WO2011129328A1 - 内燃機関の出力制御装置及び内燃機関の出力制御方法 - Google Patents
内燃機関の出力制御装置及び内燃機関の出力制御方法 Download PDFInfo
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- WO2011129328A1 WO2011129328A1 PCT/JP2011/059085 JP2011059085W WO2011129328A1 WO 2011129328 A1 WO2011129328 A1 WO 2011129328A1 JP 2011059085 W JP2011059085 W JP 2011059085W WO 2011129328 A1 WO2011129328 A1 WO 2011129328A1
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- brake
- operation amount
- combustion engine
- accelerator operation
- internal combustion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/10—Interpretation of driver requests or demands
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2260/00—Interaction of vehicle brake system with other systems
- B60T2260/08—Coordination of integrated systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/413—Plausibility monitoring, cross check, redundancy
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0605—Throttle position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/602—Pedal position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/26—Control of the engine output torque by applying a torque limit
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
- F02D41/107—Introducing corrections for particular operating conditions for acceleration and deceleration
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
- F02M35/10229—Fluid connections to the air intake system; their arrangement of pipes, valves or the like the intake system acting as a vacuum or overpressure source for auxiliary devices, e.g. brake systems; Vacuum chambers
Definitions
- the present invention relates to an output control device for an internal combustion engine and an output control method for the internal combustion engine.
- the opening of the slot valve (hereinafter referred to as “throttle opening”). .) Is limited to a predetermined opening. It is described that when the foot is released from the brake pedal, the restriction on the throttle opening is gradually released over a predetermined time to prevent sudden start of the vehicle.
- the present invention has been made paying attention to such problems, and in the unlikely event that a malfunction occurs in the accelerator pedal, the vehicle can be stopped by depressing the brake pedal, and the drivability is deteriorated.
- the purpose is to suppress.
- the present invention provides an output control device for an internal combustion engine that generates a driving force of a vehicle, a braking request detection sensor that detects the presence or absence of a braking request operation, and the start of the braking request operation.
- the output of the internal combustion engine is limited, and when the braking request operation is finished, the output restriction of the internal combustion engine is completely released over a predetermined limit release time, and when the predetermined condition is satisfied, the limit release time is shortened.
- a controller programmed as described above.
- FIG. 1 is a schematic configuration diagram of a vehicle control apparatus according to a first embodiment of the present invention.
- FIG. 2 is a schematic configuration diagram of the braking device according to the first embodiment of the present invention.
- FIG. 3 is a block diagram illustrating engine torque control according to the first embodiment of the present invention.
- FIG. 4 is a flowchart for explaining the processing contents of the brake priority control unit according to the first embodiment of the present invention.
- FIG. 5 is a table for calculating the limit release time based on the brake operation time according to the first embodiment of the present invention.
- FIG. 6 is a time chart showing the processing operation of the brake priority control unit according to the first embodiment of the present invention.
- FIG. 7 is a flowchart for explaining processing contents of the brake priority control unit according to the second embodiment of the present invention.
- FIG. 8 is a time chart showing the processing operation of the brake priority control unit according to the second embodiment of the present invention.
- FIG. 1 is a schematic configuration diagram of a vehicle control apparatus according to a first embodiment of the present invention.
- the vehicle control device includes an engine 1 that generates a driving force for the vehicle, an intake passage 2 through which air (hereinafter referred to as “intake air”) drawn into the engine 1 flows, and combustion gas (hereinafter referred to as “hereinafter referred to as“ air intake ”).
- intake air air
- combustion gas hereinafter referred to as “hereinafter referred to as “air intake ”.
- a braking device 4 for braking the vehicle
- controller 5 a controller 5.
- the engine 1 includes a cylinder block 11 and a cylinder head 12.
- the cylinder block 11 includes a cylinder part 11a and a crankcase part 11b.
- a plurality of cylinders 110 are formed in the cylinder part 11a.
- a piston 111 that receives combustion pressure and reciprocates inside the cylinder 110 is housed inside the cylinder 110.
- the crankcase part 11b is formed below the cylinder part 11a.
- the crankcase part 11b supports the crankshaft 112 rotatably.
- the crankshaft 112 converts the reciprocating motion of the piston 111 into rotational motion via the connecting rod 113.
- the cylinder head 12 is attached to the upper surface of the cylinder block 11 and forms a part of the combustion chamber 13 together with the cylinder 110 and the piston 111.
- the cylinder head 12 is formed with an intake port 120 connected to the intake passage 2 and opened to the top wall of the combustion chamber 13, and an exhaust port 121 connected to the exhaust passage 3 and opened to the top wall of the combustion chamber 13.
- a spark plug 122 is provided so as to face the center of the top wall of the combustion chamber 13.
- the cylinder head 12 is provided with an intake valve 123 that opens and closes the opening between the combustion chamber 13 and the intake port 120, and an exhaust valve 124 that opens and closes the opening between the combustion chamber 13 and the exhaust port 121.
- the cylinder head 12 is provided with an intake camshaft 125 that drives the intake valve 123 to open and close, and an exhaust camshaft 126 that drives the exhaust valve 124 to open and close.
- an air cleaner 21, an air flow meter 22, an electronically controlled throttle valve 25, an intake collector 26, and a fuel injection valve 27 are provided in this order from upstream.
- the air cleaner 21 removes foreign matters such as sand contained in the intake air.
- the air flow meter 22 detects the flow rate of intake air (hereinafter referred to as “intake amount”).
- the throttle valve 25 adjusts the amount of intake air flowing into the intake collector 26 by changing the passage cross-sectional area of the intake passage 2.
- the throttle valve 25 is driven to open and close by a throttle actuator 27, and its opening (hereinafter referred to as “throttle opening”) is detected by a throttle sensor 28.
- the intake collector 26 evenly distributes the incoming air to each cylinder 110.
- the fuel injection valve 27 injects fuel toward the intake port 120 in accordance with the operating state of the engine 1.
- the exhaust passage 3 is provided with a three-way catalyst 31 that removes harmful substances such as hydrocarbons and nitrogen oxides in the exhaust.
- the braking device 4 is a device that generates a braking force necessary to decelerate and stop the vehicle.
- the braking device 4 will be described with reference to FIG.
- FIG. 2 is a schematic configuration diagram of the braking device 4.
- the braking device 4 includes a brake booster 40, a master cylinder 41, a disc brake 42, and a brake pedal 43.
- the brake booster 40 includes a first chamber 401 and a second chamber 402 that are partitioned by a diaphragm 403 inside, and a push rod 404. In order to operate the brake pedal 43 using the suction negative pressure of the engine 1 Reduce the necessary force.
- the first chamber 401 communicates with the atmosphere via the atmosphere valve 405.
- the second chamber 402 communicates with the intake collector 26 via a negative pressure pipe 407 and is in a negative pressure state.
- the first chamber 401 and the second chamber 402 communicate with each other via a vacuum valve 406.
- the push rod 404 penetrates the inside of the brake booster 40.
- One end of the push rod 404 is connected to the second piston 412 of the master cylinder 41, and the other end is connected to the brake pedal 43.
- the push rod 404 moves to the left in the figure when the brake pedal 43 is depressed.
- the atmospheric valve 405 and the vacuum valve 406 are opened and closed, and the first piston 411 and the second piston 412 of the master cylinder 41 are pushed against the return springs 413a and 413b to generate hydraulic pressure.
- the master cylinder 41 includes a first piston 411 and a second piston 412 inside, and generates hydraulic pressure for operating the disc brake 42.
- the first piston 411 is supported by return springs 413a and 413b from both sides.
- the portions where the return springs 413a and 413b are housed form a first pressure chamber 414 and a second pressure chamber 415, respectively.
- the first pressure chamber 414 and the second pressure chamber 415 include a brake oil supply port and a pressure feed port, respectively.
- the supply port communicates with a reservoir tank 416 that is supplied with brake oil.
- the pressure feed port communicates with a caliper 422 of a disc brake 42 that brakes each wheel via hydraulic pipes 424a and 424b. In FIG. 2, only the disc brake 42 that brakes the left front wheel is shown to avoid complication.
- the disc brake 42 includes a disc-shaped disc rotor 421 that rotates together with the rotating shaft of the wheel, and a caliper 422 provided so as to sandwich the disc rotor 421.
- two cylinders 423 are provided so as to face each other with the disc rotor 421 interposed therebetween.
- the cylinder 423 communicates with the master cylinder 41 via a hydraulic pipe 424.
- a piston 425 that moves in parallel with the rotational axis of the wheel is housed in the cylinder 423, and a brake pad 426 that is a friction material is provided at the end of the piston 425 on the disk rotor side.
- the atmospheric valve 405 of the brake booster 40 is closed when the brake pedal 43 is not depressed.
- the vacuum valve 406 is opened. Therefore, when the brake pedal 43 is not depressed, the first chamber 401 and the second chamber 402 are in communication with each other, and both pressures are the same negative pressure.
- the air valve 405 When the brake pedal 43 is further depressed, the air valve 405 is opened and air is introduced into the first chamber 401. As a result, the pressure in the first chamber 401 becomes atmospheric pressure. On the other hand, the pressure in the second chamber 402 remains the negative pressure before the brake pedal 43 is depressed. Therefore, a pressure difference is generated between the first chamber 401 and the second chamber 402, and this differential pressure acts on the diaphragm 403 and becomes an assist force when the push rod 404 is moved.
- the controller 5 includes a microcomputer having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface).
- CPU central processing unit
- ROM read only memory
- RAM random access memory
- I / O interface input / output interface
- the controller 5 includes an engine rotation speed sensor 51 that detects the engine rotation speed based on the crank angle and a depression amount of the accelerator pedal 6 (hereinafter referred to as "accelerator operation amount"). )), A brake switch 53 that detects whether the brake pedal 43 is depressed, a shift position detection sensor 54 that detects the position of the shift lever, a vehicle speed sensor 55 that detects the vehicle speed, and the like. A detection signal from the sensor is input.
- the controller 5 optimally controls the throttle opening, the fuel injection amount, the ignition timing, and the like based on the detection signals from these various sensors. Moreover, the controller 5 implements various fail safes to ensure the safety of the driver as necessary.
- the brake pedal 43 can be depressed. There is something that can surely decelerate and stop. More specifically, this restricts the engine torque (throttle opening) so that the driving force of the vehicle does not become larger than the braking force when both the accelerator pedal 6 and the brake pedal 43 are depressed.
- a driver who enjoys sports driving may step on the brake pedal 43 momentarily with the left foot while stepping on the accelerator pedal 6 with the right foot in order to improve the turning performance of the vehicle by cornering or the like. Even when the speed needs to be finely adjusted, the brake pedal 43 may be momentarily depressed with the left foot while the accelerator pedal 6 is depressed with the right foot. Furthermore, it is conceivable that the brake pedal 43 is inadvertently depressed with the left foot.
- the driver wants to accelerate the vehicle after releasing his foot from the brake pedal 43, but gradually relaxes the engine torque limit over a predetermined time after releasing his foot from the brake pedal 43.
- the requested engine torque cannot be obtained until a predetermined time has elapsed.
- acceleration failure occurs, and drivability deteriorates.
- the time until the restriction of the engine torque is completely released according to the time during which the brake pedal 43 is depressed (hereinafter referred to as “brake operation time”) (hereinafter referred to as “limit release time”). change. Specifically, the limit release time is shortened as the brake operation time is shorter.
- brake operation time the time during which the brake pedal 43 is depressed
- limit release time the limit release time is shortened as the brake operation time is shorter.
- FIG. 3 is a block diagram illustrating engine torque control according to the present embodiment.
- the engine torque control unit 7 includes a brake priority control unit 71, a target engine torque calculation unit 72, and a target throttle opening calculation unit 73.
- the engine torque control unit 7 calculates a target engine torque based on the priority accelerator operation amount output from the brake priority control unit 71, and controls the throttle valve to a target throttle opening that realizes the target engine torque.
- the brake priority control unit 71 includes a brake priority determination unit 711, a limiter value output unit 712, and a priority accelerator operation amount output unit 713, and outputs a priority accelerator operation amount. More detailed processing contents of the brake priority control unit 71 will be described later with reference to FIG.
- the brake priority determination unit 711 receives an N range signal output from the shift position detection sensor 54, a vehicle speed, and a brake switch signal. Based on these input signals, the brake priority determination unit 711 determines whether to set an upper limit for the priority accelerator operation amount, and outputs a brake priority signal that switches to ON when the upper limit is set.
- the brake priority signal and the brake switch signal are input to the limiter value output unit 712. If the brake priority signal is OFF, the limiter value output unit 712 outputs the accelerator operation amount when the accelerator pedal 6 is fully depressed (hereinafter referred to as “maximum accelerator operation amount”) as a limiter value.
- a predetermined accelerator operation amount (hereinafter referred to as “braking accelerator operation amount”) that can decelerate the vehicle when a braking force is applied by the disc brake 42 is output as a limiter value.
- braking accelerator operation amount a predetermined accelerator operation amount between the braking accelerator operation amount and the maximum accelerator operation amount (hereinafter referred to as “accelerator operation amount at the time of release of restriction”). ) Is output as a limiter value.
- the priority accelerator operation amount output unit 713 receives an actual accelerator operation amount detected by the accelerator stroke sensor 52 (hereinafter referred to as “actual accelerator operation amount”) and a limiter value.
- the priority accelerator operation amount output unit 713 compares the actual accelerator operation amount with the limiter value, and outputs the smaller value as the priority accelerator operation amount.
- the brake priority control unit 71 outputs the priority accelerator operation amount whose upper limit is limited.
- the brake priority signal is OFF, the actual accelerator operation amount is output as the priority accelerator operation amount without limiting the upper limit of the priority accelerator operation amount to be output.
- the target engine torque calculation unit 72 receives the priority accelerator operation amount.
- the target engine torque calculation unit 72 temporarily converts the priority accelerator operation amount into engine torque, and then performs various corrections to calculate the target engine torque.
- the target engine torque is input to the target throttle opening calculation unit 73.
- the target throttle opening calculation unit 73 calculates the target throttle opening based on the target engine torque.
- the throttle actuator 27 is controlled so that the throttle opening becomes the target throttle opening.
- the priority accelerator operation amount is input to the shift control unit 8, and the gear position of the transmission is changed based on the priority accelerator operation amount and the vehicle speed.
- FIG. 4 is a flowchart for explaining the processing contents of the brake priority control unit 71.
- the controller 5 repeatedly executes this routine at a predetermined calculation cycle Tsmp (for example, 10 ms).
- step S1 the controller 5 determines whether the brake pedal 43 is depressed. Specifically, it is determined whether the brake switch signal is ON. If the brake switch signal is ON, the controller 5 proceeds to step S2. On the other hand, if the brake pedal 43 is not depressed and the brake switch signal remains OFF, the process proceeds to step S8.
- Steps S2 to S7 are processes performed when the brake pedal 43 is depressed.
- step S2 the controller 5 calculates time (hereinafter referred to as “brake operation time”) Tblk_on after the brake pedal 43 is depressed. Specifically, the value of the brake operation time Tblk_on is updated by adding the calculation cycle Tsmp to the previous brake operation time Tblk_on.
- step S3 the controller 5 returns the elapsed time after the foot is released from the brake pedal 43 (hereinafter referred to as “non-brake operation time”) Tblk_off to the initial value zero.
- step S4 and step S5 the controller 5 determines whether a condition for turning on the brake priority signal is satisfied when the brake pedal 43 is depressed.
- step S4 the controller 5 determines whether the position of the shift lever is in a position other than the N range. Specifically, it is determined whether the N range signal is ON. This is because if the position of the shift lever is in the N range, the power of the engine 1 is not transmitted to the drive system, so there is no need to bother limiting the engine torque. If the N range signal is OFF, the controller 5 proceeds to step S5. On the other hand, if the N range signal is ON, the current process is terminated.
- step S5 the controller 5 determines whether the vehicle speed is equal to or higher than a predetermined vehicle speed (for example, 4 km / h). If the vehicle speed is equal to or higher than the predetermined vehicle speed, the controller 5 shifts the process to step S6. On the other hand, if the vehicle speed is less than the predetermined vehicle speed, the current process is terminated.
- a predetermined vehicle speed for example, 4 km / h
- step S6 the controller 5 turns on the brake priority signal.
- step S7 the controller 5 sets the upper limit of the priority accelerator operation amount as the braking accelerator operation amount.
- Steps S8 to S14 are processing when the foot is released from the brake pedal 43.
- step S8 the controller 5 refers to the table of FIG. 5 and calculates the limit release time Tlim_can based on the brake operation time Tblk_on.
- the restriction release time Tlim_can is a time until the restriction of the engine torque is completely released as described above. In other words, the time until the upper limit of the priority accelerator operation amount is returned from the braking accelerator operation amount to the maximum accelerator operation amount. It is.
- step S9 the controller 5 calculates the non-brake operation time Tblk_off. Specifically, the value of the non-brake operation time Tblk_off is updated by adding the calculation cycle Tsmp to the previous non-brake operation time Tblk_off.
- step S10 the controller 5 sets the priority accelerator operation amount so that the upper limit of the priority accelerator operation amount becomes the maximum accelerator operation amount when the limit release time Tlim_can elapses after the foot is released from the brake pedal 43.
- the upper limit is gradually returned from the braking accelerator operation amount to the maximum accelerator operation amount.
- the controller 5 sets the accelerator operation amount at the time of restriction release from the restriction release time Tlim_can and the non-brake operation time Tblk_off.
- step S11 the controller 5 determines whether or not the non-brake operation time Tblk_off is equal to or longer than the limit release time Tlim_can in order to determine whether the limit release time Tlim_can has elapsed after the foot is released from the brake pedal 43. If the non-brake operation time Tblk_off is equal to or longer than the limit release time Tlim_can, the controller 5 proceeds to step S12, and otherwise proceeds to step S15.
- step S12 the controller 5 turns off the brake priority signal.
- step S13 the controller 5 sets the upper limit of the priority accelerator operation amount as the maximum accelerator operation amount.
- step S14 the controller 5 returns the brake operation time Tblk_on to the initial value zero.
- step S15 the controller 5 sets the accelerator operation amount at the time of restriction release as the upper limit of the priority accelerator operation amount.
- FIG. 5 is a table for calculating the limit release time Tlim_can based on the brake operation time Tblk_on.
- the limit release time Tlim_can is also zero, and as the brake operation time Tblk_on increases, the limit release time Tlim_can also increases in proportion to the brake operation time Tblk_on. .
- FIG. 6 is a time chart showing the processing operation of the brake priority control unit 71. It is assumed that the N range signal is OFF and the vehicle speed is equal to or higher than a predetermined vehicle speed. Further, in order to clarify the correspondence with the flowchart, the step numbers of the flowchart will be described together.
- the upper limit of the priority accelerator operation amount is limited to the braking accelerator operation amount.
- the braking accelerator operation amount is used as the priority accelerator operation amount (FIGS. 6C, 6D, and S7).
- the target engine torque is calculated based on the priority accelerator operation amount whose upper limit is limited to the brake accelerator operation amount.
- the actual accelerator operation amount is greater than the braking accelerator operation amount. If larger, the engine torque is controlled so as to be the target engine torque (braking output) calculated based on the braking accelerator operation amount.
- the limit release time Tlim_can is based on the brake operation time Tblk_on from time t1 to time t2. Is calculated (S8).
- the upper limit of the priority accelerator operation amount is changed from the braking accelerator operation amount to the maximum accelerator operation so that the upper limit of the priority accelerator operation amount becomes the maximum accelerator operation amount at time t3 when the limit release time Tlim_can has elapsed.
- the amount is gradually returned to the amount (FIG. 6D; No in S10 and S11, S15). That is, the upper limit for obtaining the priority accelerator operation is limited to the accelerator operation amount when the restriction is released.
- the limit release time Tlim_can is set to be shorter as the brake operation time Tblk_on is shorter. Therefore, when the driver instantaneously depresses the brake pedal 43, the upper limit of the priority accelerator operation amount is returned to the maximum accelerator operation amount relatively quickly. As a result, the target engine torque is calculated based on the actual accelerator operation amount immediately after the foot is released from the brake pedal 43, so that the engine torque required by the driver is obtained. Thereby, acceleration failure can be suppressed and deterioration of drivability can be suppressed.
- the brake priority signal is turned off (FIG. 6B; S12), and the upper limit of the priority accelerator operation amount is set to the maximum accelerator operation amount.
- the accelerator operation amount is used as the priority accelerator operation amount (FIG. 6D; S13).
- the brake priority signal Set to ON. From the time when the brake priority signal is turned ON until the time when the brake switch signal is turned OFF, if the actual accelerator operation amount is larger than the braking accelerator operation amount, the target engine torque (braking output) is based on the braking accelerator operation amount. Is calculated. Then, the engine torque is controlled to be the calculated target engine torque.
- the limit release time Tlim_can is calculated based on the brake operation time Tblk_on from when the brake switch signal is turned on to when it is turned off. It was.
- the upper limit of the priority accelerator operation amount is set to the braking accelerator operation amount so that the upper limit of the priority accelerator operation amount becomes the maximum accelerator operation amount when the limit release time Tlim_can elapses after the brake switch signal is turned OFF. Gradually returned to the maximum accelerator operation amount.
- the limit release time Tlim_can is set to be shorter as the brake operation time Tblk_on is shorter. Therefore, when the driver instantaneously depresses the brake pedal 43, the upper limit of the priority accelerator operation amount is returned to the maximum accelerator operation amount relatively quickly. As a result, the target engine torque is calculated based on the actual accelerator operation amount immediately after the foot is released from the brake pedal 43, so that the engine torque required by the driver is obtained. Thereby, acceleration failure can be suppressed and deterioration of drivability can be suppressed.
- the slot opening does not exceed a predetermined opening, so that the inside of the intake collector 26 can be kept at a negative pressure. Therefore, the assist force when operating the brake pedal 43 by the brake booster 40 can be ensured. As a result, when the brake pedal 43 is depressed, the master cylinder 41 can generate a sufficient hydraulic pressure to firmly press the brake pad 426 against the disc rotor 421, so that the braking force inherent to the brake can be generated. .
- the brake priority signal is not turned ON.
- the brake priority signal is not turned ON even when the vehicle speed is in a low vehicle speed range of less than 4 km / h, for example. This is because the fine adjustment of the speed is often performed in a low vehicle speed range.
- the engine torque according to the driver's request corresponding to the actual accelerator operation amount can be obtained in the low vehicle speed range, and it becomes easy to finely adjust the speed while depressing the brake pedal 43 in the low vehicle speed range.
- the brake priority signal will not be turned OFF even if the position of the shift lever is changed to the N range or the vehicle speed enters the low vehicle speed range.
- the brake priority signal when the upper limit of the priority accelerator operation amount is limited to the braking accelerator operation amount, even if the vehicle speed enters the low vehicle speed range, the brake priority signal will not be turned off, so the vehicle accelerates again. Can be prevented. Further, even if the position of the shift lever is changed to the N range, the brake priority signal will not be turned off, so that it is possible to prevent the engine 1 from being wasted.
- the gear position of the transmission is changed based on the priority accelerator operation amount and the vehicle speed.
- the priority accelerator operation amount is limited to the braking accelerator operation amount, it is the same as the state in which the accelerator pedal 6 is returned, so that basically an upshift is performed. Therefore, since the driving force of the vehicle can be reduced, the vehicle can be more easily decelerated.
- the engine torque control according to the present embodiment is such that when the accelerator operation amount becomes zero, the upper limit of the priority accelerator operation amount is immediately set to the maximum accelerator amount even within the limit release time. Is different.
- the difference will be mainly described.
- the same reference numerals are used for portions that perform the same functions as those in the first embodiment described above, and repeated descriptions are omitted as appropriate.
- FIG. 7 is a flowchart illustrating the processing content of the brake priority control unit 71 according to the present embodiment.
- step S21 the controller 5 determines whether the actual accelerator operation amount is substantially zero. If the actual accelerator operation amount is substantially zero, the controller 5 shifts the process to step S12, and if not, shifts the process to step S11. Even before the limit release time Tlim_can elapses, if the actual accelerator operation amount is substantially zero, the brake priority signal is immediately turned OFF. If the actual accelerator operation amount is approximately zero, the accelerator This is because it can be determined that no trouble has occurred in the pedal 43 and there is no need to limit the upper limit of the priority accelerator operation amount.
- FIG. 8 is a time chart showing the processing operation of the brake priority control unit 71 according to this embodiment. It is assumed that the N range signal is OFF and the vehicle speed is equal to or higher than a predetermined vehicle speed. Further, in order to clarify the correspondence with the flowchart, the step numbers of the flowchart will be described together.
- the limit release time Tlim_can is based on the brake operation time Tblk_on from time t21 to time t22. Is calculated (S8).
- the upper limit of the priority accelerator operation amount is changed from the braking accelerator operation amount to the maximum accelerator operation so that the upper limit of the priority accelerator operation amount becomes the maximum accelerator operation amount at time t25 when the limit release time Tlim_can has elapsed.
- the amount is gradually returned (FIG. 8D; No in S10 and S21, No in S11, S15). That is, the upper limit for obtaining the priority accelerator operation is limited to the accelerator operation amount when the restriction is released.
- the accelerator operation amount is zero here at time t23 before the limit release time Tlim_can elapses (FIG. 8C). Therefore, it is determined that no trouble has occurred in the accelerator pedal 43, and the brake priority signal is turned OFF (FIG. ((B); Yes in S21, S12). As a result, at time t23, the priority accelerator operation is performed all at once. The upper limit of the amount is returned to the maximum accelerator operation amount (FIG. 8 (E); S13).
- the brake priority signal is immediately turned OFF, and the priority accelerator operation amount is immediately set.
- the upper limit was returned to the maximum accelerator operation amount.
- the upper limit of the priority accelerator operation amount is not limited even before the limit release time Tlim_can elapses, and the target engine torque is determined based on the actual accelerator operation amount. Calculated. Therefore, the occurrence of acceleration failure can be suppressed, and drivability can be further improved.
- spark ignition type internal combustion engine has been described as an example in the above embodiment, the invention is not limited thereto, and for example, a compression ignition type internal combustion engine may be used. In that case, the engine torque may be controlled by controlling the fuel injection amount instead of the throttle opening.
- disk brake 42 has been described as an example, the present invention is not limited to this, and a drum brake, for example, may be used.
- the throttle opening is controlled, but the present invention is not limited to this.
- the engine torque is controlled by controlling the lift amount of the intake valve 123 by the variable valve device. Also good. Further, the fuel injection amount may be reduced.
- the upper limit of the priority accelerator operation amount is gradually returned from the braking accelerator operation amount to the maximum accelerator operation amount over a predetermined limit release time. Absent. For example, when the braking request operation is completed, the upper limit of the priority accelerator operation amount may be gradually returned from the braking accelerator operation amount to the maximum accelerator operation amount according to a predetermined travel distance. Further, the restriction release time may also be set according to the travel distance when the brake is operated.
- Whether the upper limit of the priority accelerator operation amount is set is determined based on the N range signal, the vehicle speed, and the brake switch signal, but may be determined only by the brake switch signal.
Abstract
Description
(第1実施形態)
(第2実施形態)
Claims (5)
- 車両の駆動力を発生する内燃機関(1)の出力制御装置であって:
制動要求操作の有無を検出する制動要求検出センサ(53)と:
次のようにプログラムされたコントローラ(5):
前記制動要求操作を開始したときに前記内燃機関の出力を制限し(S7);
前記制動要求操作を終了したときに所定の制限解除時間をかけて前記内燃機関の出力制限を完全に解除し、所定の条件が成立すると前記制限解除時間を短くする(S9);
とを備える内燃機関(1)の出力制御装置。 - 前記コントローラ(5)は、前記制動要求操作を開始してからの制動操作時間を算出し(S2)、前記制動要求操作を終了したときに前記制動操作時間が短いときほど前記制限解除時間を短くするよう(S9)、さらにプログラムされる、請求項1の内燃機関(1)の出力制御装置。
- 前記コントローラ(5)は、駆動力要求が無くなったときは前記制限解除時間を短くするよう(S9)、さらにプログラムされる、請求項1の内燃機関(1)の出力制御装置。
- 前記コントローラ(5)は、アクセルペダルを最後まで踏み込んだときのアクセル操作量である最大アクセル操作量よりも制限された制動アクセル操作量に基づいた内燃機関の出力に制限し(S7)、前記制動要求操作を終了したときに所定の制限解除時間をかけて前記制動アクセル操作量に基づいた内燃機関の出力の制限から前記最大アクセル操作量に基づいた内燃機関の出力の制限へと戻すよう(S9)、さらにプログラムされる、請求項1の内燃機関(1)の出力制御装置。
- 車両の駆動力を発生する内燃機関の出力制御方法であって、
制動要求操作の有無を検出し(S1)、
前記制動要求操作を開始したときに、前記内燃機関の出力を制限し(S7)、
前記制動要求操作を終了したときに所定の制限解除時間をかけて前記内燃機関の出力制限を完全に解除し、所定の条件が成立すると前記制限解除時間を短くする(S9)、
ことを特徴とする内燃機関の出力制御方法。
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MX2012011545A MX2012011545A (es) | 2010-04-13 | 2011-04-12 | Dispositivo de control de salida para un motor de combustion interna y metodo de control de salida para un motor de combustion interna. |
EP11768849.9A EP2559886B1 (en) | 2010-04-13 | 2011-04-12 | Controlling output of an internal-combustion engine considering brake pedal depression |
BR112012025965-2A BR112012025965B1 (pt) | 2010-04-13 | 2011-04-12 | dispositivo de controle de saída para motor de combustão interna e método de controle de saída para motor de combustão interna |
US13/640,960 US8938351B2 (en) | 2010-04-13 | 2011-04-12 | Output control device for internal combustion engine and output control method for internal combustion engine |
RU2012148044/06A RU2526608C2 (ru) | 2010-04-13 | 2011-04-12 | Устройство управления эффективной мощностью для двигателя внутреннего сгорания и способ управления эффективной мощностью для двигателя внутреннего сгорания |
CN201180018883.3A CN102844550B (zh) | 2010-04-13 | 2011-04-12 | 内燃机的输出控制装置以及内燃机的输出控制方法 |
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CN103189255A (zh) * | 2010-11-10 | 2013-07-03 | 丰田自动车株式会社 | 车辆制动系统 |
JP5747804B2 (ja) * | 2011-12-09 | 2015-07-15 | トヨタ自動車株式会社 | 車両の制御装置 |
JP6248548B2 (ja) * | 2013-10-31 | 2017-12-20 | 株式会社デンソー | 車両制御装置 |
FR3031392B1 (fr) * | 2015-01-05 | 2017-07-21 | Peugeot Citroen Automobiles Sa | Procede et dispositif de detection d’un defaut de fonctionnement d’une pedale d’accelerateur de vehicule, par verification de l’utilisation de la pedale d’embrayage |
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