JPH01164849A - Power plant control device for automobile - Google Patents

Abstract

PURPOSE:To aim at enhancing engine brake by providing such an arrangement that the throttle opening degree is smoothly decreased by manipulating an accelerator pedal, and simultaneously, a shift-up or shift down of gear shift stages is evaded. CONSTITUTION:When a detecting means H detects the driver manipulating an accelerator pedal A for deceleration, that is, it detects a returning rate of the accelerator pedal, a throttle gain changing means I decrees the opening degree of a throttle valve B, more smoothly than usual, through a control means C. Further, simultaneously, a speed change pattern changing means J shifts a speed change line constituting a speed change pattern toward the high speed side, and a control means E avoids shifting up gear shift stages in an automatic transmission F, or shifts down so as to control an engine D and the automatic transmission F in a direction in which brake action is increased. Thus, it is possible to obtain a deceleration condition which satisfies the driver's demand.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a power plant control device for an automobile, particularly an engine in which the opening degree of a throttle valve is electrically controlled according to the amount of depression of an accelerator pedal; The present invention relates to a control device for a power plant including an automatic transmission that automatically changes gears depending on operating conditions.

(Prior art) The throttle valve of an engine generally installed in a car is
Opening/closing is controlled via a mechanical interlocking mechanism by pressing the accelerator pedal.
According to Publication No. 0751, an accelerator pedal depression amount detection means detects the depression amount of the accelerator pedal, and a throttle control means controls the opening degree of the throttle valve according to the depression amount of the accelerator pedal detected by the detection means. established,
A throttle control device is shown in which the throttle opening degree is controlled according to a predetermined characteristic with respect to the amount of accelerator depression. According to this, as shown in the above-mentioned publication, it is possible to perform optimal throttle control in response to the driver's requests, such as increasing the throttle opening gain for the accelerator depression amount when the accelerator depression speed is high. It becomes possible.

On the other hand, automatic transmissions, which are connected to the engine and make up the power plant of an automobile, automatically change gears according to a preset shift pattern depending on driving conditions such as vehicle speed and amount of accelerator pedal depression. However, as the above-mentioned shift patterns, the driver can select either an economy pattern that emphasizes fuel efficiency, in which the shift line is set on the low vehicle speed side, or a power pattern, that emphasizes output, in which the shift line is set on the high vehicle speed side. There is something that has been made possible.

(Problem to be Solved by the Invention) However, in the past, the engine throttle control and the automatic transmission shift pattern change control were performed independently of each other, so that the power plant as a whole However, there was a dislike that control was not always performed in accordance with the driver's requirements. For example, when the driver releases the accelerator pedal to decelerate, the engine can reduce the gain of the throttle opening relative to the amount of accelerator depression, thereby reducing the throttle opening faster than normal. In automatic transmissions, for example, the shift line is set to an economy pattern on the low vehicle speed side, and the gears are not downshifted or upshifted, so that the engine braking requested by the driver is not achieved. There will be cases where it is not possible to do so.

SUMMARY OF THE INVENTION The present invention provides engine throttle control and automatic transmission control for an automobile equipped with a power plant consisting of an engine equipped with the above-mentioned throttle control device and an automatic transmission that switches gears according to a shift pattern. The object of the present invention is to ensure that engine braking that meets the driver's request for deceleration is obtained by performing the speed change control in relation to each other.

(Means for Solving the Problems) In order to achieve the above object, a power plant control device according to the present invention is characterized by being configured as follows.

That is, as shown in FIG. 1, an engine D is provided with a throttle control means C that controls the opening degree of a throttle valve B according to the amount of depression of an accelerator pedal A, and a gear position is changed according to a shift pattern according to the operating state. A power plant G consisting of an automatic transmission F equipped with a speed change control means E for switching
, a deceleration operation detection means H detects a deceleration operation of the accelerator pedal A, and when the deceleration operation is detected by the detection means H, the gain of the throttle opening degree relative to the accelerator depression amount by the throttle control means C is reduced. A throttle gain changing means (3) and a speed change pattern changing means J for shifting the speed change line in the speed change pattern to the high vehicle speed side when a deceleration operation is detected are also provided.

(Function) According to the above configuration, when the driver performs a deceleration operation, that is, when the driver returns the accelerator pedal to decelerate, the throttle gain changing means (2) reduces the gain of the throttle opening relative to the accelerator depression. The throttle opening is reduced to be faster than normal, and the shift pattern changing means J shifts the shift line forming the shift pattern to a higher vehicle speed side, so that the shift associated with the return operation of the accelerator pedal is Upshifting of gears is avoided, or gears are downshifted. In this way, both the engine and the automatic transmission are controlled to increase the engine brake, resulting in a deceleration state that meets the driver's demands.

(Example) Examples of the present invention will be described below.

As shown in FIG. 2, in the power plant 1 according to this embodiment, a throttle valve 4 provided in an intake passage 3 of an engine 2 is driven to open and close by an actuator 5 such as a DC motor. The automatic transmission 6, which constitutes the power plant 1 together with the engine 2, has a plurality of shift solenoids 7+, 72, 73 and a lock-up solenoid 8.
2. The hydraulic circuit is switched by the ON/OFF combination of 73 and multiple hydraulic engagement elements are selectively engaged, so that the transmission mechanism can be switched to multiple gears. Turn on solenoid 8
, OFF causes a lock-up clutch (not shown) in the torque converter to be engaged or released.

Then, the actuator 5 for driving the throttle valve, and the solenoids 71 to 73, 8 for shifting and locking up.
A controller 10 outputs a throttle control signal a, a shift control signal and a lock-up control signal C, respectively.
The controller 10 includes an accelerator sensor 11 that detects the amount of depression of the accelerator pedal, a vehicle speed sensor 12 that detects the vehicle speed, and a gear position sensor 13 that detects the gear position (gear stage) of the transmission 6. The output signals d, e, and f of are inputted.

Next, the operation of this embodiment will be explained according to a flowchart showing the operation of the controller 10.

As shown in FIG. 3, this controller 10 performs a predetermined system initialization at the start of operation, and then controls the opening degree of the throttle valve 4 via the actuator 5 based on the signal a. , c control the gear position of the automatic transmission 6 and the lock-up clutch via the solenoids 71 to 73.8.

Specifically, the throttle control described above is performed according to the flowchart shown in FIG. In other words, controller 10
First, input the accelerator pedal depression amount α, vehicle speed V, and gear position G based on the signals df from each sensor 11 to 13 shown in FIG. The rate (return speed) α' is calculated (steps 81 to S4).

Next, the controller 10 determines a function value f(α), which is the basis of the throttle opening, based on the accelerator depression amount α, according to the characteristics shown in FIG. 5 (step Ss). This characteristic is set in advance as a map so that (α) in the above function value increases as the accelerator depression amount α increases for each gear position G. On the gear side, the function value f(α) is set to be large.

Further, the controller 10 controls the accelerator return speed α'
The throttle opening gain (throttle gain) K is determined based on the accelerator depression amount α (step S6).
). As shown in FIG. 6, this throttle gain is set so that the larger the return speed α' is, the smaller it becomes, for example, from 08 to
It is set linearly in the range of 1.0. Then, using this throttle gain K, the function value f(α) obtained from the map in FIG. 5 in step S5 is corrected, and the throttle opening θ (=KXf (α)
)), and when the calculated throttle opening θ exceeds the opening θα corresponding to the accelerator depression amount α, the calculated opening θ is adopted, and the calculated opening θ is the above-mentioned opening. When θα or less, the opening θα corresponding to this accelerator depression amount α is adopted as the throttle opening θ (
Steps 87-S9). This is to prevent the throttle opening degree θ from being controlled to the negative side with respect to the accelerator depression amount α. Then, a control signal a is output to the actuator 5 shown in FIG. 2 so that the throttle valve 4 has the opening degree θ obtained in this way (step 5IO
).

In this way, the throttle opening θ is controlled with respect to the accelerator depression amount α, but as mentioned above, the greater the return speed α' of the accelerator pedal, the smaller the throttle gain K becomes. When a request is made, the throttle opening degree θ is quickly reduced to a fully closed state in accordance with the request.

On the other hand, shift control (and lock-up control) of the automatic transmission 6 is performed according to the flowchart shown in FIG.

In this control as well, the controller 10 first inputs the accelerator depression amount α, vehicle speed ■, and gear position G (
Steps T1 to T3). Then, the shift up line and shift down line of the shift pattern that is preset using the accelerator depression amount and vehicle speed as parameters, and the actual accelerator depression amount α input in steps T1 and T2 above.
and vehicle speed, it is determined whether or not to shift up or down for the gear position G at that time, and also to compare the same lock-up pattern and the actual By comparing the accelerator depression amount α and the vehicle speed V, it is determined whether to engage or release the lock-up clutch, and depending on the determination result, the solenoids 71 to 73 and 8 shown in FIG. 2 are operated to change gears. Output signals S and C for control and lock-up control (step T
4-T7).

Specifically, the above-described determination of upshifting and determination of downshifting are each performed as follows.

First, a shift-up determination is performed according to the flowchart shown in FIG. G
is determined (steps T1' to T4'). Then, in the case of 4th gear (G=4>), which is the highest gear, no upshift determination is performed, and in the case of 3rd gear (G=3), steps T5' to T
According to 9', in the case of 2nd speed (G=2), step T1o
' to T18', in the case of 1st speed (G=1), step T1. A shift-up determination is made according to each of ' to T31'. These upshift determinations are performed using the shift up lines 1-2, 2-3, and 3-4 in the shift pattern using the accelerator depression amount and vehicle speed as parameters shown in FIG. 9, and the flowchart in FIG. 7. Step T1 of
．． This is done by comparing the actual accelerator depression amount α measured at T2 with the driving range R (α, ■) determined by the vehicle speed V. In this shift-up determination, each of the above-mentioned shift-up lines is shown in FIG. The reference line ρ shown as a solid line
12. β23+! 234, and an auxiliary line ρ'1□ shown by a broken line set on the high vehicle speed side.

``'23.ρ'34, the line L12.ρ' is linearly corrected according to the accelerator return speed α', and the corrected line L12.
L23. Li2 and region R(α, V) are compared. Here, this shift up line correction is specifically performed as follows. In other words, the vehicle speed on the reference line for a certain accelerator depression amount α is ■. , the minimum and maximum values of the accelerator return speed α′ are α′min and α′ m, respectively.
If ax, then the vehicle speed for the above accelerator depression amount α is
However, V=VO+ka (a' - a' min )/(α'
max −a' min ) (k: constant)
It is corrected to a line that becomes . Therefore, when the return speed α' is the minimum value α' min, ■=■o, and each correction line L12+L23+Li2 is the lowest vehicle speed reference line ℃12. ρ23. When it becomes equal to ρ34 and the return speed α' is the maximum value α' max, V=Vo+ becomes α, and each correction line L1□+L
23. Li2 is the auxiliary line ρ'1□, β on the highest vehicle speed side
It becomes equal to 23+”34.

In the case of 3rd speed, the area R (α, ■) is 3 after the correction.
-4 If the vehicle speed is on the high vehicle speed side of the shift up line L34, it is determined that the gear should be shifted up to 4th gear, and if it is on the low vehicle speed side, it is determined that the gear should be maintained in 3rd gear (steps Ts', T9
). In addition, in the case of 2nd speed, if the region R (α, ■) is also on the high vehicle speed side of the corrected 3-4 shift up line L34, the shift is up to 4th speed, and the line L34 is shifted up.
If the vehicle speed is on the low vehicle speed side of the corrected 2-3 shift up line L23, the vehicle should be shifted up to 3rd gear, and if it is on the low vehicle speed side of line L23, it should be held in 2nd gear. (Step 'r, 3', T, 7'
, TI8′〉. Furthermore, in the case of 1st speed, the region R(α,
If V> is on the high vehicle speed side of the corrected 3-4 shift up line L34, shift up to 4th gear and
If the vehicle speed is on the low vehicle speed side of 4 and is on the high vehicle speed side of the corrected 2-3 shift up line L23, shift up to 3rd gear, and if the vehicle speed is on the low vehicle speed side of the line L23 and the corrected 1-
2 If the vehicle is on the high speed side of the 2 shift up line L12,
If the vehicle speed is on the low vehicle speed side of the line L1□, it is determined that the first gear should be maintained (step T2
2', T26', T30', T31').

In this way, upshifting of the gear position is determined, and the gear position of the automatic transmission 6 is shifted up according to the determination result.In this case, when the accelerator pedal is released during deceleration, Since each shift up line is shifted to the high vehicle speed side according to the speed α', for example, the driving state shown by point XO in Fig. 9 (
If the accelerator pedal is returned at a return speed of the maximum value α' max when the vehicle is traveling in 3rd gear, this upshift will be avoided, whereas conventionally the upshift would occur at point X1. Also, when driving at point X2 (
If the accelerator pedal is returned to 4th gear), the gear position will be downshifted.

When the accelerator pedal is released, the throttle gain K is reduced in accordance with the return speed α' as described above, and the throttle opening θ is rapidly reduced, so that when the driver requests deceleration, the accelerator operation is Engine 2 in conjunction
Both the transmission 6 and the transmission 6 are controlled in the direction of increasing the deceleration force, and thereby an engine brake or deceleration state that meets the request is obtained.

Incidentally, the shift down determination is performed according to the flowchart shown in FIG.
is determined (steps T1'' to T3''). Then, in the case of 1st speed (G-1), which is the lowest gear, no downshift determination is performed, and in the case of 2nd speed (G=2), steps T4'' to T
7″, step T8″ for 3rd speed (G=3)
-T14'', and in the case of 4th gear (G=4), a downshift determination is made in steps T15'' to T24''.These downshift determinations are performed in steps 4-3 and 4-3 in the shift pattern shown in FIG. 3-2 and 2-1 downshift lines and actual driving range R (α, ■)
This is done by comparing the

In other words, in the case of 2nd gear, if the region R (α, V) is on the low vehicle speed side of the 2=1 shift down line L21, it will shift down to 1st gear, and if it is on the high vehicle speed side of the line L21, it will shift down to 2nd gear. It is determined that it should be held quickly (steps T6'', 7
7″). Also, in the case of 3rd speed, the area R (α, ■) is 2
If the vehicle speed is on the low vehicle speed side of the -1 shift down line L21, the vehicle shifts down to 1st gear, and if the vehicle speed is on the high vehicle speed side of the line L2□ and the vehicle speed is on the low vehicle speed side of the 3-2 shift down line L32, the vehicle shifts down to 2nd gear. If the vehicle speed is on the high vehicle speed side of line L32, it is determined whether the gear should be maintained at 3rd gear (steps T1o'', T13'', T, 4''). If (α, V) is on the low vehicle speed side of the 2-1 shift down line L21, shift down to 1st gear,
If the vehicle speed is on the high vehicle speed side of the line L2+ and the vehicle speed is low on the 3-2 shift down line L32, downshift to 2nd gear, and if the vehicle speed is on the high vehicle speed side of the line L3□, the 4-3 downshift is performed. If the vehicle speed is on the low vehicle speed side of line L43, it is determined that the shift is down to 3rd gear, and if the vehicle speed is on the high vehicle speed side of line L43, it is determined that 4th gear should be maintained (step T17"
, T20'' + 'r23'' + 'r24
” ).

(Effects of the Invention) As described above, according to the present invention, there is provided an engine in which the throttle opening degree is electrically controlled according to the amount of accelerator depression, and a gear position is controlled in accordance with a shift pattern in accordance with the operating condition. In a car equipped with a power plant consisting of an automatic transmission, when the driver decelerates the accelerator pedal, the throttle opening of the engine is rapidly reduced, and at the same time, the automatic transmission ,
The gear position will be downshifted or upshifting will be avoided. As a result, the entire power plant is controlled to increase the engine brake, and a deceleration state that meets the driver's request is obtained.

[Brief explanation of the drawing]

Fig. 1 is an overall configuration diagram of the present invention, Figs. 2 to 11 show embodiments of the invention, Fig. 2 is a control system diagram, Fig. 3 is a flowchart showing the overall control operation, and Fig. 4 is a flowchart showing the overall control operation. The figure is a flowchart showing the throttle control operation, Figure 5 is a characteristic diagram showing the basic value of the throttle opening with respect to the amount of accelerator depression used in this throttle control, and Figure 6 is a characteristic diagram used to calculate the throttle gain. , FIG. 7 is a flowchart showing the shift control operation, FIGS. 8 and 10 are flowcharts showing the shift-up determination and shift-down determination, respectively, in this shift control operation, and FIGS. 9 and 11 are flowcharts showing the above-mentioned FIG. 4 is a diagram showing shift patterns for upshifting and downshifting used in each determination operation of FIG. 1... Power plant, 2... Engine, 4...
Throttle valve, 6... automatic transmission, 10... throttle control means, shift control means, throttle gain changing means, shift pattern changing means (controller).

Claims (1)

[Claims] (1) An engine equipped with a throttle control means that electrically controls the opening degree of the throttle valve in accordance with the amount of depression of the accelerator pedal, and a shift control means that switches gears according to a shift pattern according to the operating condition. A control device for a power plant comprising an automatic transmission, comprising an accelerator deceleration operation detection means for detecting a deceleration operation of the accelerator pedal, and when the deceleration operation is detected by the detection means,
Throttle gain changing means for reducing the gain of the throttle opening with respect to the accelerator depression amount by the throttle control means, and shift pattern changing means for shifting the shift line in the shift pattern to a higher vehicle speed side when a deceleration operation is also detected. An automobile power plant control device comprising: