JP3620049B2 - Engine output control device - Google Patents

Description

[0001]
[Industrial application fields]
The present invention relates to an engine output control device, and more particularly to an engine output device for performing traction control by fuel injection amount control.
[0002]
[Prior art]
FIG. 3 schematically shows a conventionally known engine output control device for performing traction control. In this device, two controllers 10 and 20 are connected by a communication line L. A traction control controller 10 receives a wheel speed signal from a wheel speed sensor 12 provided attached to the wheel 11 to detect wheel slip due to an excessive driving force of the vehicle to obtain an optimum wheel slip ratio. A signal (hereinafter may be abbreviated as ASR), that is, a fuel reduction signal is constantly sent to the fuel injection amount control controller 20 via the communication line L.
[0003]
On the other hand, the fuel injection amount control controller 20 has a fuel reduction signal from the communication line L, an accelerator opening signal from the accelerator opening sensor 22 that detects the accelerator opening of the accelerator pedal 21, and the engine speed. A fuel injection amount control signal for controlling the electronic governor 24 of the engine is received in response to the engine speed signal from the engine speed sensor 23 for detecting the engine, and the auto-cruise when the auto-cruise set switch 25 is set. The fuel injection amount control signal for the electronic governor 24 is given with the current vehicle speed obtained from the vehicle speed sensor 26 as the target vehicle speed even based on the cruise set signal.
[0004]
FIG. 4 conceptually shows the operation of the controller 20 shown in FIG. 3. The controller 20 may first abbreviate a fuel reduction signal (hereinafter referred to as an ASR control signal) from the controller 10 via the communication line L. ) ASR accelerator opening (2) for performing traction control in response to (1) is calculated.
[0005]
Here, a process in which the controller 20 that has received the ASR control signal (1) generates the ASR accelerator opening (2) will be described with reference to FIG.
[0006]
The ASR control signal {circle around (1)} sent from the controller 10 to the controller 20 is such that a signal adopting a constant pulse width modulation method with a frequency of, for example, 100 Hz is sent via the line L. In the case of FIG. Has a pulse width of 9.2 ms in a signal cycle of 10 ms, and the controller 20 receiving this recognizes that the ASR accelerator opening is 100% (fully open) and knows that the ASR is in an uncontrolled state. .
[0007]
In FIG. 5B, only the pulse width is 1 ms within the pulse period of 10 ms, and the controller 20 receiving this recognizes that the ASR accelerator opening is 0% (fully closed).
[0008]
Therefore, the controller 20 that has received the ASR control signal (1) with a pulse width of 1 ms to 9.2 ms recognizes the intermediate ASR accelerator opening (2) between 0 and 100%.
[0009]
The ASR accelerator opening (2) thus obtained is compared with the actual accelerator opening (3) from the accelerator opening sensor 22, and the smaller accelerator opening is selected. This is because the accelerator opening needs to be reduced because the ASR control signal (1) is a fuel reduction signal.
[0010]
The required fuel injection amount {circle over (5)} can be calculated by considering the accelerator opening thus selected together with the engine speed {circle over (4)} from the engine speed sensor 23.
[0011]
This is shown in FIG. 6, and the actual accelerator is opened by providing a memory map in the controller 20 with the engine speed on the horizontal axis, the fuel injection amount on the vertical axis, and the accelerator opening as a parameter. The fuel injection amount can be determined by selecting the degree and obtaining the engine speed at that time.
[0012]
The fuel injection amount {circle around (5)} obtained in this way is equal to the electronic governor because the cruise control injection amount {circle around (6)} is “0” when the auto cruise set switch 25 is not set. The control signal (7) is supplied to the electronic governor 24 of the engine.
[0013]
When the auto cruise set switch 25 is set, the auto cruise control injection amount {circle around (6)} is determined based on the vehicle speed (target vehicle speed) by the vehicle speed sensor 26 at the time of setting and the current vehicle speed.
[0014]
Then, the auto cruise control injection amount (6) and the fuel injection amount (5) are compared, and the larger one is given to the electronic governor 23 as an electronic governor control signal (7). This is because the auto cruise control injection amount {circle around (6)} needs to be given to the engine preferentially as the electronic governor control signal {circle around (7)}.
[0015]
[Problems to be solved by the invention]
In the conventional example as described above, when the vehicle is in the auto-cruise control state, during the auto-cruise operation (that is, when the current vehicle speed is equal to the target vehicle speed), the driver usually depresses his / her foot from the accelerator pedal 21. Since it is separated, the actual accelerator opening is fully closed.
[0016]
Even if the vehicle is slipped in this state and the controller 10 that has received the wheel speed signal from the wheel speed sensor 12 sends the ASR control signal (1), which is a fuel reduction signal, to the controller 20 via the communication line L, the controller Since the actual accelerator opening (3) to be compared with the ASR accelerator opening (2) obtained from the ASR control signal (1) is fully closed, the actual accelerator opening (3) is always selected. ASR control becomes invalid.
[0017]
As a result, when auto-cruise control is continued in a state where such ASR control is disabled, the current vehicle speed is detected by the output signal of the vehicle speed sensor 26 attached to the drive shaft of the wheel due to the occurrence of slip of the wheel 11. When the controller 20 determines that the vehicle speed has risen above the target vehicle speed, the controller 20 performs control in a direction to cut the auto cruise control injection amount {circle around (6)}. As a result, the slip converges and the vehicle speed falls below the target vehicle speed. In order to control the auto cruise control injection amount (6) in the direction, there is a problem that the occurrence and convergence of the slip are repeated.
[0018]
Therefore, the present invention generates a first control fuel injection amount based on the accelerator opening and the engine speed, and outputs a traction control signal when the wheel traction control controller detects a wheel slip based on the wheel speed signal. The first control fuel injection amount is reduced so as to achieve a wheel slip ratio, and when the auto cruise set signal is set, a second control fuel injection amount is calculated so that the vehicle reaches the target vehicle speed, and in the first control fuel injection quantity and the better the engine output control device that having a fuel injection amount control controller to control signals of the engine control fuel injection quantity greater with the second fuel injection quantity, traction The purpose is to prevent the traction control from being invalidated when the control and the auto cruise control are used together.
[0019]
[Means for Solving the Problems]
To achieve the above object, the engine output control apparatus according to the present invention, the fuel injection amount control controller, when the set signal is set, as the second fuel injection quantity, It is characterized in you to select the smaller of the traction control signal and the third control fuel injection quantity and the second fuel injection amount calculated by the engine rotational speed.
[0021]
[Action]
The operation of the engine output control apparatus according to the present invention will be described below using the conceptual diagram shown in FIG. The same reference numerals as those shown in FIG. 1 denote the same parts as those shown in FIG.
[0022]
First, when not in the auto-cruise control state, the fuel injection amount control controller that has received the ASR control signal (1) from the traction control controller determines the ASR accelerator opening (2), and the actual accelerator opening at this time 3), the fuel injection amount (5) is determined in relation to the engine speed (4) using the smaller accelerator opening, which is the electronic governor control signal (7). As given to the engine.
[0023]
When the auto-cruise control state is established in such a traction control state, the fuel injection amount control controller determines the auto-cruise control injection amount {circle around (6)}, and the ASR accelerator opening amount {circle around (2)} from the ASR control injection amount {circle around (8)}. ▼ is determined, and the smaller one is determined between the auto cruise control injection amount (6).
[0024]
The smaller one of the control injection amounts (6) and (8) and the larger one of the fuel injection amounts (5) are given to the engine as an electronic governor control signal (7).
[0025]
By doing so, when wheel slip occurs during auto-cruise control, the traction control becomes effective because the ASR control injection amount (8) is usually smaller than the auto-cruise control injection amount (6). The convergence of the vehicle is eliminated, and the vehicle can travel stably. In particular, during turning of the vehicle, it is possible to reduce the disturbance of the vehicle posture due to the significant decrease in the cornering force due to the idling of the drive wheels.
[0026]
When the accelerator pedal is depressed during the auto-cruise operation (temporary acceleration), the fuel injection amount control controller sets the control fuel injection amount (5) based on the actual accelerator opening (3) to the electronic governor control signal (7). ▼ can be given to the engine, and it is possible to realize traveling at a vehicle speed higher than the vehicle speed set by the automatic cruise control.
[0027]
【Example】
As an embodiment for realizing the engine output control apparatus according to the present invention shown in principle in FIG. 1, the configuration as shown in FIG. 3 can be used as in the conventional example, and the description thereof is omitted here.
[0028]
FIG. 2 is a flowchart showing an embodiment for realizing the control principle shown in FIG. 1, which is stored and executed in the fuel injection amount control controller 20 shown in FIG. The operation of the embodiment of the engine output control apparatus according to the present invention will be described below with reference to this flowchart and FIGS.
[0029]
FIG. 2 shows the control operation when the auto cruise set switch 25 shown in FIG. 3 is set. First, the controller 20 sets the auto cruise control injection amount corresponding to the set vehicle speed (hereinafter, as shown in the figure). Q is used) (step S1). This is determined by a known calculation method based on the current vehicle speed and the target vehicle speed at the time of setting.
[0030]
Then, in order to determine whether or not the accelerator pedal 21 is depressed during the auto cruise control operation, it is determined whether or not the actual accelerator opening from the accelerator opening sensor 22 is “0” (S2).
[0031]
As a result, when the accelerator opening is not "0", that is, when the accelerator pedal 21 is depressed, the flag F is set to "1" (S3), and the actual accelerator opening (3) and the ASR accelerator opening are set. (2) is compared (S4).
[0032]
As a result, when the actual accelerator opening (3)> ASR accelerator opening (2), the smaller ASR accelerator opening (2) is selected (S5), otherwise the actual accelerator opening ▲ 3 ▼ is selected (S6), and the accelerator opening thus selected is converted into the fuel injection amount Q1 (S7). The conversion from the accelerator opening to the fuel injection amount can be obtained in consideration of the engine speed at that time using a memory map as shown in FIG. 6 as described in the prior art.
[0033]
After executing step S7, the process proceeds to step S9.
[0034]
Returning to step S2, when it is determined that the actual accelerator opening is "0", the accelerator pedal 21 is not depressed as in the normal auto-cruise operation, so the ASR control signal (1) from the controller 10 ASR accelerator opening (2) corresponding to is converted into ASR · Q (8) in consideration of the engine speed (4) at that time (S8).
[0035]
Then, the magnitude of ASR · Q (8) obtained in this way is compared with the magnitude of auto cruise Q (6) determined from the relationship between the current vehicle speed and the target vehicle speed based on the auto cruise control (S9). When ASR · Q {circle over (8)} is smaller, ASR · Q {circle over (8)} is selected (S10); otherwise, auto-cruise Q {circle over (6)} is selected, and the selected injection amount Q is the injection amount Q2. (S12).
[0036]
Then, it is determined whether or not the flag F at this time is “1” (S13). When the flag F = 1, since the accelerator pedal 21 is depressed, the flag F is first set to “0”. ”(S14), and the control injection amounts Q2 and Q1 determined above are compared (S15).
[0037]
As a result, when it is determined that Q2> Q1, the larger control injection amount is selected, so the control injection amount Q2 is used as the electronic governor control signal (7) (S16), otherwise control injection is performed. The engine output is controlled by the electronic governor control signal (7) based on the quantity Q1 (S17).
[0038]
That is, when the traction control and the auto cruise control are used together and the accelerator pedal is depressed and the vehicle is temporarily accelerated, the current vehicle speed is higher than the target vehicle speed. Since it is set to “0”, the state is actually controlled by the actual accelerator opening (3).
[0039]
Further, when the accelerator pedal 21 is returned to the fully closed position and the vehicle speed is close to the target vehicle speed, the auto cruise Q <6> is not "0", so the ASR / Q <8> is selected.
[0040]
【The invention's effect】
As described above, according to the engine output control apparatus of the present invention, the first control fuel injection amount is generated based on the accelerator opening and the engine speed, and the traction control controller detects the wheel slip based on the wheel speed signal. When detected, a traction control signal is output, the first control fuel injection amount is reduced so as to obtain an optimum wheel slip ratio, and when the auto-cruise set signal is set, the vehicle reaches the target vehicle speed. Fuel injection amount control for calculating the second control fuel injection amount and using the larger one of the first control fuel injection amount and the second control fuel injection amount as a control signal for the engine control fuel injection amount A controller for controlling the fuel injection amount, and when the set signal is set, the traction control as the second control fuel injection amount. Since the configuration signal and as you select the smaller the third control fuel injection quantity and the second fuel injection amount calculated by the engine rotational speed, traction even during the auto cruise control control signal When there is a request for fuel reduction due to the above, it is possible to give priority to the control of the fuel reduction, so that stable vehicle traveling without repeating the occurrence and convergence of slip can be realized.
[Brief description of the drawings]
FIG. 1 is a block diagram conceptually showing the operation of an engine output control apparatus according to the present invention.
FIG. 2 is a flowchart showing a fuel injection amount control program stored and executed in a fuel injection amount control controller used in the engine output control apparatus according to the present invention.
FIG. 3 is a diagram showing an embodiment of an engine output control device used in the present invention and a conventional example.
FIG. 4 is a block diagram for conceptually explaining the operation of a conventional example.
FIG. 5 is a waveform diagram for obtaining a traction control accelerator opening from a traction control signal given from a traction control controller to a fuel injection amount control controller in the present invention and the conventional example.
FIG. 6 is a memory map for obtaining a fuel injection amount from an actual accelerator opening and an engine speed in the present invention and the conventional example.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 Traction control controller 12 Wheel speed sensor 20 Fuel injection amount control controller 21 Accelerator pedal 22 Accelerator opening degree sensor 23 Engine speed sensor 24 Electronic governor 25 Auto cruise set switch 26 Vehicle speed sensor Indicates.

Claims (1)

A first control fuel injection amount is generated by the accelerator opening and the engine speed,
A traction control controller outputs a traction control signal when a wheel slip is detected based on a wheel speed signal, and reduces the first control fuel injection amount so as to obtain an optimal wheel slip rate.
When the auto cruise set signal is set, a second control fuel injection amount is calculated so that the vehicle reaches the target vehicle speed, and the first control fuel injection amount and the second control fuel injection amount are calculated. in the engine output control device that having a fuel injection amount control controller to the larger and the control signal of the engine control fuel injection quantity,
The fuel injection amount control controller, when the set signal is set, as the second fuel injection amount, the third control fuel injection amount calculated by said traction control signal and the engine speed and said second fuel injection amount and the smaller selection to said Rukoto of the the engine output controller.

Images