JP5610155B2 - Vehicle engine control device - Google Patents

Description

  The present invention relates to an engine control device for a vehicle having a function of limiting engine output when both an accelerator operation and a brake operation are detected (a state where both an accelerator and a brake are depressed). It is.

  For example, Patent Document 1 (Japanese Patent Laid-Open No. 2005-291030) describes the amount of depression of the brake pedal in order to prevent the vehicle from running away due to the driver making a mistake and depressing the accelerator pedal and the brake pedal simultaneously. It is described that the engine is forcibly brought into an idle state when the value is equal to or greater than a predetermined value (a value corresponding to the intentional depression of the accelerator pedal and the brake pedal).

  Further, in Patent Document 2 (Japanese Patent Publication No. 2-502558), even when the brake operation is detected in a safety circuit that reduces the drive output to a predetermined small value when the brake and the accelerator are operated simultaneously. In addition, it is described that the safety circuit is not operated when it is detected from the time differential value of the output of the accelerator sensor that the driver has newly depressed the accelerator pedal.

  Patent Document 3 (US Pat. No. 6,881,174) discloses that the engine output is suppressed when it is determined that the brake request is larger than the accelerator request based on the respective operation amounts when the brake and the accelerator are operated simultaneously. Have been described.

JP 2005-291030 A Japanese National Patent Publication No. 2-502558 US68881174

  By the way, in a vehicle having a function of executing output restriction control for restricting the output of the engine when both the accelerator operation and the brake operation are detected (a state where both the accelerator and the brake are depressed), When the accelerator operation is detected and then the brake operation is detected and both the accelerator operation and the brake operation are detected (when the accelerator is first depressed), the accelerator is depressed first and accelerates. Since the brake is depressed from the state, there is a high possibility that the acceleration is already large when both the pedals are depressed, and the brake is depressed from an abnormal accelerator state in which the accelerator is depressed due to an accelerator failure or catching. Therefore, it is necessary to execute output limit control promptly to ensure safety.

  On the other hand, if the accelerator operation is detected after the brake operation is detected and both the accelerator operation and the brake operation are detected (when both the brakes are first depressed), the brake is depressed first. Since the accelerator is depressed from the decelerated state, there is a high possibility that the acceleration is still small when the two depressed states are reached, and safety can be ensured even if the output restriction control is executed with sufficient time. Also, since there is a possibility that the driver stepped on the accelerator while depressing the brake intentionally when starting a slope or downshifting, if output limit control is executed under exactly the same conditions as both steps of the accelerator first step, There is a possibility that the drivability deteriorates because the engine output decreases too much against the driver's intention.

  However, in the prior art, these circumstances are not taken into consideration at all, and when both the accelerator operation and the brake operation are detected (a state where both the accelerator and the brake are depressed), the accelerator operation and the The output restriction control cannot be executed under an appropriate condition according to the detection order of the brake operation, and safety and drivability cannot be achieved at the same time.

  Therefore, the problem to be solved by the present invention is that when both the accelerator operation and the brake operation are detected, the output restriction control is executed under appropriate conditions according to the detection order of the accelerator operation and the brake operation. An object of the present invention is to provide an engine control device for a vehicle that can achieve both safety and drivability.

In order to solve the above-mentioned problem, the invention according to claim 1 is an engine control device for a vehicle equipped with an engine as a vehicle drive source, and an accelerator operation detecting means for detecting an accelerator operation, and a brake operation for detecting a brake operation. Executes output restriction control to limit the engine output when detection means and both accelerator operation and brake operation are detected, and execute output restriction control according to the detection order of accelerator operation and brake operation Output control means for changing the condition, and when the accelerator operation is detected before the brake operation , the output control means performs the output restriction control earlier than when the brake operation is detected before the accelerator operation. The execution condition of the output restriction control is changed so that it can be executed .

In this configuration, when the accelerator operation is detected and then the brake operation is detected and both the accelerator operation and the brake operation are detected (when both the accelerator is first depressed), the brake operation is detected. The execution condition of the output restriction control can be changed between when the accelerator operation is detected later and both the accelerator operation and the brake operation are detected (when the brake is first depressed). As a result, when both the accelerator operation and the brake operation are detected, the execution condition of the output restriction control is appropriately changed according to the detection order of the accelerator operation and the brake operation, and the accelerator operation and the brake operation are performed. The output restriction control can be executed under an appropriate execution condition according to the detection order, and both safety and drivability can be achieved. In particular, in the present invention, when the accelerator operation is detected before the brake operation (when the accelerator is first depressed), when the brake operation is detected before the accelerator operation (when the brake is first depressed) Since the execution conditions of the output restriction control are changed so that the output restriction control can be executed earlier than (), the output restriction control can be executed earlier when both steps of the accelerator are stepped forward to improve safety. it can.

  In this case, as the execution condition of the output restriction control, the duration of the state where the accelerator operation is detected, the duration of the state where the brake operation is detected, the vehicle speed, the engine speed, the amount of accelerator operation, The condition regarding at least one of the shift positions may be changed. In other words, the delay time until the output restriction control is started by changing the conditions relating to the duration of the state in which the accelerator operation is detected or the duration of the state in which the brake operation is detected as the execution condition of the output restriction control. Can be changed. Further, by changing the conditions regarding the vehicle speed, the engine rotation speed, the accelerator operation amount, and the shift position as the execution conditions for the output restriction control, it is possible to change the operation region in which the output restriction control is executed.

Furthermore, as described in claim 3, both the execution condition and the control amount of the output restriction control may be changed according to the detection order of the accelerator operation and the brake operation. In this way, when both the accelerator operation and the brake operation are detected, both the execution condition and the control amount of the output restriction control are appropriately changed according to the detection order of the accelerator operation and the brake operation. Thus, the output restriction control can be executed with appropriate execution conditions and control amounts corresponding to the detection order of the accelerator operation and the brake operation, and safety and drivability can be further improved.
The present invention can also be applied to a system including a mechanical throttle in which an accelerator pedal and a throttle valve are mechanically connected, and includes an electronic throttle that controls the opening of the throttle valve with a throttle actuator such as a motor. When the present invention is applied to a system, as in the fourth aspect of the invention, the engine throttle opening degree (throttle valve opening degree) is reduced by a predetermined gradual change amount and limited to a predetermined limit value or less as output restriction control. This may be executed and at least one of the gradual change amount of the throttle opening and the limit value may be changed as the control amount of the output limit control. In this way, it is possible to change the output reduction speed and amount by the output restriction control (control for restricting the throttle opening).

FIG. 1 is a diagram showing a schematic configuration of an engine control system in one embodiment of the present invention. FIG. 2 is a diagram for explaining a method for changing the execution condition of the output restriction control. FIG. 3 is a diagram for explaining a method of changing the control amount of the output restriction control. FIG. 4 is a flowchart showing the processing flow of the accelerator / brake both-step determination routine. FIG. 5 is a flowchart showing the flow of processing of the target throttle opening calculation routine. FIG. 6 is a time chart for explaining an execution example of the output restriction control when the accelerator is first depressed. FIG. 7 is a time chart for explaining an execution example of the output restriction control when the brake is first depressed.

Hereinafter, an embodiment embodying a mode for carrying out the present invention will be described.
First, a schematic configuration of the entire engine control system will be described with reference to FIG.
The vehicle is equipped with an engine 11 that is an internal combustion engine as a drive source. An air cleaner 13 is provided at the most upstream portion of the intake pipe 12 of the engine 11, and an air flow meter 14 for detecting the intake air amount is provided downstream of the air cleaner 13. A throttle valve 16 whose opening is adjusted by a motor 15 and a throttle opening sensor 17 for detecting the opening (throttle opening) of the throttle valve 16 are provided on the downstream side of the air flow meter 14.

  Further, a surge tank 18 is provided on the downstream side of the throttle valve 16, and an intake pipe pressure sensor 19 for detecting the intake pipe pressure is provided in the surge tank 18. The surge tank 18 is provided with an intake manifold 20 that introduces air into each cylinder of the engine 11, and a fuel injection valve that injects fuel toward the intake port in the vicinity of the intake port of the intake manifold 20 of each cylinder. 21 is attached. An ignition plug 22 is attached to the cylinder head of the engine 11 for each cylinder, and the air-fuel mixture in the cylinder is ignited by spark discharge of the ignition plug 22 of each cylinder.

  On the other hand, the exhaust pipe 23 of the engine 11 is provided with an exhaust gas sensor 24 (air-fuel ratio sensor, oxygen sensor, etc.) for detecting the air-fuel ratio or rich / lean of the exhaust gas. A catalyst 25 such as a three-way catalyst for purifying gas is provided.

  A cooling water temperature sensor 26 that detects the cooling water temperature and a knock sensor 27 that detects knocking are attached to the cylinder block of the engine 11. A crank angle sensor 29 that outputs a pulse signal every time the crankshaft 28 rotates by a predetermined crank angle is attached to the outer peripheral side of the crankshaft 28, and the crank angle and engine The rotation speed is detected.

  The vehicle includes an accelerator sensor 31 (accelerator operation detecting means) that detects an accelerator operation amount (accelerator opening), a brake switch 32 (brake operation detecting means) that is turned on / off in response to a brake operation / release, and a vehicle speed. A vehicle speed sensor 33 for detecting, a shift switch 34 for detecting an operation position (shift position) of the shift lever, and the like are mounted.

  Outputs of these various sensors and switches are input to an electronic control circuit (hereinafter referred to as “ECU”) 30. The ECU 30 is mainly composed of a microcomputer, and executes various engine control programs stored in a built-in ROM (storage medium), so that the fuel injection amount and the ignition timing are determined according to the engine operating state. Then, the output of the engine 11 is controlled by controlling the throttle opening (intake air amount) and the like. At that time, the ECU 30 calculates the target throttle opening based on the accelerator opening (accelerator operation amount) detected by the accelerator sensor 31, and the throttle opening detected by the throttle opening sensor 17 becomes the target throttle opening. Thus, the motor 15 is controlled.

  Further, the ECU 30 functions as output control means by executing routines shown in FIGS. 4 and 5 to be described later, and both the accelerator and the brake are depressed based on output signals from the accelerator sensor 31 and the brake switch 32. When it is determined that the vehicle is in a state (a state in which both the accelerator operation and the brake operation are detected), output restriction control for restricting the output of the engine 11 is executed. In the present embodiment, as the output restriction control, a control for reducing the throttle opening degree by a predetermined gradual change amount and limiting it to a predetermined limit value or less is executed.

  By the way, when the accelerator operation is detected and then the brake operation is detected and both the accelerator operation and the brake operation are detected (when the accelerator is first depressed), the accelerator is depressed first. Since the brake is depressed from the accelerated state, it is highly likely that the acceleration is already large at the time when the pedal is both depressed, and the brake is released from the abnormal accelerator state in which the accelerator is maintained in the depressed state due to an accelerator failure or catching. Since it may have been stepped on, it is necessary to immediately execute output restriction control to ensure safety.

  On the other hand, if the accelerator operation is detected after the brake operation is detected and both the accelerator operation and the brake operation are detected (when both the brakes are first depressed), the brake is depressed first. Since the accelerator is depressed from the decelerated state, there is a high possibility that the acceleration is still small when the two depressed states are reached, and safety can be ensured even if the output restriction control is executed with sufficient time. Also, since there is a possibility that the driver stepped on the accelerator while depressing the brake intentionally when starting a slope or downshifting, if output limit control is executed under exactly the same conditions as both steps of the accelerator first step, There is a possibility that the drivability deteriorates because the engine output decreases too much against the driver's intention.

  Therefore, the ECU 30 changes the execution condition and control amount of the output restriction control according to the detection order of the accelerator operation and the brake operation. Here, as shown in FIG. 2, as an execution condition of the output restriction control, the accelerator ON time (the duration in which the accelerator operation is detected), the brake ON time (the duration in which the brake operation is detected) ) Condition, vehicle speed condition, engine speed condition, accelerator opening (accelerator operation amount) condition, and shift position condition. Further, as shown in FIG. 3, as the control amount of the output restriction control, the gradual change amount and the limit value of the throttle opening are changed.

  Specifically, when (A) the accelerator first step is both depressed (when the brake operation is detected after the accelerator operation is detected and both the accelerator operation and the brake operation are detected), the output is output. The limit control execution condition (see FIG. 2) and the output limit control amount (see FIG. 3) are set as follows.

[Execution conditions]
(1) When the accelerator is first depressed, whether or not the accelerator ON time condition, which is one of the conditions for executing the output restriction control, is satisfied, depends on whether or not the accelerator ON time is greater than or equal to the determination value AC1. judge. At this time, the determination value AC1 is set to a value shorter than the determination value AC2 when the brake is first depressed. As a result, the delay time until the output restriction control is started is shortened so that the output restriction control can be executed at an early stage, thereby improving safety.

  (2) When the accelerator is first depressed, whether or not the brake ON time condition, which is one of the conditions for executing the output restriction control, is satisfied, depends on whether or not the brake ON time is equal to or greater than the judgment value BC1. judge. At this time, the determination value BC1 is set to a value shorter than the determination value BC2 when the brake is first depressed. As a result, the delay time until the output restriction control is started is shortened so that the output restriction control can be executed at an early stage, thereby improving safety.

  (3) When the accelerator is first depressed, whether or not the vehicle speed condition, which is one of the conditions for executing the output restriction control, is satisfied is determined based on whether or not the vehicle speed is equal to or higher than the determination value SPD1. At this time, the determination value SPD1 is set to a value lower than the determination value SPD2 when the brake is first depressed. As a result, the output restriction control can be executed from the low speed region, and the safety can be improved.

  (4) When the accelerator is first depressed, whether or not the engine speed condition, which is one of the conditions for executing the output restriction control, is satisfied, depends on whether or not the engine speed is greater than or equal to the judgment value NE1. judge. At this time, the determination value NE1 is set to a value lower than the determination value NE2 when the brake is first depressed. As a result, the output restriction control can be executed from the low rotation region, and the safety can be improved.

  (5) When the accelerator is first depressed, whether or not the condition of the accelerator opening, which is one of the conditions for executing the output restriction control, is satisfied, depending on whether or not the accelerator opening is equal to or greater than the determination value AP1. judge. At this time, the determination value AP1 is set to a value smaller than the determination value AP2 when both steps of the brake are stepped on. As a result, the output restriction control can be executed from the low accelerator opening range so that safety can be enhanced.

  (6) When the accelerator is first depressed, whether or not the shift position condition, which is one of the conditions for executing the output restriction control, is satisfied is determined by whether or not the shift position is equal to or greater than the determination value SP1. . At this time, the determination value SP1 is set to a value (a shift position on the low gear side) that is lower than the determination value SP2 when the brake is first depressed. As a result, the output restriction control can be executed from the low shift position region, and the safety can be improved.

[Control amount]
(a) When the accelerator is first depressed, the throttle opening gradual change amount kTADP1 when executing the output restriction control (control to restrict the throttle opening) is larger than the gradual variation amount kTADP2 when the brake first stepping is performed. Set to value. As a result, the throttle opening can be quickly reduced, and the output of the engine 11 can be quickly reduced, thereby improving safety.

  (b) When the accelerator is first depressed, the throttle opening limit value kTADPG1 is smaller than the limit value kTADPG2 when the brake is first depressed. Set to a value (for example, near fully closed). As a result, the amount of decrease in the output of the engine 11 can be increased to increase the deceleration, thereby improving the safety.

  On the other hand, when (B) the brake is first depressed (when the accelerator operation is detected after the brake operation is detected and both the accelerator operation and the brake operation are detected), the output restriction control is performed. The execution condition (see FIG. 2) and the control amount of the output restriction control (see FIG. 3) are set as follows.

[Execution conditions]
(1) When the brake is first depressed, whether or not the accelerator ON time condition, which is one of the conditions for executing the output restriction control, is satisfied, depends on whether or not the accelerator ON time is greater than or equal to the judgment value AC2. judge. At this time, the determination value AC2 is set to a value longer than the determination value AC1 when the accelerator is first depressed. As a result, the delay time until the output limit control is started is lengthened so that the output limit control can be executed with sufficient time, so that the driver intentionally operates when starting a slope or downshifting. It is possible to prevent the output restriction control from being executed when the accelerator is depressed while the brake is depressed.

  (2) When the brake is stepped forward, whether or not the brake ON time condition, which is one of the conditions for executing the output restriction control, is satisfied, depends on whether or not the brake ON time is equal to or greater than the judgment value BC2. judge. At this time, the determination value BC2 is set to a value longer than the determination value BC1 when the accelerator is first depressed. As a result, the delay time until the output limit control is started is lengthened so that the output limit control can be executed with sufficient time, so that the driver intentionally operates when starting a slope or downshifting. It is possible to prevent the output restriction control from being executed when the accelerator is depressed while the brake is depressed.

  (3) When both steps of the brake front are depressed, it is determined whether or not the vehicle speed condition, which is one of the conditions for executing the output restriction control, is satisfied, depending on whether or not the vehicle speed is equal to or higher than the determination value SPD2. At this time, the determination value SPD2 is set to a value higher than the determination value SPD1 when the accelerator is first depressed. As a result, the output restriction control is not executed in the low speed region, and it is possible to prevent the output restriction control from being executed when the driver depresses the accelerator while intentionally depressing the brake when starting a slope. To do.

  (4) When both steps of the brake front are depressed, whether or not the engine speed condition, which is one of the conditions for executing the output restriction control, is satisfied, depends on whether or not the engine speed is greater than or equal to the judgment value NE2. judge. At this time, the determination value NE2 is set to a value higher than the determination value NE1 when the accelerator is first depressed. As a result, the output restriction control is not executed in the low speed region, and it can be avoided that the output restriction control is executed when the driver depresses the accelerator while intentionally depressing the brake when starting a slope. To.

  (5) When both steps of the brake front are depressed, whether or not the accelerator opening condition, which is one of the conditions for executing the output restriction control, is satisfied, depends on whether or not the accelerator opening is equal to or greater than the determination value AP2. judge. At this time, the determination value AP2 is set to a value larger than the determination value AP1 when the accelerator is first depressed. As a result, the output restriction control is not executed in the low accelerator opening range, and the output restriction control is executed when the driver depresses the accelerator while intentionally depressing the brake when starting a slope or downshifting. To avoid that.

  (6) When both steps of the brake front are depressed, it is determined whether or not the shift position condition, which is one of the conditions for executing the output restriction control, is satisfied, based on whether or not the shift position is equal to or greater than the determination value SP2. . At this time, the determination value SP2 is set to a value (high gear side shift position) higher than the determination value SP1 when the accelerator is first depressed. As a result, the output restriction control is not executed in the low shift position region, and it is possible to prevent the output restriction control from being executed when the driver depresses the accelerator while intentionally depressing the brake when starting a slope. Like that.

[Control amount]
(a) The throttle opening gradual change amount kTADP2 when executing the output restriction control (control to restrict the throttle opening degree) is smaller than the gradual variation amount kTADP1 when the accelerator first stepping both steps when the brake first stepping is performed. Set to value. As a result, the throttle opening can be decreased slowly so that the output of the engine 11 can be decreased slowly, and the accelerator is depressed while the driver deliberately depresses the brake when starting a slope or downshifting. Even if the output restriction control is executed when stepping on, the influence can be reduced.

  (b) The throttle opening limit value kTADPG2 when executing the output limit control (control to limit the throttle opening) is larger than the limit value kTADPG1 at the time of both accelerator first steps when the brake is first depressed. Set to a value (for example, an opening that can start on a slope). As a result, the amount of decrease in the output of the engine 11 can be reduced so that the deceleration can be reduced, and when the driver depresses the accelerator while intentionally depressing the brake when starting a slope or downshifting. Even if the output restriction control is executed, the influence can be reduced.

As described above, when both the accelerator operation and the brake operation are detected, the execution condition and the control amount of the output restriction control are appropriately changed according to the detection order of the accelerator operation and the brake operation. Thus, the output restriction control can be executed under appropriate conditions according to the detection order of the accelerator operation and the brake operation.
The output restriction control described above is executed by the ECU 30 according to the routines shown in FIGS. Hereinafter, the processing content of each of these routines will be described.

[Accel / brake both-step determination routine]
The accelerator / brake both-step determination routine shown in FIG. 4 is repeatedly executed at a predetermined cycle during the power-on period of the ECU 30 (while the ignition switch is on). When this routine is started, first, in step 101, output signals from the accelerator sensor 31, the brake switch 32, the vehicle speed sensor 33, the shift switch 34, and the like are read.

  Thereafter, the process proceeds to step 102, where whether or not the brake is ON is determined by whether or not the brake switch 32 is ON (a state in which the brake operation is detected). If it is determined in this step 102 that the brake is ON, the process proceeds to step 103, and the count value of the brake ON counter that measures the brake ON time (the duration in which the brake operation is detected) is set to “1”. Count up one by one. On the other hand, if it is determined in step 102 that the brake is not ON (the brake is OFF), the process proceeds to step 104 and the count value of the brake ON counter is reset to “0”.

  Thereafter, the process proceeds to step 105, where it is determined whether or not the accelerator is ON by determining whether or not the accelerator opening detected by the accelerator sensor 31 is equal to or greater than a predetermined value (for example, a value slightly larger than the fully closed position). If it is determined in step 105 that the accelerator is ON, the process proceeds to step 106, and the count value of the accelerator ON counter that measures the accelerator ON time (the duration in which the accelerator operation is detected) is set to “1”. Count up one by one. On the other hand, if it is determined in step 105 that the accelerator is not ON (accelerator is OFF), the process proceeds to step 107 and the count value of the accelerator ON counter is reset to “0”.

  Thereafter, the process proceeds to step 108, where it is determined whether or not both the accelerator and the brake are depressed (both accelerator operation and brake operation are detected) depending on whether the brake is ON and the accelerator is ON. judge.

  If it is determined in step 108 that the brake is not ON and the accelerator is not ON (that is, if it is determined that the brake is OFF or the accelerator is OFF), the process proceeds to step 109 and the output restriction control flag is reset to “0”. This routine is terminated.

  On the other hand, if it is determined in step 108 that the brake is ON and the accelerator is ON, it is determined that both the accelerator and the brake are depressed (both accelerator operation and brake operation are detected). Then, the process proceeds to step 110, where it is determined whether or not the accelerator is first depressed based on whether or not the count value of the accelerator ON counter is larger than the count value of the brake ON counter.

  If it is determined in step 110 that the count value of the accelerator ON counter is larger than the count value of the brake ON counter, it is determined that both of the accelerator first steps are being performed, and the process proceeds to step 111, where the accelerator destination After the step flag is set to “1”, the process proceeds to step 112, and whether the following conditions (1) to (6) are satisfied as the execution conditions of the output restriction control when the accelerator is first depressed: Determine whether or not.

(1) The count value of the accelerator ON counter (that is, the accelerator ON time) is greater than or equal to the judgment value AC1
(2) The count value of the brake ON counter (that is, the brake ON time) is greater than or equal to the judgment value BC1
(3) The vehicle speed is equal to or higher than the judgment value SPD1
(4) The engine speed is equal to or higher than the judgment value NE1.
(5) The accelerator opening must be greater than or equal to the judgment value AP1.
(6) The shift position is greater than or equal to the judgment value SP1

  Here, the judgment value AC1 of the condition (1) is set to a value (for example, 500 msec) that is shorter than the judgment value AC2 when both brakes are depressed, and the judgment value BC1 of the condition (2) is the brake destination. It is set to a value (for example, 500 msec) shorter than the judgment value BC2 at the time of both steps. The judgment value SPD1 for the condition (3) above is set to a value lower than the judgment value SPD2 for both of the first brake depressions. The judgment value NE1 for the condition (4) Is set to a value lower than the determination value NE2. Further, the judgment value AP1 of the condition (5) is set to a value smaller than the judgment value AP2 at the time of both steps of the brake first step, and the judgment value SP1 of the condition (6) is set at the time of both steps of the brake first stepping. Is set to a value lower than the determination value SP2.

  If the above conditions (1) to (6) are all satisfied, the execution condition for the output restriction control at the time of both steps of the accelerator step is satisfied, but among the above conditions (1) to (6) If there is a condition that does not satisfy any one of the conditions, the execution condition of the output restriction control when the accelerator is first depressed is not satisfied.

  It should be noted that the method for determining the execution condition of the output restriction control when the accelerator is first depressed may be changed as appropriate. For example, one or more of the above conditions (1) to (6) are satisfied. It may be used to determine whether or not an execution condition is satisfied.

  If it is determined in step 112 that the conditions for executing the output restriction control when the accelerator is first depressed, the process proceeds to step 113, where the output restriction control flag is set to “1”. This routine ends.

  On the other hand, if it is determined in step 110 that the count value of the accelerator ON counter is equal to or less than the count value of the brake ON counter, it is determined that both steps of the brake first step are being performed, and step 114 is performed. After the accelerator first step flag is reset to “0”, the process proceeds to step 115 where the following conditions (1) to (6) are set as the execution conditions for the output restriction control when both steps of the brake front step are performed. Whether or not is established is determined.

(1) The count value of the accelerator ON counter (that is, the accelerator ON time) is greater than or equal to the judgment value AC2.
(2) The count value of the brake ON counter (that is, the brake ON time) is greater than or equal to the judgment value BC2.
(3) The vehicle speed is equal to or higher than the judgment value SPD2.
(4) The engine speed is equal to or higher than the judgment value NE2.
(5) The accelerator opening must be greater than or equal to the judgment value AP2.
(6) The shift position must be greater than or equal to the judgment value SP2.

  Here, the determination value AC2 of the condition (1) is set to a value (for example, 2000 msec) longer than the determination value AC1 when the accelerator is first depressed, and the determination value BC2 of the condition (2) is the accelerator destination. It is set to a value (for example, 2000 msec) longer than the judgment value BC1 at the time of both steps. The judgment value SPD2 for the condition (3) above is set to a value higher than the judgment value SPD1 for the first accelerator depression, and the judgment value NE2 for the condition (4) is the second acceleration depression. Is set to a value higher than the determination value NE1. Furthermore, the judgment value AP2 for the condition (5) above is set to a value larger than the judgment value AP1 for the first depression of the accelerator pedal, and the judgment value SP2 for the condition (6) is a value when the accelerator pedal is first depressed. Is set to a value higher than the determination value SP1.

  If all of the above conditions (1) to (6) are satisfied, the execution condition of the output restriction control at the time of both steps of the brake front is satisfied, but among the above conditions (1) to (6) If there is a condition that does not satisfy any one of the conditions, the execution condition of the output restriction control when the brake is first depressed is not satisfied.

  Note that the method for determining the execution condition of the output restriction control at the time of both steps of the brake stepping may be changed as appropriate. For example, one or more of the above conditions (1) to (6) are satisfied. It may be used to determine whether or not an execution condition is satisfied.

  If it is determined in step 115 that the conditions for executing the output restriction control when both steps of the brake are stepped on are satisfied, the process proceeds to step 116, the output restriction control flag is set to “1”, This routine ends.

[Target throttle opening calculation routine]
The target throttle opening calculation routine shown in FIG. 5 is repeatedly executed at a predetermined cycle during the power-on period of the ECU 30 (while the ignition switch is on). When this routine is started, first, at step 201, it is determined whether or not the output restriction control flag = 1, and when it is determined that the output restriction control flag = 1, the routine proceeds to step 202 and the output restriction is performed. It is determined whether or not it is immediately after the control flag is switched from “0” to “1” (the first calculation timing after the output restriction control flag is switched from “0” to “1”).

  If it is determined in step 202 that the output restriction control flag has just been switched from “0” to “1”, the process proceeds to step 203 and the output restriction control opening (for executing the output restriction control). Is determined to be larger than the required accelerator opening (throttle opening corresponding to the accelerator opening detected by the accelerator sensor 31), and the output restriction control opening is larger than the requested accelerator opening. If it is determined, the routine proceeds to step 204, where the output restriction control opening is set to the same value as the accelerator required opening.

  Thereafter, the process proceeds to step 205, where it is determined whether or not the accelerator first step flag = 1. If it is determined in step 205 that the accelerator first step flag = 1, both the first step of the accelerator step are performed. If it is determined that there is, the process proceeds to step 206, where the process of obtaining the current output limit control opening [i] by decreasing the gradual change amount kTADP1 from the previous output limit control opening [i-1] is performed. By repeating until the degree reaches the limit value kTADPG1, the output limit control opening is decreased by the gradual change amount kTADP1 to the limit value kTADPG1.

  Here, the gradual change amount kTADP1 is set to a value larger than the gradual change amount kTADP2 when the brake is first depressed, and the limit value kTADPG1 is smaller than the limit value kTADPG2 (for example, near full close) ) Is set.

  Thereafter, the process proceeds to step 209, where the output restriction control opening and the accelerator requested opening are compared, and the smaller of the output restriction control opening and the accelerator requested opening is adopted as the target throttle opening. As a result, when the accelerator is first depressed, the target throttle opening is decreased by the gradual change amount kTADP1 and limited to the limit value kTADPG1 or less, and the throttle opening is decreased by the gradual change amount kTADP1 and limited to the limit value kTADPG1 or less. The output restriction control to be executed is executed.

  On the other hand, if it is determined in step 205 that the accelerator first step flag = 0, it is determined that both steps of the brake first step are performed, and the process proceeds to step 207, where the previous output restriction control opening degree is determined. The process of obtaining the current output limit control opening [i] by decreasing the gradual change amount kTADP2 from [i-1] is repeated until the output limit control opening reaches the limit value kTADPG2. Decrease by gradual variable kTADP2 to limit value kTADPG2.

  Here, the gradual change amount kTADP2 is set to a value smaller than the gradual change amount kTADP1 when the accelerator is first depressed, and the limit value kTADPG2 is larger than the limit value kTADPG1 when the accelerator is first depressed (for example, a slope can be started). Open position).

  Thereafter, the process proceeds to step 209, where the output restriction control opening and the accelerator requested opening are compared, and the smaller of the output restriction control opening and the accelerator requested opening is adopted as the target throttle opening. As a result, the target throttle opening is reduced by a gradual variable kTADP2 and limited to a limit value kTADPG2 or less when both brakes are depressed, thereby reducing the throttle opening by a gradual variable kTADP2 and limited to a limit value kTADPG2 or less. The output restriction control to be executed is executed.

  Thereafter, if it is determined in step 201 that the output restriction control flag = 0, the process proceeds to step 208, where the current output restriction is increased by increasing the gradual change amount kTAAD from the previous output restriction control opening [i-1]. By repeating the process of obtaining the control opening [i] until the output restriction control opening reaches a fully open equivalent value (for example, 86 deg), the output restriction control opening is gradually increased by kTAAD and increased to the fully open equivalent value. .

  Thereafter, the process proceeds to step 209, where the output restriction control opening and the accelerator requested opening are compared, and the smaller of the output restriction control opening and the accelerator requested opening is adopted as the target throttle opening. Thus, the target throttle opening is increased by the gradual change amount kTAAD and increased to the accelerator required opening, whereby the throttle opening is increased by the gradual change amount kTAAD and increased to the accelerator required opening.

An execution example of the output restriction control of the present embodiment described above will be described with reference to the time charts of FIGS.
In the example of FIG. 6, the driver first depresses the accelerator at time t1, and then the driver depresses the brake at time t2 to turn on the brake switch 32. As a result, after the accelerator is depressed, the brake is depressed and both the accelerator and the brake are depressed, so it is determined that the accelerator is first depressed and both the accelerator first is depressed. It is determined whether an execution condition for output restriction control is satisfied.

  Thereafter, for example, at time t3 when the accelerator ON time is equal to or greater than a determination value AC1 (for example, 500 msec) and the brake ON time is equal to or greater than the determination value BC1 (for example, 500 msec), the output restriction control is executed when both accelerator steps are depressed. It is determined that the condition is satisfied, the output restriction control flag is set to “1”, and the output restriction control at the time of both steps of the accelerator first step is executed. At this time, since the determination values AC1 and BC1 are made shorter than the time when both brake steps are depressed, the output restriction control can be executed early by shortening the delay time until the output restriction control is started. Safety can be increased.

  In the output restriction control when the accelerator is first depressed, the output restriction control opening is set to the same value as the accelerator required opening, and then the output restriction control opening is gradually decreased by kTADP1 to the limit value kTADPG1. As a result, the throttle opening is decreased by the gradual change amount kTADP1 and limited to the limit value kTADPG1 or less. At this time, since the gradual change amount kTADP1 is set to be larger than that at the time when both brakes are depressed, the throttle opening can be quickly reduced, the output of the engine 11 can be quickly reduced, and the limit value kTADPG1 can be set to Since it is made smaller than both steps, the amount of decrease in the output of the engine 11 can be increased, the deceleration can be increased, and safety can be improved.

  Thereafter, at time t4, when the driver releases the brake operation and the brake switch 32 is turned OFF, the output restriction control flag is reset to “0” and the throttle opening is increased to the accelerator required opening.

  On the other hand, in the example of FIG. 7, first, at time t1, the driver depresses the brake to turn on the brake switch 32, and then at time t2, the driver depresses the accelerator. As a result, after the brake is depressed, the accelerator is depressed and both the accelerator and the brake are depressed. It is determined whether an execution condition for output restriction control is satisfied.

  Thereafter, for example, at the time t3 when the accelerator ON time is equal to or greater than a determination value AC2 (for example, 2000 msec) and the brake ON time is equal to or greater than the determination value BC2 (for example, 2000 msec), output restriction control is executed when both brake steps are depressed. It is determined that the condition is satisfied, the output restriction control flag is set to “1”, and the output restriction control at the time of both steps of the brake first stepping is executed. At this time, in order to make the determination values AC2 and BC2 longer than both of the accelerator first steps, the delay time until the output restriction control is started is lengthened, and the output restriction control is executed with sufficient time. Thus, it is possible to prevent the output restriction control from being executed when the driver depresses the accelerator while intentionally depressing the brake when starting a slope or downshifting.

In the output restriction control when the brake is first depressed, the output restriction control opening is set to the same value as the accelerator required opening, and then the output restriction control opening is gradually decreased by kTADP2 to the limit value kTADPG2. As a result, the throttle opening is decreased by the gradual change amount kTADP2 and limited to the limit value kTADPG2 or less. At this time, since the gradual change amount kTADP2 is made smaller than that at the time of both accelerator steps, the throttle opening can be decreased slowly, the output of the engine 11 can be decreased slowly, and the limit value kTADPG2 can be set to the accelerator position. Since it is larger than both steps, the amount of decrease in the output of the engine 11 can be reduced to reduce the deceleration, and the driver deliberately depresses the brake when starting a slope or downshifting. However, even if the output restriction control is executed when the accelerator is depressed, the influence can be reduced.
Thereafter, when the driver releases the accelerator operation at time t4, the output restriction control flag is reset to “0”, and the throttle opening is increased to the accelerator required opening.

  In the present embodiment described above, the brake operation is detected after the accelerator operation is detected, and both the accelerator operation and the brake operation are detected (when both the accelerator first stepping) and the brake operation is performed. When the accelerator operation is detected after the detection of, and when both the accelerator operation and the brake operation are detected (when both the brake first step and the second step), the execution condition and control amount of the output restriction control Therefore, when both the accelerator operation and the brake operation are detected, the output restriction control execution condition and the control amount are changed appropriately according to the detection order of the accelerator operation and the brake operation. Therefore, output limit control can be executed under appropriate conditions according to the detection order of accelerator operation and brake operation, and both safety and drivability can be achieved. That.

  In the above embodiment, the execution conditions of the output restriction control [for example, the conditions of (1) to (6) above] are all changed according to the detection order of the accelerator operation and the brake operation. Instead, one or two or more of the execution conditions of the output restriction control [for example, the above conditions (1) to (6)] may be changed.

  Further, in the above embodiment, both the control amount of the output restriction control (the gradual change amount of the throttle opening and the limit value) are changed according to the detection order of the accelerator operation and the brake operation. However, the present invention is not limited to this. Instead, only one of the gradual change amount of the throttle opening and the limit value may be changed.

  In the above embodiment, the present invention is applied to a system including an electronic throttle that controls the opening degree of the throttle valve with a throttle actuator such as a motor. However, the present invention is not limited to this, and the accelerator pedal and the throttle valve are mechanically connected. The present invention may be applied to a system including a connected mechanical throttle. In this case, in the output restriction control, for example, the output of the engine 11 may be restricted by a fuel injection amount, an ignition timing, or the like.

  In the above embodiment, the present invention is applied to a system including a brake switch as a brake operation detecting means. However, the present invention is not limited to this, and a brake sensor that detects a brake operation amount is provided instead of the brake switch. The present invention may be applied to a system.

  In addition, the present invention is not limited to the intake port injection type engine as shown in FIG. 1, but includes an in-cylinder injection type engine, and both an intake port injection fuel injection valve and an in-cylinder injection fuel injection valve. It can also be applied to dual-injection engines.

  DESCRIPTION OF SYMBOLS 11 ... Engine (internal combustion engine), 12 ... Intake pipe, 16 ... Throttle valve, 21 ... Fuel injection valve, 22 ... Spark plug, 23 ... Exhaust pipe, 30 ... ECU (output control means), 31 ... Accelerator sensor (accelerator operation) Detection means), 32 ... Brake switch (brake operation detection means), 33 ... Vehicle speed sensor, 34 ... Shift switch

Claims (4)

In a vehicle engine control apparatus equipped with an engine as a vehicle drive source,
An accelerator operation detecting means for detecting an accelerator operation;
Brake operation detecting means for detecting the brake operation;
When the accelerator operation and the brake operation are both detected, output limit control is performed to limit the output of the engine, and the output limit control is performed according to the detection order of the accelerator operation and the brake operation. Output control means for changing the execution condition of
When the accelerator operation is detected before the brake operation , the output control means is configured to execute the output restriction control earlier than when the brake operation is detected before the accelerator operation. An engine control device for a vehicle, wherein the execution condition of the restriction control is changed.   The output control means includes, as execution conditions for the output restriction control, a duration of a state in which the accelerator operation is detected, a duration of a state in which the brake operation is detected, a vehicle speed, an engine speed, an accelerator operation amount, a shift The vehicle engine control device according to claim 1, wherein a condition related to at least one of the positions is changed.   3. The vehicle engine according to claim 1, wherein the output control unit changes both an execution condition and a control amount of the output restriction control according to a detection order of the accelerator operation and the brake operation. 4. Control device.   The output control means executes control for reducing the throttle opening of the engine by a predetermined gradual change amount as the output limit control and limiting it to a predetermined limit value or less, and the throttle opening as the control amount of the output limit control. 4. The vehicle engine control apparatus according to claim 3, wherein at least one of the gradual change amount and the limit value is changed.

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