JP3040458B2 - Vehicle power control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION (Industrial application field) The present invention relates to a power control device for a vehicle, and more specifically, to reduce the maximum load applied to a power transmission system and reduce the weight of components of the power transmission system. It relates to a power control device.

(Prior Art) In a vehicle, generally, an operating rod such as an accelerator pedal or a shift lever is mechanically connected to a controlled device such as an engine slot valve or a transmission, and the operation of the operating rod corresponds to the state of the device. To do
When the driver performs an improper operation (error operation), for example, an operation such as skid start or stall, the transmission torque of the power transmission system becomes excessive. Therefore, the power transmission system equipment must be designed with an allowable stress assuming the above case, and in this sense, excessive quality is required, and it has been difficult to reduce the size and weight.

Therefore, conventionally, a power control device which takes measures against the above-mentioned erroneous operation is disclosed in JP-A-61-135944 or JP-A-62-26
It is proposed in, for example, Japanese Patent Publication No. 1628, and its size is reduced. These conventional power control devices are particularly effective when the automatic transmission is shifted from a stop range to a drive range, particularly when the automatic transmission is shifted to the travel range.
In Japanese Patent Application Laid-Open No. 61-135944, the output of the engine is suppressed when the above-described shift operation is performed under a vehicle state in which the engine speed (throttle valve opening) exceeds a set value.

(Problems to be Solved by the Invention) However, in the above-described conventional power control device, since only the output of the engine is controlled, the automatic transmission runs before the output of the engine sufficiently decreases. There is a problem that the range may be set, and the occurrence of excessive torque may not be reliably prevented.

Further, in the above-described power control device, there is also a problem that the starting / acceleration performance is greatly affected because the output of the engine is suppressed when the shift operation is performed from the stop range to the travel range.

Furthermore, in the above-described power control device, only measures to be taken when the shift operation is performed from the stop range to the travel range are taken into consideration, and when the shift operation is performed from the reverse range to the drive range or the neutral range, the power control device becomes excessively large. There is also a problem that torque cannot be avoided.

The present invention has been made in view of the above-described problems, and has as its object to provide a power control device capable of effectively preventing the generation of excessive torque, and a power control device capable of extremely minimizing the influence on starting / acceleration performance. And

A power control device for a vehicle according to claim 1 is a vehicle equipped with an automatic transmission, which detects a vehicle speed, a shift position of the automatic transmission, and an engine speed, and automatically detects the vehicle speed. When the operation of the operating stick of the transmission is detected, the vehicle speed is lower than the set value, the shift position of the automatic transmission is in the non-running operation position, and the engine speed is higher than the set speed. A controller that, when the operating stick is operated to the traveling position, reduces the output torque of the engine to a predetermined value or less and inhibits a shift operation of the automatic transmission to the traveling position until the output torque of the engine decreases to a predetermined value or less. It is characterized by having.

The power control device for a vehicle according to claim 2 detects a vehicle speed and a shift position of the automatic transmission, detects a depression operation of an accelerator pedal, and determines that the vehicle speed is equal to or lower than a predetermined value and the shift position of the transmission is a travel position. A controller that regulates the output of the engine to a value determined based on the vehicle speed when the accelerator pedal is operated at a stepping speed that is equal to or greater than a predetermined value under the vehicle condition described in (1).

The vehicle power control device according to claim 3 detects the vehicle speed, the shift position and the steering angle of the automatic transmission, detects the operation of the operating rod of the automatic transmission, and determines whether the vehicle speed is in the reverse position when the automatic transmission is in the reverse position. A controller is provided for controlling the output of the engine when the operating rod of the automatic transmission is operated to the non-traveling position under a vehicle state where the steering speed is equal to or higher than the vehicle speed and the steering angle is equal to or higher than the set steering angle.

The power control device for a vehicle according to claim 4 detects the vehicle speed, the shift position and the steering angle of the automatic transmission, detects the operation of the operation stick of the automatic transmission, and determines whether the vehicle speed is at a predetermined value when the automatic transmission is in the reverse position. A controller that controls the engine output until the vehicle speed falls below a predetermined vehicle speed when the operating stick of the automatic transmission is operated to the forward traveling position under a vehicle state that is equal to or higher than the vehicle speed and the steering angle is equal to or greater than the set steering angle. It is characterized by having.

(Operation) The power control apparatus for a vehicle according to the first aspect of the present invention is a vehicle power control apparatus in which the vehicle speed is equal to or lower than a set vehicle speed, the shift position of the automatic transmission is a non-travel position, and the engine speed is equal to or higher than the set speed. A controller that reduces the output torque of the engine to a predetermined value or less when the operating stick is operated to the traveling position, and prohibits the shifting operation of the automatic transmission to the traveling position until the output torque of the engine decreases to the predetermined value or less. The automatic transmission shifts to the running position after the engine speed has decreased, and it is possible to reliably prevent the occurrence of excessive torque beforehand.Also, it is possible to prevent the slip of the drive wheels, that is, it also serves as traction control. .

Further, the vehicle power control device according to the second aspect of the present invention is configured such that when the accelerator pedal is depressed at a stepping speed higher than a set value under a vehicle state in which the vehicle speed is equal to or lower than the set vehicle speed and the operation position of the transmission is in the traveling position. , Equipped with a controller that regulates the engine output to a value determined based on the vehicle speed.
The effect on acceleration performance can be reduced.

Further, the third invention is characterized in that when the transmission is operated to the non-traveling position under a vehicle state where the operation position of the transmission is the reverse position and the vehicle speed is equal to or higher than the set vehicle speed and the steering angle is equal to or higher than the set steering angle,
With a controller that suppresses engine output,
It is possible to prevent an excessive load, that is, an excessive torque from being generated in the power transmission system or the like at the time of a transition from reverse to forward which is expected later.

Still further, according to a fourth aspect of the present invention, when the transmission is operated to the forward position in a vehicle state where the operation position of the transmission is the reverse position and the vehicle speed is equal to or greater than the set vehicle speed and the steering angle is equal to or greater than the set steering angle, the vehicle speed is reduced. Since the controller for controlling the output of the engine until the vehicle speed falls below the predetermined vehicle speed is provided, the transmission can be operated to the forward position after the output of the engine is reduced, thereby preventing an excessive load from being generated in the power transmission system and the like. .

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a block diagram of a power control device.
11 is the shift lever of the manual transmission, 12 is the accelerator pedal,
Reference numeral 13 denotes a brake pedal. The shift lever 11 has a shift sensor 14 that detects the operating position of the shift lever 11, the accelerator pedal 12 has an accelerator sensor 15 that detects the amount of depression of the accelerator pedal 12, and the brake pedal 13 has A brake sensor 16 for detecting the amount of depression of the brake pedal 13 is provided. The sensors 14, 15, 16 are connected to a controller 17, the shift sensor 14 detects a detection signal indicating the operation position of the shift lever 11, the accelerator sensor 15 detects a detection signal indicating the amount of depression of the accelerator pedal 12, and the brake sensor 16 A signal indicating the amount of depression of the brake pedal 13 is output to the controller 17.

Also, 18FL, 18FR, 18RL, 18RR are detection wheels provided on front, rear, left and right wheels (not shown), and these wheels 18FL, 18FR, 18RL, 18RR have wheel speed sensors 19FL, 19FL, respectively.
19FR, 19RL, and 19RR are provided. In addition, the subscripts attached to the numbers indicate the positions of FL for the front left, FR for the front right, RL for the rear left, and RR for the rear right, and those with subscripts will be represented by numbers without subscripts as necessary. . These wheel speed sensors 19 are constituted by photosensors and the like arranged opposite to the wheels 18 and connected to the controller 17. These wheel speed sensors 19FL, 19FR, 19RL, and 19RR detect the rotation speeds of the front, rear, left, and right wheels, that is, the wheel speeds, and output the detected rotation speeds to the controller 17. In this embodiment, the front wheels are driven wheels and the rear wheels are driven wheels, and wheel speed sensors 19FL, 19FR
Detects the driving wheel speed, and the wheel speed sensors 19RL and 19RR detect the driven wheel speed.

Reference numeral 40 denotes a steering angle sensor, and the steering angle sensor 40 is provided on a steering handle (not shown). This steering angle sensor 40 is
It is composed of a potentiometer or the like and is connected to the controller 17 to detect the steering angle of the steering wheel and output a detection signal to the controller 17.

Further, reference numeral 20 denotes an air supply passage for supplying air to the engine,
The air supply passage 20 has a throttle valve 21 and an angle sensor 22
Are provided. The throttle valve 21 is connected to an actuator 24 via a gear train 23, and is driven by the actuator 24. The angle sensor 22 is connected to the controller 17, detects the valve opening of the throttle valve 21, and outputs a detection signal to the controller 17. The actuator 24 is composed of a stepping motor or the like, is connected to the drive circuit 25, is supplied with a pulse current or the like from the drive circuit 25, and drives the throttle valve. The drive circuit 25 is connected to the controller 17 and energizes the actuator 24 according to the amount of depression of the accelerator pedal 12 and the like.

Further, reference numeral 26 denotes a TDC sensor, which detects an engine speed, a top dead center (TDC), and the like by rotation of a detection wheel 27 provided on a crankshaft of the engine. This T
The DC sensor 26 is connected to the controller 17, and outputs a detection signal to the controller 17.

In this embodiment, a pneumatic engine is assumed, but the present invention can also be achieved with a fuel injection engine.
Further, as is well known, the engine is assembled with a transmission, and in this embodiment, a manual transmission type is assumed. However, the present invention can be achieved by using an automatic transmission. When an automatic transmission is used, a control device for the automatic transmission is connected to the above-described controller 17 so that the output signal of the controller 17 controls the shift of the automatic transmission.

The controller 17 has a built-in microcomputer and the like, and each of the aforementioned sensors 14, 15, 16, 19, 22, 26 and the driving circuit 2
5 is connected. The controller 17 controls the drive circuit 25 based on the detection signal of the accelerator sensor 15 to drive the throttle valve 21 with the actuator 24, and further drives the brake device based on the detection signal of the brake sensor 16, On the basis of the detection signals of the sensors 14, 15, 16, 19, 22, and 26, the vehicle state is determined to calculate an operation that causes an overload, and when this operation is performed, the actuator 24 or the like is driven to Prevent load from occurring.

 Next, the operation of this embodiment will be described.

In this power control device for a vehicle, a portion between the accelerator pedal 12 and the throttle valve 21 and a portion between the brake pedal 13 and the brake device are mechanically (hydraulic) separated, and the throttle valve 21 and the brake device are controlled by the controller 17. The actuator 24 is driven by the actuator 24. here,
As shown in FIG. 7, each of the controllers 17 includes 14, 15, 16, 1
The vehicle state is determined from the detection signals of 9, 22, and 26, an operation that would cause an overload if performed under this vehicle state is calculated and specified as an overload operation, and the presence or absence of this overload operation is determined. The opening and closing control of the throttle valve and the shift control are performed accordingly. When the overload operation is not specified for the vehicle state, the throttle valve 21 has a linear characteristic with respect to the amount of depression of the accelerator pedal 12, for example, a proportional characteristic as shown in FIG. In addition, the braking device is controlled so that the hydraulic pressure, ie, the braking force generated by the brake, is linearly proportional to the amount of depression of the brake pedal 13.

On the other hand, as shown in the separate table, when an overload operation is specified for each vehicle state, the following power control is performed for the overload operation under each vehicle state.

First, the condition I will be described. For the overload operation under the vehicle condition, the valve opening of the throttle valve 21 is prohibited from becoming larger than the predetermined opening. For example, as shown in FIG. 3, the maximum value of the throttle valve opening is regulated in a region where the accelerator pedal depression amount is equal to or greater than a set depression amount, and the throttle valve valve opening amount is also increased when the accelerator pedal is depressed greatly. The throttle valve 21 is driven in accordance with such a characteristic that the degree maintains a constant value. Therefore, it is possible to prevent the engine from being idly blown, thereby preventing the phenomenon that the engine speed becomes excessive, that is, the occurrence of an excessive load. In this condition I, the valve opening of the throttle valve 21 may be controlled based on the engine speed to prevent the engine speed from increasing to a predetermined speed or more.

Next, in condition II, when an overload operation is performed, that is, when the transmission is operated to the traveling position, the maximum value of the valve opening degree of the throttle valve 21 is set to a value corresponding to the depression amount of the accelerator pedal 12 and the vehicle speed. Control is performed with characteristics as shown in FIG. As is apparent from FIG. 3, the valve opening of the throttle valve 21 is regulated to a predetermined value, that is, the maximum value is regulated even in a low vehicle speed range even if the accelerator pedal 12 is greatly depressed. , The generation of excessive torque and excessive load when the transmission is operated to the traveling position can be prevented without greatly affecting the starting / acceleration performance. Note that the vehicle speed of the driven wheel is adopted as the above-described vehicle speed.

In the condition II, the valve opening of the throttle valve 21 is determined based on the depression amount of the accelerator pedal 12 and the elapsed time after the transmission is operated to the shift position (elapsed time after the shift change) in FIG. It is also possible to control according to the characteristics shown in FIG. In this control mode, as is apparent from FIG.
Although the maximum value of the valve opening degree is regulated, the valve opening degree of the throttle valve 21 has a characteristic proportional to the depression amount of the accelerator pedal 12 after a lapse of time after the shift schenge. Similarly, generation of excessive torque can be prevented, and there is no hindrance to normal running.

Further, under this condition II, the throttle valve 21 is driven to the fully open position when the throttle valve 21 is operated to the traveling position, and the throttle valve 21 is opened with respect to the amount of depression of the accelerator pedal 12 when the engine speed falls below a predetermined speed. It is also possible to adopt a mode in which the degree control characteristic is returned to the normal proportional characteristic (FIG. 2). That is, in this embodiment, the engine speed is adopted instead of the vehicle speed in FIG. 4 or the elapsed time in FIG.
It is also possible to perform control with characteristics as shown in the figure.

Note that each of the aspects under the condition II described above is a method mainly for a carburetor-type engine in which a manual transmission is assembled. Lever travel position (D
It is also possible to add a control that permits the shift operation of the automatic transmission when a predetermined time elapses after the operation to (e.g.) or when the engine speed falls below the predetermined speed.
In addition, fuel injection amount control (EF
For vehicles equipped with an engine that performs I), the engine output is reduced by adjusting the ignition timing or air-fuel ratio when the shift lever is operated to the travel position, and the output torque of the engine or the transmission torque of the propeller shaft is reduced. It is also possible to add a control for shifting the automatic transmission to the traveling position when it falls below a predetermined value.

Next, in condition III, the throttle valve 21
The valve opening speed is regulated to a predetermined value or less. Therefore, a sudden increase in the output torque of the engine can be prevented, and the occurrence of an excessive load is prevented. In addition, it is assembled with an automatic transmission
In a vehicle equipped with an EFI-type engine, when the transmission is operated to the traveling position or when the accelerator pedal 12 is depressed, control for reducing the engine output by adjusting the air-fuel ratio or the ignition timing is added. It is also possible.

Also, for this condition III, the throttle valve 21
By controlling the valve opening degree with respect to the slip ratio between the driven wheel and the drive wheel with the characteristic shown in FIG. 6, the occurrence of an excessive load can be prevented. As is apparent from FIG. 7, in this control mode, the maximum value of the valve opening of the throttle valve 21 is regulated in a region where the slip ratio is large, and the regulation is eased as the slip ratio decreases. Therefore, it is possible to prevent the drive wheels from slipping, and to prevent an excessive load generated when the brake pedal 13 is depressed in a state where the slip occurs. That is, in the vehicle state in which the drive wheels have slipped, the depression operation of the brake pedal 13 is an overload operation,
In this control mode, slip can be effectively prevented, occurrence of overload can be prevented, and idling of the drive wheels can be prevented.

For condition IV, the valve opening of the throttle valve 21 is restricted to a predetermined opening or less. Therefore, the engine speed, that is, the output torque of the engine does not become excessive, and the occurrence of an excessive load can be prevented. And AT ・
In a vehicle equipped with an EFI engine, when the accelerator pedal 12 is depressed, control can be performed to reduce the output by adjusting the ignition timing or the air-fuel ratio.

Further, for condition V, when the brake pedal 13 is depressed, that is, when an overload operation is performed, the valve opening of the throttle valve 21 is reduced to a predetermined opening or less. Therefore, similarly to the case of the above-described condition IV, occurrence of an excessive load can be prevented. Also for this condition V, if the vehicle is equipped with an AT / EFI type engine, control for reducing the output of the engine when the brake pedal 13 is depressed may be added.

It should be noted that, for the above-described conditions IV and V, the same control as that for the condition III can be performed using the characteristic diagram shown in FIG.

Further, for the conditions VI and VII, it is assumed that the shift lever of the transmission is operated to the forward traveling position via the neutral position, and the throttle valve 21 is moved to the predetermined opening degree or less when operated to the neutral position. To close (for example,
Thereafter, when the throttle valve 21 is operated to the forward position, the throttle valve 21 is opened at a predetermined valve opening speed to a valve opening corresponding to the depression amount of the accelerator pedal 12. Therefore, it is possible to prevent a sudden change in the power transmission direction, that is, to prevent excessive addition. Under these conditions VI and VII, when the accelerator pedal 12 is operated at a stepping speed higher than a predetermined speed, more effective control can be achieved by regulating the opening speed of the throttle valve 21 to a predetermined speed or lower. , And AT / EF
In a vehicle equipped with an I-type engine, it is possible to add a control to reduce the engine output when the vehicle is operated to the forward traveling position.

Note that, needless to say, the present invention is not limited to the above-described embodiment, and it is also possible to combine each invention, for example, the first invention and the fourth invention.

(Effect of the Invention) As described above, according to the power control apparatus for a vehicle according to the first invention, when the transmission is shifted from the non-travel position to the travel position, after the output torque of the engine is reduced. Since the shift operation of the transmission is performed, the occurrence of an excessive load can be reliably prevented.

Further, according to the power control apparatus for a vehicle according to the second invention, when the accelerator pedal is depressed at a high speed while the transmission is in the traveling position, the output of the engine is determined based on the vehicle speed. To regulate to a fixed value,
The occurrence of an excessive load can be prevented without greatly affecting the acceleration state.

Further, according to the power control apparatus for a vehicle according to the third invention, when the shift rod of the transmission is operated to the non-traveling position when the transmission is in the reverse position and the steering angle is large, the output of the engine is reduced. Therefore, it is possible to prevent an excessive load from being generated at the time of a shift operation to a forward position expected later.

Still further, according to the power control apparatus for a vehicle according to the fourth aspect of the invention, when the shift position of the transmission is in the reverse position, the transmission moves backward at a large vehicle speed, and when the steering angle is large, the operation stick of the transmission is moved to the forward position. When the operation is performed, the output of the engine is suppressed until the vehicle speed decreases to the predetermined vehicle speed, so that occurrence of an excessive load can be prevented.

[Brief description of the drawings]

FIG. 1 is a block diagram schematically showing an entire vehicle power control apparatus according to one embodiment of the present invention. FIGS. 2, 3, 4, 5, and 6 show control units. FIG. 7 shows a data table used in the processing, and FIG. 7 is a block diagram of the control processing. 11 Shift lever (operating stick), 12 Accelerator pedal (operating stick), 13 Brake pedal (operating stick), 14
Shift sensor, 15: Accelerator sensor, 16: Brake sensor, 17: Controller, 19: FL, FR, RL, RR wheel speed sensor, 21: Throttle valve, 22: Angle sensor, 24: Actuator , 26 …… TDC sensor

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ identification code FI F02D 29/02 311 F02D 29/02 311E F16H 61/16 F16H 61/16 (58) Investigated field (Int.Cl. ⁷ , DB Name) F02D 9/02 B60K 41/04 F02D 11/10 F02D 29/00 F02D 29/02 F16H 61/16

Claims (4)

(57) [Claims] 1. A vehicle equipped with an automatic transmission, wherein a vehicle speed, a shift position of the automatic transmission, and an engine speed are detected, and an operation of an operation stick of the automatic transmission is detected, and the vehicle speed is equal to or less than a set value. When the operating rod of the automatic transmission is moved to the traveling position in a vehicle state in which the shift position of the automatic transmission is in the non-traveling operation position and the engine rotational speed is equal to or higher than the set rotational speed, the output torque of the engine is reduced. A power control device for a vehicle, comprising: a controller that reduces the output torque of the automatic transmission to a traveling position until the output torque of the engine decreases to a predetermined value or less. 2. A vehicle speed and a shift position of an automatic transmission are detected, and a depression operation of an accelerator pedal is detected. When the vehicle speed is equal to or lower than a predetermined value and the shift position of the transmission is at a traveling position, the vehicle is operated under a vehicle condition. And a controller for regulating the output of the engine to a value determined based on the vehicle speed when the accelerator pedal is operated at a stepping speed higher than a predetermined value. 3. The vehicle speed, the shift position of the transmission and the steering angle are detected, and the operation of the operating rod of the transmission is detected. When the transmission is in the reverse position, the vehicle speed is equal to or higher than a predetermined vehicle speed, and the steering angle is set to the set steering angle. A power control device for a vehicle, comprising: a controller that controls an output of an engine when an operation stick of a transmission is operated to a non-traveling position under the above vehicle condition. 4. A vehicle speed, a shift position and a steering angle of a transmission are detected, and an operation of an operating stick of the transmission is detected. When the transmission is in a reverse position, a vehicle speed is equal to or higher than a predetermined vehicle speed, and a steering angle is set to a set steering angle. Under the above vehicle conditions, when the operating rod of the transmission is operated to the forward traveling position, a controller for controlling the output of the engine until the vehicle speed falls below a predetermined vehicle speed is provided. Control device.