JP2523451B2 - Engine throttle valve control device - Google Patents

Description

The present invention relates to a throttle valve control device for an engine, and more particularly to a throttle valve control for electrically controlling the opening of the throttle valve according to the amount of depression of an accelerator pedal. Regarding the device.

(Prior Art) Generally, a throttle valve of an engine mounted on a vehicle is
The opening / closing control is performed through a mechanical interlocking mechanism by depressing the accelerator pedal. For example, JP-A-59-1075
According to the publication No. 0, a depression amount detection means for detecting the depression amount of the accelerator pedal, and a control means for electrically controlling the opening degree of the throttle valve according to the depression amount of the accelerator pedal detected by the detection means, Is provided to control the throttle opening with a predetermined characteristic with respect to the accelerator depression amount. According to this, for example, as shown in the above publication, the gain of the throttle opening with respect to the accelerator pedal depression amount is reduced when traveling on a bad road to improve traveling stability on a bad road. It is possible to always obtain the optimum throttle opening characteristic.

(Problems to be Solved by the Invention) In the electric control type throttle valve control device as described above, in order to obtain good starting acceleration or intermediate acceleration from the medium speed range, It is desirable to increase the gain of the throttle opening to increase the responsiveness, but especially if the gain is increased in the low accelerator pedal region to improve the starting acceleration,
The drivability when driving in a traffic jam will deteriorate. In other words, if the throttle opening gain is large with respect to the accelerator pedal depression amount when the vehicle is traveling in a traffic jam where starting and stopping at extremely low speeds are frequently repeated in a state where the inter-vehicle distance is short, a slight depression of the accelerator pedal causes a rapid vehicle speed increase. A change occurs, and the accelerator pedal must be operated very carefully and delicately in order to drive in a traffic jam. And
Such an accelerator operation causes the driver to remarkably increase his / her fatigue during traffic congestion.

The present invention addresses the above-mentioned problems relating to an electric control type throttle valve control device, and an object thereof is to improve drivability during traffic congestion while maintaining good starting acceleration and the like in a normal state. To do.

(Means for Solving Problems) In order to achieve the above object, the engine throttle valve control device according to the present invention is characterized in that it is configured as follows.

That is, as shown in FIG. 1, accelerator depression amount detecting means B for detecting the depression amount of the accelerator pedal A, and opening of the throttle valve C with a predetermined characteristic according to the accelerator depression amount detected by the detecting means B. And a throttle control means D for controlling the degree of congestion, the traffic congestion running determination means E for determining whether or not the vehicle is in the traffic congestion running state by fuzzy inference based on a parameter related to the traffic congestion information, and the determination. Throttle gain changing means F for changing the gain of the throttle opening with respect to the accelerator depression amount by the throttle control means D is provided when the means E determines the traffic congestion running state. Specifically, the throttle characteristic changing means F makes the gain smaller than that at the normal time when the vehicle is traveling in a traffic jam. However, the traffic congestion determining means E also determines the degree of the traffic congestion, and according to the degree, The gain may be reduced.

(Operation) According to the above configuration, at the time of starting in the normal state, the throttle opening is controlled with a relatively large gain with respect to the accelerator pedal depression amount, so that a good starting acceleration performance can be obtained, but traffic congestion Since the gain is reduced when the vehicle is running, the throttle opening is prevented from increasing with respect to the same accelerator depression amount. Therefore, even if the accelerator operation is relatively rough, the increase in vehicle speed will be moderate, and the drivability during traffic congestion will be improved.

(Example) Hereinafter, an example of the present invention will be described. This embodiment is for an engine used with an electronically controlled automatic transmission, and throttle control of the engine and shift control (and lockup control) of the automatic transmission are performed in parallel. It is a thing.

As shown in FIG. 2, in the engine 1 according to this embodiment, the throttle valve 3 provided in the intake passage 2 has a DC
It is adapted to be opened and closed by an actuator 4 such as a motor. Further, the automatic transmission 5 connected to the engine 1 has a plurality of shift solenoids 6 ₁ , 6 ₂ , 6 ₃ and a lockup solenoid 7, and the shift solenoids 6 ₁ , 6 ₂ ,
The combination of ON and OFF of 6 ₃ switches the hydraulic circuit and selectively engages a plurality of hydraulic engaging elements, so that the transmission mechanism can be switched to a plurality of gears and lockup. A lockup clutch (not shown) in the torque converter is engaged or disengaged by turning on / off the solenoid 7. The output and the actuator 4 for driving the throttle valve, respectively throttle control signals S ₁ with respect to the shifting and the lock-up solenoid ₆₁ through _3, 7, a shift control signal S ₂ and the lock-up control signal S ₃ A controller 10 for
The controller 10 includes an accelerator sensor 11 for detecting the depression amount of an accelerator pedal and a vehicle speed sensor 12 for detecting the vehicle speed.
And output signals S ₄ , S ₅ from a gear position sensor 13 that detects the gear position (gear position) of the transmission 5 and an inter-vehicle distance sensor 14 that measures the inter-vehicle distance to the preceding vehicle using, for example, a laser beam. , S ₆ , S ₇ are input.

Next, the operation of this embodiment will be described with reference to the flowchart showing the operation of the controller 10.

As shown in FIG. 3, the controller 10 performs a predetermined system initialization at the start of operation, and then controls the opening degree of the throttle valve 3 via the actuator 4 by the signal S ₁ and the signal S _2, S ₃ performs the control of the control and the lock-up clutch of the gear of the automatic transmission 5 through the solenoid ₆₁ through _3, 7 by.

Specifically, the throttle control is performed according to the flowchart shown in FIG. That is, the controller 10
First, the signals S ₄ to ₄ from the sensors 11 to 14 shown in FIG.
Based on S ₇ , the accelerator pedal depression amount α, vehicle speed v, gear position g, and inter-vehicle distance d are input (steps P ₁ ~
P ₄ ). Then, the value of the flag F indicating whether the vehicle is stopped or running is determined, and when F = 0, that is, when the vehicle is stopped, the timer t is set to "0" and the actually measured value d of the inter-vehicle distance is set to the throttle value described later. on stored by converting the data D to be used in calculating the gain K, it determines whether the vehicle speed v exceeds 5km / h (step P ₅ ~P _8). At this point, if the vehicle starts and the vehicle speed v exceeds 5 km / h, the flag F is set to "1",
In addition, the throttle gain K according to the data of the previous run
Alternatively, the throttle opening θ is calculated and the control signal S ₁ is output to the actuator 4 (steps P _{9 to} P ₁₃ ). still,
Step P ₁₀ to P ₁₃ detail the output of the arithmetic and control signals will be described later.

Then, the controller 10
Since the flag F is set to "1" in step P ₅
Perform the step P ₁₄ after from 1 to the value of the timer t
With adding, to determine whether the vehicle speed v is greater than 40 km / h, obtaining the maximum value v ₀ of the vehicle speed during the current running is less than 40 km / h (Step P ₁₄ ~P _20). The operation for obtaining the maximum value v ₀ is performed as follows. First, the measured values of the vehicle speed v this time, last time and the time before last are set as v ₁ , v ₂ and v ₃ , respectively.
When v ₂ > v ₃ , v ₂ > v ₁ , that is, when the peak of the vehicle speed v is detected, this peak value v ₂ is further compared with the maximum value v ₀ previously obtained, and v ₂ > v ₀ Sometimes the maximum value v ₀ is updated to this peak value v ₂ . This operation is repeated until the vehicle stops next time as long as the vehicle speed v does not exceed 40 km / h, so that the maximum value v ₀ of the vehicle speed at this time of traveling is obtained.

Next, the controller 10 determines whether or not the continuous traveling time t from the start of the traveling this time exceeds 20 seconds, and whether or not the distance d between the preceding vehicle and the preceding vehicle at the present time exceeds 20 m (step P ₂₁ , P ₂₂ ). When the continuous running time t is 20 seconds or less and the inter-vehicle distance d is 20 m or less, the vehicle speed v is 3
It is determined whether or not it is less than km / h, and when it is less than 3 km / h, in other words, when the vehicle is stopped, the measured continuous running time t
And the maximum value of vehicle speed v ₀
Is stored as data T, V used for calculating the throttle gain K. Also, reset the time, the flag F to "0" (step P ₂₃ ~P _25). Note that the calculation of the throttle gain K, also used data D following distance at the start stored in step P ₇ as described above.

Next, the controller 10 obtains the basic function value f (α) of the throttle opening θ based on the accelerator depression amount α (step P ₁₀ ). The function value f (α) is preset as a map for each gear position g as shown in FIG. 5, and basically takes a large value as the accelerator depression amount α increases. ing. Here, as the gear position g becomes higher, the function value f becomes higher.
The reason why (α) is increased is to increase the engine output at the high shift stage where the vehicle driving force is likely to be insufficient.

Then, the controller 10 obtains the throttle gain K from the inter-vehicle distance D at the time of starting the last run, the continuous traveling time T, and the maximum vehicle speed V obtained as described above, and this gain K and the function value f ( The target throttle opening θ is calculated by adding up with α) and the control signal S ₁ is output to the actuator 4 so that the opening of the throttle valve 3 becomes the target opening θ (steps P _{11 to} P ₁₃ ).

However, the above-mentioned throttle gain K is specifically,
It is obtained as follows by the fuzzy control shown in Fig. 11.

That is, first, the value of the inter-vehicle distance D is applied to the horizontal axis of the membership characteristic diagram of FIG. 7, and two membership function values D _{1 are} calculated from the intersection of line N and line MN or the intersection of line F and line MF. , D ₂ and then these values D
Apply ₁ and D ₂ to the vertical axis of the membership characteristic diagram in Fig. 8, and set the mode values M ₁ and M ₂ to 1.0 from the intersection with the lines E, NE, P and NP.
Calculated within the range of 1.2 (steps Q ₁ and Q _{2 in} the flowchart of FIG. 6). In this case, when the inter-vehicle distance D is 10 m or less and the function value Di (i = 1, 2, the same applies below) is obtained from the line N in FIG. 7, the corresponding mode value Mi
Is obtained from the line E of FIG. 8, and when the function value Di is obtained from the line MN of FIG. 7, the mode value Mi is obtained from the line NE of FIG. When the inter-vehicle distance D is 10 m or more and the function value Di is obtained from the line F in FIG. 7, the mode value Mi is obtained from the line P in FIG. 8 and the function value Di is shown in FIG. If it is obtained from the line MF of, the mode value Mi is obtained from the line E of FIG. That is, when the inter-vehicle distance D is between 10 and 20 m as shown in the figure,
The function values D ₁ and D ₂ are obtained from the intersections of the line F and the line MF in FIG. 7 and the value D ₁ obtained from the line F, respectively.
Is applied to line P in FIG. 8 to obtain the mode value M ₁
Then, the mode value M ₂ is obtained by applying the value D ₂ obtained from the line MF in FIG. 7 to the line E in FIG.

Next, the continuous driving time T and the maximum vehicle speed V are applied to the horizontal axes of the membership characteristic diagrams of FIGS. 9 and 10, respectively, and the membership function value T is calculated from the intersections of the lines s and l and the lines L and H. ₁ and T ₂ and V ₁ and V ₂ are obtained, and integrated values w _{1 to} w ₄ are obtained by combining and integrating these (steps Q _{3 to} Q ₅ ). Where w ₁ = T ₁ × V ₁ , w ₂ = T ₁ ×
V ₂ , w ₃ = T ₂ × V ₁ , and w ₄ = T ₂ × V ₂ . Then, these integrated values w _{1 to} w ₄ are applied to the vertical axis of the membership characteristic diagram of FIG. 11, and the mode value m _{1 is} calculated from the intersection with the lines E, NE, P, NP.
~ M ₄ is calculated in the range of 1.0 to 1.2 (step Q ₆ ). In this case, when the function value Ti is obtained from the line s in FIG. 9 and the function value Vi is obtained from the line L in FIG. 10,
The mode value mj is obtained by applying the integrated value wj (j = 1 to 4, the same applies to the following) to the line E of FIG. 11, and the function values Ti and Vi are the line s and FIG. 10 of FIG. 9, respectively. If it is obtained from the line H of, the mode value mj is obtained by applying the integrated value wj to the line NE of FIG. 11, and the function values Ti and Vi are the line l of FIG. 9 and the line of FIG. 10, respectively. L
If the integrated value wj is applied to the line E of FIG. 11, the mode value mj is found, and the function values Ti and Vi are calculated from the line l of FIG. 9 and the line H of FIG. 10, respectively. If found, the integrated value wj is applied to the line P in FIG. 11 to find the mode Mj. That is, as shown in the figure, the function value T ₁ is obtained from the line s in FIG. 9, T ₂ is obtained from the line 1, the function value V ₁ is obtained from the line L in FIG. 10, and V ₂ is obtained from the line H. Then, the integrated value w ₁ (T ₁ × V ₁ )
Is fitted to the line E in FIG. 11 to obtain the mode value m ₁ , w ₂ (T ₁ × V ₂ ) is fitted to the line NE to find the mode value m ₂ , and w ₃ (T ₂ × V ₁ ) is fitted to the line E to find the mode value m ₃ , and w ₄ (T ₂ × V ₂ ) is fitted to the line P to find the mode value m ₄ .

Then, the function values D ₁ and D ₂ based on the inter-vehicle distance D, the mode values M ₁ and M ₂ corresponding to these, and the integrated values w _{1 to} w ₄ based on the continuous traveling time T and the maximum vehicle speed V, and these Using the mode values m _{1 to} m ₄ corresponding to, the throttle gain K is calculated according to the following equation (step Q ₇ ).

K = (M ₁ D ₁ + M ₂ D ₂ ＋ m ₁ w ₁ ＋ m ₂ w ₂ ＋ m ₃ w ₃ ＋ m ₄ w ₄ ) / (D ₁ ＋ D ₂ ＋ w ₁ ＋ w ₂ ＋ w ₃ ＋ w ₄ )
(I) Here, the values D ₁ , D ₂ , M ₁ , M ₂ are values relating to the inter-vehicle distance, and the values w _{1 to} w ₄ , m _{1 to} m ₄ are, so to speak, according to the traveling time and the vehicle speed. The throttle gain K, which is related to the degree of progress of the vehicle, is a value related to the degree of traffic congestion, and becomes smaller as the traffic congestion level increases. In the above example, the line E is used instead of the line NP shown in FIGS. 8 and 11, but this is to improve the fuel consumption during traffic congestion.

As described above, the throttle opening K with respect to the accelerator depression amount α is controlled by using the throttle gain K that becomes smaller as the degree of traffic congestion increases, so that the throttle opening can be performed by rough accelerator operation during traffic jam driving. Or the vehicle speed will change slowly.

Here, when the maximum vehicle speed V exceeds 40 km / h, the continuous traveling time T exceeds 20 seconds, and the inter-vehicle distance D is 20.
If m is exceeded, when the accelerator pedal is released, V = 40, T = 20, and D = 20 are set (fourth).
Steps P ₂₆ , ₂₇ , P ₂₈ , ₂₉ , P ₃₀ , ₃₁ of the flowchart in the figure).
Then, when the traffic congestion state is resolved and all of the above conditions are satisfied, when the throttle gain K is obtained according to the fuzzy control of FIGS. 6 to 11, the value becomes the maximum value of 1.2, As a result, when the congestion state is resolved, the control returns to the normal control in which the throttle opening θ is controlled with a relatively large gain (1.2) with respect to the accelerator depression amount α.

In the present embodiment, the control of the automatic transmission is performed in accordance with the flow chart of FIG. 12 in parallel with the control of the throttle opening as described above.

Also in this control, the controller 10 first inputs the accelerator depression amount α, the vehicle speed v, and the gear position g, and the vehicle travels in a congested state in the same manner as the above-mentioned throttle control or by utilizing the judgment result of the throttle control. It is determined whether or not there is a state (steps R _{1 to} R ₄ ). Then, in the case of the non-congestion state, the preset shift characteristic map for normal traveling and the lockup map are compared with the actually detected accelerator depression amount α and the vehicle speed v,
It is determined whether the gear position is to be shifted up or down with respect to the gear position g at that time, and whether the lockup clutch is engaged or disengaged (steps R ₅ and R _6). ).

On the other hand, if the congestion running condition or congestion degree is determined to be constant or more, a determination of the up shift and the down shift with congestion for shift characteristic map, and to release the lock-up clutch (Step R _7, R ₈ ). The above-mentioned shift characteristic map for congestion is 1-2 as shown by the broken line in FIG.
The shift-up line (and shift-down line) is set to a lower vehicle speed side than the normal line indicated by the solid line, and the traveling range at the second speed is expanded. This is to avoid running in the 1st speed where the output becomes large during traffic congestion as much as possible,
This is for preventing a rapid change in speed and improving fuel efficiency.

The signals S ₂ for shift control and lockup control for the solenoids 6 _{1 to} 6 ₃ and 7 shown in FIG. 2 are determined according to the determination results of the steps R ₅ , R ₆ or R ₇ , R ₈ . Output S ₃ (step R ₉ ).

(Effects of the Invention) As described above, according to the present invention, a vehicle equipped with a throttle valve control device that electrically controls the opening degree of the throttle valve according to a predetermined characteristic in accordance with the depression amount of the accelerator pedal is used for running in a traffic jam. At times, the throttle opening gain with respect to the accelerator pedal depression amount in the low accelerator pedal depression area is set to be smaller than that in the normal state, so that a rough accelerator operation can prevent a rapid change in the throttle opening or vehicle speed. . As a result, the drivability during traffic congestion is improved and the driver's fatigue is reduced by facilitating the accelerator operation.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of the present invention, FIGS. 2 to 13 are examples of the present invention, FIG. 2 is a control system diagram, FIG. 3 is a flowchart diagram showing the overall control operation, and FIG. FIG. 5 is a flow chart showing the throttle control operation, FIG. 5 is a characteristic diagram showing the characteristic of the basic value of the throttle opening with respect to the accelerator depression amount used in this throttle control, and FIG. 6 is a fuzzy control used for the calculation of the throttle gain. 7 to 11 are characteristic diagrams used in this fuzzy control, FIG. 12 is a flowchart diagram showing shift and lock-up control operations, and FIG. 13 is a shift characteristic used in this shift control. It is a characteristic diagram. 1 ... Engine, 3 ... Throttle valve, 10 ... Throttle control means, Congestion running determination means, Throttle gain change means (controller), 11 ... Accelerator depression amount detection means (accelerator sensor), 12, 14 ... Congestion Driving determination means (vehicle speed sensor, inter-vehicle distance sensor).

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Toru Onaka Toru Onaka 3-3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (56) References JP-A-60-1335 (JP, A) JP-A-SHO 60-27744 (JP, A) Proceedings of the Society of Instrument and Control Engineers Vol. 21 [No. 9] (Showa 60-9) P. 98-103

Claims (1)

(57) [Claims] 1. An accelerator depression amount detecting means for detecting the depression amount of an accelerator pedal, and a throttle control means for controlling the opening degree of a throttle valve with a predetermined characteristic according to the accelerator depression amount detected by the detecting means, Congestion traveling determination means for determining whether or not the vehicle is in a congestion traveling state by fuzzy inference based on parameters related to the congestion information, and an accelerator pedal operated by the throttle control means when the congestion traveling state is determined by the determination means. A throttle valve control device for an engine, comprising: a throttle gain changing unit that makes a gain of a throttle opening degree with respect to a depression amount smaller than usual.