JPH0240038A - Engine output control device - Google Patents

Abstract

PURPOSE:To prevent production of a feeling of physical disorder during return control of a handle by a method wherein when an acceleration demand is detected, a holding state is released by means of a holding means to hold a correction state of engine output reduction responding to a steering angle. CONSTITUTION:A target output deciding means decides a target engine output responding to an accel opening detected by an accel opening detecting means, and regulates an engine output through a drive control means and an output regulating means. In which case, when handle control is effected, based on a signal from a steering angle means, the target engine output of a target output deciding means is corrected so that in the case of the same accel opening, the more a steering angle is increased, the more an engine output is decreased, and a correction state is held by a holding means. Thereafter, when an acceleration demand by a driver is detected by a detecting means, a holding state is released by a release means, and an engine is operated at a target output responding to an accel opening. This constitution enables prevention of production of a feeling of physical disorder during return control of a handle.

Description

[Detailed description of the invention] (Field of industrial use) The present invention relates to an engine output control device.

(Prior Art) Recently, many engines, particularly automobile engines, are designed to electrically control the magnitude of engine output, for example, the opening of a throttle valve, depending on the opening of the accelerator. In this case, since the magnitude of the engine output can be arbitrarily changed according to the accelerator opening degree, the engine output can be optimized according to the driving condition and the like.

From this point of view, in the devices described in JP-A-61-126346, when cornering, that is, when the steering wheel is turned, the opening of the throttle valve is smaller than when driving straight for the same accelerator opening. In other words, a system has been proposed in which the engine output is lowered to make cornering safer.

(Problem to be Solved by the Invention) However, in the method described in the above publication, when the handle is returned, the throttle valve is automatically operated in the direction of opening even if the accelerator opening is the same. , which gives a sense of discomfort to the driver. In particular, it is common for drivers to gradually press down on the accelerator after confirming safety while returning the steering wheel.In this case, the driver accelerates more than expected. If this happens, you will feel confused.

Therefore, an object of the present invention is to reduce the engine output if the accelerator opening is the same when the steering wheel is turned, so that the driver does not feel uncomfortable when returning the steering wheel. An object of the present invention is to provide an engine output control device.

(Means and operations for solving the problem) In order to achieve the above-mentioned object, the present invention has the following configuration as a first means. That is, as shown in the block diagram in FIG. 8, an output adjustment means for adjusting the output of the engine, an accelerator opening detection means for detecting the accelerator opening, and a steering angle detection means for detecting the steering wheel angle. target output determining means for determining a target engine output according to the accelerator opening; and receiving outputs from the steering angle detecting means, and determining whether the accelerator opening is the same when the steering wheel steering angle is large compared to when it is small; output correction means for correcting the target engine output so that the engine output becomes smaller; drive control means for controlling the drive of the output adjustment means so that the engine output becomes the target engine output; and output reduction by the output correction means. holding means for holding a corrected state; acceleration request detection means for detecting a request for acceleration by a driver; and release for releasing the state held by the holding means when a request for acceleration is detected by the acceleration request detection means. The configuration includes means and.

With this configuration, after the steering wheel is turned (and thus the engine output is corrected to decrease), the corrected state resulting in the output decrease continues to be maintained until an acceleration request is made. Therefore, even if the steering wheel is operated without an acceleration request, a situation where the engine output decreases in response to this return operation is avoided.Then, when an acceleration request is made, the above-mentioned output decrease is avoided. The correction is canceled and the engine output increases, but at this time the driver himself is requesting a large output, so he does not feel any discomfort.

On the contrary, the feeling of acceleration can be reduced by the amount by which the reduction in output is canceled, and the driver will feel the strength of acceleration, that is, a sense of power, and on the contrary, the feeling 1-
In order to achieve the above-mentioned object, the present invention has the following configuration as a second means.3 That is, as shown in the block diagram in FIG. In this way, the output adjustment stage L stage adjusts the output of the engine, the accelerator opening detection stage P stage detects the accelerator opening degree, the steering angle detection stage detects the steering wheel angle, and the Target jl to determine engine output
Based on the outputs from the force determining means and the steering angle detecting means, the target engine output is set so that when the steering angle is large, the engine output is smaller for the same accelerator opening than when it is small. compensation f [output phase rotation] means; drive control means for controlling the drive of the output adjustment means so as to achieve the target engine output; and maintaining the correction state of the 111 power low mode by the output correction means. a holding means; [i11 When the accelerator opening detection means detects that the accelerator opening is less than or equal to the set opening, 1? a release means for releasing the holding state by the holding means described in I; an output adjustment means for adjusting the output of the engine; an accelerator opening detection means for detecting the accelerator opening; a steering angle detection 111 for detecting the steering angle. and a target power determining means for determining a target engine output according to the accelerator opening degree; , an output correction means for correcting the ``1 standard engine output'' so that the engine output becomes smaller for the same accelerator opening degree; and a drive control for controlling the drive of the output adjusting means so that the engine output becomes the 11 standard engine output according to RIIF. a holding means for maintaining the output reduction compensation state by the output compensation means (1F); and (iii) when the accelerator opening detection means detects that the accelerator opening has become equal to or less than the set opening; and a release means for releasing the holding state by the holding means.

With such a configuration, when the accelerator opening becomes less than or equal to the set opening, the 111 force low correction is canceled and the engine output is increased. However, at this time, the accelerator opening is less than the set opening and the engine output itself is not very impressive, so even if the engine output increases by the above correction, this increase will be small. (Example) An example of the present invention will be described below with reference to the accompanying drawings.

In FIG. 1, the output of an engine 1 is transmitted via a transmission 2 to drive wheels (not shown). This transmission 2 is
In this embodiment, it is comprised of a torque converter 3 with a lock-up clutch and 1) a multi-speed gear mechanism 4 for f-1 four-speed operation. Further, the engine 1 is of an Otto type, and a throttle valve 12 is provided in the intake passage 11.
By adjusting the degree of opening, the amount of intake air, that is, the engine output, is adjusted. , and throttle valve 1
2 is driven by an actuator 13 such as a DC servo motor or a step motor.

The details of the part that drives the throttle valve 12 are as shown in FIG. First, 31 to 33 are three sliders, first to third, arranged in parallel, and the first slider 31 in the middle is connected to the throttle valve 12 via a wire 34. A second slider 32 on one side of this slider 31 is connected to a pulley 38 via a wire 37, and this pulley 38 is
It is connected to rotary actuators 1 and 3, such as rotary actuators. When both sliders 31 and 32 are at the right stroke end in FIG. 2, when the second slider 32 is displaced to the left, the first slider 31 pressed by it immediately moves to the left. The displacement is approximately 1.7. .

On the other hand, the third slider 33 is connected to the accelerator 38 via a wire 35. 3. When the first and third sliders 31 and 33 are both at the right stroke end and the third slider 3:3 is displaced to the left in the figure, this third slider 33 becomes invalid. After being displaced by the stroke β, the first slider 31 is suppressed and displaced to the left. .

As shown in Figure 3, this invalid stroke °C is
The throttle valve 12 is set to start opening when the accelerator opening reaches 50% or more.

Note that each of the sliders 31 to 33 is biased to be located at the right stroke end unless the accelerator 36 is operated (the first slider 31 is located at the right stroke end).
2). Further, when an abnormality occurs in the control system of the actuator 13, the coil 39a of the clutch 39 is energized and the clutch 39 is disconnected.

Reference numeral 21 in FIGS. 1 and 2 represents a control unit, which is constructed using a digital or analog computer, and more specifically, a microcomputer in the embodiment. The control unit 21 receives signals from the sensors (switches) 22 to 24 manually, and the control unit 21 outputs signals to the actuator 13. 1. The sensor 22 detects the accelerator opening. The sensor 23 detects the steering angle of the steering wheel. The sensor 24 detects a gear position such as 1st gear or 2nd gear.

Note that the control unit 21 basically includes a CPU, a ROM
, RAM, and CLOCK, as well as an input/output interface, a Δ/D converter, etc., as required, but since these are known configurations when using a microcomputer, we will not introduce 1. ``A detailed explanation will be omitted.Of course, the throttle characteristics and the like, which will be described later, are stored in the ROM.

The control unit 21 controls the actuator 13 so that the target throttle opening corresponds to the accelerator opening. This control point will be described below.

First, one basic throttle ↑ is mapped and set as shown in Figure 4. In this embodiment, the basic throttle characteristics are for 1 speed, 2nd speed, 3rd speed,
3 extraction angles are set with respect to the 4th gear, and the basic throttle opening ``I3'' corresponding to the accelerator opening degree a is determined based on the throttle characteristics according to the gear position (shift stage).

For the above basic throttle opening ``13'', the supplementary iE coefficient (steering angle gain) G corresponding to the steering wheel angle shown in Fig. 5
By multiplying the minimum value GQ, min of Q, the final target throttle opening '[n is determined.
Then, the drive of the actuator 13 is controlled so that the L1 target throttle opening degree becomes '1'n. This fifth
As is clear from the figure, when the operating scenery is small, that is, when driving on a gentle curve, there is no need to reduce the engine output, so GQ is set to a value of "10" and the target throttle The opening degree Tn is made equal to the basic throttle opening degree]'B. Then, the steering wheel steering angle is set to a predetermined value A (in the example, 180 degrees, + for the right direction and - for the left direction).
) or higher, G increases as the steering wheel angle increases.
Q, that is, GQmin, is gradually reduced, and thereby the target throttle opening fU l' n is also gradually made smaller than the basic throttle opening T B.

” - When GQ becomes smaller than 1.0, that is, after the steering angle is increased, even if the steering wheel is returned, unless the following release conditions are satisfied:
This GQ remains corrected to a small state (GQmin). The above cancellation conditions are as follows.

■When there is an acceleration request. When this acceleration request is 1;
When an accelerator opening degree corresponding to ffHIX multiplied by 3%, that is, α system + x (1+o, O: 3), is detected, the accelerator opening degree is 3°■ Accelerator opening degree When the opening becomes less than the set opening, the set opening is zero in this embodiment, that is, when the accelerator is closed. There are 11 JIL tree-like conditions for cancellation, but in the example, l;, , iL! Condition (1) or ■ is satisfied when the correction gain GQ becomes 10, that is, when the steering wheel steering angle Q is returned to the range of -△ x Q x △. Figure 6 diagrammatically shows the case where there is an acceleration request as an example of control content such as 1.
It is clear from the figure that by turning the handle further, the supplementary IL-gain GQ becomes smaller than 1 at the L1 point, and the minimum gain GO, (=GQmin) at the 2nd point.
), 2, and before 2, the maximum accelerator opening amaX has occurred 3, after t2 is when the steering wheel is returned, and after 2, the maximum accelerator opening amaX occurs. According to the characteristics shown in Figure 5, GQ should originally return to 10, but due to the holding action, the gain GQ is reduced to the minimum (
iiiGQ, remains held in min.

Then, when this holding state continues and reaches time point 4, an acceleration request is detected by greatly pressing the accelerator.At time 53, the gain G Q is 1. A specific example of the case where the above-described control is performed will be explained with reference to the flowchart of FIG. 7. Note that in the following explanation, P indicates a step.

First, after system initialization is performed on Pl, 1
2), the signals from the sensors 22 to 24, that is, the accelerator opening a, the steering angle Q, and the current gear position are read. A characteristic is selected (see FIG. 4), and then in P4, a basic throttle opening '1'B corresponding to the accelerator opening a is determined based on the selected map. And P
5, a steering angle gain GO corresponding to the steering wheel steering angle Q is determined based on the map shown in FIG.

1) After 5 no, 1) 6, P 7 te, gay', i C;
F-1l determines whether or not the handle has been cut sharply so that Q is 1.0J smaller.1, and when it is determined that the handle has been cut sharply,! ) In 8,
The current gain GQ of 71 is the minimum value G O that has been stored up until now.
, mn5, this l”
If Y IES is determined in step 8, the current GQ is stored and updated as the minimum value GQmin in P9, and then P
Move to 10, and if the determination number is 1) 8, write in [)
Move to F]IO without going through 9. .

(2) In 10, it is determined whether the current accelerator opening degree α is larger than the maximum accelerator opening degree aIIHIX stored up to now. 1 This I] When Y l:S in the determination of 10, 1. ) Current accelerator opening a at I+
After is stored and updated as the maximum value QmaX, [)12
5, and if the determination of p l O is No, the process moves to P I 2 without going through Pl+.

1] 12, the minimum value of gain GQ is 1+'jGQmin
is set as the final gain GQF. Next, 1]
In step 13, the final target throttle opening '[n is calculated by multiplying the basic throttle opening TB set in P4 by the final gain GO+''.After this, in Pl4, - 1" n is output ('"
n realization),.

When it is determined that the steering wheel steering angle Q is near the middle\"/- position where the gain GQ is 1.0 by determining 1) 6 or Pl above, move to 1) 15 and 1 to 1. , this P ] 5, the minimum gain I11'j G O,
It is determined whether min is smaller than 1.0 or not. 1. When Y1ζS is determined in this Pl5 determination, that is, when compensation for a decrease in engine output is being performed, ■) 1
6, the current accelerator opening a is equal to (Zm
It is determined whether or not the accelerator opening degree is greater than ilX multiplied by 1 by 3%, that is, whether or not acceleration is requested. When this PI 6 is No, it is determined in PI 3 whether or not the accelerator opening degree a has become zero.
, N is determined by this l″+7.

In this case, it is time to continue the correction of the output decrease, so the processes from 1) 11 [] 12 onwards are performed as is.

When YrES is determined by the above P I 6, or [)
If the determination in step 17 is YES, this means that the conditions for canceling the output reduction correction are satisfied. At this time, P
At I8, a max is reset to zero and gain GQ is reset to 1.0. .

Even when the determination in P15 is No, there is no need to correct the output low 1, so the processes from 1-1)18 onwards are performed.

Although the embodiments have been described above, in the case of a diesel engine, the control lever of the fuel injection pump that adjusts the fuel injection i; may be driven by the actuator 1:3. As is clear from the above, it is possible to improve safety during cornering and to avoid a situation where the driver feels uncomfortable when returning the steering wheel. .

In particular, by adopting the configuration as set forth in claim 1, the acceleration is improved by canceling the correction for the decrease in output, thereby making it possible to further satisfy the driver's acceleration request.

Furthermore, by adopting the configuration as set forth in claim 2, the increase in engine output that occurs when the output reduction correction is canceled is suppressed to a small value, thereby providing a sense of security to the driver. It is preferable in the sense that it gives .

[Brief explanation of the drawing]

FIG. 1 is an overall system diagram showing one embodiment of the present invention. FIG. 2 is a diagram showing a detailed example of the part that drives the throttle valve. Figure 3 shows the throttle characteristics shown in Figure 2 when the actuator for driving the throttle valve fails. Figure 4 shows the basic throttle characteristics at 71. Figure 5 shows the handlebar. A diagram showing the relationship between the steering angle and the steering angle gain for correcting the throttle opening. Fig. 6 is a time chart showing a control example of the present invention. Fig. 7 is a flow chart showing a control example of the present invention. 9 are block diagrams showing the configuration of the present invention. Engine 12: Throttle valve 13: Actuator 21: Control units 22 to 24: Sensors 1N-Z-1' Leather y setting L K old craftsmanship t

Claims (2)

[Claims] (1) Output adjustment means for adjusting the engine output, accelerator opening detection means for detecting the accelerator opening, steering angle detection means for detecting the steering wheel angle, and determining the target engine output according to the accelerator opening. target output determining means to receive the output from the steering angle detecting means, and determine the target engine output so that when the steering wheel steering angle is large, the engine output is smaller for the same accelerator opening than when it is small. output correction means for correcting the engine output; drive control means for controlling the drive of the output adjustment means so as to achieve the target engine output; holding means for maintaining the corrected state of the output reduction by the output correction means; An engine comprising: acceleration request detection means for detecting an acceleration request; and release means for releasing the holding state by the holding means when the acceleration request detection means detects the acceleration request. output control device. (2) Output adjusting means for adjusting the output of the engine, accelerator opening detection means for detecting the accelerator opening, steering angle detecting means for detecting the steering wheel angle, and determining the target engine output according to the accelerator opening. target output determining means to receive the output from the steering angle detecting means, and determine the target engine output so that the engine output is smaller when the steering wheel angle is large than when it is small for the same accelerator opening. output correction means for correcting the output adjustment means; drive control means for controlling the drive of the output adjustment means so as to achieve the target engine output; holding means for maintaining the corrected state of the output reduction by the output correction means; An output control device for an engine, comprising: a release means for releasing the holding state by the holding means when the degree detection means detects that the accelerator opening has become equal to or less than the set opening.