate calculation routine SUB2 (see FIG. 11) which constitutes the unconscious operation rate calculation means 23 based on the output from.

Next, steps SF3 to SF5 constituting the vehicle speed system control means 33 are performed to calculate the throttle opening degree θv which is the control amount by the vehicle speed system control means 33. That is, in step SF3, the target vehicle speed Vt is determined by a predetermined map based on the accelerator operation amount ACP. This map is such that the target vehicle speed Vt is predetermined so as to change according to the accelerator operation amount ACP, and is set so that the vehicle speed is increased as the accelerator operation amount ACP increases. Then, in step SF4, the current vehicle speed value VSP is subtracted from the target vehicle speed Vt to calculate a vehicle speed deviation En, and in step SF5 feedback based on the deviation En based on IPD control of the throttle opening (F
/ B) The calculation is performed, and the increase / decrease correction amount Δθ of the throttle opening is added to the previous throttle opening θv to obtain the current throttle opening θv. That is, the vehicle speed system control means 33 determines the target vehicle speed Vt based on the accelerator operation amount ACP, and controls the throttle opening θv so as to realize constant speed traveling at the target vehicle speed Vt.

Next, steps SF6 to SF9 which constitute the acceleration system control means 16 are carried out to calculate the throttle opening .theta. Which is the control amount by the acceleration system control means 16. That is, the correction gain k1 based on the accelerator operation position in step SF6, the correction gain k2 based on the vehicle speed VSP in step SF7, the accelerator operation amount in step SF8, and the gear position information in A / T6. Based on the determination of the basic throttle opening θo based on step S of the first embodiment.
The procedure is similar to A3 to SA5. Then, the basic throttle opening θo is corrected in consideration of the correction gains k1 and k2, and the throttle opening θ by the acceleration system control means 16 is calculated.

Then, steps SF10 and SF11 for configuring the ratio changing means 34 are performed. That is,
In step SF10, the unconscious operation rate calculation routine SU
The switching ratio Pv is determined by a predetermined map based on the magnitude of the unconscious operation rate WP at B2. In this map, the switching ratio Pv becomes a constant minimum value in the range where the unconscious operation rate WP is extremely small, and the unconscious operation rate W is
The switching ratio Pv increases as P increases,
The unconscious operation rate WP is set to 1.0, that is, the switching ratio Pv is set to 1.0 within a range in which the unconscious operation is performed for almost all the time of 2 minutes. Then, in step SF11, the final control value θth of the throttle opening is calculated based on the switching ratio Pv, and this final control value θth is output to the actuator 13 in step SF12. The calculation of the final control value θth is performed in the above step SF.
The throttle opening θv in the vehicle speed system control in 5 is multiplied by the switching ratio Pv, and the throttle opening θ in the acceleration system control in step SF9 is multiplied by the difference value between the switching ratio Pv and 1.0. It is calculated by adding

Finally, steps SF13 and SF14 which constitute the shift / lockup control means 8 are performed in the same manner as steps SA8 and SA11 in the first embodiment, and the process returns.

In the case of the sixth embodiment, the throttle valve 1
The throttle opening of No. 2 is controlled by a control signal (θth) which is a combination of a control amount (θ) based on the acceleration system control means 16 and a control amount (θv) based on the vehicle speed system control means 33, and
The switching ratio Pv for the combination is the ratio switching means 34.
As a result, the larger the unconscious operation rate WP, the higher the proportion of the control amount (θv) based on the vehicle speed system control means 33. That is, when the unconscious operation rate WP is extremely small and the rate of accelerating operation under consideration is large, that is, when the traffic flow is not so gentle,
The ratio of the control amount (θv) based on the vehicle speed system control means 33 to the control signal is made relatively small, and the control based on the control amount (θ) based on the acceleration system control means 16 is performed. As a result, in a driving environment where traffic flow is not so gradual in which unconscious operation states do not occur often,
It is possible to satisfy the acceleration request based on the accelerator operation by the driver.

On the other hand, when the unconscious operation rate WP is relatively large and the traffic flow is gentle, the ratio of the control amount (θv) based on the vehicle speed system control means 33 to the control signal is increased to a constant speed. The behavior of the vehicle is similar to running. When the unconscious operation rate WP approaches 1.0 and the traffic flow is extremely gentle such that the unconscious operation state occurs at almost all times, the switching ratio Pv is 1.0.
Accordingly, all of the control signals become control amounts based on the vehicle speed system control means 33, and the throttle opening control is completely switched from the acceleration system control means 16 to the vehicle speed system control means 33. Thereby, the behavior of the vehicle is controlled by the acceleration system control means 1 in which the depression operation of the accelerator leads to an increase in acceleration and is directly connected to the behavior change of the vehicle.
The behavior change of the vehicle can be made slower and slower than in the case of the control based on 6. As a result,
It becomes difficult for the driver to perceive the behavior change of the vehicle due to the unconscious operation of the accelerator, and it is possible to prevent the driving feeling from deteriorating and improve the drivability.

Further, in this case, the higher the unconscious operation rate WP is, the more the traveling environment in which the traffic flow is gentle and the unconscious operation is likely to occur, the control amount based on the vehicle speed system control means 33 ( Since the switching ratio Pv to θv) is largely corrected, the behavior change of the vehicle can be made slower in a traveling environment with a gentle traffic flow. Therefore, it is possible to prevent the deterioration of the driving feeling and improve the drivability according to the situation of the traffic flow, as compared with the case of uniformly slowing the correction by the occurrence of the unconscious operation state. It is also possible to secure the acceleration responsiveness according to the driving environment based on.

[Embodiment 7] Embodiment 7 is an example of the invention described in claim 10, in which the determination of the unconscious operation state is immediately stopped when the driver intentionally operates. This Example 7 is
FIG. 14 shows the overall configuration of the vehicle control device of the sixth embodiment.
A description will be given based on FIG. 15 showing the control contents.

In FIG. 14, 35 is a shift operation detecting means, and 36 is an unconscious operation rate calculating means. The shift operation detecting means 35 detects a shift operation by the driver and outputs it to the unconscious operation rate calculating means 36. It is supposed to do. The shift detecting means 35 is composed of switches provided at the respective operating positions of the 1st range, 2nd range and D range of the A / T operating lever.

Then, in the control in the seventh embodiment,
The unconscious operation rate calculation routine SUB2 in FIG.
Instead of the unconscious operation rate calculation routine SU shown in FIG.
B3 is performed. That is, in step S17, the flag F
Is 1, that is, whether or not it is in an unconscious operation state, and if it is not in an unconscious operation state, step S1
At 8, the unconscious operation rate WP is set to 0 and the process returns. Also,
If it is in the unconscious operation state in step S17, 1 is added to the unconscious operation counter Nw in step S19, and it is determined in step S20 whether or not the shift operation by the driver is performed based on the output from the shift operation detecting means 35. Determine.
When the shift operation is performed, it is determined that the driver has performed the conscious driving operation, the unconscious operation counter Nw and the timer counter Nt are set to 0 in step S21, and the process proceeds to step S24. Perform WP calculation. In this case, since the unconscious operation counter Nw is 0, the unconscious operation rate WP is 0%.
Is calculated.

When the gear shift operation is not performed in step S20, it is determined that the unconscious operation state continues, and in step S22, one unit time (for example, 0.1 sec) is added to the timer counter Nt, In step S23, whether or not the timer counter Nt has added the unit time 1200 times (that is, whether or not 2 minutes have elapsed)
Is determined. If 2 minutes have not yet elapsed, the routine returns and repeats, and if 2 minutes have elapsed, the process proceeds to step S24, and in this step S24, the unconscious operation counter N
Divide w by 1200 to obtain the unconscious operation rate WP, and return. That is, it is determined whether or not the unconscious operation state is every 0.1 sec, and this is repeated 1200 times for 2 minutes, and the unconscious operation rate WP is represented by the ratio of the number of the unconscious operation states out of 1200 times. .

In this case, since the driver performs the gear shift operation, that is, the conscious driving operation, the unconscious operation rate WP is immediately set to 0% without repeating the determination of the unconscious operation state for 2 minutes. It is possible to immediately cancel the slowing correction of the behavior change of the vehicle based on the unconscious operation of the accelerator. As a result, the acceleration responsiveness corresponding to the acceleration request based on the driver's intentional accelerator operation can be immediately exhibited, and the vehicle behavior control that matches the driver's intention of accelerator operation can be quickly returned.

In the seventh embodiment, an example of a vehicle having the A / T 6 as the power transmission system 2 is shown, but the invention is not limited to this, and a manual transmission (M / T) is provided as the power transmission system. It may also be applied to vehicles. In this case, the shift operation detecting means may be constituted by a clutch switch or the like for detecting the clutch operation by the driver.

[Embodiment 8] Embodiment 8 is another embodiment of the invention described in claim 7 or claim 8, in which the slowdown correction of the behavior of the vehicle is changed from the acceleration system control in the engine output control means to the vehicle speed system control. In addition to the switching, the correction of the decrease of the control constant in the vehicle speed system control is also performed. That is, the control constant changing means 38 described later is added to the vehicle speed system control in the sixth embodiment.

FIG. 17 shows the overall construction of the vehicle control system according to the eighth embodiment, and 37 is an ECU.
37 is an acceleration system control means 1 as an engine output control means.
6 and a vehicle speed system control means 33 are provided, and a control signal to the actuator 13 is obtained by combining the control amount by the acceleration system control means 16 and the control amount by the vehicle speed system control means 33 at a predetermined ratio. Is provided with a ratio changing unit 34. Further, there is provided a control constant changing means 38 for changing the control constant for obtaining the control amount based on the vehicle speed system control means 33 to be smaller as the unconscious operation rate in the unconscious operation rate calculating means 23 is larger. 8. The ratio changing means 34 as the output correcting means according to claim 7,
Or the ratio changing means in claim 8 respectively.

Since the other constructions of the vehicle control device are the same as those of the first embodiment, the same members are designated by the same reference numerals and the description thereof will be omitted.

Next, the contents of control of the ECU 37 will be described with reference to FIG.

First, it is determined whether or not it is the control timing in step SG1, the current vehicle speed value VSP and the accelerator operation amount ACP are input in step SG2, and the unconscious operation determination made by the unconscious operation determination routine SUB1. The determination of the unconscious operation state by the means 17 and the calculation of the unconscious operation rate WP by the unconscious operation rate calculation means 23 configured by the unconscious operation rate calculation routine SUB2 are performed in the same manner as steps SF1 and SF2 of the sixth embodiment.

Next, the vehicle speed system control is started. First, the target vehicle speed Vt based on the accelerator operation amount ACP in step SG3 and the calculation of the vehicle speed deviation En in step SG4 are executed in step SF3 of the sixth embodiment. And SF4. Then, in step SG5, the unconscious operation rate WP
Change the control constant based on. This change is based on a value obtained by subtracting the unconscious operation rate WP from 1.0, which is a reference control constant F.
This is done by multiplying io. That is, the greater the unconscious operation rate WP, the greater the degree of reduction of the control constant Fi, that is, the smaller the control constant Fi. Then, in step SG6, the vehicle speed system control means 3 in which the F / B calculation of the throttle opening is performed based on the control constant Fi to take into account the change of the control constant.
Calculate the throttle opening θv based on 3.

Hereinafter, the calculation of the throttle opening θ by the acceleration system control means 16 based on steps SG7 to SG10 is similar to steps SF6 to SF9 of the sixth embodiment, and the switching ratio by the ratio changing means 34 based on steps SG11 and SG12. The determination of Pv and the calculation of the final throttle opening θth are performed in steps SF10 and SF11 of the sixth embodiment.
As in step SG14 and step S
The shift / lockup control by the shift / lockup control means 8 based on G15 is performed in step SF13 of the sixth embodiment.
And SF14, respectively.

In the case of the eighth embodiment, in addition to the switching to the vehicle speed system control by the ratio changing means 34, the control constant Fio for determining the throttle opening control amount in the vehicle speed system control means 33 is set to the unconscious operation rate. The larger WP is, that is,
The smaller the traffic flow, the smaller the traffic flow. This allows
When the traffic flow is slow, in addition to slowing down the engine output change by switching to the vehicle speed system control means 33, the vehicle speed can be changed slowly with the correction correction of the control constant. Therefore, the degree of change in the behavior of the vehicle when the unconscious operation state occurs can be made slower than in the case of the sixth embodiment, and it is possible to more effectively prevent the deterioration of the driving feeling and improve the drivability. it can.

[Embodiment 9] Embodiment 9 is another embodiment of the invention described in claim 7 or claim 8, in which the slowdown correction of the behavior of the vehicle is changed from the acceleration system control in the engine output control means to the vehicle speed system control. In addition to the changeover, the target vehicle speed is corrected to be reduced in the vehicle speed system control. That is, the target vehicle speed correction means 40 described later is added to the vehicle speed system control in the sixth embodiment.

FIG. 19 shows the overall construction of the vehicle control system according to the ninth embodiment, and 39 is an ECU.
Reference numeral 39 is an acceleration system control means 1 as an engine output control means.
6 and a vehicle speed system control means 33 are provided, and a control signal to the actuator 13 is obtained by combining the control amount by the acceleration system control means 16 and the control amount by the vehicle speed system control means 33 at a predetermined ratio. Is provided with a ratio changing unit 34. The target vehicle speed correction means 40 is provided to correct the target vehicle speed set by the vehicle speed system control means 33 to a lower value as the unconscious operation rate in the unconscious operation rate calculation means 23 increases. The ratio changing means 34 constitutes the switching means in claim 7 or the switching ratio changing means in claim 8 as the output correcting means.

Since the other structure of the vehicle control device is the same as that of the first embodiment, the same members are designated by the same reference numerals and the description thereof is omitted.

Next, the contents of control of the ECU 39 will be described with reference to FIG.

First, it is determined whether or not it is the control timing in step SH1, the current vehicle speed value VSP and the accelerator operation amount ACP are input in step SH2, and the unconscious operation determination routine composed of the unconscious operation determination routine SUB1. The determination of the unconscious operation state by the means 17 and the calculation of the unconscious operation rate WP by the unconscious operation rate calculation means 23 configured by the unconscious operation rate calculation routine SUB2 are performed in the same manner as steps SF1 and SF2 of the sixth embodiment.

Next, the vehicle speed system control is started, and first, the target vehicle speed Vt based on the accelerator operation amount ACP in step SH3 is determined in the same manner as in step SF3 of the sixth embodiment.
Then, in step SH4, the correction coefficient a for correcting the target vehicle speed Vt in step SH3 is determined based on the unconscious operation rate WP by a predetermined map. In this map, the correction coefficient a is a constant value of 1.0 in a range in which the unconscious operation rate WP is extremely small, that is, in a range in which traffic flow is slow and an unconscious operation state hardly occurs, and the unconscious operation rate WP is large. As the traffic flow becomes slower, the correction coefficient a becomes smaller than 1.0, and the unconscious operation rate WP becomes 1.
The correction coefficient a is set to a minimum value in a range close to 0, that is, in a range in which the traffic flow is extremely gentle and the unconscious operation state occurs at almost all times. Then, in step SH5, the correction coefficient a is multiplied by the target vehicle speed Vt in step SH3 to reduce the target vehicle speed V after correction.
Find t. The steps SH4 and SH5 constitute the target vehicle speed correction means 40.

In step SH6, the vehicle speed deviation En is calculated by subtracting the current vehicle speed VSP from the corrected target vehicle speed Vt.
Then, in step SH7, based on the deviation En, the throttle opening F / B is adjusted so that the corrected target vehicle speed Vt is obtained.
Calculation is performed to obtain the throttle opening θv based on the vehicle speed system control means 33 in which the correction of the target vehicle speed in steps SH4 and SH5 is taken into consideration.

The calculation of the throttle opening .theta. By the acceleration system control means 16 based on steps SH8 to SH11 will be performed by the ratio changing means 34 based on steps SH12 and SH13 as in steps SF6 to SF9 of the sixth embodiment. The determination of Pv and the calculation of the final throttle opening θth are performed in steps SF10 and SF11 of the sixth embodiment.
As in step SH15 and step S
The gear shift / lock-up control by the gear shift / lock-up control means 8 based on H16 is performed in step SF13 of the sixth embodiment.
And SF14, respectively.

In the case of the ninth embodiment, in addition to the switching to the vehicle speed system control by the ratio changing means 34, the target vehicle speed Vt set by the vehicle speed system controlling means 33 becomes larger as the unconscious operation rate WP becomes larger, that is, The milder the traffic flow, the smaller the correction. That is, the inclination of the target vehicle speed Vt with respect to the accelerator operation position ACP in the map in step SH3 is corrected to be smaller. As a result, the vehicle speed does not suddenly change even if a slight accelerator operation is performed, and the degree of vehicle speed change due to the unintentional accelerator operation can be made slower. Therefore, when the traffic flow is gentle, the target vehicle speed Vt is corrected to decrease based on the target vehicle speed correcting means 40 in addition to the slowing of the engine output change by switching to the vehicle speed system controlling means 33.
The behavior change of the vehicle speed can be made slower than in the case of the above-mentioned sixth embodiment, and the deterioration of the traveling feeling and the improvement of drivability can be more effectively achieved.

[Embodiment 10] Embodiment 10 is an example of the invention described in claim 9, wherein an automatic speed control (ASC) is used as a behavior control means.
In the vehicle equipped with the means, the slowing correction of the behavior of the vehicle is performed by the correction of the ASC constant in the ASC means.

FIG. 21 shows the overall construction of the vehicle control apparatus according to the tenth embodiment. Reference numeral 41 is an ECU, and this ECU 41 uses the ASC means 4 as behavior control means.
2 and an acceleration system control means 16 which is an engine output control means, while a shift / lockup control means 8 for the power transmission system 2 is provided. The unconscious operation determination means 17 for detecting the unconscious operation state and the unconscious operation rate calculation means 23 for calculating the unconscious operation rate, which is the degree of occurrence of the unconscious operation state, are provided. Based on the above, an ASC correction means 44 is provided as a behavior correction means for correcting the control constant of the ASC means 42 to be smaller as the unconscious operation rate is higher.

The ASC means 42 is an AS for the driver.
The C switch 44 is operated to control the opening of the throttle opening so that the vehicle speed of the vehicle is kept constant at the vehicle speed set by the driver.

Since the other constructions of the vehicle control device are the same as those of the first embodiment, the same members are designated by the same reference numerals and the description thereof will be omitted.

Next, the contents of control of the ECU 41 will be described with reference to FIG.

First, it is determined whether or not it is the control timing in step SI1, the current vehicle speed value VSP and the accelerator operation amount ACP are input in step SI2, and the unconscious operation determination made by the unconscious operation determination routine SUB1. The determination of the unconscious operation state by the means 17 is performed in the same manner as steps SF1 and SF2 of the sixth embodiment. Then, in step SI3, the ASC switch 44
Is turned on, and if it is not turned on, the unconscious operation rate calculation routine SUB2 and step SI
If the calculation of the throttle opening θth based on the acceleration system control of 4 or less is turned on, the throttle opening θ based on the ASC means 42 and the ASC correction means 43 of step SI9 and below is calculated.
Perform th operation individually.

When the ASC switch 44 is not turned on, first, the unconscious operation rate WP is calculated by the unconscious operation rate calculation routine SUB2 (see FIG. 11). Next, in steps SI4 to SI8, normal acceleration system control is performed in the same manner as in steps SA3 to SA7 in the first embodiment, and in steps SI13 and SI14, the shift / lockup control and the shift valve control based thereon are performed. This is performed in the same manner as steps SA8 and SA11 in 1.

On the other hand, if the ASC switch 44 has been turned on in step SI3 above, then in step SI9 the AS
The target vehicle speed Vt intended by the driver is determined based on the vehicle speed at the time when the C switch 44 is turned on, and step SI10
Then, the current vehicle speed VSP is subtracted from the target vehicle speed Vt to obtain the vehicle speed deviation En. Then, in step SI11, the control constant is corrected based on the unconscious operation rate WP. This correction is performed by multiplying the value obtained by subtracting the unconscious operation rate WP from 1.0 by the previous reference control constant Fio, and the calculated result is used as the corrected control constant Fi. That is, the corrected control constant Fi becomes smaller as the unconscious operation rate WP is larger. Then, in step SI12, the IP of the throttle opening is set in order to realize the target vehicle speed Vt.
F / B calculation is performed by D control. That is, the control amount θth of the throttle opening by the ASC means 42 is obtained by adding the increase / decrease correction amount Δθ based on the above-mentioned corrected control constant Fio to the previous throttle opening θtho. Then, this control amount θ
th is output in step SI8, and the process returns through steps SI13 and SI14.

In the case of the above tenth embodiment, the AS
When the C switch 44 is turned on, the behavior change of the vehicle due to the vehicle speed control of the ASC means 42 can be made slower as the traffic flow immediately before that is slower. That is, if the vehicle speed decreases, for example, on an uphill slope, the ASC means 42
When the throttle opening is controlled so as to return to the target vehicle speed Vt, the ASC control constant Fio is corrected to be smaller and becomes Fi as the unconscious operation rate WP is larger, that is, the traffic flow is gentler. The return to the target vehicle speed Vt can be performed more slowly. Therefore, the change in the behavior of the vehicle can be slowed down, and the AS
Compared to the case where the correction for lowering the C control constant is not performed, it is possible to reduce the vibration that acts on the vehicle due to the change in the engine output. As a result, it is possible to achieve drivability according to the driving environment based on the traffic flow condition, and a good driving feeling can be obtained.

The present invention is not limited to the above-described first to tenth embodiments, but includes various modifications. That is, in the seventh embodiment, the conscious driving operation by the driver is detected by the shift operation detecting means 35 and the unconscious operation rate WP by the unconscious operation rate calculating means 36.
However, it is not limited to this.
The detection by the conscious driving operation may be stopped by the unconscious operation determining means 17, for example. And these structures may be added to other Examples 1-6 and Examples 8-10.

Further, in the third to tenth embodiments, the case where the present invention is applied to the engine 1 provided with the A / T transmission as the power transmission system 2 is shown, but the present invention is not limited to this, and the power transmission system is not limited to this. For example, the present invention may be applied to an engine provided with a manual transmission. In this case, the shift / lockup control means 8 can be omitted from the configuration of each embodiment.

[0140]

As described above, according to the control device for a vehicle in the first aspect of the invention, the unconscious operation determining means determines whether or not the accelerator operation by the driver is in the unconscious operation state, and the unconscious operation is performed. When it is determined that the vehicle is in the operating state, the behavior correction means slowly corrects the behavior change of the vehicle by the behavior control means. As a result, when the driver unintentionally operates the accelerator, the behavior change of the vehicle based on the accelerator operation can be slowed down, and the driver can be informed of the behavior change of the vehicle based on the unintentional accelerator operation. It can be hard to feel. For this reason, it is possible to prevent the driving feeling from being impaired in a traveling environment where the traffic flow in which the unconscious operation state is likely to occur is gentle, and to realize a good driving feeling.
Moreover, the re-accelerating operation for restoring the behavior change is unnecessary, and the drivability can be improved.

According to the second aspect of the present invention, in addition to the effect of the first aspect of the present invention, when it is determined that the operation is unconscious, the shift control means operates the accelerator without the driver's unconsciousness. Even if a shift command for the automatic transmission, for example, a shift down command is issued based on the above, the shift down means prohibits the shift down. As a result, it is possible to prevent the driver from feeling a change in vehicle behavior such as a shock due to the downshift, and as a result,
It is possible to surely achieve the slower change in the behavior of the vehicle.

According to the third aspect of the invention, in addition to the effect of the first aspect of the invention, when it is determined that the driver is in the unconscious operation state, the lockup control means operates the accelerator without the driver's unconsciousness. Even if a lock-up clutch actuation command or an actuation continuation command is issued based on an operation, the command is canceled by the lock-up releasing means and the lock-up state of the lock-up clutch can be released, that is, separated. As a result, it is possible to prevent the behavior change of the vehicle caused by the uncomfortable vibration in the front-rear direction of the vehicle transmitted to the vehicle through the lockup clutch in the lockup state from being felt, and as a result, the behavior of the vehicle can be prevented. Slow change can be achieved with certainty.

According to the invention of claim 4, in addition to the effect of the invention of claim 1, when it is determined that the vehicle is in an unconscious operation state, it is controlled by the engine output control means based on the accelerator operation. The degree of change in engine output can be slowed down by the engine output correction means. For this reason, the change in the behavior of the vehicle due to the change in the engine output can be slowed down, and the driver can hardly feel the change in the behavior of the vehicle. As a result, it is possible to surely achieve the slower change in the behavior of the vehicle.

According to the invention of claim 5, in addition to the effect of the invention of claim 4, since the engine output correction means is constituted by the throttle opening correction means, it is determined that the operation is unconscious. In this case, the degree of change in the throttle opening based on the unintentional accelerator operation can be corrected to be reduced by the throttle opening correction means, and the degree of change in the engine output can be surely slowed.

According to the invention described in claim 6, in addition to the effect of the invention described in claim 4, since the engine output correction means is constituted by the combustibility correction means, it is determined that the operation state is unconscious. In the case, the air-fuel ratio controlled by the air-fuel ratio control means or the ignition timing controlled by the ignition timing control means, the air-fuel ratio correction to the lean side by the flammability correction means or the ignition timing correction to the retard side, that is, It is possible to make a correction to the side where the flammability is reduced and the change in the engine output is made slower.

Further, in this case, since the slowing correction of the vehicle is performed by the deterioration of the combustibility of the engine such as the retard correction of the ignition timing, the engine output correcting means such as the correction of the decrease of the throttle opening degree is used. Also, it is possible to make more delicate adjustments, and in particular, it is possible to effectively slow the change in engine output when the unintentional accelerator operation amount is in an extremely small region.

According to the seventh aspect of the invention, in addition to the effect of the fourth aspect of the invention, since the engine output correction means is composed of the switching means, it is determined that the operation state is unconscious. The control of the throttle opening can be switched from the acceleration system control means to the vehicle speed system control means. As a result, the degree of change in the engine output with respect to the unconscious operation of the accelerator can be surely slowed down as compared with the case of the control based on the acceleration system control means that is directly connected to the behavior change of the vehicle as the accelerator pedal operation increases in acceleration. it can.

According to the eighth aspect of the invention, in addition to the effect of the fourth aspect of the invention, in the case where it is determined that the engine output correction means is composed of the switching ratio changing means and is in the unconscious operation state. The higher the unconscious operation rate calculated by the unconscious operation rate calculation means, the higher the switching ratio from the throttle opening control by the acceleration system control means to the throttle opening control by the vehicle speed control means can be changed. As a result, the degree of change in engine output can be made slower as the unconscious operation rate is higher, that is, as the traffic flow with a higher degree of occurrence of the unconscious operation is gentler. Therefore, not only the occurrence of the unconscious operation state but also the degree of occurrence thereof, that is, the degree of slowing down of the change in the engine output can be adjusted according to the degree of the traffic flow. Therefore, compared with the case where the degree of change in the engine output is uniformly slowed and corrected by the occurrence of the unconscious operation state, it is possible to more reliably improve the driving feeling and drivability according to the traffic flow situation. It is possible to ensure the acceleration responsiveness according to the traveling environment based on the traffic flow.

According to the invention described in claim 9, in addition to the effect of the invention described in claim 1, the behavior correction means includes the AS
Since the ASC constant correcting means is constituted by the C constant correcting means, when the ASC means is actuated by the operation of the actuating means, the higher the unconscious operation rate immediately before the actuation, that is, the slower the traffic flow, is by the ASC constant correcting means. The ASC control constant can be reduced. As a result, even in the automatic speed control based on the same set vehicle speed, the behavior change of the vehicle can be made slower as the traffic flow becomes slower, and compared with the case where the decrease correction of the ASC control constant is not performed. It is possible to reduce the vibration that acts on the vehicle due to the change in the engine output. As a result, it is possible to achieve drivability according to the driving environment based on the traffic flow, and a good driving feeling can be obtained.

According to the tenth aspect of the invention, in addition to the effect of the first aspect of the invention, when the driver performs a gear shift operation, the determination by the unconscious operation determination means is stopped. It is possible to accurately and promptly detect the return of the driver's unconscious operation state to the conscious driving operation by the above-mentioned driver's shift operation, and stop the slowing correction by the behavior correction means by stopping the determination of the unconscious operation state. Therefore, the control response time can be shortened.

According to the eleventh aspect of the present invention, in addition to the effect of the first aspect of the present invention, the unconscious operation determining means determines that the operation speed of the accelerator operation by the driver is higher than the operation speed under conscious operation. Is also small, and the operation amount is extremely small, which is almost the same as the average operation amount in the steady running state, the unconscious operation state by the driver is determined. It is possible to objectively determine whether or not there is an individual difference of the driver, overcoming the difficulty of determining whether the driver is conscious operation or unconscious operation,
The distinction can be made accurately.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing an overall configuration of the present invention.

FIG. 2 is an overall configuration diagram of a vehicle control device according to the first embodiment.

FIG. 3 is a flowchart showing the control contents of the ECU in the first embodiment.

FIG. 4 is a flowchart of an unconscious operation determination routine in the first embodiment.

FIG. 5 is an overall configuration diagram of a vehicle control device according to a second embodiment.

FIG. 6 is a flowchart showing the control contents of the ECU in the second embodiment.

FIG. 7 is an overall configuration diagram of a vehicle control device according to a third embodiment.

FIG. 8 is a flowchart showing the control contents of the ECU in the third embodiment.

FIG. 9 is an overall configuration diagram of a vehicle control device according to a fourth embodiment.

FIG. 10 is a flowchart showing the control contents of the ECU in the fourth embodiment.

FIG. 11 is a flowchart of an unconscious operation rate calculation routine according to the fourth embodiment.

FIG. 12 is an overall configuration diagram of a vehicle control device according to a fifth embodiment.

FIG. 13 is a flowchart showing the control contents of the ECU in the fifth embodiment.

FIG. 14 is an overall configuration diagram of a vehicle control device according to Examples 6 and 7.

FIG. 15 is a flowchart showing the control contents of the ECU in the sixth embodiment.

FIG. 16 is a flowchart of an unconscious operation rate calculation routine according to the seventh embodiment.

FIG. 17 is an overall configuration diagram of a vehicle control device according to an eighth embodiment.

FIG. 18 is a flowchart showing the control contents of the ECU in the eighth embodiment.

FIG. 19 is an overall configuration diagram of a vehicle control device according to a ninth embodiment.

FIG. 20 is a flowchart showing the control contents of the ECU in the ninth embodiment.

FIG. 21 is an overall configuration diagram of a vehicle control device according to a tenth embodiment.

FIG. 22 is a flowchart showing the control contents of the ECU in the tenth embodiment.

[Explanation of symbols]

1 Engine 2 Power Transmission System 3 Tires (Drive Wheels) 4 Lockup Clutch 6 Auto Transmission (Transmission) 8 Shift / Lockup Control Means (Shift Control Means, Lockup Control Means) 9 Intake Passage (Intake System) 14 Vehicle Speed Sensor (Vehicle speed detection means) 15 Accelerator sensor (accelerator operation amount detection means) 16 Acceleration system control means 17 Unconscious operation determination means 17a 1st calculation part 17b 2nd calculation part 17c 3rd calculation part 17d Discrimination part 18 Shift prohibition means 19 Lockup Release means 21 Low-pass filter means (engine output correction means) 23, 36 Unconscious operation rate calculation means 25 Throttle gain correction means (throttle opening correction means) 26 Fuel injection valve (fuel supply system) 29 EGI control means (air-fuel ratio control means) , Ignition timing control means) 30 A / F correction means Combustibility correcting means) 31 Ig retard means (combustibility correcting means) 33 Vehicle speed control means 34 Ratio changing means (switching means) 35 Shift operation detecting means 38 Control constant changing means 40 Target vehicle speed correcting means 42 Auto speed control means 43 ASC Constant correction means (control constant correction means) 44 ASC switch (operating means) A behavior correction means B behavior control means M. V vehicle

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification number Office reference number FI technical display location F02D 35/00 312 Z 9038-3G 45/00 314 Z 7536-3G F02P 5/15 L F16H 61 / 14 8917-3J

Claims (11)

[Claims] 1. An engine, a fuel supply system for supplying fuel to the engine, an intake system for introducing intake air into the engine, a power transmission system for transmitting the power of the engine to driving wheels, and a vehicle behavior control. In a control device for a vehicle equipped with a behavior control means, the unconscious driving operation determination means for determining whether or not the driver's accelerator operation is in the unconscious operation state, and the unconscious operation state is determined by the unconscious operation determination means. And a behavior correction means for slowly correcting the behavior change of the vehicle by the behavior control means. 2. An automatic transmission as a power transmission system, and a shift control means for controlling a shift of the automatic transmission as behavior control means, wherein the behavior correction means discriminates an unconscious operation state to execute the shift. The control device for a vehicle according to claim 1, wherein the control device is configured by a shift prohibiting means that prohibits the occurrence of a shift. 3. An automatic transmission and a lock-up clutch as a power transmission system, and a lock-up control means for controlling the operation of the lock-up clutch as a behavior control means, wherein the behavior correction means is provided for the lock-up clutch. 2. The vehicle control device according to claim 1, further comprising lockup releasing means for releasing the lockup state when the unconscious operation state is determined. 4. The behavior control means includes an engine output control means for changing and adjusting an engine output according to an accelerator operation by a driver, and the behavior correction means when the unconscious operation state is determined, the engine output control means. The vehicle control device according to claim 1, wherein the control device is configured by an engine output correcting unit that slowly corrects a change in the engine output due to. 5. The intake system includes a throttle valve which is provided separately from the accelerator and whose opening is changed by a control signal from the engine output control means, and the engine output correction means sets the opening degree of the throttle valve. The vehicle control device according to claim 4, wherein the control device includes a throttle opening correction unit that corrects the degree of change. 6. The engine output control means includes an air-fuel ratio control means for controlling the air-fuel ratio of the air-fuel mixture supplied to the engine and an ignition timing control means for controlling the ignition timing. , Correction of the air-fuel ratio to the lean side,
The control device for a vehicle according to claim 4, further comprising a combustibility correcting means for performing one or both of the correction of the ignition timing to the retard side. 7. A vehicle speed system control means as engine output control means for setting a target vehicle speed according to an operation position of an accelerator and changing and adjusting an opening of a throttle valve provided separately from the accelerator based on the target vehicle speed. And an acceleration system control means for setting a target acceleration request according to the operation position of the accelerator and changing and adjusting the opening degree of the throttle valve based on the target acceleration request. 5. The vehicle control device according to claim 4, comprising switching means for switching from control by the acceleration system control means to control by the vehicle speed system control means. 8. A vehicle speed system control means as engine output control means for setting a target vehicle speed in accordance with an operation position of an accelerator and changing and adjusting an opening of a throttle valve provided separately from the accelerator based on the target vehicle speed. , An acceleration system control unit that sets a target acceleration request according to the operation position of the accelerator and changes and adjusts the opening of the throttle valve based on the target acceleration request, while the output from the unconscious operation determination unit is provided. On the basis of this, an unconscious operation rate calculation means for calculating an unconscious operation rate, which is the degree of occurrence of the unconscious operation state, is provided, and the engine output correction means controls the throttle valve control amount by the acceleration system control means and the vehicle speed system. The vehicle speed is constituted by a combination of the control amount by the control means at a predetermined composition ratio, and the vehicle speed with respect to the control amount of the throttle valve. Control apparatus for a percentage of the control amount by the control unit vehicle according to claim 4, characterized in that is constituted by the ratio changing means for changing significantly higher the unconscious operation rate. 9. An unconscious operation rate calculating means for calculating an unconscious operation rate, which is a degree of occurrence of an unconscious operation state, based on an output from the unconscious operation determining means, a vehicle speed detecting means for detecting a vehicle speed, and the behavior controlling means. An automatic speed control means for maintaining the vehicle in a constant speed running state so that the vehicle speed becomes a set vehicle speed set by the driver based on the output from the vehicle speed detection means, and an operating means for activating the automatic speed control means. The behavior correction means, when the automatic speed control means is operated by the operation means, the higher the unconscious operation rate by the unconscious operation rate calculation means before the operation is,
2. The control constant compensating means for decreasing the control constant of the automatic speed control means.
The vehicle control device described. 10. A transmission as a power transmission system, and a shift operation detecting means for detecting a shift operation by a driver of the transmission, wherein the unconscious operation determining means detects the shift operation by the shift operation detecting means. The control device for a vehicle according to claim 1, wherein when the detection is made, the determination of the unconscious operation is stopped. 11. An accelerator operation amount detecting means for detecting an accelerator operation amount is provided, and the unconscious driving operation determining means calculates an average accelerator operation amount in a steady traveling state based on an output from the accelerator operation amount detecting means. And a second operation unit for calculating the accelerator operation speed from the previous operation to the current operation based on the output from the accelerator operation amount detecting means, the accelerator operation amount of the current operation, and the average accelerator operation amount. And a discriminator that discriminates that the vehicle is in an unconscious operation state when the accelerator operating speed is less than or equal to a predetermined value and the deviation is less than or equal to a predetermined value. 1. The vehicle control device according to 1.