JP2007022255A - Vehicle controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle controller wherein a driving system control ECU and an engine control ECU are in different bodies, the vehicle controller being capable of optimum fuel injection and ignition corresponding to gear change modes. <P>SOLUTION: A system having a gear change control ECU 17 and an engine control ECU 42 individually selects gear change characteristics by switching gear change maps 45 of the gear change control ECU 17 according to travel modes. A gear change map 45 outputs a target engine rotational frequency for controlling the gear ratio of a gearless drive mechanism 1. A motor driver 46 changes the gear ratio by driving a motor 7 according to the target engine rotational frequency and an actual rotational frequency. In response to the switching of the gear change map, one map each is selected out of both a plurality of ignition period maps 48 and a plurality of fuel injection time maps 49 in the engine control ECU 42 according to the travel modes. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly, to a vehicle control device that operates an engine control ECU that performs fuel injection control and ignition control and a drive system control ECU that performs transmission control in a coordinated manner.

  2. Description of the Related Art A cooperative control device that controls an engine and a transmission in cooperation with each other, and is a device that suppresses vehicle shock caused by the operation of a variable mechanism of an engine and the operation of a transmission, such as an intake air switching valve and a torque converter. (See JP 2001-39183 A). The variable mechanism is controlled in a shifting state based on the type of shifting, such as the initial stage of shifting, the middle period of shifting, and the latter period of shifting.

Japanese Patent Laid-Open No. 2003-239774 discloses that driving force and drivability of a vehicle can be ensured by controlling operating characteristics of an intake valve and an exhaust valve when shift control is not normally performed. A possible engine control device is disclosed.
JP 2001-39183 A JP 2003-239774 A

  The control devices described in Patent Documents 1 and 2 have a certain relationship between the shift control and the engine control, but do not perform fuel injection control or ignition control in relation to the shift mode of the transmission. For example, a motorcycle that can travel by selecting one from a manual shift mode and a plurality of automatic shift modes is conceivable. An engine control device mounted on such a vehicle is desired to be able to operate in association with the shift control device for each shift mode from the viewpoint of improving the fuel consumption and quietness for each shift mode.

  An object of the present invention is to provide a vehicle control device that can perform optimal fuel injection and ignition in accordance with a shift mode in a vehicle control device in which a drive system control ECU and an engine control ECU are separate. .

  The present invention for reducing the above-described problem includes a vehicle control apparatus having an engine control ECU that controls an engine, and a drive system control ECU that controls a continuously variable transmission that shifts the rotation of the engine and transmits it to drive wheels. In the control map provided in the engine control ECU corresponding to each of a plurality of travel modes, the map corresponding to the travel mode information set in the drive system control ECU is selected, and the selected control is selected. The first feature is that the engine control ECU is controlled according to the control information retrieved from the map.

  Further, the present invention provides a vehicle control apparatus having an engine control ECU that controls an engine, and a drive system control ECU that controls a continuously variable transmission that shifts the rotation of the engine and transmits it to drive wheels. The ECU and the drive system control ECU each have a plurality of control parameter output means adapted to a plurality of vehicle travel modes, and a plurality of control parameter outputs provided in the engine control ECU according to the selected vehicle travel mode There is a second feature in that there is provided means for selecting a control parameter output means from both the means and a plurality of control parameter output means provided in the drive system control ECU.

  Further, the present invention provides a vehicle control device comprising: an engine control ECU that controls an engine; and a drive system control ECU that controls a continuously variable transmission that shifts the rotation of the engine and transmits it to drive wheels. A target engine speed output means that includes an actuator for adjusting a transmission gear ratio of the transmission and a mode switch for selecting a travel mode of the vehicle, and wherein the drive system ECU outputs a target engine speed according to the travel mode. And a driver for supplying a drive instruction to the actuator so that the actual engine speed is converged to the target engine speed, while the engine control ECU outputs an ignition timing corresponding to the travel mode of the vehicle. Ignition timing output means, a plurality of injection time output means for outputting a fuel injection time according to the travel mode of the vehicle, and the ignition timing Accordingly an ignition driver for supplying a driving signal to the ignition plug, there is a third feature of the drive signals to the fuel injection valve that has a injector driver for supplying in accordance with the fuel injection time.

  According to the present invention having the first feature described above, when a travel mode is set in the engine drive control ECU, a map corresponding to the travel mode is selected from among the control maps provided in the engine control ECU. Used for control of the engine control ECU.

  Further, according to the second and third features, the one corresponding to the travel mode is selected from a plurality of control parameter output means respectively provided in the engine control ECU and the drive system control ECU. As a result, the engine control ECU and the drive system control ECU are controlled in a coordinated manner based on the travel mode. Therefore, engine control including appropriate fuel injection and ignition timing according to the speed change mode of the continuously variable transmission is performed, and performance according to the driving mode such as fuel consumption, quietness, and drivability can be obtained.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 2 is a system configuration diagram of a continuously variable transmission control device according to an embodiment of the present invention. The continuously variable transmission 1 is coupled to, for example, a crankshaft, that is, an output shaft 2 of an engine (not shown) that is a drive source of a scooter. The drive pulley 3 includes a fixed pulley piece 31 and a movable pulley piece 32 provided so as to be slidable in the axial direction with respect to the output shaft 2. A slider 5 is supported on the outer periphery of the hub of the movable pulley piece 32 via a bearing 4. A gear 51 is formed on the outer periphery of the slider 5, and the gear 51 meshes with the final gear 64 of the speed reducer 6 including four gears 61, 62, 63, 64, and the first gear of the speed reducer 6. 61 meshes with the output gear 71 of the motor 7. The female screw formed on the inner periphery of the slider 5 is screwed with the male screw formed on the outer periphery of the cylindrical body 9 fixed to the case 8.

  When the slider 5 is rotated by the rotation of the motor 7, the female screw of the slider 5 is rotated around the male screw of the cylindrical body 9, and the slider 5 is moved in the axial direction of the output shaft 2 by the feeding action in the axial direction of the screw. Moved. As the slider 5 moves, the distance between the fixed pulley piece 31 and the movable pulley piece 32 of the drive pulley 3 changes.

  The passive pulley 10 of the continuously variable transmission 1 is supported on the passive shaft 11. The passive pulley 10 includes a movable pulley piece 101 and a fixed pulley piece 102, both of which are rotatable with respect to the passive shaft 11. Further, the movable pulley piece 101 is slidable in the axial direction with respect to the passive shaft 11 and is biased toward the fixed pulley piece 102 by a coil spring 103. The passive shaft 11 is provided with a centrifugal clutch 12, and the movable pulley piece 101 is coupled to the passive shaft 11 through the clutch 12. The passive shaft 11 is coupled to the drive shaft of the scooter via a reduction gear including a gear 13. A V belt 14 is hung on the driving pulley 3 and the passive pulley 10.

  A position sensor 15 for detecting the reset position of the movable pulley piece 32 of the drive pulley 3 is provided close to the outer periphery of the movable pulley piece 32. In addition, a passive pulley rotation speed sensor 16 that detects the rotation speed of the passive pulley 11 is disposed to face a magnetic body (not shown) that rotates together with the passive pulley 10.

  As a control device for the continuously variable transmission 1, a transmission control ECU 17 is provided as a drive system control ECU that drives the motor 7. The transmission control ECU 17 includes a microcomputer and receives supply of power from the battery 18.

  The scooter is provided with a mode switch 19 for selecting a travel mode. The speed change characteristic is selected from a manual mode and a plurality of auto modes according to the travel mode. The change switch 20 outputs a change signal CH for switching the gear position up or down. The change switch 20 used for switching between the manual mode and the auto mode is enabled in the manual mode, and the gear position is selected according to the change signal CH. In the manual mode, the motor 7 is driven so as to set a predetermined pulley ratio for each gear position. The pulley ratio is the rotational speed N1 (N1 / N0) of the passive pulley 10 with respect to the rotational speed N0 of the drive pulley 3. The throttle sensor 21 detects a throttle valve opening of an engine (not shown) and outputs opening information TH. The engine speed sensor 22 detects a reluctator provided on a rotor of a generator (ACG) (not shown) connected to the output shaft of the engine and outputs the ACG speed, that is, the engine speed Ne.

  The travel mode will be described. A plurality of travel modes are set, and different shift characteristics correspond to each travel mode. In the present embodiment, a sports mode and a low fuel consumption mode are set as a manual mode and two auto modes.

  In the manual mode, a plurality of gear ratios are set. One of the plurality of gear ratios is instructed by the change switch 18, and the gear ratio is set to be fixed so that the vehicle can travel.

  The sport driving mode enables powerful driving at a higher engine speed than the low fuel consumption driving mode, and the low fuel consumption driving mode achieves low fuel consumption and quietness at a lower engine speed than the sports driving mode. It is set to realize the running of.

  FIG. 4 shows an example of the shift characteristics in the low fuel consumption travel mode, and FIG. 5 shows an example of the shift characteristics in the sport travel mode.

  FIG. 3 is an overall configuration diagram of a fuel injection control apparatus according to an embodiment of the present invention. In the combustion chamber 23 of the engine 100, an intake port 24 and an exhaust port 25 are opened. An intake valve 26 and an exhaust valve 27 are provided, respectively, and an ignition coil 28a and an ignition plug 29b are provided.

  An intake passage 29 that communicates with the intake port 24 is provided with a throttle 30 that adjusts the intake air amount in accordance with the opening TH and a throttle sensor 21 that detects the throttle opening, and detects the intake negative pressure PB downstream thereof. A negative pressure sensor 33 and a fuel injection valve 34 are disposed. An air cleaner 35 is provided at the end of the intake passage 29. An air filter 36 and an intake air temperature sensor 37 that detects an intake air (atmosphere) temperature TA are provided in the air cleaner 35, and outside air is taken into the intake passage 29 through the air filter 36.

  Engine speed sensor that detects a reluctator provided on the outer periphery of an ACG rotor (outer rotor) 40 connected to the crankshaft 2 connected to the piston 38 of the engine 100 via a connecting rod 39 and outputs the engine speed Ne. 22 is arranged. Further, a passive pulley rotation speed sensor 16 that generates an output representative of the vehicle speed V is provided on the side surface of the passive pulley 10 of the continuously variable transmission 1. A water jacket 41 formed around the engine 100 is provided with a water temperature sensor 41 for detecting a cooling water temperature TW representative of the engine temperature.

  The engine control ECU 42 includes a fuel injection control unit 43 and an ignition control unit 44. The fuel injection control unit 43 determines the fuel injection amount based on a plurality of parameters including the engine speed Ne and the throttle opening TH, and outputs an injection signal Tout. The injection signal Tout is a pulse signal having a pulse width corresponding to the fuel injection amount, and the fuel injection valve 34 is opened for a time corresponding to this pulse width to inject fuel. The calculation unit of the injection signal Tout can be configured by an injection time map that outputs the injection time Tout according to various input parameters. The injection time map is prepared for each traveling mode.

  The ignition control unit 44 determines the output timing (ignition timing) of the ignition signal supplied to the ignition coil 28a. The ignition timing calculation unit includes a fixed ignition timing setting unit and an ignition timing advance / retard correction unit based on parameters such as a coolant temperature TW representative of the operating state of the engine 100. The advance / retard angle correction unit can be configured with an ignition timing map that outputs an ignition timing signal in accordance with an input parameter. An ignition timing map is prepared for each travel mode.

  FIG. 1 is a functional block diagram of the main part of the present embodiment. When the travel mode is selected by the mode switch 19, the transmission control ECU 17 selects a shift map corresponding to the selected travel mode. It is assumed that there are n types of travel modes that can be selected, and the shift map 45 is also set from number (1) to number (n). The shift map 45 outputs the target engine speed Netgt according to the throttle opening TH and the vehicle speed V, and the motor driver 46 drives the motor 7 continuously so that the engine speed Ne becomes the target engine speed Netgt. The gear ratio of the transmission 1 is controlled.

  The engine control map control unit 47 detects the travel mode by switching the mode switch 19 and outputs a selection signal corresponding to the travel mode.

  The engine control ECU 42 is provided with n ignition timing maps 48 and n injection time maps 49 corresponding to the number of travel modes. The ignition timing map 48 and the injection time map 49 corresponding to the travel mode are selected by the selection signal output from the engine control map selection unit 47, respectively.

  The ignition timing map 48 and the injection time map 49 output optimum ignition timing and fuel injection time according to the throttle opening TH, the engine water temperature TW, the intake air temperature TA, the vehicle speed V, the negative pressure PB, and the like. In the ignition driver 50, the ignition coil 28a is energized at the ignition timing output from the ignition timing map 48, and the ignition plug 28b is ignited. The injection valve driver 52 drives the fuel injection valve 34 to inject fuel during the injection time Tout output from the injection time map 49.

  In this embodiment, the means for outputting the target engine speed is a map. However, instead of this map, a calculation means for calculating the target engine speed by calculation based on the throttle opening TH and the vehicle speed V is provided. The present invention can also be applied when provided. In this case, it is possible to change the speed change characteristic for each travel mode by switching the arithmetic expression according to the selected travel mode, or by switching the coefficient used in the arithmetic expression. Further, the throttle opening TH and the vehicle speed V used for the map search may be corrected with a scheduled correction value for each travel mode. Similarly, the output map of the ignition timing and the injection time can be replaced by an arithmetic expression.

  In this embodiment, the shift map of the drive system control ECU is determined, and thereafter, the ignition timing map and the injection timing map of the engine control ECU are switched according to the shift map. The map on the ECU side may be selected, and then the shift map of the drive system control ECU may be selected in cooperation.

It is a block diagram which shows the principal part function of the vehicle control apparatus which concerns on one Embodiment of this invention. 1 is a system system schematic diagram including a waste transmission to which a vehicle control device according to an embodiment of the present invention is applied. 1 is a system block diagram including an engine to which a vehicle control device according to an embodiment of the present invention is applied. It is a figure which shows an example of the speed change characteristic of low fuel consumption driving mode. It is a figure which shows an example of the speed change characteristic of sport driving mode.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Continuously variable transmission, 2 ... Crankshaft, 7 ... Motor, 16 ... Passive shaft speed sensor, 17 ... Transmission control ECU (drive system control ECU), 19 ... Mode switch, 21 ... Throttle sensor, 22 ... Engine Rotational speed sensor 28a ... Ignition coil 34 ... Fuel injection valve 42 ... Engine control ECU 45 ... Shift map 48 ... Ignition timing map 49 ... Injection time map

Claims (3)

In a vehicle control device comprising: an engine control ECU that controls an engine; and a drive system control ECU that controls a continuously variable transmission that shifts the rotation of the engine and transmits it to drive wheels.
A control map provided in the engine control ECU corresponding to each of a plurality of driving modes;
Means for selecting one corresponding to the driving mode information set in the drive system control ECU among the control maps,
The vehicle control apparatus, wherein the engine control ECU is controlled in accordance with control information retrieved from the selected control map. In a vehicle control device comprising: an engine control ECU that controls an engine; and a drive system control ECU that controls a continuously variable transmission that shifts the rotation of the engine and transmits it to drive wheels.
The engine control ECU and the drive system control ECU each have a plurality of control parameter output means adapted to a plurality of vehicle travel modes,
A control parameter output means is selected from both a plurality of control parameter output means provided in the engine control ECU and a plurality of control parameter output means provided in the drive system control ECU in accordance with the selected vehicle travel mode. A vehicle control apparatus comprising means. In a vehicle control device comprising: an engine control ECU that controls an engine; and a drive system control ECU that controls a continuously variable transmission that shifts the rotation of the engine and transmits it to drive wheels.
An actuator for adjusting a gear ratio of the continuously variable transmission;
A mode switch for selecting a driving mode of the vehicle,
In addition, the drive system ECU supplies a target engine speed output means for outputting a target engine speed corresponding to the travel mode, and supplies a drive instruction to the actuator so as to converge the actual engine speed to the target engine speed. While having a driver to
The engine control ECU includes a plurality of ignition timing output means for outputting an ignition timing according to a travel mode of the vehicle, a plurality of injection time output means for outputting a fuel injection time according to the travel mode of the vehicle, and the ignition timing. A vehicle control device comprising: an ignition driver that supplies a drive signal to the spark plug according to the fuel injection time; and an injection valve driver that supplies a drive signal to the fuel injection valve according to the fuel injection time.

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