JPH0263933A - Car control device - Google Patents

Abstract

PURPOSE:To prevent hunting during automatic constant speed running by correcting the target engine revolving speed or target gear ratio on a continuous transmission in accordance with the result from comparison of the actual car speed with the set car speed in automatic constant speed running, and controlling the continuous transmission with the value after correction. CONSTITUTION:An auto cruise control means 304 controls a throttle valve 303 through a drive means 302 so that auto cruise is made when an auto cruise setting with 301 is turned on. A DELTAv calculating means 312 subtracts the actual car speed v given by a car speed sensor Se from the car speed when the auto cruise is set, and the DELTAv is calculated. The correction term Ncauto corresponding to DELTAv is read out of an Ncauto table 313. An Neset calculating means 314 calculates the target revolving speed Neset on the basis of the revolving speed Nemap read out of an Memap map 311, and a feedback control means 315 controls a motor 86, which is to alter the gear ratio of the continuous transmission so that the actual revolving speed Nc becomes identical to the revolving speed Ncsct.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a vehicle control device, and particularly to a motorcycle equipped with an automatic constant speed traveling means, a continuously variable transmission, and a continuously variable transmission control means. This invention relates to vehicle control devices for automobiles and the like.

(Prior art) Motorcycles, automobiles, etc. (hereinafter referred to as vehicles) equipped with continuously variable transmissions have a system in which the actual traveling speed is set to a set vehicle speed for the purpose of reducing passenger fatigue while driving on expressways, etc. Some vehicles are equipped with a device that automatically controls the opening of the throttle valve to maintain constant speed running.

Such an automatic constant speed traveling device is disclosed in, for example, Japanese Patent Application Laid-Open No. 62-2
It is described in Publication No. 16836.

By the way, if the driving conditions change during automatic constant speed driving, for example, when the vehicle starts climbing up a slope with an excessive slope, the load on the engine output side becomes excessive if only the throttle valve opening is controlled. In such a case, automatic constant speed driving control needs to be canceled.

Therefore, in conventional vehicles, in order to broadly follow changes in driving conditions, the gear ratio of the continuously variable transmission is set in advance to be relatively large under all driving conditions.

(Problems to be Solved by the Invention) The above-described conventional technology had the following problems.

(1) If the gear ratio of the continuously variable transmission is set to a larger value than normal, as mentioned above, it will automatically adjust to a wide range of changes in vehicle driving conditions such as when driving on a slope. It is possible to drive at high speeds, but on the other hand, when driving on flat ground, the gear ratio is too large, resulting in poor fuel efficiency. That is, in conventional vehicles, the automatic constant speed driving control and the control of the continuously variable transmission are performed independently, so that depending on the driving conditions of the vehicle, the fuel efficiency of the vehicle may be poor.

(2) Since automatic constant speed running control is performed only by controlling the opening of the throttle valve, hunting is likely to occur in the vehicle.

The present invention has been made in order to solve the above-mentioned problems, and its purpose is to provide a vehicle control device that can prevent hunting as much as possible during automatic constant speed driving and reduce fuel consumption. It's about doing.

(Means and effects for solving the problem) In order to solve the above-mentioned problems, the present invention provides a target value for controlling a continuously variable transmission mounted on the vehicle, that is, a target engine rotation speed or a target engine speed. The feature is that the gear ratio is corrected according to the driving condition during automatic constant speed driving.

Specifically, the set vehicle speed for automatic constant speed driving is compared with the actual vehicle speed, the target engine speed or target gear ratio of the continuously variable transmission is corrected according to the comparison result, and the corrected target engine speed is Another feature is that the continuously variable transmission is controlled using the target gear ratio.

By controlling the continuously variable transmission in association with automatic constant speed driving control in this way, during automatic constant speed driving, the gear ratio can be increased only when there is a large change in the driving conditions of the vehicle.

Further, automatic constant speed running can be performed by both throttle valve control and gear ratio control of the continuously variable transmission.

(Example) The present invention will be described in detail below with reference to the drawings.

The continuously variable transmission controlled by the present invention may be of any type, but for example, Japanese Patent Laid-Open No. 62-22477
The continuously variable transmission as described in Publication No. 0 is a continuously variable transmission in which the gear ratio of the continuously variable transmission can be uniquely determined by determining the drive amount of the gear ratio changing means. Can be done.

The continuously variable transmission described in the above publication will be briefly explained below.

The continuously variable transmission described in the above publication is composed of a constant displacement swash plate type hydraulic pump (hereinafter referred to as a hydraulic pump) Pl and a variable displacement ffi type swash plate type hydraulic motor (hereinafter referred to as a hydraulic motor) M. There is.

The gear ratio R of this continuously variable transmission is determined by the following equation.

Therefore, by changing the capacity of the hydraulic motor M from zero to a certain value, the gear ratio can be changed from 1 to a certain required value.

Since the capacity of the hydraulic motor M is determined by the stroke of the motor plunger, the gear ratio can be changed from 1 to a certain required value by tilting the motor swash plate from an upright position to a certain inclined position.

FIG. 2 is a block diagram showing a hydraulic circuit of the continuously variable transmission.

In FIG. 2, symbol F is an oil pump driven by the engine E, C is a clutch a hll, Q is a flow rate adjustment mechanism, Wr is a drive wheel rotationally driven by the output shaft of the continuously variable transmission, and Wf is a The driven wheels are shown, and a hydraulic closed circuit G is formed between a hydraulic pump P and a hydraulic motor M.

This hydraulic closed circuit G includes four outer oil passages forming a high pressure oil passage and an inner oil passage 40 forming a low pressure oil passage.

The oil pump F is connected to the inner oil passage 40 and the outer oil passage 41 in the supply oil passage 120 and vice versa! They are connected via an L valve 121, and hydraulic oil pumped up from an oil tank 122 is supplied via the supply oil path 120 and check valve 121. Further, a relief valve 123 is provided in the middle of the supply oil passage 120 to adjust the pressure of the supplied hydraulic oil to a constant value.

The clutch mechanism C includes an actuator 12 equipped with a clutch sensor 124 that detects the operating position of the first distribution valve 45 (or the operating position of the first control ring) as a clutch valve.
5, the flow rate adjustment deep groove Q is constituted by an actuator 1z7 equipped with a flow rate sensor 126 that detects the operating position of the second distribution valve 46 (or the operating position of the second control ring), and the Angle control mechanism 8
0 is constituted by an electric motor 86 as an actuator and a gear ratio detection sensor (ratio sensor) 128 for detecting the tilting position of the motor swash plate 20, that is, the shift position.

The control means U includes each actuator 12 constituting the clutch mechanism 01, the ridge adjustment mechanism Q, and the inclination angle control mechanism 80.
5, 127, electric motor 86, and clutch sensor 12
4. An Nc sensor 204 which is electrically connected to the flow rate sensor 126 and the gear ratio detection sensor 128 and which detects the rotational speed NO of the engine E; a θth sensor 207 which detects the throttle opening θth of the engine E; A vehicle speed sensor Sc that detects the rotational speed of the driving wheel Wr, a brake sensor Sd that detects the operating state of a braking mechanism such as a vehicle brake lever, a vehicle speed sensor Se that detects the rotational speed of the driven wheel Wf, a change switch Sf, and atmospheric pressure. A Pa sensor 205 for detecting Pa and a pb sensor 206 for detecting negative pressure Pb downstream of the throttle valve in the intake pipe (hereinafter simply referred to as intake pipe negative pressure) are connected to each other. Information has been entered.

The control means U performs functions of the microcomputer 201, which will be described later with reference to FIG. It also has functions to execute various necessary controls.

An example in which a continuously variable transmission configured as described above is mounted on a motorcycle is shown in FIGS. 3 and 4.

This motorcycle includes a body frame 130, an engine E1 supported by the body frame 130, and the above-mentioned continuously variable transmission CVT disposed downstream of the engine E.

The continuously variable transmission CVT in this case is a hydraulic type,
As shown in FIG. 3, the output shaft 25 is arranged in the left-right direction of the vehicle body so as to be parallel to the crankshaft 1 of the engine E.

Further, the symbol Wf indicates a driven wheel, and Wr indicates a drive wheel to which driving force is transmitted from the engine E, and the vehicle body frame 13
A fuel tank 131 is fixed to the upper front part of the 0, and a seat 132 is fixed to the rear seat rail 130a.

The driven wheel Wf is a front fork 134 attached to a head vibrator 133 at the front of the vehicle body frame 130.
A handle 135 is rotatably supported at the lower end and is attached to a front fork 134 above the head vibe 133 .

On the other hand, as shown in FIG. 4, the drive wheel W" is the swinging end of a swing arm 137 that is attached to the vehicle body frame 130 so as to swing while receiving the reaction force of the cushion unit 136. As shown in FIG. 3, it is connected to an output shaft 25 of a continuously variable transmission CVT by a secondary reduction gear 3 disposed on the left side of the vehicle body.

The center of mass of the rotating system such as the continuously variable transmission CVT and the crankshaft 1 is arranged so as to be located at the center in the width direction of the vehicle body, and the input/output shaft of the continuously variable transmission CVT and the crankshaft 1 The rotation direction of the drive wheel Wr is arranged so as to coincide with the rotation direction of the drive wheel Wr. The reason for this arrangement is that by controlling the rotational speed of these rotating systems by operating the accelerator, the inertial reaction force can be used to control the pitching direction of the vehicle without generating a yawing moment in the left-right direction. The purpose of this is to generate a moment such that the load applied to the front and rear wheels can be changed arbitrarily.

Further, numeral 2 is a chain-type primary reduction gear, 2a is an output brocket of the primary reduction gear 2, 4 is a crankcase,
138 is an air cleaner, 139 is an exhaust pipe, 140 is an accelerator grip, 141 is a clutch lever, and 1
42 is a change pedal for manual operation, and 143 is a brake pedal.

In this case, the change pedal 142 is connected to the change switch Sf and outputs two types of signals depending on the direction of its operation, one of which changes the gear ratio to the TOP side. One is a shift-up signal for changing the gear ratio, and the other is a down-shift signal for changing the gear ratio to the LOW side.

Note that this continuously variable transmission can calculate a target gear ratio and control the actual gear ratio to match the target gear ratio. It is also possible to control the engine speed to match the target engine speed.

Next, the present invention applied to the continuously variable transmission and the like will be explained.

FIG. 5 is a block diagram showing the configuration of an embodiment of the present invention.

In FIG. 5, the microcomputer 201 includes a CPU 201A, a ROM 201B, and a RAM 2.
01C, an input/output interface 201D, and a common bus 201E that connects them.

Ne sensor 204, θth sensor 207, vehicle speed sensor S
e and the auto cruise setting switch 301 are connected to the microcomputer 201. Said Nc
The sensor 204 actually detects a plurality of pawls provided at equal intervals on the crankshaft of the vehicle, and calculates the rotation speed Nc of the internal combustion engine based on the detection time of the pawls.

The auto cruise setting switch 301 is used to set and cancel automatic constant speed driving (hereinafter referred to as auto cruise driving) control for the vehicle.

70.81.85 and 86 are the above-mentioned Japanese Patent Application Laid-open No. 62-2
As shown in FIG. 10 of Publication No. 24770, a trunnion shaft connected to the swash plate of the hydraulic motor M, a fan-shaped sector gear connected to the trunnion shaft, a worm gear screwed to the sector gear, and This is a motor that rotationally drives the worm gear. This motor 86 is also connected to the microcomputer 201.

Further, a throttle valve driving means 302 for driving the throttle valve 303 is also connected to the microcomputer 201.

FIG. 6 is a flowchart showing the operation of one embodiment of the present invention.

First, after initialization is performed in step S1, in step S2, the vehicle speed v1θth is detected by the vehicle speed sensor Se.
The throttle opening θth is read from the sensor 207, and the engine rotation speed Ne is read from the Ne sensor 204.

In step S3, the basic engine rotational speed N efflap is reduced from the vehicle speed ■ and the throttle opening θth. This basic engine speed N efflap
is registered in a map stored in advance in the microcomputer 201 (FIG. 5) using vehicle speed V and throttle opening θtl+ as parameters, and from this map,
The basic engine speed N emap is read. In addition,
If the basic engine rotation speed N etIlap corresponding to the read vehicle speed V and throttle opening θth is not stored, N emap corresponding to , the basic engine speed N cmap is calculated.

In step S4, it is determined whether or not the auto-cruise setting switch 301 is on, that is, whether or not the vehicle is traveling in auto-cruise mode.

If the auto cruise is not in progress, the correction term N cout
o is set to 0. This correction term Ncaut.

will be described later regarding step S8.

If the auto cruise is running, in step S6, the vehicle speed V read in the process of step S2 is determined from the vehicle speed at the time of auto cruise setting (auto cruise setting vehicle speed).
, and the deviation ΔV is calculated.

In step S7, using the ΔV, the correction term N
0alJtO is searched.

FIG. 7 is a graph showing the relationship between ΔV and the correction term N cauto.

A table with the relationship shown in FIG. 7 is stored in the rth microcomputer 201 (FIG. 5), and from this table, the correction term N cout corresponding to ΔV
o is searched. Correction term N eau corresponding to the ΔV
If to is not stored, ΔV close to that ΔV
N eauto corresponding to is read out, and a correction term N eauto is calculated by an interpolation calculation.

Incidentally, instead of preparing a table in which data as shown in FIG. 7 is stored, a function having the characteristics as shown in FIG. 7 is stored, and N cauto is set from this function. Also good.

When the process of step S5 or S7 is completed, the process moves to step S8.

In step S8, as shown in the first equation, the basic engine speed N 0fflap and the correction term N ca
auto is added to the target engine speed N csct
is calculated.

N csct= N cmap+ N cauto
・==−(1) Next, in step S9, it is determined whether the absolute value of the difference obtained by subtracting the target engine speed Ne5ct from the actual engine speed Ne read in step S2 is less than a predetermined value ε. No, that is, the engine speed N e is equal to the target engine speed N.
It is determined whether or not it substantially matches eset. If it is less than the predetermined value ε, in step 510,
That fu1! (In order not to change the gear ratio of the gear transmission,
The output of the motor 86 (FIG. 5) is turned off. After that, the process returns to step S2.

Engine speed No. 1” Standard engine speed N cs
If the difference obtained by subtracting ct is not less than the predetermined value ε, it is determined in step Sll whether the engine speed Ne is smaller than the target engine speed Neset. If the engine speed Ne is smaller than the target engine speed Neset, in step S12, a predetermined signal is output to the motor 86 so that the gear ratio of the continuously variable transmission is on the high side (reduction ratio small), The drive shaft of the motor 86 is rotated in a predetermined direction.

Engine speed N (3 is the target engine speed Nase
If it is larger than t, in step S13, the gear ratio of the continuously variable transmission is set to the low side (large reduction ratio).
A predetermined signal is output to the motor 86 to rotate the drive shaft of the motor 86 in a direction opposite to the predetermined direction.

Through the processing in step S12 or S13, the continuously variable transmission is controlled so that the engine speed Nc approaches the target engine speed fiNcsct.

After the process of step 312 or S13 is completed,
The process returns to step S2.

FIG. 1 is a functional block diagram of an embodiment of the present invention. In FIG. 1, No. 71, which is the same as in FIG. 5, refers to the same or equivalent parts.

In FIG. 1, an auto-cruise setting switch 301 and a vehicle speed sensor Se are connected to auto-cruise control means 304. This auto-cruise control means 304 controls the throttle valve driving means 302 so that when the auto-cruise setting switch 301 is turned on, auto-cruise is performed at the vehicle speed at that time. The throttle valve driving means 302 is a throttle valve 303
to drive.

The ΔV calculation stage 312 is connected to the vehicle speed sensor Se and the auto-cruise control means 304, and calculates ΔV by subtracting the actual vehicle speed V detected by the vehicle speed sensor Se from the vehicle speed when the auto-cruise is set. The calculation of Δ■ by the Δ■ calculation means 312 is performed when the auto cruise setting switch 301 is on.

The N eauto table 313 is a table representing the relationship between ΔV and the correction term 1'J eauto, as shown in FIG. When the ΔV is calculated by the Δ■ calculation means 312, the correction term N aout corresponding to the ΔV is calculated from the N 0a010 table 313.
o is read out and output to the N csct calculation means 314 .

The N eiap7 tube 311 is in step S3 in FIG.
As mentioned above, vehicle speed V and throttle opening θ
p basic engine speed N using tl+ as a parameter
This is the map in which eiap is registered. This N eIIl
From the ap map 311, vehicle speed V and throttle opening θ
The basic engine speed N 0fflap corresponding to th is read out and output to the N eset calculation means 314 .

The N eset calculation means 314 performs the calculation shown in the first equation to calculate the target engine rotation speed N eset.

The feedback control means 315 controls the motor 86 that changes the gear ratio of the continuously variable transmission so that the actual engine speed NC output from the Ne sensor 204 matches the target engine speed Ncsct. This motor 8
6, the worm gear 85 and the sector gear 81
The l-runion shaft 70 rotates via the l-runion shaft 70, and the gear ratio of the continuously variable transmission is controlled.

Now, in the above explanation, the basic engine speed N
In addition to calculating etlap, a correction term N eauto is set during auto cruise driving, and the correction term N ea+
ap and N eauto are added to obtain a target engine speed N eset, and the continuously variable transmission is controlled so that the actual engine speed Ne matches the target engine speed N cset. And so.

However, the present invention is not particularly limited to this, and it is of course possible to perform il control such as calculating a target gear ratio and making the actual gear ratio match the target gear ratio. That is, in addition to calculating the basic gear ratio Rm: 1p, the correction term Raut is calculated during autocruise driving.
o, add Rff1ap and Rauto to obtain the target gear ratio Rset, and then calculate the actual gear ratio R
The continuously variable transmission may be controlled so that Rset matches the target gear ratio Rset.

The control device in this case can be configured more easily than in the above explanation, so the explanation thereof will be omitted. Actual gear ratio R
can be detected by detecting the rotation angle of the trunnion shaft 70 or the motor 86 using a potentiometer or the like.

Further, in the embodiment, as shown in steps S4 to S8 in FIG. 6, Ncauto is searched during auto cruise control, and the Ncauto is added to the basic engine rotational speed Ncmap to determine the target engine rotational speed. Although it has been explained that the number N eset is calculated, for example, a map of the target engine speed N eSet is created by adding the value of N eauto in advance, and during auto cruise control, the target engine speed N eset is calculated from the map.
Of course, it is also possible to search for eset.

Furthermore, as shown in FIG. 1.2.5, the gear ratio control means of the continuously variable transmission applied to the present invention is a motor that rotates a trunnion shaft 70 connected to a swash plate of a hydraulic motor M. 86, but instead of providing the motor, two oil passages for high pressure and low pressure, a spool valve for switching the oil passages, a solenoid valve for sliding control of the spool valve, etc. are provided, and the solenoid valve It goes without saying that the trunnion shaft 70 may be rotated by controlling the spool valve to slide the spool valve and switching between the two high-pressure and low-pressure oil passages.

Furthermore, in the above description, the present invention is constituted by a constant displacement swash plate hydraulic pump and a variable displacement swash plate hydraulic motor; ! (Although this invention is applied to a gear transmission, the present invention is not particularly limited to this, and includes two pulleys whose groove widths are adjusted by hydraulic pressure, and an endless belt wound around the pulleys.) It goes without saying that the present invention may be applied to a continuously variable transmission constructed of the above, or a toroidal continuously variable transmission as described in Japanese Patent Application Laid-Open No. 62-273189.

(Effects of the Invention) As is clear from the above description, according to the present invention, the following effects are achieved.

(1) During automatic constant speed driving, the gear ratio can be increased only when there are large changes in the driving conditions of the vehicle, so it is possible to broadly follow changes in driving conditions and reduce fuel consumption of the vehicle. can be achieved.

(2) Since automatic constant speed running control is performed by both throttle valve opening control and continuously variable transmission gear ratio control, hunting of the vehicle can be prevented as much as possible and a smooth running feeling can be obtained. Can be done.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a functional block diagram of an embodiment of the present invention. FIG. 2 is a block diagram showing a hydraulic circuit of an example of a continuously variable transmission to which the present invention is applied. FIG. 3 is a plan view of a motorcycle equipped with an example of a continuously variable transmission to which the present invention is applied. FIG. 4 is a front view of FIG. 3. FIG. 5 is a block diagram showing the configuration of an embodiment of the present invention. FIG. 6 is a flowchart showing the operation of one embodiment of the present invention. FIG. 7 is a graph showing the relationship between ΔV and the correction term N cauto. 70...Trunion shaft, 86...Motor, 204...
・Ne sensor, 207...θtl+ sensor, 301・
...Auto cruise setting switch, 302... Throttle valve driving means, 303... Throttle valve, 304,
・−・−Auto cruise control means, 311 =・Nem
ap map, 312...ΔV calculation means, 313...
N eauto table, 314 ・N eset calculation means, 315 . . . feedback control means, Se .
Vehicle speed sensor, CVT...continuously variable transmission agent Patent attorney Michito Hiraki and 1 other person.

Claims (1)

[Claims] (1) An automatic constant speed driving means that controls a throttle valve so that the actual vehicle speed matches the set vehicle speed, a continuously variable transmission, and one of the actual engine speed and the actual gear ratio is equal to the target engine speed and the target gear ratio. A vehicle control device for a vehicle, comprising a continuously variable transmission control means for controlling the continuously variable transmission so as to match one of the continuously variable transmissions, comprising: a comparison means for comparing the actual vehicle speed and the set vehicle speed; A vehicle control device comprising: a correction means for correcting one of the target engine speed and the target gear ratio according to an output signal.