JPH02141336A - Integrated control device for engine output and constant speed running - Google Patents

Abstract

PURPOSE:To prevent quick acceleration of a vehicle after completion of slip restraining control by inputting a control signal of an engine output control circuit into a constant-speed running control circuit, thereby canceling the constant-speed running control. CONSTITUTION:An integrated control device for constant-speed running is provided with an engine output control device (i) and a constant-speed running control device (n). And the constant-speed running control device (n) is provided with a constant-speed running control circuit (m) for controlling a constant-speed running actuator (l) connected to a first throttle valve (b) so as to maintain the set value of a vehicle speed setting switch (k) while monitoring the detected value of a vehicle speed sensor (j). In this case, a control signal E being output from an engine output control circuit (h) is inputted into the constant-speed running control circuit (m). When the control signal E is inputted, the constant- speed running control is canceled by a control canceling part (o). Thus, the quick acceleration of the vehicle after completion of slip restraining control can be prevented.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention relates to a vehicle equipped with an engine output control device that controls the opening and closing of a second throttle valve and a constant speed cruise control device that controls the opening and closing of the first throttle valve. Concerning a comprehensive control device for engine output and constant speed driving.

(Prior Art) Conventionally, an engine output control device based on opening/closing control of a second throttle valve is disclosed in Japanese Patent Application Laid-Open No. 62-45944, for example.
A device as described in the above publication is known.

This conventional device controls the rotation of the driving wheels by controlling the engine output (opening/closing control of the second throttle valve provided auxiliary) so that the frictional force between the tires of the driving wheels and the road surface increases when the vehicle accelerates. That's what I do.

In addition, as a constant speed running control device, for example, it is described in "R Nirasan Service Enwa No. 578" (June 1988; published by Nissan Motor Co., Ltd.), page 8-C36 to B-439. What kind of equipment is known?

This conventional device performs constant speed driving control by outputting a valve opening/closing command signal to a constant speed driving actuator connected to a throttle valve in order to maintain a set vehicle speed while monitoring a vehicle speed detection value from a vehicle speed sensor. There is.

(Problem to be Solved by the Invention) However, when a vehicle is equipped with an engine output control device that controls the opening and closing of the second throttle valve and a constant speed cruise control device that controls the opening and closing of the first throttle valve, the two devices are linked to each other. In the case where there is no relationship, if slip suppression control is performed when constant speed driving control is activated, if slip suppression control is terminated when entering from a low friction coefficient road to a high friction coefficient road, etc., the second While the throttle valve returns to full open, the opening of the first throttle valve gradually decreases from the high opening range at a slow speed.
This causes a problem in that the engine torque suddenly increases and the vehicle accelerates suddenly.

That is, the vehicle speed sensor of the constant speed cruise control device uses the drive wheel speed sensor provided on the output shaft of the automatic transmission as the vehicle speed sensor, and the drive wheel speed detection value is used as the vehicle speed detection value, so the second
During slip suppression control in which opening and closing of the throttle valve is controlled, a vehicle speed fluctuation characteristic is shown in which a deceleration state due to the closing of the second throttle valve and an acceleration state due to the opening of the second throttle valve are repeated. In response to this, the constant speed cruise control device outputs a command to open the first throttle valve.

However, when the slip suppression control is started and the second throttle valve closes all at once, the valve closes, holds the valve, and opens the valve repeatedly in the low throttle opening range, and the second throttle valve dominates the engine output. No matter how much the valve is opened, the vehicle speed does not increase, so a command to open the first throttle valve is issued again, and when the slip suppression control ends, the first throttle opening becomes the start of the slip suppression control. The throttle opening greatly exceeds the current throttle opening.

On the other hand, since a negative pressure actuator or a positive pressure actuator is generally used as the constant speed travel actuator for driving the first throttle valve, the return speed of the first throttle valve is slow.

Therefore, when the slip suppression control ends, the second throttle valve returns to full open, whereas the first throttle valve's opening gradually decreases from the high opening range at a slow speed. Then, the engine output is controlled by the second throttle valve that returns to full open, and a sudden increase in engine torque occurs.

The present invention has been made with attention to the above-mentioned problems, and aims to develop a comprehensive control device for engine output and constant speed driving that can prevent sudden acceleration of the vehicle at the end of slip suppression control by the engine output control device. Take it as a challenge.

(Means for Solving the Problems) In order to solve the above problems, in the comprehensive control device for engine output and constant speed running of the first invention of the present application, as shown in the claim correspondence diagram of FIG. The first throttle valve b is connected in series with a second throttle valve e provided in the intake passage d of the engine C, and a second throttle valve e is provided in series with the valve actuator f of the second throttle valve e to suppress the slip of the driving wheels 9. An engine output control device i that includes an engine output control circuit that outputs a valve opening/closing command signal (T), a vehicle speed sensor j that detects vehicle speed based on driving wheel speed, and a vehicle speed setting switch that sets a desired vehicle speed. , a constant speed driving control circuit m that outputs a first valve opening/closing command signal (S) to a constant speed driving actuator β connected to the first throttle valve b in order to maintain a set vehicle speed Vs while monitoring a vehicle speed detection value VR; In a vehicle equipped with a constant speed cruise control device n, the constant speed cruise control circuit m receives an engine output control signal (E) output from the engine output control circuit as an input signal,
The means is characterized in that the circuit has a control canceling section 0 that cancels constant speed running control in response to an engine output control signal (E).

Furthermore, in the second invention of the present application, it is a special feature that the engine output control signal (E) is used as the engine output control end signal (E').

(Function) When the engine output control circuit does not output the engine output control signal (E) or the engine output control end signal (E') before or after the occurrence of drive wheel slip,
In the constant speed running control circuit m, while monitoring the vehicle speed detection value V, a first valve opening/closing command is given to the constant speed running actuator β connected to the first throttle valve b in order to maintain the set vehicle speed Vs by the vehicle speed setting switch k. Normal constant speed driving control is performed in which a signal (S) is output.

Then, when the drive wheel sleeve converges and the engine output control circuit outputs an engine output control signal (E) or an engine output control end signal (E'), the constant speed driving control circuit m controls the engine output control circuit m. This signal (E) or end signal (E') is taken in by the canceling unit 0, and the constant speed running control is canceled.

Therefore, when the slip suppression door control ends, the second throttle valve e returns to full open, while the opening of the first throttle valve b rapidly decreases from the high opening range to the fully closed direction, and the engine This controls the output and prevents the vehicle from suddenly accelerating due to a sudden increase in engine torque.

(Example) Embodiments of the present invention will be described below based on the drawings.

First, the configuration will be explained.

As shown in FIG. 2, the vehicle to which the comprehensive control device for engine output and constant speed running of the embodiment is applied includes an engine 1, an automatic transmission 2, a propeller shaft 3, and a differential 4.
, rear drive shaft 5.6, rear wheels 7, 8, front wheels 9,
10, and the intake system of the engine 1 is provided with an engine output control device A and a constant speed running control circuit.

The engine output control device A operates a second throttle valve 14 provided in the intake passage 13 of the engine 1 in series with the first throttle valve 12 which is interlocked with the accelerator pedal 11, and opens and closes the second throttle valve 14. It includes a throttle motor 15 (valve actuator) and an engine output control circuit 16 that outputs a second valve opening/closing command signal (T) to the throttle motor 15 in order to suppress slip of the rear wheels 7.8.

The engine output control circuit 16 includes, as an internal circuit, an input circuit 16a that converts an input signal into a digital signal or the like;
It includes a CPtJ 16b (central processing unit) as a central processing unit, a memory 16c such as a RAM or ROM, and an output circuit 16d for converting into a predetermined analog signal or the like.

The input circuit 16a includes a right front wheel speed detection value VFR from the right front transmission sensor 17, a left front wheel speed detection value VFL from the left front wheel speed sensor 18, and a vehicle speed sensor provided at the output shaft portion of the automatic transmission 2. The vehicle speed detection value V from 19, the first throttle opening detection value TH, from the first throttle opening sensor 20, and the second throttle opening detection value TH, from the second throttle opening sensor 21 are input. be done.

The output circuit 16d outputs a second valve opening/closing command signal (T) to the throttle motor 15, and also outputs a second valve opening/closing command signal (T) to the constant speed driving control circuit 25 (described later) during engine output control (FLAG・■=1). An engine output control signal FLAG·■ indicating whether the engine output is not controlled or not (FLAG·■·0) is output.

Then, the engine output control circuit 16 is provided with a low speed signal that slows down the full-open return speed of the second throttle valve 14 at the end of the engine output control when the engine output control signal changes from FLAG·T=1 to FLAG·T=O. A full speed return control program is included.

The constant speed cruise control device B includes a constant speed cruise actuator 23 provided on the first throttle valve 12, and an ASCD switch 24 for setting the vehicle speed to a value desired by the driver.
Then, while monitoring the vehicle speed detection value vR from the vehicle speed sensor 19, a valve opening/closing command signal (S, ), (S2), is sent to the constant speed traveling actuator 23 in order to maintain the set vehicle speed v5.
(S3).

The constant speed traveling actuator 23 opens and closes the first throttle valve 12 using a positive pressure control method, and includes a compressor 23a that supplies pressurized air, a supply valve 23b, an air valve 23c, and a release valve 23.
d, and a diaphragm actuator 23e.

The constant speed running control circuit 25 includes, as internal circuits, an input circuit 25a that converts an input signal into a digital signal, etc., a CPLI 25b (central processing unit) as a central processing unit, and a memory 25c such as RAM or ROM. and an output circuit 25d for converting into a predetermined analog signal or the like.

The input circuit 25a receives a vehicle speed detection value vR from a vehicle speed sensor 19 provided at the output shaft portion of the automatic transmission 2, and an engine output control signal FL from the engine output control circuit 16.
AG・■ is input.

Then, when the engine output control signal changes from FLAG・T=1 to FLAG−T=O and the engine output control end signal is input to the constant speed driving control circuit 25, the constant speed driving control is canceled (turned OFF). A cancellation control program is incorporated as a control cancellation section.

Next, the action will be explained.

First, the flow of control operations in the engine output control circuit 16 will be explained with reference to the flowchart shown in FIG.

In step 100, the right front wheel speed detection value Vpn, the left front wheel speed detection value VFL, the vehicle speed detection value VR, the first throttle opening detection value TH, and the second throttle opening detection value TH2 are read.

In step 101, the front wheel speed detection value VF is calculated by calculating the average value of the right front wheel speed detection value VFR and the left front wheel speed detection value VFL.
is required.

In step 102, the drive wheel sliding ratio S is calculated.

In step 103, it is determined whether the engine output is not controlled (FLAG-T=0) or controlled (FLAG-T.1) based on the engine output control signal FLAG-T, which indicates whether or not the engine output is controlled.

When FLAG-T=O in step 103, the process proceeds to step 104 and step 105, where conditions for starting engine output control are determined. That is, the slip rate S is set to 5.
2 or more (Step 104), and the first throttle opening detection value TH is not fully closed (THu+N) (Step 105), Step 1
06, engine output control is started by rewriting FLAG-T=O to FLAG·T=1.

When FLAG-Tl is rewritten in step 106, FLAG-Tl is rewritten in step 112 at the time of subsequent control activation.
- Unless rewritten to T=O, the process proceeds from step 103 to step 10 and thereafter, and engine output control is performed to control opening and closing of the second throttle valve 14.

In step 107, a threshold value determination of the slip rate S is performed.

That is, when it is determined in step 107 that S'; a S 2, the process proceeds to step 108, and a valve closing command for operating the second throttle valve 14 in the closing direction is output to the throttle motor 15.

Further, if it is determined in step 107 that S, < S < 82, the process advances to step 109, and the throttle motor 1
A valve holding command for holding the second throttle valve 14 at that time is outputted to the control valve 5.

Further, if it is determined in step 107 that S≦S, the process proceeds to step 110, and a valve opening command for operating the second throttle valve 14 in the opening direction is output to the throttle motor 15.

That is, by repeating the cycle of closing the valve, holding the valve, and opening the valve, drive wheel slip is suppressed.

Then, when the output of the valve opening command exceeds the set timer value ΔTIJ due to entering a high friction coefficient road, it is determined that the slip suppression control has ended, and the second throttle valve 1
4 full-open return control is performed.

In this full-open return control, Δt is added to the previous timer value ΣΔt in step 111, and step 112
This timer value ΣΔt and the set timer value ΔTIJ are compared, and when ΣΔt≧ΔTμ, it is determined that the slip suppression control has ended, and this control end is set as a start condition.

The set timer value ΔTM is set as a fixed value or a variable value by cycle monitoring, which is slightly longer than the time required from the valve opening command to the next valve hold command during normal slip suppression control, and is set as a fixed value or a variable value by cycle monitoring. If the valve opening command is changed to the valve holding command without continuing for the set timer value ΔTIJ, the previous timer value ΣΔt is cleared (ΣΔt=0) in steps 113 and 114.

If it is determined YES in step 112, the process proceeds to step 115, and first, in step 115, the FLAG
-T=l is rewritten to FLAG・T=O, and in the next step 116, the valve opening speed during slip suppression control until the valve opening T)12 of the second throttle valve 14 becomes fully open (T)IMAX) A fully open return command with a sufficiently slower low opening speed is output.

Next, the flow of the control operation in the constant speed running control circuit 25 will be explained as follows.
This will be explained using the flowchart shown in the figure.

At step 200, the vehicle speed detection value VR, set vehicle speed Vs, and FLAG-T from the engine output control circuit 16 are read.

In step 201, constant speed cruise control device B (abbreviation: A
SCD) is being operated.

In step 202, FLAG・Tl is FLAG−T=
It is determined whether or not it has been rewritten to 0, that is, whether or not it is time for the slip suppression control to end.

When the slip suppression control is not finished, the process proceeds to the constant speed running control from step 203 onward, and the detected vehicle speed value vR is converged to the set vehicle speed Vs by opening the first throttle valve 12, holding the valve, and closing the valve. At the end of the slip suppression control, the process proceeds to step 209, where a command to cancel the constant speed running control is output without turning off the ASCD switch.

Note that the constant speed running control is performed in the following flow.

In step 203, a vehicle speed differential value VR is calculated.

In step 204, the control deviation Vθ, which is the sum of the differential deviation and the proportional deviation, is calculated from the vehicle speed differential value VR and the vehicle speed deviation ΔV using the following arithmetic expression.

8V　V　RV　s Vθ=-a”v, +1)-ΔV However, a and b are constants.

In step 205, the sign and magnitude of the control deviation Vθ obtained in step 204 are determined.

Then, when the detected vehicle speed value VR is less than the set vehicle speed v8 or during deceleration, and Vθ<-k (however, the arm is a constant with a small value), the process proceeds to step 2.6 and the first throttle valve 12 is opened. Valve open command is output.

If -≦Vθ≦+ in step 205, the process proceeds to step 207 and a valve hold command is output.

If +k<Vθ in step 205, the process proceeds to step 208 and a valve closing command for the first throttle valve 12 is output.

In addition, the actuator valves 23b, 23c, 23d at the time of ASCD-OFF and each command with ASCD-ON
The operation is performed as shown in the table below.

Next, as shown in Figure 5, the occurrence of drive wheel slip and the convergence of the drive wheel slip are seen on a high friction coefficient road - a low friction coefficient road →
The engine output control operation and constant speed driving control operation when entering a high friction coefficient road will be explained.

First, engine output control is started at time t0 in FIG. 5 when the high friction coefficient road enters the low friction coefficient road and the slip ratio S exceeds the set value S2, and thereafter, as shown in the second throttle opening characteristic. By repeating the cycle of closing the valve → holding the valve → opening the valve → holding the valve, excessive slip of the driving wheels is suppressed, as shown in the driving wheel characteristics (characteristics of the detected vehicle speed value vR) in Fig. 5. Furthermore, when entering from a low friction coefficient road to a high friction coefficient road, and entering into a high friction coefficient road, etc., the set timer value Δ is set from t1 when the valve opening command is output.
The process ends at time t2 when the TV has elapsed.

Regarding constant speed running control, a case will be described in which the set vehicle speed is Vs and the reference first throttle opening T)l+s on a high friction coefficient road, as shown in the first throttle opening characteristic in FIG.

First, when slip suppression control is started and the second throttle valve 14 controls the engine output, no matter how much the first throttle valve 12 is opened, the vehicle speed does not increase and the detected vehicle speed value v8 becomes less than the set vehicle speed vs. In order to indicate the status, a command is issued to open the first throttle valve 12, and at the end of slip suppression control, the first throttle opening is fully open, significantly exceeding the throttle opening at the start of slip suppression control. The opening degree will be close to .

Therefore, if the constant speed driving control is not canceled at the end of the slip suppression control, the first throttle distance will be close to full open, while the slip suppression control will cause the second throttle valve 14 to be fully opened. Since the return is completed, it is similar to an acceleration operation by pressing the accelerator suddenly, and as shown in the vehicle speed characteristics indicated by the dotted line in Fig. 5, the engine torque rapidly increases after the time t when the slip suppression control ends, causing the vehicle to slow down. I suddenly accelerate. Moreover, since no control is performed to slow down the speed at which the second throttle valve 14 returns to full open, this rapid acceleration of the vehicle becomes significant.

On the other hand, in the embodiment, the constant speed traveling control is canceled when the slip/slump suppression control ends, so as shown in the table above, the air valve 23c and release valve 23d of the constant speed traveling actuator 23 are opened. The variable pressure chamber of the diaphragm actuator 23e suddenly drops to the atmospheric pressure level, and the first throttle valve 12 is closed to the fully closed position (by opening the accelerator pedal) in a short period of time.

Therefore, the slip suppression control is performed on the second throttle valve 14.
Even if it ends with the return to full throttle, the engine output will remain at the 1st slot.
The engine output is regulated by the torque opening, and as shown in the vehicle speed characteristic shown by the solid line in Figure 5, the increase in engine torque immediately after the end time t of the slip suppression control is suppressed, and both the front and rear wheel speeds are gradually reduced. The vehicle will be at a constant speed or slowly accelerating.

In addition, in the embodiment, since control is also used to slow down the speed at which the second throttle valve 14 returns to full open after the slip suppression control ends, a high sudden acceleration prevention effect is achieved after the slip suppression control ends.

As explained above, in the integrated engine output and constant speed running control device of the embodiment, at the end of the slip suppression control in which the opening and closing of the second throttle valve 14 is performed, the constant speed running control device is activated. Since it is configured to cancel, it is an advantageous device in terms of cost due to a simple circuit change that does not require the addition of a new sensor, but it also prevents sudden acceleration of the vehicle after the slip suppression control ends.

Furthermore, by performing constant speed traveling control during slip control, it is possible to prevent a sudden deceleration state during slip control and improve the driving feeling.

In addition, in the embodiment, the ASCD cancellation control and the second
Since the throttle valve 12 is used in combination with the low opening speed control of the full open return speed, the synergistic effect of both controls achieves a high effect of preventing sudden acceleration of the vehicle.

Although the embodiment has been described above based on the drawings, the specific configuration is not limited to this embodiment, and any design etc. that do not depart from the gist of the present invention is also included in the present invention.

For example, in the embodiment, the end of the driving wheel slip suppression control is determined when the output of the valve opening command passes the set timer value, but when the road surface friction coefficient changes from a low friction coefficient to a high friction coefficient. Other methods may be used, such as determining by detecting , or determining by detecting that the acceleration gradient of the drive wheels changes from a steep slope to a gentle slope.

Furthermore, in the step 202 of FIG.
By setting T=O→FLAG・Tl, ASCD is canceled at the start of slip suppression control (Fig. 5 to)
In this case, since the vehicle speed suddenly and gradually decreases, it is possible to notify the driver that the vehicle is traveling on a low μ road.

In addition, in the embodiment, an example was shown in which the ASCD cancellation control and the low opening speed control of the full-open return speed of the second throttle valve were used together, but even if only the ASCD cancellation control is performed, it is sufficient to prevent the slip suppression control from occurring. Vehicle sudden acceleration prevention can be achieved.

(Effects of the Invention) As explained above, in the comprehensive control device for engine output and constant speed driving of the present invention, the constant speed driving control circuit has the following features:
The circuit has a control canceling section that takes in the engine output control signal or end signal output from the engine output control circuit as an input signal, and cancels the constant speed driving control when the engine output control signal or end signal is input. The effect of preventing sudden acceleration of the vehicle after the end of the slip suppression control in which the second throttle valve returns to full open is achieved.

[Brief explanation of the drawing]

Fig. 1 is a complaint correspondence diagram showing the comprehensive control system for engine output and constant speed running according to the present invention, Fig. 2 is an overall diagram showing the integrated control system for engine output and constant speed running according to the embodiment, and Fig. 3 is an implementation diagram. A flowchart showing the flow of engine output control operation in the example device, FIG. 4 is a flowchart showing the flow of constant speed driving control operation in the example device, and FIG. 5 is a flowchart showing the flow of the constant speed driving control operation in the example device. It is a time chart showing engine output control and constant speed traveling control when entering a coefficient road-high friction coefficient road. a...Accelerator pedal b...First throttle valve C...Engine d...Intake passage e...Second throttle valve f...Valve actuator 9...Drive wheel h...Engine Output control circuit i...Engine output control device j...Vehicle speed sensor k...Vehicle speed setting switch β...Constant speed travel actuator m...Constant speed travel control circuit n...Constant speed travel control device 0...Control canceling section (T)...Second valve opening/closing command signal VR...Vehicle speed detection value (S)...First valve opening/closing command signal (E)...Engine output control signal

Claims (1)

[Scope of Claims] 1) A first throttle valve that is interlocked with an accelerator pedal is connected in series with a second throttle valve that is provided in the intake passage of the engine, and a valve actuator of the second throttle valve that prevents slippage of the driving wheels. Second to suppress
The engine output control device includes an engine output control circuit that outputs a valve opening/closing command signal, a vehicle speed sensor that detects vehicle speed based on the driving wheel speed, a vehicle speed setting switch that sets a desired vehicle speed, and a vehicle speed setting switch that monitors the detected vehicle speed value. In a vehicle equipped with a constant speed cruise control device comprising a constant speed cruise control circuit that outputs a first valve opening/closing command signal to a constant speed cruise actuator connected to the first throttle valve in order to maintain a set vehicle speed. , the constant speed driving control circuit includes a control canceling section that takes in an engine output control signal output from the engine output control circuit as an input signal, and cancels the constant speed driving control in response to the engine output control signal. A comprehensive control device for engine output and constant speed running, featuring a circuit. 2) The first throttle valve that operates in conjunction with the accelerator pedal is connected in series with a second throttle valve that is installed in the intake passage of the engine, and a second valve that is connected to the valve actuator of the second throttle valve to suppress slippage of the drive wheels. An engine output control device equipped with an engine output control circuit that outputs an opening/closing command signal, a vehicle speed sensor that detects vehicle speed based on drive wheel speed, a vehicle speed setting switch that sets a desired vehicle speed, and a vehicle speed setting switch that sets a desired vehicle speed. In a vehicle equipped with a constant speed cruise control device comprising a constant speed cruise control circuit that outputs a first valve opening/closing command signal to a constant speed cruise actuator connected to the first throttle valve to maintain a set vehicle speed, The constant speed running control circuit includes a control canceling section that takes in an engine output control end signal outputted from the engine output control circuit as an input signal, and cancels the constant speed running control when the engine output control end signal is input. A comprehensive control device for engine output and constant speed running, featuring a circuit.