DE19644477A1 - Petrol engine drive output control unit with power take=off reduction during transmission gear-change - Google Patents

Abstract

The drive output control uses an electronically-controlled throttle valve for adjusting the throttle opening in response to a supplied input signal and an acceleration sensor (18), providing an output signal corresponding to the depression of the accelerator pedal by the vehicle driver, for controlling the variation of the throttle opening. A setting device (17) is inserted between the acceleration sensor and the control device (15) for adjusting the throttle opening, for altering the relationship between the acceleration signal and the throttle opening during gear changing, including automatic transmission, which has a setting unit built into the control device.

Description

Background of the Invention Field of the invention

This invention relates to an engine output control unit that runs The status of an engine varies with an electronically controlled throttle valve or an electronically controlled injection pump, according to a Never depressing an accelerator pedal by a driver.

Description of the prior art

An engine output control unit is known from the prior art in which place a direct connection of the throttle valve or the injection pump with Wire cables or bars, an accelerator pedal and the throttle valve pen valve or the injection pump are electrically connected.

Petrol engines are equipped with an electronically controlled throttle valve tet, in which the opening is set according to an input signal, and diesel engine ren are connected to an electronically controlled injection pump, one of which Fuel supply amount is set according to an input signal. An acceleration device device is also provided which an output signal according to a Depression amount (accelerator opening) of the acceleration device pedal generated by a driver. An engine control unit controls electronic throttle valve and an electronic injection pump by direk Inputting the output signal from the accelerator sensor.

A torque drop control for a vehicle with an automatic transmission is also known in which a shock that occurs due to a gear shift by  temporarily reducing an engine torque during a gear shift is weakened.

An example of this torque drop control for a vehicle with an automatic gears is disclosed, for example, in Japanese Patent Application Laid-Open No. 3-37473. With this control, a torque drop amount and a Torque drop timing by an automatic transmission control unit bes calculated before a gear shift is initiated, and the results of who output to the engine control unit.

The engine output torque is determined in a control unit of a gasoline engine Delay in engine ignition timing in a ratio corresponding to one required amount of torque drop reduced, whereas in a control unit Diesel engine reduce this torque by lowering an intake air charge is decorated.

In a conventional torque drop control, as in Japanese, open Patent application No. 3-37473 can be seen, the engine output torque ment in a gasoline engine without varying a throttle valve opening TVO and was reduced in a diesel engine without varying a fuel injection amount. In a gasoline engine, the engine ignition timing was deliberately made by its opti paint value shifted, and in a diesel engine was an air boost pressure or the Intake air quantity varies so as to consciously increase the maximum pressure in the cylinders to reduce.

If these operating conditions were modified, the engine combustion was affected and a torque drop amount could no longer be precisely controlled. There were also many cases, depending on the Zu the engine, such as during the warm-up phase or air loading circuit where a torque drop just could not be carried out.

However, if the engine had an electronically controlled throttle valve valve is equipped, the corresponding relationship between the acceleration directional opening and the throttle valve opening temporarily canceled or  interrupted and the throttle valve opening could then be lowered, to achieve a reduction in engine output torque. Again, if the engine is equipped with an electronically controlled injection pump, the corresponding relationship between the accelerator opening and the Fuel injection quantity are temporarily canceled and the fuel injection quantity could then be decreased to reduce engine output torque to reach.

For example, in an engine that uses an electronically controlled throttle valve pen valve is equipped in the control unit of an automatic transmission, the Gan Switchover by identifying combinations of throttle valve opening TVO (or the accelerator pedal depression amount) and one Vehicle speed VSP determined. If a gear shift is determined, the torque drop amount is calculated from the type of gear shift, etc. and this becomes the engine control unit along with the torque drop time sent mood that has been linked with the gear shift process.

In the engine control unit, a reduction amount of the throttle valve opening TVO calculated according to this torque drop amount and the throttle valve opening The TVO of the throttle valve is temporarily displayed by this amount reduced torque drop timing.

In this type of torque drop control, as in the torque drop control tion disclosed in Japanese Patent Application Laid-Open No. 3-37473 Communication lines must be provided to reduce the torque drop and other data from the control unit of the automatic transmission to the Mon to send gate control unit. The control unit of the automatic transmission then leads complex calculations and transfers data while the engine control unit receives this data and calculates the reduction in throttle valve opening TVO, and in a very short time from then on, from where a gear change be is true until the start of the torque drop.

This leads to an increase in the number and complexity of the communication lines between the control unit of the automatic transmission and the  Engine control unit and submit the engine control unit with respect to a calculation box capacity and a high speed of calculation.

SUMMARY OF THE INVENTION

It is therefore an object of the present invention to relate the requirements to a calculation capacity and a calculation speed that the tax unit of the automatic transmission or the engine control unit are imposed on it lighter and to create an engine output control unit, in which the Number of communication lines between the two control units is reduced.

According to a first aspect of this invention, an engine output control unit an electronically controlled throttle valve that ge a throttle opening according to an input signal, an accelerator sensor that a Output signal corresponding to depression of an accelerator tion pedals generated by a driver; and a controller that controls the throttle flap opening varies according to a variation of the output signal, and furthermore has an adjusting device which is located between the acceleration device tion sensor and the control device is arranged, the corresponding relation modified the output signal to the throttle valve opening.

In this engine output control unit, the engine output control for different purposes (torque drop or torque increase operation) un ter using a control line performed the amount of depression the accelerator in the throttle opening of the electronically controlled first throttle valve. The relationship between the depressed accelerator pedal based on the driver and a real one Throttle valve opening is through signal conversion processing in the setting Oil device modified, the input side of the control device in the control line is arranged, which is in constant use.

According to a second aspect of this invention, an engine output control unit an electronically controlled injection pump, which according to a fuel injection quantity adjusts an input signal, an accelerator sensor, a  Output signal corresponding to a depression amount of the acceleration directional pedal generated by the driver, and a controller that controls the fuel Fine injection amount varies according to a variation of the output signal, and has white thereafter, an adjuster located between the accelerator sor and the control device is arranged, the corresponding relationship of the Output signal modified to the fuel injection amount.

A motor output control for a different purpose (torque drop or torque boosting process) is done using a control line performed that the accelerator depression amount in the Dros selflap opening of the electronically controlled throttle valve. This Relationship between accelerator depression amount dals by the driver and a fuel injection amount is indicated by a signal conversion processing modified in the setting device.

According to the engine control device of this invention, the relationship between the Accelerator depression amount and engine power - output level simply by changing the corresponding relationship of the output signals from the accelerator sensor to the throttle opening or the fuel injection quantity set in the input-side setting device without the need to change any settings or Be invoices in the output control device or other control device conditions. The signal lines and processing in the control device for reflecting the amount of depression of the accelerator in the Engine output or engine power are used without modification and the Ab Operating state of the drive system of the vehicle can be used for various purposes without additional signal lines or processing that is required changed will.

The setting device mentioned above can correspond to the one specified above appropriate relationship according to the torque drop amount required for a gear shift required by the automatic transmission, change, thereby reducing pace the engine output in the gear shift process.  

Accordingly, the engine output is changed by changing the corresponding relationship Throttle valve opening or the fuel injection quantity to the output signal of the Accelerator sensor reduced after a gear shift the automatic transmission is started, and the previous corresponding relationship is set again when the gear shifting process is completed, so that the Motor output is reached again. A torque drop control during a gan Switchover is carried out using the basic control parameters for the engine output throttle opening or fuel injection amount by temporarily changing the corresponding relationship between the depression of the acceleration directional pedal by the driver and the throttle valve opening or the fuel injection quantity made. In this way, impacts on the vehicle, accompanying a gear shift through the automatic transmission is reduced.

Furthermore, there is less effect on engine combustion than in the case present where the ignition timing or air charge amount is changed, and ge A large drop in torque can occur without risk of collapse or Malfunction and with good response behavior.

Control signals directly the throttle valve opening or the fuel injection quantity that are corrected according to the torque drop amount become the Control device entered via a communication line, which ver is used to adjust the throttle valve opening or the fuel injection amount, according to the accelerator pedal depression amount by the driver. These control signals are used in the control device to the electronically controlled throttle valve or the electronically controlled on injection pump without performing any special torque drop processing Taxes.

It is also desirable that an automatic transmission control unit that the Gear shifts of the automatic transmission controls between the accelerations device device and the control device is placed, and that the setting device is installed in this control unit of the automatic transmission.  

The control unit of the automatic transmission increases or decreases the engine output according to the operating state of the automatic transmission, but repeats the Adjustment unit only a predetermined effect or a process regardless of Operating condition of the automatic transmission so as to open the throttle valve or adjust the amount of fuel entering. As a result, an engine output variation on, a modified timing and a modified speed of the Control unit of the automatic transmission to the control device via the signal line transmission that controls the engine output.

Because the adjustment device built into the control unit of the automatic transmission is a system for adjusting the engine output level by connecting the sem with a determination of a gear change by the automatic transmission or with an oil pressure control in a transient state of the gear changeover easy to set up.

Furthermore, a special, corresponding relationship can be established by the setting device from a variety of types of relationship between those given above Output signals and the throttle valve openings according to the type of vehicle to be chosen.

The setting device is thereby used for the special drive charac- ters Set risks according to the type of vehicle.

The relationship between the amount of depression of the accelerator tion pedals and the output characteristics can be dependent on a vehicle weight, a vehicle load weight and the type of vehicle (a ge ordinary limousine or a sports car) can be set. Various Output characteristics may consequently un and from the drive system of the vehicle ter using combinations of the same engine and gears or gearbox gears are pulled out or extracted.

In other words, the output characteristics of the drive system can be according to the vehicle type by changing the relationship between the output signal of the accelerator sensor and the opening signal of the  Accelerator sensor using the adjuster on be made, without the need for complex modifications of settings to carry out the computational processing in the setting device.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is preferred in more detail with reference to a particular one th embodiment thereof and the accompanying drawings are described, in which:

Fig. 1 shows a diagram describing a drive system of a vehicle according to a first embodiment;

Fig. 2 shows a timing diagram of a torque drop control;

Fig. 3 is a flowchart showing a torque reduction control;

Fig. 4 shows a diagram which describes a torque reduction control;

Fig. 5 shows a graph of engine output characteristics;

Fig. 6 is a diagram describing a drive system of a vehicle according to a second embodiment;

FIG. 7A is a diagram illustrating Grundbeschleunigungseinrichtungssensor- Ausgangscharakterisika;

FIG. 7B shows a diagram representing the engine output characteristics;

Fig. 7C is a diagram illustrating Öldruckeinstellcharakteristika when a gear and a top gear ratio is changed by an automatic transmission;

Fig. 7D is a diagram illustrating a circuit diagram which occur for combinations of an accelerator opening and a vehicle speed;

Fig. 8A is a diagram illustrating other accelerator sensor output characteristics;

FIG. 8B is a diagram illustrating engine output characteristics;

FIG. 8C shows a diagram illustrating Öldruckeinstellcharakteristika when changing a gear by an automatic transmission;

Fig. 8D is a diagram illustrating a circuit diagram which occur for combinations of an accelerator opening and a vehicle speed;

Fig. 9 is a diagram describing a drive system of a vehicle according to a third embodiment;

Fig. 10 is a diagram describing a drive system of a vehicle according to an Ver same example;

FIG. 11A is a diagram illustrating a relation between a Beschleunigungsein directional sensor output and a fuel injection amount;

FIG. 11B is a diagram illustrating a relation between a Beschleunigungsein directional sensor output and an oil pressure of the automatic transmission; and

FIG. 11C shows a diagram showing a relation between a ness Fahrzeuggeschwindig and an accelerator sensor output represents.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The torque reduction control of the first embodiment will now me under Bezugnah to Fig. 1 Fig. 5 will be described.

In Fig. 1, an automatic transmission 12 is connected to a motor 11 , and a driving force to the rear wheels, not shown, of a vehicle is transmitted through a propeller shaft 13 connected to the output side of the automatic transmission 12 should. A throttle opening TVO of an electronically controlled throttle valve (ETV) 14 attached to the engine 11 is mechanically adjusted according to a throttle opening signal input from an engine control unit (ECU) 15 so as to control the output states of the engine 11 .

The engine control unit 15 inputs a control signal to the electronically controlled throttle valve 14 according to an accelerator opening signal input from an adjusting unit 17 of an automatic transmission control unit (ATCU) 16 . The engine control unit 15 varies the throttle opening TVO and varies a fuel supply amount related to the outputs of various sensors installed in the engine 11 , and the operating state of the engine 11 is thereby kept at an optimum.

An accelerator sensor 18 is mechanically connected to an accelerator pedal 19 via a cable 19 W. The sensor generates an analog voltage output signal in direct proportion to a depression amount of the accelerator pedal 19 (accelerator opening) by a driver, and this signal is input to the control unit 16 .

The control unit 16 shifts the gear of the automatic transmission 12 with a predetermined timing so as to vary an I / O gear ratio. The control unit 16 detects combinations of the output signal from the accelerator sensor 18 (corresponding to respective changes from Depressor amounts of the accelerator pedal 19 ) and a vehicle speed VSP and determine whether or not it is time to change gears. When it is determined that it is time to change gear, an electromagnetic valve installed in the automatic transmission 12 and which controls the gear change ratio is immediately operated so as to perform the gear change.

In order to vary the engine output in accordance with the depression amount of the acceleration pedal 19 , the control unit 16 of the automatic transmission is arranged on the input side of the engine control unit 15 . During normal operation, when there is no gear shift, an output signal from the accelerator sensor 18 passes through the adjusting unit 17 without modification and is input to the engine control unit 15 as an accelerator opening signal.

However, when a gear shift is determined by the control unit 16 and the conditions for supplying torque drop control are satisfied, the corresponding relationship between the accelerator sensor output signal and the accelerator opening signal is changed, and the torque drop of the engine 11 is performed during the gear shift operation as in FIG Fig. 2 is shown.

It is believed that, as shown by the graph of the accelerator opening line of FIG. 2, the driver increases the accelerator depression in the first gear position to accelerate the vehicle. At a time t1, the depression amount reaches a maximum, the engine rotation speed NE increases as shown by the line of the engine rotation speed graph, and a change from the first gear to the second gear is determined at a time t2 if the vehicle speed VSP increases. After a gear change is determined, the engine rotation speed NE drops because the I / O ratio of the automatic transmission 12 changes, and the engine rotation speed NE starts to increase again from a time t5 when the gear change operation is completed.

During the gear shift from time t2 to time t5 when the accelerator cleaning device pedal is depressed, as indicated by the line of graphi representation of the accelerator opening, the suffers Vehicle body a strong gear shift shock or jerk, as by the under Broken line of the graphical representation of the gear output torque represents is.

To avoid this, from a time t3 after the gear shift starts to a time t4 before the gear shift is completed, the corresponding relationship between the accelerator opening and the throttle valve opening TVO is temporarily changed so as to automatically change the throttle valve opening Decrease TVO, as shown by the line of the graphical representation of the throttle opening. In this way, by a torque drop control, the part where the output torque of the automatic transmission 12 increases; suppressed, as shown by the solid line, so that the Gangum switching shock is no longer serious.

The torque drop control of the control unit 16 is carried out according to the flow chart of FIG. 3.

In a step 101, it is determined whether or not there is a determination to change a gear based on the vehicle speed VSP and the output signal from the accelerator sensor 18 in the main control program. If it is determined to change gear, the program proceeds to step 102, alternatively, if it is determined not to change gear, the flowchart ends.

In step 102, it is determined whether or not the present gear shift operation corresponds to a torque drop range. When it is determined in terms of the type of gear shift, the vehicle speed VSP and the throttle opening TVO that a gear shift shock would not be a problem, or if it is determined that the torque drop would not have a strong effect, it is determined that the conditions are not in that Torque drop range is present, the program proceeds to step 109, and ordinary oil pressure control without torque drop is applied to the speed change operation of the automatic transmission 12 . If the conditions in the torque drop range exist, the program proceeds to a next step 103.

In step 103, it is determined whether or not a torque drop permission has been issued by the engine control unit 15 . If a torque drop would be partial due to an abnormal water temperature rise or an exhaust gas temperature rise, or if the usual mitigation of a gear shift shock due to a torque drop would not occur, the engine control unit 15 does not issue a torque drop permission. If a torque drop permission is issued, the program proceeds to step 104, and if it is not issued, ordinary oil pressure control is applied in step 109.

In step 104, the torque drop start time t3 and the end time t4 are calculated in the gear shifting method based on the engine rotation speed NE and the gear ratio of the automatic transmission 12 . The times t3, t4 are determined by association with an oil pressure control in the transien th stage of the gear shift process, so that the gear shift is most effectively weakened, and so that the "waves" of the output torque are minimized (a shift quality optimized), as shown in Fig. 2.

In step 105, a torque drop amount Q1 and torque drop up change rates (slopes) H1, H2 are calculated as shown in Fig. 4, so that the shift quality is optimized.

In step 106, a change amount of the throttle valve opening TVO is calculated based on the torque drop amount Q1. For example, if a required torque drop of 50% is applied with the throttle valve opening TVO shown in FIG. 4 fully opened, a point P1 corresponding to an engine rotation speed NE1 and a throttle valve opening 4/4 at that time is based on that graphical representation of the engine output characteristics as shown in FIG. 5 is calculated. A throttle valve opening TVO (= 1/2) at a point P2, which corresponds to an engine speed NE1 and an engine torque of 50% assuming the engine torque at the point P1 as 100%, is then obtained.

In step 107, the accelerator opening signal output to the engine control unit 15 is decreased under the timing and rate of change calculated in steps 104, 105 until it reaches the throttle valve opening TVO obtained in step 106.

In step 108, a command to the main control program is issued to cause the torque drop oil control to be applied under the on decrease in torque in the transient state of the gear shift process rens. Under a torque drop control, the gear shift process in one short time ended.

In step 109, an ordinary, normal oil pressure control in which the transi ent state of the gear shift operation is longer is performed. The gear shift in the automatic transmission 12 is smoothly ended so that the gear shift shock is not excessive, just without a torque drop control. Under ordinary oil pressure control, the gear shifting processes take longer to complete than in the case of torque drop oil pressure control.

According to the torque drop control of the first embodiment, the torque drop of the engine 11 is performed by lowering the throttle valve opening TVO compared to the case where the ignition timing or the fuel supply amount is changed without seriously affecting the engine operating conditions, and the torque drop can be done without Risk of collapse, especially in transient conditions during warming up.

A decrease in throttle opening TVO during a torque drop is achieved simply by temporarily changing the corresponding relationship between the accelerator opening detected by the accelerator sensor 18 and the throttle opening TVO of the electronically controlled throttle valve 14 , and a control system in which the throttle opening TVO is increased and decreased under ordinary operating conditions without modification can be used to perform a torque drop. A mechanical system for adjusting the throttle valve opening TVO and its control system are therefore made unnecessary.

Furthermore, a torque drop is performed using only one signal line that transmits the depression amount of the accelerator pedal 19 to the throttle valve 14 under ordinary operating conditions, with no need for special torque drop signal lines here. Three types of signals, that is, the torque drop amount Q1, the torque drop timing t3, t4, and the change rates H1, H2 are transmitted through one signal line, and there is no need to provide separate signal lines.

Fig. 10 is a diagram showing an engine output control system according to an Ver equal example. In the diagram, parts that have a common structure to those of FIG. 1 are given common symbols and the description thereof is omitted. In this comparative example, the output signal from the accelerator sensor 18 to a motor control unit 55 and the control is unit 56 input to the automatic transmission in parallel and a Drehmomentab case, control of the motor 11 during a gear changing will lead 56 Runaway by changing various data between the control unit 55 and the control unit. If the control unit 56 determines from the vehicle speed VSP and the accelerator opening that it is time to make a gear change, a torque drop permission is issued from the control unit 55 , the control unit 56 determines to perform a torque drop for the current gear change operation, and calculates the torque drop amount Q1, the torque drop timings t3, t4 and the change rates H1, H2. This data is sent to the control unit 55 .

In the control unit 55 , a reduction width of the throttle valve opening TVO is calculated from the received torque drop amount Q1, the electronically controlled throttle valve 14 is controlled by the received torque drop timings t3, t4 and the change rates H1, H2, and a torque drop of the engine 11 is performed.

However, according to the torque drop control of the first embodiment, compared to this conventional example, the computational effort in both the engine control unit 15 and the control unit 16 of the automatic transmission is less.

In the automatic transmission control unit 16 , there is no need to convert the torque drop amount Q1, the torque drop timings t3, t4 and the change rates H1, H2 into communication data to send to the engine control unit 15 .

In the engine control unit 15 , the electronically controlled throttle valve 14 can be operated by the setting unit 17 using the accelerator opening signal input without modification, and there is no need to convert the torque drop amount Q1 to a decrease amount of the throttle valve opening TVO, nor the torque drop timings t3 , t4 and the rates of change H1, H2 to combine in a control signal for the electronically controlled throttle valve 14 .

The number of transmission lines connecting the engine control unit 15 and the control unit 16 of the automatic transmission is thereby reduced. Also, as far as the control unit 16 of the automatic transmission is concerned, a torque drop is made only by adding a small program step corresponding to the setting unit 17 , and as far as the engine control unit 15 is concerned, a torque drop is made without any load.

It should be noted that although the first embodiment has been described in the case of a fuel system engine drive system in which the output of the engine 11 is increased or decreased by controlling the electronically controlled throttle valve 14 by the throttle valve opening TVO to vary, the structure of the first embodiment in a drive system with a diesel engine by replacing the electronically controlled throttle valve 14 , as shown in Fig. 1, can be applied by an electronically controlled injection pump, a fuel injection amount instead of the throttle valve opening TVO is controlled.

In such a case, an engine output control system that controls fuel injection amount relative to the accelerator pedal depression amount normal operating conditions increased or decreased, used without modification with a corresponding relationship between the amount of depression of the accelerator pedal and the fuel injection amount temporarily is changed when there is a gear change, so a torque waste.

Next, a second embodiment which is applied to a diesel engine. 8E will be described with reference to Fig. 6 Fig.

Here, output characteristics for each type of vehicle are modified ren the corresponding relationship between the amount of depression of the Be accelerator pedal and a diesel engine injection amount.  

An accelerator sensor 28 generates an analog voltage output signal corresponding to a depression amount of an accelerator pedal 29 , which amount is mechanically input via a cable 29 W, as shown in Fig. 6. A setting unit 27 forms an analog voltage accelerator opening signal based on the output signal from the accelerator sensor 28, and this signal is output to an engine control unit 25 and a control unit 26 of the automatic transmission.

The setting unit 27 changes the corresponding relationship between the accelerator opening (depression amount of the accelerator pedal 29 ) and an accelerator opening signal as described below by changing the corresponding relationship between the output signal from the accelerator sensor 28 and the accelerator opening signal.

The automatic transmission control unit 26 determines a gear shift using a shift schedule based on combinations of the accelerator opening signal corresponding to the fuel injection amount and the vehicle speed. Gear shift timing is determined by referring to combinations of vehicle speeds found from the output of a vehicle speed sensor installed in the automatic transmission 12 and accelerator opening signals in the circuit diagram, and when it is determined that it is time for a gear shift , An automatic transmission 22 is immediately brought to perform the corresponding gear shifting operation.

The engine control unit 25 sets the operating state of the diesel engine 21 to a op timalen condition in consideration of various sensor outputs, the gate in the Mo 21 are installed, where the fuel injection amount pump corresponding to the Be schleunigungseinrichtungs opening signal in an electronically controlled injection (EIP) 24 is set, and the various output states of the motor 21 are thereby set.

Here, when the corresponding relationship of the output signal from the accelerator sensor 28 and the accelerator opening signal in the setting unit 27 are set to be linear as shown in FIG. 7A, the output characteristics of the diesel engine 21 are all 1 / 4 of the accelerator opening (accelerator depression amount) as shown in FIG. 7B, the oil pressure setting when there is a gear shift in the automatic transmission 22 is as shown in FIG. 7C and the occurring The circuit diagram of the automatic transmission 22 is as shown in Fig. 7D.

However, when the corresponding relationship between the output signal of the accelerator sensor 28 and the accelerator opening signal in the setting unit 27 is set in a curved shape as shown in FIG. 8A, the fuel injection amount rapidly increases for a low accelerator opening (Accelerator pedal depression amount), then the output characteristics of the diesel engine 21 are every 1/4 of the accelerator openings as shown in FIG. 8B.

When there is a gear shift in the automatic transmission 22 , the oil pressure setting is determined to reflect the output level of the diesel engine 21 so that the oil pressure increases faster for a small accelerator opening than in the case of FIG. 7C.

Even if the shift schedule used for the gear shift determination by the automatic transmission control unit 26 is the same if the fuel injection amount increases and the vehicle speed VSP increases for a small accelerator opening, the shift schedule that occurs has (as a feeling in Regarding driving of the vehicle), from the relationship of the accelerator opening and the vehicle speed VSP, the curved shape as shown in FIG. 8D.

The oil pressure setting for a gear shift adjusts the engaging force between intermeshing elements in the automatic transmission 12 and is actually determined according to the accelerator opening signal relative to the fuel injection amount.

The output characteristic, which is a specific feature of the second embodiment is the acceleration response of the vehicle relative to the feeling Accelerator pedal depression.

The settings shown in FIGS. 8B-8D can be made in the diesel engine 21 and the automatic transmission 22 just in a structure where the output signal from the accelerator sensor 28 to the engine control unit 25 and the control unit 26 of the automatic transmission is entered, namely without the setting unit 27 for a modification. FIG. 11A-FIG. 11C illustrate reference diagrams showing the settings of the automatic transmission are required in the motor control unit 25 and the control unit 26 when the setting unit 27 is not provided.

In such a case, however, in the engine control unit 25 , the relationship between the output signal from the accelerator sensor 28 and the fuel injection amount must be reset as shown in FIG. 11A.

Also, in the automatic transmission control unit 26, the oil pressure setting for gear shifting can be changed as shown in Fig. 11B, and the circuit diagram must be modified as shown in Fig. 11C.

Therefore, according to the setting of the output characteristic in the second embodiment, the corresponding relationship between the accelerator opening and the accelerator opening signal is changed by only providing the adjusting unit 27 , which is a DC voltage conversion circuit. Accordingly, the two types of output characteristics as shown in FIGS. 7A and -7D FIGS. 8A-FIG. 8D without modifying settings in the control unit 25 and the control unit will earn 26.

The output characteristics of FIG. 8A-FIG. 8D are such that the fuel injection amount fast for a small depression of the accelerator pedal increases, and when this is applied to a large, heavy vehicle, they result in an acceleration property with a good, strong response.

According to the second embodiment, the setting unit 27 , which changes the corresponding relationship of the I / O analog voltage, was provided so as to change the corresponding relationship between the accelerator opening and the accelerator opening signal. Considering that the accelerator sensor has the accelerator sensor 28 together with the adjustment unit 27 , two types of accelerator sensors can be used interchangeably for different modes of operation.

In this case, one type of an accelerometer is given the corresponding relationship between an accelerator opening and an output voltage (accelerator opening signal) as shown in FIG. 7A, while the other type of accelerator sensor is given the corresponding relationship between the accelerator opening and the Output voltage is given, as shown in Fig. 8A.

The setting unit 27 can also be installed in the engine control unit 25 or the control unit 26 of the automatic transmission. A simple program corresponding to processing by the setting unit 27 can be executed using the current intervals in the main control processing.

For example, the signal line for varying the output state of the diesel engine 21 corresponding to the amount of depression of the accelerator pedal 29 to the engine control unit 25 via the control unit 26 from the accelerator sensor 28 as shown in FIG. 1 and the setting unit 27 may is installed in the control unit 26 .

Alternatively, a similar type of signal line to the control unit 26 of the automatic transmission can be guided via the engine control unit 25 by the acceleration device 28 and the adjustment unit 27 can be installed in the control unit 25 .

According to the second embodiment, the output characteristics of the diesel engine 21 when the injection pump 24 is controlled have been described, however, when the injection pump 24 is replaced with an electronically controlled throttle valve, the output characteristics of a gasoline engine can be set as described by the structure of FIG . 6 is required.

Fig. 9 is a diagram showing the control system engine output describes a according to a third embodiment. According to the third embodiment, the drive characteristics of a gasoline engine equipped with an electronically controlled throttle valve are adjusted. In Fig. 9, parts corresponding to the structure shown in Fig. 1 are given the same symbols as in Fig. 1, and the detailed description thereof is omitted.

The accelerator sensor 18 shown in FIG. 9 generates an analog voltage throttle opening signal corresponding to a linear ratio to a depression amount of the accelerator pedal 19 , and this signal is input to an adjusting unit 37 of an engine control unit 35 .

The electronically controlled throttle valve 34 sets the throttle valve opening TVO according to the throttle valve input signal from the setting unit 37 and controls the initial state of the engine 11 . The setting unit 37 can set the relationship between the depression amount of the accelerator pedal 19 and the driven state of the engine 11 (accelerator response) by changing the corresponding relationship between the accelerator opening signal and the throttle valve opening signal.

An encoder (throttle valve sensor) that measures the throttle valve opening TVO is built into the electronically controlled throttle valve 34 . The measured throttle valve opening TVO is fed back to the engine control unit 35 and is also input to the control unit 36 of the automatic transmission.

The automatic transmission control unit 36 identifies combinations of the measured throttle opening TVO and the vehicle speed VSP and determines a gear shift timing.

According to the third embodiment, the corresponding relationship between the accelerator opening signal and the throttle valve opening signal is changed in the setting unit 27 , thereby performing adjustment in control of the output characteristics of the engine 11 as in the second embodiment.

According to the second and third embodiments, the corresponding relationship between the engine output state and the gear shift timing of the auto matic transmission and the gear change determination is made with the same Combination of fuel injection amount (or throttle opening TVO) and the vehicle speed VSP performed even when the depression ken of the accelerator pedal varies. On the other hand, according to the he Most embodiment, the corresponding relationship between the engine control and the control of the automatic transmission temporarily in the gear shift process varies, so output characteristics of the drive system, which are normal to Cha characteristics are different.

Therefore, using the construction of the first embodiment shown in Fig. 1, two sets of output characteristics can be obtained from the same drive system when two types of a corresponding relationship between the engine and automatic transmission controls are set during normal operating conditions that are not limited to gear shifting.

For example, as in the case of the first embodiment, in the automatic transmission control unit 16 as shown in FIG. 1, the gear shift timing is determined using the output signal from the accelerator sensor 18 without modification, while in the engine control unit 15 the electronically controlled throttle valve 14 is controlled by the setting unit 17 using the accelerator opening signal input.

In the setting unit 17 , by providing two sets of a corresponding relationship between the output signal from the accelerator sensor 18 and the accelerator opening signal that is output, it is possible to make the same gear shift determination under different engine output conditions.

Using a corresponding relationship where the accelerator opening signal rises sharply when the output signal from the accelerator sensor 18 is low, as shown in FIG. 8A, a power mode is established in which powerful acceleration at the gear shift point for the same combination a vehicle speed VSP and an accelerator opening signal is possible, although the throttle valve opening TVO increases and the fuel consumption increases.

This type of power mode setting can be made simply by changing the corresponding relationship between the I / O output analog voltages in the setting unit 17 and does not require any modification of the circuit diagram which is used to determine a gear change in the automatic transmission control unit 16 is used. Furthermore, as in the case of the first embodiment, the calculation or data cost in the control unit 16 of the automatic transmission or the engine control unit is not increased.

On the other hand, the setting of the conventional performance mode was changed tion of the circuit diagram used for the gear change determination for the power mode. This requires a lot of effort in terms of on a definition, attitude and assessment.

The setting unit 17 , which modifies the corresponding relationship between the output signal of the accelerator sensor 18 and the accelerator opening signal, can also be installed in a control device which is different from the control unit 16 of the automatic transmission. For example, it can be installed in a vehicle speed control or cruise control control unit that enables driving at constant speed on expressways, or in a traction control unit that keeps the contact between the wheels and the road surface constant.

In the case of a cruise control controller, the corresponding relationship between the signal output from the accelerator sensor 18 and the accelerator opening signal input to the engine control unit 15 can be changed according to the differences in the vehicle speed from a target speed, to thereby keep the vehicle speed constant, and From the drive characteristics of the drive system, which includes the engine and the automatic transmission, can be varied in accordance with the manner in which differences in vehicle speed from the target speed occur.

In the case of a traction control unit, the output characteristics of the An drive system, which includes the engine and the automatic transmission, if the vehicle may tend to slip so as to have a firm grip to maintain fengrip.

In any case, by varying the corresponding relationship between the output signal from the accelerator sensor 18 and the accelerator opening signal, the engine output characteristics can be adjusted on a real-time basis so as to control various types of control without increasing the number of signal lines to the engine control unit 15 or increasing the to adjust computationally in the engine control unit 15 .

Claims (5)

1. Engine output control unit, which comprises:
an electronically controlled throttle valve for adjusting a throttle valve opening according to an input signal;
an accelerator sensor for generating an output signal corresponding to a depression amount of an accelerator pedal by a driver; and
a control device for varying the throttle valve opening in accordance with a variation of the output signal, which further comprises:
an adjuster disposed between the accelerator sensor and the controller for changing a reference relationship of the output signal to the throttle valve opening. 2. Engine output control unit, which has:
an electronically controlled injector for setting a fuel injection amount according to an input signal;
an accelerator sensor for generating an output signal corresponding to a depression amount of an accelerator pedal by a driver; and
a control device for varying the fuel injection amount in accordance with a variation of the output signal, which further comprises:
an adjuster disposed between the accelerator sensor and the controller for changing a reference relationship of the output signal to the fuel injection amount. 3. Engine output control unit according to claim 1 or 2, wherein the adjusting device temporarily a motor output in one gear change step by changing the corresponding relationship according to a required torque drop amount lowered due to a gear shift of an automatic transmission. 4. The engine output control unit according to claim 3, wherein the automatic transmission is equipped with a control unit for the automatic transmission, which the Gan controls the automatic transmission controls, the adjusting device device is installed in the control unit of the automatic transmission. 5. Engine output control unit according to claim 1 or 2, wherein one of the plurality ent speaking relationships between the output signal and the throttle valve is set according to a vehicle type.