JPH04203231A - Drive-by-wire type vehicle with acceleration shock avoidance controlling section - Google Patents

Abstract

PURPOSE:To prevent a vehicle from acceleration shocks in the start and acceleration thereof by providing an acceleration limiting section for limiting the opening operation of a throttle valve for the acceleration of a part of desired acceleration request exceeding a limit running requirement to a required state. CONSTITUTION:A drive-by-wire type vehicle capable of output control of an engine without depending on a driver's accelerator operation has a motor 7 connect to a throttle valve 6 to be controlled by a acceleration shock avoidance controlling section 158 which has an acceleration request detecting means 158A for receiving the output signal of an accelerator pedal position sensor 15A to detect the driver's acceleration request and a requirement determined means 158D for determining the limit running requirement of the engine. The controlling section has also an acceleration limiting section 158B which receives a desired acceleration request signal from an acceleration request detecting means 158A and the limit running requirement of the engine from a requirement determining means 158D respectively to output a limiting signal of acceleration request exceeding the limit running requirement.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a 1-live-by-wire (DBW) type vehicle in which engine output can be controlled without depending on the driver's accelerator operation, and in particular, acceleration shock avoidance control. This invention relates to a D+3W type vehicle with an acceleration shock avoidance control section.

[Prior Art] Conventionally, a constant speed control device (auto cruise device) for driving a car at a constant speed has been provided, and in a car equipped with this device, an accelerator pedal and a throttle valve are used as accelerator operating members. DB that is not mechanically linked
In an automobile equipped with a W-type speed control device, the throttle opening degree can be controlled independently regardless of the movement of the accelerator pedal operated by the driver.

Therefore, problems that may occur depending on the way the accelerator pedal is operated can be solved. − I can do it.

[Problems to be Solved by the Invention] In other words, with the conventional wire link system, if the driver's accelerator pedal operation is inappropriate when starting or accelerating, a shock may be generated in the vehicle body, leading to an uncomfortable ride. be.

Therefore, in a DBW type vehicle, it is necessary to configure the system so that the opening control of the throttle valve can be performed in a manner that does not cause the problems described in item 1.

The present invention was devised in view of such problems, and an object of the present invention is to provide a DBW type vehicle with an acceleration shock avoidance control unit that prevents acceleration shock from occurring when the vehicle starts or accelerates. .

[Means for Solving the Problems] Therefore, the DBW type vehicle with an acceleration shock avoidance control unit of the present invention is a drive high wire type vehicle that can control the engine output without depending on the driver's accelerator operation. an accelerator operating member, and an accelerator operating state detecting means that detects the operating state of the accelerator operating member; A shock avoidance control unit is provided, and the acceleration shock avoidance control unit includes an acceleration request detection unit that detects a target acceleration request based on the output signal of the accelerator operation state detection unit, and a limit operation of the engine that does not generate an acceleration shock. a condition determining means for determining the conditions; and a control means for generating a restriction signal for limiting the opening operation of the throttle valve to a required state for the acceleration of the portion of the target acceleration request that exceeds the limit operating condition. The invention is characterized in that it is configured with an acceleration limiting section that outputs an output.

[Function] In the BW type heavy vehicle equipped with the acceleration shock avoidance control section of the present invention described in 1), under operating conditions that can cause acceleration shock, the opening operation state of the throttle valve is limited, thereby preventing the occurrence of acceleration shock. Operation is carried out without

[Embodiment] An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic block diagram showing the main part configuration, and FIG.
Figure (a) is a schematic diagram of the main part configuration of the control system, Figure 2 (l) is a block diagram showing the schematic configuration of the control system, and Figure 3 is a schematic diagram of the target speed setting means. FIG. 4 is a block diagram, and FIG. 4-5 shows the traveling load compensation type control section; FIG.
(b).

(c) is a flowchart 1 showing its operation, and Figs. 6 to 8 show its output 1-luke change limiting type speed control section, Fig. 6 is its block diagram, and Fig. 7 is the flowchart, FIG. 8(a).

(1)) and (c) are graphs showing the characteristics, and Figures 9 and 10 show the first Herans mission control section, and Figure 9 (a) is a schematic diagram of its configuration. FIG. 9(b) is a flowchart I showing the operation, and FIG. 10(
Both a) and (b) are graphs showing the characteristics,
Figures 11 to 1-3 show the accelerator pedal combination speed control unit, Figure 11 is a schematic block diagram thereof, and Figures 12 (a), (b), and (c) are all its operations. 13(a) and 13(b) are graphs showing its operation, and FIGS. 14 to 16 show its acceleration shock avoidance control section, and FIG. 14 shows its schematic configuration. FIG. 15 is a schematic diagram showing the operation, and FIG. 16(a) is a flowchart showing the operation.

(b) is a graph showing the characteristics, and the 17th
19 shows the vehicle running state linked mode switching control section, FIG. 17 is a schematic configuration diagram thereof, and FIG. 18 is a flowchart 1-1 showing its operation.
are graphs showing the characteristics, and the 20th to 22nd
The figure shows the accelerator pedal linkage mode switching control section, FIG. 20 is a schematic configuration diagram thereof, and FIGS. 21(a), (
b) is a graph showing its characteristics, Fig. 22 is a flowchart 1 showing its operation, Figs. 23 to 25 show its vehicle speed detection compensation control section, and Fig. 23 is a schematic thereof. Fig. 24 is a flowchart showing its operation, Fig. 25 is a graph showing its characteristics, and Fig. 26 is a flowchart showing its operation.
．． Figure 27 shows the acceleration control section when the accelerator pedal position sensor fails, and Figure 26 shows its schematic configuration.
Fig. 27 is a flowchart 1 to show the operation, Figs. 28(a) and 28(b) show the brake switch linkage control section when the accelerator pedal position sensor fails, and Fig. 28(a) shows the Its schematic configuration diagram, FIG. 28(b), is a flowchart I showing its operation.
The figures show the engine link initialization inhibition control section, FIG. 29 is a schematic configuration diagram thereof, FIG. 30 is a flowchart showing its operation, and FIG. 31. ．． Fig. 32 shows parts 1 to 1 to the transmission link initialization inhibition control section, Fig. 31 is a schematic configuration diagram thereof, Fig. 32 is a flowchart I showing its operation, and Fig. 33 and 34
The figure shows the air control section in the event of a throttle valve sensor failure. FIG. 33 is a schematic configuration diagram thereof, FIG. 34 is a flowchart 1 showing its operation, and FIGS. 35 to 37 are its ignition angle and 35 is a schematic configuration diagram thereof, FIG. 36 is a flowchart without showing its operation, FIG. 37 is a graph showing its characteristics, and FIGS. 38(a) and 38(b) are schematic configuration diagrams for explaining the throttle valve arrangement positions, respectively, and FIG. 39 is a schematic configuration block thereof. Figures 40 and 40 are flowcharts 1 to 4 showing the operation, and flowcharts 41 to 4
Figure 3 shows the control mode switching control section.
42 is a block diagram showing its detailed structure, and FIG. 43 is a flow chart 1 showing its operation.
, FIGS. 44 to 46 show the throttle closing forcing mechanism, FIG. 44 is a schematic configuration diagram thereof, FIG. 45 is a schematic perspective view thereof, and FIGS. 46 (a), (b), and (c). are schematic diagrams showing the respective operations.

Now, the automobile according to this embodiment is a drive-by-wire type vehicle (DI3W vehicle) in which the engine output can be controlled without depending on the accelerator operation by the driver (one driver), and therefore, as shown in FIG. As shown in FIG. 2, a throttle valve 6 provided in an intake passage 5 that introduces combustion air from the air cleaner to the engine body 4 is equipped with a motor (DC motor or stepper motor) 7 for driving the throttle valve 6 to open and close. are connected. That is, the operation of the motor 7 drives the throttle valve 6 from the fully closed position to the fully open position.

Note that this embodiment is actually configured with intake passages that pass through two banks of the ■6 engine, and each intake passage is provided with a throttle valve that is driven to open and close by a motor. In particular, if there is no need to explain each intake passage or throttle valve separately, simply explain intake passage 5. This will be explained as a throttle valve 6 and a motor 7.

Further, a throttle opening sensor 8 is attached to the throttle valve 6, and the throttle opening sensor 8 is composed of, for example, a potentiometer, and outputs a signal at a voltage level corresponding to the opening of the throttle valve 6. It is configured as follows.

In this way, the throttle valve 6 is not connected to an accelerator pedal as an accelerator operating member via a cable, but is connected to a motor 7 controlled by an engine control computer (ECU) 14, which will be described later, and is opened and closed by this motor 7. Since the engine is driven, it is possible to control the engine's output without depending on the driver's accelerator operation.

j5, a pump of a torque converter 9 is connected to the output shaft of the engine body 4.

A transmission section 11 is connected to the turbine of the torque converter 9 via a shaft 1-0.
Wheels 13 are connected to the Herans transmission section 1 through a drive shaft 2.

Note that the 1-lux converter 9, the shirts I to 1o, and the transmission section 11 are configured as an automatic transmission 20.

In addition, l/rance mission part] 1 is manual 1~
It may also be configured as a transmission.

By the way, the air cleaner 1 is equipped with an air flow sensor 3 on the downstream side of the air conditioners 1 and 2. This air flow sensor 3 is connected to the ECU 14, and the intake air amount A detected by the air flow sensor 3 is transmitted to the ECU 14. It is now possible to do so.

In addition, the code|symbol 5a has shown the surge tank.

As described above, the output of the ECU 1-4 is input to the motor 7, and the motor 7 is controlled.

That is, the output of the ECU ], 4 is transmitted as a control unit to the motor drive unit, and the motor drive unit outputs the required amount of operation to the motor 7 to drive the throttle valve 6 to open and close the required amount. is now being carried out.

By the way, the ECU 14 includes a control unit, etc. as shown in FIG.
Each of these control units 151 to 168 is operated according to the driver's mode setting, priority setting, and automatic system selection, and the control operation is performed by the combination thereof. ing.

Among these control units 151 to 168, the traveling load compensation type speed control unit 151 is configured as follows.

That is, as shown in FIG.
is connected, and the 11 standard 1ψ driving shaft torque to be realized is calculated from the means]5]C and input to the realizing means 15]D.

The speed correction torque and the output of the running load torque detection means 151G are input to the target drive shaft 1 - torque calculation means 15"C, and the speed correction torque and the output of the running load torque detection means 151G are input. The target drive shaft 1 herg is calculated.

The speed correction torque is obtained as the output of the target vehicle speed setting means 151A and the vehicle speed deviation detection means 151B.
2.

That is, the deviation ΔV (=V−Va) between the target vehicle speed V output from the target vehicle speed setting unit 51A and the actual vehicle speed Va is input to the PI control unit 1.01, and KpΔV+K f
A speed correction torque is calculated from ΔV, and this calculated value is determined as the speed correction torque after being limited by a limiter]-02.

And limiter 1. , 02, in order to prevent shocks caused by rapid speed corrections, the correction l·lux is determined with the speed correction torque change amount limited using the output torque change limiting type speed control section 152 and the like. It is now output.

On the other hand, the running load torque is calculated from running load 1 to torque detection means 15.
1G.

The running load torque detecting means 151G is configured to detect the output of the drive shaft l/lux detecting means]5''E and the acceleration I/luque detecting means1. ．． 0
7 is used to detect the running load torque. Specifically, the running load torque is determined by subtracting the acceleration 1-luk from the drive shaft 1-luk calculated using the engine rotation speed Ne. is now calculated.

In other words, the running load torque is l・ to maintain the vehicle speed.
It is calculated as traveling load I - driving shaft I and acceleration torque, and this running load 1 - torque is detected and output as the compensation force 1 - torque.

By the way, the drive shaft 1-lux is Formula τCNe2ρ is required. here, C: +-luke converter capacity coefficient, τ: I Herck ratio, Ne: engine speed, ρ: Total reduction ratio of the I-Lance mission.

On the other hand, the running load torque is Formula W-dV/d t-r is required. here, W: total vehicle weight, r: tire diameter, ■=Vehicle speed.

That is, dV/dt is obtained in the differentiating section S1-, and W-dV/dt-r is calculated in the arithmetic section S2 including a multiplication circuit.

Note that W and r are stored in advance in the calculation unit S2.

By the way, the target vehicle speed setting means 151A is configured as shown in the block diagram of FIG.

In other words, "set switch 4", register comb switch 4
9 are provided, and by turning these on and off, a target vehicle speed is set based on the current vehicle speed via a time management logic 42, a hold circuit 44, an integrating section 46, a memory 47, switches 43, 48, and a limiter 45. It looks like this.

In addition to the above series, a cruise switch (not shown) is provided as a main switch for performing speed control (auto cruise) operation.

The specifications of these switches are as follows.

(1) Functions of setting switches ■Set switch 41: Target vehicle speed setting and target vehicle speed decrease ■Reginime switch 49: Auto cruise restart and target vehicle speed increase ■Brake switch OFF I - Cruise cancel ■Inhibitor switch: O 1 - Cruise cancel ( 2) Operating conditions for each operation ■Target speed setting Craze switch on, current vehicle speed within the required range, brake switch off, inhibitor switch on, switch 41 off to Sera 1, OFF operation. and the on time is within the required range, Sera 1
~If the switch and the recicomb switch are pressed at the same time, it will be invalid.

■Increase in set vehicle speed During speed control, if the register comb switch 49 continues to turn on for more than 0.5 seconds, increase the set vehicle speed by 1 kn1/h every 0.5 seconds.

■During set vehicle speed reduction speed control, if Sera 1 Hesuisochi 41 continues to turn for more than 0.5 seconds, 1. km/h decrease.

■Regicomb function When the auto cruise start condition is satisfied and the register comb switch 49 is on, O1~Cruise is executed using the speed at the end of the previous O1~Cruise as the target speed. Even if the ignition key switch is turned on, the key-on operation will be disabled before auto cruise starts.

■End of auto cruise by turning on the brake switch, turning on the inhibitor switch, or turning on the craze switch.

■ Interruption of auto-cruise When the torque instructed by the accelerator pedal is greater than the current auto-cruise request l.lux, the vehicle interrupts the auto-cruise and runs according to the torque instructed by the accelerator. When the torque commanded by the accelerator pedal becomes less than the current auto-cruise required torque (less than 90% with hysteresis) or when the accelerator position becomes equal to or less than eye 1, auto-cruise is performed at the speed before interruption.

"Double configuration, traveling angle load compensation type speed control section]
-51 performs the following operations.

In other words, the driver controls the speed control device (O1-Cruise).
To activate the cruise switch, turn on the cruise switch and turn on the third
The cellar 1 switch 41 shown in the block diagram of the figure is turned on from off and then turned off again.

The vehicle speed V is 1. Okm/I〕＜V＜
1. OOkm/h, the brake switch and the inhibitor switch are off, and the duration t seconds of the on state of the Sera I switch 41 is 0.1<t<0.
If it is within the range of 5°, auto cruise control is started.

That is, as shown in FIG.
The interlocking switch 43 is turned on while the on-state time H1 is measured, and the current vehicle speed is determined as Hall l< in the Hall l-circuit 44, and this vehicle speed is determined by the vehicle speed limiter 4.
5 is input.

The output of the vehicle speed limiter 45 is then input as a target vehicle speed V to the engine output control system shown in FIG. 1-24.

By the way, if the driver turns on the recicomb switch 49 after starting auto cruise (A S C) and continues this state for 0.5 seconds or more, the recicomb memory 47
The vehicle speed stored in is inputted to the vehicle speed limiter 45 via the switch 48 and the hold circuit 44, and the vehicle speed is input to the vehicle speed limiter 45 via the switch 48 and the hold circuit 44, and the vehicle speed is inputted to the vehicle speed limiter 45 every 0.5 seconds. The increased speed to be increased by km/h is inputted to the vehicle speed limiter 45 via the integration circuit 46.

As a result, the target speed is set to 0.
1 for every 5 seconds of continued on. km/h.

Then, in the vehicle speed limiter 45, for a set vehicle speed of -1-, the set maximum speed v is output as the target vehicle speed, and for a set vehicle speed below the required value, the set minimum speed V ml is output.
n is output as the target.

On the other hand, when decreasing the target vehicle speed, set switch 4
1 continuously for 0.5 seconds or more.

As a result, the reduced set speed is input to the integrating circuit 46 via the switch 48, and the reduced set speed, which is the output of the integrating circuit 46, is subtracted from the set vehicle speed as the output of the halt circuit 44, and the result is input to the vehicle speed limiter 45. .

Therefore, from the vehicle speed limiter 45, every time the ON state of the switch 1 to the switch 41 continues for 0.5 seconds, the speed limit is 1 km.
/h The target vehicle speed V that has been decelerated is output.

By the way, this operating state of auto cruise (ΔSC) ends when the brake switch or inhibitor switch is turned on or the cruise switch is turned off.

Then, auto cruise is restarted by turning on the register comb switch 49, but at this time, the previous auto cruise is restarted.
The speed at the end of the cruise state is read from the register comb memory 47, and the auto-cruise is executed as the target speed.

Note that even if the register comb switch 49 is turned on after the ignition key is turned on, the register comb switch 49 does not turn on (1)? If l does not have a history of O1~Cruise activation, OI Cruise will not be activated.

On the other hand, in the engine output control section that performs the cruise operation by engine output control, as shown in the block diagram of FIG. 4 and the flowcharts 1 to 5 of FIGS. The actual vehicle speed Va detected by the vehicle speed detection means 151F is inputted from 151A to I"
The deviation ΔV (=V-V a ) from the above is calculated (step bl) and input to 1) I control unit]0]-.

In the PI control unit 101, the formula K +)ΔV + K I f
The speed correction torque is calculated by Δ■ (Kp, where c is a constant) (step b2), and the calculated value is used as the acceleration limiter 1.
．． -02 is input.

In order to avoid shocks caused by speed corrections, the acceleration limiter CO-02 outputs the highest set correction torque Tow within the range that does not cause shocks for one herk of speed corrections that exceeds the required speed correction torque, and , the set minimum correction torque T min is output (step b3
).

On the other hand, in response to the vehicle speed V detected by the vehicle speed detection means 151F, the acceleration torque detection means 1.07.

The acceleration of the vehicle body is detected (or estimated) by differentiation (step al).

Note that the vehicle body acceleration detection means 107 may be configured with an acceleration sensor.

Then, in the acceleration torque detection means 1.07, the acceleration torque corresponding to the current acceleration amount is calculated by W-dV/clt-r (step a2).

In this formula, W: Gross vehicle weight ■＝Vehicle speed r: tire diameter It shows.

Next, in response to the engine rotation speed Ne detected by the engine rotation speed sensor 17a, the drive shaft torque calculation means 151E detects (or estimates) the drive shaft torque of the engine (step a3).

That is, the drive shaft 1 herk is calculated by the formula CτNe''ρ. In this formula, C: Torque converter capacity coefficient (given in a separate map) τ: 1 herk ratio (given in a separate map) Ne: Engine speed ( rpm) ρ: Shows the total continuous speed ratio.

Note that the above-mentioned acceleration and drive shaft torque are determined by applying an appropriate primary filter to the measured values to remove noise, giving priority to stability over instantaneous accuracy.

Furthermore, errors in the H' calculation are corrected by PID control.

By the way, following the detection of the drive shaft torque described above, the running resistance torque (running load torque) can be calculated using the following formula: running resistance 1 ~ rk = drive shaft torque (CτNe2ρ) - acceleration torque (W - dV/d t, - r) (step a4.).

Then, in the target shaft torque calculating means 151C, the above-mentioned running load torque and the above-mentioned speed correction 1-lux are added to obtain a target drive shaft torque, which is input to the drive shaft torque realizing means 15]D (step c1 -).

In the target axis I/lux calculation means 151C, the target drive axis 1-
The engine torque is converted into the intake air fitA/N via the engine torque, that is, the engine output torque created from shaft 1 to the torque is calculated by taking into account the gear ratio (including the 1 Herc ratio of the torque converter), and this output torque The amount of air required for this is determined from a substantially linear function representing the relationship between the two, and then converted into the rotation angle of the throttle valve 6 and manually applied to the target drive shaft 1 to the torque achieving means 151D.

Note that instead of determining the intake air amount from the engine output torque, the fuel amount may be determined from the engine output [·lux]. By applying this method, it can be applied not only to gasoline engines but also to diesel engines.

That is, in the case of a gasoline engine, the amount of intake air or fuel may be determined, and in the case of a diesel engine, the amount of fuel may be determined and these intake air amounts or fuel amounts may be controlled.

As a result, the rotations of the throttle valve I to the throttle valve 6 are controlled via the motor drive unit so that the engine can output the target drive shaft torque (step c2).

By the way, each operation of flowchart 1- shown in FIGS. 5(a), (b), and (c) is performed in parallel,
As the name detection value in each step, the one at the time of processing is used.

- Through the above-mentioned operation, when the vehicle approaches a slope etc. and load fluctuation occurs, the throttle valve 6, which is injected to compensate for the traveling load torque to eliminate the load fluctuation, is controlled, and the load is reduced. Changes can also be dealt with reliably and quickly.

Next, the output (output) to torque change limiting type speed control section] 52 will be explained. It is constructed as shown in FIGS. 2(a) and (b) and FIG. 6.

That is, the allowable torque change setting means 152A sets the upper and lower limits of the driving torque change so that no shock is felt during speed control, and these lower limit values are input to the converting means 152B. It has become so.

The conversion means 152B converts 1-1 as shown in FIG. 8(a).
Luq change and A/N (amount of air per engine revolution)
It has a map of the correspondence relationship with ``1 herk change'' and ``2 lower limit values of A/H'' and converts them into ``2 limit values ΔΔ/N u and lower limit values ΔA/NQ'' and outputs them. It has become.

Further, a throttle valve opening/closing restricting means 152C is provided, and the restricting means 152C has a [-1 mark slot I]
The valve opening degree OQ is input, and the final slot valve opening degree θt is output. That is, as shown in FIG. 6, the restricting means 152C is provided with a throttle opening air amount converter 152D that converts the target throttle opening 0° into the target air amount A/No. , the conversion unit 152D stores a map of the air amount A/N corresponding to the throttle opening θ as shown in FIG. “I standard air amount A” is determined based on the throttle opening degree O1 and the engine speed signal from the engine speed sensor 17a.
/N is calculated and output.

The output of the throttle opening air amount converter] 52D is the A/N of the previous memory 152F in the measured engine.
is subtracted from the air change amount ΔA/N.

In this limiter 152G, in order to calculate the final [1 standard A/N, the 5 air change ΔA/No is input to the limit value ΔA/Nu.
, ΔA/Nt is limited to within ΔA/NQ. And, the air amount throttle opening converter is included in the throttle opening/closing limiting means 152C.
52E is provided, and the converter] 52E has an air change amount ΔA/Nt as the output of the limiter 152G,
Measurement A/ of memory 152F that stores the previous operating state
It is added to N and input as ['' mark A, / N t.

The airscape throttle opening conversion unit 152E stores a map of the throttle opening O corresponding to the A/N as shown in FIG. /Nt is converted into the final target opening degree Ot and output.

This final target opening degree &1 is converted into speed correction 1 to luku when the running load fully compensated speed control unit]-51 is provided.
It is designed to be input to C.

Furthermore, if the control section 151 is not provided,
It is designed to be directly input to the drive motor 7 of the throttle valve 6.

With the dual configuration, the output 1 to torque change limited speed control unit 152 performs control in the following manner according to flowchart 1 in FIG.

In other words, △'1 is limited to - of the drive shaft torque change for each control cycle so that the occupant does not feel a shock during speed control.
1'tu and the lower limit ΔTte are roughly set in the allowable 1-lux change setting means 152A (step 52A).

Then, in the allowable 1 to torque change setting means] 52A, upper and lower limits of drive shaft torque change ΔT t, u, ΔTtQ
are divided by the current gear ratio ρ of the vehicle and converted into upper and lower limits of change ΔTeu and ΔT eα of one engine herk (step 52 B).

Next, in the conversion means 152B, each of the engine torque changes ΔTeu and ΔTeQ is converted into an air amount change (per engine rotation) Δ according to the map shown in FIG. 8(a).
are converted into A/N u and ΔA/NQ, respectively (
Step 52C).

On the other hand, in the throttle opening/closing control means 152C, when the target slot has an opening degree of 0°, the throttle air amount converter 152D
It is converted into 1'' standard air quantity A/N. At this time, the conversion is performed using a map corresponding to the characteristics shown in FIG. 8(b), and the throttle opening degree O8 and engine speed Ne
The target air amount A/N is determined (step 5
2D).

Furthermore, the target air amount A/No is subtracted from the A/N during the previous control, which is previously measured and stored in the memory 52F, and is input to the limiter 152G in the form of deviation ΔA, /No (step 52E).

In the limiter 152G, the deviation ΔA/N is J-,
If it is between the lower limit ΔA/N u and ΔA/N fl, the value as it is is output as ΔA, /Nt, and if it exceeds the 1 limit ΔA/Nυ, ΔA/N u becomes the lower limit ΔA If it is less than /NQ, ΔA and /Nfl are each output as ΔA/Nt (step 52F).

ΔA/Nt output from the limiter 152G is added to the previous A, /N stored in the memory 152F,
The target air amount A/Nt is input to the air amount throttle opening converter 152E (step 52G).

The air amount slot 1 to slot opening converter 152E determines the target air amount A/N based on the characteristic map shown in FIG. 8(c).
t is converted into the final target opening degree i+t and output (step 52H), and the throttle valve 6 is driven via the motor 7 toward the opening degree Ot (step 52).

In addition, when this output torque limiting type speed control section 152 is linked to the running load full compensation type speed control section 151, the target opening degree Ot is further converted to a speed correction torque, and the target drive shaft torque is It is input to calculation means 151C.

In other words, the output torque change limiting type speed control unit 152 is
It operates as the acceleration limiting section 102.

=30- In this way, in order to avoid acceleration shock, changes in the amount of intake air or fuel, jl (both of which are output per engine revolution), which have a linear relationship with engine output l/lux, are directly restricted. Therefore, acceleration shock can be easily and reliably prevented.

In addition, the output l/lux change limiting type speed control unit 15 described in -L
In 2, it is also possible to configure the throttle opening to be directly controlled by the air amount without targeting the throttle opening, but in this case,
Throat opening air amount converter 152D (f'J-+
A/N) and air amount throttle opening converter 1.521
E (A/N→0) becomes unnecessary.

In addition, in the case of a gasoline engine, since the amount of air and the amount of fuel are almost proportional, it may be controlled by the amount of fuel instead of A, /H, and in the case of a diesel engine, it may be controlled by the amount of fuel. However, in this case of controlling by the amount of fuel, the same control procedure as in the case of controlling by the amount of air is performed.

Next, the transmission control unit 154 will be explained. As shown in FIG. 9(a), the engine rotation speed sensor 17a detects the engine rotation speed and the accelerator operation detects the amount of depression (operation state) of the accelerator pedal 15. Each output signal of the accelerator pedal position sensor i5A as a state detection means is output torque margin detection means],
, 5/1. A, and the output torque margin detecting means 154A has a
), the characteristic (thick solid line) showing the relationship between engine speed and throttle position (throttle opening) is stored as a map, and the engine output [・without torque margin] is calculated based on this characteristic. An area (hanochinku area) has been set.

Further, an area for determining whether the accelerator pedal 15 is in the stroke end area based on the direction of the accelerator position sensor 15A is set as shown by diagonal hatching in FIG. 10(a).

Further, a margin signal indicating whether there is a surplus in the output torque of the engine is input to the transmission control means 154B, and the margin signal is inputted to the transmission control means 154B.
．． ．． B is configured to output a downshift signal to the automatic transmission 20 when there is no margin.

- With the configuration described in F, the transmission control section 154
The operation is performed according to the flowchart 1 shown in FIG. 9(b).

That is, in the output torque margin detection means 154A, the accelerator pedal 15 is
is depressed to the stroke end region, and it is determined whether the driver is requesting high acceleration (step 54A).

When the accelerator pedal j-5 is in the stroke end region, it is determined whether the engine operating state determined by the engine speed Ne and the position of the throttle valve 6 is in the setting region shown in FIG. 10(b). be done.

In other words, in the shaded area of the map, the engine speed N
Step 54B) to read the lower limit throttle valve position corresponding to e. It is determined (step 54C).

If the result of this judgment is YES, this indicates that there is not enough room for the engine to come out even though there is an acceleration request of -111, and the I/Lance transmission control means 154B transmission 20
A shift 1-down signal is output to (step 54D)
.

As a result, shift down control (kick down control) in the 1-transmission 2o is performed, and the vehicle is sufficiently accelerated.

In this way, kickdown control can be performed satisfactorily even in I) BW vehicles. That is, even in a DBW type vehicle where there is no mechanical linkage between the throttle valve 6 and the accelerator pedal 15, kickdown control is performed even in a control in which the operation amount of the accelerator pedal and the opening/closing of the throttle valve 6 do not correspond to one pair. You will be able to do this effectively.

Additionally, automatic downshifting makes driving easier.

Furthermore, although the margin of engine output 1-lux mentioned in "-" is determined from the throttle valve opening degree O and the engine rotational speed Nc, instead of the throttle valve opening degree O, the engine 1
The amount of air per revolution (A/N) may be used, or the fuel pieces per engine revolution (F/N) may be used for determination.

In this case, in the graph of FIG. 10(b), it is determined from the graph in which the horizontal axis is A/N or F/N whether or not there is a margin in the engine output during the kickdown.

Next, the accelerator pedal combined speed control unit 153 will be explained.
53 is constructed as shown in FIG. 11, and is provided with an acceleration request output detecting means 53A for detecting the driver's acceleration request output based on the amount of depression of the accelerator pedal 5. This acceleration request output detection means 153A is shown in FIG.
It has a characteristic map as shown in a), in which the relationship between the set speed, the instantaneous shaft torque, and the amount of accelerator depression is set.

In addition, all-cruise control (A, SC) by the driver
A target control engine output setting stage 53D is provided which receives the engine output request value corresponding to the speed setting for the engine, the intake air amount from the air flow sensor 3, and the rotation speed from the engine rotation speed sensor 17a as human power information. It is being

Further, a controller I/roller 153B is provided, and this controller 153B includes acceleration request output detection means]
-53A inputs the output request value from the accelerator pedal 15, and the target control engine output setting means 15
The target engine output for auto cruise is input from 3D.

The controller 1.53B has a switching function (selection function), and this switching function selects either the output request value from the accelerator pedal [5] or the target engine output by auto cruise. It is configured to be output as a target output torque of the engine, and is configured to be input to the target engine output realizing means 153C. The target engine output realizing means 153G has the characteristics shown in FIG.
is determined and output.

With the above configuration, the accelerator pedal combined speed control section]
53 operates according to the flowcharts shown in FIGS. 12(a), (b), and (c).

That is, it is determined by the interlocking switches 153D7 and 1.53DJ in the controller 1 to roller 153D whether auto cruise (A SC) is being executed (step 5).
3A,), during autocruise with switch 1.53D2 in ON state, output calculation mechanism], 531 ), the current output is calculated and output from the control engine output setting means 153D (step 53C).

Also, when the switch 153 D2 is OFF, the switch 15
3. When D3 is in the ON state (second step 53B to ASC hall 1), the output request value of O1-Cruise is output from the control engine output setting means]-530 (step 53D).

On the other hand, the driver's acceleration request due to the depression of the accelerator pedal 15 is detected by the acceleration request output detection means 153A. That is, the amount of depression of the accelerator pedal 15 is detected by the accelerator position sensor unit 5A (step 53).
E) Using the map shown in FIG. 13(a), the vehicle speed on the horizontal axis and the amount of depression as a parameter are converted into output (drive shaft torque) (step 53F).

The output (drive shaft torque) corresponding to the determined accelerator depression amount is input to the controller 1 to the roller 153B, and the required output value is subtracted by the auto cruise in the subtraction means 153B□, and the deviation ΔP is calculated. (Step 53G). Next, in the controller 153, the deviation ΔP is input to the switcher 1, 53B2, and a target output is determined in steps 53H, 53I, 53, 53L, and 53N.

In other words, ΔPu(△
If I]u > O), the target output is
Since the output of the target control engine output setting means 153D, which is set to correspond to the all-cruise mode, is larger than the output requested from the accelerator pedal 15 by more than 2'' by the required amount,
It is adopted as the target output (step 531.(, 531
), X switch]-53D3 goes to ON state O1 ~ Cruise hold flag is set
Step 53J).

Then, the deviation ΔP is set ΔPQ(ΔP
Q<O<ΔPu), the accelerator pedal 1
The output requested from 5 is set to correspond to auto cruise [ ] target control engine output setting means 1.5
Since the required amount is larger than the output of 31), it is adopted as the target output (step 53L), and the cruise halt flag is reset to O1 in switch 1.53I)3.

On the other hand, if the deviation ΔP is between ΔPu and ΔPQ, the output requested from the accelerator pedal]5 and the output
Since neither of the outputs corresponding to the cruise hold is larger than the required amount compared to the other, the target output from the previous control is adopted again (step 5.3N), and the OI, SenoI of the cruise hold, and the reset are The control is not performed and the same control as before is performed. In other words, the previous time was O1-
In the case of cruise, the target engine output for cruise is selected, and in the case of acceleration request, the acceleration request engine output is selected, so that control chattering is prevented.

Then, the target output determined by the controller 1 to the roller 153B is input to the target engine output realizing means 153C, and a target throttle opening degree of 0 is output based on the map shown in FIG. 13(b) (step 530).

That is, in FIG. 13(b), the engine speed Ne
The standard throttle opening degree O is determined by the vibration force (engine torque) and the engine torque.

Through such an operation, when the accelerator pedal 15 is depressed greatly while maintaining the speed control state of OI~Cruise, acceleration corresponding to the amount of depression is performed, and the amount of depression of the accelerator pedal 5 is reduced to the required amount or less. and returns to auto cruise mode.

In this way, the acceleration operation corresponding to Raiha's will is performed quickly without interrupting the OI~Cruise by stepping on the brake, resulting in faster response and engine output when returning to AutoCruise. changes continuously, so there is no shock when returning.

Furthermore, there is no need to perform an auto-cruise cancellation operation, which eliminates the troublesome operation and reduces the possibility of erroneous operation.

Note that the output of the accelerator pedal combined speed control section 153 is selected and adopted depending on the priority with respect to the outputs of other control sections output in parallel and the driving mode setting of the driver, and is used to control the running of the vehicle. It will be done.

Next, the acceleration shock avoidance control unit 158 will be explained. As shown in FIGS. 1 and 14, the depression state of the accelerator pedal is determined by the accelerator pedal position sensor (APS) 1.
5A, and this detection signal is input to the control section 158.

The acceleration shock avoidance control section 158 includes an acceleration request detection means 158A that receives an output signal from the accelerator pedal position sensor 15A and detects an acceleration request from the driver. Further, condition determining means 158D for determining the limit operating conditions of the engine is provided.
D determines the engine operating range in which no acceleration shock occurs, and has a map corresponding to the characteristics shown in FIGS. 16(a) and 16(b).

Further, an acceleration limiting section 158B is provided, to which a target acceleration request signal is input from the acceleration request detecting means 158A, and the condition determining section 3-58
The limit operating condition of the engine is manually set from D, and a limit signal is output for an acceleration request that exceeds this limit operating condition.

The restriction signal and the target acceleration request signal are input to the control means 158C, and the control means 158C controls the throttle valve 6 through the motor 7.

With the above-described configuration, the acceleration shock avoidance control section 158 performs control operations according to flowchart 1 to 1 in FIG. 15.

First, the condition determining means 158D detects the engine operating state based on the outputs of various sensors (step 58A).
).

Next, a throttle opening limit value as a critical operating condition is determined from the characteristic map shown in FIG. 16(a) (step 58B). That is, for example, rotation speed sensor 3.
-7 The limit throttle opening degree O is determined using a characteristic curve in which there is an intersection between engine rotational speed Ne] and engine torque]{1, in this example, a solid line, and Output.

On the other hand, the acceleration request detecting means 158A detects a target acceleration request of 1-lux requested by the driver by inputting the depression state of the accelerator pedal 15 detected by the accelerator pedal position sensor 15A, and further detects the target acceleration request of 1-lux requested by the driver. It is converted into an opening degree and transmitted to the acceleration limiting section]-58B.

In the acceleration limiting section 158B, the opening degree of the 11-point throttle is as follows.
It is determined whether the opening degree is larger than the limit throttle opening O[ as the opening limit value (step 58C), and if it is larger, a limit signal is transmitted to the control means 158C.

The control means 158C controls the thrower I・up to the opening limit value Oj.
A control signal is output to the throttle valve 6 via the motor 7 to drive the throttle valve 6 at the normal driving speed (step 58D), and the throttle valve opening corresponding to the transmitted limit signal (limit value 0) is exceeded. Regarding the opening degree), a control signal is output to drive the throttle valve at a drive speed that is slower than normal by a predetermined rate (step 58E).
,.

On the other hand, in the acceleration limiting section 158B,
If the opening degree is less than or equal to the opening limit value,
[ ] A control signal for causing the throttle valve to move at the normal speed up to the target throttle opening is output to the control means 158C (step 58F).

By the way, the double operation is shown by the relationship between the sulphure valve opening degree and time shown in Fig. 16(b), and until the limit operating condition (opening degree fli), the maximum drive is achieved by unconditionally increasing the opening degree. The throttle valve is opened at a certain speed, and start acceleration is performed with a quick response, and in the subsequent acceleration range where an acceleration shock occurs, driving is performed at the limit acceleration state where no shock occurs.

Note that the determination of the limit operating condition that does not cause the acceleration shock described in -1- is based on the predetermined engine output I-rug for the engine speed, as shown in Fig. 16 (a), but the following determination is made. It may depend on the conditions.

■Predetermined A, / N for the engine speed ■Predetermined intake pipe negative pressure for the engine speed ■Predetermined fuel injection amount for the engine speed, predetermined throttle opening regardless of the operating state, and "double acceleration" Shock avoidance control section 1
The control output of 58 corresponds to a predetermined priority order with respect to the output value of other control performed in parallel with this control,
In addition, the throttle valve 6 is adjusted according to the driver's mode setting.
is output to.

In addition, the control output of the dual acceleration shock avoidance control section 158 is designed to be effective only when accelerating the vehicle from idle to idle or when accelerating from gear position -. Good too.

Further, the opening driving speed of the throttle valve before reaching the limit operating condition may be made to correspond to the accelerator operation speed of the driver, or may be made to be driven at the maximum driving speed.

In this way, even if the driver's accelerator operation is inappropriate, unpleasant shocks are avoided and smooth acceleration is achieved.

In addition, effects similar to those of ``Double Series'' can be obtained by simply changing the software, and improvements can be made at low cost.

Next, the vehicle running state linked mode switching control unit 156 will be explained. As shown in FIG. It is configured such that a throttle valve opening/closing control signal is inputted through the engine and outputted, and is provided with a motor 1 to switching means 156A, a running state detection means 156B, and a throttle valve control means 156C.

The mode switching means 156A has two setting modes, normal mode and economy mode, and the throttle opening corresponding to each mode is set by pressing the accelerator pedal 15.
It is configured such that it can be calculated in relation to the amount of depression.

That is, in normal modes 1 to 1, the throttle opening is set to meet the driver's request, or to a relatively large throttle opening that emphasizes the output characteristics of the engine, relative to the amount of depression of the accelerator pedal 15. .

In addition, in Economy Mort, the throttle opening is set to be smaller than the driver's request or to a relatively small throttle opening for the amount of depression of the accelerator pedal ]-5, which allows the engine to operate in an area with good fuel efficiency. is configured so that it is carried out.

The throttle valve control means 156C is configured to output a control signal for realizing the input target throttle valve opening.

On the other hand, the driving state detection means 156B is a vehicle speed information detected by another control unit and an engine rotation speed sensor], 7
The driving state of the vehicle is detected by inputting the output signal of a, and a switching signal is output to the mote switching means 156A depending on the driving state.

That is, the characteristic map shown in FIG. 19(a) is stored, and it is determined whether the vehicle's running condition is in the normal mode region or the economy mode region based on the vehicle speed ■ and the engine rotation speed Ne. It has become.

In addition, as shown in FIG. 19(b), in addition to the normal mode and economy mode, a plurality of intermediate modes are provided for the setting mode, and the optimum mode can be selected from among these multiple modes. The selection may be made automatically.

With the above-described configuration, the vehicle running state linked mote switching control section 156 operates according to the flowchart shown in FIG. 18.

That is, the speed of each axle is measured by the wheel speed sensor 13a.

13b, -1,3c, 1.3d (step 56A), and the running state detection means 156B
In , the moving average vehicle speed V is calculated from each wheel speed (
Step 56B).

Then, based on the engine speed Ne detected by the engine speed sensor 1.7a and the vehicle speed V calculated above, it is determined whether the engine speed Ne is lower than a predetermined determination value using the map shown in FIG. 19(a). (Step 56c), it is determined whether the vehicle running state is in the normal region or the economy region, and a switching signal based on the selection of either region is output to the mote switching means t 56 A.

In response to the above switching signal, the mode switching means 156A sets the economy mode (step 56D).
However, economy mode 1 is canceled and normal mode is set (step 56E).

In the mode switching means 156A, correction is made for one of the modes determined in a double series, and the accelerator pedal A target throttle valve opening degree corresponding to the output signal of the position sensor 15A is determined and outputted to the Scott 1 to Le valve control means 156C.

As a result, the throttle valve 6 is operated via the motor 7.
Opening/closing control is automatically performed with motor 1 selected in accordance with the vehicle running state.

In this way, it is no longer necessary to forget to switch from economy mode to normal mode, which previously occurred, and it is now possible to avoid situations where the expected output is not obtained or where the fuel consumption deteriorates while driving, which is beneficial for the driver. It has the advantage of improving operability and running performance.

Note that when intermediate motors 1 to 1 as shown in FIG. 19(b) are provided, the economy correction coefficient K is determined based on the relationship between the vehicle speed ■ and the engine rotational speed Ne. For this correction coefficient, O≦≦1, and when K = 0-50 = normal mode is selected, and when K = 1, economy mode hair is selected. Using this K, the target throttle opening degree is calculated by the following equation. That is, throttle opening=f-to-g, where fig is a function of the accelerator pedal opening, and K is an economy correction coefficient. By obtaining this throttle opening degree, an intermediate mode selection state corresponding to the driving state is realized.

By the way, in the above-mentioned driving state detection means 156B, as shown in FIGS.
Although the mode switching judgment is made based on whether or not the value is greater than or equal to a, a quadratic mode switching judgment condition may also be used.

■Average vehicle speed within a predetermined time determined from wheel speed information ■Maximum vehicle speed within a predetermined time determined from wheel speed information ■ILZ averaged vehicle body acceleration within a predetermined time determined from wheel speed information ■Determined from wheel speed information Maximum vehicle body acceleration within a predetermined period of time ■ Average engine rotation speed within a predetermined time determined from engine rotation speed information ■ Maximum engine rotation speed within a predetermined time determined from engine rotation speed information ■ Calculated from engine rotation speed information The average engine rotation speed within a predetermined period of time ``1 increase rate■ Maximum engine rotation speed within a predetermined time period determined from engine rotation speed information'' - increase rate ■ Average vehicle speed and average engine rotation speed where: ■～■ When the vehicle speed, acceleration, engine speed, etc. are low, the system switches to economy mode, and when it is high, it switches to normal mode.

In this embodiment, automatic switching between the normal mode and economy mode is performed, but when the automatic switching is performed, there is a manual mode switching switch 156D that allows automatic mode switching.
It is also possible to provide a mode selector to select the mode in the mode selector switch 56D, and to perform automatic mode switching only when the mode changeover switch 56D is in the O1-mode.

Next, the accelerator pedal linkage mode switching control section 157 will be explained. As shown in FIG.
A, the throttle valve opening/closing control signal is input through the mode switching means 157
B. Engine capacity requirement detection means 157A and throttle valve control means 157C are provided.

The mode switching means 157B has two setting modes, normal mode and economy mode 1, and is configured so that the slot opening corresponding to each mode can be calculated in relation to the amount of depression of the accelerator pedal. ing.

That is, in the normal mode, the throttle opening is set as requested by the driver, or a relatively large throttle opening is set with emphasis on the output characteristics of the engine, relative to the amount of depression of the accelerator pedal 15.

In addition, in the economy mode, the amount of depression of the accelerator pedal 15 is set to a smaller opening degree or a relatively smaller opening speed than the driver's request, so that the engine is operated in a region with good fuel efficiency. It is composed of

And the throttle valve control means 157C.

It is configured to output a control signal for realizing the input target Scot 1 to 1 valve opening.

On the other hand, the engine ability requirement detection means 57A receives the output signal of the accelerator pedal position sensor 15Δ to detect the driver's engine ability requirement, and based on this requirement, the mode switching means 157B
It is configured to output a switching signal to the

That is, a map of characteristics shown in FIG. 21(a) is stored, and it is determined whether the normal mode or the economy mode should be selected depending on the amount and speed of depression of the accelerator pedal 5. ing.

In addition, as shown in FIG. 21(b) as the setting mode,
It is also possible to provide a plurality of modes between the normal modes 1 and 1 and the economy mode - the intermediate mode shown in FIG. 1, and to automatically select the optimum mode from among these plurality of modes.

Due to the dual configuration, the accelerator pedal interlock mode 1 switching control section 157 operates according to the flowchart shown in FIG.

That is, the position of the accelerator pedal]-5 is detected by the accelerator pedal position sensor 15A (step 5).
7A), the amount and speed of depression of the accelerator pedal 15 are calculated by the engine performance requirement detecting means 157A (step 57B).

Then, according to the characteristic map shown in FIG. 21(a), either the normal mode region or the economy mode region is automatically selected in accordance with the amount and speed of depression of the two accelerator pedals 15.

As a result, a mode corresponding to the driver's engine performance requirement is automatically selected, and control is performed based on the selected mode I-.

That is, a switching signal to the selected mode is output to the mode switching means 157B, and this mode switching means 157B
In this case, economy mode is set after receiving the switching signal (
Step 57E) or economy mode is canceled and normal mode 1 is set (step 57F).

The mode switching means 157B selects the accelerator depression state for any mode 1 determined as described above and the slow mode 1.
A target throttle valve opening corresponding to the output signal of the accelerator pedal position sensor 15A is determined based on the correspondence map with the throttle valve opening and is output to the throttle valve control means 157C.

As a result, the throttle valves 1 to 6 are controlled to open and close via the motor 7 to the motor 1 corresponding to the demand for lime.

In this way, it is no longer necessary to forget to switch from economy mode to normal mode, which has been the case in the past, and it is now possible to avoid situations where the expected output is not obtained or where the fuel efficiency is worsened, making it easier for the driver. It has the advantage of improving operability and running performance.

By the way, the engine capacity requirement detection means described in -L] 57
In A, it is detected which of the two modes, normal mode and economy mode, is requested by the driver, but if an intermediate mode is provided as shown in Figure 21 (1)), The economy correction coefficient ' is determined based on the amount and speed of depression of the accelerator pedal 15.

In this correction coefficient, ' is O≦ and '≦1, and when K'=0, the normal mode is selected, and when K'=1, the economy mode is selected.

This correction coefficient ' is output to the mode switching means 157B, and the target throttle opening degree is calculated using the following equation.

That is, the opening degree of slots 1 to 1 = f'-'・g' where, K': Correction coefficient f'+g': The opening degree of slots 1 to 1, which is determined according to the accelerator depression amount or depression speed. By obtaining this throttle opening degree, an intermediate mode selection state required by the driver is realized.

Further, in the "dual engine performance requirement detection means" 57A, as shown in FIGS. 21(a) and (b), the amount of depression of the accelerator pedal 15
Switching to mode 1- is determined based on whether the pedal depression speed is less than or equal to a predetermined value. However, the driver's request for engine performance is detected and the mode is determined based on the following mode switching determination conditions. You can do it like this.

■Depression speed of the accelerator pedal determined from the output of the accelerator pedal position sensor 5Δ] ■Average depressing speed of the accelerator pedal 15 within a predetermined time ■Depression amount of the accelerator pedal determined from the output of the accelerator pedal position sensor 5A] -5■ Average depression amount of the accelerator pedal 15 within a predetermined time Here, if the depression speed, depression amount, etc. of (1) to (4) are small, the mode is switched to the economy mode, and if it is large, the mode is switched to the normal mode.

Further, if the depression speed of the accelerator pedal 15 is equal to or higher than a predetermined value for a predetermined engine operating state such as the engine rotation speed, the mode may be switched to the normal mode side, and if it is small, the mode may be switched to the economy mode side.

In this embodiment, automatic switching between normal mode and economy mode is performed, but there is a mode changeover switch between auto mode in which this automatic switching is performed and manual mode 1 ~ which allows the driver to switch modes],, 57
1') may be provided to allow the driver to select the mode, and automatic mode switching may be performed only when the mode changeover switch "-571:) is set to O1 to Mort."

Next, the vehicle speed detection compensation control section 166 will be explained. As shown in FIG.
Non-driving wheel speed sensor 1.3a attached to each of 3B
, 13b are connected to transmit their output signals,
The control section 166 includes a failure detection means 166A, a compensation control means]-66B, and a travel control device 166C.

The failure detection means 166A includes the non-driving axis method sensors 13a, 1
The sensor is configured to constantly monitor the output of sensor 3b, and is configured to detect failures when the output exceeds the normal range or when there is no change in the output for a predetermined period of time. It is designed to output a signal.

The compensation control means 1.66B receives the failure signal from the failure detection means 166A and corrects the failure based on the output signals from other sensors to detect the failure of the non-driving transport sensors 13a, 1.
3b information.

That is, if either one of the non-driving wheel speed sensors 13a, 13b fails, the remaining non-driving wheel speed sensor 13a (
13b) is configured to perform turning correction using the steering angle detected by the steering angle sensor 121 to obtain the vehicle speed V and output it.

In addition, if both of the non-driving wheel speed sensors 13a and i3b fail, the output signal from the output shaft rotation speed sensor 2OA of the A, /T (automatic l-transmission) 20 is corrected by the first shift. The system is configured to perform this process and output it as a pseudo vehicle speed.

The travel control device 166C is configured to perform O1-speed control 1-roll (ASC), and its control is performed by the vehicle body speed V obtained from the output signals of the wheel speed sensors 13a, i, and 3b. It is now done using.

The travel control device 166C also includes wheel speed sensors 13a,
1. ．． In addition to the output signal from 3b, the failure detection means 166
In response to the sensor failure information from A and the pseudo vehicle speed signal output from the compensation control means 166B, the wheel speed sensors 13a,
It is configured so that its operation continues even if 13b fails.

With the configuration described in J-J, the GV body continuous speed detection compensation control section 166
The operation is performed according to flowchart 1 shown in FIG.

That is, when the failure detection means 166A detects a failure of the left and right non-driving speed sensors 13a, 13b (steps 66A, 66B), the compensation control means 166B detects a high-precision sensor such as 1-traction controller [・roll, etc.]. A signal to stop control that requires vehicle speed is output to the travel control device 166C (step 66D).

In addition, in the compensation control means 166B, it is determined whether only one side of the non-driving wheel speed sensors 1.3a and 13b has failed (step 66E), and if only one side has failed, the steering angle of the steering wheel is detected. steering angle sensor 12
The non-driving shaft method on the non-faulty side is compensated by the detection signal from 1, and the vehicle speed is obtained (step 66F,
66G, ), is output to the travel control device 166C, and various travel controls are continued.

In addition, if the non-driving shaft method sensors 13a and 13b on both sides are out of order, the detection signal from the output shaft rotation speed sensor 2OA of the A/'J" (automatic 1 to transmission) 20 is taken in ( In step 66H), a shift stage is adopted based on the output signal of the shift [position sensor 2] of A, /T, a pseudo vehicle speed is calculated, and the traveling control device 166
Output to C.

As a result, even if the non-driving speed sensor], 3a, or i3b is out of order, the cruise control device 166C continues to roll (ASC) to the auto speed (cruise) control 1.

Incidentally, compensation for the non-driven transport speed due to negative steering angles is performed using a compensation coefficient Ks shown in FIG. As shown in the figure, the compensation coefficient Ks increases linearly with the steering angle change Δθ, but in the range from the steering angle change Δθ to Δθ2, s = O, and this range is a dead zone where compensation is not possible. This ensures stable drivability.

In this way, even in the event of a failure of the non-drive axis sensor,
Since the vehicle speed can be detected with high accuracy, there is an advantage that stopping the control system can be avoided.

Next, the accelerator pedal position sensor (Aps) failure acceleration control unit 162 will be explained. As shown in FIG. The depression information is transmitted to the brake switch 21 as a brake pedal sensor. Through A, it is becoming human-powered.

The control unit 162 also includes a failure detection means 162A and an acceleration control device 162B.
2B is composed of a failure control section 162G and a control means]62D.

The failure detection means 162A constantly monitors the output of the accelerator pedal position sensor i5A, and when the output does not change for more than a predetermined time or detects an abnormal output, it outputs a failure signal to the failure control unit 62C. It is composed of

The failure control unit 1.62C is configured to output the control opening degree of the throttle valve 6 at the time of failure when a failure signal is input, and uses a memory counter etc. If this condition continues, the failure control opening degree can be gradually increased from a slightly larger opening degree than during idle operation to the ``1'' limit opening degree.

The control means 1-62D has a DBW (1-live pie
It is configured to control the throttle half flow with a wire) type, and the ASC (control to auto speed 1)
It has a built-in control structure.

- With the configuration described above, the accelerator pedal position sensor failure acceleration control unit 162 operates according to the flowchart 1 shown in FIG.
When a failure of the accelerator pedal position sensor 15A is detected at 62A, the operation of flowchart 1 is started, and the control means 1.62I) sets a predetermined throttle opening as the target opening. (step 62
A) The throttle valve 6 is closed to a predetermined throttle opening degree.

Note that the predetermined throat opening degree in item 1 is set to an opening degree that allows a slightly higher engine output than during idling operation.

Then, whether or not the brake pedal 21 has been operated is determined based on the output signal of the brake switch 21A (
Step 62B), and if there is no brake operation, step 62C is executed.

It is determined whether a predetermined time has elapsed since the opening degree was updated to the above-mentioned predetermined throat opening degree, and if the predetermined time has not been exceeded, An output state of 11, which is slightly higher than the idle operation, is maintained (step 6211'').

Then, after a predetermined period of time has elapsed, the throat opening (1 of the valve) becomes the value obtained by adding a predetermined increment (step 6
2D), operation is performed with a slightly larger throttle opening than the previous time.

The above increment gradually increases the target opening, but the increased target opening is monitored to see if it exceeds a predetermined opening limit (step 62E), and the increased target opening is monitored to ensure that it does not exceed a predetermined opening limit -1-. If the opening exceeds the eye, the predetermined opening -L limit is always set as the target opening (step 62F).

The target opening determined in this way is controlled - "stage" 62
D, and is not limited to the output 11 from other control means, the accelerator pedal position sensor 1.5
Even when A fails, driving at medium and low speeds can be continued without the old low speed drivability.

By the way, during the operation when the accelerator pedal position sensor fails, when the brake 21 is operated and the brake switch 2]A is turned on, step 62G is executed and the target opening of the throttle valve 6 is set to a predetermined value. The opening degree is changed to the desired opening degree or O, and the throttle valve 6 returns to the opening degree corresponding to the lowest speed after the failure of the accelerator pedal position sensor or to the fully closed position, thereby preventing accidents and the like.

Note that when restricting the throttle opening as described above, the throttle opening restriction may be corrected using the vehicle speed or the steering angle.

Furthermore, instead of turning on the spray switch inch 2 LA described in "1", the closing operation of the thrower I/le valve 6 may be performed based on the following criteria.

■Vehicle deceleration is detected from the vehicle speed obtained from each wheel speed.

■By detecting vehicle deceleration from the G sensor.

■Depends on brake oil pressure.

In this way, the accelerator pedal position sensor],
Even if a failure occurs in 5A, the vehicle will continue to run at medium to low speeds without suddenly stopping, making it possible to safely stop while avoiding the dangers of sudden stops.

Furthermore, when the brakes are not operated, the engine output is gradually increased to the upper limit that ensures safety.
Since the lever opening degree can be increased, driving can be performed without significantly deteriorating running performance.

Next, the accelerator pedal position sensor malfunction brake switch linkage control unit] 61 will be explained. As shown in FIG.
At the same time, the operating state of the brake 2] is input via the brake switch 21A.

The above-mentioned control section]6] is configured to control the deceleration request detecting means 1. ,
61A, a deceleration request control unit 161B, and an acceleration control device] 61C.

The deceleration request detection means 161A is configured to detect a deceleration request upon receiving an ON signal of the brake switch 21A due to operation of the brake pedal, and output a deceleration request signal.

Upon receiving the deceleration request signal, the deceleration request control unit 161B receives the deceleration request signal.
The internal calculation means is configured to perform the operation of flowchart I. in FIG. 28(b) and output the target throttle opening degree to the acceleration control device 16]C.

The acceleration control device 16]C is configured to receive the 1" opening degree of the throttle valve 6 and control the opening and closing of the throttle valve 6 via the motor 7, and has functions such as DBW type auto cruise control. ing.

With the above-described configuration, the brake switch linkage control section 161 at the time of failure of the accelerator pedal position sensor.

The operation is performed according to the flowchart shown in FIG. 28(1)).

That is, during normal operation, the acceleration control device 16
In 1C, accelerator pedal position sensor 15A
The output signal of is read (step 61A), the reference throttle opening degree is calculated and output (step 61B), and the throttle valve 6 is driven to perform the required acceleration operation.

While such an operation is being performed, the deceleration request detection means 61A constantly reads the signal of the brake switch 15A (step 61C) and monitors it (step 61D). , 5 A is ON
In this state, the deceleration request detection means 1.61A outputs a deceleration request signal to the deceleration request control section 101B.

The deceleration request controller 161B compares the target throttle opening at that point with a preset required throttle opening (step 61E), and determines whether the target throttle opening is lower than the predetermined throttle opening. If it is larger, a predetermined throttle opening is adopted as the target throttle opening (Step 6), F), and this opening is transmitted to the acceleration control device 161C.

As a result, the acceleration control device 61C closes the throttle valves 1 to 6 to predetermined opening degrees.

At this time, the predetermined throttle opening degree is set to an opening degree that allows safe driving even if the accelerator pedal position sensor 15A fails, so even if the accelerator pedal position sensor 15A fails, a safe speed can be maintained. Driving will be carried out.

Note that the deceleration request detection by the double deceleration request detection means 161Δ may be based on the following judgment criteria.

■Vehicle body deceleration calculated from each wheel speed ■Vehicle deceleration obtained from the G sensor ■Change in brake oil pressure Also, the control unit 161B at the time of deceleration request controls a predetermined thrower I.
Instead of limiting the opening of the throttle valve 6 to the opening of the throttle valve 6, the deceleration request may be satisfied in the following manner.

■Limits intake negative pressure to limit engine operating conditions.

■Limit the A/N to limit the engine operating status.

■Restrict the amount of fuel injection 1) to limit the operating state of the engine.

In this way, the accelerator pedal position sensor],
Even in the event of a failure of the 5A, etc., the engine operating state (thrower I/le valve opening) is controlled to a predetermined safe state by the intention of deceleration such as brake operation by I/Lime.
After driving at a safe speed, you can stop.

In addition, on expressways etc., the accelerator pedal position sensor 1
．． Even if a failure occurs in 5A or the like, the system will not suddenly stop, and a safe stop can be performed while avoiding the danger of a sudden stop.

Furthermore, if the driver requests acceleration using the accelerator pedal during or after transition to a predetermined throttle opening using deceleration means such as a brake, the throttle valve responds to the acceleration request from the predetermined opening. Since the operation is performed, there is no significant discomfort in the operating condition.

-71= Furthermore, if a conventionally used device such as a brake switch is used as the deceleration request detection means, the above-mentioned effects can be obtained without increasing costs.

Next, the engine link initialization avoidance control section”-65
To explain, as shown in FIG. 29, the control unit 165 receives an operating signal for the scooter 22 that operates in conjunction with the ignition switch 22A, and engine rotation speed information indicating the operating state of the engine. It looks like this.

Then, the activation signal of the starter 22 described in 2 is transmitted to the starter activation detection means 165A, so that the activation state of the starter 22 is detected.

Further, a detection signal from the engine rotation speed sensor 1.7a is inputted to the engine operation detecting means 165B, so that the operating state of the engine is detected.

Furthermore, a throttle valve control system 1.65 I) is provided to control auto cruise, etc.
It has various functions and is configured to control the immediate operation of the throttle valve 6 and motor 7.

Then, to the throttle valve control system 165 I) (:I
2. Initializing means 165E is attached, and the means 165E is connected to the throat valve control system 165D.
The throttle valve 6 is configured to output an initialization signal to fully open the throttle valve 6 or fully open the throttle valve 6 to adjust the opening position, and to diagnose failures of the throttle position sensor 8, motor 7, etc. by confirming operation. has been done.

Initialization means] -65E is provided with initialization prohibition means 165C, and is configured to output an initialization prohibition signal to the initialization means 165E when performing the initialization operation is not favorable for the running of the vehicle.

With the configuration described above, the engine linkage initialization avoidance control section 165 performs the following operations in flowchart 1 of FIG.

That is, the detection signal of the engine speed sensor 1.7a is manually input to the engine operation sensor 15''1', step 165B, and the engine speed information is read (step 65A).
,).

Next, it is determined whether the engine speed NO is equal to or higher than a predetermined value (step 65B).
, is greater than or equal to a predetermined value, it is determined that the engine 4 is in operation, and the initialization inhibiting means 165C is activated.
A prohibition signal is transmitted from the initializing means 165IΣ to the initializing means 165IΣ (step 65F).

Further, if the engine speed is less than a predetermined value, the starter operation detection means 165A determines whether the starter 22 is in operation (steps 65C, 65D), and if the starter 22 is in operation, it is initialized. Forbidden■
- A prohibition signal is transmitted from the means 165C to the initializing means 165F (step 65F).

On the other hand, if it is determined that the engine 4 is not in operation (No route 1- in step 65B) and if it is determined that the starter 22 is not in operation (No route in step 65D), initialization prohibited d = signal transmission Throttle valve control system 16 by initializing means 165E
5D is initialized (step 65E)
.

Note that, for example, initialization may be performed with the addition of a condition that it is detected that the driver is seated after the door on the driver's side is opened.

As a result, initialization is not performed while the engine is running or during starter operation M, and the driver is required to pedal the accelerator]5
This avoids a phenomenon where the engine speed fluctuates greatly even though the engine is not being operated.

In addition, for vehicles in which the voltage drop due to the operation of the starter 22 is suppressed to a small level and the motor 7 that drives the slot valve 6, the slot valve sensor 8, and the valve sensor 8 and the valve I:CuI 2 operate without any problem, the starter is activated. Initialization may be performed inside the memory. In this case, the starter operation detection means 165A becomes unnecessary.

In this way, the initializing operation of the speed control unit in the operating state is avoided for a predetermined operating state of the engine or the starter, so there is an advantage that disturbances in various controls due to initialization can be prevented.

Next, the transmission linkage initialization inhibition control section] 64 will be explained, as shown in FIG. 31.
The control unit 164 detects the operating amount of the accelerator pedals 1-5 using an accelerator pedal position sensor (APS) 1. ．． 5Δ
It is powered manually via the transmission (A
/T) Shift 1 of 20 - Position shifts to shift 1 Position detection sensor 2
It is input via OB.

Further, the control section 164 includes the throttle valve control system 1
64C, initialization means 164B, and initialization inhibiting means 164A, and throttle valve control system 16/1. , C and initializing means] and 64.13 are the aforementioned throttle valve control system 165D and initializing means 16, respectively.
It is configured almost the same as 5E.

Then, the initialization inhibiting means 164A receives the output signals from shift 1 to position detection sensor 20r3 for O1 to match transmission 20, and determines the shift position and the engine power from 1 to transmission to the wheels. It is configured to output a prohibition signal to the initializing means 164B when the shift position is at the neutral position or the parking position, which is a shift position in which the transmission is not transmitted to the initializing means 164B.

-1 With a series of configurations, the transmission linkage initialization inhibition control section 16/] is operated according to the flowchart shown in FIG.

That is, the shift position of the transmission 20 is detected by the shift 1 to position detection sensor 20B (step 6).
4A) is transmitted to the initialization inhibiting means 164A.

The initialization prohibition means 164A determines whether the shift 1 to position is N (coatral) or P (parking) (step 64B), and if it is neither the N position nor the P position, an initialization prohibition signal is output to the initialization means 164B. (Step 64)).

As a result, when the shift 1 to position is neither the N position nor the P position, initialization of the throttle valve control system 164C is prohibited.

On the other hand, when the shift position is the N position or the P position, the inhibit signal is not output, so the throttle valve control system 164 by the initializing means 164B
C is initialized (step 64C).

In the case of a manual transmission, initialization of the throttle valve control system is canceled when the shift position is not at the neutral position rt, and initialization is executed only when the neutral position is reached.

In this way, the initialization operation of the speed control device in an undesirable running state due to a momentary power interruption or the like is avoided, so that disturbances in various controls caused by initialization can be prevented.

Next, when the throttle valve sensor fails, the air control section 1
To explain 67, as shown in FIG. 33, two air intake passages 5A are provided in parallel.

Throttle valves 6Δ and 6B are respectively disposed in 5B, and these throttle valves 6A, 6
B are driven to open and close by drive motors 7A and 7B, respectively, and drive motors 7A and 7B are configured to be controlled by throttle valve opening means 167B.

Note that the downstream side of the intake passages 5A, 5B is connected to each bank of the three engines;

A communication valve 61 is interposed between the downstream portion of 5B, and when this communication valve 61 is opened, the intake passage 5Δ is opened.

5B communicate with each other.

Here, the communication valve 61- is the throttle valve 6A.

If 6B is normal, it is closed and throttle valve 6A
, 6B fails and becomes fully closed, it will open.

The throttle valve opening means 167B is configured to output a 19μ movement signal to open and close the throttle valves 6A and 6B up to the target opening output from the l'' opening degree setting means 167A.

Note that the opening degree setting means 167A is controlled by the other control section 151.
]-68, which outputs the target throttle opening.

A controller is provided as a failure detection means 167C, and a failure of the motor 7A (7B) or throttle position sensors 8A, (8B) is detected by an abnormal output or no change in output for a predetermined period of time or more. The signal is transmitted to the conversion means 167E and the failure air control means 167D.
It is now output to .

The failure air control means 167D includes switches 23 and 24.
The throttle valve 6A,
The motor 7A is configured to be switched from target opening control to target air control.

That is, the converting means 167E has a map that makes the throttle opening correspond to the air amount A/N per engine revolution, and the converting means 167E converts the target throttle opening into the target air amount using the engine speed as a parameter. is configured to be

The converted target air amount is input to the air control means] 67D, and the motor 7A is driven to open and close the throttle valve 6A toward this target air amount. ing.

The opening and closing of the throttle valve 6A is configured to be back-controlled using the output signal of the intake air sensor 3.

Note that the air flow sensor 3 as an intake air sensor is
It is provided in the downstream part (for example, inside an air cleaner) before the intake passage 5 branches into the intake passage part 5A and the intake passage part 5B, and the intake passage part 5A.

Even if any of 5B becomes unavailable, the intake air group can be measured.

Due to the dual configuration, the air control section 167 for thrower 1 to red valve sensor failure operates in accordance with the flowchart shown in FIG. 34.

That is, if one of the throttle valve control systems 8A, 8B fails, the other non-failure sensor 8A (8B) controls the throttle valves 6A, 6B.
Control is performed to determine whether both throttle valves 6Δ (6B) are opened by the same amount or only the - throttle valve 6Δ (6B) is driven.

When a failure of both the throttle valve sensors 8A and 8B is detected in the failure detection means] 67C (step 67A), the current to the motor 7B that drives the throttle valve 6B on one side is cut off, and the throttle valve 6B is attached to the same valve or driven to fully close by a turn spring (step 67B).

Next, by outputting a failure signal from the failure detection means] 67C to the conversion means 167E and the failure air control means 167T:), the switches 23, 24 are switched, and the control system of the throttle valve 6A is changed to the conversion means 167I and the failure air control means 167T:). The system is switched to one that passes through the air control means 167D in the event of a failure (step 67C).

Then, in the converting means 167F, the Scots 1-role target opening degree is converted into a target air amount A/N per engine rotation using the engine rotation speed Ne detected by the engine rotation speed sensor 17a as a parameter (step 67D). )
.

The air control means ↓ 67D performs feedback control according to the deviation from the actual air amount detected by the intake air sensor (air flow sensor) 3 and the standard air amount.
By driving the motor 7A by the required amount, the throttle valve 6A is moved to lη toward the standard air amount (step 67E).

In this case, the communication valve 61- is kept open. As a result, even if the Scott 1 to 1 valves 6B are fully open, intake air can also be supplied to other banks 1 through the Surono 1 valve 6A and the communication valve 61-.

Incidentally, instead of using two sets of control means, the following control may be performed.

That is, when both the throttle valve sensors 8A and 8B fail, the first throttle valve 6A is detected.

Drive 6B fully closed. Then, switch to the air control means 1.671) similar to the ``double'', and then 1]
In order to achieve the standard air amount, the motor 7A and the motor 7B are driven by the same amount, and the throttle valve 6A is activated.

Make sure to open 6B by the same amount.

Then, by using the actually measured air amount information from the air flow sensor 3, air amount feedback control of the throttle valves 6A and 6B is performed.

In this case, the communication valve 61 may remain closed.

Also with such a control means, compensation in the event of a failure of the throttle valve sensor can be performed in substantially the same manner as 1) the second-mentioned means.

In this way, the throttle valve sensor 8A.

Even if all valves 8B fail, the control of the slot valves 6A and 6B can be continued accurately.

Next, to explain the output and torque adjustable rotation speed control unit 159, as shown in FIG. Setting means 159A is provided.

-・Rotation speed to detect engine rotation speed N e = 8
4- An engine rotation speed sensor 17a is provided as a detection means.

The output of the engine rotation speed sensor 17a and the output of the target rotation speed setting means, +-59A, are calculated by the rotation speed deviation detection means 1. , 5913, and the output of the same means +-59B is inputted to the engine output 1 to torque calculating section 159C.

[Engine output torque calculation unit]-59C is configured to calculate the output l-ruk required to achieve one standard rotation speed, and the rotation speed deviation ΔN c! Torque (this is proportional to the rotational speed deviation ΔNe,
Determined from integral and differential elements; I) I D), air conditioner load, and headlight load.

It is configured such that A, T (automatic transmission) loads and other loads due to power steering and the like can be added.

In addition, the required torque for each of the air conditioner load, headlight load, AT negative load, and other loads is R.
OM and each activation switch 25.
When any or all of 26, 27, and 28 are turned on, the required torque of the turned-on load is read out and added, and the total required torque during operation is calculated as the correction I for eliminating rotational speed deviation.・The target engine output torque is output together with the torque.

Then, an A/N converter 1.59r) is provided with a map of the correspondence characteristics between engine I/Lux and A/N, and the above target engine output torque is input, and the corresponding Target A, /N is output.

The A/N is configured to be input to the feedback control unit 159E. , goal A/
By using PID control to eliminate the deviation between N and measured A/N, control toward the target A/N is performed.

” Due to the dual configuration, the output I/Lux adjustable rotation speed control unit 15! ] is in accordance with flowchart I~ shown in FIG. 40,
The operation is performed.

That is, the rotation speed deviation detection means 159B calculates the deviation ΔNIN between the target rotation speed set by the target rotation speed setting means 159A and the engine rotation speed Ne detected by the rotation speed detection means 17a (step 59).
A).

Next, correction is made based on the rotational speed deviation ΔNe [−rugΔgo0
is calculated (step 59B).

Then, in the engine output 1~lux calculation section 59C, the load driving [・lux for the air conditioner, henotri l-, automatic 1herance transmission, etc.] is read out from the ROM and added to the correction 1~lux ΔT e. Ru. This means that the target 1 herk has been calculated (step 59C).

This target torque is the target A in the A/N converter]59D.
/N and output (step 59D).

In addition, when converting, A/N and engine output 1-
The deviation ΔA/N between the target A/N and the actual measured A/N is determined (step 59E).
, /N, the control of the SCOT 1 to the valve drive motor 7 is performed (step 59F).

In this way, this structure, as shown in FIG. 38(a),
Rather than using a means for feeding back speed fluctuations with respect to the target rotation to the opening degree of the idle control valve 1230 provided in the bypass passage 123a, a means for directly controlling the intake air amount as shown in FIG. Even if the throttle valve 6 has a large diameter, it is not affected by the nonlinearity between the air passage opening area and the actuator drive of the throttle valve 6, and the throttle valve 6 with a large diameter is used as a means for controlling the rotation speed. You will be able to do this.

Furthermore, feedback control of the amount of intake air can be included in the minor loop, which improves the response of the air intake system and improves the responsiveness and stability of rotational speed control.

Furthermore, since the amount of intake air is measured, a failure in the actuator of the throttle valve 6 can be easily detected.

Next, the ignition angle/slot I~R combination type rotation speed control unit]-6
To explain 0, as shown in Fig. 35, in order to control the engine speed (especially during idling),
[=1 standard engine rotation speed setting means 160A is provided for setting the standard engine rotation speed.

On the other hand, a rotation speed sensor 3-7a is provided as rotation speed detection means for detecting the engine rotation speed Ne.

The output of the rotation speed sensor 17a and the output of the It standard rotation speed setting means 160A are input to a rotation speed deviation detection means 160B composed of a subtracter.
The output of the means 160B is engine output 1 to lux calculation unit 1.
It is designed to be input to 60C.

The engine output 1 herk calculation unit 160C is configured to calculate the output torque necessary to achieve the target rotational speed, and is configured to calculate the output torque required to achieve the target rotational speed, and is configured to calculate the correction 1 to torque (this is the rotational speed Calculated from the proportional, integral, and differential elements of the deviation ΔNe (according to PJD) is the controller 1-roller 16
001, and this calculated value includes the air conditioner load,
The headlight I load, automatic transmission (AT) load, and other loads such as power steering are added.

In addition, air conditioner load, headlight load, O-I/Matic I/transmission load and other loads are as follows:
Each required I-lux is stored in the ROM in advance, and each operating switch 25.26, 27.2
When any or all of 8 are turned on, the required torque of the turned-on load is read out and added, and the total required 1-lux during operation is applied to the target engine along with the correction torque to eliminate the rotational speed deviation. It is designed to be output as output torque.

A valve opening conversion unit 1601) is provided with a map 160D of correspondence characteristics between engine torque and Scots 1 to 1 opening. The target scope 1-role opening degree corresponding to this input is calculated.

The target throttle opening is determined by the achievable opening setting means 160D.
7, and the same means]-60
In D, the achievable opening degree in the throttle pulse flow is determined in correspondence with the target throttle opening degree and is configured to be output.

That is, the throttle valve 6 and the motor 7 that drives it have a predetermined resolution in order to efficiently perform control over a wide range from fully open to fully open.

Ideally, this resolution characteristic should have a smooth characteristic over the entire opening range, as shown by the 37th dotted line. Even if it is made to have a step-like characteristic as shown by the solid line in the figure in the region of small opening,
The achievable throttle opening is limited.

Therefore, the target throttle opening is set as the required opening, and the possible throttle opening for this required opening is stored as a map, and the achievable throttle opening determined by this map is output.

In other words, the achievable throttle opening with the characteristic shown by the solid line that is closest to the target throttle opening on the open side of the input] 1 standard throttle opening is determined as the achievable throttle opening. It has become.

This realizable throttle opening is input to the throttle valve control unit 160E, and the throttle openings of the throttle I to valve 6 are adjusted to the realizable throttle openings via the drive motor 7.

By the way, the valve opening converter 160D includes an adjusting means 16.
0F are linked, and the adjustment means 160F is a map section 160F that converts the throttle opening into A, /N.
and delay element 1, which takes into account delays caused by surge tanks, etc.
60) 2, and a map portion 160F of the correspondence characteristics between engine torque and ignition angle.

The map section 1.60F1 is configured to input the realizable throttle opening and engine speed Ne.
The achievable throttle opening is mapped to the engine speed N e f6 and the actual opening corresponds to the actual opening A, /
It is now converted to H.

Further, the delay element section 160F2 is provided with a function of delaying the output timing of the target output l.rug and the actual opening corresponding A/N in order to synchronize with the actual engine operation timing.

The ignition angle determining means 1.60F3 is equipped with a map showing the correspondence between the target output torque and the ignition angle using A/N as a parameter, and the correspondence between the target output torque and the actual opening degree is A, / A target ignition angle is determined from N and output.

The target ignition angle is input to the ignition angle adjusting means 160G, and is configured to control the required ignition angle.

With the above-described configuration, the ignition angle/throttle combined rotation speed control section 160 operates along the flowchart shown in FIG. 36.

That is, in rotation speed deviation detection means]-60B, 1
] The deviation between the target rotation speed set in the target rotation speed setting means 160A and the actual engine rotation speed Ne outputted from the rotation speed detection means 1.7a is calculated (step 6QA)6. In order to eliminate the speed deviation caused by
A 1-lux correction amount as a control amount in the control is calculated in the engine output torque calculation unit 160c (step 6013).

Next, the engine output 1 herk calculation unit 160c calculates which of the air conditioner load hr, headlight load 1.lux, AT load torque, and other loads 1.lux correspond to the switches 25, 26, and 27° 28 that are turned on. Required 1
The Herk is further added to calculate the target output 1 - Luk (Step 60C).

Then, 1] Standard force [・Luku is valve opening conversion part] -6
At 0D, the map section 160D is converted into a target throttle opening (step 60D).

In this conversion, one of the map characteristics with the engine speed as a parameter is selected depending on the actually measured engine speed Ne, and the conversion is performed.

The calculated target throttle GF1 degree is determined by the actual throttle opening degree setting means 60I)2, which is the closest realizable throttle opening degree to the target throttle opening degree on the open side of the target throttle opening degree. (step 60E).

The achievable throttle opening is determined by the throttle valve control unit 1.
60E, and the controller 160E outputs the thrower 1-
The throttle valve 6 is driven to a realizable throttle opening (step 60H).

On the other hand, the achievable throttle opening degree is converted into the amount of air per revolution (A/N) in the map section J-60F□ of the adjusting means 160F (step 60F).

Ignition angle control is performed using this air amount (A/N) and the target engine torque from the engine output torque calculation section 1-60C, but in order to synchronize with the actual engine process, the delay element section 16OF, By matching the delay in filling the surge tank with air and the delay in the intake process, the target engine torque and the output of A and /H to the ignition angle determining means 160F3 are delayed (step 60G) 6 delays. Then, the ignition angle determining means 1 (301') inputs the target engine torque and the actual opening corresponding A/
A retarded ignition angle is determined by N and a map provided in the same means 160F (step 60I).
), the ignition angle adjustment means 160GL is input.

The ignition angle adjusting means 160G performs ignition angle control to retard the ignition angle of the engine 4 to the determined ignition angle (step 60JL). The excess of the engine output torque that is expected to occur due to the control is eliminated by the ignition angle return i·, and the engine output torque is finely adjusted.

Note that actual measured values may be used between ■ and ■ in FIG.

In addition, the target throttle opening is MAP 1.601”, 1
) can also be used as is. Even if this is done, there is little influence on the control effect.

Furthermore, instead of adjusting the excess engine output by ignition angle retard, it may be adjusted by making the air-fuel ratio leaner. In this case, instead of the ignition angle determining means described in , the air-fuel ratio is determined by receiving the target 1~lux, A/N, and engine speed, and using a map that shows the relationship between the air-fuel ratio (A/F) and the target torque. A means is provided, and the air-fuel ratio is made lean based on the output of the air-fuel ratio determining means.

In this way, it is possible to perform reliable rotation speed control even if a slow-resolution throttle valve is used without installing a small-diameter valve for idle control, and as a result, the idle control valve, etc. parts are no longer needed, the number of parts is reduced, and varnish 1-down is achieved.

Next, to explain the control mode switching control section 163, as shown in Fig. 41.4.2,
A second throttle target opening calculation means (second throttle target opening setting means) 163(, -2) is provided. It is being

Here, first throttle target opening calculation means 1-63C-
1 is a plurality of sensors (for example, air flow sensor 3, engine rotation speed sensor 17a,
The throttle valve control means (slot 1 -
The first target opening signal is output to the second throttle motor drive means) 163D, and the second throttle opening calculation means 1.
63 C-2 is accelerator pedal position sensor i5
Based on the output signal from A, the second
It outputs a target opening signal (signal for direct motor).

That is, the first throttle target opening calculation means 163C-
In the control according to the first target speed signal from 1, the throttle valve 6 moves not according to the operation of the accelerator pedal 45, but in accordance with the engine torque.

In the control according to the 211th target opening signal from the second throttle target opening calculating means 163C-2, the throttle valve 6 moves in accordance with the operation of the accelerator pedal]5.

Therefore, the first target opening signal is referred to as an engine 1-lux mode target opening signal, and control according to this engine torque mode target opening signal is referred to as an engine 1-lux control mode.

Further, the second target opening signal is referred to as a direct mode target opening signal, and the control according to this direct mode target opening signal is referred to as a control mode for the die reflex 1.

Furthermore, a failure detection means (various sensor failure Diagnostic means) 1.6
3A and 1t, and this failure detection means]-
When a failure signal is received from the accelerator pedal position sensor 15A, the second target opening signal from the second throttle opening setting means 163C-2 obtained based only on the detection result from the accelerator pedal position sensor 15A is output to the throttle valve. Control means 163
Switching control means (throttle I/L control mode selection means) for outputting to D], 63B is provided.

-I With the configuration described above, the control mode switching control section 163 operates according to the flowchart 1- shown in FIG. 43.

That is, the failure detection means 16 detects the output of various sensors.
3A detects a failure (step 63A, ).

Next, it is determined whether the specified sensor (for example, the above-mentioned air flow sensor 3, engine rotation speed sensor 17a, shift position detection sensor 20B, etc.) is malfunctioning (step 63B), and whether control of the engine 1-lux motor should be stopped. It will be decided whether

If the determination is NO, the target opening of the engine torque mode is selected (step 63C), and -1,01- -1,00- engine 1 herk control is performed using this target opening as the final throttle target opening. Throttle control is performed in the mode.

Further, if the determination in step 63-3 is Yes, it means that the engine torque mode control should not be continued, so the switching control means 163B selects the throttle I-role target opening degree in the direct mode (step 63
D), control is performed to set this opening degree to 1''. As a result, the throttle valve 6 opens and closes in a manner that is not affected by output signals from other sensors in response to the amount of depression of the accelerator pedal 5, and a control operation that is almost the same as a wire link type throttle opening and closing operation is performed.

Furthermore, the failure that is subject to switching in the dual switching control means 163B may be limited to any of the air flow sensor, engine rotation speed detection sensor, A/T shift position detection sensor, or the accelerator pedal position. Each sensor other than sensor 15A may be targeted.

In this way, the engine torque motor control −]]0
2- Even if any of the various sensors used are out of order, the operation of the accelerator pedal 15 will ensure that the vehicle is running, so there is no possibility that the operability of the vehicle will deteriorate or the vehicle will stop suddenly due to aborted control. There's nothing to do.

In addition, since it can be equipped with only Rough 1 to Wear, the effects described in "-" can be obtained without increasing the cost.

Next, the throttle valve closing forcing means 168A of the throttle closing forcing mechanism 168 will be explained.
As shown in the figure, the throttle shaft 6 of the throttle valve 6
A fan-shaped member (M-fitting bar member) 61) is loosely fitted and pivotally attached to a, and this fan-shaped member 6)) is linked and connected to the brake pedal 21 via a cable 6c constituting a link mechanism.

A concave groove 6d is formed on the arcuate outer periphery of the fan-shaped portion 6b, and the cable 6c extends along the concave groove 6d.
Its tip is locked in a hole 6e formed at the end of the fan-shaped member 6b.

In addition, a slot 1 lever (fixed lever member) 6f is fixed to the slot 1 lever shaft 6a. They are designed to be rotated as one unit to the fully open position.

Note that the sulphure valve 6 is configured to be driven by an attached motor 7 in accordance with required control.

That is, the throttle valve closing force means 168A is loosely fitted to the rotating shaft 6a of the throttle valve 6 and rotates in conjunction with the braking operation of the brake pedal 2], and the fan-shaped member 6b as a loosely fitted lever member, and the throttle valve 6. Su I as a fixed lever member fixed to the rotating shaft 6a of the valve 6
- The stopper 6f engages with the rotating fan-shaped member 6b, which is configured with a collar 6f, and the throttle valve 6
It is configured to forcibly drive the door closed.

-L With the configuration described above, the Scot 1 hell valve 6 normally performs the required opening and closing operations as the motor 7 is driven.

As a result, the sub-j-brim 6f becomes as shown in FIG. 46(a) [45th
The throttle valve 6 is driven between a fully closed position (not shown in arrow 2 of the figure) and a fully open position shown in FIG. 46(b) in accordance with the operation of the throttle valve 6.

Then, when the brake pedal 21 is depressed more than the required level, the cable 6c is thinned out, so that the fan-shaped portion 6b is driven via the cable 6c, and the state shown in FIG. 46(c) is reached.

At this time, the stopper 6f is also driven at the same time, so the throttle valve 6 becomes fully open.

In this way, in the event of a failure of each control means, etc.
When it is desired to close the throttle valve 6, the throttle valve 6 can be fully closed by depressing the brake pedal 21 by a required amount.

The relationship between the fan-shaped member 6b and the stopper 6f is set so that when the brake pedal is lightly pressed, the brake pedal does not operate, and when the brake pedal is pressed strongly, the SCOT 1 HELP opening degree is fully closed.

Normally, when the throttle valve 6 is normally controlled and expanded, the opening/closing operation of the throttle valve is -1,0, in the state shown in FIG.
5- It is carried out without any hindrance.

In addition, in the structure connected to -, the throttle valve 6 is forcibly driven to close via the cable 6c linked to the brake pedal 2, but instead, the brake pressure changes and intake negative pressure that occur with brake operation are used to close the throttle valve 6. The throttle pulse flow may be driven to close by a driving means that uses a change.

The closing drive is performed by such means, but in either case, the closing drive is not done via an electrical control means, but the mechanical drive is forced, so it is certain that the electrical control device is supplemented. It will be held in

In this way, since the operation of the throttle valve 6 is not normally restricted, the function of the DBW type control is not restricted. Furthermore, in the event of an abnormality such as a breakdown, the throttle valve is forcibly closed by stepping on the brake pedal, allowing the vehicle to come to a safe stop. Furthermore, since it is a simple mechanism that does not involve electrical operation,
It has improved reliability and can be equipped at low cost.

-1,06- Note that in this embodiment, each intake passage leading to the two banks of the V6 engine was provided with a throttle valve that was opened and closed by a motor, but the R4 engine of the series engine was equipped with a throttle valve that was opened and closed by a motor. It goes without saying that the present invention can also be applied to a configuration in which one intake path is provided with one throttle valve that is driven to open and close by a motor.
When one throttle valve is provided in a single intake passage, it is not necessary to provide the air control section 167 in case of throttle valve sensor failure. Further, if an example in which one throttle valve is provided in a single intake passage is explained with reference to the drawings, it will be similar to the above-mentioned embodiment, so the explanation thereof will be omitted.

[Effects of the Invention] As detailed above, according to the D B W type vehicle with the acceleration shock avoidance control unit of the present invention, in a drive-by-wire type vehicle in which the engine output can be controlled without depending on the driver's accelerator operation. In order to avoid shock when the vehicle accelerates, the vehicle is equipped with a control means for controlling the opening degree of the throttle valve, an accelerator operation member, and an accelerator operation state detection means for detecting the operation state of the accelerator operation member.
An acceleration shock avoidance control section is provided, and the acceleration shock avoidance control section includes an acceleration request detection means for detecting a target acceleration request based on the output signal of the F stage; a condition determining means for determining the limit operating conditions of the engine that does not cause any damage; The following effects and advantages can be obtained with a simple configuration including an acceleration limiting section that outputs a limiting signal to the control means.

■Even if the driver's accelerator operation is inappropriate,
Unpleasant shocks are avoided and smooth acceleration is achieved.

(The effects described above can be obtained only by changing the software, and improvements can be made at a low cost of 1~.

[Brief explanation of the drawing]

1 to 46 show one embodiment of the present invention, FIG. 1 is a schematic block diagram showing the main part configuration, and FIG. 2(a)
2(b) is a block diagram showing the schematic structure of the control system, and FIG. 3 is a block diagram showing the schematic structure of the target speed setting means.
Figures 4 and 5 show the running load compensation type control section, Figure 4 is its block diagram, and Figures 5 (a), (b), (
c) is a flowchart 1- showing its operation, and Figs. 6 to 8 show its output l/lux change limiting type speed control section, Fig. 6 is its block diagram, and Fig. 7 The flowchart I. is shown in FIG. 8 (8) and (b). (c) are graphs showing the characteristics, and the ninth,
Fig. 10 shows the 1-transmission control section, Fig. 9 (a) is a schematic configuration diagram thereof, Fig. 9 (1)) shows the flowchart 1 showing its operation, and Fig. 10 (a) ), (
b) are all graphs showing the characteristics, and the 11th to
] Figure 3 shows the accelerator pedal combination speed control unit, Figure 11 is a schematic block diagram thereof, and Figures 12 (a), (b), and (0) all show its operation. Flowcharts 1 to 13 and FIGS. 13(a) and (b) are graphs showing the operation, and FIGS. 14 to 16 show the acceleration shock avoidance control section, and FIG. 14 shows the schematic configuration thereof. Fig. 15 is a flowchart showing its operation, Figs. 16(a) and (b) are graphs showing its characteristics, and Figs. 17 is a schematic configuration diagram of the control unit, and FIG. 18 is a flowchart 1 showing its operation.
Figs. 19(a) and 19(b) are graphs showing its characteristics, Figs. 20 to 22 show its accelerator pedal linked mode switching control section, and Fig. 20 is its schematic configuration diagram; Figures 21 (a) and (b) are graphs showing its characteristics, Figure 22 is a flowchart 1- showing its operation, and Figures 23 to 25 show its vehicle speed detection compensation control section. , Fig. 23 is a schematic configuration diagram thereof, Fig. 24 is a flowchart 1 showing its operation, Fig. 25 is a graph showing its characteristics, and Figs. 26 and 27 are acceleration control when the accelerator pedal position sensor fails. -1
, 1, 0- FIG. 26 is a schematic configuration diagram thereof, FIG. 27 is a flowchart 1- showing its operation, and FIG. 28(a). (1)) is the one that will be activated when the accelerator pedal position sensor fails. FIG. 28(a) is a schematic diagram of its M configuration, and FIG. 28(1)) is a flowchart 1- showing its operation.
The figure shows the engine linkage initialization inhibition control section, Fig. 29 is a schematic configuration diagram thereof, Fig. 30 is a flow chart 1- showing its operation, and Figs. 31 and 32 are its 1-transmission linkage. This shows the initialization prohibition control section, and FIG. 31 is a schematic configuration diagram thereof, FIG. 32 is a flowchart 1 showing its operation, and FIG.
The figure shows the air control section in the event of a throttle valve sensor failure. FIG. 33 is a schematic configuration diagram thereof, FIG. 34 is a flowchart 1 showing its operation, and FIGS. 35 to 37 are its ignition angle and 35 is a schematic configuration diagram thereof, and FIG. 36 is a flowchart showing its operation]-5. FIG. 37 is a graph showing its characteristics. 38 to 40 show the output torque adjustable rotation speed control section, and FIGS. 38(a) and 38(b) are schematic configuration diagrams for explaining the arrangement of the throttle valve, and FIG. FIG. 339 is a schematic block diagram of the configuration, FIG. 40 is a flowchart showing its operation, and FIG.
43 shows the control mode switching control section, FIG. 41 is a schematic configuration diagram thereof, FIG. 42 is a block diagram showing its tY detailed configuration, and FIG. 113 is a flowchart I showing its operation. Figures 44 to 46 show the closing force mechanism of the slot I~, Figure 44 is a schematic configuration diagram thereof, Figure 45 is a schematic perspective view thereof, Figures 46 (a), (b), (c
) are schematic diagrams showing the respective operations. 1-Air cleaner, 2-Niremen 1~. 3-Air flow sensor, 4-Engine body, 5y5A, 15B
=Intake path, 5a-Surge tank, 6.6A, 6B-・Slot 1 valve, 7.7A, 7B-Motor, 8-Scot 1-Loop opening sensor, 9-1-Lux converter, 10
-Shaft, ], ]-l~Lance transmission part, ],
2-fJ moving shaft, 13-wheel, i 3 a -13d-
11, 1- One wheel speed sensor, 14- Engine control computer (
ECU), 17a-Engine speed sensor, 20 A-
1 Output shaft rotation speed sensor, 20■ 3-Shift I/position sensor, 21-Brake pedal, 21 A-brake switch, 22-Starter, 22Δ...-Ignition switch, 23-28-Switch, 41-Sera 1 Hesuinochi, 42-Time management Rosic, 43-Switch, 44-Circuit to pole 1, 45-Limiter, 46-Integrator, 47
Memory, 48-Switch, 49-Regny 11 Switch, 6] Series of ``, 1, 01-=I) I Control Unit,]
] 02-limiter 121-steering angle sensor, 123-idle control valve, ], 23 a-bypass passage, 15
3-Running load fully compensated speed control section, 151-A, -
Fl target speed setting means, 1, 5], B--Vehicle speed deviation detection means, 151-C-Target axis 1 to torque calculation means, 1
511)...-1] Mark axis I/Lux realizing means (engine output adjusting means), 15] ] E- Drive shaft 1~Lux detecting means], 5 ], F- Vehicle speed detecting means, 52- Output torque change Limiting type speed control section, 152A=-permissible I/Lux change setting means, 152 B-conversion means, ], 52
C--Throttle valve opening/closing limiting means, ]]53-Accelerator pedal combined speed control section 1533 C...Acceleration request output detecting means, 153 B-Computer, i-53C-
Target engine output realization means, 53I] - Target control engine output setting means, 157] - Transmission control section, i 54 A - Output 1~Lux margin detection means, 1
54. B-+-Lance mission control means, 1.56
-Vehicle running state linkage mode 1=' to male exchange control section, ]56
A-Mode switching means, 1.5613-Running state detection means, 156 (:-Srono valve control means, 15
7-Accelerator pedal linkage mode switching control section, 157A-
Engine capacity requirement detection means, 1.5713-mode switching means, 57cm throttle valve control 158
- Acceleration avoidance control unit, i 58 A - Acceleration request detection means, 158 B - Acceleration limiting unit, 158C - Control means, 158I] - Condition determining means, 159 - Output torque adjustable rotation speed control unit, 1.59 A - target rotation speed setting means;
159 B-One revolution speed deviation detection means, 1.59 C-Engine output torque calculation section, ], 59II)-Ha/N conversion section, -1, 1, 4- 159E Feedback control section, 160.-Ignition angle・
Throttle combination type same rotation speed control unit, 160 A - Target rotation speed setting means, 160 B - Rotation speed deviation detection means, 1.
60 C-Engine output torque calculation unit,]]60I]-
A/N converter +-0E-slot 1 valve control unit, 1
．． 60 F-adjustment means, ], 60G/ignition angle adjustment, r
-61-A Brake switch coordination control unit at the time of PS failure,
161-A, -Deceleration request detection means, 161 B-? t
= 9th speed request control unit, 161C... acceleration control device, 1
．． 62-APS failure acceleration control unit, 162A-・Failure detection means, 162B-acceleration control device,]-]62C-
Failure control unit 162D-control means, 163-control mode switching control unit, 163A-failure detection means, 1-6313
Switching control means, 1.63 C-1=-1st throttle 1~
C-2-Second throttle target opening setting means, 1-631. )-control means, 16
4-=1~Lance mission link initialization inhibition control section, 164Δ Initialization inhibition means, 164 B
- Initialization means, i-64, C - Throttle valve control system, 165 Engine linkage initialization inhibition control section, ]65Δ・-Starter operation detection means, 165
B-engine operation detection means, 165C-initialization prohibition means, 165D-throttle valve control system, 165
E-Initializing means, 1.66-Vehicle speed detection compensation control section, ]-66A-Failure detection means, 166 I3-
Supplementary control means, 166 C-Traveling control device, 16 F-slot 1-Air control section in case of valve sensor failure, 167A.
Target opening setting means, 167 B-Throttle valve l isolation means, 1.67 C-=-Failure detection means, 167J)
Failure air control means, 167E-conversion means 1, +-6
8-- Throttle closing forcing mechanism, ]-] 68A- Throttle valve closing forcing means Sl- Differentiating section, S2 calculating section.

Claims (1)

[Claims] In a drive-by-wire vehicle in which engine output can be controlled without depending on the driver's accelerator operation, there is provided a control means for controlling the opening of a throttle valve, an accelerator operating member, and an accelerator operating member that detects the operating state of the accelerator operating member. An acceleration shock avoidance control section is provided in order to avoid a shock when the vehicle accelerates, and the acceleration shock avoidance control section detects the target acceleration based on the output signal of the accelerator operation state detection means. an acceleration request detection means for detecting a request; a condition determining means for determining a limit operating condition of the engine that does not cause an acceleration shock; and an opening operation of the throttle valve for an acceleration portion of the target acceleration request that exceeds the limit operating condition. 1. A drive-by-wire vehicle with an acceleration shock avoidance control section, comprising: an acceleration limiting section that outputs a limiting signal for limiting the acceleration to a required state to the control means.