JP2806038B2 - Drive-by-wire vehicle with output torque change limiting speed controller - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to a drive-by-wire (DB) capable of controlling the output of an engine regardless of the accelerator operation of a driver (driver).
The present invention relates to a W) type vehicle, and more particularly to a DBW type vehicle with an output torque change limiting type speed controller capable of performing speed control while limiting output torque change.

[Conventional technology]

2. Description of the Related Art Conventionally, a constant speed control device (auto cruise device) for driving an automobile at a constant speed has been provided, and the speed control system is configured as follows, for example.

That is, the throttle valve position (the control rod position of the governor in the case of a diesel engine) is adjusted so that an intake air amount corresponding to the target vehicle speed is obtained. The realized vehicle speed is fed back to calculate a deviation ΔV between the target vehicle speed and the actual speed, and the feedback control of the throttle valve position corresponding to the deviation ΔV is performed, thereby realizing the target vehicle speed of the automobile. .

[Problems to be solved by the invention]

In such a conventional vehicle with a speed control device, when the deviation ΔV from the target vehicle speed is large, the deviation ΔV
In order to correct the above, a large opening adjustment of the throttle valve (a large control rod position adjustment in the governor in the case of diesel) is performed.

As a result, the driving torque of the engine changes abruptly, which may cause a slight acceleration / deceleration shock and deteriorate the ride comfort.

To solve this problem, it is conceivable to reduce the opening and closing speed of the throttle valve during control to limit the change in drive torque.However, the change in throttle valve opening and the change in drive shaft torque have a linear relationship. Therefore, if the opening / closing speed of the throttle valve is limited under the condition that the change in the drive shaft torque is the largest with respect to the change in the opening degree of the throttle valve, the response of the speed control becomes slow under other operating conditions,
Precise speed control cannot be performed.

Therefore, it is necessary to change the limit amount of the opening / closing speed of the throttle valve according to complicated conditions, and such a means complicates the speed control device.

The present invention has been made in view of such problems,
By limiting the output torque change, even if the deviation between the vehicle speed and the target vehicle speed is large, accurate speed control can be performed with a simple device. It is intended to provide a vehicle.

[Means for solving the problem]

For this reason, in the DBW type vehicle with the output torque change limiting type speed control unit of the present invention, in a DBW type vehicle capable of controlling the output of the engine regardless of the accelerator operation of the driver, the output of the engine is controlled by opening and closing the throttle valve. A speed control unit for controlling the vehicle speed by controlling the vehicle speed; and in order to avoid acceleration shock in the speed control unit, the speed control unit sets an allowable engine output torque change. Conversion means for converting the output of the torque change setting means into a change in the amount of air per rotation of the engine or a change in the amount of fuel per rotation of the engine; It is characterized in that it comprises a limiting means for limiting the opening and closing of the throttle valve.

[Action]

DB with output torque change limiting type speed control unit of the present invention described above
In a W-type vehicle, engine output torque adjustment corresponding to the speed deviation to be controlled is performed by opening and closing the throttle valve, but this opening and closing is suppressed within the limit of allowable torque change within a range that does not cause acceleration shock.

The limitation is that the change in engine output torque set by the allowable torque change setting means is converted into a change in air amount or a change in fuel amount, and the opening and closing of the throttle valve is limited within the converted change in air amount or change in fuel amount. It is performed by

〔Example〕

An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic block diagram showing a main part of the control system, FIG. 2 (a) is a schematic diagram showing a main part of the control system, FIG.
FIG. 3 (b) is a block diagram showing a schematic configuration of the control system, FIG. 3 is a block diagram showing a schematic configuration of the target speed setting means, and FIGS. FIG. 4 is a block diagram, and FIG.
6 (b) and 6 (c) are flow charts showing the operation, and FIGS. 6 to 8 show the output torque change limiting type speed control unit. FIG. 6 is a block diagram thereof, and FIG. FIG. 8 (a), (b), (c)
9 and 10 are graphs showing the characteristics of the transmission, FIGS. 9 and 10 show the transmission control unit, FIG. 9 (a) is a schematic configuration diagram thereof, and FIG. 9 (b) shows the operation thereof. FIGS. 10 (a) and 10 (b) are graphs showing the characteristics thereof, and FIGS. 11 to 13 show the speed control unit used together with the accelerator pedal, and FIG. 11 is a schematic block diagram thereof. FIGS. 12 (a), 12 (b) and 12 (c) are flowcharts showing the operation, and FIGS.
(B) is a graph showing the operation of each of the fourteenth to fourteenth graphs.
Fig. 16 shows the acceleration shock avoidance control unit.
FIG. 15 is a schematic diagram showing the schematic configuration, FIG. 15 is a flowchart showing the operation thereof, FIGS. 16 (a) and (b) are graphs showing the characteristics thereof, and FIGS. FIG. 17 is a schematic configuration diagram showing a state linkage mode switching control unit, FIG. 18 is a flowchart showing its operation,
FIGS. 19 (a) and (b) are graphs showing the characteristics thereof, and FIGS. 20 to 22 show the accelerator / pedal linkage mode switching control unit. FIG. 20 is a schematic configuration diagram thereof. twenty one
Figures (a) and (b) are graphs showing the characteristics, and FIG.
FIG. 22 is a flowchart showing the operation, and FIGS.
FIG. 25 shows the vehicle speed detection compensation control unit, FIG. 23 is a schematic configuration diagram thereof, FIG. 24 is a flowchart showing its operation, and FIG. 25 is a graph showing its characteristics.
FIG. 26 shows the acceleration control unit at the time of failure of the accelerator pedal position sensor. FIG. 26 is a schematic configuration diagram thereof, and FIG. 27 is a flowchart showing the operation thereof.
FIG. 28 (b) shows the brake switch linkage control unit when the accelerator pedal position sensor fails.
FIG. 28 (b) is a flow chart showing the operation thereof, and FIGS. 29 and 30 show the engine linkage initialization prohibition control unit. FIG. 29 is a schematic configuration diagram thereof. FIG. 31 is a flowchart showing the operation, FIGS. 31 and 32 show the transmission linkage initialization prohibition control unit, FIG. 31 is a schematic configuration diagram thereof, and FIG. 32 is a flowchart showing the operation thereof.
33 and 34 show the air control unit when the throttle valve sensor fails, FIG. 33 is a schematic configuration diagram thereof, FIG. 34 is a flowchart showing the operation thereof, and FIGS. This shows the throttle combined rotation speed control unit.
FIG. 35 is a schematic configuration diagram, FIG. 36 is a flowchart showing its operation, and FIG. 37 is a graph showing its characteristics.
FIGS. 38 to 40 show the output torque-adjustable rotation speed control unit. FIGS. 38 (a) and 38 (b) are schematic structural views for explaining the arrangement position of the throttle valve, and FIG. FIG. 40 is a flow chart showing its operation, FIGS. 41 to 43 show the control mode switching control section, FIG. 41 is a schematic configuration diagram thereof, and FIG. 42 is a detail thereof. FIG. 43 is a block diagram showing the configuration, FIG. 43 is a flowchart showing the operation thereof, FIGS. 44 to 46 show the throttle closing forcing mechanism, FIG. 44 is a schematic configuration diagram thereof, and FIG. 45 is a schematic perspective view thereof. 46, (a), (b) and (c) are schematic views showing the operation.

The vehicle according to the present embodiment sets the control amount of the engine according to the operation of the accelerator pedal by the driver and the driving state of the vehicle, and electrically controls the output of the engine based on the control amount, and This is a drive-by-wire type vehicle (DBW vehicle) capable of controlling the output of the engine regardless of the operation of the accelerator pedal. Therefore, as shown in FIG. A motor (a DC motor or a stepper motor) 7 for opening and closing the throttle valve 6 is connected to a throttle valve 6 provided in an intake path 5 for introducing air. That is, the operation of the motor 7 drives the throttle valve 6 from the fully closed position to the fully opened position.

Note that the present embodiment is actually configured with an intake path communicating with two banks of the V6 engine, and each intake path is provided with a throttle valve that is opened and closed by a motor. When it is not necessary to separately describe the intake path and the throttle valve, the description will be made simply as the intake path 5, the throttle valve 6, and the motor 7.

Further, a throttle valve sensor 8 is attached to the throttle valve 6, and the throttle valve sensor 8 is constituted by, for example, a potentiometer, and is configured to output a signal of a voltage level corresponding to the opening of the throttle valve 6. I have.

Thus, the throttle valve 6 is not connected to the accelerator pedal as an accelerator operation member via a cable,
The motor 7 is connected to a motor 7 which is controlled by an engine control computer (ECU) 14 which will be described later, and is opened and closed by the motor 7, so that the output of the engine can be controlled regardless of the accelerator operation by the driver.

On the other hand, a pump of the torque converter 9 is connected to an output shaft of the engine body 4.

A transmission unit 11 is connected to the turbine of the torque converter 9 via a shaft 10, and wheels 13 are connected to the transmission unit 11 via a drive shaft 12.

Note that the torque converter 9, the shaft 10, and the transmission unit 11 are configured as an automatic transmission 20.

Further, the transmission unit 11 may be configured as a manual transmission.

By the way, the air cleaner 1 is equipped with an air flow sensor 3 downstream of the element 2, and this air flow sensor 3 is connected to the ECU 14 and
Is transmitted to the ECU 14.

 Reference numeral 5a indicates a surge tank.

Then, as described above, the output of the ECU 14 is input to the motor 7, and the motor 7 is controlled.

That is, the output of the ECU 14 is transmitted to the motor drive unit as a control amount, and the motor drive unit outputs a required operation amount to the motor 7 so that the opening / closing drive of the required amount of the throttle valve 6 is performed. It has become.

By the way, the ECU 14 is provided with a control unit or the like as shown in FIG. 2 (b) [reference numerals 151 to 168 (see 155 for missing numbers)]. Depending on the selection on the system, these control units etc.
68 is operated, and the control operation by the combination is performed.

Of these control units 151 to 168, the traveling load compensation type speed control unit 151 is configured as follows.

That is, as shown in FIG. 4, the target drive shaft torque calculating means 151C is connected to the target drive shaft torque realizing means 151D, and the target drive shaft torque to be realized is calculated by the means 151C. Is to be entered.

The target drive shaft torque calculation means 151C receives the speed correction torque and the output of the traveling load torque detection means 151G, and calculates the target drive shaft torque by adding the speed correction torque and the travel load torque. It is supposed to.

The speed correction torque is obtained as an output from the target vehicle speed setting unit 151A and the vehicle speed deviation detecting unit 151B, and is calculated through the PI control unit 101 and the acceleration limiting unit 102.

That is, the target vehicle speed V output from the target vehicle speed setting unit 151A, the deviation [Delta] V between the actual vehicle speed Va (= V-Va) is inputted to the PI control unit 101, the speed modified by the formula _{K P · ΔV + K I ·} ∫ΔV The torque is calculated, and the calculated value is determined as the speed correction torque after limiting the limiter 102.

Then, in the limiter 102, the correction torque in a state where the amount of change in the speed correction torque is limited is determined using the output torque change limiting type speed control unit 152 or the like in order to prevent a shock generated by rapid speed correction. It is output.

On the other hand, the traveling load torque is determined by the traveling load torque detecting means 151G.
Is to be detected.

The traveling load torque detection means 151G detects the traveling load torque using the output of the drive shaft torque detection means 151E and the detection signal of the acceleration torque detection means 107, and is specifically calculated using the engine speed Ne. The running load torque is calculated by subtracting the acceleration torque from the obtained drive shaft torque.

That is, the traveling load torque is a torque for maintaining the vehicle speed, and is calculated by the following equation: traveling load torque = drive shaft torque−acceleration torque. This traveling load torque is detected and output as a torque to be compensated. ing.

By the way, the drive shaft torque is obtained by the formula τ · C · Ne ² · ρ. Here, C: torque converter capacity coefficient, τ: torque ratio, Ne: engine speed, ρ: total reduction ratio of the transmission.

 On the other hand, the acceleration torque is obtained by the equation W · (dV / dt) · r. Here, W: gross vehicle weight, r: tire diameter, and V: body speed.

That is, dV / dt is obtained by the differentiating unit S1, and W · (dV / dt) · r is calculated by the calculating unit S2 including a multiplying circuit.

 Note that W and r are stored in the arithmetic unit S2 in advance.

Incidentally, the target vehicle speed setting means 151A is configured as shown in the block diagram of FIG.

That is, the set switch 41 and the resume switch 49
By turning on / off these, the target vehicle speed setting centering on the current vehicle speed is performed via the time management logic 42, the hold circuit 44, the integration unit 46, the memory 47, the switches 43 and 48, and the limiter 45. It has become.

In addition to the above, a cruise switch (not shown) is provided as a main switch for performing speed control (auto cruise) operation.

 The specifications of these switches are as follows.

(1) Function of setting switch Set switch 41: Target vehicle speed setting and target vehicle speed reduction Resume switch 49: Auto cruise restart and target vehicle speed increase Brake switch: Stop auto cruise Inhibitor switch: Stop auto cruise (2) Operating conditions for each operation Target Speed setting When the cruise switch is on, the current vehicle speed is within the required range, and when the brake switch is off and the inhibitor switch is off, the set switch 41 is turned off ⇒ on ⇒ off, and the on time is within the required range Invalid when the set switch and resume switch are pressed simultaneously.

Increase of set vehicle speed During speed control, when the resume switch 49 is kept on for 0.5 seconds or more, the speed is increased by 1 km / h every 0.5 seconds.

Decrease in set vehicle speed During speed control, when the set switch 41 is kept on for 0.5 seconds or more, the speed is reduced by 1 km / h every 0.5 seconds.

Resume Function When the auto cruise start condition is satisfied and the resume switch 49 is on, the auto cruise is executed with the speed at the end of the previous auto cruise as the target speed. Even if the ignition key switch is turned on, the on operation is invalidated before the start of auto cruise.

Auto cruise end Either the brake switch is turned on, the inhibitor switch is turned on, or the cruise switch is turned off.

Interruption of auto cruise When the torque indicated by the accelerator pedal is larger than the current required torque of auto cruise, the auto cruise is interrupted and the vehicle travels with the indicated torque of the accelerator. When the torque specified by the accelerator pedal is less than the current required auto cruise torque (90% or less with hysteresis) or the accelerator position is less than the value corresponding to idle, auto cruise is performed at the speed before the interruption.

With the above configuration, the traveling load compensation type speed control unit 151
Performs the following operations.

That is, the driver controls the speed control device (auto cruise)
Turn on the cruise switch to activate
The set switch 41 shown in the block diagram is turned on from off and then turned off.

At this time, the vehicle speed V is in the range of 10 km / h <V <100 km / h, the brake switch and the inhibitor switch are off, and the length t seconds of the ON state of the set switch 41 is 0.1 <t <0.5. If so, the automatic cruise control is started.

That is, as shown in FIG.
Interlocking switch while measuring ON time in
43 is turned on, the current vehicle speed is held in the hold circuit 44, and this vehicle speed is input to the vehicle speed limiter 45.

Then, the output of the vehicle speed limiter 45 is input to the engine output control system shown in FIGS.

By the way, after the start of the auto cruise (ASC), when the driver turns on the resume switch 49 and keeps the state for 0.5 seconds or more, the vehicle speed stored in the resume memory 47 is changed to the vehicle speed via the switch 48 and the hold circuit 44. limiter
In addition to the input to the vehicle speed limiter 45, the increase speed for increasing the speed by 1 km / h every 0.5 seconds is input to the vehicle speed limiter 45 via the integration circuit 46.

As a result, the target speed becomes 0.5 of the resume switch 49.
It is increased by 1km / h for every second on.

Then, the vehicle speed limiter 45, for the required or set vehicle speed, output set maximum speed V _max as a target vehicle speed, setting the minimum speed V _min for required below the set vehicle speed is outputted as a target.

On the other hand, when decreasing the target vehicle speed, the set switch
Turn on 41 continuously for 0.5 second or longer.

As a result, the decreasing set speed is calculated by the integrating circuit through the switch 43.
The reduced set speed, which is output to the integrating circuit 46, is subtracted from the set vehicle speed as the output of the hold circuit 44,
It is input to the vehicle speed limiter 45.

Therefore, from the vehicle speed limiter 45, the set switch
Each time the ON state of 41 is continued for 0.5 seconds, the target vehicle speed V reduced by 1 km / h is output.

The operation state of the auto cruise (ASC) ends when the brake switch or the inhibitor switch is turned on or the cruise switch is turned off.

Then, the auto cruise is restarted by turning on the resume switch 49. At this time, the speed at the end of the previous auto cruise state is read from the resume memory 47, and the auto cruise is executed as the target speed.

Even if the resume switch 49 is turned on after the ignition key is turned on, auto cruise is not activated if there is no history of auto cruise operation before the resume switch 49 is turned on.

On the other hand, as shown in the block diagram of FIG. 4 and the flowcharts of FIGS. 5 (a) to 5 (c), the engine output control unit which performs the auto cruise operation by the engine output control transmits the target vehicle speed V from the target vehicle speed setting means 151A. Is entered,
Deviation ΔV from actual measured vehicle speed Va detected by vehicle speed detecting means 151F
(= V−Va) is calculated (step b1), and the PI control unit 101 is calculated.
Is input to

In the PI control unit 101, the speed correction torque is calculated by the formula K _P · ΔV + K _I · ∫ΔV (K _P and K _I are constants) (step b2),
The calculated value is input to acceleration limiting section 102.

In order to avoid a shock due to speed correction, the acceleration limiter 102 outputs a set maximum correction torque T _max within a range that does not cause a shock for a speed correction torque greater than required, and for a speed correction torque less than required. Outputs the set minimum correction torque T _min (step b3).

On the other hand, receiving the vehicle speed V detected by the vehicle speed detecting means 151F,
The acceleration torque detecting means 107 detects (or estimates) the acceleration of the vehicle body by differentiation (step a1).

The differentiating unit S1 in the vehicle body acceleration detecting means 107 is
You may make it comprise an acceleration sensor.

Then, the acceleration torque detecting means 107 calculates an acceleration torque corresponding to the current acceleration amount by using W · (dV / dt) · r (step a2).

 In this equation, W: gross vehicle weight V: body speed r: tire diameter.

Next, receiving the engine rotation speed Ne by detecting the rotation speed of the engine rotation speed sensor 17a,
The drive shaft torque of the engine is detected (or estimated) by 1E (step a3).

That is, the drive shaft torque is calculated by the formula C · τ · Ne ² · ρ. In this equation, C: torque converter capacity coefficient (given by a separate map) τ: torque ratio (given by a separate map) Ne: engine speed (rpm) ρ: total reduction ratio

The acceleration and the drive shaft torque are determined by applying a suitable primary filter to the measured values and removing noise to give priority to stability over instantaneous accuracy.

 Further, errors in the calculations are corrected by PID control.

Incidentally, following the detection of the drive shaft torque described above, the calculation of the running resistance torque (running load torque) is performed by the following equation: running resistance torque = drive shaft torque (C · τ · Ne ² · ρ) −acceleration torque ｛W · ( dV / dt) · r｝ (step a4).

Then, the target drive shaft torque calculating means 151C adds the above-mentioned running load torque and the above-mentioned speed correction torque to obtain a target drive shaft torque, and the drive shaft torque realizing means
It is input to 151D (step c1).

In the target drive shaft torque calculating means 151C, the target drive shaft torque is converted into the intake air amount A / N via the engine torque, that is, the gear ratio (including the torque ratio of the torque converter).
In consideration of the above, the engine output torque with respect to the shaft torque is calculated, the amount of air required for the output torque is obtained from a substantially linear function indicating the relationship between the two, and is further converted into the rotation angle of the throttle valve 6 to achieve the target drive. Shaft torque realizing means 151D
It is input to.

Note that, instead of obtaining the intake air amount from the engine output torque, the fuel amount may be obtained from the engine output torque. In this way, the invention can be applied to a diesel engine in addition to a gasoline engine. That is, in the case of a gasoline engine, the amount of intake air or fuel can be obtained, and in the case of a diesel engine, the amount of fuel can be obtained and the amount of intake air or fuel can be controlled.

As a result, the rotation of the throttle valve 6 is controlled via the motor drive unit so that the engine can output the target drive shaft torque (step c2).

By the way, each operation of the flowchart shown in each of FIGS. 5 (a), (b) and (c) is performed in parallel.
For each detection value in each step, the value at the time of processing is used.

By the above-described operation, when the vehicle is approaching a hill or the like and a load variation occurs, the throttle valve 6 is controlled so as to compensate for a traveling load torque that can eliminate the load variation. Reliable and prompt action is taken.

Next, the output torque change limiting type speed control unit 152 will be described. FIGS. 1 and 2 (a) and (b) and FIG.
It is configured as shown in the figure.

That is, the allowable torque change setting means 152A sets the upper and lower limit values of the drive torque change so that no shock is felt during the speed control, and the upper and lower limit values are input to the conversion means 152B. It has become.

The conversion means 152B is provided with a map of the correspondence between the torque change and the A / N (air amount per engine revolution) as shown in FIG. 8 (a). A / N is converted into an upper limit value ΔA / Nu and a lower limit value ΔA / Nl and output.

Further, a throttle valve opening / closing control means 152C is provided, and the limiting means 152C provides the target throttle opening θ ₀
Is input, and the final target throttle valve opening θt is output. That is, as shown in FIG. 6, the limiting means 152C includes a throttle opening air amount conversion unit for converting the target throttle opening θ ₀ into the target air amount A / N _0.
152D is provided, and the converter 152D has an air amount corresponding to the throttle opening θ as shown in FIG. 8 (b).
The A / N map is stored with the engine speed Ne as a parameter, and the target air amount A / N ₀ is calculated from the input target throttle opening θ ₀ and the engine speed signal from the engine speed sensor 17a. It is output.

The output of the throttle opening air amount converter 152D is obtained by subtracting the measured A / N of the memory 152F one time before in the engine and inputting it to the limiter 152G as an air change amount ΔA / N _0. In this limiter 152G, the final goal A /
To calculate N, the air change amount ΔA / N ₀ is set to the upper and lower limit values ΔA / Nu,
The output is limited to ΔA / Nt within ΔA / Nl. The throttle valve opening / closing restricting means 152C is provided with an air amount throttle opening degree conversion unit 152E, and the conversion unit 152E has an air change amount ΔA / Nt as an output of the limiter 152G one time before. Memory storing operation status
The measured A / N of 152F is added to the target A / Nt, and the result is input as the target A / Nt.

The air amount throttle opening conversion unit 152E includes the eighth
Throttle opening θ corresponding to A / N as shown in FIG.
Is stored with the engine speed Ne as a parameter, and the target A / Nt is converted into the final target opening degree θt and output.

When the traveling load compensating speed control unit 151 is provided, the final target opening degree θt is converted as a speed correcting torque and input to the target drive shaft torque calculating means 151C.

When the control unit 151 is not provided,
The drive signal is directly input to the drive motor 7 of the throttle valve 6.

With the above configuration, the output torque change limiting type speed control unit
At 152, control is performed as follows according to the flowchart of FIG.

That is, the upper limit ΔTtu of the drive shaft torque change for each control cycle so that the occupant does not feel a shock during the speed control.
The lower limit ΔTtl is set in advance in the allowable torque change setting means 152A (step 52A).

Then, the allowable torque change setting means 152A further divides each of the upper and lower limits ΔTtu and ΔTtl of the drive shaft torque change by the current gear ratio ρ of the vehicle and converts them into the upper and lower limits ΔTeu and ΔTel of the engine torque change ( Step 52
B).

Next, in the conversion means 152B, each of the engine torque changes ΔTeu and ΔTel is converted into an air amount change (per one engine revolution) ΔA / Nu, Δ
It is converted into each of A / Nl (step 52C).

On the other hand, in the throttle opening / closing control means 152C, the opening degree θ _{0 for the} target slot is converted to the target air amount A / N ₀ in the throttle opening air amount conversion unit 152D. At this time, the conversion is
This is performed by a map corresponding to the characteristic shown in FIG.
The target air amount A / N ₀ is determined based on the throttle opening θ ₀ and the engine speed Ne (step 52D).

Further, the target air amount A / N ₀ is measured in advance and stored in the memory 15.
Is subtracted A / N in the previous control stored in 2F, in the form of a deviation ΔA / N _0, is input to a limiter 152G (Step 52
E).

In the limiter 152G, the deviation ΔA / N ₀ is equal to the upper and lower limits ΔA / Nu, ΔA / Nu
If it is between Nl, the value is output as ΔA / Nt, and if it exceeds the upper limit ΔA / Nu, ΔA / Nu becomes the lower limit ΔA / Nl
If it is less than ΔA / Nl, ΔA / Nl is output as ΔA / Nt, respectively (step 52F). ΔA output from limiter 152G
/ Nt is added to the previous A / N stored in the memory 152F,
Air amount throttle opening converter 152E as target air amount A / Nt
(Step 52G).

In the air amount throttle opening conversion unit 152E, the target air amount A / Nt is converted into a final target opening θt by a map having the characteristics shown in FIG. 8C and output (step 52H).
The throttle valve 6 is driven via the motor 7 toward the opening θt (step 52I).

Further, when the output torque limiting type speed control unit 152 is linked to the traveling load compensation type speed control unit 151,
The target opening θt is further converted into a speed correcting torque,
This is input to the target drive shaft torque calculating means 151C. That is, the output torque change limiting type speed control unit 152 operates as the acceleration limiting unit 102.

In this way, in order to avoid the acceleration shock, the change in the intake air amount or the fuel amount (both per engine rotation), which is linearly related to the engine output torque, is directly limited, so that the acceleration shock can be easily and easily performed. It can be prevented reliably.

The above-described output torque change limiting type speed control unit 152 may be configured so that the throttle opening is not directly targeted but directly controlled by the air amount. In this case, however, the throttle opening air amount conversion unit The 152D (θ → A / N) and the air amount throttle opening conversion unit 152E (A / N → θ) become unnecessary.

Also, in the case of a gasoline engine, since the air amount and the fuel amount are almost proportional, it may be controlled by the fuel amount instead of the A / N.
The fuel is controlled by the fuel, and the control by the fuel amount is performed in the same manner as the control by the air amount.

Next, the transmission control unit 154 will be described. As shown in FIG. 9A, an engine speed sensor 17a for detecting the engine speed and an accelerator operation for detecting the amount of depression of the accelerator pedal 15 (operation state). Accelerator pedal position sensor 15A as state detection means
Are output to the output torque margin detection means 154A, and the output torque margin detection means
As shown in FIG. 10 (b), a characteristic (thick solid line) indicating the relationship between the engine speed and the throttle position (throttle opening) is stored in 154A as a map, and the engine output based on this characteristic is stored. An area without a torque margin (hatched area) is set.

Further, an area for determining whether or not the accelerator pedal 15 is in the stroke end area based on the output of the accelerator position sensor 15A is set as shown by hatching in FIG. 10 (a).

Further, a margin signal indicating whether there is a margin in the output torque of the engine is input to the transmission control means 154B, and the control means 154B transmits the downshift signal to the automatic transmission when there is no margin. It is configured to output to 20.

With the above configuration, the transmission control unit 154 operates according to the flowchart shown in FIG. 9 (b).

That is, in the output torque margin detection means 154A,
The accelerator pedal 15 is depressed to the stroke end region with respect to the setting region of FIG. 10 (a), and it is determined whether or not the driver is requesting a high acceleration (step 54).
A).

When the accelerator pedal 15 is located in the stroke end area, it is determined whether or not the operating state of the engine determined by the engine speed Ne and the position of the throttle valve 6 is in the set area of FIG. 10 (b).

That is, the engine speed in the shaded area of the map
The lower limit throttle valve position corresponding to Ne is read (step 54B), and it is determined whether or not the current throttle valve position by the throttle valve sensor 8 is larger than the read lower limit throttle valve position (whether or not more depression is performed). Is performed (step 54C).

If the result of the determination is YES, it indicates that there is no margin in the engine output despite the request for acceleration exceeding the required level, and the downshift signal is transmitted to the transmission 20 via the transmission control means 154B. Is output (step 54D).

Thus, downshift control (kickdown control) in transmission 20 is performed, and the vehicle is sufficiently accelerated.

Thus, kickdown control can be sufficiently performed even in a DBW vehicle. That is, in a DBW type vehicle in which there is no mechanical connection between the throttle valve 6 and the accelerator pedal 15, even in a control in which the operation amount of the accelerator pedal and the opening / closing of the throttle valve 6 do not correspond one-to-one, the kick-down control is performed. Can be performed effectively.

In addition, since the downshift is performed automatically, driving becomes easy.

Although the above-mentioned margin of the engine output torque is determined from the throttle valve opening θ and the engine speed Ne, the air amount per engine revolution (A / N) is used instead of the throttle valve opening θ. Alternatively, the determination may be made using the fuel amount per engine revolution (F / N). In this case, it is determined from the graph of FIG. 10B that the horizontal axis is A / N or F / N to determine whether there is enough engine output at the time of kick down.

Next, the speed control unit 153 with the accelerator pedal will be described.
Reference numeral 3 is configured as shown in FIG. 11, and is provided with acceleration request output detection means 153A for detecting the driver's acceleration request output based on the depression amount of the accelerator pedal 15. The acceleration request output detecting means 153A has a characteristic map as shown in FIG. 13 (a), in which the relationship between the set speed, the drive shaft torque and the accelerator pedal depression amount is set.

A target control that receives, as input information, an engine output request value corresponding to a speed setting for an automatic cruise control (ASC) by a driver, an intake air amount by an air flow sensor 3, and a rotation speed by an engine rotation speed sensor 17a. Engine output setting means 153D is provided.

Further, a controller 153B is provided. The controller 153B receives an output request value from the accelerator pedal 15 from the acceleration request output detection means 153A, and outputs a target engine output by auto cruise from the target control engine output setting means 153D. Is entered.

The controller 153B has a switching function (selection function). With this switching function, either the output request value from the accelerator pedal 15 or the target engine output by auto cruise is selected, and the target output of the engine is selected. It is configured to output as torque, and is configured to be input to target engine output realizing means 153C. The target engine output realizing means 153C
The map has the characteristics shown in Fig. 13 (b). The engine speed Ne and the target output torque (engine torque) T
Thus, the target throttle opening θ is determined and output.

With the configuration described above, the speed control unit with the accelerator pedal is used.
153 operates according to the flowcharts shown in FIGS. 12 (a), 12 (b) and 12 (c).

That is, whether or not auto cruise (ASC) is being executed is determined by the interlocking switches 153D ₂ and 153D in the controller 153D.
₃ (Step 53A), switch 153D ₂ is ON
During the auto-cruise running in the state, based on the rotational speed of the intake air amount and the rotation speed sensor 17a from the air flow sensor 3, the current output is calculated in output calculation unit 153D _1, control engine output setting means 153D
(Step 53C).

Also, when the switch 153D ₂ is switch 153D ₃ is in the ON state at OFF (ASC during the hold: Step 53B), the auto-cruise required output values control the engine output setting means 15
Output from 3D (step 53D).

On the other hand, the driver's acceleration request due to the depression operation of the accelerator pedal 15 is detected by the acceleration request output detection means 153A.
That is, the depression amount of the accelerator pedal 15 is detected by the accelerator position sensor 15A (step 53E), and the vehicle speed on the horizontal axis and the output from the depression amount as a parameter to the drive (drive shaft torque) are determined by the map shown in FIG. Conversion is performed (step 53F).

An output (drive shaft torque) corresponding to the determined accelerator depression amount is input to the controller 153B, and the subtraction means 15
In 3B ₁ , the required output value by the accelerator is subtracted from the required output value by the auto cruise, and the deviation Δ
P is calculated (step 53G). Then, the controller 153B, the deviation ΔP is input to the switcher 153B _2, step 53H, 53I, 53K, 53L, the determination of the target output by 53N is performed.

That is, the deviation ΔP is set to ΔPu (Δ
If Pu> 0), the output of the target control engine output setting means 153D set to correspond to the auto cruise is larger than the output requested from the accelerator pedal 15 by a required amount or more. adopted as (step 53H, 53I), the flag set in the auto cruise execution proceeds to flag reset (step 53J) and the oN state of the switch 152D ₂ autocruise hold to shift to the OFF state of the switch 153D ₃ is performed (step
53P).

Then, the deviation ΔP is set to ΔPl (ΔPl
If <0 <ΔPu), the output requested from the accelerator pedal 15 is larger than the output of the target control engine output setting means 153D set to correspond to the auto cruise by a required amount, and is adopted as the target output. (Step
53L), a reset operation of the auto-cruise execution flag in the switch 153D ₂ (Step 53M) and excisional operation of automatic cruise hold flag in the switch 153D ₃ (step 53q) is performed.

On the other hand, when the deviation ΔP is a value between ΔPu and ΔPl, both the output requested from the accelerator pedal 15 and the output corresponding to the auto cruise are not larger than the other by the required amount. The target output at the time of control is adopted again (step 53N), and the automatic cruise hold is not set and reset, and the control as before is performed. That is, if the previous time is auto cruise, the target engine output for auto cruise is selected, and if it is an acceleration request, the acceleration request engine output is selected, so that chattering of control is prevented.

Then, the target output determined by the controller 153B is input to the target engine output realizing means 153C, and the target throttle opening θ is output from the map shown in FIG. 13 (b) (step 53O).

That is, in FIG. 13 (b), the target throttle opening θ is determined by the engine speed Ne and the target output (engine torque).

By such an operation, if the accelerator pedal 15 is depressed greatly while maintaining the speed control state by the auto cruise, the acceleration corresponding to the depressed amount is performed, and if the depressed amount of the accelerator pedal 15 is reduced below the required amount, the auto Return to cruise state.

In this way, auto cruise is not interrupted by depressing the brake, and the acceleration operation corresponding to the driver's will is performed quickly, so that the response is fast and the engine output is continuous when returning to auto cruise There is no shock when returning.

Further, there is no need to perform an auto cruise cancel operation, so that the operation is not troublesome and an erroneous operation is less likely to be caused.

The output of the accelerator pedal-combined speed controller 153 is selected and adopted according to the priority of other control units output in parallel or the driving mode setting of the driver, and the traveling control of the vehicle is performed. It is.

Next, the acceleration shock avoidance control unit 158 will be described. As shown in FIG. 14, the depression state of the accelerator pedal is detected by an accelerator pedal position sensor (APS) 15A, and this detection signal is input to the control unit 158. It has become so.

The acceleration shock avoidance control unit 158 includes an acceleration request detection unit 158A that receives the output signal of the accelerator pedal position sensor 15A and detects a driver's acceleration request. In addition, a condition determining means 158D for determining a limit operating condition of the engine is provided, and the means 158D determines an engine operating region where an acceleration shock does not occur.
A map corresponding to the characteristics shown in FIGS. 16 (a) and (b) is provided.

Further, an acceleration limiter 158B is provided.
A target acceleration request signal is input from the acceleration request detection unit 158A to the acceleration request detection unit 158B, and a limit operation condition of the engine is input from the condition determination unit 158D, and a control signal is output for an acceleration request exceeding the limit operation condition. It is configured as follows.

The limit signal and the target acceleration request signal are input to the control means 158C, and the control means 158C controls the throttle valve 6 via the motor 7.

With the above configuration, the control operation is performed in the acceleration shock avoidance control section 158 according to the flowchart of FIG.

First, the engine operation state is detected by the condition determining means 158D based on the outputs of various sensors (step 58A).

Next, the throttle opening limit value as the limit operating condition is determined from the characteristic map shown in FIG. 16 (a) (step 58B). That is, for example, the limit throttle opening degree θi is determined using a curve of a characteristic having an intersection between the engine rotational speed Nei and the engine torque detection value Ti by the rotational speed sensor 17a, in this example, a characteristic indicated by a solid line, and the acceleration limit is determined. Department
Output to 158B.

On the other hand, in the acceleration request detecting means 158A, the accelerator pedal 15 detected by the accelerator pedal position sensor 15A is detected.
Is input, the target acceleration required torque required by the driver is detected, converted to a target throttle opening, and transmitted to the acceleration limiting unit 158B.

The acceleration limiter 158B determines whether the target throttle opening is larger than the limit throttle opening θi as the opening limit value (step 58C). If the target throttle opening is larger, a limit signal is transmitted to the control means 158C. .

The control means 158C outputs a control signal to the throttle valve 6 via the motor 7 in order to drive the throttle valve 6 at the normal driving speed up to the opening limit value θi (step 58).
D) For the throttle valve opening corresponding to the transmitted limit signal (opening equal to or more than the limit value θi), a control signal is output in order to drive the throttle valve at a drive speed lower than usual by a predetermined rate. (Step 58E).

On the other hand, in the acceleration limiting section 158B, when the target throttle opening is smaller than or equal to the opening limit value, a control signal is sent to the control means 158C so that the throttle valve is driven to the target throttle opening at the normal speed. It is output (step 58F).

The above operation is shown by the relationship between the throttle valve opening and the time shown in FIG. 16 (b). Until the limit operating condition (opening θi), the throttle opening at the maximum driving speed is unconditionally increased. The valve opening drive is performed, and the starting acceleration with a quick reaction is performed, and the vehicle is driven in a limit acceleration state in which no shock is generated in an acceleration region where an acceleration shock is generated thereafter.

The above-described determination of the limit operating condition that does not cause the acceleration shock depends on a predetermined engine output torque with respect to the engine speed as shown in FIG. 16 (a).
The following determination conditions may be used.

A predetermined A / N with respect to the engine speed A predetermined intake pipe negative pressure with respect to the engine speed A predetermined fuel injection amount with respect to the engine speed A predetermined throttle opening irrespective of the operating state and control of the acceleration shock avoidance control unit 158 described above. The output is output to the throttle valve 6 in accordance with a predetermined priority order and in accordance with a driver's mode setting with respect to an output value of another control performed in parallel with the present control.

The control output of the acceleration shock avoidance control unit 158 described above is used when the vehicle is accelerating from an idling operation state or when the shift speed 1
The output may be limited to an acceleration from a high speed and an effective output.

Further, the opening drive speed of the throttle valve before reaching the limit operating condition may correspond to the accelerator operation speed of the driver, or may be driven at the maximum drive speed.

In this way, even if the driver's accelerator operation is inappropriate, unpleasant shock is avoided and smooth acceleration is performed.

Further, the above-described effects can be obtained only by changing the software, and the improvement can be performed at low cost.

Next, the vehicle traveling state linkage mode switching control unit 156 will be described. As shown in FIG. 17, the vehicle traveling state linkage mode switching control unit 156 controls the depression amount of the accelerator pedal 15 via the accelerator pedal position sensor 15A. It is configured to input and output a throttle valve opening / closing control signal, and is provided with mode switching means 156A, running state detecting means 156B, and throttle valve control means 156C.

The mode switching means 156A has two setting modes, a normal mode and an economy mode, and is configured to be able to calculate the throttle opening corresponding to each mode in relation to the depression amount of the accelerator pedal 15. . That is, in the normal mode, the throttle opening as set by the driver or a relatively large throttle opening with emphasis on the output characteristics of the engine is set with respect to the amount of depression of the accelerator pedal 15.

In the economy mode, the opening degree smaller than the driver's request or the throttle opening speed relatively smaller than the driver's request is set for the depression amount of the accelerator pedal 15, so that the engine is operated in a fuel efficient region. It is configured to be.

The throttle valve control means 156C is configured to output a control signal for realizing the input target throttle valve opening.

On the other hand, the traveling state detecting means 156B receives the vehicle speed information detected by the other control unit and the output signal of the engine speed sensor 17a, and detects the traveling state of the vehicle. It is configured to output a switching signal to the mode switching means 156A. That is, the nineteenth
The characteristic map shown in FIG. 7A is stored, and it is determined whether the running state of the vehicle is in the normal mode area or the economy mode area based on the vehicle speed V and the engine speed Ne.

In addition, as shown in FIG. 19 (b), a plurality of intermediate modes are provided in addition to the normal mode and the economy mode as shown in FIG. 19 (b), and an optimum mode is automatically selected from the plurality of modes. You may make it.

With the above-described configuration, the vehicle traveling state linkage mode switching control unit 156 performs its operation according to the flowchart shown in FIG.

That is, the speed of each wheel is the wheel speed sensor 13a, 13b, 13c,
Detected by 13d (step 56A), the running state detecting means
At 156B, a moving average vehicle speed V is calculated from each wheel speed (step 56B).

Then, based on the rotation speed Ne detected by the engine rotation speed sensor 17a and the calculated vehicle speed V, a nineteenth
It is determined from the map shown in FIG. 6A whether the vehicle traveling state is lower than a predetermined determination value (step 56C), and it is determined whether the vehicle traveling state is in the normal region or the economy region.
A switching signal based on the selection of one of the areas is output to mode switching means 156A.

In response to the above switching signal, the mode switching means 156A sets the economy mode (step 56D),
The operation is performed whether the economy mode is canceled and the normal mode is set (step 56E).

In the mode switching means 156A, correction is performed for any of the modes determined as described above, and the output signal of the accelerator pedal position sensor 15A is obtained based on a correspondence map between the depression state of the accelerator pedal 15 and the throttle valve opening. Is determined and output to the throttle valve control means 156C.

As a result, the opening and closing of the throttle valve 6 is automatically controlled via the motor 7 in a mode selected according to the running state of the vehicle.

In this manner, the switching from the economy mode to the normal mode, which has occurred in the past, is not forgotten, and it is possible to avoid a state in which an expected output cannot be obtained or a state in which the vehicle runs while deteriorating fuel consumption. There is an advantage of improving operability and running performance.

When an intermediate mode as shown in FIG. 19 (b) is provided, the economy correction coefficient K is determined based on the relationship between the vehicle speed V and the engine speed Ne. This correction coefficient K is 0
.Ltoreq.K.ltoreq.1, where K = 0 selects the normal mode, and K = 1 selects the economy mode. Using this K,
The calculation of the target throttle opening is performed by the following equation. That is, throttle opening = f−K · g where f is a function of the accelerator pedal opening in the normal mode, g is a function of the accelerator pedal opening in the economy mode, and K is an economy correction coefficient. By obtaining this throttle opening, an intermediate mode selection state corresponding to the running state is realized.

By the way, in the running state detecting means 156B described above,
As shown in FIGS. 19 (a) and 19 (b), for the moving average vehicle speed V of the vehicle, a mode switching determination is made depending on whether or not the driving state is equal to or higher than a predetermined engine speed Ne. Mode switching determination conditions such as

Average vehicle speed within a predetermined time obtained from the wheel speed information Maximum vehicle speed within a predetermined time obtained from the wheel speed information Average vehicle body acceleration within a predetermined time obtained from the wheel speed information Within a predetermined time obtained from the wheel speed information Maximum engine acceleration within a predetermined time obtained from engine speed information Average engine speed within a predetermined time obtained from engine speed information Average engine within a predetermined time obtained from engine speed information Rotational speed increase speed Maximum engine speed increase speed within a predetermined time obtained from engine speed information Average vehicle speed and average engine speed Here, if the vehicle speed, acceleration, engine speed, etc. are small, the economy mode side If it is large, it switches to the normal mode side.

In this embodiment, automatic switching between the normal mode and the economy mode is performed. A mode switching switch 156D for providing an automatic mode in which the automatic switching is performed and a manual mode in which the driver switches the mode is provided. May perform mode selection, and only when the mode changeover switch 156D is in the auto mode, the mode automatic changeover may be performed.

Next, the accelerator pedal linkage mode switching control section 157 will be described. As shown in FIG.
The depression amount of 15 is input via an accelerator pedal position sensor 15A, and a throttle valve opening / closing control signal is output.The mode switching means 157B, the engine capacity demand degree detection means 157A, and the throttle valve control means 157C are provided. Is provided.

The mode switching means 157B has two setting modes, a normal mode and an economy mode, and is configured to be able to calculate the throttle opening corresponding to each mode based on the relationship with the accelerator pedal depression amount.

That is, in the normal mode, a state is set in which the throttle opening as requested by the driver or a relatively large throttle opening with emphasis on the output characteristics of the engine is set with respect to the depression amount of the accelerator pedal 15.

In the economy mode, the opening degree smaller than the driver's request or the opening speed relatively smaller than the driver's request is set for the amount of depression of the accelerator pedal 15, so that the engine can be operated in a fuel efficient region. Is configured.

The throttle valve control means 157C is configured to output a control signal for realizing the input target throttle valve opening.

On the other hand, when the output signal of the accelerator pedal position sensor 15A is input,
The degree of request for the engine capacity of the driver is detected, and a switching signal is output to the mode switching means 157B according to the degree of request.

That is, a map of the characteristic shown in FIG. 21A is stored, and it is determined whether to select the normal mode or the economy mode based on the depression amount and the depression speed of the accelerator pedal 15. I have.

Note that as a setting mode, as shown in FIG.
A plurality of intermediate modes between the normal mode and the economy mode may be provided, and an optimum mode may be automatically selected from the plurality of modes.

With the above-described configuration, the accelerator pedal linkage mode switching control section 157 performs its operation according to the flowchart shown in FIG.

That is, the position of the accelerator pedal 15 is detected by the accelerator pedal position sensor 15A (step 57A),
The depression amount and the depression speed of the accelerator pedal 15 are calculated by the engine capacity requirement detection means 157A (step 57).
B).

Then, according to the characteristic map shown in FIG. 21 (a), one of the normal mode area and the economy mode area is automatically selected in accordance with the depression amount and the depression speed of the accelerator pedal 15 described above.

As a result, a mode according to the driver's request for engine capacity is automatically selected, and control is performed in the selected mode.

That is, a switching signal to the selected mode is output to the mode switching unit 157B.
In response to the switching signal, the economy mode is set (step 57E), or the economy mode is canceled and the normal mode is set (step 57F).

In the mode switching means 157B, the target throttle valve opening corresponding to the output signal of the accelerator pedal position sensor 15A is determined by the correspondence map between the accelerator pedal depression state and the throttle valve opening in any one of the modes determined as described above. It is determined and output to the throttle valve control means 157C.

Thus, the opening and closing of the throttle valve 6 is controlled via the motor 7 in a mode corresponding to the driver's request.

In this way, switching from the economy mode to the normal mode, which has conventionally occurred, can be avoided, and a state in which an expected output cannot be obtained or a state in which the vehicle runs with reduced fuel consumption can be avoided. There is an advantage of improving the performance and running performance.

By the way, the above-mentioned engine capacity requirement detecting means 157A detects which of the two modes, the normal mode and the economy mode, is required by the driver, but the intermediate mode as shown in FIG. 21 (b) is detected. When the mode is provided, the economy correction coefficient K 'is determined by the depression amount and the depression speed of the accelerator pedal 15. The correction coefficient K ′ is 0 ≦ K ′ ≦ 1, and the normal mode is selected when K ′ = 0 and the economy mode is selected when K ′ = 1.

This correction coefficient K 'is output to the mode switching means 157B,
The calculation of the target throttle opening is performed by the following equation. That is, throttle opening = f′−K ′ · g ′, where K ′: correction coefficient f ′, g ′: throttle opening, which is a value determined according to the accelerator pedal depression amount or the pedal depression speed. 'Corresponds to the normal mode, and g' corresponds to the economy mode. By obtaining this throttle opening, an intermediate mode selection state required by the driver is realized.

Further, in the above-mentioned engine capacity demand detecting means 157A, as shown in FIGS. 21 (a) and (b), the depression speed of the accelerator pedal 15 is equal to or more than a predetermined value with respect to the depression amount of the accelerator pedal 15. Although the mode switching determination is performed depending on whether or not the mode switching determination is performed, a mode determination may be performed by detecting a driver's engine capacity request based on the following mode switching determination condition.

Depressing speed of the accelerator pedal 15 obtained from the output of the accelerator pedal position sensor 15A Average depressing speed of the accelerator pedal 15 within a predetermined time Amount of depression of the accelerator pedal 15 obtained from the output of the accelerator pedal position sensor 15A Accelerator 15 within a predetermined time Here, if the stepping speed, the stepping amount, and the like are small, the mode is switched to the economy mode side, and if large, the mode is switched to the normal mode side.

In addition, when the depression speed of the accelerator pedal 15 is equal to or higher than a predetermined value with respect to a predetermined engine operating state such as the engine speed, the mode may be switched to the normal mode, and if the depression speed is small, the mode may be switched to the economy mode.

In the present embodiment, automatic switching between the normal mode and the economy mode is performed. A mode switching switch 157D for providing an automatic mode in which the automatic switching is performed and a manual mode for causing the driver to perform the mode switching is provided.
Let the driver select the mode
The mode automatic switching may be performed only when the 157D is in the auto mode.

Next, the vehicle speed detection compensation control unit 166 will be described. As shown in FIG. 23, the non-drive wheel speed sensors 13a and 13b attached to the left and right non-drive wheels 13A and 13B respectively transmit the output signals. The control unit 166 is connected to
It has a failure detection means 166A, a compensation control means 166B and a travel control device 166C.

The failure detection means 166A is configured to constantly monitor the outputs of the non-driving wheel speed sensors 13a and 13b, and detects a failure based on an output exceeding a normal range, an output fluctuation for a predetermined time or more, and the like. And outputs a failure signal by identifying a failed sensor.

The compensation control unit 166B is configured to receive the failure signal from the failure detection unit 166A and compensate for the information of the failed non-driving wheel speed sensors 13a and 13b by correcting the output signal from another sensor. .

That is, when one of the non-driven wheel speed sensors 13a and 13b fails, the turning correction is performed based on the steering operation angle detected by the steering angle sensor 121 with respect to the output signal of the remaining non-driven wheel speed sensors 13a (13b). By doing so, the vehicle speed V is obtained and output.

If both the non-drive wheel speed sensors 13a and 13b fail, the A / T (automatic transmission) 2
The output signal from the output shaft speed sensor 20A of 0 is corrected by the shift stage and output as the pseudo vehicle speed.

The travel control device 166C is configured to perform automatic speed control (ASC), and the control is performed using the vehicle speed V obtained from the output signals of the wheel speed sensors 13a and 13b. Has become.

The traveling control device 166C receives the output signals from the wheel speed sensors 13a and 13b, the sensor failure information from the failure detection unit 166A, and the pseudo vehicle speed signal output from the compensation control unit 166B. , 13b continue its operation even in the event of a failure.

With the above configuration, the vehicle speed detection compensation control unit 166
The operation is performed according to the flowchart shown in FIG.

That is, the failure detecting means 166A detects the failure of the left and right non-driving wheel speed sensors 13a and 13b (steps 66A and 66B).
6B), the compensation control means 166B outputs a stop signal for control requiring high-precision vehicle speed, such as traction control, to the travel control device 166C (step 66D).

Further, the compensation control means 166B determines whether only one of the non-driving wheel speed sensors 13a, 13b has failed (step 66E). If only one of the non-driving wheel speed sensors 13a, 13b has failed, the steering control detects the steering angle. The non-driven wheel speed on the non-failed side is compensated by the detection signal from the angle sensor 121 to obtain the vehicle body speed (steps 66F and 66G), which is output to the travel control device 166C to continue various travel controls. .

If the non-drive wheel speed sensors 13a and 13b on both sides are out of order, the detection signal from the output shaft speed sensor 20A of the automatic transmission (A / T) 20 is taken in (step 66H), and the A / T Based on the output signal of the shift position sensor 20B of T, the shift speed is taken in, the pseudo vehicle speed is calculated, and output to the travel control device 166C.

Thus, even when the non-driven wheel speed sensors 13a and 13b fail, the automatic speed (cruise) control (ASC) by the travel control device 166C is continued.

By the way, the compensation of the non-driving wheel speed by the steering angle described above is
This is performed using the compensation coefficient Ks shown in FIG. Although compensation coefficient Ks as in FIG increasing linear function manner with respect to the steering angle change .DELTA..theta, in the range of the steering angle variation .DELTA..theta ₁ of .DELTA..theta ₂ is Ks = 0, this range, the compensation is performed as a dead zone As a result, stable operation is ensured.

In this way, even when the non-driving wheel sensor fails, the vehicle speed can be detected with high accuracy, so that there is an advantage that the stop of the control system can be avoided.

Next, the accelerator pedal position sensor (APS) failure acceleration control unit 162 will be described. As shown in FIG. 26, the depression amount information of the accelerator pedal 15 is input through the accelerator pedal position sensor 15A,
The depression information of the brake pedal 21 is input through a brake switch 21A as a brake pedal sensor.

Further, the control unit 162 includes a failure detection unit 162A and an acceleration control unit 162B, and the acceleration control unit 162B includes a failure-time control unit 162C and a control unit 162D.

The failure detection means 162A constantly monitors the output of the accelerator pedal position sensor 15A, and outputs a failure signal to the failure control unit 162C when the output does not change for a predetermined time or more or when an abnormal output is detected. It is configured.

The failure control unit 162C is configured to output the control opening of the throttle valve 6 at the time of failure when a failure signal is input, and a state in which the brake is not operated using a memory counter or the like is continued. For example, the control opening at the time of failure can be gradually increased from an opening slightly larger than that during idle operation to an upper limit opening.

The control means 162D is configured to control the throttle valve 6 by a DBW (drive-by-wire) method, and incorporates an ASC (auto speed control) type control structure and the like.

With the above configuration, the acceleration control unit 162 at the time of failure of the accelerator pedal position sensor operates according to the flowchart shown in FIG.

That is, when the failure detecting means 162A detects the failure of the accelerator pedal position sensor 15A, the operation of the flowchart is started, and a preset predetermined throttle opening is output to the control means 162D as the target opening (step
62A), the closing operation of the throttle valve 6 to the predetermined throttle opening is performed.

The above-mentioned predetermined throttle opening is set to an opening at which a slightly larger engine output can be obtained than during idle operation.

Then, it is determined whether or not the brake pedal 21 has been operated based on the output signal of the brake switch 21A (step 62B).
2C is executed.

That is, it is determined whether or not a predetermined time has elapsed since the opening was updated to the above-mentioned predetermined throttle opening. The state is maintained (step 62H).

After a lapse of a predetermined time, the target opening of the throttle valve becomes a value obtained by adding a predetermined increment (step 62).
D), the operation is performed with the throttle opening slightly larger than the previous time.

The above increment gradually increases the target opening. However, it is monitored whether or not the increased target opening does not exceed the predetermined opening upper limit (step 62E). , A predetermined opening upper limit is always set as the target opening (step 62F).

The target opening determined in this way is output to the control means 162D, and while being limited to the output target opening from the other control means, even when the accelerator pedal position sensor 15A fails, operation at medium / low speed is performed. However, it is continued without a significant decrease in running performance.

By the way, when the brake 21 is operated and the brake switch 21A shifts to the ON state during the operation at the time of failure of the accelerator pedal position sensor, step 62G is executed, and the target opening of the throttle valve 6 is reduced to a predetermined target. The opening is changed to 0 or 0, and the throttle valve 6 returns to the opening corresponding to the lowest speed after the failure of the accelerator pedal position sensor or fully closed, thereby preventing accidents and the like.

When the throttle opening is restricted as described above, the restriction on the throttle opening may be corrected based on the vehicle speed or the steering angle.

Instead of turning on the brake switch 21A, the above-described throttle valve 6 is determined based on the following criterion.
May be performed.

Based on the detection of vehicle deceleration from the vehicle speed obtained from each wheel speed.

Based on vehicle body deceleration detection from the G sensor.

Depends on brake oil pressure.

Thus, the accelerator pedal position sensor 15
Even if a failure occurs in A, the vehicle runs at medium and low speeds without suddenly stopping, so that a safe stop can be performed while avoiding the danger of sudden stop.

Further, in a state where the brake is not operated, the throttle opening can be gradually increased to the upper limit engine output at which the safety is ensured, so that the driving can be performed without significantly lowering the traveling performance.

Next, the brake switch linkage control unit 161 when the accelerator pedal position sensor fails will be described. As shown in FIG.
Is input via an accelerator pedal position sensor 15A, and the operation state of the brake 21 is input via a brake switch 21A.

Then, the control unit 161 includes a deceleration request detecting unit 161A.
And a deceleration request control unit 161B and an acceleration control device 161C.

The deceleration request detecting unit 161A is configured to detect a deceleration request in response to an ON signal of the brake switch 21A by operating a brake pedal, and output a deceleration request signal.

Upon receiving the deceleration request signal, the deceleration request control unit 161B performs the operation of the flowchart of FIG.
It is configured to output to 161C.

The acceleration control device 161C is configured to control the opening and closing of the throttle valve 6 via the motor 7 in response to the target opening of the throttle valve 6, and has a function such as a DBW type auto cruise control.

With the configuration described above, the brake switch linkage control unit 161 at the time of failure of the accelerator pedal position sensor performs its operation according to the flowchart of FIG. 28 (b).

That is, during normal operation, the acceleration control device 16
In 1C, the output signal of the accelerator pedal position sensor 15A is read (step 61A), the target throttle opening is calculated and output (step 61B), the throttle valve 6 is driven, and the required acceleration operation is performed. It is.

While such an operation is being performed, the signal of the brake switch 15A is constantly read by the deceleration request detecting means 161A (step 61C) and monitored (step 6C).
1D), when the brake switch 15A is turned on, the deceleration request detecting means 161A outputs a deceleration request signal to the deceleration request control unit 161B.

The deceleration request control unit 161B compares the target throttle opening at that time with a predetermined throttle opening set in advance (step 61E). If the target throttle opening is larger than the predetermined throttle opening, The predetermined throttle opening is adopted as the target throttle opening (step 61).
F), the opening is transmitted to the acceleration control device 161C.

Thereby, the acceleration control device 161C closes the throttle valve 6 to a predetermined throttle opening.

At this time, since the predetermined throttle opening is set to an opening at which safe operation is performed even when the accelerator pedal position sensor fails, even if the accelerator pedal position sensor 15A fails, a safe speed is maintained. Operation is performed.

The deceleration request detection in the deceleration request detection means 161A described above may be based on the following criteria.

The vehicle deceleration calculated from each wheel speed The vehicle deceleration obtained from the G sensor Changes in brake oil pressure In addition, the deceleration request control unit 161B does not limit the opening of the throttle valve 6 to a predetermined throttle opening. The deceleration request may be satisfied in the following manner.

Limit the intake negative pressure to limit the operating state of the engine.

Limit A / N to limit engine operating conditions.

The fuel injection amount is limited to limit the operating state of the engine.

Thus, the accelerator pedal position sensor 15
Even in the case of a failure such as A, the operating state of the engine (throttle valve opening) is controlled to a predetermined safe state by the driver's intention to decelerate such as brake operation, and after traveling at a safe speed, Can be stopped.

In addition, the accelerator pedal position sensor
Even if a failure occurs in 15A or the like, the vehicle does not stop suddenly, and a safe stop can be performed while avoiding the danger caused by the sudden stop.

Further, when or after the shift to the predetermined throttle opening by the deceleration means such as a brake, the driver issues an acceleration request by the accelerator pedal, the throttle valve starts the operation corresponding to the acceleration request from the predetermined opening. Therefore, the driving state does not cause a great discomfort.

Further, if a conventionally used brake switch or the like is used as the deceleration request detecting means, the above-described effect can be obtained without increasing the cost.

Next, the engine-linked initialization avoidance control unit 165 will be described. As shown in FIG. 29, the control unit 165 stores an operation signal of the starter 22 that operates in conjunction with the ignition switch 22A and an operation state of the engine. For example, information on the engine speed is input.

The operation signal of the starter 22 is transmitted to the starter operation detection means 165A, and the operation state of the starter 22 is detected.

Further, a detection signal from the engine speed sensor 17a is input to the engine operation detection means 165B, and the operation state of the engine is detected.

Further, a throttle valve control system 165D is provided, which has various functions and controls the driving of the throttle valve 6 and the motor 7 in order to perform control such as auto cruise.

The throttle valve control system 165D is provided with an initialization means 165E. The initialization means 165E outputs an initialization signal to the throttle valve control system 165D, and causes the throttle valve 6 to be fully closed or fully opened to set the reference position. Adjust the throttle valve sensor 8
It is configured such that failure diagnosis of the motor and the motor 7 is performed by a confirmation operation.

The initialization means 165E is provided with an initialization prohibition means 165C, and is configured to output an initialization prohibition signal to the initialization means 165E when performing the initialization operation is not preferable for running the vehicle.

With the above configuration, the engine-linked initialization avoidance control unit 165 performs its operation according to the flowchart of FIG.

That is, the detection signal of the engine speed sensor 17a is input to the engine operation detecting means 165B, and the engine speed information is read (step 65A).

Next, it is determined whether or not the engine speed Ne is equal to or higher than a predetermined value (step 65B).
If the value is equal to or more than the predetermined value, the prohibition signal is transmitted from the initialization prohibition unit 165C to the initialization unit 165E by determining that the engine 4 is operating (step S1).
65F).

If the engine speed is less than the predetermined value,
The starter operation detecting means 165A determines whether or not the starter 22 is operating (steps 65C and 65D). If the starter 22 is operating, a prohibition signal is transmitted from the initialization prohibiting means 165C to the initializing means 165E (step 65C). Step 65F).

On the other hand, when it is determined that the engine 4 is not operating (No route in step 65B) and the starter 22 is not operating (No route in step 65D), the initialization prohibition signal is not transmitted, and 165E
Of the throttle valve control system 165D is performed (step 65E).

For example, the initialization may be executed by adding a condition that it is detected that the driver's seat has been seated after the driver's seat side door is opened.

As a result, during the operation of the engine or the starter, the initialization is not performed, and the driver operates the accelerator pedal 15.
Such a phenomenon that the engine speed fluctuates greatly even when is not operated is avoided.

Note that for a vehicle in which the voltage drop due to the operation of the starter 22 is suppressed to a small extent and the operation of the motor 7 for driving the throttle valve 6, the throttle valve sensor 8 and the ECU 14 are performed without any trouble, the initialization is performed during the starter operation. It may be. In this case, the starter operation detecting means 165A becomes unnecessary.

In this manner, the initialization operation of the speed control unit in the operating state in the predetermined operating state of the engine or the starter is avoided, so that there is an advantage that various control disturbances due to the initialization can be prevented.

Next, the transmission linkage initialization prohibition control unit 164 will be described. As shown in FIG. 31, the operation amount of the accelerator pedal 15 is input to the control unit 164 via an accelerator pedal position sensor (APS) 15A. At the same time, the shift position of the transmission (A / T) 20 is input via the shift position detection sensor 20B.

Further, the control unit 164 includes a throttle valve control system 164.
C, initialization means 164B, and initialization prohibition means 164A. I have.

Then, the initialization prohibiting means 164A receives the output signal of the shift position detection sensor 20B for the automatic transmission 20, and determines whether the shift position is a neutral position or a parking position as a shift position at which engine driving force is not transmitted from the transmission to the wheels. Is not available, the initialization means 164B
Is configured to output a prohibition signal.

With the above-described configuration, the transmission linkage initialization prohibition control section 164 operates in accordance with the flowchart shown in FIG.

That is, the shift position of transmission 20 is detected by shift position detection sensor 20B (step 64).
A), transmitted to the initialization prohibiting means 164A.

In the initialization prohibiting means 164A, the shift position is N
It is determined whether the position is (neutral) or P (parking) (step 64B). If the position is neither the N position nor the P position, an initialization prohibition signal is output to the initialization means 164B (step 64D).

Thus, when the shift position is neither the N position nor the P position, the initialization of the throttle valve control system 164C is prohibited.

On the other hand, if the shift position is the N position or the P position, no inhibit signal is output, so that the initialization means 164B initializes the throttle valve control system 164C (step 64C).

In the case of a manual transmission, if the shift position is not at the neutral position, the initialization of the throttle valve control system is stopped, and the initialization is executed only when the shift position is at the neutral position.

In this manner, the initialization operation of the speed control device in an undesired running state due to an instantaneous interruption of the power supply or the like is avoided, so that various control disturbances due to the initialization can be prevented.

Next, when the throttle valve sensor fails, the air control unit 16
Referring to FIG. 7, as shown in FIG. 33, two intake passages 5A and 5B provided in parallel are provided with throttle valves 6A and 6B, respectively. These throttle valves 6A and 6B Are driven to open and close by drive motors 7A and 7B, respectively, and the drive motors 7A and 7B are configured to be controlled by throttle valve drive means 167B.

Although the downstream side of the intake passages 5A and 5B is connected to each bank of the V6 engine, a communication valve 61 is interposed between the downstream portions of the intake passages 5A and 5B. When 61 is opened, the intake paths 5A and 5B communicate with each other.

Here, the communication valve 61 is closed when the throttle valves 6A, 6B are normal, and is opened when one of the throttle valves 6A, 6B fails and is fully closed.

The throttle valve driving means 167B is a target opening setting means.
Throttle valves 6A, 6 up to the target opening output from 167A
It is configured to output a drive signal to open and close B.

The target opening setting means 167A is configured to output the target throttle opening among the other control units 151 to 168.

A controller is provided as a failure detecting means 167C. A failure of the motor 7A (7B) or the throttle valve sensor 8A (8B) is detected by an abnormal output or an output fluctuation for a predetermined time or more, and a failure signal is output. Is output to the conversion means 167E and the malfunction time air control means 167D.

Switches 23 and 24 are attached to the fault air control means 167D, and the switches 23 and 24 are
By switching, the throttle valve 6A and the motor 7A are switched from the target opening control to the target air control.

That is, the conversion means 167E has a map for associating the throttle opening with the air amount A / N per one revolution of the engine, and the conversion means 167E converts the target throttle opening into the target air quantity using the engine speed as a parameter. It is configured to be.

Then, the converted target air amount is input to the air control means 167D, and the motor 7A is driven toward the target air amount, and the throttle valve 6A is opened and closed. I have.

The opening and closing of the throttle valve 6A is configured to be feedback-controlled using the output signal of the intake air sensor 3.

The air flow sensor 3 as an intake air sensor
Is provided in an upstream portion (for example, in an air cleaner) before the intake passage 5 branches into an intake passage portion 5A and an intake passage portion 5B, and even if any of the intake passage portions 5A and 5B becomes unusable. In addition, the intake air amount can be measured.

With the above configuration, the air control unit 167 at the time of a throttle valve sensor failure follows the flowchart shown in FIG.
Perform the operation.

That is, when one of the throttle valve sensors 8A and 8B fails, the other sensor 8A
By (8B), control is performed to drive both the throttle valves 6A and 6B by the same amount or to drive only one of the throttle valves 6A (6B).

Then, both the failures of the throttle valve sensors 8A and 8B are detected by the failure detecting means 167C (step 67A).
Then, the current to the motor 7B that drives the throttle valve 6B on one side is stopped, and the throttle valve 6B is attached to the same valve or driven to be fully closed by a turn spring (step 67B).

Next, the switches 23 and 24 are switched by the output of the failure signal from the failure detection means 167C to the conversion means 167E and the failure air control means 167D, and the control system of the throttle valve 6A switches the conversion means 167E and the failure air control means. The system is switched to the system via 167D (step 67C).

Then, the conversion means 167E converts the target throttle opening into the target air amount A / N per one engine revolution using the engine speed Ne detected by the engine speed sensor 17a as a parameter (step 67D).

In the air control means 167D, feedback control is performed according to the deviation between the measured air amount detected by the intake air sensor (air flow sensor) 3 and the target air amount, and the required amount of the motor 7A is driven toward the target air amount. Of the throttle valve 6A is performed (step 67E).

In this case, the communication valve 61 is kept open. Thus, even if the throttle valve 6B is fully closed, intake air can be supplied to other banks via the throttle valve 6A and the communication valve 61.

Note that the following control may be performed instead of the above-described control means.

That is, when both the throttle valve sensors 8A and 8B fail, the throttle valves 6A and 6B are first fully closed.
Then, switching to the air control means 167D similar to the above is performed, and thereafter, in order to achieve the target air amount, the motors 7A and 7B are driven by the same amount, and the throttle valves 6A, 6B
Open the same amount.

Then, by using the measured air amount information of the air flow sensor 3, the air amount feedback control of the throttle valves 6A and 6B is performed.

 In this case, the communication valve 61 may be kept closed.

Even with such a control means, compensation when the throttle valve sensor fails can be performed in substantially the same manner as the above-described means.

In this way, even if all the throttle valve sensors 8A, 8B fail, the throttle valves 6A, 6B
Control can be properly continued.

Next, the output torque adjusting type rotation speed control section 159 will be described. As shown in FIG. 39, a target rotation speed setting means for setting a target rotation speed in order to control the rotation speed of the engine (particularly during idling operation). 159A is provided.

On the other hand, an engine speed sensor 17a is provided as a speed detecting means for detecting the engine speed Ne.

The output of the engine speed sensor 17a and the output of the target speed setting means 159A are input to a speed deviation detecting means 159B constituted by a subtractor, and the output of the means 159B is the engine output. The torque is input to the torque calculator 159C.

The engine output torque calculation unit 159C is configured to calculate an output torque required to achieve a target rotation speed, and to correct a rotation torque deviation ΔNe (this is a correction torque for the rotation speed deviation ΔNe). It is configured such that an air conditioner load, a headlight load, an AT (automatic transmission) load, and other loads due to power steering and the like can be added.

The required torque of the air conditioner load, headlight load, AT load, and other loads is set to RO beforehand.
M, and each of the operation switches 25, 26, 27,
When any or all of the 28 are turned on, the required torque of the load that has been turned on is read and added, and the total required torque during operation is output as the target engine output torque together with the correction torque for eliminating the rotational speed deviation. It has become so.

An A / N conversion unit 159D is provided with a map of the corresponding characteristic between the engine torque and the A / D. The target engine output torque is input, and the target A /
N is output.

The target A / N is configured to be input to the feedback control unit 159E, and the feedback control unit 159E
Measurement A / A that is actually measured and calculated based on the output of the airflow sensor 3.
Feedback N and PID the deviation between target A / N and measurement A / N
The control for the target A / N is performed so as to be canceled by the control.

With the above-described configuration, the output torque adjustment type rotation speed control unit 15
In step 9, the operation is performed in accordance with the flowchart shown in FIG.

That is, the rotational speed deviation detecting means 159B calculates a deviation ΔNe between the target rotational speed set by the target rotational speed setting means 159A and the engine rotational speed Ne detected by the rotational speed detecting means 17a (step 59A). .

Next, a correction torque ΔTe is calculated based on the rotational speed deviation ΔNe (step 59B).

Then, in the engine output torque calculation unit 159C, the load driving torque of the air conditioner, the headlight, the automatic transmission, and the like is read from the ROM and added to the correction torque ΔTe. This means that the target torque has been calculated (step 59C).

This target torque is converted into a target A / N by the A / N converter 159D and output (step 59D).

At the time of this conversion, it is obtained from a map of A / N and engine output torque, but it may be obtained by the following linear expression A / N = aTe + b.

Then, the deviation Δ between the target A / N and the actually measured and measured A / N
A / N is obtained (step 59E), and the throttle valve drive motor 7 is controlled in accordance with ΔA / N (step 59F).

In this way, as shown in FIG.
Since a means for directly controlling the intake air amount is used as shown in FIG. 38 (b) instead of a means for feeding back the speed fluctuation with respect to the target rotation to the opening degree of the idle control valve 123 provided in the bypass passage 123a, The throttle valve 6 having a large diameter is not affected by the non-linearity of the opening area of the air passage and the driving of the actuator of the throttle valve 6, and the throttle valve 6 having a large diameter is employed as the means for controlling the rotation speed. Will be able to do it.

Further, feedback control of the intake air amount can be included in the minor loop, so that the response of the air intake system can be improved, and the responsiveness and stability of the rotation speed control can be improved.

Further, since the intake air amount is measured, a failure in the actuator of the throttle valve 6 can be easily found.

Next, the ignition angle / throttle combined rotation speed control unit 160 will be described. As shown in FIG. 35, the target rotation speed for setting the target engine rotation speed in order to control the rotation speed of the engine (particularly during idle operation). Number setting means 160A is provided.

On the other hand, a rotation speed sensor 17a is provided as rotation speed detecting means for detecting the rotation speed Ne of the engine.

The output of the rotation speed sensor 17a and the output of the target rotation speed setting means 160A are input to a rotation speed deviation detecting means 160B constituted by a subtractor.
Is input to the engine output torque calculator 160C.

The engine output torque calculation unit 160C is configured to calculate an output torque required to achieve a target rotation speed, and to correct a rotation torque deviation ΔNe (this is a correction torque of the rotation speed deviation ΔNe). proportional, integral, determined from the differentiating element; by PID) is calculated by the controller 160C _1, on the calculated value, air conditioning load, headlight load,
An automatic transmission (AT) load and other loads due to power steering and the like are configured to be added.

For the air conditioner load, headlight load, automatic transmission load, and other loads, the required torques are stored in the ROM in advance, and any or all of the operation switches 25, 26, 27, and 28 are turned on. Then, the required torque of the load that has been turned on is read and added, and the total required torque during operation is output as the target engine output torque together with the correction torque for eliminating the rotational speed deviation. .

Then, the target throttle opening valve opening converting section 160D is provided and includes a map 160D ₁ corresponding characteristics of the engine torque and the throttle opening degree, the target engine output torque of the above are input, corresponding to the Is calculated.

The target throttle opening is determined by the feasible opening setting means 160D ₂
In which, the means 160D ₂ is configured to be inputted into the opening feasible in throttle bubble 6 is determined in accordance with the target throttle opening degree, and is configured to be outputted.

That is, the throttle valve 6 and the motor 7 for driving the throttle valve 6 have a predetermined resolution in order to efficiently control a wide range from fully closed to fully opened.

Ideally, this resolution characteristic should have a smooth characteristic over the entire opening as shown by the broken line in FIG. 37, but with sufficient resolution at an intermediate opening.
Even if a substantially smooth characteristic is provided, in a region where the opening is small, the characteristic becomes a step-like characteristic shown by a solid line in the figure, and the achievable throttle opening is limited.

Therefore, the target throttle opening is set as the required opening, and the possible throttle opening corresponding to the required opening is stored as a map, and the feasible throttle opening determined by this map is output.

That is, on the opening side of the input target throttle opening, the feasible throttle opening having the characteristic indicated by the solid line closest to the target throttle opening is determined as the feasible throttle opening.

The achievable throttle opening is input to the throttle valve controller 160E, and the throttle valve 6 is adjusted to the achievable throttle opening via the drive motor 7.

By the way, an adjusting means 160F is linked to the valve opening conversion section 160D, and the adjusting means 160F sets the throttle opening to A / A.
A map unit 160F ₁ for converting the N, the delay element 160F ₂ in consideration of a delay due surge tank, and a map portion 160F ₃ of the corresponding characteristics of the engine torque and ignition angle.

Map unit The 160F _1, being adapted to realizable throttle opening and the engine rotational speed Ne is inputted, the corresponding realized opening degree by realizable throttle opening map of the engine rotational speed Ne as parameters A / N Has been converted to.

Furthermore, the delay element section 160F _2, function to delay the output timing of the target output torque and achieve opening of the corresponding A / N so as to synchronize with the actual engine operation timing is provided.

Then, the ignition angle determination means 160F _3, correspondence between the target output torque and the ignition angle is equipped with a state of a map as a parameter of the A / N, the target output torque and achieve opening of the corresponding A / N The target ignition angle is determined and output.

The target ignition angle is input to the ignition angle adjusting means 160G, and is configured so that required ignition angle retard control can be performed.

With the above configuration, the ignition angle / throttle combined rotation speed control section 160 operates according to the flowchart shown in FIG.

That is, in the rotational speed deviation detecting means 160B, the target engine speed set by the target rotational speed setting means 160A and the actually measured engine speed N output from the rotational speed detecting means 17a.
The deviation from e is calculated (step 60A).

Then, in order to eliminate the speed deviation calculated, the torque correction amount of the controlled variable in the PID control is calculated in the engine output torque calculating unit 160C ₁ (step 60B).

Then, the engine output torque calculation unit 160C determines which of the air conditioner load torque, headlight load torque, AT load torque, and other load torque has been turned ON.
The required torques corresponding to 25, 26, 27, and 28 are further added to calculate a target output torque (step 60C).

Then, the target output torque is converted by the map unit 160D ₁ to the target throttle opening degree in valve opening conversion section 160D (step 60D).

In this conversion, one of the map characteristics using the engine speed as a parameter is selected based on the actually measured engine speed Ne, and the conversion is performed.

The calculated target throttle opening degree, the realizable opening setting means 160D _2, are converted in than the target throttle opening open side closest realizable throttle opening to the target throttle opening degree (step 60E).

The achievable throttle opening is determined by the throttle valve control
The control signal is input to 160E, and the control section 160E drives the throttle valve 6 to the feasible throttle opening (step 60H).

On the other hand, realizable throttle opening, in the map section 160F ₁ in the adjustment means 160F, air amount per rotation (A /
N) (Step 60F).

Then, this amount of air (A / N) and the ignition angle control by the target engine torque from the engine output torque calculating unit 160C is performed, to synchronize the actual engine process, the surge tank by a delay element section 160F ₂ a delay delays the intake process to meet the air in correspondence, the delay of the output of the target engine torque and a / N to the ignition angle determination means 160F ₃ is performed (step 60G).

Retarding the ignition angle is delayed by a map which is provided to the target engine torque and achieve opening of input to the ignition angle determination means 160F ₃ is delayed corresponding A / N and the unit 160F ₃ is determined (step 60I), It is input to the ignition angle adjusting means 160G.

In the ignition angle adjusting means 160G, ignition angle control for retarding the ignition angle of the engine 4 to the determined ignition angle is performed (step 60J), and the throttle opening is controlled to a possible throttle opening which is more open than the required throttle opening. The excess of the engine output torque, which will occur due to this, is eliminated by the ignition angle retardation, and the engine output torque is finely adjusted.

 Note that the measured values may be used for the interval in FIG.

Further, as the target throttle opening, the target throttle opening on the map 160D can be used as it is. Even in this case, the effect on the control effect is small.

Further, instead of adjusting the excess of the engine output torque by the ignition angle retard, the air-fuel ratio may be adjusted by making the air-fuel ratio lean. In this case, instead of the ignition angle determining means, an air-fuel ratio determining means which receives the target torque, A / N and engine speed and has a map of the air-fuel ratio (A / F) with respect to the target torque is provided. The air-fuel ratio is made lean based on the output of the air-fuel ratio determining means.

In this way, without using a small-diameter valve for idle control, it is possible to perform reliable rotation speed control even with a throttle valve with a coarse resolution, and as a result,
Parts such as an idle control valve become unnecessary, the number of parts is reduced, and the cost is reduced.

Next, the control mode switching control section 163 will be described. As shown in FIGS. 41 and 42, first, the first throttle target opening calculating means (first throttle target opening setting means) 16 is used.
3C-1 and a second throttle target opening calculation means (second throttle target opening setting means) 163C-2 are provided.

Here, the first throttle target opening calculating means 163C-1
An operation including a plurality of sensors (for example, an air flow sensor 3, an engine speed sensor 17a, a shift position detection sensor 20B, etc.) for detecting an output signal from the accelerator pedal position sensor 15A and an operation state of the engine 4 or the transmission 20 with the vehicle. On the basis of an output signal from the state detecting means (which has passed through the processing means 122), the throttle valve control means (throttle motor driving means) 163D
The second target throttle opening calculating means 163C-2 outputs the first target opening signal based on the output signal from the accelerator pedal position sensor 15A. 163D,
A second target opening signal (signal for the direct mode) is output.

That is, in the control according to the first target opening signal from the first throttle target opening calculating means 163C-1, the throttle valve 6 moves not according to the operation of the accelerator pedal 15 but according to the engine torque, and the second throttle target opening Degree calculation means
In the control according to the second target opening signal from 163C-2, the throttle valve 6 moves as the accelerator pedal 15 is operated.

Therefore, the first target opening signal is referred to as an engine torque mode target opening signal, and control according to the engine torque mode target opening signal is referred to as an engine torque control mode. The second target opening signal is referred to as a direct mode target opening signal, and control in accordance with the direct mode target opening signal is referred to as a direct control mode.

Further, a failure detecting means (various sensor failure diagnosing means) 163A which detects a failure of at least one of the various sensors in the operating state detecting means by, for example, detecting a non-fluctuation or an abnormal value of the sensor detection signal for a required time or more. When a failure signal is received from the failure detecting means 163A, the second target from the second throttle target opening setting means 163C-2 obtained based only on the detection result from the accelerator pedal position sensor 15A is provided. Switching control means (throttle control mode selecting means) 163B for outputting an opening signal to the throttle valve control means 163D is provided.

With the configuration described above, the control mode switching control unit 163
The operation is performed according to the flowchart shown in FIG.

That is, the output of various sensors is
3A detects a failure (step 63A), and then determines whether or not the designated sensor (for example, the above-described air flow sensor 3, engine speed sensor 17a, shift position detection sensor 20B, etc.) has failed (step 63B). It is determined whether control of the engine torque mode should be stopped.

If the determination is No, the target opening in the engine torque mode is selected (step 63C), and the throttle control in the engine torque control mode in which the target opening is the final throttle target opening is performed.

If the determination in step 63B is Yes, which means that control of the engine torque mode should not be continued, the throttle target opening in the direct mode is selected by the disconnection control means 163B (step 63D). Is performed. As a result, the throttle valve 6 opens and closes with respect to the amount of depression of the accelerator pedal 5 without being affected by output signals from other sensors, and a control operation substantially similar to that of the wire link type throttle opening and closing operation is performed.

Note that the failure to be switched by the above-described switching control means 163B may be limited to any of the air flow sensor, the engine speed detection sensor, the A / T shift position detection sensor, and may be other than the accelerator pedal position sensor 15A. May be targeted.

In this way, even if one of the various sensors used for engine torque mode control fails,
Since the traveling by the operation of the accelerator pedal 15 is reliably performed, the operability of the vehicle is not degraded, and the sudden stop due to the suspension of the control does not occur.

Further, since the apparatus can be provided only by software, the above effects can be obtained without increasing the cost.

Next, the throttle valve closing forcing means 168A of the throttle closing forcing mechanism 168 will be described. As shown in FIGS. 44 to 46, a fan-shaped member (free-fitting lever member) 6b is attached to the throttle shaft 6a of the throttle valve 6 by a loose fitting pivot. The fan-shaped member 6b is operatively connected to the brake pedal 21 via a cable 6c constituting a link mechanism.

The fan-shaped member 6b is formed with a concave groove 6d on its arc-shaped outer periphery, and the rope 6c extends along the concave groove 6d, and its tip is connected to a hole 6e formed at the end of the fan-shaped member 6b. Has been stopped.

A stopper (fixed lever member) 6f is fixed to the throttle shaft 6a, and the stopper 6f is integrally rotated to a required position (a fully closed position of the throttle valve) with the rotation of the fan-shaped member 6b. It is supposed to be.

The throttle valve 6 is configured to be driven by an attached motor 7 in accordance with required control.

That is, the throttle valve closing forcing means 168A is loosely fitted to the rotation shaft 6a of the throttle valve 6 and the brake pedal 21
And a stopper 6f as a fixed lever member fixed to the rotating shaft 6a of the throttle valve 6, and is rotated. A stopper 6f is engaged with the fan-shaped member 6b to forcibly close the throttle valve 6.

With the configuration described above, the throttle valve 6 normally performs a required opening / closing operation with the driving of the motor 7. This allows
The stopper 6f is driven in accordance with the operation of the throttle valve 6 between a fully closed position shown in FIG. 46 (a) [viewed from the arrow Z in FIG. 45] and a fully opened position shown in FIG. 46 (b).

When the brake pedal 21 is depressed more than necessary, the rope 6c is suspended and the fan-shaped member 6b is driven via the rope 6c, and reaches the state shown in FIG. 46 (c).

At this time, since the stopper 6f is also driven at the same time, the throttle valve 6 is fully closed.

In this way, when it is desired to close the throttle valve 6 such as when each control means fails, the throttle valve 6 can be fully closed by depressing the brake pedal 21 by a required amount.

Note that the relationship between the fan-shaped member 6b and the stopper 6f is set so that the throttle opening is fully closed only when the brake pedal is lightly depressed and does not operate but is depressed strongly.

Normally, when the throttle valve 6 is controlled normally, the opening and closing operation of the throttle valve is performed without any trouble in the state shown in FIGS. 46 (a) and 46 (b).

In the above-described structure, the throttle valve 6 is forcibly closed through the cable 6c associated with the brake pedal 21. Instead, a change in the brake oil pressure and a change in the intake negative pressure that occur with the brake operation are used. The drive means may drive the throttle valve 6 to close.

The closing drive is performed by such means, but in any case, the mechanical drive is forcibly performed instead of the closing drive via the electric control means, so that the electric control device is surely complemented. It is performed.

In this manner, the operation of the throttle valve 6 is not normally restricted, so that the function of the DBW control is not limited. Further, when an abnormality such as a failure occurs, the throttle valve is forcibly closed by depressing the brake pedal, and the vehicle can be safely stopped. Furthermore, because it is a simple mechanism that does not involve electrical operation,
The reliability can be improved and the equipment can be installed at low cost.

In the present embodiment, a throttle valve which is opened and closed by a motor is provided in each intake passage communicating with two banks of the V6 engine.
Needless to say, the present invention can also be applied to a single intake passage of an in-line engine provided with one throttle valve that is opened and closed by a motor. In the case where one throttle valve is provided in a single intake path, it is not necessary to provide the air control unit 167 when the throttle valve sensor fails. Further, an example in which one throttle valve is provided in a single intake path will be described with reference to the drawings.

〔The invention's effect〕

As described above in detail, according to the DBW type vehicle with the output torque change limiting type speed control unit of the present invention, in the DBW type vehicle capable of controlling the output of the engine regardless of the accelerator operation of the driver, the output of the engine A speed control unit that controls the vehicle speed by opening and closing a throttle valve, and the speed control unit sets an allowable engine output torque change to avoid an acceleration shock in the speed control unit. Setting means; converting means for converting the output of the permissible torque change setting means into a change in the amount of air per rotation of the engine or a change in the amount of fuel per rotation of the engine; With a simple configuration that includes limiting means for limiting the opening and closing of the throttle valve with a change in fuel amount as the limit, the acceleration shock Subeku, since the opening and closing of the throttle valve is limited directly as changes in the intake air amount or fuel quantity in the relation of engine output torque and a linear (as per both the engine 1 rotation) falls within an allowable value,
There is an advantage that acceleration shock can be easily and reliably prevented.

[Brief description of the drawings]

1 to 46 show an embodiment of the present invention. FIG. 1 is a schematic block diagram showing the configuration of a main part thereof, and FIG. 2 (a) is a schematic diagram showing the configuration of a main part of a control system thereof. FIG. 2 (b) is a block diagram showing a schematic configuration of the control system, and FIG. 3 is a block diagram showing a schematic configuration of the target speed setting means.
4 and 5 show the control unit for compensating for the running load. FIG. 4 is a block diagram of the control unit, and FIGS. 5 (a), (b) and (c).
Are flowcharts showing the operation, and
8 show the output torque change limiting type speed control unit, FIG. 6 is its block diagram, FIG. 7 is its flowchart, and FIGS. 8 (a), (b) and (c) are all shown. 9 and 10 show the transmission control section, FIG. 9 (a) is a schematic configuration diagram thereof, FIG. 9 (b) is a flowchart showing the operation thereof, and FIG. FIGS. 10 (a) and (b) are graphs showing the characteristics thereof, and FIGS. 11 to 13 show the speed control unit in combination with the accelerator pedal. FIG. 11 is a schematic block diagram thereof. 12 (a), (b) and (c) are flowcharts showing the operation, and FIGS. 13 (a) and 13 (b) are graphs showing the operation, and FIGS. FIG. 14 is a schematic diagram showing a schematic configuration of the acceleration shock avoidance control unit, and FIG. FIGS. 16 (a) and 16 (b) are graphs showing the characteristics of the vehicle, and FIGS. 17 to 19 show the vehicle driving state linkage mode switching control unit. Schematic configuration diagram, No.
FIG. 18 is a flowchart showing the operation, and FIG.
(B) is a graph showing the characteristics of each of the graphs.
FIG. 22 shows the accelerator pedal linkage mode switching control unit, FIG. 20 is a schematic configuration diagram thereof, and FIGS.
(B) is a graph showing the characteristics thereof, FIG. 22 is a flowchart showing the operation thereof, and FIGS. 23 to 25 show the vehicle speed detection compensation control section, and FIG. 23 is a schematic configuration diagram thereof. , FIG. 24 is a flowchart showing the operation, FIG. 25 is a graph showing the characteristics thereof, FIGS. 26 and 27 show the acceleration control unit at the time of failure of the accelerator pedal position sensor, and FIG. FIG. 27 is a flow chart showing the operation of the brake switch, and FIGS. 28 (a) and (b) show the brake switch linkage control unit when the accelerator pedal position sensor fails, and FIG. 28 (a) FIG. 28 (b) is a flowchart showing the operation thereof, and FIGS. 29 and 30 show the engine-coupling initialization prohibition control unit. FIG. 29 is a schematic configuration diagram thereof.
FIG. 31 is a flowchart showing the operation, FIGS. 31 and 32 show the transmission linkage initialization prohibition control unit, FIG. 31 is a schematic configuration diagram thereof, and FIG. 32 is a flowchart showing the operation thereof. 33 and 34 show the air control unit when the throttle valve sensor fails, FIG. 33 is a schematic configuration diagram thereof, FIG. 34 is a flowchart showing the operation thereof, and FIGS. FIG. 35 shows a schematic configuration diagram of a combined rotation speed control unit with a throttle, FIG. 36 is a flowchart showing its operation,
FIG. 37 is a graph showing the characteristics, and FIGS. 38 to 40 show the output torque adjusting type rotation speed control unit. FIGS. 38 (a) and (b) show the positions of the throttle valves respectively. FIG. 39 is a schematic block diagram showing the schematic configuration, FIG. 40 is a flowchart showing the operation thereof, and FIGS. 41 to 43 show the control mode switching control section thereof. Fig. 42 is a schematic configuration diagram, Fig. 42 is a block diagram showing the detailed configuration, Fig. 43 is a flowchart showing the operation, Figs. 44 to 46 show the throttle closing forcing mechanism, and Fig. 44 is FIG. 45 is a schematic perspective view, and FIGS. 46 (a), (b), and (c) are schematic views showing the operation thereof. 1 ... Air cleaner, 2 ... Element, 3 ... Air flow sensor, 4 ... Engine body, 5,5A, 5B ... Intake path, 5a ... Surge tank, 6,6A, 6B ... Throttle valve, 7, 7A, 7B: Motor, 8, 8A, 8B: Throttle valve sensor, 9: Torque converter, 10: Shaft, 11
... Transmission unit, 12 ... Drive shaft, 13 ... Wheels, 13a-13d ... Wheel speed sensors, 14 ... Engine control computer (ECU), 17a ... Engine speed sensor,
20A ... output shaft speed sensor, 20B ... shift position sensor, 21 ... brake pedal, 21A ... brake switch, 22 ... starter, 22A ... ignition switch, 23-28 ... switch, 41 ... set Switch, 42 ...
... Time management logic, 43 ... Switch, 44 ... Hold circuit, 45 ... Limiter, 46 ... Integrator, 47 ... Memory,
48 ... Switch, 49 ... Resume switch, 61 ... Communication valve, 101 ... PI control unit, 102 ... Limiter, 121 ... Steering angle sensor, 123 ... Idle control valve, 123a ... Bypass passage, 151 ...... Driving load compensation type speed controller, 151
A: Target vehicle speed setting means, 151B: Vehicle speed deviation detecting means, 1
51C Target drive shaft torque calculating means, 151D ... Target shaft torque realizing means (engine output adjusting means), 151E ... Drive shaft torque detecting means, 151F ... Vehicle speed detecting means, 152 ... Output torque change limiting speed Control unit, 152A ... Allowable torque change setting unit, 152B ... Conversion unit, 152C ... Throttle valve opening / closing restriction unit, 153 ... Speed control unit with accelerator pedal, 153A ... Acceleration request output detection unit, 153B ... Controller, 153C ... Target engine output realizing means, 153D ...
... Target control engine output setting means, 154 ... Transmission control section, 154A ... Output torque margin detection means,
154B transmission control means 156 vehicle traveling state linkage mode switching control unit 156A mode switching means 156B traveling state detection means 156C throttle valve control means 157 accelerator pedal linkage mode switching Control unit, 157A ... Engine capacity demand detection means, 157B ...
... Mode switching means, 157C ... Throttle valve control means, 158 ... Acceleration shock avoidance control section, 158A ... Acceleration request detecting means, 158B ... Acceleration limiting section, 158C ... Control means,
158D: condition determination means, 159: output torque-adjustable rotation speed control unit, 159A: target rotation speed setting means, 159B: rotation speed deviation detection means, 159C: engine output torque calculation unit,
159D: A / N converter, 159E: Feedback controller, 1
60 …… Ignition angle and throttle combined rotation speed control unit, 160A…
... Target rotation speed setting means, 160B ... Rotation speed deviation detection means,
160C: Engine output torque calculation unit, 160D: A / N conversion unit, 160E: Throttle valve control unit, 160F: Adjustment means, 160G: Ignition angle adjustment means, 161: APS failure brake switch linkage control Section, 161A ... deceleration request detecting means, 16
1B: deceleration request control unit, 161C: acceleration control device, 162
…… APS failure acceleration control unit, 162A …… Fault detection means, 162
B: Acceleration control device, 162C: Failure control unit, 162D:
Control means, 163: Control mode switching control section, 163A: Failure detecting means, 163B: Switching control means, 163C-1: First throttle target opening setting means, 163C-2: Second throttle target opening Degree setting means, 163D ... control means, 164 ... transmission linkage initialization prohibition control section, 164A ...
Initialization prohibition means, 164B ... Initialization means, 164C ... Throttle valve control system, 165 ... Engine-linked initialization prohibition control section, 165A ... Starter operation detection means, 165B ... Engine operation detection means, 165C ...
Initialization prohibition means, 165D ... Throttle valve control system, 165E ... Initialization means, 166 ... Vehicle speed detection compensation control section, 166A ... Fault detection means, 166B ... Compensation control means, 166C ... Travel control device, 167 …… A throttle valve sensor failure air control unit, 167A …… Target opening setting means, 167B …… Throttle valve drive means, 167C …… Fault detection means, 167D …… Failure air control means, 167E …… Conversion means 168: Throttle closing forcing mechanism, 168A: Throttle valve closing forcing means, S1: Differentiating section, S2: Computing section.

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 41/10 310 F02D 41/10 310 (72) Inventor Makoto Shimada 5-33-8 Shiba, Minato-ku, Tokyo Mitsubishi Motors Corporation Inside (72) Inventor Katsunori Ueda 5-33-8 Shiba, Minato-ku, Tokyo Inside Mitsubishi Motors Corporation (56) References JP-A-63-198750 (JP, A) JP-A-62-231828 (JP, A) Fully open 1988-110130 (JP, U) (58) Fields investigated (Int. Cl. ⁶ , DB name) F02D 9/02 331 E F02D 45/00 330 F02D 41/00-41 / 40 B60K 31/00-31/18 F02D 11/10 K

Claims (1)

(57) [Claims] 1. A drive-by-wire type vehicle capable of controlling the output of an engine regardless of a driver's accelerator operation.
It has a speed control unit that controls the vehicle speed by controlling the output of the engine by opening and closing the throttle valve. In order to avoid acceleration shock in the speed control unit, the speed control unit sets the allowable engine output torque change. An allowable torque change setting means, a conversion means for converting the output of the allowable torque change setting means into a change in the amount of air per rotation of the engine or a change in the fuel amount per rotation of the engine, and an output from the conversion means. A drive-by-wire type vehicle with an output torque change limiting type speed controller, comprising limiting means for limiting opening and closing of the throttle valve with a change in air amount or fuel amount as a limit.