JP6569486B2 - Vehicle engine control device - Google Patents

Description

  The present invention relates to a vehicle engine control apparatus.

  For example, as described in Patent Document 1, a vehicle that transmits power from an engine to a transmission via a torque converter is known. The torque converter is disposed between a pump impeller that is rotated by an engine, a turbine impeller that is driven by the flow of oil generated by the pump impeller to drive a transmission, and the pump impeller and the turbine impeller. And a stator impeller that amplifies the torque of the pump impeller by rectifying the flow of oil from the turbine impeller to return to the pump impeller.

JP 2004-353840 A

  By the way, as a torque converter mounted in a vehicle, there is a two-stator type torque converter having two stator impellers, in addition to a one-stator type torque converter having only one stator impeller. When a 2-stator type torque converter is used, there is an advantage that the maximum speed is faster and the cost is lower than when a 1-stator type torque converter is used. However, when a two-stator type torque converter is used, there is a problem that the climbing performance is deteriorated as compared with the case where a single-stator type torque converter is used.

  An object of the present invention is to provide a vehicle engine control device that can improve the climbing performance of a vehicle including a two-stator type torque converter.

  One aspect of the present invention is an engine control device for a vehicle including a two-stator type torque converter that transmits power from an engine to a transmission. As an engine performance map representing engine characteristics, a normal engine performance map and A storage unit that stores a climbing engine performance map that is set to have higher output characteristics than the normal engine performance map, and whether or not the vehicle is climbing up a slope with a predetermined inclination angle or more When the detection unit and the detection unit do not detect that the vehicle is climbing up a slope with a predetermined inclination angle or more, the normal engine performance map is selected as the engine performance map. When it is detected that the vehicle is climbing up a slope with a predetermined inclination angle or more, the engine performance A selector for selecting uphill engine performance map as flops, characterized in that it comprises a control unit for controlling the engine using the engine performance map selected by the selecting unit.

  In such an engine control device for a vehicle, when it is detected that the vehicle is climbing a hill with a predetermined inclination angle or more, an uphill engine performance map is selected as the engine performance map, The engine is controlled using an uphill engine performance map. Here, the uphill engine performance map is set to have higher output characteristics than the normal engine performance map. For this reason, when the engine is controlled using the uphill engine performance map, the uphill speed of the vehicle increases. Thereby, even if the vehicle includes a two-stator type torque converter, the climbing performance of the vehicle can be improved.

  The detection unit determines whether or not the vehicle speed detected by the vehicle speed sensor for detecting the vehicle speed of the vehicle, the accelerator opening sensor for detecting the accelerator opening of the vehicle, and the vehicle speed detected by the vehicle speed sensor is equal to or lower than the upper limit set speed. A first determination unit; a second determination unit that determines whether or not the accelerator opening detected by the accelerator opening sensor is equal to or greater than a set opening; and And a determination unit that determines that the vehicle is climbing up a slope having a predetermined inclination angle or more when the degree is equal to or greater than the set opening degree.

  Thus, when the vehicle speed of the vehicle is equal to or lower than the upper limit set speed and the accelerator opening is equal to or greater than the set opening, it is determined that the vehicle is in a state of climbing a slope having a predetermined inclination angle or more. A certainty is detected that the vehicle is climbing up a slope having a predetermined inclination angle or more.

  The first determination unit determines whether or not the vehicle speed of the vehicle detected by the vehicle speed sensor is equal to or higher than the lower limit set speed and equal to or lower than the upper limit set speed. When the accelerator opening is equal to or greater than the set opening, it may be determined that the vehicle is in a state of climbing a slope having a predetermined inclination angle or more.

  In such a configuration, when the vehicle speed of the vehicle is lower than the lower limit set speed, it is determined that the vehicle is not climbing up a slope having a predetermined inclination angle or more, and the normal engine performance map is selected as the engine performance map. Is done. Therefore, it is avoided that the engine torque becomes excessive.

  The detection unit includes a third determination unit that determines whether or not a state where the vehicle speed is equal to or higher than the lower limit set speed and equal to or lower than the upper limit set speed and the accelerator opening is equal to or greater than the set opening continues for a set time. The determination unit determines whether the vehicle has a predetermined inclination angle when the vehicle speed is not less than the lower limit set speed and not more than the upper limit set speed and the accelerator opening is not less than the set opening for more than the set time. It may be determined that the vehicle is climbing the above slope.

  Thus, when the vehicle speed is not less than the lower limit set speed and not more than the upper limit set speed, and the state where the accelerator opening is not less than the set opening has continued for the set time or longer, the vehicle has a slope with a predetermined inclination angle or more. By determining that the vehicle is climbing up, it is more reliably detected that the vehicle is climbing up a slope having a predetermined inclination angle or more.

  ADVANTAGE OF THE INVENTION According to this invention, the engine control apparatus of the vehicle which can improve the climbing performance of the vehicle provided with the 2 stator type torque converter is provided.

It is a schematic structure figure showing vehicles provided with an engine control device concerning one embodiment of the present invention. 2 is a graph showing a normal engine performance map and a climbing engine performance map stored in a storage unit shown in FIG. 1. FIG. 3 is a graph showing a relationship between a normal engine performance map and a climbing engine performance map shown in FIG. 2 and a vehicle speed and an accelerator opening. It is a flowchart which shows the detail of the engine control processing procedure performed by the controller shown by FIG. 3 is a graph showing a comparison of climbing performance in the normal engine performance map and the climbing engine performance map shown in FIG. 2. It is a graph which compares and shows the climbing performance in a 1 stator type torque converter and a 2 stator type torque converter.

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

  FIG. 1 is a schematic configuration diagram illustrating a vehicle including an engine control apparatus according to an embodiment of the present invention. In the figure, a vehicle 1 is an industrial vehicle such as a forklift. The vehicle 1 includes an engine 2, a transmission 3, and a two-stator type torque converter 4 that is disposed between the engine 2 and the transmission 3 and transmits power from the engine 2 to the transmission 3.

  The torque converter 4 includes a pump impeller 6 connected to the engine 2 via an input shaft 5, a turbine impeller 8 connected to the transmission 3 via an output shaft 7, a pump impeller 6 and a turbine impeller 8. And two stator impellers 9A and 9B arranged between the two. When the rotation of the engine 2 is transmitted to the pump impeller 6 via the input shaft 5 and the pump impeller 6 rotates, the turbine impeller 8 is driven and rotated by the flow of oil generated by the rotation of the pump impeller 6. The rotation of the vehicle 8 is transmitted to the transmission 3 via the output shaft 7. At this time, the torque of the pump impeller 6 is amplified by rectifying the flow of oil from the turbine impeller 8 to the pump impeller 6 by the stator impellers 9A and 9B.

  The engine control apparatus 10 of the present embodiment includes a vehicle speed sensor 11 that detects the vehicle speed of the vehicle 1, an accelerator opening sensor 13 that detects the opening of the accelerator 12 of the vehicle 1 (accelerator opening), and the rotational speed of the engine 2. An engine speed sensor 14 for detecting (engine speed) and a controller 15 are provided.

  The controller 15 performs predetermined processing based on detection values of the vehicle speed sensor 11, the accelerator opening sensor 13, and the engine speed sensor 14 to control the engine 2. The controller 15 includes a storage unit 16, a first determination unit 17, a second determination unit 18, a third determination unit 19, a determination unit 20, a selection unit 21, and a control unit 22.

  Here, the vehicle speed sensor 11, the accelerator opening sensor 13, the first determination unit 17, the second determination unit 18, the third determination unit 19, and the determination unit 20 make the vehicle 1 climb a hill with a predetermined inclination angle or more. The detection unit 23 is configured to detect whether or not it is in a state. The slope having a predetermined inclination angle or more is a slope that is not substantially flat, for example, a slope having an inclination angle of 8 degrees or more.

  As shown in FIG. 2, the storage unit 16 stores an engine performance map representing the characteristics of the engine 2. The engine performance map is a map that represents the relationship between the engine speed and the engine torque. The storage unit 16 stores a normal engine performance map P indicated by a solid line in FIG. 2 and an uphill engine performance map Q indicated by a broken line in FIG. 2 as an engine performance map.

  The uphill engine performance map Q is set to have higher output characteristics than the normal engine performance map P. Specifically, when the engine speed is lower than the predetermined engine speed r, the uphill engine performance map Q has the same characteristics as the normal engine performance map P. When the engine speed is equal to or higher than the predetermined speed r, the uphill engine performance map Q has characteristics such that the engine torque is higher than that of the normal engine performance map P.

  The first determination unit 17 determines whether the vehicle speed of the vehicle 1 detected by the vehicle speed sensor 11 is not less than the lower limit set speed and not more than the upper limit set speed. Here, as shown in FIG. 3, the lower limit set speed is 0.5 km / h, and the upper limit set speed is 5 km / h. However, the lower limit set speed and the upper limit set speed are not particularly limited thereto.

  The second determination unit 18 determines whether or not the accelerator opening detected by the accelerator opening sensor 13 is greater than or equal to the set opening. Here, as shown in FIG. 3, the set opening degree is 90%. However, the set opening is not particularly limited thereto.

  The third determination unit 19 has a state in which the vehicle speed of the vehicle 1 is not less than the lower limit set speed and not more than the upper limit set speed and the accelerator opening is not less than the set opening, that is, in the hatching range H shown in FIG. Judge whether it has continued for more than the set time. The set time is, for example, 2 seconds.

  The determination unit 20 determines whether or not the vehicle 1 is in a state where the vehicle 1 is climbing a slope having a predetermined inclination angle or more. Specifically, the determination unit 20 determines that when the vehicle speed of the vehicle 1 is equal to or higher than the lower limit set speed and equal to or lower than the upper limit set speed and the accelerator opening is equal to or higher than the set opening, the vehicle 1 Is determined to be in a state where it is climbing up a slope having a predetermined inclination angle or more.

  In addition, when the vehicle speed of the vehicle 1 is lower than the lower limit set speed, the determination unit 20 considers the vehicle 1 to be in a stopped state or a state immediately before stopping, and the vehicle 1 climbs a hill with a predetermined inclination angle or more. It is determined that it is not in a state.

  The selection unit 21 selects the normal engine performance map P (see FIG. 2) as the engine performance map when the determination unit 20 determines that the vehicle 1 is not in a state of climbing a slope having a predetermined inclination angle or more. When it is determined by the determination unit 20 that the vehicle 1 is in a state where the vehicle 1 is climbing a hill having a predetermined inclination angle or more, the climbing engine performance map Q (see FIG. 2) is selected as the engine performance map.

  That is, the selection unit 21 selects the normal engine performance map P as the engine performance map when the detection unit 23 does not detect that the vehicle 1 is climbing up a slope having a predetermined inclination angle or more. When it is detected by the detection unit 23 that the vehicle 1 is climbing up a slope having a predetermined inclination angle or more, the climbing engine performance map Q is selected as the engine performance map.

  The control unit 22 controls the engine 2 using the engine performance map selected by the selection unit 21.

  FIG. 4 is a flowchart showing details of the engine control processing procedure executed by the controller 15. In FIG. 4, the controller 15 first acquires detection values of the vehicle speed sensor 11 and the accelerator opening sensor 13 (step S101).

  Subsequently, the controller 15 determines whether or not the vehicle speed of the vehicle 1 is not less than the lower limit set speed and not more than the upper limit set speed (step S102). The controller 15 selects the normal engine performance map P as the engine performance map when the vehicle speed of the vehicle 1 is lower than the lower limit set speed or when the vehicle speed of the vehicle 1 is higher than the upper limit set speed (step S103).

  When the vehicle speed of the vehicle 1 is not less than the lower limit set speed and not more than the upper limit set speed, the controller 15 determines whether or not the accelerator opening is not less than the set opening (step S104). When the accelerator opening is smaller than the set opening, the controller 15 selects the normal engine performance map P as the engine performance map (step S103).

  When the accelerator opening is equal to or greater than the set opening, the controller 15 is in a state where the vehicle speed of the vehicle 1 is not less than the lower limit set speed and not more than the upper limit set speed and the accelerator opening is not less than the set opening. It is determined whether or not it continues (step S105). When the vehicle speed of the vehicle 1 is not less than the lower limit set speed and not more than the upper limit set speed and the accelerator opening is not less than the set opening, the controller 15 is normally used as an engine performance map. The engine performance map P is selected (step S103).

  When the vehicle speed of the vehicle 1 is not less than the lower limit set speed and not more than the upper limit set speed and the accelerator opening is not less than the set opening, the controller 15 is used for climbing as an engine performance map. The engine performance map Q is selected (step S106).

  The controller 15 acquires the detection value of the engine speed sensor 14 after performing step S103 or step S106 (step S107).

  Then, the controller 15 controls the engine torque using the selected engine performance map (step S108). Specifically, the controller 15 obtains an engine torque corresponding to the engine speed detected by the engine speed sensor 14 using the selected engine performance map, and sends a control signal corresponding to the engine torque to the engine 2. It is sent to a fuel injection valve (not shown).

  FIG. 5 is a graph showing a comparison of the climbing performance in the normal engine performance map P and the climbing engine performance map Q. The horizontal axis of the graph represents the vehicle speed, and the vertical axis of the graph represents the uphill angle. The solid line Ps in the graph indicates the climbing performance on the normal engine performance map P, and the broken line Qs in the graph indicates the climbing performance on the climbing engine performance map Q. As can be seen from the graph, the vehicle speed (uphill speed) decreases as the uphill angle increases. However, when the vehicle speed is equal to or lower than the upper limit set speed B, the climbing speed in the climbing engine performance map Q is faster than the climbing speed in the normal engine performance map P at the same climbing angle. When the vehicle speed is higher than the upper limit set speed B, the climbing speeds in the normal engine performance map P and the climbing engine performance map Q are equal at the same climbing angle.

  When the vehicle speed of the vehicle 1 is lower than the lower limit set speed A, the normal engine performance map P is selected as the engine performance map as described above. When the vehicle speed of the vehicle 1 is not less than the lower limit set speed A and not more than the upper limit set speed B and the accelerator opening is not less than the set opening, the engine performance map is used as described above. The uphill engine performance map Q is selected. When the vehicle speed of the vehicle 1 is higher than the upper limit set speed B, the normal engine performance map P is selected as the engine performance map as described above.

  Incidentally, as a torque converter, there is also a one-stator type torque converter having only one stator impeller. When comparing the 2-stator type torque converter and the 1-stator type torque converter, the 2-stator type torque converter has a higher maximum speed than the 1-stator type torque converter. Further, in the case of the one-stator type torque converter, when it is intended to secure the same vehicle speed as that of the two-stator type torque converter, it is necessary to add one stage of gear, which leads to an increase in cost. Therefore, the cost of the two-stator type torque converter can be reduced compared to the one-stator type torque converter.

  However, the two-stator torque converter is inferior in climbing performance compared to the one-stator torque converter. FIG. 6 is a graph showing a comparison of climbing performance in a 2-stator torque converter and a 1-stator torque converter. The horizontal axis of the graph represents the vehicle speed, and the vertical axis of the graph represents the uphill angle. The broken line X in the graph shows the climbing performance at the first speed of the one-stator type torque converter, the one-dot chain line Y in the graph shows the climbing performance at the second speed of the one-stator type torque converter, and the solid line Z in the graph shows The climbing performance in a 2-stator type torque converter is shown. As can be seen from the graph, the climbing speed of the 2-stator torque converter is slower than that of the 1-stator torque converter at the same climbing angle. For example, when the climbing angle is α degrees, the climbing speed of the two-stator torque converter is slower than the climbing speed of the first-stator torque converter by the first speed by Wkm / h.

  On the other hand, in this embodiment, the normal engine performance map P and the climbing engine performance map Q are stored in advance as engine performance maps representing the characteristics of the engine 2, and the vehicle 1 climbs up a slope with a predetermined inclination angle or more. When it is detected that the vehicle is running, the climbing engine performance map Q is selected as the engine performance map, and the engine 2 is controlled using the climbing engine performance map Q. Here, the uphill engine performance map Q is set to have higher output characteristics than the normal engine performance map P. For this reason, when the engine 2 is controlled using the uphill engine performance map Q, the uphill speed of the vehicle 1 increases. Thereby, even if the vehicle 1 includes the two-stator type torque converter 4, the climbing performance of the vehicle 1 can be improved. That is, according to the present embodiment, the climbing performance of the vehicle 1 can be improved while ensuring the fast maximum speed and the low cost.

  Further, in the present embodiment, when the vehicle speed of the vehicle 1 is equal to or lower than the upper limit set speed and the accelerator opening is equal to or larger than the set opening, the vehicle 1 is climbing up a slope having a predetermined inclination angle or more. Therefore, it is reliably detected that the vehicle 1 is climbing up a slope having a predetermined inclination angle or more.

  When the climbing engine performance map Q is selected as the engine performance map, the engine torque becomes the maximum value when the vehicle speed of the vehicle 1 is 0 km / h. However, in the present embodiment, when the vehicle speed of the vehicle 1 is lower than the lower limit set speed, it is determined that the vehicle 1 is not in a state of climbing a slope having a predetermined inclination angle or more, and the normal engine performance is used as an engine performance map. Since the map P is selected, it is avoided that the engine torque becomes excessive. Therefore, it is not necessary to increase the strength of parts such as gears of the torque converter 4.

  Furthermore, in the present embodiment, when the vehicle speed of the vehicle 1 is not less than the lower limit set speed and not more than the upper limit set speed and the accelerator opening is not less than the set opening, the vehicle 1 is predetermined. Since it is determined that the vehicle is climbing up a slope having an inclination angle or more, it is more reliably detected that the vehicle 1 is in a state of climbing a slope having a predetermined inclination angle or more.

  In the present embodiment, when the vehicle speed of the vehicle 1 is higher than the upper limit set speed, the normal engine performance map P is selected as the engine performance map, so that it is possible to prevent the life of the bearings of the torque converter 4 from being reduced. .

  The present invention is not limited to the above embodiment. For example, in the above embodiment, when the vehicle speed of the vehicle 1 is not less than the lower limit set speed and not more than the upper limit set speed and the accelerator opening is not less than the set opening, the vehicle 1 has a predetermined inclination. Although it is determined that the vehicle is climbing a hill above the corner, the form is not particularly limited. For example, when the vehicle speed of the vehicle 1 is not less than the lower limit set speed and not more than the upper limit set speed and the accelerator opening is not less than the set opening, the vehicle 1 is climbing a slope having a predetermined inclination angle or more. You may determine that there is. Further, when the vehicle speed of the vehicle 1 is equal to or lower than the upper limit set speed and the accelerator opening is equal to or greater than the set opening, the vehicle 1 is climbing a slope having a predetermined inclination angle or more when the state continues for a set time or longer. You may determine with a state.

  Moreover, although the engine control apparatus 10 of the said embodiment is mounted in the industrial vehicle, this invention is applicable also to a general vehicle etc.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Engine, 3 ... Transmission, 4 ... Torque converter, 10 ... Engine control apparatus, 11 ... Vehicle speed sensor, 12 ... Accelerator, 13 ... Accelerator opening sensor, 15 ... Controller, 16 ... Memory | storage part, 17 ... 1st judgment part, 18 ... 2nd judgment part, 19 ... 3rd judgment part, 20 ... judgment part, 21 ... selection part, 22 ... control part, 23 ... detection unit.

Claims (2)

An engine control device for a vehicle including a two-stator torque converter for transmitting power from an engine to a transmission,
A storage unit that stores a normal engine performance map and an uphill engine performance map set to have a higher output characteristic than the normal engine performance map as an engine performance map representing the engine characteristics;
A detection unit for detecting whether or not the vehicle is climbing up a slope having a predetermined inclination angle or more;
When the detection unit does not detect that the vehicle is in a state where the vehicle is climbing a slope having a predetermined inclination angle or more, the normal engine performance map is selected as the engine performance map, and the detection unit When it is detected that the vehicle is in a state where the vehicle is climbing a hill having a predetermined inclination angle or more, a selection unit that selects the climbing engine performance map as the engine performance map;
A control unit that controls the engine using the engine performance map selected by the selection unit ;
The detection unit includes a vehicle speed sensor that detects a vehicle speed of the vehicle, an accelerator opening sensor that detects an accelerator opening of the vehicle, and a vehicle speed detected by the vehicle speed sensor is equal to or lower than an upper limit set speed. A first determination unit that determines whether the accelerator opening is detected by the accelerator opening sensor, a second determination unit that determines whether the accelerator opening is equal to or greater than a set opening, and the vehicle speed of the vehicle is the upper limit A determination unit that determines that the vehicle is climbing a hill with a predetermined inclination angle or more when the accelerator is less than or equal to a set speed and the accelerator opening is greater than or equal to the set opening; ,
The first determination unit determines whether the vehicle speed of the vehicle detected by the vehicle speed sensor is equal to or higher than a lower limit set speed and equal to or lower than the upper limit set speed;
When the vehicle speed of the vehicle is greater than or equal to the lower limit set speed and less than or equal to the upper limit set speed, and the accelerator opening is greater than or equal to the set opening, the determination unit is configured such that the vehicle is greater than or equal to the predetermined inclination angle. When it is determined that the vehicle is climbing up a slope, and the vehicle speed of the vehicle is lower than the lower limit set speed, the vehicle is considered to be in a stopped state or a state immediately before stopping, and the vehicle is It is determined that it is not in a state where it is climbing up a slope with an inclination angle or more,
The selection unit selects the normal engine performance map as the engine performance map when the determination unit determines that the vehicle is not in a state of climbing a slope having a predetermined inclination angle or more, When the determination unit determines that the vehicle is in a state where the vehicle is climbing a hill having a predetermined inclination angle or more, the climbing engine performance map is selected as the engine performance map . Engine control device. The detection unit determines whether a state in which the vehicle speed of the vehicle is equal to or higher than the lower limit set speed and equal to or lower than the upper limit set speed and the accelerator opening is equal to or higher than the set opening continues for a set time or longer. A third determination unit;
When the vehicle speed of the vehicle is equal to or higher than the lower limit set speed and equal to or lower than the upper limit set speed and the state where the accelerator opening is equal to or higher than the set opening is continued for the set time or longer, 2. The engine control apparatus for a vehicle according to claim 1 , wherein the vehicle is determined to be in a state where the vehicle is climbing up a slope having a predetermined inclination angle or more.

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