JP2007112238A - Driving force controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force controller for securing safety when an accelerator opening sensor breaks down. <P>SOLUTION: This driving force controller for vehicle is provided with first and second accelerator opening sensor abnormality detecting parts 30 respectively installed in a driving force control means 10 and an engine control means 5 for detecting the abnormality of an accelerator opening sensor 3 and a driving force correcting means 50 for correcting target driving force according to the combination of the detection results of the first and second accelerator opening sensor abnormality detecting parts. When the abnormality of the accelerator opening sensor is detected by both the first and second accelerator opening sensor abnormality detecting parts, the target driving force is corrected so that the speed of the vehicle in abnormality detection can be maintained. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a driving force control apparatus for a vehicle.

  As a conventional technique, the target acceleration or target deceleration is obtained from the accelerator opening, the valve opening of the throttle valve is controlled so that the target acceleration / deceleration can be achieved, and then the actual vehicle speed is detected by the vehicle speed sensor. There is a technique for determining the actual acceleration / deceleration by differentiating the vehicle speed, determining whether the target acceleration / deceleration and the actual acceleration / deceleration match, and if not, correcting the throttle valve opening (Patent Document) 1). This prior art also discloses that the target vehicle speed is calculated by further integrating the target acceleration, and that the valve opening is corrected from the deviation from the actual vehicle speed.

  Also, in such a system that controls the acceleration / deceleration of the vehicle in response to the accelerator operation request, that is, the driving force, a power source such as an engine and a transmission such as a CVT are quickly and according to the state of the vehicle. It is necessary to control with the optimum command value.

  Therefore, apart from the engine ECU that controls the torque of the engine and the transmission ECU that controls the transmission gear ratio, a driving force control ECU that integrally controls them according to the state of the vehicle is required.

  When the driving force control is executed, the engine ECU controls the engine torque and the transmission ECU controls the gear ratio according to the command value of the driving force control ECU.

When the driving force control is stopped, the engine ECU outputs engine torque corresponding to the accelerator depression amount, and the transmission ECU controls the transmission so that the transmission gear ratio becomes the gear ratio corresponding to the accelerator depression amount and the vehicle speed.
JP 2000-205015 JP

  However, for this reason, for example, the driving force control ECU detects an abnormality of the accelerator opening sensor during high speed traveling on an overtaking lane on a highway, and the engine ECU that controls the engine torque also detects the accelerator opening. When a sensor abnormality is detected (accelerator opening sensor abnormality detection pattern in FIG. 16 = 3), if the driving force control is simply stopped, the engine ECU outputs an engine torque corresponding to the accelerator depression amount. Therefore, the control (limit throttle opening upper limit, fuel cut, etc.) that limits the engine output by the fail-safe function is executed and the vehicle speed is reduced to a predetermined vehicle speed. As a result, there is a problem that there is a risk of sudden approach to the following vehicle that is traveling at high speed. Even when either the driving force control ECU or the engine ECU detects an abnormality in the accelerator opening sensor (accelerator opening sensor abnormality detection pattern = 1 or 2), the driving force control based on the accelerator operation is possible. Normal travel is possible, and there is no possibility of sudden approach as described above.

  In addition, if both the driving force control ECU and the engine ECU detect an abnormality in the accelerator opening sensor, the accelerator depression amount cannot be detected due to an abnormality in the accelerator opening sensor. There was a problem that could not be.

  The present invention has been made paying attention to such conventional problems, and is a vehicle drive that optimally controls the driving force according to the abnormality detection of the accelerator opening sensor between the driving force control ECU and the engine ECU. The object is to provide a force control device.

  The present invention provides an accelerator opening sensor that detects the amount of depression of the accelerator pedal, driving force control means that sets a target driving force according to the amount of depression of the accelerator pedal and the vehicle speed, and a set target driving force. Engine control means for controlling the output of the engine, and first and second accelerator opening sensor abnormality detecting portions for detecting abnormality of the accelerator opening sensor provided in the driving force control means and the engine control means, respectively. And a driving force correcting means for correcting the target driving force in accordance with a combination of detection results of the first and second accelerator opening sensor abnormality detecting units, and the first and second accelerator opening sensors. When both of the abnormality detection units detect an abnormality in the accelerator opening sensor, the target driving force is corrected so as to maintain the vehicle speed when the abnormality is detected. A control device.

  In the present invention, when both the first and second accelerator opening sensor abnormality detection units provided in the driving force control means and the engine control means detect abnormality of the accelerator opening sensor, the vehicle at the time of abnormality detection is detected. Since the target driving force is corrected so as to maintain the speed, the optimum target driving force can be obtained.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a diagram showing a configuration of a driving force control apparatus according to the present invention.

  In the driving force control apparatus of the present invention, control start SW1, brake SW2, accelerator opening sensor 3, vehicle speed sensor 4, engine ECU5, and transmission ECU6 output signals are input to driving force control ECU10, and driving force control ECU10 is engine ECU5. The engine torque command value cTE is output to the engine ECU 5, and the engine ECU 5 controls the engine torque via the throttle ACTR 7 based on the input signal. Further, the driving force control ECU 10 outputs a gear ratio command value cRATIO to the transmission ECU 6, and the transmission ECU 6 controls the gear ratio of a transmission (not shown) according to the input signal.

  The control start SW1 detects whether or not the driver is pressing the control start SW. When the driver is pressing the control start SW, the driver is in an on state, that is, a state in which driving force control is executed. When the driver releases the control start SW, the driver is turned off. The brake SW2 detects whether or not the driver is stepping on the brake. When the brake is depressed, it is turned on. When the brake is released, it is turned off. The accelerator opening sensor 3 detects a driver's accelerator depression amount APO. The vehicle speed sensor 4 detects the actual vehicle speed aVSP of the vehicle from the number of rotations of the tire.

  The engine ECU 5 outputs an engine ECU accelerator opening sensor abnormality flag fECCS_APO_ERR to the driving force control ECU 10. The engine ECU 5 includes an accelerator opening sensor abnormality detection unit that detects an abnormality such as disconnection or short circuit of the accelerator opening sensor 3 from the voltage value of the accelerator opening sensor. If an abnormality is detected, the engine ECU accelerator opening sensor abnormality is detected. The flag fECCS_APO_ERR is set to 1 and, if normal, 0 is set and output to the driving force control ECU 10. The transmission ECU 6 outputs an actual gear ratio aRATIO to the driving force control ECU 10.

  The driving force control ECU 10 is composed of a microcomputer and its peripheral components, and receives signals from the control start SW1, brake SW2, accelerator opening sensor 3, vehicle speed sensor 4, engine ECU5 and transmission ECU6 every control cycle (for example, 10 ms). The command value is output to the engine ECU 5 and the transmission ECU 6.

  As shown in FIG. 1, the driving force control ECU 10 includes a control start determination unit 20, an accelerator opening sensor abnormality detection unit 30, an accelerator opening sensor abnormality detection pattern determination unit 40, and a driving force that are configured by a microcomputer software form. A control unit 50 and a driving force distribution unit 60 are provided. The driving force control ECU 10 controls the vehicle speed by using a throttle valve and a transmission (not shown) via the engine ECU 5 and the transmission ECU 6.

  The engine ECU 5 calculates the throttle opening based on the engine torque command value cTE output from the driving force control ECU 10, and outputs a throttle opening signal to the throttle ACTR7. Throttle ACTR7 adjusts the throttle valve of the engine according to the throttle opening signal.

  The transmission ECU 6 controls the transmission gear ratio based on the gear ratio command value cRATIO output from the driving force control ECU 10.

Hereinafter, each component of the driving force control ECU 10 will be described.
《Accelerator opening sensor abnormality detection unit》
The accelerator opening sensor abnormality detection unit 30 inputs the accelerator depression amount APO from the accelerator opening sensor 3, and outputs a driving force control ECU accelerator opening sensor abnormality flag fDBW_APO_ERR to the accelerator opening sensor abnormality detection pattern determination unit 40 described later. To do.

  The operation of the accelerator opening sensor abnormality detection unit 30 will be described based on the flowchart shown in FIG.

  In step 1 (abbreviated as S1 in the figure, the same applies hereinafter), the output voltage value Vapo of the accelerator opening sensor 3 is read. In step 2, it is determined whether the output voltage value Vapo is equal to or greater than a predetermined value Vapo_max. If the output voltage value Vapo is equal to or greater than the predetermined value Vapo_max, it is determined that the accelerator opening sensor 3 is disconnected, and the process proceeds to step 5. If the output voltage value Vapo is not equal to or greater than the predetermined value Vapo_max, the process proceeds to step 3.

  In step 3, it is determined whether the output voltage value Vapo is equal to or less than a predetermined value Vapo_min. When the output voltage value Vapo is less than or equal to the predetermined value Vapo_min, it is determined that the accelerator opening sensor 3 is short-circuited, and the process proceeds to step 5. If the output voltage value Vapo is not less than or equal to the predetermined value Vapo_min, the process proceeds to step 4.

In step 4, the driving force control ECU accelerator opening sensor abnormality flag fDBW_APO_ERR is set to 0, assuming that the accelerator opening sensor 3 is normal. In step 5, assuming that the accelerator opening sensor 3 is abnormal, the driving force control ECU accelerator opening sensor abnormality flag fDBW_APO_ERR is set to 1.
《Accelerator opening sensor abnormality detection pattern judgment unit》
The accelerator opening sensor abnormality detection pattern determination unit 40 inputs the engine ECU accelerator opening sensor abnormality flag fECCS_APO_ERR from the engine ECU 5 and the driving force control ECU accelerator opening sensor abnormality flag fDBW_APO_ERR from the accelerator opening sensor abnormality detection unit 30. The accelerator opening sensor abnormality pattern APO_ERR_PATTERN is output to the control start determination unit 20.

  The operation of the accelerator opening sensor abnormality detection pattern determination unit 40 will be described based on the flowchart shown in FIG.

  In step 21, it is determined whether or not the engine ECU accelerator opening sensor abnormality flag fECCS_APO_ERR is 1.

  When the engine ECU accelerator opening sensor abnormality flag fECCS_APO_ERR is 1, the routine proceeds to step 25. When the engine ECU accelerator opening sensor abnormality flag fECCS_APO_ERR is 0, the routine proceeds to step 22. In step 22, it is determined whether or not the driving force control ECU accelerator opening sensor abnormality flag fDBW_APO_ERR is 1. When the driving force control ECU accelerator opening sensor abnormality flag fDBW_APO_ERR is 1, the process proceeds to step 24. When the driving force control ECU accelerator opening sensor abnormality flag fDBW_APO_ERR is 0, the routine proceeds to step 23.

  In step 23, the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is set to zero. In step 24, the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is set to 1.

  In step 25 which proceeds when the engine ECU accelerator opening sensor abnormality flag fECCS_APO_ERR is 1 in step 21, it is determined whether or not the driving force control ECU accelerator opening sensor abnormality flag fDBW_APO_ERR is 1. If fDBW_APO_ERR is 1, the process proceeds to step 27. If fDBW_APO_ERR is not 1, the process proceeds to step 26.

  In step 26, the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is set to 2. In step 27, the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is set to 3.

That is, when the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 0, the accelerator opening sensor 4 is normal, and when it is 1, the pattern when the driving force control ECU 10 detects an abnormality of the accelerator opening sensor. In the case of 2, this is a pattern when the engine ECU 7 detects an abnormality in the accelerator opening sensor. In the case of 3, both the engine ECU 7 and the driving force control ECU 10 have an abnormality in the accelerator opening sensor. This is a pattern when detecting.
<Control start determination unit>
The control start determination unit 20 executes control by inputting a control start SW signal from the control start SW1, a brake SW signal from the brake SW2, and an accelerator opening sensor abnormality pattern APO_ERR_PATTERN from the accelerator opening sensor abnormality detection pattern determination unit 40. The flag fSTART is set and transmitted to the driving force control unit 50, the engine ECU 5 and the transmission ECU 6.

  The operation of the control start determination unit 20 will be described based on the flowchart shown in FIG.

  In step 31, the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN output from the accelerator opening sensor abnormality detection pattern determination unit 40 is fetched, and it is determined whether or not this pattern APO_ERR_PATTERN is zero. When the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 0, the routine proceeds to step 42. If the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is not 0, the process proceeds to step 32.

  In the following step 32, it is determined whether or not the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 1. If the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 1, the process proceeds to step 41. If APO_ERR_PATTERN is not 1, proceed to Step 3.

  In step 33, it is determined whether or not the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 2. When the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 2, the process proceeds to Step 38. If the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is not 2, the process proceeds to step 34.

  In step 34, it is determined whether or not the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 3. When the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 3, the process proceeds to Step 35. If the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is not 3, the process ends.

  In step 35, a signal from the brake SW2 is fetched to determine whether or not the brake SW2 is on. If it is off, the process proceeds to step 36. If it is on, the process proceeds to step 37. In step 36, the control execution flag fSTART is set to 1 because the driving force control can be performed. In step 37, the control execution flag fSTART is set to 0 because the driving force control cannot be performed.

  In step 38 which proceeds when the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 2 in step 33, a signal from the brake SW2 is taken in and it is determined whether or not the SW is on. If it is off, the process proceeds to step 39. If it is on, the process proceeds to step 40. In step 39, the control execution flag fSTART is set to 1. In step 40, the control execution flag fSTART is set to 0.

  In step 41, the control execution flag fSTART is set to 0. That is, when the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 1, the driving force control is not performed.

  In step 42 which proceeds when the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 0 in step 31, a signal from the control start SW1 is taken in to detect the rising of the pulse from the OFF state to the ON state. If the rising edge of the pulse is detected, the process proceeds to step 43. If the rising edge of the pulse is not detected, the process proceeds to step 44. In step 43, the control start SW flag fSTART_SW is inverted.

  In step 44, it is determined whether or not the control start SW flag fSTART_SW indicating that the control start SW1 is on is 1. When the control start SW flag fSTART_SW is 1, the process proceeds to step 45. If the control start SW flag fSTART_SW is not 1, the process proceeds to step 47.

  In step 45, a signal from the brake SW2 is taken in and it is determined whether the SW is on or off. If it is off, the process proceeds to step 46. If it is on, the process proceeds to step 47.

  In step 46, the control execution flag fSTART is set to 1. In step 47, the control execution flag fSTART is set to 0.

  That is, when the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 0, 2 and 3, the control start determination unit 20 sets the control execution flag fSTART to 0 and the driving force control is not executed if the brake SW2 is on. Further, even when the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 0 and the control start SW flag fSTART_SW = 0 or the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN = 1, the driving force control is not executed.

  On the other hand, if the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 0, 2 or 3, and the brake SW2 is off, the control execution flag fSTART becomes 1, and the driving force control is executed.

  When the control execution flag fSTART is 0, the driving force control is stopped. This is because when the driver is stepping on the brake, since the actual vehicle speed cannot be made to follow the target vehicle speed based on the throttle opening and the gear ratio, the control execution flag fSTART is set to 0 and the driving force control is stopped. .

  The control execution flag fSTART is output from the driving force control ECU 10 to the engine ECU 5 and the transmission ECU 9, and the engine ECU 5 and the transmission ECU 6 are controlled as follows according to the control execution flag fSTART.

  When the control execution flag fSTART is 1, the engine ECU 5 determines that the driving force control is being executed, and controls the throttle ACTR 7 so as to output the engine torque based on the engine torque command value cTE output from the driving force control ECU 10. When the control execution flag fSTART is 0, the engine ECU 5 determines that the driving force control is stopped, and controls the throttle ACTR 7 so as to output the engine torque corresponding to the accelerator depression amount APO.

Similarly, when the control execution flag fSTART is 1, the transmission ECU 6 determines that the driving force control is being executed, and sets the gear ratio to the gear ratio command value cRATIO output from the driving force control ECU 10. When the control execution flag fSTART is 0, the transmission ECU 6 determines that the driving force control is stopped, and sets a gear ratio according to the accelerator depression amount APO and the vehicle speed aVSP.
《Driving force control unit》
As shown in FIG. 5, the driving force control unit 50 includes a target driving torque map 51, an engine model 52, a running resistance map 53, an acceleration converting unit 54, a target acceleration determining unit 55, a vehicle speed converting unit 56, a lower limit unit 57, a feedback. Comprising a compensator (hereinafter referred to as F / B compensator) 58 and a target drive torque determining unit 59, it takes in an accelerator depression amount APO, a vehicle speed aVSP, a control execution flag fSTART, a control start SW signal, and an accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN To calculate the drive torque command value cTDR.

  The target drive torque map 51 determines the target drive torque tTDR_IN based on the map shown in FIG. 6 from the accelerator depression amount APO and the vehicle speed aVSP. As shown in FIG. 6, the target drive torque tTDR_IN increases as the accelerator depression amount APO increases. Further, since the gear ratio increases as the vehicle speed aVSP increases, the target drive torque tTDR_IN is set to decrease as the vehicle speed aVSP increases in the case of the same accelerator depression amount APO in FIG.

The reference model G _R (s) includes an engine model 52, a running resistance map 53, an acceleration conversion 54, a target acceleration determination unit 55, a vehicle speed conversion unit 56, and a lower limit unit 57. The target drive torque tTDR_IN, the vehicle speed aVSP, and control start The target vehicle speed tVSP_OUT is calculated from the SW signal and the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN.

This reference model G _R (s) defines the characteristics of a vehicle traveling on a flat road. The vehicle model to be controlled is modeled with the drive torque command value cTDR as the operation amount and the vehicle speed aVSP as the control amount, so that the behavior of the power train of the vehicle can be represented by a simple nonlinear model shown in FIG.

  FIG. 13 defines the characteristics of a vehicle traveling on a flat road. Therefore, the running resistance is the rolling resistance and air resistance of the vehicle. Here, L represents dead time. However, the characteristics to be controlled include a dead time due to a delay in the powertrain system, and the dead time L varies depending on the actuator and engine used.

  The engine model 52 is configured by dead time processing in which the first-order delay of the time constant tau_Em and the same dead time L as the control target are set as shown in the following equation.

  The travel resistance map 53 receives the vehicle speed aVSP and outputs a travel resistance (Nm). The running resistance sets the rolling resistance and air resistance to be controlled.

  The acceleration conversion 54 converts the target drive torque tTDR_IN obtained by adding the running resistance to the target acceleration tACC_IN by dividing the vehicle mass M by the tire effective radius Rt.

  The target acceleration determining unit 55 calculates the target acceleration tACC_OUT from the target acceleration tACC_IN, the control start SW signal, and the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN.

  FIG. 7 is a flowchart showing the operation of the target acceleration determination unit 55.

In step 51, the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is fetched and it is determined whether APO_ERR_PATTERN is 3. If APO_ERR_PATTERN is 3, the process proceeds to step 52. If APO_ERR_PATTERN is not 3, the process proceeds to step 55. In step 52, a signal from the control start SW1 is taken in, and it is determined whether it is in an on state or an off state. When the control start SW1 is in an off state, the process proceeds to step 53. If it is on, the process proceeds to step 54. In step 53, the control start SW1 is off, the driving force control is not performed, the target acceleration tACC_OUT is set to 0, and a constant speed state is set. In step 54, the control start SW1 is on and the target acceleration tACC_OUT is set to a predetermined value α _tACC . However, the predetermined value α _tACC is a positive real number, and is set to a value at which a slight acceleration state is felt such that the driver does not feel sudden acceleration, for example, about 0.3 m / s ² . Moreover, you may set so that it may vary according to a preceding vehicle, a road surface condition, etc. In step 55, the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is not 3, and the target acceleration tACC_OUT is set to the target acceleration tACC_IN.

Accordingly, in the target acceleration determination unit 55, when the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 3 and the control start SW is OFF, the target acceleration tACC_OUT is set to 0 and control is performed so as to maintain the vehicle speed at that time. To do. When the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 3 and the control start SW is on, the target acceleration tACC_OUT is set to a predetermined value α _tACC to control the vehicle to be in an acceleration state.

  The vehicle speed conversion unit 56 calculates the target vehicle speed tVSP_IN based on the control execution flag fSTART, the vehicle speed aVSP, and the target acceleration tACC_OUT.

  FIG. 8 is a flowchart showing the processing contents of the vehicle speed conversion unit 56.

  First, it is determined in step 61 whether or not the control execution flag fSTART is 1. If the control execution flag fSTART is 0, the process proceeds to step 63, where the target vehicle speed tVSP_IN and tVSP_IN previous values are initialized with the vehicle speed aVSP. When the control execution flag fSTART is 1, the routine proceeds to step 62, where a value obtained by multiplying the previous value of tVSP_IN by the target acceleration tACC_OUT and the control period is added to obtain the target vehicle speed tVSP_IN. After calculating the target vehicle speed tVSP_IN, the previous value of tVSP_IN is updated with the target vehicle speed tVSP_IN.

  The control contents of the target acceleration determination unit 55 and the vehicle speed conversion unit 56 when the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN = 3 described above is summarized.

First, the target acceleration determining unit 55 makes a distinction according to the on / off state of the control start SW1, and in the on state, the target acceleration tACC_OUT is set to a predetermined value α _Tac (step 54) and set to the fine acceleration state. On the other hand, in the off state, the target acceleration tACC_OUT = 0 is set, and the constant speed state is set (step 53).

  Then, if the control execution flag fSTART = 1, the vehicle speed conversion unit 56 sets the target vehicle speed tVSP_IN using the target acceleration tACC_OUT determined by the target acceleration determination unit 55 (step 62). If the control execution flag fSTART = 0, the target vehicle speed tVSP_IN is set to the vehicle speed aVSP (step 63).

  The lower limit unit 57 calculates the target vehicle speed tVSP_OUT from the target vehicle speed tVSP_IN and the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN.

  FIG. 9 shows a flowchart for explaining the operation of the lower limit unit 57.

  In step 71, the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is taken in and it is determined whether APO_ERR_PATTERN is 3. If APO_ERR_PATTERN is 3, the process proceeds to step 72. If APO_ERR_PATTERN is not 3, the process proceeds to step 75.

  In step 72, it is determined whether the target vehicle speed tVSP_IN is smaller than a predetermined value VSPmin. When the target vehicle speed tVSP_IN is smaller than the predetermined value VSPmin, the routine proceeds to step 74. When the target vehicle speed tVSP_IN is not smaller than the predetermined value VSPmin, the process proceeds to step 73. In step 73, the target vehicle speed tVSP_OUT is set to the target vehicle speed tVSP_IN. In step 74, the target vehicle speed tVSP_OUT is set to a predetermined value VSPmin. The predetermined value VSPmin is set to about 5 km / H, for example. In step 75, the target vehicle speed tVSP_OUT is set to the target vehicle speed tVSP_IN.

  Therefore, the lower limit unit 57 performs control so that the vehicle speed aVSP is maintained at the predetermined value VSPmin when the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is 3 and the vehicle speed aVSP is lower than the predetermined value VSPmin.

  The F / B compensator 58 calculates the F / B output so that the vehicle speed aVSP matches the target vehicle speed tVSP_OUT. F / B output suppresses the influence of disturbances and modeling errors. As an example of the F / B compensator 58, there is a PI compensator comprising a proportional gain KP and an integral gain KI shown in FIG.

  The target drive torque determination unit 59 calculates the target drive torque tTDR_OUT from the target drive torque tTDR_IN, the accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN, and the travel resistance.

  FIG. 10 shows a flowchart for explaining the operation of the target drive torque determination unit 59.

  In step 81, an accelerator opening sensor abnormality detection pattern APO_ERR_PATTERN is taken in and it is determined whether APO_ERR_PATTERN is 3. If APO_ERR_PATTERN is 3, the process proceeds to step 82. If APO_ERR_PATTERN is not 3, the process proceeds to step 83. In step 82, the target driving torque tTDR_OUT is set as the running resistance so that the current vehicle speed aVSP is maintained. In step 83, the target drive torque tTDR_OUT is set to the target drive torque tTDR_IN calculated from the target drive torque map 51.

The driving force control unit 50 adds the F / B output of the F / B compensator 58 (driving torque for achieving the target vehicle speed) and the F / F output (target driving torque) of the target driving torque determination unit 59 to drive. The torque command value cTDR is output to the driving force distribution unit 60.
《Driving force distribution unit》
The driving force distribution unit 60 will be described with reference to FIG. The driving force distribution unit 60 receives the vehicle speed aVSP, the driving torque command value cTDR, and the actual gear ratio aRATIO and calculates the gear ratio command value cRATIO and the engine torque command value cTE. The transmission ratio command value cRATIO is calculated by the transmission ratio command value setting unit 61, and the engine torque command value calculation unit 62 calculates the engine torque command value cTE.

  The gear ratio command value setting unit 61 determines the gear ratio command value cRATIO from the drive torque command value cTDR and the vehicle speed aVSP using the map shown in FIG. FIG. 12 shows a map when a continuously variable transmission is used.

  The engine torque command value calculation unit 62 calculates an engine torque command value cTE from the drive torque command value cTDR and the actual gear ratio aRATIO according to the following equation.

  The gear ratio command value cRATIO calculated by the driving force distribution unit 60 is output to the transmission ECU 6 as shown in FIG. The engine torque command value cTE is output to the engine ECU 5.

  FIG. 14 is a time chart showing the effect of the present invention. A driving scene in which both the driving force control ECU 10 and the engine ECU 5 detect an abnormality in the accelerator opening sensor 3 at time t1 during high-speed driving is shown.

  Abnormality of the accelerator opening sensor 3 is detected at time t1, and driving force control is executed (control start SW1 is OFF and brake SW2 is also OFF), and the driving force is controlled so as to maintain the vehicle speed aVSP at that time (step) 53). The lower limit value of the target vehicle speed is limited by a predetermined value VSPmin (step 74). When the driver turns on the brake at time t2, the driving force control is stopped and the vehicle starts decelerating (step 63). When the driver turns off the brake again at time t3, the driving force control is executed again, and the driving force is controlled so as to maintain the vehicle speed aVSP at the time of braking OFF.

  As described above, when both the driving force control ECU 10 and the engine ECU 5 detect the abnormality of the accelerator opening sensor 3, if the vehicle is traveling at a high speed, the driving force is controlled so as to first maintain the traveling vehicle speed. At the same time, the driver gradually decelerates the vehicle by a brake operation. The driver can move the vehicle to a safe place while controlling the vehicle speed by a brake operation.

  FIG. 15 is a time chart showing the effect of the present invention. A traveling scene in which both the driving force control ECU 10 and the engine ECU 5 detect an abnormality in the accelerator opening sensor 3 at time t1 during traveling at a low speed is shown.

Abnormality of the accelerator opening sensor 3 is detected at time t1, and driving force control is executed (control start SW is off and brake is also off), and the driving force is controlled to maintain the vehicle speed aVSP at that time (step 53). ). When the driver turns on the control start SW at time t2, the driver accelerates at a predetermined target acceleration α _tACC (step 54). When the driver turns off the control start SW again at time t3, the driving force is controlled so as to maintain the vehicle speed aVSP at that time.

  As described above, when both the driving force control ECU 10 and the engine ECU 5 detect the abnormality of the accelerator opening sensor 3, if the vehicle is traveling at a low speed, the driving force is controlled so as to maintain the traveling vehicle speed first. The driver gradually accelerates the vehicle by operating the control start SW1. The driver can move the vehicle to a safe place while controlling the vehicle speed by operating the control start SW1.

  Thus, the vehicle driving force control device of the present invention includes an accelerator opening sensor that detects the amount of depression of the accelerator pedal, and a driving force control means that sets a target driving force according to the amount of depression of the accelerator pedal and the vehicle speed. Engine control means for controlling the output of the engine so as to achieve the set target driving force, and a first detecting the abnormality of the accelerator opening sensor provided in the driving force control means and the engine control means, respectively. A second accelerator opening sensor abnormality detecting unit, and a driving force correcting unit that corrects the target driving force according to a combination of detection results of the first and second accelerator opening sensor abnormality detecting units, When both the first and second accelerator opening sensor abnormality detecting units detect abnormality of the accelerator opening sensor, the target driving force is set so as to maintain the vehicle speed at the time of detecting the abnormality. The positive, it is possible to optimal target driving force corresponding to the combination of the detection results.

  In addition, a brake operation detecting means for detecting the brake operation of the vehicle is provided, and when the brake operation is detected during the driving force correction accompanying the abnormality detection, the target driving force is corrected so as to maintain the vehicle speed at the end of the braking operation. Therefore, when an abnormality is detected during high-speed traveling, the vehicle speed can be reduced by a brake operation, the vehicle can be moved to a safe place, and a sudden approach or the like can be prevented.

  Further, since the target driving force is set so that the vehicle speed does not become a predetermined vehicle speed or less, the vehicle can be prevented from moving and can be moved to a safe place.

In addition, it comprises a control start means for starting correction control of the target driving force at the driver's will,
Further, the correction control while the driver is turning on the control start unit corrects the target driving force so that the vehicle is in an acceleration state. The vehicle can be moved to a safe place.

  Since the target driving force is corrected so as to maintain the vehicle speed when the control start unit is switched from the on state to the off state, the vehicle speed is rapidly reduced when the abnormality is detected, and the following vehicle is prevented from suddenly approaching. be able to.

  The present invention is not limited to the embodiment described above, and various modifications and changes can be made within the scope of the technical idea, and it is obvious that these are equivalent to the present invention.

1 is an overall system configuration diagram of the present embodiment. 5 is a flowchart showing the operation of the control start determination unit 20. The flowchart which showed the operation | movement about the accelerator opening degree sensor abnormality detection part 30. FIG. The flowchart which showed the operation | movement about the accelerator opening degree sensor abnormality detection pattern judgment part 40. FIG. The more detailed block diagram of the driving force control part 50. FIG. An example of the target drive torque calculation map used in the target drive torque map 51. The flowchart which showed the operation | movement about the target acceleration determination part 55. FIG. 6 is a flowchart showing the operation of the vehicle speed conversion unit 56. The flowchart which showed the operation | movement about the lower limit part 57. FIG. The flowchart which showed the operation | movement about the target driving force determination part 59. FIG. FIG. 3 is a more detailed block diagram of the driving force distribution unit 60. An example of the gear ratio calculation map used in the gear ratio command value setting unit 61. The block diagram of the control object used in the case of description of the driving force control part 50. FIG. The figure which shows the effect by this invention. The figure which shows the effect by this invention. The figure which shows an example of the problem of a prior art example.

Explanation of symbols

1 Control start SW
2 Brake SW (Brake operation detection means)
3 Accelerator opening sensor 4 Vehicle speed sensor 5 Engine ECU (engine control means)
6 Transmission ECU
7 Throttle ACTR
10 Driving force control ECU (Driving force control means)
DESCRIPTION OF SYMBOLS 20 Control start determination part 30 Accelerator opening degree sensor abnormality detection part 40 Accelerator opening degree sensor abnormality detection pattern judgment part 50 Driving force control part (driving force correction means)
51 Target Drive Torque Map 52 Engine Model 53 Traveling Resistance Map 54 Acceleration Conversion Unit 55 Target Acceleration Determination Unit 56 Vehicle Speed Conversion Unit 57 Lower Limit Limit Unit 58 F / B Compensation Unit 59 Target Drive Torque Determination Unit 60 Driving Force Distribution Unit 61 Gear Ratio Command Value setting unit 62 Engine torque command value calculation unit

Claims (7)

An accelerator opening sensor that detects the amount of depression of the accelerator pedal;
Driving force control means for setting a target driving force according to the amount of depression of the accelerator pedal and the vehicle speed;
Engine control means for controlling the output of the engine so as to achieve a set target driving force;
First and second accelerator opening sensor abnormality detection units for detecting abnormality of the accelerator opening sensor, provided in the driving force control means and the engine control means, respectively;
Driving force correction means for correcting the target driving force according to a combination of detection results of the first and second accelerator opening sensor abnormality detection units;
When both the first and second accelerator opening sensor abnormality detecting units detect abnormality of the accelerator opening sensor, the target driving force is corrected so as to maintain the vehicle speed at the time of detecting the abnormality. A driving force control device for a vehicle. Brake operation detection means for detecting the brake operation of the vehicle,
2. The vehicle driving force control according to claim 1, wherein when the brake operation is detected during the driving force correction associated with the abnormality detection, the target driving force is corrected so as to maintain the vehicle speed at the end of the braking operation. apparatus.   The vehicle driving force control device according to claim 2, wherein the target driving force is set so that the vehicle speed does not become a predetermined vehicle speed or less. Control start means for starting correction control of the target driving force according to the driver's intention,
4. The vehicle according to claim 1, wherein the target driving force is corrected so that the vehicle is in an acceleration state while the driver is turning on the control start unit. 5. Driving force control device.   The vehicle driving force control device according to claim 4, wherein the target driving force is corrected so as to maintain a vehicle speed when the control start means is switched from an on state to an off state.   2. The vehicle driving force control apparatus according to claim 1, wherein the first and second accelerator opening sensor abnormality detection units detect an abnormality based on an output voltage of the accelerator opening sensor. 3.   The vehicle driving force control device according to claim 1, wherein when the driver of the vehicle is operating a brake, the target driving force is not corrected.

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