JPH01111543A - Engine controller - Google Patents

Abstract

PURPOSE:To reduce torque shock at the time of acceleration made at a low speed change ratio and to improve responsibility to acceleration at the time of acceleration make at a high speed change ratio by making the variation of output regulating member slow when the quick operation of an accelerator is detected, and moreover the degree of slowness variable according to the state of speed change. CONSTITUTION:An engine controller controls an engine output regulating member C such as a throttle valve or the like through a driving means B on the output signal issued from an operation quantity detecting means A to detect the quantity of an accel operation for regulating the engine output. In this case, a control means E is provided to input each output signal issued from the operation quantity detecting means A and a speed change detecting means D to detect the state of speed change of a speed change gear. When quick accel operation has been detected, the control means E makes the variation of the engine output regulating member C caused by the driving means B slow, and moreover varys the degree of slowness according to the state of speed change of the speed change gear. Thus responsibility to acceleration can be improved at the time of acceleration made at a high speed change ratio.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an engine control device, and more particularly to improving the response of an engine output adjusting member such as a throttle valve to an accelerator operation.

(Prior Art) Elements that adjust the output of an automobile engine include fuel supply amount, air-fuel ratio, etc., and the dominant factor that determines these adjustment elements is, for example, the opening degree of a throttle valve in a gasoline engine. In traditional gasoline engines,
This throttle valve is mechanically engaged with the accelerator pedal, so the throttle opening degree is determined by the amount of depression of the accelerator pedal.

However, when adjusting the throttle opening by mechanical engagement, the amount of accelerator depression and the throttle opening always correspond one-to-one, making it impossible to adjust the engine output in response to changes in driving conditions.

Therefore, along with the advancement of electronics, electronically controlled throttle controllers appeared, which consider the accelerator as an input source of driving request information from the driver, and allow the vehicle to judge the driver's driving request from the amount of accelerator depression.
The purpose is to determine the optimum throttle opening degree by comparing this request with the output characteristics of the engine. As a conventional example of such an electronic throttle controller,
For example, Japanese Patent Application Laid-Open No. 59-122742 is a technique related to improving the reliability of a throttle controller, and Japanese Patent Laid-Open No. 61-171846 is a technique related to improving the characteristics of throttle opening relative to the amount of accelerator depression.

(Problems to be Solved by the Invention) On the other hand, with the diversification of demands for automobiles and further advances in electronics, engines equipped with superchargers such as turbochargers, for example electronically controlled transmissions (hereinafter referred to as
It is now possible to set driving modes such as power mode, normal mode, economy mode, etc. for cars equipped with AT (abbreviated as EAT), etc. Automobiles, automobiles with automatic driving functions, etc. have been developed and commercialized.

As the performance and functionality of these automobiles have increased, as in the above-mentioned Japanese Patent Application Laid-Open No. 61-171846, during the initial period of sudden acceleration judged from the general amount of accelerator depression, -
It is no longer possible to cope with this by simply delaying the opening of the throttle.

In other words, as mentioned above, when there is a certain delay in sudden acceleration, for example, the starting acceleration when starting using 1st gear, the overtaking acceleration when downshifting, and the power mode in automatic transmission. There is a problem in that when the driver requests sudden acceleration, for example, when the acceleration is set, the requested acceleration cannot be obtained and the driver feels uncomfortable.

Therefore, the present invention was proposed in order to eliminate the drawbacks of the above-mentioned conventional examples.The purpose of the present invention is to prevent torque shock when suddenly operating the accelerator, and to improve quickness in low gears such as when starting. This paper proposes an engine control device that maintains acceleration.

(Means and effects for solving the problem) As shown in FIG. 1, the configuration of the present invention for achieving the above-mentioned problems includes an operation amount detection means for detecting the amount of accelerator operation, and an operation amount detection means for adjusting the engine output. an engine output adjustment member, a drive means for driving the adjustment member based on the detected accelerator operation amount, a shift detection means for detecting the gear change state of the transmission, and the operation amount detection means detects a sudden operation of the accelerator. Then, the control means is provided to slow the amount of change in the adjustment member by the drive means, and to receive the output of the shift detection means and change the degree of slowness according to the shift state of the transmission. It is characterized by

(Example) Hereinafter, an example in which the present invention is applied to a gasoline engine equipped with a turbocharger and an EAT function will be described in detail with reference to the accompanying drawings. As described later, this EAT function has a gear position (GP) from 1st to 4th (overdrive), and also has a gear shift mode called rDJ.
(Drive) range, select “Power” mode, “
It has three modes: "Normal" mode and "Economy" mode, and each mode has its own unique shift pattern electronically prepared. These modes can be selected by the driver using a switch in the vehicle according to his/her preference, as will be described later. In each of these modes, the speed at which the gears are shifted (shift point) shifts to a lower side in the patterns described above. That is, if we pay attention to one engine rotational speed, it can be said that the gear ratio becomes relatively small in approximately that order.

(81 points of the embodiment) Figures 2A and 2B show an overview of the throttle control in this embodiment. In particular, Figure 2A shows it in steady state, and Figure 2B shows it in transient time. showed that. Here, the steady-state characteristic refers to a static characteristic after a transient change in throttle opening with respect to a change in accelerator depression amount has elapsed.

According to FIG. 2A during steady state, the target throttle opening degree TAGET during steady running is first determined from a map according to the accelerator depression amount α (%). At this time, four types of maps are prepared as shown in FIG. 2A, depending on the accelerator mode and whether or not the accelerator is being released. In this way, the basic throttle opening TVOB is determined. This TV
For OB, correction GAV, Gν, GB based on accelerator depression speed &, vehicle speed V, supercharger boost pressure B, etc.
is applied to determine the steady state target throttle opening TAGET.

According to FIG. 2A, the basic throttle opening characteristic TVOB is generally economy ((a) in FIG. 2A), lo-normal ((b) in FIG. 2A), and low power ((C) in FIG. 2A).
In this order, a wider throttle opening can be obtained for a slight change in the amount of accelerator depression. However, as it is, even within the same mode, the larger the gear ratio (3rd gear φ 1st of 2nd gear), the larger the shaft output will be, making it easier for torque shock to occur. The throttle gain is set to a low level.

Further, when the accelerator is released, the characteristic as shown in FIG. 2A (d) is maintained regardless of the mode setting, so that the change in closing of the accelerator becomes almost the same as the change in closing of the throttle. Therefore, when the accelerator is released while the accelerator is depressed to a relatively large degree, deceleration is performed as requested by the driver.

Further, according to (e) in FIG. 2A, in the power mode, the higher the accelerator depression speed, the higher the gain is to respond to the driver's acceleration request. This is because, regardless of the magnitude of the accelerator depression amount α, a large depression speed indicates that the driver is requesting acceleration.

According to (f) in FIG. 2A, the gain is increased as the vehicle speed increases.

According to (g) in FIG. 2A, the higher the boost pressure, the smaller the gain. When the boost pressure is high, the engine torque is large, resulting in a so-called turbo-like peaky and uneven output characteristic, but by adding the correction shown in (g), a flat output characteristic can be obtained, and the vehicle's Controllability of exercise can be improved.

Thus, the target opening degree TAGET according to the steady-state characteristic is T A G E T - T V Oa・GAv - Gv
-Ga.

Note that the correction factors for the target throttle opening TAGET in the steady-state characteristics applied to this embodiment include water temperature correction, atmospheric pressure correction, steering wheel steering angle correction, and correction when the air conditioner is operating. Since it is not directly related to the invention, its explanation will be omitted.

Figure 2B shows throttle control during a transient period when the accelerator opening changes. That is, the final target throttle opening degree TAGETF is determined by correcting the target opening degree TAGET calculated and determined under steady state conditions.

That is, limiter processing as shown in FIG. 2B (a) is applied to TAGET. This is to prevent the calculated throttle opening degree TAGET from becoming more than 10% or negative.

(b) to (d) in FIG. 2B perform filter processing. In this embodiment, a digital first-order response filter is used.

With this -order response filter, the rapid increase in TAGET corresponding to the rapid increase in accelerator opening is smoothed and becomes gentle. Furthermore, the coefficient β (reciprocal of the time constant) of this filter is changed when using 1st gear, when releasing the accelerator, or when using mechanical control when the electronic control of the throttle described below fails (see Fig. 2B). For (b)), set β = 1, and when the accelerator depression speed & is large, set the coefficient β relatively small ((C) in Figure 2B) When l, , & is small, set the coefficient β thick (d) in Figure 2B).

According to FIG. 2B (b), there is no response delay and the vehicle responds sensitively to changes in the accelerator, so the requirement that starting responsiveness is emphasized when using the first gear is satisfied. Even when the accelerator is being released, there is no response delay and it responds sensitively, so it accurately follows the driver's intention to decelerate. Also,
When the accelerator depression speed is high, that is, during sudden acceleration, the response delay becomes large, torque shock is reduced, and smooth acceleration is achieved.

Note that the transient characteristic control of the throttle opening shown in FIG. 2B changes depending on factors such as the first gear, the accelerator depression speed & whether the accelerator is being released or not, but in this specification, it is shown in FIG. 10C etc. Furthermore, embodiments in which gear positions, setting modes, etc. are also taken into account are also disclosed.

Configuration of Engine Control System> FIG. 3 is a configuration diagram of an embodiment in which the engine control device according to the present invention is applied to a turbocharged engine. To explain the main components in the figure, 1 is an F-cleaner, 2 is an intake air temperature sensor, 3 is an air flow meter, 4 is a turbocharger, 5 is a waste gate valve, 6 is an engine body, and 7 is an intercooler. In this way, the air taken in according to the supercharging of the turbocharger 4 is driven toward the intake manifold of the engine body while being cooled by the intercooler while its intake air amount Q is measured by the air flow meter 3.

8 is a throttle valve, 9 is an actuator that drives the throttle valve, 10 is a boost pressure sensor that measures the pressure in the intake pipe, and 11 is an injector. Thus,
The intake air is mixed with fuel injected from an injector 11 while its amount is regulated by a throttle valve 8, and is supplied to a combustion chamber in the engine body 6, where it is combusted and exploded. The exhaust gas passes through the exhaust passage, converts its combustion energy into rotational energy and gives it to the turbocharger 4, and is further purified by the catalytic converter 12 and exhausted.

13 is an electronically controlled automatic transmission, so-called EAT. This EAT 13 is controlled by an EAT controller (EATC) 50. As is well known, the inside thereof includes a torque converter 14, a planetary gear section 15 equipped with an overdrive mechanism, and a hydraulic control section 17 containing solenoid valves, hydraulic circuits, etc. for these components. EATC5
Between 0 and EAT13, in addition to the signal that opens and closes the solenoid valve to drive the hydraulic circuit, there are shift signals (5QLI to 5QLI to be described later) that indicate the shift result state based on this signal.
There are signals such as OL4). Further, a vehicle speed sensor 16 is provided on the output shaft of the EAT.

18 is a throttle controller incorporating a servo control circuit for a DC servo motor that drives the throttle valve. Note that this servo motor is located within the throttle actuator 9. 20 is an accelerator pedal, and 21 is an accelerator position sensor that detects the amount of depression of the accelerator.

<Related switches> FIG. 4A shows the above-mentioned modes (power, normal).

This is a switch to select economy (economy).

Figure 4B shows the switches for making full use of the so-called automatic driving function. ) J switch is for setting the cruising speed and for accelerating by holding down this switch for a predetermined period of time. The COAST J switch, which is used to return to speed, is used to fully close the throttle.

<Throttle Sensor/Actuator> FIG. 5 shows the configuration of the throttle sensor/actuator assembly used in the engine system of this embodiment. This sensor/actuator has a so-called fail-safe function in view of the important role of the throttle valve in automobiles.

In FIG. 5, 8 is a throttle valve, 9 is a throttle actuator, 18 is a throttle controller, and 20 is an accelerator pedal. These have already been explained in connection with FIG. There are two accelerator position sensors 21 for fail-safe purposes that detect the amount of accelerator depression.
1b is the main one, and 21a is for backup. These sensors are potentiometers, and their output is a percentage of the amount of accelerator depression when the accelerator is fully depressed, which is converted into a voltage value. 29 is a pulley linked to the accelerator pedal 20 by a wire;
31 is an engagement piece linked to the throttle valve 8.

The throttle actuator 9 includes a servo motor 28 and
The solenoid 27, the pulley 25, the electromagnetic clutch 25 that transmits the rotational force of the DC servo motor 2 to the pulley 25 when the solenoid is energized, and the rotation amount and rotation of the pulley 25 for servo control of the motor 28. It consists of a rotation sensor 24 and the like for detecting speed and feeding it back to the throttle controller 18. Pulley 25 is linked to pulley 32 by a wire. Although the pulleys 29, 32 and the engagement piece 31 rotate about the same rotation axis, in FIG. 5, for convenience of explanation, the rotational motion is converted into linear motion. . The throttle sensor 33 is
Detecting the fully open or fully closed state of the throttle valve 8;
Throttle valve 8 when the electronic throttle control malfunctions.
This is to detect the throttle opening when the pulley 29 directly drives the throttle opening.

The pulley 29 and the engagement piece 31 have some play up to their engagement position, and the engagement piece 31 is normally set to be engaged with the pulley 32.

Further, when the ECU 40 determines that the self-diagnosis is OK, the clutch 26 is in a connected state. Therefore,
When the accelerator 20 is depressed, the accelerator depression amount α is detected by the sensor 21a, and at the same time, the signal α is sent to the ECU 40 via the throttle controller 18. Then, in the ECU 40, the final target throttle opening degree TAGETF is immediately calculated by the control described below, and the result is sent to the throttle controller 18.

The throttle controller 18 D/A TAGETF.
The sensor 24 is converted to rotate the motor 28 and the sensor 24
Based on the feedback signal from the rotor, servo control is performed to maintain a predetermined rotational position. That is, since the servo motor rotates by an amount corresponding to TAGETF to rotate the pulley 32, the engagement piece 31 rotates due to the engagement, and the throttle valve 8 is opened by an amount corresponding to TAGETF.

When the engaging piece 31 rotates, the engaging piece 31 escapes from the pulley 29, so that the throttle valve 8 is not directly opened or closed by the pulley 29 under normal conditions.

On the other hand, when it is determined that the control circuit related to throttle control is abnormal, the electromagnetic clutch 26 is disconnected, so the pulley 2
9 and the engagement piece 31 are engaged, and thereafter the throttle valve 8 is directly opened and closed by mechanical connection with the accelerator pedal.

<I/O signals to the controller 40> FIG. 6 is a diagram showing input/output signals, etc. of the ECU 40.

α (mask) and α (sub) are the amount of accelerator depression from the aforementioned throttle actuator.

Similarly, the throttle opening degree is also measured by the throttle sensor 33 for the throttle and the throttle (sub).

Shift solenoid signal (SQLI~SOL 4) A signal coming from EATC50, indicating that the current shift position is 1.
This indicates that the vehicle is in any gear position from 1st to 4th gear. The P, N, and R range signals are signals indicating select positions from a well-known selector lever. Also, normal,
Mode signals such as power and economy are signals from the switches shown in FIG. 4A. MAIN, SET, RE
Signals such as S and C0AST are signals from the switches shown in FIG. 4B.

The engine speed N is transmitted from the distributor 41, the vehicle speed signal V is transmitted from the vehicle speed sensor 16, the water temperature TV signal is transmitted from the water temperature sensor 42, the atmospheric pressure signal P^ is transmitted from the atmospheric pressure sensor (not shown), the boost pressure B is transmitted from the boost sensor 10, and the steering wheel is transmitted. The angle signal is a signal obtained from a steering angle sensor (not shown), and the A/C load signal is a signal obtained from an air conditioner (not shown).

In addition to the above-mentioned TAGETF, output signals include a signal for forcibly turning off the power to the DC servo motor 28, a signal for turning off the clutch 26, and the like.

Further, as another fail-safe mechanism, two systems of brake switches are provided. Furthermore, when the brake pedal is pressed, the accelerator is fully closed, so the circuit shown in FIG. 6 turns off the power to the servo motor 28.

That is, the throttle is forcibly fully closed without any calculation control by the ECU 40.

In the ECU 40 of FIG. 6, among the control functions performed within the ECU 40, portions particularly relevant to the present invention are shown in block form. Its functions include driving feel control, throttle target value control, and throttle calculation control. Driving feel control is achieved by opening the throttle optimally based on the amount of accelerator depression, gear position, driving mode, etc. This is an attempt to set a degree value. Other features include automatic cruise control (ASC) and failsafe.

In Fig. 6, the throttle target value setting control selects either the driving feel control or the ASC control input, but this is because the driving feeling control is mainly based on the driver's accelerator depression. In contrast, during automatic driving, the throttle opening is determined based on the set vehicle speed and the actual vehicle speed, regardless of the driver's accelerator operation. This is because it is for a good reason.

Configuration of Controller> FIG. 7 is a block diagram showing the internal configuration of the ECU 40 that performs throttle control. 301 is an input/output (Ilo) boat, and 302 is a CPU such as a microprocessor.

The output port part of 301 is a latch type,
Connected to driver 308. Further, 303 is a ROM for storing control programs, maps, etc. related to the embodiments described later;
304 is a RAM for storing various temporary data used for control, 305 is a programmable timer that sets the time for timer interrupt, and 306 is A for converting accelerator depression amount α etc. into digital values. /D converter (ADC). 307 is an interrupt control unit.

<Outline of Throttle Control> FIG. 8 shows the relationship between control programs in the engine control system shown in FIG. 3, focusing on parts particularly related to this embodiment. Of the control programs shown in Figure 8,
In this specification, details of the nine parts related to EAT control and the part related to fuel control are omitted because they are not particularly relevant to the present invention.

Parts of the control program that are particularly relevant to the present invention are the throttle control main routine shown in FIG. 8 (the details of which are shown in FIG. 9 and below) and the throttle opening output routine (the details of which are shown in FIG. 10 and below). . The former is activated by a timer interrupt every 30m5, and the latter is activated by a timer interrupt every 15ms. Note that these times are merely examples, and the main routine control interval of 30 m5, for example, may be determined by setting a control period that is several times or more the highest frequency to be controlled for the controlled object. Further, the subroutines called by these two interrupt routines are further shown in FIG.

An outline of the main routine of throttle control will be explained with reference to FIG. As mentioned above, this main routine is
The timer is activated every 30ms.

First, in step S2, an accelerator operation by the driver is detected. Details of this subroutine are shown in FIG. 9A.

Step S4. In step S6, the accelerator opening degree α and mode M detected by a timer interrupt routine every 10 ms (Fig. 10), which will be described later, are read from the memory, and based on these signals, in step S8, a basic throttle opening map (ROM 303) is read out. ) to determine the TVOB. TvO of this step S2! The l search corresponds to (a) to (d) in FIG. 2A, and its details are shown in FIG. 9C.

For the TVOB obtained in step S2, step S
10, the accelerator depression speed is corrected to obtain the output T0. The correction process in step S10 corresponds to (e) in FIG. 2A, and its details are shown in FIG. 9D.

Next, in step S11, it is checked whether the current driving mode is in the power mode (M=3), and only when the current driving mode is in the power mode, in step S14, a correction is made according to the vehicle speed, and the throttle opening T is .

get. This vehicle speed correction corresponds to (f) in FIG. 2A, and its details are shown in FIG. 9E.

In step 516, boost pressure correction is performed.

This correction corresponds to (g) in Figure 2A, and its details are shown in Figure 9.
Shown in Figure F. Next, limiter processing is performed in step S18. This limiter processing corresponds to (a) in FIG. 2B,
The details are shown in FIG. 9G.

In this way, in a certain mode and gear position, the steady state (quiet) throttle opening TAGET for the accelerator opening α based on a certain depression position was calculated.

An outline of the throttle opening output routine will be explained with reference to FIG. This routine is started by a timer every 15 ms, and a part of this output routine includes control (filter processing) for the initial period (transitional period) when the accelerator opening degree α is changed. In step 5200, the vehicle speed ■ is input from the vehicle speed sensor 16, and in step 5202, the accelerator opening degree α and the boost pressure B are input from the A/D converter 306. Furthermore, for later calculations, the previous time (f
The accelerator distance value measured and stored before the SMS is stored in αn-1, and the α measured this time is set to α. Store in. In step 5204, the transmission gear position GP and mode switch position are read into the RAM 304 from the input boat 301. Here, GP=1 (1st speed) GP=2 (2nd speed) GP engineer 3 (3rd speed) GP=4 (4th speed) M=3 (Power mode) M=2 (Normal mode) M=1 (Economy) mode). The data stored in these RAMs 304 is used in various steps in other controls. In step 5206, accelerator depression speed & is calculated. The details of this calculation routine are shown in FIG. 10A.

This & is used in the vehicle speed correction subroutine described above. Here, for convenience of explanation, the accelerator depression speed calculation routine will be explained first.

Step 3210, the previous accelerator opening α1 and the previous accelerator opening αn-1 are read from the RAM. Then, in step 5212, the accelerator depression speed & is set to =α. −α. -1. That is, the change in opening degree between f Hms is taken as the accelerator depression speed. In order to accurately understand the driver's intentions, for example, data from 60m5 ago, i.e.
It may be compared with αn-4. That is, and = α. −αn−4. This time interval is preferably as short as possible so that the driver's intention can be grasped reliably and the intention can be fed back to the control as quickly as possible.

In step 5214. Compare and &. Here, and X are the maximum values of and that were detected in the past in one accelerator operation process of continuing to depress the accelerator at a certain speed. If & is increasing, that is, MU〉dwax, then in step 5216, □8 is updated according to this current value. That is, hmIIX-. Next, in step 5218, α is compared with a predetermined small constant ε. If & is smaller than ε, that is, & ε, this means that the accelerator has stopped being pressed down (the accelerator has almost stopped), not to mention when the accelerator is being released.
state, then in step 5220. ,X
is set to “0”. By doing this, when the value is not "0", □ is the maximum accelerator depression speed when the accelerator is continuously depressed (α increases monotonically).

and et□8 obtained in this accelerator depression speed calculation subroutine are used in other routines, so RA
It is stored in M304.

Returning to the explanation of FIG. 10 again. Step 3208 performs response processing for the transition period of accelerator changes, calculates the final target throttle opening TAGETF, and outputs it to the throttle actuator 9, as shown in (b) in FIG. 2B.
) to (d), the details of which are shown in FIG. 10B.

Note that FIG. 10B shows one form of transient response processing,
A modified embodiment thereof is shown in FIG. 10C.

[Margin below] Details of throttle opening control will be described below based on a flowchart.

<Details of throttle steady state control> Two-legged 1st U1 collapse (Figure 9A) In step S20, the accelerator depression speed and the RAM 30
4, and in step S22, the flag AF is checked. This AF flag is reset to "0" in the initial state, and is set to "1n" when the accelerator return operation is detected. This AF flag is set to "1n" when the accelerator return operation is detected. ,TAGE
It is necessary in the transient processing of the TF (see steps S44 and S46 in FIG. 9C and step 5248 in FIG. 10B).

Now, assume that the accelerator opening degree α is changed by the driver as shown in FIG. 9B. At the initial stage, the AF is reset, so the process advances to step S24. When it is detected in step S24 that the accelerator is being depressed, that is, when and >0, it is determined that the accelerator is being depressed, and step S3
Leave the AF reset in step 2. That is, while the accelerator is being depressed, step S20φ step 322φ step 524=>step S32 is repeated.

When the accelerator opening degree α decreases when the accelerator is about to be released, it is detected that and≦O, and the process proceeds to step S26. In step S26, it is determined whether the accelerator return operation has reached a speed above a certain level, that is, &<-A (A is a positive number). - If it is not larger than the window, treat it as noise (step 528).

If &
”.

- Once the AF is set, the process proceeds from step S22 to step S34. In step S34, it is determined whether the accelerator depression speed exceeds a constant value A. Only when the value exceeds A, the AF is reset in step S36.
AF remains set (step 530).

In this way, the released state of the accelerator is detected. Furthermore, false detection can be prevented by providing a -ANA dead area. This is because in this embodiment, when the accelerator is released, the throttle is closed along a different curve from when the accelerator is depressed (see Figure 12B), so the false detection of the accelerator release is caused by a sudden change in the throttle opening. Because it connects.

Note that A in step S26 and A in step S34 may be different values.

Basic throttle map search (90th step S4
0. In S42, it is checked whether the current driving mode M read in step S6 (FIG. 9) is economy mode, normal mode, or power mode. Furthermore, it is checked whether the accelerator is being released (AF=1) in either the normal mode or the power mode (step S44, 346). Then, a map suitable for each state is determined, and in step S56, the basic throttle opening degree TvOB corresponding to the accelerator depression amount α at that time is read from the map. Further, more detailed characteristics of the map corresponding to each state are shown in FIGS. 11(a) to 11(d).

Here, the merits of having an accelerator return map will be explained by comparing FIGS. 12A and 12B. In the power mode or normal mode, as can be seen from FIG. 11, the slope is relatively steep below a certain accelerator opening, and conversely becomes relatively gentle above that opening. Such an accelerator opening degree is often at least medium speed or higher. On the other hand, it goes without saying that in such a speed range of medium speed or higher, when the driver releases the accelerator, the vehicle will naturally decelerate in response to the release, resulting in a more stable driving experience.

However, even when the accelerator is released in power mode and normal mode, the condition shown in FIG. 11(b) occurs.

Using a map with characteristics like (C), for example, in power mode, in Fig. 12A, the accelerator opening is △α1.
If the throttle accelerator opening is returned by .DELTA.TN, the resulting change in throttle accelerator opening is ΔTN, which is extremely small. Therefore, the deceleration caused by releasing the accelerator is smaller than expected by the driver. Conversely, when the accelerator opening is small (
For example, at a speed of 20%), a large change in throttle opening occurs even with a slight change in accelerator opening, and the deceleration becomes greater than expected.

Therefore, if a relatively linear return characteristic as shown in (d) of Fig. 11 is added to the power mode and normal mode, as shown in Fig. 12B, the accelerator opening decreases (△
The throttle opening decreases (△TH) linearly corresponding to α2).
2) is obtained, and the above-mentioned inconvenience is solved.

Note that the return characteristic is not added to the economy mode because in this embodiment, the map characteristic in the economy mode is relatively linear due to the output characteristics of the engine, and there is no particular need for a return map. It is. but,
Engines with poor output characteristics in the region of low throttle opening require map characteristics with large gains. In such a case, even if the vehicle is in economy mode, a map for when the accelerator is released is required.

Accelerator hesitation entry correction (FIG. 9D) First, in step Sho, the maximum accelerator depression speed h ajX calculated in the accelerator depression speed calculation routine of step 5206 is read from the RAM 304, step S6
2. In S64, the current operation mode is checked, and in step S6
In steps 6 to S70, a correction gain map corresponding to the current driving mode is selected. Then, in step S72, the correction gain GAV corresponding to and □8 is read out from the selected map, and T6-TVOB X GAV is calculated.

Here, GAv is for economy mode.
GAV=1 over the entire 1X range. That is, there is no correction. In addition, in this embodiment, in economy mode, GA
Although GAV≧1 may be used depending on the characteristics of the engine, for example, if the engine output is poor in a region where the throttle opening is low.

On the other hand, GAV in normal mode and power mode
The tendency of the characteristics of is generally the maximum accelerator depression speed and □
The larger the number 8, the higher the gain, in order to meet the driver's acceleration request. Regardless of whether the accelerator opening is low or high, the fact that the depression speed &□8 is large means that
This is because it indicates that the driver is requesting acceleration.

Here, GAV is not the pressing speed at that time &
The reason why it is determined according to the maximum accelerator depression speed and □8 is as follows. That is, when the driver attempts to increase acceleration, 5! □8 is constantly updated, so & and L! E1. X has the same meaning. On the other hand, when & increases or decreases in the range of and ≧ε, emphasis is placed on the driver's intention to accelerate, and the correction gain GAV is obtained by using and □8 instead of when it decreases. . Even if you do this, when ε becomes thick, □8 becomes "0" and GAv at this time becomes "1", that is, there is no correction, so
Then, etIll, l is and A (step 366~
There is no problem because the value of GAv remains unchanged when the value exceeds step S70 (see step S70).

Once the correction gain GAv is determined, in step S72, a provisional target throttle opening degree T0 is calculated using T6''TVOBXGAV.

Vehicle (Fig. 9E) In step S74, step 5200 (10th
The vehicle speed V read from the vehicle speed sensor 16 in the RAM 3
04, the correction gain Gy corresponding to the vehicle speed is read out in step 576, and T 1 = T ox G y is calculated in step 378. In this example, the vehicle speed V is 60 Km/h
When the speed exceeds 120 m/h, this correction becomes effective, and when the speed exceeds 120 m/h, the correction gain stops.

Boost pressure positive (In step S80 of the 9F diagram, the accelerator depression speed & obtained in step 5212 is taken out, and in step S82, the accelerator depression speed & obtained in step 5212 is
Take out the boost pressure B obtained in step 02. Then, the boost pressure correction GB (step S86, 588) is selected which has a characteristic of taking a relatively smaller value when the boost pressure B is positive than when the boost pressure B is negative. That is, G, (B: positive) < GB (B: negative). In this way, when the boost pressure B is negative, the gain is increased to quickly bring the engine to the turbo zone (boost pressure is positive). Further, when the boost pressure is positive, by setting the gain low, it is possible to compensate for the difficulty in controlling the dynamic characteristics of the vehicle due to an excessive increase in engine output, and to prevent acceleration shock.

Generally, when sudden acceleration is performed, the vehicle speed increases and the boost pressure B changes from negative (indicated by I) to positive (indicated by II). In the conventional case, as shown in Fig. 13A, an acceleration shock occurs at the time of transition from the area (■) to the IT area, but according to this embodiment, the acceleration is quickly generated as shown in Fig. 13B. It can be seen that the acceleration reaches its maximum at , and after that the acceleration becomes smooth with little variation.

Now, in the embodiment shown in FIG. 9F, simply the boost pressure B
In addition to performing a correction that has a characteristic that takes a relatively smaller value when the value is positive than when it is negative, by performing more precise correction control, the driver's intention can be adjusted from the driver's accelerator operation. The system reads more information and performs throttle control that corresponds to the accelerator operation. That is, as shown in step S86, & is the predetermined value &
When it is 6 or more, that is, when the driver is trying to accelerate suddenly, and when the driver is not in the turbo zone, the smaller the boost pressure B, the thicker the value of 0.3 is than "1". Try to enter the turbo zone early, and do not perform boost pressure correction when someone is in the turbo zone (G, = 1).

When the accelerator depression speed is particularly 8, the driver does not want to accelerate suddenly, so in the non-turbo zone, a certain degree of acceleration should be maintained (Ga = 1), and in the turbo zone, the driver should not accelerate more than necessary. In order to reduce this, GB is set to 1 or less.

Limiter theory (Figure 9G) In this process, the throttle opening is from 0% to 1o.

Considering that the throttle opening can only be opened and closed within a range of 100%, the time when the target throttle opening (T2 calculated in step S90) that can be generated by calculation becomes a negative value is set to 0° (step 598), 100 or more. 100 (step 596). Thus, the throttle opening degree subjected to the limiter processing is TAGET (step s1°O).

As described above, in a certain driving state, (I) depending on the driving mode, (II) depending on the accelerator opening α, (III) depending on whether the accelerator is being released or not, (
rV) Depending on the accelerator depression speed &, x, (V) Depending on the vehicle speed V, (V'l) The static characteristic TAGET of the throttle opening is determined depending on the boost pressure B and the accelerator depression speed &. .

Details of throttle control during transient times〉...Basic example Throttle control during transient times mainly uses a temporary response filter to absorb sudden changes in throttle opening when the accelerator opening α changes significantly. It is for the purpose of Furthermore, by changing the coefficient (reciprocal of the time constant) of this response filter depending on the running conditions, an optimum running time can be obtained.

First, the digital filter will be explained. 1st
As shown in FIG. 4, in order to absorb the sudden change in the throttle opening shown by the broken line, it is appropriate to change the throttle opening as shown by the solid line. Such a curve can be obtained, for example, as an exponential function curve, and a linear response filter is suitable for realizing it as a filter. It is well known that the -order response filter corresponds to an RC integration circuit as shown in FIG. 15 when expressed as an electric circuit. In this integrating circuit, there is a relationship between input voltage X and output voltage Y. S is a differential operator. Then, converting the above equation into time space, it can be rewritten as , so we get . It is well known that RC is a time constant, and when this value is large (the reciprocal is small), the curve will be gentler, and when the time constant is small (the reciprocal is large), the curve will be steeper. . Therefore, in the following explanation, xn of the above equation
It is assumed that TAGET obtained by the limiter processing in step 5100 is TAGET, and Yrl is the final throttle opening target value TAGETF.

Now, the control will be explained according to FIG. 10B. Step 5
230. At step 5232, the depression speed & gear position CP is read. In step 5234, the step 31
The provisional target throttle opening TAGET calculated with 00 is stored in the THR in the RAM.

Store it in . In step 5236, the previous time (30m
s before) R the calculated final throttle opening TAGETF
Read from THR2 in AM.

In step 5238, it is determined whether the throttle is in the closing direction or in the opening direction. That is, if it is in the closing direction, THRI<THR2, so the process advances to step 5252 and THR2 is updated. Then, in step 5254, T
AGET is set as the final throttle opening TAGETF, and in step 5256 this TAGETF is output to the throttle actuator 9 via the throttle controller 18. This is because when it is in the closed direction, there is no need to perform response delay filter processing.

On the other hand, when the throttle is in the opening direction, that is, when TI(R1≧THRx), the process advances to step 5240.Step 5240
is for changing the value of the coefficient β according to this value. In other words, Tokuto.

In that case, since the acceleration shock is considered to be small because the accelerator depression speed is small, β should be set to a thick value (for example, β Step 5
242). On the other hand, when ≧e1°, the coefficient β is set to a small value (for example, β-0,04) in order to make the throttle change more gradual in response to the accelerator change in order to suppress the acceleration shock ( Step 5244).

At step 5246, filtering processing is performed. This means that the current THR2 is the previous THR2 (3Oms ago).
This is a filtering process that gradually increases βx (T HR, -T HR2). For example, β=
If it is 0.04, then Also, δ. For example, a suitable value is 9.4% 7.5ms.

In step 3248, the gear position is in 1st gear (GP=
1) or if the accelerator is being released (AF=1). If the gear is in 1st speed or AF=1, the value calculated in step 5246 is not used as the value to be stored in THR, but TAGET is used in step 5250. This is because when the vehicle is in first gear or when the accelerator is being released, emphasis is placed on the response speed to the accelerator operation. That is,
1st gear is often used mainly when starting, and at this time the engine speed is low. This is because the low rotational speed region of the engine is a low torque region (particularly noticeable in turbo engines), and in AT vehicles, this appears as a deterioration in the response of starting rather than an acceleration shock. Also,
This is because if filter processing is performed while the accelerator is being released, a feeling of deceleration that matches the feeling of the driver's accelerator operation cannot be obtained.

If it is not 1st gear or AF-1, step 525
0. At step 5256, the delayed THR2 is output as the throttle opening.

(Details of throttle control when gripping A>...Modification) The basic system of throttle control during transition as described above is that the throttle opening changes gradually with respect to changes in accelerator opening α, depending on the accelerator depression speed & It changes the degree of
This modified example attempts to change the degree of gentleness of the change in throttle opening according to the gear position GP and driving mode M, and the details of this control are described in Section 10C.
As shown in the figure.

Now, in the basic form shown in Fig. 10B, two types of β are prepared depending on the value of accelerator depression speed &, but in this modification, the value of β is determined according to α, gear position GP, and driving mode M. , it is sufficient to explain only how to select β. The selection step is step 8278, and the detailed program is
It is shown in Figure 00. Further, the correspondence relationship between the coefficient β selected by the control shown in FIG. 10D, the gear position GP, and the operation mode M is shown in FIGS. 10E (a) and (b).

According to the relationship shown in FIG. 10E, β is relatively small as ■: accelerator depression speed & increases. This is the first
This is due to the same reason as the control related to the basic form shown in the OC diagram.

(2)=Excluding the case of 1st gear or when the accelerator is being released, in low speed gear, β is made small and the delay time is made large. This is because the torque is greater in low gears, so the acceleration shock caused by changes in accelerator pedal speed is greater.

■: The values of β regarding the modes are in the following order: β (: power) < β (binormal) < β (: economy). In other words, the delay is greater in normal mode than in economy mode, and greater in power mode than in normal mode.

In this way, by setting the primary response delay time according to the accelerator depression speed & gear position GP and driving mode M, sudden changes in accelerator opening are smoothed out without becoming sudden changes in throttle opening, and acceleration shocks are smoothed out. A reduction is planned.

Other Modifications> In the embodiments described above, an EAT vehicle was used, but the present invention can also be applied to a so-called MT vehicle.

This is because even in manual transmission cars, low gears have the problem of acceleration shock when the accelerator is pressed hard. In the above embodiment, the shift mode is also changed by changing the shift point, but the present invention can also be applied to automobiles in which the shift mode is changed by changing the final gear ratio.

Moreover, it is applicable not only to gasoline vehicles but also to diesel vehicles.

Furthermore, the supercharger is not limited to a turbocharger, but can also be applied to a so-called supercharger, an inertial supercharger, and the like.

(Effects of the Invention) As explained above, according to the engine control device of the present invention, when a sudden operation of the accelerator is detected, the change in the drive amount of the adjustment member from the calculation means is made more gradual, and The lower the gear ratio is, the greater the degree of sluggishness is controlled, so that prevention of torque shock during acceleration at a low gear ratio and responsiveness of acceleration at a high gear ratio can be ensured.

[Brief explanation of the drawing]

FIG. 1 is a functional block diagram showing the configuration of the present invention, FIGS. 2A and 2B are an overall diagram of throttle opening calculation control according to an embodiment, and FIG. 3 is an overall diagram of an engine system to which the present invention is applied. Figures 4A and 4B are diagrams explaining the switches used in the automobile of the embodiment shown in Figure 3. Figure 5 is a diagram explaining the relationship between the throttle actuator and the throttle controller. Figure 6 is the engine controller. Unit (ECU) 40
7 is a diagram showing the configuration inside the ECU 40, FIG. 8 is a diagram showing the relationship between engine control and automatic transmission control, FIG. 9 is a flowchart of the main routine of the throttle control program, Figure 9B is a flowchart of the accelerator operation detection control program, Figure 9B is a diagram showing a specific example of the relationship between accelerator operation and flag AF, Figure 9C is a flowchart of the basic throttle opening map search control program, and Figure 9D is accelerator depression speed. Figure 9E is a flowchart of the vehicle speed correction control program; Figure 9F is a flowchart of the boost pressure correction control program; Figure 9G is a flowchart of the limiter processing control program; Figure 10' is the throttle output caloutine control. Flowchart of the program. FIG. 10A is a flowchart of the accelerator depression speed calculation control program. FIG. 10B is a flowchart of the response delay processing control program according to the basic form. FIGS. 10C and 10D are response delay processing control according to the modified example. Program flowchart, Figure 10E (a),
(b) is a table showing the characteristic values of the coefficient β according to the above modification, Figures 11 (a) to (d) are characteristic diagrams of the basic throttle opening map, and Figures 12A and 12B are accelerator release Figures 13A and 13B are diagrams explaining the necessity of the map. Figures 13A and 13B are diagrams explaining the effect of boost pressure correction according to this embodiment in comparison with a conventional example. Figure 14 is the timing of the primary response filter. The chart in FIG. 15 is a diagram illustrating a method for designing a primary response filter using a digital filter. In the figure, 1...Air cleaner, 2...Temperature sensor, 3...
Air flow meter, 4...turbocharger, 5...
・Wastegate valve, 6...Engine body, '7
...Intercooler, 8...Throttle valve, 9...
- Throttle actuator, 10... Boost pressure sensor, 11... Injector, 12... Catalytic converter, 13... Electronically controlled automatic transmission, 14... Torque converter, 15... Planetary gear mechanism, 16...Vehicle speed sensor, 17...Hydraulic pressure control unit, 18...Throttle controller, 20...Accelerator pedal, 21,2
1a, 2fb...Accelerator opening sensor, 24.33.
... Throttle opening sensor, 25, 29.32... Pulley, 26... Clutch, 27... Solenoid, 2
8... DC servo motor, 31... Engagement member, 40
...ECU, 41...Distributor, 50.
...EATC. Figure 2B Figure 4A Figure 48 Figure 7 Figure 9D Figure N9E Figure 9G Figure 10 Figure 10A Figure 10C Gray ≧ and 0 and ≦. Fig. 10E (Linework) No≧-mode Fig. 11 +'/, 1 no ψ War mode Fig. 11?Fire +L4IJLα Fig. 12A (〃) Fig. 128 Fig. 13 Fig. A α' Fig. 138 Fig. 14 Fig. 15 figure

Claims (1)

[Scope of Claims] (1) An operation amount detection means for detecting an accelerator operation amount, an engine output adjustment member for adjusting engine output, and a driving means for driving the adjustment member based on the detected accelerator operation amount. , a shift detection means for detecting a shift state of the transmission; and when the operation amount detection means detects a sudden operation of the accelerator, the amount of change in the adjustment member by the drive means is made slow; 1. A control device for an engine, comprising: a control means that receives an output and changes the degree of slowness according to a speed change state of a transmission. (2) The operation amount detection means includes a sensor that detects the accelerator opening, the adjustment member is a throttle valve, and the control means includes a calculation means that calculates the throttle opening based on the detected accelerator opening. The engine according to claim 1, wherein the control means includes a smoothing means for smoothing a change in throttle opening with respect to a change in accelerator opening, which is an output from the calculation means. control device. (3) The engine control device according to claim 2, wherein the smoothing means is a first-order response filter. (4) The engine control device according to claim 1, wherein the speed change detection means detects the type of speed change shift pattern. (6) The engine control device according to claim 1, wherein the control means includes means for disabling the smoothing means when the shift detection means detects the first speed state. .