JP4770309B2 - Vehicle engine output control device - Google Patents

Description

  The present invention relates to a vehicle engine output control device for suitably controlling the output of an engine used in combination with a continuously variable transmission both at the time of start of the vehicle and at other normal times.

In vehicles equipped with a power train that combines an engine and a continuously variable transmission, it is necessary to satisfy both trade-off requirements for improved power performance and improved fuel efficiency and drivability.
For this reason, it is possible to arbitrarily change the operation amount of the engine output determining means for the accelerator pedal operation for the engine,
For continuously variable transmissions, gear shifting control can be performed to achieve a target gear ratio according to the combination of accelerator pedal operation and vehicle speed.
It is considered to be very useful as a means for satisfying the above requirements at a high level.

  First, the latter continuously variable transmission control will be described in detail. In this control, as shown in FIG. 16 as a block of the continuously variable transmission control, the accelerator pedal depression amount (accelerator opening APO) is used as a parameter to determine the vehicle speed VSP. The target input speed tNi is obtained from the accelerator opening APO and the vehicle speed VSP based on the shift map obtained in advance as a two-dimensional map of the target input speed tNi, and the transmission input speed is the target input speed tNi. Or a continuously variable transmission such that the actual speed ratio i matches the target speed ratio im obtained by dividing the target input speed tNi by the transmission output speed converted value No obtained from the vehicle speed VSP. Is controlled to shift.

In the former engine output control, for example, as described in Patent Document 1, and as shown in FIG. 16 as a block of engine output control,
The target driving force tF of the vehicle is obtained from the accelerator opening APO and the vehicle speed VSP based on the planned map, and the target driving force tF is divided by the target speed ratio im described above, and the transmission input rotation speed (torque determined from the vehicle speed VSP) The above tF / im is divided by the torque converter torque ratio obtained from the converter output speed) and the engine speed Ne (torque converter input speed). Finally, the result is processed by the final reduction ratio and the effective tire radius. To determine the target engine torque tTe
The target driving force tF is achieved by controlling the output of the engine so that the target engine torque tTe thus determined is realized.
JP 09-240322 A

  However, according to the engine output control described in Patent Document 1, the target driving force tF of the vehicle is uniquely determined by the accelerator opening APO and the vehicle speed VSP, and the acceleration G of the vehicle determined by the target driving force tF is also determined by the accelerator opening APO. It is uniquely determined according to the vehicle speed VSP.

  Therefore, the acceleration waveform of FIG. 17 showing the change state of the vehicle acceleration G when the accelerator opening APO is kept constant and the vehicle speed VSP is increased will be explained by the target driving force tF characteristic in FIG. A specific acceleration waveform such as A waveform or B waveform is determined.

  By the way, when starting from a stopped state (vehicle speed VSP = 0), the vehicle acceleration G is caused by the sudden increase in the accelerator opening APO immediately after the start, and the torque increase due to the slip rotation of the torque converter. After the occurrence of the peak Gp, the vehicle acceleration G tends to decrease as the torque increasing action of the torque converter gradually decreases. To prevent this, the vehicle acceleration G after the generation of the vehicle acceleration peak Gp occurs. A waveform is preferable as the acceleration waveform.

However, if engine output control is performed in the normal state so that the acceleration waveform is A, re-acceleration is performed by depressing the accelerator pedal from the no-load state of the engine with accelerator opening APO = 0 while driving at vehicle speed VSP1 in Fig. 17 Occasionally, the acceleration G rises as indicated by an arrow α, and the vehicle acceleration G has a peak as high as Gpa, which causes a problem that the sudden sensation due to the acceleration peak Gpa becomes uncomfortable.
In order to prevent this, the engine output control is performed so that the acceleration waveform becomes a B waveform at normal time so that the acceleration G increases as indicated by the arrow β at the time of re-acceleration at the vehicle speed VSP1, so that the vehicle It is preferable that the acceleration G has a peak as low as Gpb so as to alleviate the acceleration abruptness during re-acceleration.

As described above, the required acceleration waveform differs between when starting and other normal times.
However, as in conventional engine output control, the target driving force of the vehicle is uniquely determined by the accelerator opening and the vehicle speed, and the acceleration of the vehicle determined by this target driving force is also uniquely determined by the accelerator opening and the vehicle speed. Therefore, the engine output control required at the time of start and normal time could not be satisfied, and only one of them could be sacrificed.

The present invention is based on the fact that this problem is caused by performing engine output control that provides the same driving force characteristics both at the start and at the normal time.
An object of the present invention is to solve the above-mentioned problem by making the engine output control different between the start time and the normal time.

For this purpose, the engine output control device for a vehicle according to the present invention is constructed as described in claim 1.
First of all, to explain the premise vehicle engine output control device,
It is used in an engine combined with a continuously variable transmission, and the engine output is determined by the operation amount of an engine output determining means that responds to an accelerator pedal operation.

The present invention provides an engine output control device for such a vehicle,
The operation amount characteristics of the engine output determining means for the accelerator pedal operation are: driving force characteristics required at the start of the vehicle and normal times other than the start, and a driving force characteristic required at the normal time. both Rutotomoni varied to be achieved,
From the state where the operation amount of the engine output determination means for starting is greater than or greater than the operation amount of the engine output determination means for normal time, conversely, less than or less than the operation amount of the engine output determination means for normal time When it became
When the amount of operation of the engine output determining means for starting coincides with the amount of operation of the engine output determining means for normal time,
When the difference value obtained by subtracting the operation amount of the engine output determining means for normal time from the operation amount of the engine output determining means for starting is less than or less than the set value,
When the target driving force for starting is greater than or equal to the target driving force for normal time, or on the contrary, less than or less than the target driving force for normal time,
When the target driving force for starting matches the target driving force for normal time,
When the difference obtained by subtracting the target driving force for normal time from the target driving force for starting is less than or less than the set value,
It is characterized in that at least one of the above is determined to be the start end .

According to the engine output control device of the present invention,
The amount of operation of the engine output determining means for accelerator pedal operation is the same as the driving force characteristic required at the start and the driving force characteristic required at the normal time at the start of the vehicle and at a normal time other than the start. Because we made it different to achieve
The driving force characteristic required at the start is not obtained and this is not felt dissatisfied, and the driving force characteristic required at normal time is not obtained and this is not felt dissatisfied, and it is required in the entire driving range. Street driving force characteristics can be achieved.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 shows a power train of a vehicle provided with an engine output control device according to an embodiment of the present invention and its control system. The power train is composed of an engine 1 and a continuously variable transmission 2.
The engine 1 is a gasoline engine, but the throttle valve 3 that is the output determining means is not mechanically connected to the accelerator pedal 4 that is operated by the driver. Make electronic control.

  The operation amount of the throttle actuator 5 is controlled in response to a target throttle opening tTVO which is determined by the engine controller 6 according to the operation of the accelerator pedal 4 as will be described later. The output of the engine 1 is basically controlled so as to become a value corresponding to the operation of the accelerator pedal 4, but can be controlled by factors other than the operation of the accelerator pedal.

The engine controller 6 not only performs the throttle opening control via the throttle actuator 5 but is not shown in the figure, but other fuel injection amount control, fuel cut control, ignition timing, etc., which are necessary when the engine 1 is operated. Control and valve lift control of intake and exhaust valves are also performed.
These fuel injection amount control, fuel cut control, ignition timing control, and intake / exhaust valve lift amount control also determine the engine output, so the engine output determining means is not limited to the throttle valve 3 described above. Needless to say, it may be a device that controls the control.

The continuously variable transmission 2 is a well-known V-belt type continuously variable transmission, and a primary pulley 8 that is drivingly coupled to the output shaft of the engine 1 via a torque converter 7, a secondary pulley 9 that is aligned with the primary pulley 8, and both A V-belt 10 is provided between pulleys.
Then, the differential gear device 12 is drivingly coupled to the secondary pulley 9 via the final drive gear set 11, and the left and right driving wheels (not shown) are rotationally driven by these.

The speed change operation of the continuously variable transmission 2 is such that, among the flanges forming the V-grooves of the primary pulley 8 and the secondary pulley 9, one movable flange is brought relatively close to the other fixed flange to make the V-groove width. Narrowing the width or conversely increasing the V groove width,
The stroke positions of both movable flanges are determined by the ratio of the primary pulley pressure Ppri and the secondary pulley pressure Psec from the transmission control hydraulic circuit 13.

  The transmission control hydraulic circuit 13 includes a step motor 14 as a transmission actuator, and the transmission controller 15 is driven to a step position corresponding to the target transmission ratio im so that the continuously variable transmission 2 is set to the actual transmission ratio target. It is assumed that the continuously variable transmission is made to coincide with the transmission ratio im.

The engine controller 6 and the transmission controller 15 individually control the engine 1 and the continuously variable transmission 2 as described above. In addition to the input information, the engine controller 6 and the transmission controller 15 communicate the calculation results with each other. It is assumed that the transmission 2 is cooperatively controlled.
Therefore, to the engine controller 6, as input information common to both the controllers 6, 15, a signal from the accelerator opening sensor 21 that detects the depression amount (accelerator opening) APO of the accelerator pedal 4,
A signal from the input rotation sensor 22 for detecting the input rotation speed Ni of the continuously variable transmission 2, and
A signal from the engine rotation sensor 23 for detecting the engine speed Ne;
A signal from the vehicle speed sensor 24 for detecting the vehicle speed VSP;
A signal from the throttle opening sensor 25 for detecting the throttle opening TVO of the throttle valve 3, and
A signal from the output rotation sensor 26 for detecting the output rotation speed No of the continuously variable transmission 2,
ON / OFF signal from the idle switch 27 that is turned on when the accelerator pedal 4 is released and turned off during operation,
A signal from the intake pipe negative pressure sensor 28 for detecting the engine intake pipe negative pressure V is input.

  The transmission controller 15 determines the target speed ratio im as described above with reference to FIG. 16, and thereby drives the step motor 14 to the step position corresponding to the target speed ratio im, thereby implementing the continuously variable transmission 2. The continuously variable transmission is performed so that the gear ratio i = Ni / No matches the target gear ratio im = tNi / No.

In order to achieve the object of the present invention, the engine controller 6 executes the engine output control program shown in FIG. 2 to determine the target throttle opening tTVO.
In step S1, it is checked whether the current engine output control mode is a start mode or a normal mode other than the start mode.
In this check, the determination can be made depending on whether the previous time was the start mode in step S4 or the normal mode in step S5.

If it is determined in step S1 that the current engine output control mode is the start mode, a start end determination (to be described later) is performed in step S2, and this time the start mode is switched to the normal mode in response to the start end. Check if it should.
If it is determined in step S1 that the current engine output control mode is a normal mode other than the start mode, a start determination described later is performed in step S3, and this time, the normal mode is changed to the start mode in response to the start of the vehicle. Check whether or not to switch.

The start end determination in step S2 will be described later in detail for convenience of explanation. First, the start determination in step S3 will be described in detail below. In this start determination,
As shown in FIG. 3, while the vehicle speed VSP is less than or less than the set value VSPs indicating a substantially stopped state, the idle switch 27 was previously turned ON (accelerator opening APO = 0) but turned OFF (accelerator opening). APO> 0) is determined to be when starting,
As shown in FIG. 4, while the vehicle speed VSP is less than or less than the set value VSPs indicating a substantially stopped state, the accelerator opening APO was less than or less than the set value in the previous time but larger than the current set value. If the value or set value is exceeded, it will be judged as starting,
As shown in FIG. 5, while the vehicle speed VSP is less than or less than the set value VSPs indicating a substantially stopped state, the engine intake pipe negative pressure V was less than or less than the set value in the previous time, but this set value. Is determined to be when the vehicle is starting,
As shown in FIG. 6, while the vehicle speed VSP is less than or less than the set value VSPs indicating a substantially stopped state, the fuel injection amount Q (the calculation result in the engine controller 6 in FIG. 1) is set last time. Although it is less than or less than the value, it can be determined that the vehicle is starting when it is greater than or equal to the set value this time.

In the above start determination, the methods shown in FIGS. 3 to 6 may be used alone, or a plurality of methods may be arbitrarily combined to improve the determination accuracy.
In addition, in order to check the substantially stopped state, in the above, it is determined that the substantially stopped state when the vehicle speed VSP is less than or less than the set value VSPs.
When the torque converter 7 is in the unlocked state where the direct connection between the input and output elements is released, it is determined that the vehicle is substantially stopped,
When the speed ratio of the torque converter 7 is less than or less than the set value, it is determined that the vehicle is substantially stopped,
When the gear ratio i of the continuously variable transmission 2 is equal to or higher than the set value or larger than this, it can be determined that the vehicle is substantially stopped.
Any combination of these can be determined as a substantially stopped state.

In step S3 in FIG. 2, when it is determined that the normal mode should be switched to the start mode because of the start, the target throttle opening tTVOst for start is calculated by the start mode process in step S4. Is used as a target throttle opening tTVO to control the throttle opening TVO.
When it is determined in step S3 that the normal mode should be continued because it is not yet at the start, the normal target throttle opening tTVOnm is calculated by the normal mode processing in step S5, and this is calculated as the target throttle opening tTVO. It contributes to the control of the throttle opening TVO.

The calculation processing in step S4 and step S5 is performed as follows in the target throttle opening calculation unit 31 in FIG.
The target throttle opening calculation unit 31 determines that the start throttle opening illustrated in FIG. 8 is performed when the start determination is performed and the start mode processing (step S4) is performed according to the start determination in step S3. The target throttle opening tTVOst for starting is retrieved from the accelerator opening APO based on the degree characteristic map TVOMap1, and this is output as the target throttle opening tTVO for controlling the throttle opening TVO.

  Here, the starting throttle opening characteristic map TVOMap1 shown in FIG. 8 corresponds to the changing characteristic of the starting target throttle opening tTVOst with respect to the accelerator opening APO, and the driving force characteristic (vehicle acceleration characteristic) required at the time of starting is shown. ) To correspond to the change characteristics of the target throttle opening tTVOst for starting necessary to realize (1).

  When the target throttle opening calculation unit 31 continues the normal mode process (step S5) without the start determination in accordance with the start determination in step S3, the normal time throttle illustrated in FIG. Based on the opening characteristic map TVOMap2, the normal target throttle opening tTVOnm is searched from the accelerator opening APO, and this is output as the target throttle opening tTVO for controlling the throttle opening TVO.

  Here, the normal throttle opening characteristic map TVOMap2 shown in FIG. 8 corresponds to the change characteristic of the normal target throttle opening tTVOnm with respect to the accelerator opening APO, and the normal driving force characteristic (vehicle acceleration characteristic) ) To correspond to the change characteristic of the target throttle opening tTVOnm for normal time required to realize (1).

  When the target throttle opening tTVO is obtained by the target throttle opening calculating unit 31 (step S4 and step S5 in FIG. 2) in FIG. 7, instead of obtaining the target throttle opening tTVO as described above with reference to FIG. Alternatively, the target throttle opening tTVO can be obtained as shown in FIG.

  First, the calculation method of the target throttle opening tTVO shown in FIG. 9 will be described. The target throttle opening calculation unit 31 in FIG. 7 has this start determination depending on whether or not the start determination is made in step S3. When the processing (step S4) is performed, the starting target driving force tFst is searched from the accelerator opening APO and the vehicle speed VSP based on the starting target driving force map FMap1 illustrated in FIG. The target throttle opening tTVO for realizing the above is obtained and output for controlling the throttle opening TVO.

  Here, the starting target driving force map FMap1 shown in FIG. 9 represents the change characteristic of the starting target driving force tFst with respect to the vehicle speed VSP with the accelerator opening APO as a parameter, and the driving force characteristic required at the time of starting ( It corresponds to the change characteristic of the target driving force tFst for starting necessary to realize the vehicle acceleration characteristic).

When obtaining the target throttle opening tTVO for realizing the target driving force tFst for starting, first divide this target driving force tFst by the actual gear ratio i and the target gear ratio im as described above with reference to FIG. Dividing by the torque ratio of the converter 7, and finally processing the result with the final reduction ratio and the tire effective radius to determine the target engine torque tTe for realizing the target driving force tFst for starting,
Next, the starting target throttle opening tTVOst necessary for generating the target engine torque tTe is obtained from the engine performance map by searching based on the current engine speed Ne.

The normal target driving force map FMap2 illustrated in FIG. 9 uses the accelerator opening APO as a parameter and represents the change characteristic of the normal target driving force tFnm with respect to the vehicle speed VSP. It corresponds to the change characteristic of the target driving force tFnm for normal time necessary to realize the acceleration characteristic).
When the target throttle opening calculation unit 31 in FIG. 7 does not perform the start determination and continues to perform the normal mode process (step S5) according to the presence or absence of the start determination in step S3, the normal illustrated in FIG. The normal target drive force tFnm is searched from the accelerator opening APO and the vehicle speed VSP based on the hour target drive force map FMap2, and the throttle opening is obtained from this by obtaining the target throttle opening tTVO for realizing the target drive force. Output for TVO control.

When obtaining the target throttle opening tTVO for realizing the normal target driving force tFnm, first, as described above with reference to FIG. 16, this target driving force tFst is divided by the actual gear ratio i and the target gear ratio im, and further the torque. Divide by the torque ratio of the converter 7, and finally process the result with the final reduction ratio and the tire effective radius to determine the target engine torque tTe to achieve the normal target driving force tFnm,
Next, the normal target throttle opening tTVOnm necessary for generating the target engine torque tTe is obtained from the engine performance map by searching based on the current engine speed Ne.

Next, still another calculation method that can be adopted when the target throttle opening calculation unit 31 (step S4 and step S5 in FIG. 2) of FIG. 7 obtains the target throttle opening tTVO will be described with reference to FIG.
The target throttle opening calculation unit 31 in FIG. 7 performs the start mode processing illustrated in FIG. 10 when performing the start mode processing (step S4) according to the presence or absence of the start determination in step S3. Based on the throttle opening map V-TVOMap1, the target throttle opening tTVOst for starting is retrieved from the accelerator opening APO and the vehicle speed VSP, and this is output as the target throttle opening tTVO for controlling the throttle opening TVO.

  Here, the target throttle opening map V-TVOMap1 for starting shown in FIG. 10 represents the change characteristic of the target throttle opening tTVOst for starting with respect to the vehicle speed VSP with the accelerator opening APO as a parameter, and is required at the time of starting. It corresponds to the change characteristic of the target throttle opening tTVOst for starting necessary for realizing the driving force characteristic (vehicle acceleration characteristic).

The normal target throttle opening map V-TVOMap2 illustrated in FIG. 10 represents the change characteristic of the normal target throttle opening tTVOnm with respect to the vehicle speed VSP with the accelerator opening APO as a parameter, and is required for normal driving. It corresponds to the change characteristic of the target throttle opening tTVOnm for normal time necessary to realize the force characteristic (vehicle acceleration characteristic).
When the target throttle opening calculation unit 31 in FIG. 7 does not perform the start determination and continues normal mode processing (step S5) according to the presence / absence of the start determination in step S3, the normal illustrated in FIG. Based on the time target throttle opening map V-TVOMap2, the normal target throttle opening tTVOnm is searched from the accelerator opening APO and the vehicle speed VSP, and this is output as the target throttle opening tTVO for controlling the throttle opening TVO. To do.

Here, in order to describe in detail the above-mentioned start end determination performed in step S2 of FIG.
As shown in FIG. 11, the start target throttle opening tTVOst was equal to or greater than the normal target throttle opening tTVOnm last time, but this time is less than or less than the normal target throttle opening tTVOnm. In other words, from the state where the throttle opening TVO, which is the amount of operation of the engine output determining means, is greater than or equal to the normal target throttle opening tTVOnm, conversely, the normal target throttle opening tTVOnm If it is less than or less than that,
Although not shown in the figure, the target throttle opening tTVOst for starting coincides with the target throttle opening tTVOnm for normal time, that is, the throttle opening TVO that is the operation amount of the engine output determining means is the target throttle for normal time. It is determined that the start has been completed when it matches the normal target throttle opening tTVOnm from a state larger than the opening tTVOnm,
Although not shown in the figure, the difference obtained by subtracting the normal target throttle opening tTVOnm from the starting target throttle opening tTVOst is less than or less than the set value, that is, the starting target It is determined that the start is finished when the difference between the throttle opening TVO controlled to follow the throttle opening tTVOst and the normal target throttle opening tTVOnm is less than or less than the above set value. You can also.

In the above start completion determination performed in step S2 of FIG.
As shown in FIG. 12, the starting target driving force tFst was greater than or equal to the normal target driving force tFnm last time, but this time, on the contrary, is less than or less than the normal target driving force tFnm. In other words, from the state where the starting target driving force tFst is greater than or equal to the normal target driving force tFnm, it is less than or less than the normal target driving force tFnm. Is determined to be the start of
Although not shown in the figure, the starting target driving force tFst coincides with the normal target driving force tFnm, that is, the starting target driving force tFst is larger than the normal target driving force tFnm. It is judged that the start has ended when the target driving force for normal time tFnm has decreased.
Although not shown in the figure, it is also possible to determine that the start is completed when the difference value obtained by subtracting the normal target drive force tFnm from the start target drive force tFst is less than or less than the set value.

Note that the above-described start end determination may be used individually or may be arbitrarily combined to perform start end determination with high accuracy.
In any case, among the above-mentioned methods, when the start target throttle opening tTVOst matches the normal target throttle opening tTVOnm, it is determined that the start is completed, and the start target driving force tFst is normal. In the case where it is determined that the start is finished when it coincides with the target driving force tFnm for time,
As shown in FIG. 13, the case where the start target throttle opening tTVOst and the normal target throttle opening tTVOnm change in time series and coincide with each other at the instant t1 will be described. As shown in FIG. 14, when the coincidence timing t1 where tTVOst = tTVOnm is in the computation cycle deviated from the computation timing of the engine controller 6, tTVOst = tTVOnm is not present at the computation timing t2 at which the coincidence determination is to be performed. Therefore, there is a concern that the start end determination may be missed.
However, according to other start end determination methods, it is checked whether the start is ended by region determination, so there is no concern about the above.

If it is determined in step S2 of FIG. 2 that the start mode is to be switched from the start mode to the normal mode as a result of the start end determination, the normal time target processing is performed in step S5 by the normal mode processing. The throttle opening tTVOnm is calculated, and this is used as the target throttle opening tTVO to contribute to the control of the throttle opening TVO.
When it is determined in step S2 that the start mode is to be continued because the start is not yet finished, the start target throttle opening tTVOst is calculated by the start mode processing in step S4, and this is calculated as the target throttle opening tTVOst. It contributes to the control of the throttle opening TVO.

  As described above, the calculation processing in step S4 and step S5 is performed in the target throttle opening calculation unit 31 in FIG. 7. In this case, the target throttle opening calculation unit 31 determines whether or not the start end determination in step S2 is performed. Accordingly, the start target throttle opening tTVOst or the normal target throttle opening tTVOnm is obtained in the same manner as described above with reference to FIG. 8, FIG. 9, or FIG. The other is output as a target throttle opening tTVO for controlling the throttle opening TVO.

The target throttle opening tTVO obtained by the target throttle opening calculation unit 31 (engine controller 6) in FIG. 7 as described above is commanded to the engine 1 in FIGS. 1 and 7 and the throttle actuator 5 (see FIG. 1) is The throttle opening TVO is made to coincide with the target throttle opening tTVO.
As a result, the engine 1 outputs an engine torque Te determined by the engine performance map illustrated in FIG. 7, the throttle opening TVO = tTVO, and the engine speed Ne detected by the sensor 23.

On the other hand, the transmission controller 15 (see FIG. 1) is based on a planned shift map defined as a change characteristic of the target input speed tNi with respect to the vehicle speed VSP using the accelerator opening APO as a parameter, as illustrated in FIG. Then, the target input rotational speed tNi of the continuously variable transmission 2 is searched from the accelerator opening APO and the vehicle speed VSP.
The transmission controller 15 further calculates a target speed ratio im by dividing the target input rotational speed tNi by the transmission output rotational speed No, and instructs this to the step motor 14 in FIG. The gear ratio i of 2 is matched with the target gear ratio im.

  As shown in FIG. 7, the engine torque Te described above is converted into a torque value corresponding to the gear ratio i = im and the final reduction ratio if and reaches the wheel, and the driving force F corresponding to the tire effective radius R is applied to the vehicle. To drive the vehicle.

The operation of the above-described embodiment will be described below in the case where the vehicle speed VSP changes as shown in FIG. 15 due to the time-series change of the accelerator opening APO by the accelerator pedal operation as shown in FIG.
In this case, the target throttle opening tTVOst at the start required as described above changes in time series as shown by a thin wavy line, and the normal target throttle opening tTVOnm changes in time series as shown by a thick wavy line.

At the instant t1 when the accelerator pedal 4 is depressed from the released state (accelerator opening APO = 0), the start determination is made and the mode is set to start.
If the accelerator pedal 4 is returned so that the accelerator opening APO slightly decreases at the instant t2 after the start acceleration, the target throttle opening tTVOst at the start that exceeds the normal target throttle opening tTVOnm during the start acceleration is again normal. It becomes smaller than the target throttle opening tTVOnm.
In this process, the start completion determination is made at the instant t3 when the start target throttle opening tTVOst substantially coincides with the normal target throttle opening tTVOnm.

  Even if the accelerator pedal opening APO after the accelerator pedal return instant t3 is constant and the vehicle is running at a constant speed and then reaccelerates by depressing the accelerator pedal at the instant t4, it does not reach the start judgment because it is running. At t5, the accelerator pedal is released (accelerator opening APO = 0), and the start determination is made at the most starting instant t7 after the instant t6 when the vehicle is decelerated by braking.

Accordingly, the engine output control in the normal mode is performed until the instant t1 when the start determination is made, and the target throttle opening tTVO is set to the same value as the normal target throttle opening tTVOnm.
The engine output control in the start mode is performed from the start determination instant t1 to the instant t3 when the start end determination is made, and the target throttle opening tTVO is set to the same value as the start target throttle opening tTVOst. .
The engine output control in the normal mode is performed from the start end determination instant t3 to the instant t7 when the next start determination is made, and the target throttle opening tTVO is the same value as the normal target throttle opening tTVOnm. To be.
Further, after the start determination instant t7, until the next start end determination (not shown) is made, the engine output control in the start mode is performed, and the target throttle opening tTVO is the same as the start target throttle opening tTVOst. Valued.

As apparent from the above, according to the engine output control device of this embodiment,
As shown in FIGS. 8 to 10, the change characteristics of the throttle opening TVO with respect to the accelerator pedal operation (accelerator opening APO) are as shown in FIGS. 8 to 10 at the start of the vehicle (from the start determination t1, t7 to the start end determination in FIG. 15). Driving force characteristics required at the time of starting and driving force characteristics required at the time of normal operation during normal times other than the time of starting (from the time t3 at the time of starting completion until the time of the next starting determination) in FIG. And so that they can be achieved together,
The driving force characteristic required at the start is not obtained and this is not felt dissatisfied, and the driving force characteristic required at normal time is not obtained and this is not felt dissatisfied, and it is required in the entire driving range. Street driving force characteristics can be achieved.

As described above with reference to FIGS. 11 and 12, the start end determination for determining that switching from the start mode to the normal mode should be performed is that the start target throttle opening tTVOst and the start target drive force tFst are Since it is determined that the start is finished at t1 when it coincides with the target throttle opening tTVOnm for normal time and the target driving force tFnm for starting time and becomes larger than this,
Switching from the start mode to the normal mode when the start target throttle opening tTVOst and the start target drive force tFst substantially match the normal target throttle opening tTVOnm and the start target drive force tFnm The shock at the time of mode switching can be alleviated.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a system diagram showing a vehicle power train including a vehicle engine output control device according to an embodiment of the present invention, together with its control system. It is a flowchart which shows the control program of the engine output which the engine controller in the power train control system performs. It is a block diagram according to function of the start determination performed in the control program shown in FIG. It is a functional block diagram showing another example of the start determination. It is a block diagram according to function which shows the other example of the start determination. It is a block diagram according to function which shows another example of the start determination. It is a functional block diagram which shows the relationship between the target throttle opening calculation process performed in the control program shown in FIG. 2, and the engine output control performed based on this. It is a block diagram according to function of the target throttle opening calculation processing. It is a block diagram according to function which shows the other example of the target throttle opening calculation process. It is a functional block diagram showing still another example of the target throttle opening calculation processing. It is a block diagram according to function of the start completion determination performed in the control program shown in FIG. It is a functional block diagram showing another example of the start end determination. 5 is a change time chart of a target throttle opening for start and a target throttle opening for normal time for explaining the timing of start completion determination. FIG. 14 is a change time chart of a target throttle opening for start and a target throttle opening for normal use in a portion X near the start end determination in FIG. 3 is an operation time chart when engine output control is performed by the control program of FIG. It is a block diagram according to function which shows the conventional engine output control. It is a characteristic diagram which shows the suitable vehicle acceleration at the time of start and normal time.

Explanation of symbols

1 Engine 2 Continuously variable transmission 3 Throttle valve (engine output determining means)
4 accelerator pedal 5 throttle actuator 6 engine controller 7 torque converter 8 primary pulley 9 secondary pulley
10 V belt
11 Final drive gear set
12 Differential gear unit
13 Shift control hydraulic circuit
14 Step motor
15 Transmission controller
21 Accelerator position sensor
22 Input rotation sensor
23 Engine rotation sensor
24 Vehicle speed sensor
25 Throttle opening sensor
26 Output rotation sensor
27 Idle switch
28 Intake negative pressure sensor
31 Target throttle opening calculator

Claims (6)

In an engine output control device for a vehicle, which is used in an engine combined with a continuously variable transmission and determines an engine output based on an operation amount of an engine output determination means that responds to an accelerator pedal operation.
The operation amount characteristics of the engine output determining means for the accelerator pedal operation are: driving force characteristics required at the start of the vehicle and normal times other than the start, and a driving force characteristic required at the normal time. both Rutotomoni varied to be achieved,
From the state where the operation amount of the engine output determination means for starting is greater than or greater than the operation amount of the engine output determination means for normal time, conversely, less than or less than the operation amount of the engine output determination means for normal time When it became
When the amount of operation of the engine output determining means for starting coincides with the amount of operation of the engine output determining means for normal time,
When the difference value obtained by subtracting the operation amount of the engine output determining means for normal time from the operation amount of the engine output determining means for starting is less than or less than the set value,
When the target driving force for starting is greater than or equal to the target driving force for normal time, or on the contrary, less than or less than the target driving force for normal time,
When the target driving force for starting matches the target driving force for normal time,
When the difference obtained by subtracting the target driving force for normal time from the target driving force for starting is less than or less than the set value,
An engine output control device for a vehicle, characterized in that at least one of the above is determined to determine that the start has been completed . In the vehicle engine output control device according to claim 1,
An engine output control device for a vehicle, wherein the engine output determination means is an engine throttle valve. In the vehicle engine output control device according to claim 1 or 2,
At the time of starting, the target driving force is obtained from the driving force characteristic required at the time of starting, and at the normal time, the target driving force is obtained from the driving force characteristic required at the normal time, so that the target driving force is achieved. An engine output control device for a vehicle, characterized in that an operation amount of an engine output determination means is determined. In the vehicle engine output control device according to any one of claims 1 to 3,
A map for starting time and a map for normal time are prepared in advance as engine output determining means operation amount maps that define the operation amount characteristics of the engine output determining means with respect to vehicle speed using the accelerator pedal operation amount as a parameter. An engine output control device for a vehicle, characterized in that the amount of operation of the engine output determination means is determined by using these maps separately for time and normal time. In the vehicle engine output control device according to any one of claims 1 to 4,
In an almost stopped state,
When the idle switch that is turned on when the accelerator pedal is released and turned off during operation switches from ON to OFF,
When the accelerator pedal depression amount is less than the set value or less than or equal to the set value, or greater than or greater than the set value,
When the engine intake pipe negative pressure is less than the set value or less than the set value, when the set pressure exceeds or exceeds the set value,
The vehicle is characterized in that it is determined that the vehicle starts when at least one of the fuel injection amount to the engine is less than the set value or less than the set value and when the fuel injection amount is more than the set value or more than the set value. Engine output control device. In the engine output control device for a vehicle according to claim 5,
When the vehicle speed is below or below the set value,
When the torque converter between the engine and the continuously variable transmission is in the unlocked state where the direct connection between the input and output elements is released,
When the torque converter speed ratio is below or below the set value,
An engine output control device for a vehicle, characterized in that the substantially stopped state is determined by at least one when a gear ratio of the continuously variable transmission is equal to or greater than a set value or a low gear ratio.

Images