WO2013137387A1 - 車両の出力制御装置 - Google Patents
車両の出力制御装置 Download PDFInfo
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- WO2013137387A1 WO2013137387A1 PCT/JP2013/057187 JP2013057187W WO2013137387A1 WO 2013137387 A1 WO2013137387 A1 WO 2013137387A1 JP 2013057187 W JP2013057187 W JP 2013057187W WO 2013137387 A1 WO2013137387 A1 WO 2013137387A1
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- characteristic
- opening
- accelerator opening
- constant speed
- fuel injection
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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
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
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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
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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
- 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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- 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
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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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2409—Addressing techniques specially adapted therefor
- F02D41/2416—Interpolation techniques
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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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2409—Addressing techniques specially adapted therefor
- F02D41/2422—Selective use of one or more tables
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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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
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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
- F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
- F02D2200/501—Vehicle speed
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
- F02D2200/702—Road conditions
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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
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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
- F02D41/0002—Controlling intake air
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- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
- F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying apparatus
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- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
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- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/52—Systems for actuating EGR valves
- F02M26/53—Systems for actuating EGR valves using electric actuators, e.g. solenoids
- F02M26/54—Rotary actuators, e.g. step motors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a vehicle output control device.
- JP9-242579A changes the correlation between accelerator opening and throttle opening based on the road gradient.
- JP9-242579A does not describe any case of steady running.
- an object of the present invention is to provide a device that allows anyone to perform a delicate operation of the throttle opening for steady running.
- An output control device for a vehicle includes a throttle valve that can adjust the amount of intake air to the engine, and a throttle actuator that drives the throttle valve according to the control amount.
- a point on the first opening characteristic which is based on a predetermined point corresponding to the magnitude of the throttle opening required for the vehicle to travel at a constant speed.
- the constant-speed opening is defined as a characteristic in which the throttle opening change with respect to the change in the accelerator opening is smaller than the first opening opening characteristic within a predetermined accelerator opening range on the side where the accelerator opening is larger than the base point.
- the throttle actuator is further controlled based on the opening characteristic for a constant speed during steady running aiming at a constant speed.
- FIG. 1 is a schematic configuration diagram of an output control device for a gasoline engine vehicle according to a first embodiment of the present invention.
- FIG. 2A is experimental data of acceleration with respect to the accelerator opening (driver A).
- FIG. 2B is experimental data of acceleration with respect to the accelerator opening (driver B).
- FIG. 2C is experimental data of acceleration with respect to the accelerator opening (driver C).
- FIG. 3 is a characteristic diagram of the throttle opening with respect to the accelerator opening according to the first embodiment.
- FIG. 4 is an opening characteristic diagram of the first embodiment at each vehicle speed.
- FIG. 5A is a characteristic diagram for explaining generation of an upper virtual curve and a lower virtual curve.
- FIG. 5B is a characteristic diagram for explaining generation of the upper virtual curve and the lower virtual curve.
- FIG. 5A is a characteristic diagram for explaining generation of an upper virtual curve and the lower virtual curve.
- FIG. 6 is a characteristic diagram for explaining how to use the upper virtual curve and the lower virtual curve.
- FIG. 7 is a characteristic diagram of the throttle opening with respect to the accelerator opening at each road gradient when traveling on an uphill road.
- FIG. 8 is a timing chart showing changes in the correction amount, the accelerator opening, the throttle opening, and the vehicle speed when the vehicle travels on a flat road.
- FIG. 9 is a timing chart showing changes in the correction amount, the accelerator opening, the throttle opening, and the vehicle speed when the vehicle travels normally regardless of the uphill road when the uphill road is ahead of the flat road.
- FIG. 10 is a control block diagram for calculating the basic throttle opening of the first embodiment.
- FIG. 11 is a characteristic diagram of the vehicle speed correction amount.
- FIG. 12 is a characteristic diagram of the accelerator opening correction amount.
- FIG. 13 is a characteristic diagram showing the relationship between the target throttle opening obtained using the vehicle speed correction amount and the target throttle opening obtained using the accelerator opening correction amount.
- FIG. 14 is a characteristic diagram of the gradient correction amount.
- FIG. 15 is a characteristic diagram of the accelerator opening limit value.
- FIG. 16 is a characteristic diagram of the throttle opening having a binary value within a predetermined range of the accelerator opening.
- FIG. 17 is a flowchart for explaining calculation of the target throttle opening.
- FIG. 18 shows experimental data of the accelerator opening, engine torque, engine speed, and integrated fuel during steady running according to the first embodiment.
- FIG. 19 is a characteristic diagram of the throttle opening with respect to the accelerator opening in the second embodiment.
- FIG. 20 is a characteristic diagram of the throttle opening with respect to the accelerator opening at each vehicle speed according to the second embodiment.
- FIG. 21 is a characteristic diagram of the throttle opening with respect to the accelerator opening at each road gradient when traveling on an uphill road according to the second embodiment.
- FIG. 22 is a characteristic diagram of driving force having two values within a predetermined range of the accelerator opening.
- FIG. 23 is a control block diagram of the second embodiment.
- FIG. 24 is a characteristic diagram of driving force having two values within a predetermined range of the accelerator opening.
- FIG. 25 is a flowchart for explaining calculation of a target driving force according to the second embodiment.
- FIG. 26 is a control block diagram of the entire control system of the first embodiment for a gasoline engine vehicle.
- FIG. 27 is a control block diagram of the entire control system of the second embodiment for an electric vehicle.
- FIG. 28 is a control block diagram of the entire control system of the second embodiment for a hybrid vehicle.
- FIG. 29 is a characteristic diagram of the fuel injection amount with respect to the accelerator opening according to the third embodiment.
- FIG. 30 is a characteristic diagram of the fuel injection amount with respect to the accelerator opening at each vehicle speed in the third embodiment.
- FIG. 31 is a characteristic diagram of the fuel injection amount with respect to the accelerator opening at each road gradient when traveling on an uphill road according to the third embodiment.
- FIG. 32 is a characteristic diagram of driving force having two values within a predetermined range of the accelerator opening.
- FIG. 33 is a control block diagram of the third embodiment.
- FIG. 34 is a characteristic diagram of driving force having two values within a predetermined range of the accelerator opening.
- FIG. 35 is a flowchart for explaining calculation of a target fuel injection amount according to the third embodiment.
- FIG. 36 is a control block diagram of the entire control system of the third embodiment for a diesel engine vehicle.
- FIG. 37 is a characteristic diagram of torque with respect to accelerator opening of the fourth embodiment.
- FIG. 38 is a characteristic diagram of torque with respect to accelerator opening at each vehicle speed according to the fourth embodiment.
- FIG. 39 is a characteristic diagram of torque with respect to the accelerator opening at each road gradient when traveling on an uphill road according to the fourth embodiment.
- FIG. 40 is a characteristic diagram of driving force having two values within a predetermined range of the accelerator opening.
- FIG. 41 is a control block diagram of the fourth embodiment.
- FIG. 42 is a characteristic diagram of driving force having a binary value within a predetermined range of the accelerator opening.
- FIG. 43 is a flowchart for explaining calculation of a target torque according to the fourth embodiment.
- FIG. 44 is a control block diagram of the entire control system of the fourth embodiment for
- FIG. 1 is a schematic configuration diagram of a vehicle output control apparatus including a gasoline engine according to a first embodiment of the present invention.
- a throttle valve 11 is provided in the intake passage 2.
- the throttle valve 11 is driven by a throttle motor 12 (throttle actuator) that receives a signal from an engine controller 41 (throttle actuator control means).
- the air is metered by the throttle valve 11, stored in the intake collector 3 of the intake passage 2, and then introduced into the combustion chamber 5 of each cylinder via the intake manifold 4.
- the fuel is injected and supplied from a fuel injector 21 arranged directly facing the combustion chamber 5 of each cylinder.
- the fuel injected into the combustion chamber 5 is vaporized and mixed with air to form a gas (air mixture). This air-fuel mixture is confined in the combustion chamber 5 when the intake valve 15 is closed, and is compressed by the rise of the piston 6.
- an ignition device 22 of an electronic power distribution system in which an ignition coil with a built-in power transistor is arranged in each cylinder. That is, the ignition device 22 includes an ignition coil, a power transistor (not shown), and an ignition plug 24.
- the ignition coil 23 stores electrical energy from the battery, and the power transistor supplies and shuts off the primary side of the ignition coil 23.
- the spark plug 24 provided on the ceiling of the combustion chamber 5 receives a high voltage generated on the secondary side of the ignition coil 23 when the primary current of the ignition coil 23 is interrupted, and performs spark discharge.
- the exhaust passage 8 is provided with three-way catalysts 9 and 10.
- the three-way catalysts 9, 10 can efficiently remove harmful three components such as HC, CO, and NOx contained in the exhaust simultaneously.
- the air / fuel ratio is the ratio of the intake air amount to the fuel amount.
- the fuel injection pulse width Ti [ms] is set so that the ratio of the intake air amount introduced into the combustion chamber 5 per cycle of the engine and the fuel injection amount from the fuel injector 21 becomes the stoichiometric air-fuel ratio. Is calculated.
- the fuel injector 21 is opened and fuel is directly injected into the combustion chamber 5 during the fuel injection pulse width Ti.
- the basic injection pulse width Tp [ms] is calculated based on the intake air amount signal from the air flow meter 42 and the signals from the crank angle sensors (43, 44).
- the fuel injection pulse width Ti is determined by correcting the basic injection pulse width Tp with, for example, a signal from the water temperature sensor 46.
- the intake valve 15 and the exhaust valve 16 are driven to open and close by operation of cams provided on the intake side camshaft 25 and the exhaust side camshaft 26, respectively, with the crankshaft 7 as a power source.
- VTC mechanism valve timing mechanism 27
- a cam angle sensor 44 for detecting the rotational position of the intake side camshaft 25 is also provided at the other end of the intake side camshaft 25.
- the rotational phase difference between the crankshaft 7 and the exhaust camshaft 26 is continuously variably controlled to advance or retard the opening / closing timing (opening timing and closing timing) of the exhaust valve 16.
- a variable valve timing mechanism (VTC mechanism) 29 is provided.
- a cam angle sensor 45 for detecting the rotational position of the exhaust side camshaft 26 is provided at the other end of the exhaust side camshaft 26.
- an EGR passage 31 for returning a part of the exhaust gas to the intake pipe 2 is opened to the intake collector 3.
- An EGR valve 32 capable of metering EGR gas is provided on the upstream side of the opening end of the EGR passage 31 to the intake collector 3.
- the EGR valve 32 is driven by a motor 33 (EGR valve actuator) that receives a signal from the engine controller 41.
- An EGR gas cooler 34 for cooling the EGR gas is provided upstream of the EGR valve 32.
- the actuator is not limited to the motor 33, and may be an actuator using negative pressure (pressure lower than atmospheric pressure).
- FIG. 2 shows experimental data at that time. That is, FIG. 2 is a plot of all the data for each of the three drivers on a diagram with the horizontal axis representing the accelerator opening and the vertical axis representing vehicle acceleration. Data when this embodiment is not applied is indicated by white circles, and data when this embodiment is applied is indicated by black circles. 2A is for driver A, FIG. 2B is for driver B, and FIG.
- each data point (see the black circle) in FIGS. 2A and 2C is a broken line. It varies widely from side to side. However, the method of variation is different. In FIG. 2A, the acceleration does not vary so much, and the variation is mainly the accelerator opening, whereas in FIG. 2C, the variation in acceleration is rather large. This indicates that in the case of the driver A, there is a large variation in the accelerator opening, such as when the driver A is depressed more than the accelerator opening APOstd or the depression is less than APOstd.
- the accelerator opening is large and the change in the vehicle speed is also large due to the variation in acceleration on the flack.
- the driver B the data points are concentrated as a lump in the vicinity of APOstd. This indicates that according to the driver B, the accelerator opening can be operated at a constant value.
- the driver B When analyzing the experimental data thus obtained, the driver B has a predetermined accelerator opening range D (for example, 6) on the side larger than the accelerator opening APOstd corresponding to the throttle opening necessary for traveling at a constant speed.
- the present inventor found for the first time that the accelerator opening was adjusted for vehicle speed adjustment at ⁇ 12 deg). This means that the inclination of the throttle opening with respect to the accelerator pedal operation amount (throttle opening) in a predetermined opening range larger than the accelerator opening degree APOstd corresponding to the throttle opening necessary for traveling at a constant speed. It is desirable to generate a driving force characteristic that is easy to control and adjust the vehicle speed. Then, regardless of the driving skill of the driver, fluctuations in the vehicle speed due to variations in the accelerator opening are suppressed, and it becomes easier to drive at a constant speed.
- the present inventor has also found for the first time that the acceleration that the driver feels necessary for steady running is up to a predetermined value E.
- the accelerator opening range for obtaining the acceleration of the predetermined value E that is, the accelerator opening range F used during steady running is determined, and the characteristics of the throttle opening with respect to the accelerator opening are determined within this F range. It will be done.
- FIG. 3 shows an opening characteristic diagram for embodying such an idea.
- the horizontal axis represents the accelerator opening APO, and the vertical axis represents the throttle opening TVO.
- a polygonal line G close to a straight line passing through the origin O and reaching the point Z as an increasing function is a characteristic representing the relationship between the normal accelerator opening and the throttle opening. In the present embodiment, this characteristic is hereinafter referred to as “normal opening degree characteristic”. Note that the normal opening characteristic is not limited to a polygonal line close to a straight line, but may be a single straight line.
- Each point on the normal opening characteristic (the first opening characteristic or the first monotonically increasing function) G corresponds to the operating point when the running load resistance (Load load) is given.
- the acceleration travel is performed after the accelerator depression amount (accelerator opening) is equal to or greater than a predetermined value and the accelerator depression speed is equal to or greater than the predetermined value until the accelerator is pulled out and the operation is performed.
- the case is judged to be in steady running.
- an operation when it is determined that the vehicle is in steady running will be described.
- the throttle opening at point H is a throttle opening required for traveling at a constant speed. It is determined in advance in which vehicle speed range the constant speed travel is performed, and the lowest vehicle speed in the predetermined constant speed travel region is the “constant speed” here, for example, 30 km / h or 40 km / h. It is such a value. Since the throttle opening required for traveling at a constant speed at the lowest vehicle speed is the throttle opening at point H, if the target vehicle speed during steady driving increases, point H follows the normal opening characteristics and moves upward. Will head to. This case is dealt with in FIG.
- the driving point when the acceleration of E is obtained within a predetermined accelerator opening range F on the side larger than this base point from the H point (in the following embodiments, the accelerator opening at the point H is represented by APOstd)
- the point I should be on the vertical line J of the accelerator opening APO moved to the right by the accelerator opening range F used during steady running from the H point.
- the point where the normal opening degree characteristic G and the vertical line J intersect is K, it is on the vertical line J below the K point and rises to the right from the H point.
- a point point (point on the upper right side) is selected as the I point.
- the slope of the line segment HI is smaller than the slope of the line segment HK and exceeds 0.
- the opening degree characteristic ⁇ (second opening degree characteristic or second monotonically increasing function) that traces from the H point to the I point in this way, in the case of the normal opening degree characteristic G, from the H point
- the throttle opening increases by L1
- the throttle opening only increases by M1
- L1 Becomes smaller.
- the opening degree characteristic ⁇ of the present embodiment can be adjusted more finely than the normal opening degree characteristic G in operation. This facilitates adjustment of the accelerator opening for traveling at a constant speed.
- the change in the throttle opening is larger than in the case of the opening characteristic ⁇ of the present embodiment, it is difficult to adjust the accelerator opening for traveling at a constant speed. It is.
- an opening characteristic ⁇ (third opening characteristic or third monotonically increasing function) to be returned from the point I to the normal opening characteristic G at the N point is determined.
- the slope of the line segment IN is set so that the relation between the accelerator opening and the acceleration is equivalent to the relation between the accelerator opening and the driving force obtained by the normal opening characteristic G. That is, in this embodiment, the constant speed opening degree characteristic ⁇ composed of the opening degree characteristic ⁇ and the opening degree characteristic ⁇ is newly set.
- the throttle motor 12 is controlled when traveling at a constant speed at the vehicle speed.
- the throttle opening degree is traced as OHINZ, and the throttle opening characteristic traced in this way is hereinafter referred to as “opening characteristic of the present embodiment”.
- FIG. 4 is a characteristic diagram in which the opening characteristics of the present embodiment at each vehicle speed when traveling on a flat road are superimposed.
- the minimum vehicle speed in the constant speed traveling area is 40 km / h, and three typical vehicle speeds are 60 km / h, 80 km / h, and 100 m / h.
- the width of the accelerator opening range F used during steady running remains constant, and the higher the vehicle speed, the higher the accelerator opening APO on the normal opening characteristic G. It has a plurality of constant speed opening characteristics that shift to the larger throttle opening TVO.
- the reason why the characteristic is shifted is as follows. That is, as the vehicle speed increases, the throttle opening required for traveling at a constant speed shifts to the larger throttle opening.
- each point of H, I, and N shown in FIG. 3 has a different value for each vehicle speed
- a symbol is assigned to each point as follows. That is, each point of H, I, and N when the constant speed is 40 km / h is changed to each point of H1, I1, and N1.
- the opening characteristic traced from the H1 point to the I1 point is ⁇ 1
- the opening characteristic traced from the I1 point to the N1 point is ⁇ 1
- the constant speed opening characteristic composed of ⁇ 1 and ⁇ 1 is ⁇ 1.
- H, I, and N are H2, I2, and N2
- the opening characteristic that traces from the H2 point to the I2 point is ⁇ 2
- the opening characteristic that traces from the I2 point to the N2 point is ⁇ 2.
- ⁇ 2 and ⁇ 2 are defined as a constant speed opening characteristic ⁇ 2.
- H, I, and N are H3, I3, and N3.
- the opening characteristic that traces from the H3 point to the I3 point is ⁇ 3, and the opening characteristic that traces from the I3 point to the N3 point is ⁇ 3.
- ⁇ 3 and ⁇ 3 are defined as a constant speed opening characteristic ⁇ 3.
- H, I, and N are H4, I4, and N4, the opening characteristic that traces from the H4 point to the I4 point is ⁇ 4, and the opening characteristic that traces from the I4 point to the N4 point is ⁇ 4.
- ⁇ 4 and ⁇ 4 are defined as a constant speed opening characteristic ⁇ 4.
- the throttle motor 12 is controlled as follows. That is, a constant speed opening characteristic corresponding to the vehicle speed detected by the vehicle speed sensor 47 (vehicle speed detecting means) is selected from a plurality of constant speed opening characteristics, and the selected constant speed opening characteristic and a normal speed characteristic are selected. Using the opening characteristic G, the throttle motor 12 is controlled during traveling at a constant vehicle speed detected. For example, when traveling at a constant speed at a vehicle speed of 60 km / h, the throttle motor 12 is controlled using the constant speed opening characteristic ⁇ 2 and the normal opening characteristics G from point O to point H2 and from point N2 to point Z. Control. Similarly, when traveling at a vehicle speed of 80 km / h, the throttle motor 12 is used by using the constant speed opening characteristic ⁇ 3 and the normal opening characteristics G from the O point to the H3 point and from the N3 point to the Z point. To control.
- constant speed opening characteristics ( ⁇ 1 to ⁇ 4) are prepared only for three typical vehicle speeds (60 km / h, 80 km / h, and 100 km / h).
- the throttle opening is calculated using the constant speed opening characteristics corresponding to the two representative vehicle speeds adjacent to the vehicle speed.
- the optimum throttle opening can be obtained even when the vehicle speed deviates from the typical vehicle speed.
- the throttle opening corresponding to the accelerator opening at that time is calculated using the constant speed opening characteristics ⁇ 2 and ⁇ 3. If the throttle opening at this time is ⁇ and ⁇ ( ⁇ ⁇ ), respectively, the throttle opening ⁇ when the vehicle travels at a constant speed of 65 km / h can be obtained by the following interpolation calculation formula.
- the present inventor has conceived that the characteristics of the throttle opening with respect to the accelerator opening can be expressed with one table even if the vehicle speed is different, and the accelerator is used with one table using the following mathematical method.
- FIG. 5A, 5B, and 6 This will be described with reference to FIGS. 5A, 5B, and 6.
- FIG. 5A shows the line segment H1-I1, the line segment H2-I2, the line segment H3-I3, and the line segment H4-I4 shown in FIG.
- H1 point of this line segment by a linear interpolation calculation formula.
- P1 point and R1 point are taken as virtual points on a vertical line passing through the H1 point.
- the H1 point can be obtained by the following equation that interpolates between the P1 point and the R1 point with the correction amount 1.
- H1 (P1 ⁇ R1) ⁇ (correction amount 1) / 100 + R1 (2)
- the correction amount 1 [%] in the equation (2) is a value defined by the following equation.
- Correction amount 1 (H1-R1) / (P1-R1) ⁇ 100 (3)
- the point I1 can be obtained by the following equation which interpolates between the point Q1 and the point S1 with the correction amount 2.
- I1 (Q1-S1) ⁇ (correction amount 2) / 100 + S1 (4)
- the correction amount 2 [%] in the equation (4) is a value defined by the following equation.
- Correction amount 2 (I1-S1) / (Q1-S1) ⁇ 100 (5)
- the points P1 and Q1 are connected, and the points R1 and S1 are connected.
- a line segment connecting the P1 point and the Q1 point, a line segment connecting the R1 point and the S1 point, and a correction amount are used, an arbitrary point on the line segment connecting the H1 point and the I1 point is linearly interpolated. It can be seen that it can be obtained by the following equation.
- H2 (P2-R2) ⁇ (correction amount 3) / 100 + R2 (6)
- the correction amount 3 [%] in the equation (6) is a value defined by the following equation.
- Correction amount 3 (H3-R2) / (P2-R2) ⁇ 100 (7)
- the point I2 can be obtained by the following equation that interpolates between the points Q2 and S2 by the correction amount 4.
- Correction amount 4 (I2-S2) / (Q2-S2) ⁇ 100 (9)
- the point P2 and the point Q2 are connected, and the point R2 and the point S2 are connected.
- a line segment connecting the P2 point and the Q2 point, a line segment connecting the R2 point and the S2 point, and a correction amount are used, an arbitrary point on the line segment connecting the H2 point and the I2 point is linearly interpolated. It can be seen that it can be obtained by the following equation.
- FIG. 5B shows the I1-N1 line segment, I2-N2 line segment, I3-N3 line segment, and I4-N4 line segment shown in FIG.
- the point N1 can be obtained by the following equation that interpolates between the points T1 and U1 with the correction amount 5.
- N1 (T1-U1) ⁇ (correction amount 5) / 100 + U1 (10)
- the correction amount 5 [%] in the equation (10) is a value defined by the following equation.
- Correction amount 5 (N1-U1) / (T1-U1) ⁇ 100 (11)
- the points Q1 and T1 are connected, and the points S1 and U1 are connected.
- a line segment connecting the Q1 point and the T1 point, a line segment connecting the S1 point and the U1 point, and a correction amount are used, an arbitrary point on the line segment connecting the I1 point and the N1 point is linearly interpolated. It can be seen that it can be obtained by the following equation.
- the point N2 can be obtained by the following equation that interpolates between the points T2 and U2 with the correction amount 6.
- N2 (T2 ⁇ U2) ⁇ (correction amount 6) / 100 + U2 (12)
- the correction amount 6 [%] in the equation (12) is a value defined by the following equation.
- Correction amount 4 (N2-U2) / (T2-U2) ⁇ 100 (13)
- the point Q2 and the point T2 are connected, and the point S2 and the point U2 are connected.
- a line segment connecting the Q2 point and the T2 point, a line segment connecting the S2 point and the U2 point, and a correction amount are used, an arbitrary point on the line segment connecting the I2 point and the N2 point is linearly interpolated. It can be seen that it can be obtained by the following equation.
- the normal opening characteristic portion up to the H1 point and the normal opening characteristic portion from the N4 point are considered in the same manner, and the upward convex curve and the downward convex curve are one point on the normal opening characteristic.
- Cross at ⁇ and ⁇ are considered in the same manner, and the upward convex curve and the downward convex curve are one point on the normal opening characteristic.
- the characteristic includes the upper virtual curve ⁇ and the lower virtual curve ⁇ , and one accelerator opening Is obtained with two virtual throttle opening values. Further, in the region of the accelerator opening up to the ⁇ point and the accelerator opening from the ⁇ point (region outside the predetermined accelerator opening range V), the normal opening characteristic G is obtained.
- These two opening characteristics constitute one leaf-shaped opening characteristic as a whole.
- the leaf-shaped opening characteristic of the tree which is a function between the accelerator opening APO and the throttle opening TVO, is a closed-curve function composed of the upper virtual curve function ⁇ and the lower virtual curve function ⁇ , and the closed-curve shape. Consists of at least one linear function connected to the function.
- the throttle opening is calculated as follows using the leaf-shaped opening characteristics of the tree as a whole. For example, when the accelerator opening is a predetermined value APOa [%] within the range of V, the virtual throttle opening at a point on the lower virtual curve ⁇ is calculated from the leaf-like opening characteristic of the tree shown in FIG. The value TVOa [%] and the value TVOb [%] of the virtual throttle opening at the point on the upper virtual curve ⁇ are obtained. From these two virtual throttle opening values TVOa and TVOb and the correction amount [%], the basic throttle opening tTVO0 [%] is calculated by the following equation.
- tTVO0 (TVOb ⁇ TVOa) ⁇ correction amount / 100 + TVOa ... (14)
- the correction amount of equation (14) is a value newly introduced because the leaf-shaped opening characteristic of the tree shown in FIG. 6 is created. Now, let W1 be the point where the vertical line of APOa intersects the lower virtual curve, W2 the point where it intersects the upper virtual curve, and let X be the point where the line segment W1-W2 is divided by the correction amount. Corresponds to the correction amount / 100, and the line segment W2-X corresponds to (100 ⁇ correction amount) / 100. The correction amount is a value satisfying 0 [%] ⁇ correction amount ⁇ 100 [%].
- the correction amount As the correction amount increases from the equation (14), the upper virtual curve is approached, and the basic throttle opening increases. Conversely, the smaller the correction amount, the closer to the lower virtual curve, the smaller the basic throttle opening. Since it is necessary to increase the basic throttle opening as the vehicle speed increases from FIG. 4, the correction amount basically needs to be set so that the vehicle speed is a parameter and the correction amount increases as the vehicle speed increases. .
- the opening degree characteristic of the present embodiment shown in FIG. 4 when used as it is, a table is required for each vehicle speed, but when using the leaf-like opening degree characteristic shown in FIG. 6, one opening degree is used. Only the characteristics are enough. As a result, the memory capacity can be greatly reduced.
- FIG. 7 is a characteristic diagram in which the opening degree characteristics of this embodiment at each road surface gradient when traveling on an uphill road are superimposed.
- the minimum road surface gradient is 0%, and two typical road surface gradients are 2% and 4%.
- the width of the accelerator opening range F used during steady driving remains constant, and the higher the road surface gradient, the higher the accelerator opening APO on the normal opening characteristic G.
- it has a plurality of constant speed opening characteristics that shift toward the larger throttle opening TVO.
- the position of the accelerator opening range F used during steady running shifts to a larger accelerator opening range, and the throttle opening range corresponding to the F range also has a larger throttle opening side.
- the reason why the characteristic is shifted is as follows. That is, as the road surface gradient increases, the throttle opening required for traveling at a constant speed shifts to the larger throttle opening.
- each point of H, I, and N when the road surface gradient is 0% is changed to each point of H1, I1, and N1.
- the opening characteristic traced from the H1 point to the I1 point is ⁇ 1
- the opening characteristic traced from the I1 point to the N1 point is ⁇ 1
- the constant speed opening characteristic composed of ⁇ 1 and ⁇ 1 is ⁇ 1.
- H, I, and N are H5, I5, and N5
- the opening characteristic that traces from the H5 point to the I5 point is ⁇ 5
- the opening characteristic that traces from the I5 point to the N5 point is ⁇ 5
- a constant speed opening characteristic composed of ⁇ 5 and ⁇ 5 is defined as ⁇ 5.
- H6, I6, and N6 are H6, I6, and N6.
- the opening characteristic that follows from the H6 point to the I6 point is ⁇ 6, and the opening characteristic that follows from the I6 point to the N6 point is ⁇ 6.
- a constant speed opening characteristic composed of ⁇ 6 and ⁇ 6 is defined as ⁇ 6.
- the throttle motor 12 is controlled as follows. That is, a constant speed opening characteristic corresponding to the slope of the uphill road is selected from a plurality of constant speed opening characteristics, and the selected constant speed opening characteristic and the normal opening characteristic G are used. Then, the throttle motor 12 is controlled at the time of steady running with the road surface gradient at that time. For example, when steady running with a road surface gradient of 2%, the throttle motor 12 is controlled using the constant speed opening characteristic ⁇ 5 and the normal opening characteristic G from the O point to the H5 point and from the N5 point to the Z point. To do.
- the throttle motor 12 uses the constant speed opening characteristic ⁇ 6 and the normal opening characteristic G from the O point to the H6 point and from the N6 point to the Z point.
- the road surface gradient of the uphill road can be estimated based on a signal from the navigation system in a vehicle including a navigation system, for example.
- FIG. 8 is a timing chart showing how the correction amount, the accelerator opening, the throttle opening, and the vehicle speed change when the vehicle travels on a flat road at a constant speed Va.
- the throttle opening the normal opening characteristic is indicated by a broken line, and the opening characteristic of the present embodiment is indicated by a solid line. In this case, portions that are difficult to see when overlapped are shown slightly shifted up and down.
- the throttle opening increases from the timing of t1 to a predetermined value TVO1, and the increased state is maintained until t4, and the timing of t4 To a predetermined value TVO2 in the period from t5 to t5. Then, from the timing t5, the throttle opening is slightly increased and the throttle opening is decreased a little around the predetermined value TVO2 (see the broken line in the second stage in FIG. 8).
- the fluctuation in the accelerator opening from t6 is directly reflected in the fluctuation in the throttle opening. Since the engine torque is substantially proportional to the throttle opening, the throttle opening is fluttered and the fluctuation of the engine torque becomes large. Due to the fluctuation of the engine torque, useless acceleration / deceleration from the constant speed Va occurs (see the broken line in the fourth stage in FIG. 8), and the fuel consumption deteriorates.
- the accelerator opening range F used during steady running is entered at the timing of t3. That is, the correction amount deviates from the correction amount HOS1 in the normal opening characteristic from t3 and decreases to the correction amount HOS2 at the vehicle speed Va (see the first stage in FIG. 8). Then, the basic throttle opening tTVO0 calculated based on the correction amount HOS2 decreases and reaches the predetermined value TVO3 at the timing t4. The predetermined value TVO3 is smaller than the predetermined value TVO2. From the timing of t5, the throttle opening is slightly increased and the throttle opening is decreased a little around the predetermined value TVO3 (see the thin solid line in the second stage in FIG. 8).
- the fluctuation width centered on the predetermined value TVO3 is smaller than the fluctuation width centered on the predetermined value TVO3 in the case of the normal opening characteristic by the amount that the predetermined value TVO3 is smaller than the predetermined value TVO2. . That the fluctuation width is smaller than in the case of the normal opening characteristic means that the fluctuation of the engine torque is also smaller than in the case of the normal opening characteristic.
- the driver does not change the accelerator opening. Nevertheless, if the actual throttle opening is decreased in accordance with the decrease in the basic throttle opening tTVO0, the engine torque is reduced, and the driving feels strange. Therefore, a target throttle opening tTVO is introduced separately from the basic throttle opening tTVO0, and the actual throttle opening is controlled by this target throttle opening (see the thick solid line in the second stage in FIG. 8). Then, during the period from t3 to t4, the target throttle opening tTVO is maintained as it is without being decreased, is decreased from the timing (t4) at which the accelerator opening is decreased, and is made to coincide with the basic throttle opening tTVO0 at the timing t5.
- FIG. 9 shows how the correction amount, the accelerator opening, the throttle opening, and the vehicle speed change when traveling at a constant speed Vb regardless of the uphill road when there is an uphill road with a road surface gradient Ga ahead of the flat road. It is a timing chart which showed whether it is a model.
- the accelerator opening is increased from the predetermined value APO3 to the predetermined value APO4 at the timing t14 to maintain the constant speed Vb. (Refer to the third row in FIG. 9).
- the correction amount deviates from the correction amount HOS3 in the normal opening characteristic from the timing of t12 entering the uphill road, and the road surface gradient.
- the correction amount HOS4 increases with Ga (see the first stage in FIG. 9).
- the basic throttle opening tTVO0 calculated based on the correction amount HOS4 increases from the predetermined value TVO5 to the predetermined value TVO6 (see the thin solid line at the second stage in FIG. 9).
- the throttle opening increases from the predetermined value TVO6 to the predetermined value TVO7.
- the driver does not change the accelerator opening. Nevertheless, if the actual throttle opening is increased in accordance with the increase in the basic throttle opening tTVO0, the engine torque increases and the driving feels strange. Therefore, a target throttle opening tTVO is introduced separately from the basic throttle opening tTVO0, and the actual throttle opening is controlled by this target throttle opening (see the thick solid line in the second stage in FIG. 9).
- the target throttle opening tTVO is maintained as it is without being increased, is increased from the timing (t14) for increasing the accelerator opening, and is made to coincide with the basic throttle opening tTVO0 at the timing t15.
- the engine controller 41 executes control using a program corresponding to a control block diagram and a flowchart (described later).
- the engine controller 41 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). It is also possible to configure the engine controller 41 with a plurality of microcomputers.
- the memory of the engine controller 41 stores a later-described reference table (or reference map) and program.
- a correction amount calculation unit 51 includes calculation units 52, 53, and 55 that calculate three different correction amounts, an accelerator opening limit value calculation unit 57, a maximum side selection unit 54, an addition unit 56, and a minimum side selection unit. 58.
- the vehicle speed correction amount calculation unit 52 calculates the vehicle speed correction amount [%] by searching a reference table having the contents shown in FIG. 11 from the vehicle speed VSP [km / h] detected by the vehicle speed sensor 47.
- a reference table (FIG. 11) that defines the relationship between the vehicle speed VSP and the vehicle speed correction amount is stored in the memory of the engine controller 41.
- the vehicle speed correction amount is a value that increases as the vehicle speed VSP increases.
- the basic throttle opening tTVO0 increases as will be described later.
- the vehicle speed correction amount is increased as the vehicle speed VSP increases.
- the throttle opening required for traveling at a constant speed as shown in FIG. 4 increases as the vehicle speed VSP increases. is there.
- the accelerator opening correction amount calculation unit 53 searches the reference map containing FIG. 12 from the accelerator opening APO [%] detected by the accelerator opening sensor 48 (accelerator opening detecting means) and the vehicle speed VSP. The accelerator opening correction amount [%] is calculated.
- a reference map (FIG. 12) that associates the accelerator opening APO and the vehicle speed VSP with the accelerator opening correction amount is stored in the memory of the engine controller 41. As shown in FIG. 12, the accelerator opening correction amount increases as the accelerator opening APO increases under the condition where the vehicle speed VSP is constant, and increases as the vehicle speed VSP increases under the condition where the accelerator opening APO is constant.
- the vehicle speed correction amount is increased as the accelerator opening APO increases under the condition that the vehicle speed VSP is constant, as the throttle opening required for traveling at a constant speed as shown in FIG. 4 increases as the accelerator opening APO increases. As it grows, it is in line with this trend.
- the vehicle speed correction amount is increased as the vehicle speed VSP increases under the condition that the accelerator opening APO is constant. The throttle opening necessary for traveling at a constant speed as shown in FIG. As it grows, it is in line with this trend.
- the maximum side selection unit 54 outputs the larger one of the vehicle speed correction amount and the accelerator opening correction amount as the basic correction amount.
- FIG. 13 the relationship between the basic throttle opening tTVO0 obtained using the vehicle speed correction amount and the basic throttle opening tTVO0 obtained using the accelerator opening correction amount is shown in FIG.
- the same parts as those in FIG. the basic throttle opening tTVO0 when the vehicle speed correction amount is used follows OH-I-Y, and the basic throttle opening tTVO0 when the accelerator opening correction amount is used is O follow -INZ. For this reason, the value on the larger side of both follows OHINZ, and it can be seen that it matches the characteristics of FIG.
- the gradient correction amount calculation unit 55 calculates the gradient correction amount [%] by searching a reference map having the content shown in FIG. 14 from the road surface gradient and the vehicle speed VSP.
- a reference map (FIG. 14) that associates the road surface gradient and the vehicle speed VSP with the gradient correction amount is stored in the memory of the engine controller 41.
- the gradient correction amount is a value that increases as the road surface gradient increases under the condition where the vehicle speed VSP is constant, and increases as the vehicle speed VSP increases under the condition where the vehicle surface gradient is constant.
- the reason why the gradient correction amount increases as the road surface gradient increases under the condition where the vehicle speed VSP is constant is that the throttle opening required for traveling at a constant speed as shown in FIG.
- the gradient correction amount increases as the vehicle speed VSP increases under the condition that the road surface gradient is constant, as the throttle opening required for traveling at a constant speed as shown in FIG. 4 increases as the vehicle speed VSP increases. Therefore, it is in line with this tendency.
- the above road surface gradient can be obtained from the position information of the vehicle when the vehicle 1 includes a navigation system. That is, since the position information includes height information, the road surface gradient can be estimated from the height information of two points where the vehicle moves.
- An inclination sensor for detecting the inclination of the road surface may be provided in the vehicle, and information from this inclination sensor may be used (see JP9-4482A).
- the adding unit 56 corrects the basic correction amount by adding the gradient correction amount from the gradient correction amount calculating unit 55 to the basic correction amount from the maximum side selecting unit 54.
- the accelerator opening limit value calculation unit 57 calculates an accelerator opening limit value [%] by searching a reference table having the contents shown in FIG. 15 from the accelerator opening APO.
- a reference table (FIG. 15) that defines the relationship between the accelerator opening APO and the accelerator opening limit value is stored in the memory of the engine controller 41.
- FIG. 15 shows the normal opening characteristic as the accelerator opening limit value. The reason why the normal opening characteristic is the throttle opening limit value is that the basic throttle opening tTVO0 calculated based on the correction amount cannot exceed the normal opening characteristic.
- the minimum side selecting unit 58 the smaller one of the accelerator opening limit value from the accelerator opening limit value calculating unit 57 and the corrected basic correction amount (corrected basic correction amount) from the adding unit 56 is selected.
- the value is output as the final correction amount HOS [%].
- the basic throttle opening calculation unit 61 (basic throttle opening calculation means) includes a virtual throttle opening calculation unit 62 and a basic throttle opening calculation unit 63.
- the virtual throttle opening calculation unit 62 searches the reference opening table for the contents shown in FIG. 16 from the accelerator opening APO, so that the accelerator opening APO falls within a predetermined accelerator opening range V (APOb ⁇ APO ⁇ APOc).
- two virtual throttle opening values are calculated: a value on the lower virtual curve and a value on the upper virtual curve.
- a reference table (FIG. 16) that defines the relationship between the accelerator opening APO and the throttle opening (including the first virtual throttle opening TVOc and the second virtual throttle opening TVOd) is stored in the memory of the engine controller 41.
- the throttle opening TVO is calculated.
- the accelerator opening APO is a predetermined value APOe
- the throttle opening TVOe is calculated.
- the characteristic of the straight line portion is a normal opening degree characteristic G.
- FIG. 16 has basically the same characteristics as FIG.
- the basic throttle opening calculation unit 63 when the accelerator opening APO is within a predetermined accelerator opening range V (APOb ⁇ APO ⁇ APOc), the two virtual throttle opening values TVOc and TVOd and the correction amount HOS are calculated. Is used to calculate the basic throttle opening tTVO0 according to the following equation.
- tTVO0 (TVOd ⁇ TVOc) ⁇ HOS / 100 + TVOc ...
- the equation (15) is obtained by calculating the basic throttle opening by interpolating the upper and lower virtual throttle opening values (TVOd, TVOc) on the same accelerator opening APO with the correction amount HOS. This is tTVO0. From the equation (15), under the condition that the accelerator opening APO is the same, the basic throttle opening tTVO0 increases as the correction amount HOS increases.
- the basic throttle opening calculation unit 63 when the accelerator opening APO is equal to or smaller than the predetermined value APOb and when the accelerator opening APO is equal to or larger than the predetermined value APOc (that is, in a region outside the predetermined accelerator opening range V). )), The value of the throttle opening TVOe is directly used as the basic throttle opening tTVO0. In this way, while reducing the memory capacity, the basic throttle opening calculator 63 calculates the correction amount HOS and the reference table of FIG. 16 in the same manner as obtaining the basic throttle opening tTVO0 from the reference tables of FIGS. From the basic throttle opening tTVO0.
- the flowchart of FIG. 17 is for calculating the target throttle opening tTVO, and the engine controller 41 executes the control of the flowchart at regular intervals (for example, every 10 ms).
- step 1 the accelerator opening APO detected by the accelerator opening sensor 48, the correction amount HOS, and the basic throttle opening tTVO0 are read.
- the correction amount HOS and the basic throttle opening tTVO0 have already been calculated by the control of FIG.
- Steps 2 and 3 it is determined whether the correction amount HOS is on the increase side, the correction amount HOS is on the decrease side, or the correction amount HOS is maintained. For example, the current value of the correction amount is compared with the previous value, and if the current value of the correction amount is larger than the previous value, it is on the increase side. Conversely, if the current value of the correction amount is smaller than the previous value, the current value is decreased. On the other hand, if the current value and the previous value of the correction amount HOS are equal, it is determined that the correction amount is maintained.
- step 2 When the correction amount HOS is on the decreasing side, the process proceeds from step 2 to step 3 to check whether the accelerator opening APO is decreasing. This also compares the current value of the accelerator opening with the previous value, and if the current value of the accelerator opening increases from the previous value, the current value of the accelerator opening decreases conversely if it increases. If it is, it is judged that it is decreasing. If the current value of the accelerator opening is equal to the previous value, it is determined that the accelerator opening is maintained.
- the correction amount HOS is on the decrease side, when the accelerator opening APO is maintained or when the accelerator opening APO is increasing, the process proceeds from step 3 to step 4, and tTVO, which is the previous value of the target throttle opening.
- step 4 is repeated to maintain the target throttle opening tTVO. This corresponds to the operation in the period from t3 to t4 in FIG.
- step 3 when the accelerator opening APO is decreasing in step 3, the process proceeds to step 5 and the target throttle opening tTVO is decreased by the decrease GEN1 [%] by the following equation.
- Equation (16) corresponds to the operation in the period from t4 to t5 in FIG.
- Step 6 compares the target throttle opening tTVO with the basic throttle opening tTVO0. When the target throttle opening tTVO is not less than the basic throttle opening tTVO0, step 7 is skipped and the current process is terminated.
- step 6 when the target throttle opening tTVO becomes less than the basic throttle opening tTVO0 in step 6, the process proceeds to step 7 to limit the target throttle opening tTVO to the basic throttle opening tTVO0. This corresponds to the operation after t5 in FIG.
- step 8 the process proceeds to step 8 to check whether the accelerator opening APO is increasing.
- the accelerator opening APO is maintained or when the accelerator opening APO is decreasing even though the correction amount HOS is on the increase side
- the process proceeds from step 8 to step 9, and tTVO, which is the previous value of the target throttle opening.
- the value of (previous) is directly transferred to the target throttle opening tTVO.
- step 9 is repeated to maintain the target throttle opening tTVO. This corresponds to the operation in the period from t12 to t14 in FIG.
- step 8 when the accelerator opening APO is increasing in step 8, the process proceeds to step 10 and the target throttle opening tTVO is increased by the increment ZOU1 [%] by the following equation.
- Equation (17) corresponds to the operation in the period from t14 to t15 in FIG.
- step 11 the target throttle opening tTVO is compared with the basic throttle opening tTVO0.
- step 12 is skipped and the current process is terminated.
- step 11 when the target throttle opening tTVO exceeds the basic throttle opening tTVO0 in step 11, the routine proceeds to step 12 where the target throttle opening tTVO is limited to the basic throttle opening tTVO0. This corresponds to the operation after t15 in FIG.
- FIG. 18 shows data on the accelerator opening, the engine torque, the engine speed, and the integrated fuel amount when the vehicle is traveling at a constant speed while intentionally flapping the accelerator pedal. According to the present embodiment, it is understood that the fuel efficiency is improved because the fluctuation of the engine torque is small and the integrated fuel is also small.
- FIG. 2 also shows experimental data of acceleration with respect to the accelerator opening when the present embodiment is applied.
- FIG. 26 is a control block diagram of the entire control system of the first embodiment. 26, the details of the correction amount calculation unit 51 and the basic throttle opening calculation unit 61 are shown in FIG. The details of the target throttle opening calculation unit 71 are shown in the flowchart of FIG.
- a gasoline engine 1 of a vehicle has a throttle valve 11 that can adjust the amount of intake air to the engine 1 and a throttle motor 12 (throttle actuator) that drives the throttle valve 11 according to a control amount.
- the engine controller 41 sets the constant speed opening characteristic ⁇ .
- the constant speed opening characteristic ⁇ is composed of an opening characteristic ⁇ (second opening characteristic) and an opening characteristic ⁇ (third opening characteristic returning to the first opening characteristic).
- a normal opening characteristic G (first opening characteristic) is a characteristic of a throttle opening necessary for traveling at a constant speed, and is an increasing function on a plane having an accelerator opening and a throttle opening as two axes. This is a characteristic that forms a broken line close to the straight line.
- the opening degree characteristic ⁇ (second opening degree characteristic) is a straight line within a predetermined accelerator opening range F on the side larger than the base point from the H point (predetermined point) on the normal opening degree characteristic G. It has an inclination smaller than the inclination of the polygonal line close to.
- the opening degree characteristic ⁇ becomes an increasing function in which the inclination is increased from the opening degree characteristic ⁇ (second opening degree characteristic) in a region where the accelerator opening degree is larger than the predetermined accelerator opening range F.
- the engine controller 41 (throttle actuator control means) uses the normal opening degree characteristic G and the constant speed opening degree characteristic ⁇ set by the constant speed opening degree characteristic setting means during constant running (running at a constant speed). The throttle motor 12 is controlled.
- the accelerator opening range that is moved by adjusting the vehicle speed to a constant speed is a predetermined accelerator opening range F on the side larger than this base point with the H point on the normal opening characteristic G as a base point.
- the inventor has newly found that there is.
- this accelerator opening range F an opening characteristic ⁇ that is smaller than the inclination of the broken line close to the straight line of the normal opening characteristic G, that is, an opening characteristic ⁇ that is easy to adjust the vehicle speed is set.
- useless acceleration / deceleration of the driver for maintaining a constant speed can be suppressed. Therefore, fuel consumption can be improved when traveling at a constant speed.
- the output control device is configured such that the H point (predetermined point) becomes the normal opening characteristic G (first opening degree) as the vehicle speed increases while the width of the predetermined accelerator opening range F remains constant. Degree characteristics) has a plurality of constant speed opening characteristics ⁇ 1 to ⁇ 4 that are shifted to the side where the accelerator opening becomes larger and the throttle opening becomes larger.
- the output control device includes a vehicle speed sensor 47 (vehicle speed detection means) for detecting the vehicle speed, and a constant speed opening characteristic corresponding to the vehicle speed detected by the vehicle speed sensor 47 is a plurality of constant speed opening characteristics ⁇ 1 to ⁇ 4. Choose from.
- the output control device controls the throttle motor 12 (throttle actuator) at the time of steady running aiming at the detected vehicle speed as a constant speed using the selected opening characteristic for constant speed and the normal opening characteristic G. Therefore, since the opening characteristics ⁇ 1 to ⁇ 4 that allow easy vehicle speed adjustment are set for each vehicle speed, even if the target vehicle speed is different during steady running, the fuel efficiency can be improved during each steady running.
- the output control device is configured such that the H point (predetermined point) becomes the normal opening characteristic G (the more the slope of the uphill road becomes larger, the width of the predetermined accelerator opening range F remains constant.
- the first opening degree characteristic there are a plurality of constant speed opening characteristics ⁇ 1, ⁇ 5, ⁇ 6 that are shifted to the side where the accelerator opening becomes larger and the throttle opening becomes larger.
- the output control device includes road surface gradient estimation means (navigation system and engine controller 41) for estimating the road surface gradient during traveling on an uphill road.
- the output control device selects a constant speed opening characteristic corresponding to the magnitude of the road surface gradient estimated by the road surface gradient estimating means from the plurality of constant speed opening characteristics ⁇ 1, ⁇ 5, ⁇ 6.
- the output control device controls the throttle motor 12 (throttle actuator) at the time of steady running with the estimated road surface gradient using the selected opening characteristic for constant speed and the normal opening characteristic G. Accordingly, since the opening characteristics ⁇ 1, ⁇ 5, ⁇ 6, which are easy to adjust the vehicle speed for each road gradient on the uphill road, are set, even if the road gradient is different at the time of running on the uphill road at a constant speed, It is possible to improve fuel efficiency when traveling on an uphill road.
- the basic throttle opening calculation unit 61 calculates the throttle opening obtained by using the constant speed opening characteristic as the basic throttle opening tTVO0. .
- the target throttle opening setting means maintains the value immediately before the basic throttle opening tTVO0 changes when the accelerator opening does not change but the basic throttle opening tTVO0 changes.
- the changing value is set as the target throttle opening tTVO.
- the engine controller 41 controls the throttle motor 12 (throttle actuator) according to the target throttle opening tTVO set by the target throttle opening setting means. Therefore, in accordance with the actual accelerator operation, if the accelerator opening changes to the decreasing side, the target throttle opening tTVO also changes to the decreasing side, and if the accelerator opening changes to the increasing side, the target throttle opening tTVO also increases. Change. This eliminates a sense of incongruity during driving during steady running and allows natural vehicle behavior to be obtained.
- the basic correction amount calculation means includes a vehicle speed sensor 47 (vehicle speed detection means) for detecting the vehicle speed and an accelerator opening sensor 48 for detecting the accelerator opening. Based on (accelerator opening detection means), the vehicle speed detected by the vehicle speed sensor 47, and the accelerator opening detected by the accelerator opening sensor 48, the vehicle speed increases and becomes larger as the accelerator opening increases. A correction amount HOS is calculated.
- the leaf-shaped opening setting means (see 62 in FIG. 10 and FIG. 16) sets one leaf-shaped opening characteristic as a whole.
- the tree-shaped opening characteristic of the tree is on a plane having the accelerator opening and the throttle opening as two axes, and in the predetermined accelerator opening range V, the upper virtual curve ⁇ And a hypothetical curve ⁇ , which has two virtual throttle opening values for one accelerator opening, and is normal in a region outside the predetermined accelerator opening range V. Opening characteristics.
- the first basic throttle opening degree calculation means uses the leaf-like opening characteristic of the tree 2 when the accelerator opening degree detected by the accelerator opening degree sensor 48 is in the predetermined accelerator opening degree range V. Two virtual throttle opening values are calculated, and the throttle opening obtained by interpolating the calculated two virtual throttle opening values with the calculated basic correction amount HOS is defined as a basic throttle opening tTVO0.
- the second basic throttle opening degree calculation means calculates the normal opening degree characteristic G when the accelerator opening degree detected by the accelerator opening degree sensor 48 is outside the predetermined accelerator opening range V.
- the throttle opening obtained by use is directly calculated as the basic throttle opening tTVO0.
- the output control device uses the basic throttle opening tTVO0 calculated by the first basic throttle opening calculating means and the basic throttle opening tTVO0 calculated by the second basic throttle opening calculating means,
- the throttle motor 12 (throttle actuator) is controlled during steady running aiming at the detected vehicle speed. Therefore, it is possible to obtain an opening characteristic that makes it easy to adjust the vehicle speed for each vehicle speed, and it becomes unnecessary to store a plurality of opening characteristics for a constant speed for each vehicle speed, and the memory capacity can be greatly reduced.
- the output control device includes road surface gradient estimation means (navigation system and engine controller 41) for estimating the road surface gradient during traveling on an uphill road.
- the gradient correction amount calculating means calculates a gradient correction amount having a value that increases as the road surface gradient increases, based on the magnitude of the road surface gradient estimated by the road surface gradient estimating means.
- the correcting means (see 56 in FIG. 10) corrects the basic correction amount with the calculated gradient correction amount.
- the output controller uses the corrected basic correction amount to control the throttle motor 12 (throttle actuator) during steady running on the estimated road gradient. Therefore, it is possible to obtain an opening characteristic that makes it easy to adjust the vehicle speed for each road gradient of the uphill road.
- FIG. 19 is a characteristic diagram of the driving force with respect to the accelerator opening degree according to the second embodiment
- FIG. 20 is a characteristic diagram of the driving force with respect to the accelerator opening degree at each vehicle speed according to the second embodiment
- FIG. 21 is an uphill road according to the second embodiment. It is a characteristic view of the driving force with respect to the accelerator opening at each road surface gradient during traveling. The same portions as those in FIGS. 3, 4 and 7 of the first embodiment are similarly described.
- FIG. 27 is a control block diagram of the entire control system of the second embodiment targeting an electric vehicle
- FIG. 28 is a control block diagram of the entire control system of the second embodiment targeting a hybrid vehicle. The same parts as those in FIG. 26 of the first embodiment are similarly described.
- the first embodiment is intended for gasoline engine vehicles.
- the second embodiment is intended for electric vehicles and hybrid vehicles.
- the parameter for controlling the output is the throttle opening, but in an electric vehicle or a hybrid vehicle, the driving force is replaced instead of the throttle opening. For this reason, in the second embodiment, as shown in FIGS. 19, 20, and 21, it is only necessary to replace the driving force instead of the throttle opening.
- the characteristic of the driving force necessary for traveling at a constant speed and the characteristic of the broken line (or one straight line) close to the straight line of the increasing function is the normal driving force characteristic G (first driving force characteristic).
- the driving force characteristic ⁇ (second driving force) having a slope smaller than the slope of the polygonal line close to the straight line in the predetermined accelerator opening range F on the side larger than the base point from the point H on the normal driving force characteristic G. Force characteristics). Further, in the region where the accelerator opening is larger than the predetermined accelerator opening range F, the driving force characteristic returns to the normal driving force characteristic G as an increasing function whose slope increases from the driving force characteristic ⁇ (second driving force characteristic). ⁇ (third driving force characteristic) is set.
- driving force characteristic ⁇ and driving force characteristic ⁇ constitute a constant speed driving force characteristic ⁇ .
- the inverter 82 is controlled during traveling at a constant speed using the normal driving force characteristic G and the constant speed driving force characteristic ⁇ .
- a broken line G close to a straight line passing through the origin O and reaching the point Z as an increasing function in FIG. 3 is a characteristic representing the relationship between the normal accelerator opening and the driving force.
- the characteristic is referred to as “normal driving force characteristic”.
- the width of the predetermined accelerator opening range F remains constant, and the higher the vehicle speed, the higher the throttle opening on the side where the accelerator opening becomes larger on the normal driving force characteristic G. It has a plurality of constant speed driving force characteristics ( ⁇ 1 to ⁇ 4).
- a constant speed driving force characteristic corresponding to the vehicle speed detected by the vehicle speed sensor 47 is selected from a plurality of constant speed driving force characteristics ( ⁇ 1 to ⁇ 4), and the selected constant speed driving force is selected.
- the inverter 82 is controlled during the steady running of the detected vehicle speed aim.
- the width of the predetermined accelerator opening range F remains constant, and as the road surface gradient of the uphill road increases, the H point increases on the side where the accelerator opening increases on the normal driving force characteristic G, and the throttle opening.
- a constant speed driving force characteristic corresponding to the estimated road gradient is selected from a plurality of constant speed driving force characteristics, and the selected constant speed driving force characteristic and the normal driving force characteristic G are used. Then, the inverter 52 is controlled during steady running with the estimated road surface gradient.
- the characteristic includes the upper virtual curve ⁇ and the lower virtual curve ⁇ in a predetermined accelerator opening range V.
- the normal driving force characteristic G is obtained in the region of the accelerator opening up to the ⁇ point and the accelerator opening from the ⁇ point (region outside the predetermined accelerator opening range V).
- the driving force is calculated as follows. For example, when the accelerator opening is the predetermined value APOa, the virtual driving force value FDa at the point on the lower virtual curve ⁇ and the upper virtual curve ⁇ are calculated based on the leaf-shaped driving force characteristics shown in FIG. The value FDb of the virtual driving force at the point is obtained. From these two virtual driving force values FDa, FDb and the correction amount, the basic driving force tFdrv0 is calculated by the following equation.
- FIG. 23 is a control block diagram of the second embodiment.
- the same parts as those in FIG. 10 of the first embodiment are denoted by the same reference numerals. The differences from the first embodiment will be mainly described.
- the vehicle controller 91 performs control using a program corresponding to a control block diagram and a flowchart (described later).
- the vehicle controller 91 includes a microcomputer that includes a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). It is also possible to configure the vehicle controller 91 with a plurality of microcomputers.
- the memory of the vehicle controller 91 stores a reference table (or reference map) and a program described later.
- the basic driving force calculation unit 71 includes a virtual driving force calculation unit 72 and a basic driving force calculation unit 73.
- the virtual driving force calculation unit 72 when the accelerator opening APO is within a predetermined accelerator opening range V (APOb ⁇ APO ⁇ APOc) by searching a reference table having the contents shown in FIG. 24 from the accelerator opening APO, Two virtual driving force values, a value on the lower virtual curve ⁇ and a value on the upper virtual curve ⁇ , are calculated. For example, when the accelerator opening APO is a predetermined value APOd, the first virtual driving force FDc [N] that is a value on the lower virtual curve ⁇ and the second virtual driving force FDd [ N] is calculated.
- a reference table (FIG. 24) that defines the relationship between the accelerator opening APO and the driving force (including the first virtual driving force FDc and the second virtual driving force FDd) is stored in the memory of the vehicle controller 91.
- a driving force is calculated from a certain normal driving force characteristic G.
- the driving force FDe [N] is calculated.
- the characteristic of the straight line portion is a normal driving force characteristic G.
- FIG. 24 has basically the same characteristics as FIG.
- the basic driving force calculation unit 73 when the accelerator opening APO is within a predetermined accelerator opening range V (APOb ⁇ APO ⁇ APOc), the two virtual driving force values FDc and FDd and the correction amount calculation unit 51
- the basic driving force tFdrv0 [N] is calculated by the following equation using the correction amount HOS.
- the equation (19) uses, as the basic driving force, a value obtained by interpolating the upper and lower virtual driving force values (FDd, FDc) on the same accelerator opening APO with the correction amount HOS. Is. From the equation (19), the basic driving force tFdrv0 increases as the correction amount HOS increases under the same accelerator opening APO. In this way, while reducing the memory capacity, the basic driving force calculation unit 73 obtains the basic amount from the correction amount HOS and the reference table in FIG. 24 in the same manner as obtaining the basic driving force tFdrv0 from the reference table in FIGS. The driving force tFdrv0 can be obtained.
- the basic driving force calculation unit 73 when the accelerator opening APO is equal to or smaller than the predetermined value APOb, and when the accelerator opening APO is equal to or larger than the predetermined value APOc (that is, in a region outside the predetermined accelerator opening range V). ), The value of the driving force FDe is directly used as the basic driving force tFdrv0 [N].
- the flowchart in FIG. 25 is for calculating the target driving force tFdrv, and the vehicle controller 91 executes the control of the flowchart at regular intervals (for example, every 10 ms).
- the same step number is attached
- step 21 the accelerator opening APO, the correction amount, and the basic driving force tFdrv0 are read.
- the correction amount HOS and the basic driving force tFdrv0 have already been calculated with reference to FIG.
- Steps 2 and 3 it is determined whether the correction amount HOS is on the increase side, the correction amount HOS is on the decrease side, or the correction amount HOS is maintained.
- step 2 When the correction amount HOS is on the decreasing side, the process proceeds from step 2 to step 3 to check whether the accelerator opening APO is decreasing. Although the correction amount HOS is decreasing, when the accelerator opening APO is maintained or when the accelerator opening APO is increasing, the routine proceeds from step 3 to step 22, where tFdrv ( The previous value is directly transferred to the target driving force tFdrv [N]. Although the correction amount HOS is on the decrease side, when the accelerator opening APO is maintained or when the accelerator opening APO is increasing, the operation of step 22 is repeated to maintain the target driving force tFdrv.
- step 3 when the accelerator opening APO is decreasing in step 3, the process proceeds to step 23, and the target driving force tFdrv is decreased by the decrease GEN2 [N] by the following equation.
- tFdrv tFdrv (previous) -GEN2 (20)
- tFdrv (previous) the previous value of tFdrv
- GEN2 is a decrease amount.
- the weight loss GEN2 in the equation (20) is determined by conformance.
- step 24 the target driving force tFdrv and the basic driving force tFdrv0 are compared.
- step 25 is skipped and the current process is terminated.
- step 24 when the target drive force tFdrv becomes less than the basic drive force tFdrv0 in step 24, the process proceeds to step 25 to limit the target drive force tFdrv to the basic drive force tFdrv0.
- step 8 the process proceeds to step 8 to check whether the accelerator opening APO is increasing.
- the process proceeds from step 8 to step 26, where tFdrv (The previous value is directly transferred to the target driving force tFdrv [N].
- tFdrv The previous value is directly transferred to the target driving force tFdrv [N].
- step 8 when the accelerator opening APO is increasing in step 8, the process proceeds to step 27, and the target driving force tFdrv is increased by the increased amount ZOU2 [N] according to the following equation.
- tFdrv tFdrv (previous) + ZOU2 (21)
- tFdrv (previous) the previous value of tFdrv
- ZOU2 is an increase.
- the increased amount ZOU2 in the equation (21) is determined by conformity.
- step 28 the target driving force tFdrv and the basic driving force tFdrv0 are compared.
- step 29 is skipped and the current process is terminated.
- step 28 when the target driving force tFdrv exceeds the basic driving force tFdrv0 in step 28, the process proceeds to step 29 to limit the target driving force tFdrv to the basic driving force tFdrv0.
- FIG. 27 is a control block diagram of the entire control system of the second embodiment for an electric vehicle.
- the electric vehicle includes a motor 81 that drives the rear wheel or the front wheel, and an inverter 82 that supplies current to the motor 81.
- the vehicle controller 91 (constant speed driving force characteristic setting means, inverter control means) includes a correction amount calculation unit 51, a basic driving force calculation unit 71, a target driving force calculation unit 92, and a current value calculation unit 93. . 27, details of the correction amount calculation unit 51 and the basic driving force calculation unit 71 are shown in FIG. Details of the target driving force calculation unit 91 are shown in the flowchart of FIG.
- the current value calculation unit 93 calculates a command current value to be supplied to the motor 81 in proportion to the target driving force tFdrv, and outputs this command current value to the inverter 82.
- FIG. 28 is a control block diagram of the entire control system of the second embodiment for a hybrid vehicle. Since the hybrid vehicle has an engine, it has a throttle valve 11 and a throttle actuator 12 in addition to the motor 81 and the inverter 82 as shown in FIG.
- the vehicle controller 91 has a correction amount calculation unit 51, a basic driving force calculation unit 71, a target driving force calculation unit 92, a current value calculation unit 93, a driving force distribution unit 95, and a throttle opening calculation unit 96.
- details of the correction amount calculation unit 51 and the basic driving force calculation unit 71 are shown in FIG.
- the details of the target driving force calculation unit 92 are shown in the flowchart of FIG.
- the throttle opening calculation unit 96 calculates the throttle opening for the engine to generate the difference in driving force, and outputs a command value corresponding to the calculated throttle opening to the throttle actuator 12.
- an electric vehicle or a hybrid vehicle instead of a vehicle equipped with a gasoline engine, an electric vehicle or a hybrid vehicle includes a motor 81 that can adjust the driving force of the vehicle, and an inverter 82 that drives the motor 81 according to a control amount.
- the vehicle controller 91 (constant speed driving force characteristic setting means) sets the constant speed driving force characteristic ⁇ .
- the constant speed driving force characteristic ⁇ is composed of a driving force characteristic ⁇ (second driving force characteristic) and a driving force characteristic ⁇ (third driving force characteristic).
- the normal driving force characteristic G (first driving force characteristic) is a characteristic of the driving force necessary for steady running, and is a straight line of an increasing function on a plane having the accelerator opening and the driving force as two axes.
- the driving force characteristic ⁇ (second driving force characteristic) is the straight line within a predetermined accelerator opening range F on the side larger than the base point from the H point (predetermined point) on the normal driving force characteristic G. It has an inclination smaller than the inclination of the polygonal line close to.
- the driving force characteristic ⁇ (third driving force characteristic) is an increasing function having an inclination increased from the driving force characteristic ⁇ (second driving force characteristic) in a region where the accelerator opening is larger than the predetermined accelerator opening range F. Thus, the normal driving force characteristic G is restored.
- the vehicle controller 91 (inverter control means) controls the inverter 82 during steady running using the normal driving force characteristic G and the constant speed driving force characteristic ⁇ set by the constant speed driving force characteristic setting means.
- a second driving force characteristic that is smaller than a straight line or a broken line of the first driving force characteristic within a predetermined accelerator opening range, that is, a second driving force characteristic that is easy to adjust the vehicle speed.
- the width of the predetermined accelerator opening range F remains constant, and as the vehicle speed increases, the H point (predetermined point) becomes the normal driving force characteristic G (first A plurality of constant speed driving force characteristics ⁇ 1 to ⁇ 4 that are shifted to the side where the accelerator opening is increased and the driving force is increased.
- the output control device includes a vehicle speed sensor 47 (vehicle speed detection means) that detects the vehicle speed, and constant speed driving force characteristics corresponding to the vehicle speed detected by the vehicle speed sensor 47 are the plurality of constant speed driving force characteristics ⁇ 1 to ⁇ 4. Choose from.
- the output control device uses the selected constant speed driving force characteristic and the normal driving force characteristic G to control the inverter 82 during steady running aimed at the detected vehicle speed. Accordingly, since the driving force characteristics ⁇ 1 to ⁇ 4 that can easily adjust the vehicle speed are set for each vehicle speed, even if the target vehicle speed is different during steady running, the fuel consumption can be improved during each steady running.
- the output control device is configured such that the H point (predetermined point) has a normal driving force characteristic as the road surface gradient of the uphill road increases while the width of the predetermined accelerator opening range F remains constant.
- the output control device includes road surface gradient estimation means (navigation system and vehicle controller 91) for estimating a road surface gradient during traveling on an uphill road.
- the output control device selects a constant speed driving force characteristic according to the magnitude of the road surface gradient estimated by the road surface gradient estimating means from among the plurality of constant speed driving force characteristics ⁇ 1, ⁇ 5, ⁇ 6.
- the output control device uses the selected constant speed driving force characteristic and the normal driving force characteristic G to control the inverter 82 during steady running on the estimated road surface gradient. Therefore, since the second opening characteristics ⁇ 1, ⁇ 5, and ⁇ 6, which are easy to adjust the vehicle speed for each road surface gradient on the uphill road, are set, even if the road surface gradient is different when traveling on the uphill road aiming at a constant speed, It is possible to improve fuel efficiency when driving on the road.
- FIG. 29 is a characteristic diagram of the fuel injection amount with respect to the accelerator opening of the third embodiment
- FIG. 30 is a characteristic diagram of the fuel injection amount with respect to the accelerator opening at each vehicle speed according to the third embodiment
- FIG. 31 is a graph of the third embodiment. It is a characteristic view of the fuel injection amount with respect to the accelerator opening at each road surface gradient when traveling on an uphill road. The same portions as those in FIGS. 3, 4 and 7 of the first embodiment are similarly described.
- the first embodiment is intended for gasoline engine vehicles.
- the third embodiment is intended for a diesel engine vehicle.
- the parameter for controlling the output is the throttle opening, but in the diesel engine vehicle, the fuel injection amount is replaced instead of the throttle opening. For this reason, in the third embodiment, as shown in FIGS. 29, 30, and 31, the fuel injection amount may be replaced in place of the throttle opening.
- the characteristic of the driving force necessary for traveling at a constant speed and the characteristic of a polygonal line (or one straight line) close to the straight line of the increasing function is represented by a normal fuel injection amount characteristic G (first fuel injection amount).
- Characteristic A fuel injection amount characteristic ⁇ (second) having a slope smaller than the inclination of the polygonal line close to the straight line in a predetermined accelerator opening range F on the side larger than this base point, with the H point on the normal fuel injection amount characteristic G as a base point.
- Fuel injection amount characteristic Further, in the region where the accelerator opening is larger than the predetermined accelerator opening range F, the fuel injection amount characteristic ⁇ (second fuel injection amount characteristic) becomes an increasing function whose slope increases and returns to the normal fuel injection amount characteristic G.
- a fuel injection amount characteristic ⁇ (third fuel injection amount characteristic) is set.
- the fuel injection amount characteristic ⁇ and the fuel injection amount characteristic ⁇ constitute a constant speed fuel injection amount characteristic ⁇ .
- the fuel injector 101 (see FIG. 32) is controlled during steady running using the normal fuel injection amount characteristic G and the constant speed fuel injection amount characteristic ⁇ .
- a broken line G that is close to a straight line passing through the origin O and reaching the point Z as an increasing function in FIG. 29 is a characteristic that represents the relationship between the normal accelerator opening and the fuel injection amount.
- the characteristic is referred to as “normal fuel injection amount characteristic”.
- the width of the predetermined accelerator opening range F remains constant, and as the vehicle speed increases, the H point increases on the side where the accelerator opening increases on the normal fuel injection amount characteristic G, and the throttle opening increases.
- a constant-speed fuel injection amount characteristic corresponding to the vehicle speed detected by the vehicle speed sensor 47 is selected from a plurality of constant-speed fuel injection amount characteristics ( ⁇ 1 to ⁇ 4), and the selected constant-speed fuel injection amount characteristic is selected.
- the fuel injector 101 is controlled during steady-state traveling at the detected vehicle speed.
- the width of the predetermined accelerator opening range F remains constant, and as the road surface gradient of the uphill road increases, the H point increases on the side where the accelerator opening becomes larger on the normal fuel injection amount characteristic G and the throttle is opened. It has a plurality of constant speed fuel injection amount characteristics ( ⁇ 1, ⁇ 5, ⁇ 6) that are shifted to a larger degree, and a constant speed fuel injection amount characteristic according to the estimated road gradient is used for a plurality of constant speeds.
- the fuel injector 101 is selected from the fuel injection amount characteristics, and the fuel injector 101 is controlled during steady running on the estimated road surface gradient using the selected constant speed fuel injection amount characteristic and the normal fuel injection amount characteristic G.
- the characteristic in the predetermined accelerator opening range V, the characteristic includes the upper virtual curve ⁇ and the lower virtual curve ⁇ , and for one accelerator opening, To obtain a characteristic having two values of the virtual fuel injection amount. Further, in the region of the accelerator opening up to the ⁇ point and the accelerator opening from the ⁇ point (region outside the predetermined accelerator opening range V), the normal fuel injection amount characteristic G is obtained. These two fuel injection amount characteristics constitute one fuel injection amount characteristic of a leaf shape as a whole.
- the fuel injection amount is calculated as follows using the leaf-like fuel injection amount characteristic as a whole. For example, when the accelerator opening is a predetermined value APOa, the virtual fuel injection amount value QFa at the point on the lower virtual curve ⁇ and the upper virtual curve are calculated from the leaf-like fuel injection amount characteristic shown in FIG. A virtual fuel injection amount value QFb at a point on ⁇ is obtained. From these two virtual fuel injection amount values QFa and QFb and the correction amount, the basic fuel injection amount tQf0 is calculated by the following equation.
- FIG. 33 is a control block diagram of the third embodiment.
- the same parts as those in FIG. 10 of the first embodiment are denoted by the same reference numerals. The differences from the first embodiment will be mainly described.
- the engine controller 121 executes control using a program corresponding to a control block diagram and a flowchart (described later).
- the engine controller 121 includes a microcomputer that includes a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). It is also possible to configure the engine controller 121 with a plurality of microcomputers.
- the memory of the engine controller 121 stores a later-described reference table (or reference map) and program.
- the basic fuel injection amount calculation unit 111 includes a virtual fuel injection amount calculation unit 112 and a basic fuel injection amount calculation unit 113.
- the virtual fuel injection amount calculation unit 112 when the accelerator opening APO is within a predetermined accelerator opening range V (APOb ⁇ APO ⁇ APOc) by searching a reference table having the contents shown in FIG. 34 from the accelerator opening APO. Then, two values of the virtual fuel injection amount, that is, a value on the lower virtual curve ⁇ and a value on the upper virtual curve ⁇ are calculated. For example, when the accelerator opening APO is a predetermined value APOd, the first fuel injection amount QFc [Nm] that is a value on the lower virtual curve ⁇ and the second fuel injection amount QFd [ Nm] is calculated.
- a reference table (FIG. 34) that defines the relationship between the accelerator opening APO and the fuel injection amount (including the first fuel injection amount QFc and the second fuel injection amount QFd) is stored in the memory of the engine controller 121.
- the fuel injection amount is calculated from a certain normal fuel injection amount characteristic G.
- the fuel injection amount QFe [Nm] is calculated.
- the characteristic of the straight line portion is a normal fuel injection amount characteristic G.
- FIG. 34 has basically the same characteristics as FIG.
- the basic fuel injection amount calculation unit 113 when the accelerator opening APO is within a predetermined accelerator opening range V (APOb ⁇ APO ⁇ APOc), the two virtual fuel injection amount values QFc and QFd and the correction amount calculation unit
- the basic fuel injection amount tQf0 [Nm] is calculated by the following equation using the correction amount HOS from 51.
- the equation (23) is obtained by calculating the basic fuel injection amount by interpolating the upper and lower virtual fuel injection amount values (QFd, QFc) on the same accelerator opening APO with the correction amount HOS. It is what. From the equation (23), the basic fuel injection amount tQf0 increases as the correction amount HOS increases under the same accelerator opening APO. In this way, while reducing the memory capacity, the basic fuel injection amount calculating unit 113 calculates the correction amount HOS and the reference table of FIG. 34 in the same manner as obtaining the basic fuel injection amount tQf0 from the reference tables of FIGS. From the basic fuel injection amount tQf0.
- the basic fuel injection amount calculation unit 113 when the accelerator opening APO is equal to or smaller than the predetermined value APOb and when the accelerator opening APO is equal to or larger than the predetermined value APOc (that is, in a region outside the predetermined accelerator opening range V). )), The value of the fuel injection amount QFe is directly used as the basic fuel injection amount tQf0 [Nm].
- the engine controller 121 executes the control of the flowchart at regular intervals (for example, every 10 ms).
- regular intervals for example, every 10 ms.
- the same step number is attached
- step 31 the accelerator opening APO, the correction amount, and the basic fuel injection amount tQf0 are read.
- the correction amount HOS and the basic fuel injection amount tQf0 have already been calculated from FIG.
- Steps 2 and 3 it is determined whether the correction amount HOS is on the increase side, the correction amount HOS is on the decrease side, or the correction amount HOS is maintained.
- step 2 When the correction amount HOS is on the decreasing side, the process proceeds from step 2 to step 3 to check whether the accelerator opening APO is decreasing. Although the correction amount HOS is on the decrease side, when the accelerator opening APO is maintained or when the accelerator opening APO is increasing, the routine proceeds from step 3 to step 32, where tQf is the previous value of the target fuel injection amount. The value of (previous) is directly transferred to the target fuel injection amount tQf [mg / cycl]. Although the correction amount HOS is on the decrease side, when the accelerator opening APO is maintained or when the accelerator opening APO is increasing, the operation of step 32 is repeated to maintain the target fuel injection amount tQf.
- step 3 when the accelerator opening APO is decreasing in step 3, the process proceeds to step 33, and the target fuel injection amount tQf is decreased by the decrease GEN3 [mg / cycl] by the following equation.
- tQf tQf (previous) -GEN3 (24)
- tQf (previous) the previous value of tQf
- GEN3 a decrease amount.
- the weight loss GEN3 in the equation (24) is determined by conformance.
- step 34 the target fuel injection amount tQf and the basic fuel injection amount tQf0 are compared.
- step 35 is skipped and the current process is terminated.
- step 34 when the target fuel injection amount tQf becomes less than the basic fuel injection amount tQf0 in step 34, the routine proceeds to step 35, where the target fuel injection amount tQf is limited to the basic fuel injection amount tQf0.
- step 8 the process proceeds to step 8 to check whether the accelerator opening APO is increasing.
- the routine proceeds from step 8 to step 36, where tQf which is the previous value of the target fuel injection amount The value of (previous) is directly transferred to the target fuel injection amount tQf [mg / cycl].
- step 36 the operation of step 36 is repeated to maintain the target fuel injection amount tQf.
- step 8 when the accelerator opening APO is increasing in step 8, the process proceeds to step 37, and the target fuel injection amount tQf is increased by the increase amount ZOU3 [N] by the following equation.
- tQf tQf (previous) + ZOU3 (25)
- tQf (previous) a previous value of tQf
- ZOU3 is an increase amount.
- the increase amount ZOU3 in the equation (25) is determined by conformity.
- step 38 the target fuel injection amount tQf and the basic fuel injection amount tQf0 are compared.
- step 39 is skipped and the current process is terminated.
- step 38 when the target fuel injection amount tQf exceeds the basic fuel injection amount tQf0 in step 38, the routine proceeds to step 39, where the target fuel injection amount tQf is limited to the basic fuel injection amount tQf0.
- FIG. 36 is a control block diagram of the entire control system of the third embodiment for a diesel engine vehicle. The same parts as those in FIG. 26 of the first embodiment are similarly described.
- the diesel engine vehicle has a fuel injector 101 as shown in FIG. High-pressure fuel from the common rail fuel injector is distributed and supplied to the fuel injectors 101 provided in each cylinder, and the injector driving means 102 drives the fuel injectors 101 to open and close.
- the engine controller 121 includes a correction amount calculation unit 51, a basic fuel injection amount calculation unit 111, and a target fuel injection amount calculation unit. 122 and a fuel injection pulse width calculation unit 123. 36, details of the correction amount calculation unit 51 and the basic fuel injection amount calculation unit 111 are shown in FIG. Details of the target fuel injection amount calculation unit 122 are shown in the flowchart of FIG.
- the fuel injection pulse width calculation unit 123 calculates the fuel injection pulse width of the main injection from the target fuel injection amount tQf and the fuel pressure of the common rail, and outputs this fuel injection pulse width signal to the injector driving means 102.
- a diesel engine of the vehicle instead of a vehicle having a gasoline engine, a diesel engine of the vehicle has a fuel injector 101 that can adjust the fuel injection amount to the engine, and a control amount that controls the fuel injection amount from the fuel injector 101. And an injector driving means 102 for driving in response to the above.
- the engine controller 121 (constant speed fuel injection amount characteristic setting means) sets a constant speed fuel injection amount characteristic ⁇ .
- the constant speed fuel injection amount characteristic ⁇ is composed of a fuel injection amount characteristic ⁇ (second fuel injection amount characteristic) and a fuel injection amount characteristic ⁇ (third fuel injection amount characteristic).
- the normal fuel injection amount characteristic G is a characteristic of the fuel injection amount necessary for steady running and increases on a plane having the accelerator opening and the fuel injection amount as two axes. This is a characteristic that forms a broken line (or a single straight line) close to the straight line of the function.
- the fuel injection amount characteristic ⁇ (second fuel injection amount characteristic) has a predetermined point on the side larger than this base point with the H point (predetermined point of the accelerator opening APOstd) on the normal fuel injection amount characteristic G as a base point. In the accelerator opening range F, the inclination is smaller than the inclination of the polygonal line close to the straight line.
- the fuel injection amount characteristic ⁇ (third fuel injection amount characteristic) has a slope increased from the fuel injection amount characteristic ⁇ (second fuel injection amount characteristic) in a region where the accelerator opening is larger than the predetermined accelerator opening range F. It returns to the normal fuel injection amount characteristic G as an increasing function.
- the engine controller 121 (drive means control means) uses the normal fuel injection amount characteristic G and the constant speed fuel injection amount characteristic setting means to set the injector drive means during steady running. 102 is controlled.
- the fuel injection amount characteristic ⁇ which is smaller than the inclination of the polygonal line close to the straight line of the normal fuel injection amount characteristic G in the predetermined accelerator opening range F, that is, the fuel injection amount characteristic ⁇ that is easy to adjust the vehicle speed, it becomes constant. Unnecessary acceleration / deceleration of the driver for maintaining the speed is suppressed. Therefore, fuel consumption can be improved during steady running.
- the width of the predetermined accelerator opening range F remains constant, and the H point (predetermined point) becomes the normal fuel injection amount characteristic G (first) as the vehicle speed increases.
- the output control device includes a vehicle speed sensor 47 (vehicle speed detection means) for detecting the vehicle speed, and a constant speed fuel injection amount characteristic ⁇ 1 corresponding to the vehicle speed detected by the speed sensor 47 is set to the plurality of constant speed fuel injection amount characteristics ⁇ 1. Select from ⁇ ⁇ 4.
- the output control device controls the injector driving means 102 at the time of steady running aiming at the detected vehicle speed, using the selected constant speed fuel injection amount characteristic and the normal fuel injection amount characteristic G. Accordingly, fuel injection amount characteristics ⁇ 1 to ⁇ 4 that are easy to adjust the vehicle speed for each vehicle speed are set, so that even if the target vehicle speed is different during steady running, fuel efficiency can be improved during each steady running.
- the output control device keeps the width of the predetermined accelerator opening range F constant, and the point H (predetermined point) becomes a normal fuel injection amount as the road surface gradient of the uphill road increases.
- the output control device includes road surface gradient estimation means (navigation system and engine controller 121) for estimating the road surface gradient during traveling on an uphill road.
- the output control device selects a constant speed fuel injection amount characteristic from a plurality of constant speed fuel injection amount characteristics ⁇ 1, ⁇ 5, ⁇ 6 according to the magnitude of the road surface gradient estimated by the road surface gradient estimation means.
- the output control device controls the injector driving means 102 at the time of steady running with the estimated road surface gradient using the selected constant speed fuel injection amount characteristic and the normal fuel injection amount characteristic G. Therefore, since the second fuel injection amount characteristics ⁇ 1, ⁇ 5, ⁇ 6 that are easy to adjust the vehicle speed for each road gradient of the uphill road are set, even if the road gradient is different when traveling on the uphill road aiming at a constant speed, It is possible to improve fuel efficiency when traveling on each uphill road.
- FIG. 37 is a characteristic diagram of torque with respect to the accelerator opening degree according to the fourth embodiment
- FIG. 38 is a characteristic diagram of torque with respect to the accelerator opening degree at each vehicle speed according to the fourth embodiment
- FIG. 39 is an uphill road traveling condition according to the fourth embodiment. It is a characteristic view of the torque with respect to the accelerator opening at each road surface gradient. The same portions as those in FIGS. 3, 4 and 7 of the first embodiment are similarly described.
- the first embodiment is intended for gasoline engine vehicles.
- the fourth embodiment is intended for diesel engine vehicles as in the third embodiment.
- the parameter for controlling the output is the fuel injection amount.
- the torque is replaced instead of the fuel injection amount.
- the torque may be replaced in place of the throttle opening.
- the “torque” may be a torque generated by the engine or a required torque of the vehicle.
- a characteristic of a torque necessary for traveling at a constant speed and a broken line (or one straight line) close to a straight line of an increasing function is a normal torque characteristic G (first torque characteristic).
- Torque characteristics having an inclination smaller than the inclination of the polygonal line close to the straight line within a predetermined accelerator opening range F on the side larger than this base point, with the H point (point of the accelerator opening APOstd) on the normal torque characteristic G as a base point ⁇ (second torque characteristic) is set. Further, in a region where the accelerator opening is larger than the predetermined accelerator opening range F, a torque characteristic ⁇ (third) that returns to the normal torque characteristic G as an increasing function with an inclination increasing from the torque characteristic ⁇ (second torque characteristic).
- Torque characteristics These torque characteristics ⁇ and torque characteristics ⁇ constitute a constant speed torque characteristic ⁇ .
- the fuel injector 101 is controlled during steady running using the normal torque characteristic G and the constant speed torque characteristic ⁇ .
- a broken line G close to a straight line passing through the origin O and reaching the point Z as an increasing function in FIG. 37 is a characteristic representing the relationship between the normal accelerator opening and torque.
- the characteristic is referred to as “normal torque characteristic”.
- the width of the predetermined accelerator opening range F remains constant, and the higher the vehicle speed, the higher the H point on the normal torque characteristic G and the larger the throttle opening. It has a plurality of constant speed torque characteristics ( ⁇ 1 to ⁇ 4) that deviate.
- a constant-speed torque characteristic corresponding to the vehicle speed detected by the vehicle speed sensor 47 is selected from a plurality of constant-speed torque characteristics ( ⁇ 1 to ⁇ 4), and the selected constant-speed torque characteristic and normal characteristics are selected. Is used to control the fuel injector 101 during steady running aimed at the detected vehicle speed.
- the width of the predetermined accelerator opening range F remains constant, and as the road surface gradient of the uphill road increases, the point H increases on the side where the accelerator opening increases on the normal torque characteristic G and the throttle opening degree increases. It has a plurality of constant speed torque characteristics ( ⁇ 1, ⁇ 5, ⁇ 6) that shift to the larger side, A constant speed torque characteristic corresponding to the estimated road surface gradient is selected from a plurality of constant speed torque characteristics, and the estimated constant speed torque characteristic and the normal torque characteristic G are used to perform the estimation.
- the fuel injector 101 is controlled during steady running on the road surface gradient.
- the predetermined accelerator opening range V includes the upper virtual curve ⁇ and the lower virtual curve ⁇ .
- the normal torque characteristic G is obtained in the region of the accelerator opening up to the ⁇ point and the accelerator opening from the ⁇ point (region outside the predetermined accelerator opening range V).
- the torque is calculated as follows using the leaf-like torque characteristics of the tree as a whole. For example, when the accelerator opening is the predetermined value APOa, the virtual torque value TRQa at the point on the lower virtual curve ⁇ and the point on the upper virtual curve ⁇ are calculated based on the leaf-like torque characteristics shown in FIG.
- the virtual torque value TRQb is obtained. From these two virtual torque values TRQa and TRQb and the correction amount, the basic torque tTrq0 is calculated by the following equation.
- FIG. 41 is a control block diagram of the third embodiment.
- the same parts as those in FIG. 33 of the third embodiment are denoted by the same reference numerals. The differences from the third embodiment will be mainly described.
- the basic torque calculation unit 131 includes a virtual torque calculation unit 132 and a basic torque calculation unit 133.
- the virtual torque calculation unit 132 searches a reference table having the contents shown in FIG. 42 from the accelerator opening APO, and when the accelerator opening APO is within a predetermined accelerator opening range V (APOb ⁇ APO ⁇ APOc), Two virtual torque values, a value on the side virtual curve ⁇ and a value on the upper virtual curve ⁇ , are calculated. For example, when the accelerator opening APO is a predetermined value APOd, the first virtual torque TRQc [Nm] that is a value on the lower virtual curve ⁇ and the second virtual torque TRQd [Nm] that is a value on the upper virtual curve ⁇ . Is calculated.
- a reference table (FIG. 42) that defines the relationship between the accelerator opening APO and the torque (including the first virtual torque TRQc and the second virtual torque TRQd) is stored in the memory of the engine controller 121.
- the torque is calculated from the normal torque characteristic G that is a characteristic of the straight line portion.
- the accelerator opening APO is a predetermined value APOe (that is, when the accelerator opening APO is outside the predetermined accelerator opening range V)
- the torque TRQe [Nm] is calculated.
- the characteristic of the straight line portion is a normal torque characteristic G.
- FIG. 42 has basically the same characteristics as FIG.
- the basic torque calculator 133 when the accelerator opening APO is within the predetermined accelerator opening range V (APOb ⁇ APO ⁇ APOc), the two virtual torque values TRQc and TRQd and the correction from the correction amount calculator 51 are corrected.
- the basic torque tTrq0 [Nm] is calculated by the following equation using the amount HOS.
- the equation (27) uses the value obtained by interpolating the upper and lower virtual torque values (TRQd, TRQc) on the same accelerator opening APO with the correction amount HOS as the basic torque. is there. From the equation (27), under the condition that the accelerator opening APO is the same, the basic torque tTrq0 increases as the correction amount HOS increases. In this way, while reducing the memory capacity, the basic fuel injection amount calculation unit 113 calculates the basic amount from the correction amount HOS and the reference table of FIG. 42 in the same manner as obtaining the basic torque tTrq0 from the reference table of FIGS. Torque tTrq0 can be obtained.
- the basic torque calculation unit 133 when the accelerator opening APO is equal to or less than the predetermined value APOb and when the accelerator opening APO is equal to or greater than the predetermined value APOc (that is, when the accelerator opening APO is outside the predetermined accelerator opening range V).
- the value of the torque TRQe is directly used as the basic torque tTrq0 [Nm].
- the engine controller 121 executes the control of the flowchart at regular intervals (for example, every 10 ms).
- regular intervals for example, every 10 ms.
- the same step number is attached
- step 41 the accelerator opening APO, the correction amount, and the basic torque tTrq0 are read.
- the correction amount HOS and basic torque tTrq0 have already been calculated from FIG.
- Steps 2 and 3 it is determined whether the correction amount HOS is on the increase side, the correction amount HOS is on the decrease side, or the correction amount HOS is maintained.
- step 2 When the correction amount HOS is on the decreasing side, the process proceeds from step 2 to step 3 to check whether the accelerator opening APO is decreasing.
- the routine proceeds from step 3 to step 42, where tTrq (previous value of the target torque) ) Is directly transferred to the target torque tTrq [Nm].
- tTrq previously value of the target torque
- step 3 when the accelerator opening APO is decreasing in step 3, the process proceeds to step 43, and the target torque tTrq is decreased by the decrease GEN3 [Nm] by the following equation.
- tTrq tTrq (previous) ⁇ GEN4 (28)
- tTrq (previous) is the previous value of tTrq
- GEN4 is a decrease amount.
- the reduced amount GEN4 in the equation (28) is determined by conformance.
- step 44 the target torque tTrq and the basic torque tTrq0 are compared.
- step 45 is skipped and the current process is terminated.
- step 44 when the target torque tTrq becomes less than the basic torque tTrq0 in step 44, the routine proceeds to step 45, where the target torque tTrq is limited to the basic torque tTrq0.
- step 8 the process proceeds to step 8 to check whether the accelerator opening APO is increasing.
- the accelerator opening APO is maintained or the accelerator opening APO is decreasing even though the correction amount HOS is on the increase side, the process proceeds from step 8 to step 46, where tTrq (previous value of the target torque) ) Is directly transferred to the target torque tTrq [Nm].
- tTrq previously value of the target torque
- step 8 when the accelerator opening APO is increasing in step 8, the process proceeds to step 47, and the target torque tTrq is increased by the increase amount ZOU4 [Nm] by the following equation.
- tTrq tTrq (previous) + ZOU4 (29)
- tTrq (previous) is the previous value of tTrq
- ZOU4 is an increase amount.
- the increase amount ZOU4 in the equation (29) is determined by conformity.
- step 48 the target torque tTrq and the basic torque tTrq0 are compared.
- step 49 is skipped and the current process is terminated.
- step 48 when the target torque tTrq exceeds the basic torque tTrq0 in step 48, the routine proceeds to step 49, where the target torque tTrq is limited to the basic torque tTrq0.
- FIG. 44 is a control block diagram of the entire control system of the fourth embodiment for a diesel engine vehicle. The same parts as those in FIG. 36 of the third embodiment are described in the same manner.
- the engine controller 121 includes a correction amount calculation unit 51, a basic torque calculation unit 131, a target torque calculation unit 141, a fuel injection amount calculation unit 142, and a fuel injection pulse width calculation unit 123. 44, details of the correction amount calculation unit 51 and the basic torque calculation unit 131 are shown in FIG. Details of the target torque calculator 141 are shown in the flowchart of FIG.
- the soot fuel injection amount calculation unit 142 calculates the fuel injection amount in accordance with the target torque, and outputs the calculated fuel injection amount to the fuel injection pulse width calculation unit 123.
- the fuel injection pulse width calculation unit 123 calculates the fuel injection pulse width of the main injection from the fuel injection amount and the common rail fuel pressure, and outputs a signal of this fuel injection pulse width to the injector driving means 102.
- a diesel engine of the vehicle uses a fuel injector 101 that can adjust the fuel injection amount to the engine and the fuel injection amount from the fuel injector 101 as a control amount.
- Injector driving means 102 that drives accordingly.
- the engine controller 121 (constant speed torque characteristic setting means) sets the constant speed torque characteristic ⁇ .
- the constant speed torque characteristic ⁇ is composed of a torque characteristic ⁇ (second torque characteristic) and a torque characteristic ⁇ (third torque characteristic).
- the normal torque characteristic G (first torque characteristic) is a characteristic of torque necessary for steady running, and is a polygonal line close to a straight line of an increasing function on a plane having the accelerator opening and the torque as two axes (or This is a characteristic of a single straight line).
- the torque characteristic ⁇ (second torque characteristic) has a predetermined accelerator opening range F on the side larger than this base point from the H point (predetermined point of the accelerator opening APOstd) on the normal torque characteristic G.
- the inclination is smaller than the inclination of the polygonal line close to the straight line.
- the torque characteristic ⁇ (third torque characteristic) is an increase function in which the inclination is increased from the torque characteristic ⁇ (second torque characteristic) in a region where the accelerator opening is larger than the predetermined accelerator opening range F.
- the engine controller 111 controls the injector drive means 102 during steady running using the normal torque characteristic G and the constant speed torque characteristic ⁇ set by the constant speed torque characteristic setting means.
- the width of the predetermined accelerator opening range F remains constant, and as the vehicle speed increases, the H point (predetermined point) has a normal torque characteristic G (first On the torque characteristic), a plurality of constant speed torque characteristics ⁇ 1 to ⁇ 4 are shifted to the side where the accelerator opening is increased and the torque is increased.
- the output control device includes a vehicle speed sensor 47 (vehicle speed detection means) for detecting the vehicle speed, and a constant speed torque characteristic corresponding to the vehicle speed detected by the vehicle speed sensor 47 is selected from a plurality of constant speed torque characteristics ⁇ 1 to ⁇ 4. select.
- the output control device uses the selected constant speed torque characteristic and the normal torque characteristic G to control the injector driving means 102 during steady running aiming at the detected vehicle speed. Accordingly, torque characteristics ⁇ 1 to ⁇ 4 that are easy to adjust the vehicle speed are set for each vehicle speed, so that even if the target vehicle speed is different during steady running, fuel efficiency can be improved during steady running.
- the width of the predetermined accelerator opening range F remains constant, and the point H (predetermined point) becomes the normal torque characteristic G ( On the first torque characteristic), the constant speed torque characteristics ⁇ 1, ⁇ 5, ⁇ 6 are shifted to the side where the accelerator opening is increased and the torque is increased.
- the output control device includes road surface gradient estimation means (navigation system and engine controller 121) for estimating the road surface gradient during traveling on an uphill road. The output control device selects a constant speed torque characteristic corresponding to the magnitude of the road surface gradient detected and estimated by the road surface gradient estimating means from a plurality of constant speed torque characteristics ⁇ 1, ⁇ 5, ⁇ 6.
- the output control device uses the selected constant speed torque characteristic and the normal torque characteristic G to control the injector driving means during steady running on the estimated road surface gradient. Accordingly, torque characteristics ⁇ 1, ⁇ 5, and ⁇ 6 that facilitate vehicle speed adjustment are set for each road gradient on the uphill road, so that even if the road gradient is different when traveling on an uphill road aimed at a constant speed, It is possible to improve fuel efficiency when driving on the road.
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- Combustion & Propulsion (AREA)
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- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
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Abstract
Description
図1は本発明の第1実施形態のガソリンエンジンを備える車両の出力制御装置の概略構成図である。図1において吸気通路2にはスロットル弁11を備える。スロットル弁11は、エンジンコントローラ41(スロットルアクチュエータ制御手段)からの信号を受けるスロットルモータ12(スロットルアクチュエータ)によって駆動される。空気は、スロットル弁11によって調量され、吸気通路2の吸気コレクタ3に蓄えられた後、吸気マニホールド4を介して各気筒の燃焼室5に導入される。燃料は各気筒の燃焼室5に直接臨んで配置された燃料インジェクタ21より噴射供給される。燃焼室5に噴射された燃料は気化しつつ空気と混合してガス(混合気)を作る。この混合気は吸気弁15が閉じることで燃焼室5内に閉じこめられ、ピストン6の上昇によって圧縮される。
しかしながら、このように、一定速走行域における最低の車速に加えて代表的な車速に対してだけ一定速用開度特性(α2~α4)を用意しておくにしても、代表的な車速の数に対応してメモリ容量が増大してしまう。
ここで(2)式の補正量1[%]は、次式により定義される値である。
次に、I1点を直線補間計算式によって得ることを考える。I1点を通る縦線上にQ1点とS1点を仮想の点として採る。このとき、I1点はQ1点とS1点の間を補正量2によって補間する次の式により求めることができる。
ここで(4)式の補正量2[%]は、次式により定義される値である。
次には、P1点とQ1点とを、R1点とS1点とを結ぶ。すると、P1点とQ1点とを結ぶ線分と、R1点とS1点とを結ぶ線分と、補正量を用いれば、H1点とI1点とを結ぶ線分上の任意の点を直線補間の式により求めることができることがわかる。
ここで(6)式の補正量3[%]は、次式により定義される値である。
次に、I2点を直線補間計算式によって得ることを考える。I2点を通る縦線上にQ2点とS2点を仮想の点を考えると、I2点はQ2点とS2点の間を補正量4によって補間する次の式により求めることができる。
ここで(8)式の補正量4[%]は、次式により定義される値である。
次には、P2点とQ2点とを、R2点とS2点とを結ぶ。すると、P2点とQ2点とを結ぶ線分と、R2点とS2点とを結ぶ線分と、補正量を用いれば、H2点とI2点とを結ぶ線分上の任意の点を直線補間の式により求めることができることがわかる。
ここで(10)式の補正量5[%]は、次式により定義される値である。
次には、Q1点とT1点とを、S1点とU1点とを結ぶ。すると、Q1点とT1点とを結ぶ線分と、S1点とU1点とを結ぶ線分と、補正量を用いれば、I1点とN1点とを結ぶ線分上の任意の点を直線補間の式により求めることができることがわかる。
ここで(12)式の補正量6[%]は、次式により定義される値である。
次には、Q2点とT2点とを、S2点とU2点とを結ぶ。すると、Q2点とT2点とを結ぶ線分と、S2点とU2点とを結ぶ線分と、補正量を用いれば、I2点とN2点とを結ぶ線分上の任意の点を直線補間の式により求めることができることがわかる。
…(14)
(14)式の補正量は、図6に示した木の葉状の開度特性を創出したために新たに導入した値である。いま、APOaの縦線が下側仮想曲線と交わる点をW1、上側仮想曲線と交わる点をW2とし、補正量によって線分W1-W2が分割される点をXとすると、線分X-W1が補正量/100に線分W2-Xが(100-補正量)/100に相当する。補正量は0[%]≦補正量≦100[%]となる値であり、(14)式より補正量が大きくなるほど上側仮想曲線に近づくこととなり、基本スロットル開度が大きくなる。この逆に、補正量が小さくなるほど下側仮想曲線に近づくこととなり、基本スロットル開度が小さくなる。図4より車速が大きくなるほど基本スロットル開度を大きくする必要があるので、補正量は、基本的には車速をパラメータとし、車速が高くなるほど補正量が大きくなるように設定すればよいこととなる。
…(15)
(15)式は、図6に示したように、同じアクセル開度APO上にある上下2つの仮想スロットル開度の値(TVOd、TVOc)を補正量HOSによって補間計算した値を基本スロットル開度tTVO0とするものである。(15)式より、アクセル開度APOが同じ条件では、補正量HOSが大きいほど基本スロットル開度tTVO0は大きくなる。
ただし、tTVO(前回)はtTVOの前回値であり、GEN1は減量分である。(16)式の減量分GEN1は適合により定めておく。(16)式は、図8においてt4からt5までの期間での操作に相当する。
ただし、tTVO(前回)はtTVOの前回値であり、ZOU1は増量分である。(17)式の増量分ZOU1は適合により定めておく。(17)式は、図9においてt14からt15までの期間での操作に相当する。
図19は第2実施形態のアクセル開度に対する駆動力の特性図、図20は第2実施形態の各車速でのアクセル開度に対する駆動力の特性図、図21は第2実施形態の登坂路走行時における各路面勾配でのアクセル開度に対する駆動力の特性図である。第1実施形態の図3、図4、図7と同一部分には同様に記載している。
…(18)
図23は第2実施形態の制御ブロック図である。第1実施形態の図10と同一部分には同一の符号を付している。第1実施形態と相違する部分を主に説明する。車両コントローラ91は、制御ブロック図やフローチャート(後述)に対応するプログラムを使用して制御を実行する。例えば、車両コントローラ91は、中央演算装置 (CPU)、読み出し専用メモリ (ROM) 、ランダムアクセスメモリ (RAM) 及び入出力インタフェース (I/O インタフェース) を備えたマイクロコンピュータで構成される。車両コントローラ91を複数のマイクロコンピュータで構成することも可能である。車両コントローラ91のメモリは、後述の参照テーブル(又は参照マップ)やプログラムを格納する。
…(19)
(19)式は、図22に示したように、同じアクセル開度APO上にある上下2つの仮想駆動力の値(FDd、FDc)を補正量HOSによって補間計算した値を基本駆動力とするものである。(19)式より、アクセル開度APOが同じ条件では、補正量HOSが大きいほど基本駆動力tFdrv0は大きくなる。このように、メモリ容量を削減しつつ、基本駆動力算出部73は、図20と図21の参照テーブルから基本駆動力tFdrv0を求めるのと同様に、補正量HOSと図24の参照テーブルから基本駆動力tFdrv0を求めることができる。
ただし、tFdrv(前回)はtFdrvの前回値であり、GEN2は、減量分である。(20)式の減量分GEN2は適合により定めておく。
ただし、tFdrv(前回)は、tFdrvの前回値であり、ZOU2は増量分である。(21)式の増量分ZOU2は適合により定めておく。
目標駆動力tFdrvが基本駆動力tFdrv0を超えていないときにはステップ29を飛ばして今回の処理を終了する。
図29は第3実施形態のアクセル開度に対する燃料噴射量の特性図、図30は第3実施形態の各車速でのアクセル開度に対する燃料噴射量の特性図、図31は第3実施形態の登坂路走行時における各路面勾配でのアクセル開度に対する燃料噴射量の特性図である。
第1実施形態の図3、図4、図7と同一部分には同様に記載している。
図33は第3実施形態の制御ブロック図である。第1実施形態の図10と同一部分には同一の符号を付している。第1実施形態と相違する部分を主に説明する。エンジンコントローラ121は、制御ブロック図やフローチャート(後述)に対応するプログラムを使用して制御を実行する。例えば、エンジンコントローラ121は、中央演算装置 (CPU)、読み出し専用メモリ (ROM) 、ランダムアクセスメモリ (RAM) 及び入出力インタフェース (I/O インタフェース) を備えたマイクロコンピュータで構成される。エンジンコントローラ121を複数のマイクロコンピュータで構成することも可能である。エンジンコントローラ121のメモリは、後述の参照テーブル(又は参照マップ)やプログラムを格納する。
(23)式は、図32に示したように、同じアクセル開度APO上にある上下2つの仮想燃料噴射量の値(QFd、QFc)を補正量HOSによって補間計算した値を基本燃料噴射量とするものである。(23)式より、アクセル開度APOが同じ条件では、補正量HOSが大きいほど基本燃料噴射量tQf0は大きくなる。このように、メモリ容量を削減しつつ、基本燃料噴射量算出部113は、図30と図31の参照テーブルから基本燃料噴射量tQf0を求めるのと同様に、補正量HOSと図34の参照テーブルから基本燃料噴射量tQf0を求めることができる。
ただし、tQf(前回)はtQfの前回値であり、GEN3は、減量分である。(24)式の減量分GEN3は適合により定めておく。
ただし、tQf(前回)は、tQfの前回値であり、ZOU3は、増量分である。(25)式の増量分ZOU3は適合により定めておく。
図37は第4実施形態のアクセル開度に対するトルクの特性図、図38は第4実施形態の各車速でのアクセル開度に対するトルクの特性図、図39は第4実施形態の登坂路走行時における各路面勾配でのアクセル開度に対するトルクの特性図である。第1実施形態の図3、図4、図7と同一部分には同様に記載している。
推定した路面勾配の大きさに応じた一定速用トルク特性を複数の一定速用トルク特性の中から選択し、その選択した一定速用トルク特性と通常のトルク特性Gとを用いて、前記推定した路面勾配での定常走行時に燃料インジェクタ101を制御する。
…(26)
図41は第3実施形態の制御ブロック図である。第3実施形態の図33と同一部分には同一の符号を付している。第3実施形態と相違する部分を主に説明する。
…(27)
(27)式は、図40に示したように、同じアクセル開度APO上にある上下2つの仮想トルクの値(TRQd、TRQc)を補正量HOSによって補間計算した値を基本トルクとするものである。(27)式より、アクセル開度APOが同じ条件では、補正量HOSが大きいほど基本トルクtTrq0は大きくなる。このように、メモリ容量を削減しつつ、基本燃料噴射量算出部113は、図38と図39の参照テーブルから基本トルクtTrq0を求めるのと同様に、補正量HOSと図42の参照テーブルから基本トルクtTrq0を求めることができる。
ただし、tTrq(前回)はtTrqの前回値であり、GEN4は、減量分である。(28)式の減量分GEN4は適合により定めておく。
目標トルクtTrqが基本トルクtTrq0未満でないときにはステップ45を飛ばして今回の処理を終了する。
ただし、tTrq(前回)は、tTrqの前回値であり、ZOU4は、増量分である。(29)式の増量分ZOU4は適合により定めておく。
Claims (16)
- エンジンへの吸入空気量を調整し得るスロットル弁と、
前記スロットル弁を制御量に応じて駆動するスロットルアクチュエータとを有し、
アクセル開度とスロットル開度との間の相関関係である第1の開度特性を増加関数の関係に規定するガソリンエンジンを備える車両の出力制御装置において、
第1の開度特性上の点であって、前記車両が一定速で走行するために必要なスロットル開度の大きさに対応する所定の点を基点として、この基点よりもアクセル開度の大きい側の所定のアクセル開度範囲の間を第1の開度特性と比較してアクセル開度変化に対するスロットル開度変化が小さくなる特性とした一定速用開度特性をさらに規定し、
一定速を狙った定常走行中は、上記一定速用開度特性に基づき前記スロットルアクチュエータを制御する、車両の出力制御装置。 - 上記所定のアクセル開度範囲に前記第1の開度特性と比較してアクセル開度変化に対するスロットル開度変化が小さくなる第2の開度特性を規定するとともに、アクセル開度が前記所定のアクセル開度範囲より大きい領域に前記第2の開度特性から傾きが増した増加関数となって前記第1の開度特性に戻る第3の開度特性を規定し、
一定速用開度特性を、第1の開度特性よりも第2および第3の開度特性を優先的に選択した開度特性とした請求項1に記載の車両の出力制御装置。 - 前記所定のアクセル開度範囲の幅は一定のままで、車速が高くなるほど前記所定の点が前記第1の開度特性上でアクセル開度の大きくなる側にずれる複数の前記一定速用開度特性を有し、
車速を検出する車速検出手段を備え、
前記車速検出手段により検出した車速に応じた一定速用開度特性を前記複数の一定速用開度特性の中から選択し、その選択した一定速用開度特性と前記第1の開度特性とを用いて、前記検出した車速を一定速とする走行時に前記スロットルアクチュエータを制御する請求項1または2に記載の車両の出力制御装置。 - 前記所定のアクセル開度範囲の幅は一定のままで、登坂路の路面勾配が大きくなるほど前記所定の点が前記第1の開度特性上でアクセル開度の大きくなる側にずれる複数の前記一定速用開度特性を有し、
登坂路走行中の路面勾配を検出するまたは推定する路面勾配検出・推定手段を備え、
前記路面勾配検出・推定手段により検出または推定した路面勾配の大きさに応じた一定速用開度特性を前記複数の一定速用開度特性の中から選択し、その選択した一定速用開度特性と前記第1の開度特性とを用いて、前記検出または推定した路面勾配での一定速走行時に前記スロットルアクチュエータを制御する請求項1から3までのいずれか一つに記載の車両の出力制御装置。 - 前記一定速用開度特性を用いることによって得られるスロットル開度を基本スロットル開度として算出する基本スロットル開度算出手段と、
アクセル開度は変化してないのに、前記基本スロットル開度が変化するときには、基本スロットル開度が変化する直前の値を目標スロットル開度として維持し、その後にアクセル開度が変化するとき、その変化する方向と同じ方向に前記目標スロットル開度を変化させて設定する目標スロットル開度設定手段と、
前記目標スロットル開度設定手段により設定される目標スロットル開度に応じて前記スロットルアクチュエータを制御するスロットルアクチュエータ制御手段と
を備える請求項1から4までのいずれか一つに記載の車両の出力制御装置。 - 前記ガソリンエンジンを備える車両に代えて、車両の駆動力を調整し得るモータと、このモータを制御量に応じて駆動するインバータとを有する電動車両またはハイブリッド車両である場合に、
一定速で走行するために必要な駆動力の特性であってアクセル開度と駆動力とを2軸とする平面上で増加関数の直線または直線に近い折れ線となる特性を第1の駆動力特性とし、この第1の駆動力特性上の所定の点を基点としてこの基点よりもアクセル開度の大きい側に所定のアクセル開度範囲で前記直線または折れ線の傾きより小さな傾きとなる第2の駆動力特性と、アクセル開度が前記所定のアクセル開度範囲より大きい領域で、前記第2の駆動力特性から傾きが増した増加関数となって前記第1の駆動力特性に戻る第3の駆動力特性とで構成される一定速用駆動力特性を設定する一定速用駆動力特性設定手段と、
前記第1の駆動力特性と前記一定速用駆動力特性設定手段によって設定される一定速用駆動力特性とを用いて前記一定速での走行時に前記インバータを制御するインバータ制御手段と
を備える請求項1または2に記載の車両の出力制御装置。 - 前記所定のアクセル開度範囲の幅は一定のままで、車速が高くなるほど前記所定の点が前記第1の駆動力特性上でアクセル開度の大きくなる側にずれる複数の前記一定速用駆動力特性を有し、
車速を検出する車速検出手段を備え、
前記車速検出手段により検出した車速に応じた一定速用駆動力特性を前記複数の一定速用駆動力特性の中から選択し、その選択した一定速用駆動力特性と前記第1の駆動力特性とを用いて、前記検出した車速を一定速とする走行時に前記インバータを制御する請求項6に記載の車両の出力制御装置。 - 前記所定のアクセル開度範囲の幅は一定のままで、登坂路の路面勾配が大きくなるほど前記所定の点が前記第1の駆動力特性上でアクセル開度の大きくなる側にずれる複数の前記一定速用駆動力特性を有し、
登坂路走行中の路面勾配を検出するまたは推定する路面勾配検出・推定手段を備え、
前記路面勾配検出・推定手段により検出または推定した路面勾配の大きさに応じた一定速用駆動力特性を前記複数の一定速用駆動力特性の中から選択し、その選択した一定速用駆動力特性と前記第1の駆動力特性とを用いて、前記検出または推定した路面勾配での一定速走行時に前記インバータを制御する請求項6または7に記載の車両の出力制御装置。 - 前記ガソリンエンジンを備える車両に代えて、エンジンへの燃料噴射量を調整し得る燃料インジェクタと、この燃料インジェクタからの燃料噴射量を制御量に応じて駆動するインジェクタ駆動手段とを有するディーゼルエンジンを備える車両である場合に、
一定速で走行するために必要な燃料噴射量の特性であってアクセル開度と燃料噴射量とを2軸とする平面上で増加関数の直線または直線に近い折れ線となる特性を第1の燃料噴射量特性とし、この第1の燃料噴射量特性上の所定の点を基点としてこの基点よりもアクセル開度の大きい側に所定のアクセル開度範囲で前記直線または折れ線の傾きより小さな傾きとなる第2の燃料噴射量特性と、アクセル開度が前記所定のアクセル開度範囲より大きい領域で、前記第2の燃料噴射量特性から傾きが増した増加関数となって前記第1の燃料噴射量特性に戻る第3の燃料噴射量特性とで構成される一定速用燃料噴射量特性を設定する一定速用燃料噴射量特性設定手段と、
前記第1の燃料噴射量特性と前記一定速用燃料噴射量特性設定手段によって設定される一定速用燃料噴射量特性とを用いて前記一定速での走行時に前記インジェクタ駆動手段を制御する駆動手段制御手段と
を備える請求項1または2に記載の車両の出力制御装置。 - 前記所定のアクセル開度範囲の幅は一定のままで、車速が高くなるほど前記所定の点が前記第1の燃料噴射量特性上でアクセル開度の大きくなる側にずれる複数の前記一定速用燃料噴射量特性を有し、
車速を検出する車速検出手段を備え、
前記車速検出手段により検出した車速に応じた一定速用燃料噴射量特性を前記複数の一定速用燃料噴射量特性の中から選択し、その選択した一定速用燃料噴射量特性と前記第1の燃料噴射量特性とを用いて、前記検出した車速を一定速とする走行時に前記インジェクタ駆動手段を制御する請求項9に記載の車両の出力制御装置。 - 前記所定のアクセル開度範囲の幅は一定のままで、登坂路の路面勾配が大きくなるほど前記所定の点が前記第1の燃料噴射量特性上でアクセル開度の大きくなる側にずれる複数の前記一定速用燃料噴射量特性を有し、
登坂路走行中の路面勾配を検出するまたは推定する路面勾配検出・推定手段を備え、
前記路面勾配検出・推定手段により検出または推定した路面勾配の大きさに応じた一定速用燃料噴射量特性を前記複数の一定速用燃料噴射量特性の中から選択し、その選択した一定速用燃料噴射量特性と前記第1の燃料噴射量特性とを用いて、前記検出または推定した路面勾配での一定速走行時に前記インジェクタ駆動手段を制御する請求項9または10に記載の車両の出力制御装置。 - 前記ガソリンエンジン備える車両に代えて、エンジンへの燃料噴射量を調整し得る燃料インジェクタと、この燃料インジェクタからの燃料噴射量を制御量に応じて駆動するインジェクタ駆動手段とを有するディーゼルエンジンを備える車両である場合に、
一定速で走行するために必要なトルクの特性であってアクセル開度とトルクとを2軸とする平面上で増加関数の直線または直線に近い折れ線となる特性を第1のトルク特性とし、この第1のトルク特性上の所定の点を基点としてこの基点よりもアクセル開度の大きい側に所定のアクセル開度範囲で前記直線または折れ線の傾きより小さな傾きとなる第2のトルク特性と、アクセル開度が前記所定のアクセル開度範囲より大きい領域で、前記第2のトルク特性から傾きが増した増加関数となって前記第1のトルク特性に戻る第3のトルク特性とで構成される一定速用トルク特性を設定する一定速用トルク特性設定手段と、
前記第1のトルク特性と前記一定速用トルク特性設定手段によって設定される一定速用トルク特性とを用いて前記一定速での走行時に前記インジェクタ駆動手段を制御する駆動手段制御手段と
を備える請求項1または2に記載の車両の出力制御装置。 - 前記所定のアクセル開度範囲の幅は一定のままで、車速が高くなるほど前記所定の点が前記第1のトルク特性上でアクセル開度の大きくなる側にずれる複数の前記一定速用トルク特性を有し、
車速を検出する車速検出手段を備え、
前記車速検出手段により検出した車速に応じた一定速用トルク特性を前記複数の一定速用トルク特性の中から選択し、その選択した一定速用トルク特性と前記第1のトルク特性とを用いて、前記検出した車速を一定速とする走行時に前記インジェクタ駆動手段を制御する請求項12に記載の車両の出力制御装置。 - 前記所定のアクセル開度範囲の幅は一定のままで、登坂路の路面勾配が大きくなるほど前記所定の点が前記第1のトルク特性上でアクセル開度の大きくなる側にずれる複数の前記一定速用トルク特性を有し、
登坂路走行中の路面勾配を検出するまたは推定する路面勾配検出・推定手段を備え、
前記路面勾配検出・推定手段により検出または推定した路面勾配の大きさに応じた一定速用トルク特性を前記複数の一定速用トルク特性の中から選択し、
その選択した一定速用トルク特性と前記第1のトルク特性とを用いて、前記検出または推定した路面勾配での一定速走行時に前記インジェクタ駆動手段を制御する請求項12または13に記載の車両の出力制御装置。 - 車速を検出する車速検出手段と、
アクセル開度を検出するアクセル開度検出手段と、
前記車速検出手段により検出した車速と、前記アクセル開度検出手段により検出したアクセル開度に基づき、車速が高くなるほど大きくなり、アクセル開度が大きくなるほど大きくなる値の基本補正量を算出する基本補正量算出手段と、
前記複数の一定速用開度特性に代えて、アクセル開度とスロットル開度を2軸とする平面上に、所定のアクセル開度範囲においては上側仮想曲線と、下側仮想曲線とを含んだ特性であって、一つのアクセル開度に対して2つの仮想のスロットル開度の値を有し、前記所定のアクセル開度範囲を外れる領域では前記通常の開度特性となる、全体として木の葉状の1つの開度特性を設定する木の葉状開度設定手段と、
前記アクセル開度検出手段により検出したアクセル開度が前記所定のアクセル開度範囲にあるときには前記木の葉状の開度特性を用いて2つの仮想のスロットル開度の値を算出し、前記算出される基本補正量で前記算出した2つの仮想のスロットル開度の値を補間計算して得られるスロットル開度を基本スロットル開度として算出する第1の基本スロットル開度算出手段と、
前記アクセル開度検出手段により検出したアクセル開度が前記所定のアクセル開度範囲を外れる領域にあるときには前記通常の開度特性を用いて得られるスロットル開度をそのまま基本スロットル開度として算出する第2の基本スロットル開度算出手段と
を備え、
前記第1の基本スロットル開度算出手段により算出される基本スロットル開度と、前記第2の基本スロットル開度算出手段により算出される基本スロットル開度とを用いて、前記検出した車速を一定速とする走行時に前記スロットルアクチュエータを制御する請求項4に記載の車両の出力制御装置。 - 登坂路走行中の路面勾配を検出するまたは推定する路面勾配検出・推定手段を備え、
この路面勾配検出・推定手段により検出または推定した路面勾配の大きさに基づき、路面勾配が大きくなるほど大きくなる値の勾配補正量を算出する勾配補正量算出手段と、
前記算出した勾配補正量で前記基本補正量を補正する補正手段と
を備え、
前記補正された基本補正量を用いて、前記検出または推定した路面勾配での一定速走行時に前記スロットルアクチュエータを制御する請求項15に記載の車両の出力制御装置。
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Also Published As
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US20150066335A1 (en) | 2015-03-05 |
US9874152B2 (en) | 2018-01-23 |
JP5971328B2 (ja) | 2016-08-17 |
JPWO2013137387A1 (ja) | 2015-08-03 |
CN104169547B (zh) | 2017-06-23 |
CN104169547A (zh) | 2014-11-26 |
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