JPH05139190A - Vehicle operation control device - Google Patents

Abstract

PURPOSE:To safely and certainly stop a vehicle at the time of judging failure of an engine control system by setting a gear position set in engine stop possible state by a transmission control system to other than neutral, when the failure of the engine control system is judged, and turning ON a clutch position by a switching means. CONSTITUTION:An engine control system 6 controls the combusting state of an engine 1, and when a failure signal by a failure judging part 16 is received, it controls the fuel injection quantity to zero through a governor control part 13 and a governor 10 by the output of a target rack position arithmetic part 12. The failure signal is inputted to a target gear position arithmetic part 23 and a clutch control part 21, and also inputted to the target rack position arithmetic part 12 as a signal related to the judgment whether an equipment operated by the drive of the engine 1 has a trouble by stop or not, and when the engine 1 can be stopped, the fuel injection quantity is made zero. When the engine control system 6 is failed, thus, the power of a power steering is provided until a vehicle is stopped without runaway, and the vehicle can be safely and certainly stopped.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle operation control device for automatically controlling an engine, a clutch, and a transmission by using an electronic control system, and more specifically, a failure occurs in an engine fuel control system. In the case, it relates to improvement of clutch control and transmission control.

[0002]

2. Description of the Related Art In a vehicle in which the position of a control rack of a fuel injection pump is adjusted using an electronic governor to control the fuel injection amount of an engine, if the engine fuel control system fails, the control rack will not be injected with fuel. It is desirable to pull the vehicle toward zero to stop the engine and avoid runaway of the vehicle. However, when the engine is stopped, the power steering, the power brake, etc., where the power is secured accompanying the driving of the engine, will be hindered.

For this reason, in the past, Japanese Patent Laid-Open No. 1-1
As disclosed in Japanese Patent No. 15735, when a failure of the engine combustion control system is confirmed, the transmission is put in a gear position other than neutral and the ON state of the clutch is secured to ensure rotation of the axle wheels to the engine. A vehicle operation control device has been considered which transmits the power to drive the engine from the wheel shaft side to obtain power such as power steering.

[0004]

However, even if a command is issued to pull the control rack to stop the engine at the time of failure, if the stick of the control rack or the like causes rack astringency, the engine cannot be stopped.
If you put the gear in this state and connect the clutch, there was a danger that the vehicle would run out of control.

Therefore, it is an object of the present invention to provide a vehicle operation control device capable of safely and reliably stopping the vehicle when the engine control system fails.

[0006]

The gist of the present invention is to provide an engine control system for controlling the combustion state of the engine, a transmission control system for controlling the gear position of the transmission, and a clutch ON / OFF. An engine having a clutch control system for controlling the engine, determining a failure of the engine control system, and outputting a failure signal at the time of failure determination; and an engine for receiving a failure signal from the failure determination means and issuing an instruction to stop the engine. A stop command means, an engine state determination means for determining whether or not the engine can be stopped, and a failure signal from the failure determination means, and a state in which the engine can be stopped by the engine status determination means. If it is determined that there is, the gear position set in the transmission control system is set to a position other than neutral and the clutch state set in the clutch control system is set. Some to and a switching means for turned ON.

The engine state determining means may be determined by, for example, the rack position for adjusting the fuel injection amount or the engine rotation.

[0008]

Therefore, when the engine control system fails, a failure signal is output from the failure determination means, and the engine stop command means receives the signal to instruct the engine stop. On the other hand, in the engine state determination means, it is determined whether or not the engine can be stopped,
When the engine stop command is issued and it is determined that the engine can be stopped, the gear is put in a position other than neutral by the switching means, the clutch is turned on, and the rotation of the wheels is stopped by the engine. Is transmitted to and gives driving force to the engine.

Therefore, since the rotation of the wheels is not transmitted to the engine even when the engine cannot be stopped, the vehicle can be prevented from running out of control.

[0010]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to the drawings.

FIG. 1 shows a schematic diagram of the overall configuration of the vehicle operation control device. An output shaft 2 of an engine 1 is connected to an axle 5 via a clutch 3 and a transmission 4, and combustion of the engine 1 is performed. The state is controlled by the engine control system 6, ON / OFF of the clutch 3 is controlled by the clutch control system 7, and switching of the transmission 4 is controlled by the transmission control system 8. The engine control system 6 adjusts the injection state of the fuel supplied from the fuel injection pump 9 to the engine 1 by the position of a control rack (not shown) driven and controlled by the electronic governor 10. Detected actual rack position (actual rack position signal L
i) and the target rack position (target rack position signal Lt) calculated by the target rack position calculation unit 12
A control signal Grc that is input to No. 3 and causes the actual rack position to match the target rack position is output to the governor 10 via the drive circuit 14.

Further, the engine control system 6 is provided with a pull-down logic 15, and when receiving a failure signal Em output from a failure determination unit 16 which will be described later, a request signal Pd for driving the rack position to a position where fuel injection becomes zero. Is output to the governor control unit 13.

The clutch control system 7 turns on / off the clutch 3.
The actuator 17 includes an actuator 17 that switches OFF, a position detection sensor 18 that detects the actual clutch position, and a clutch position signal calculation unit 19 that outputs the actual clutch signal CLp based on the output from the position detection sensor 18. The control is performed based on a control signal from the clutch control unit 21 sent via the drive circuit 20.

The transmission control system 8 includes an actual gear position signal Gp detected by the position detection sensor 22 and a target gear position calculation unit 2
The target gear position signal Gt calculated in 3 is used as the gear control unit 2
4 and outputs a control signal for matching the actual gear position with the target gear position to the actuator 25 that switches the gear position of the transmission 4 via the drive circuit 26.

Further, a rotary plate 27 that rotates together with the output shaft 2 is inserted into the output shaft 2 of the engine 1, and the rotation state of the rotary plate 27 is detected by a rotation detection sensor 28, and a rotation speed calculation unit 29. Is output as an actual engine speed signal Ne. Although various methods can be considered for detecting the rotation state of the rotating plate 27, for example, the rotation detecting sensor 28 is arranged near the peripheral surface of the rotating plate 27 and is constituted by an electromagnetic pickup.
A method is conceivable in which a cog is formed on the peripheral surface of and the pulse obtained by passing through this cog is detected.

In addition, a vehicle speed detecting sensor 30 for detecting a vehicle speed and outputting a vehicle speed signal Sp, an accelerator position detecting sensor 31 for detecting an accelerator position and outputting an accelerator position signal Ac, and a selector position for detecting a selector position. Signal S
The selector position detector 32 that outputs e, and the engine control system 6 based on the difference between the target rack position and the actual rack position.
Failure determination unit 1 that determines the failure of the device and outputs a failure signal Em
6 and 6.

Here, as the failure determination in the failure determination section 16, if the difference between the target rack position Lt and the actual rack position Li becomes a predetermined value or more and this state continues for a predetermined time or more, it is determined that there is a failure. There are possible methods to consider.

A specific example of the calculation by the target rack position calculation unit 12 will be described with reference to FIG. 2. The target rack position calculation unit 12 calculates the target rack position by the first target rack position calculation unit 35 and the second target rack position calculation unit 35. It has a rack position calculator 36.

The first target rack position calculator 35 calculates an optimum injection amount from pre-mapped data based on the accelerator position signal Ac and the actual engine speed signal Ne, and the optimum injection amount is obtained. It is designed to calculate the target rack position.

In the second target rack position calculation unit 36, an output signal from the target rotation speed calculation unit 37 which calculates the target rotation speed of the engine 1 based on the vehicle speed signal Sp, the actual clutch position signal CLp and the target gear position signal Gt. Based on the difference between Nret and the actual rotation speed signal Ne of the engine 1, a target rack position for matching the actual rotation speed with the target rotation speed is calculated, for example, by PID.

Then, the signal Lt of these target rack positions
Is selected by the switch 38 operated by the gear change signal Gch from the gear control unit 24. If the target rack position signal output from the first target rack position calculation unit 35 is not being changed during gear change, For example, the target rack position signals output from the second target rack position calculation unit 36 are sent to the governor control unit 13 via the respective intermittent switches 39.

The on / off switch 39 is normally in a conductive state, and is cut off when receiving the failure signal Em so that the target rack position signal Lt is not sent to the governor control section 13.

Next, a specific example of the calculation by the target gear position calculation unit 23 will be described with reference to FIG. 3. The target gear position calculation unit 23 calculates the target gear position by the first target gear position calculation unit 40 and the first target gear position calculation unit 40. The two target gear position calculation unit 41 is included.

The first target gear position calculating section 40 calculates a target gear position in a normal state where the engine control system has no failure, and is operated via a changeover switch 42 controlled based on the selector position signal Se. It is designed to selectively capture the contents of any of various range maps. The range map 43 is data formed in advance in order to derive the corresponding optimum gear position from the accelerator position and the vehicle speed,
In this embodiment, four ranges, D range, 4 range, 3 range, and 2 range can be selected.

Further, the first target gear position calculation unit 40 has
The accelerator position signal Ac, the vehicle speed signal Sp, and the actual gear position signal Gp are input, and in the first target gear position calculation unit 40, the accelerator position signal Ac and the vehicle speed signal Sp are calculated based on the range map 43 that is selectively input. The optimum gear position is calculated and compared with the actual gear position to determine the target gear position.

The second target gear position calculation unit 41 receives the output signal from the neutral determination unit 44 which determines whether or not the vehicle is in neutral, and when the signal indicating the neutral state is input, the vehicle speed signal Sp and the failure signal are output. The target gear position at the time of engine failure is calculated from the map 45.

The signal from the neutral determination section 44 is also input to the switch 46, and when the switch 46 is not in the neutral state, the actual gear position signal Gp is selected as the target gear position signal Gt, which is in the neutral state. In this case, the signal of the target gear position calculated by the second target gear position calculation unit 41 is selected as the target gear position signal Gt.

The output signal from the first target gear position calculator 40 and the signal selected by the switch 46 are
Further, the output signal from the first target gear position calculation unit 40 is selected by the switch 47 in the normal state where there is no engine failure, and the signal selected by the switch 46 is finally the gear when the failure signal Em is received. It is adapted to be output to the control unit 24.

Next, a concrete control example by the clutch control section 21 will be described with reference to FIG.
Is ON, which represents the target clutch position in relation to the elapsed time.
Output signal from time map 50 and actual clutch position signal CL
p is compared, and the clutch is turned on so that the actual clutch position signal CLp matches the output signal from the ON-time map 50.
A first comparator 51 that outputs a signal and an OFF time map 52
A second comparator 53 that compares the output signal from the actual clutch position signal CLp with the actual clutch position signal CLp and outputs the clutch OFF signal so that the actual clutch position signal CLp matches the output signal from the OFF time map 52. There is.

The output signals from the first and second comparators 51 and 53 are selected by the switch 54 and output to the drive circuit 20. The signal selection criterion is the engine described below. Conditions etc. are considered.

That is, the clutch control section 21 includes a rack position determination circuit 55 and an engine rotation determination circuit 56,
The rack position determination circuit 55 receives the actual rack position signal Li detected by the position detection sensor 11, determines the size of the rack position based on this, outputs the result, and the rack position is the position. It has a second output for determining that it is unknown due to a failure of the detection sensor 11 and outputting the result. The first output is "when the rack position is small"
H ", and if it is larger, it becomes" L ".
It is input to the circuit 57. The second output is "H" when the rack position is unknown, and "H" when it can be specified.
L ″, the signal of which is input to the first AND circuit 57 via the inverter 58 and the second AN
It is directly input to the D circuit 59.

On the other hand, the engine speed determination circuit 56
Has a third output that receives the actual engine speed signal Ne, determines whether the engine speed is equal to or lower than the idle speed, and outputs the result based on the input signal. The third output is "H" when the engine speed is equal to or lower than the idle speed, and is "L" when the engine speed is higher than the idle speed, and the signal is input to the second AND circuit 59.

In addition, the first and second AND circuits 57 and 5
The failure signal Em is input to 9. Therefore,
The first AND circuit 57 has a failure in the engine control system, and when it is determined that the rack position can be specified and the control rack is at the position where the fuel supply is zero or small (when the rack position is small). Output "H". The second AND circuit 59 outputs "H" when the engine control has a failure and the rack position is unknown but the engine speed is equal to or lower than the idle speed.

The output signals of the first and second AND circuits 57 and 59 are input to the OR circuit 60, and the output of the OR circuit 60 is input to the switch circuit 61. The switch circuit 61 includes a clutch on / off signal CL for turning on / off the clutch output from the gear control unit 24.
On / off is also input, and this switch circuit 61
One of the signal from the OR circuit 60 and the clutch on / off signal CLon / off is selected by this and is output to the switch 54.

A specific switching condition of the switch circuit 61 is based on an output signal from the third AND circuit 62. The failure signal Em is input to the third AND circuit 62 and the gear control section 24 receives the failure signal Em. The output gear change signal Gch is inverted and input, and the switch circuit 61 outputs the clutch on / off signal CLon / CLon / OFF signal CLon / CLon when the engine control system has no failure, or when the engine control system has a gear change even if there is a failure. OR is selected when off is selected and there is a failure in the engine control system and no gear change
Select the signal from circuit 60.

When the clutch ON / OFF signal CLon / off is selected by the switch circuit 61,
If the clutch on / off signal is "H", the switch 54 is switched, the output of the first comparator 51 is output to the drive circuit 20 to turn on the clutch, and if it is "L", the output of the second comparator 53 is output. It is output to the drive circuit 20 and the clutch is turned on.
It is designed to be FF. In addition, the switch circuit 61
When the signal from the OR circuit 60 is selected at, if this signal is "H", the output of the first comparator 51 is output to the drive circuit 20 to turn on the clutch, and at "L". If so, the output of the second comparator 53 is output to the drive circuit 20 to turn off the clutch.

In the above configuration, in the normal state where no failure occurs in the engine combustion control, the target rack position signal Lt output from the first or second target rack position calculation unit in FIG. 2 is sent to the governor control unit 13. The governor 10 is driven and controlled while being input, and the optimum injection amount is supplied to the engine 1 while being compared with the actual rack position.

In the target gear position calculation unit 23, the target gear position is determined by the first target gear position calculation unit, and the transmission 4 is switch-controlled in comparison with the actual gear position. At this time, in the clutch control unit 21,
A signal from the first or second comparator 51, 53 is selected by the clutch on / off signal CLon / off, and the clutch 3 is controlled in comparison with the actual clutch position.

On the other hand, when a failure occurs in the engine combustion control, the failure signal Em indicates the target rack position calculation unit 12, the pull-down logic 15, and the target gear position calculation unit 2.
3 and the clutch control unit 21.

The target rack position calculation unit 12 outputs the failure signal E
When m is received, the switch 39 is turned off to stop the output of the target rack position signal Lt to the governor control unit 13, and at the same time, the pull-down logic 15 drives the control rack to a position where the fuel injection becomes zero. The command signal Pd is output to the governor control unit 13. Therefore, as long as the smooth drive of the control rack is ensured, the fuel supply from the fuel injection pump 9 to the engine 1 is lost and the engine 1 is stopped.

In this state, if the gear is in neutral or the clutch 3 is off, the operation of the power steering, the power brake, etc., which operates with the driving of the engine 1, is hindered.

Therefore, the target gear position calculation unit 23 switches the switch 47 when it receives the failure signal Em, and if the gear position is other than neutral, the gear position at the time of the failure is secured and the gear position is neutral. If,
The gear position calculated by the second target gear position calculation unit 41 is set and power from the axle is transmitted to the clutch side.

At the same time, when the clutch control unit 21 receives the failure signal Em, the first signal is output from the OR circuit 60 after the gear is switched to a position other than neutral.
Alternatively, the signals from the second comparators 51 and 53 are selected.
Normally, the signal from the first comparator 51 is applied to the drive circuit 2
0, and the clutch 3 is turned on to transmit the power from the axle to the engine 1. However, if an abnormality occurs in the drive state of the control rack, for example, if the control rack or the stick of the plunger causes rack astringency. In this case, the fuel supply to the engine 1 cannot be lost, and if the clutch 3 is turned on in this state, the vehicle may run out of control. Therefore, if it is determined that the vehicle will stop even if the clutch 3 is turned on, that is, (i) the control rack or the plunger is sticking but the rack position is smaller than the predetermined position, or (ii) the position sensor If 11 fails and the rack position cannot be determined, the clutch can be connected only when the engine speed is equal to or lower than the idle speed and there is no danger of runaway even if the clutch is turned on.

The gear control and clutch control circuits may be controlled by a microcomputer.

FIG. 5 shows a specific control operation example in that case.
Determines whether the flag for determining the governor error is set, and if it is determined that the governor error flag is not set, the target gear position is calculated based on the predetermined map data (step 72), the actual gear position is compared with the calculated target gear position (step 73), and if different, a change operation is performed to switch the gear position to the target gear position (step 74). Bypass step 74 to keep the gear position unchanged.

On the other hand, when it is determined in step 71 that the governor error flag is set, it is determined whether or not the target gear position is the neutral position (step 75), and the target gear position is If it is determined to be the neutral position, the target gear position other than the neutral position is calculated (step 76), and the gear change operation is performed to match the actual gear position with the target gear position (step 77). When it is determined that the actual gear position is not the neutral position, the actual gear position is compared with the calculated target gear position (step 78), and if they are different, the gear position is switched to the target gear position. An operation is performed (step 77), and if they match, step 77 is bypassed in order to maintain the actual gear position.

After the gear change operation in step 77 is completed, it is judged whether or not the rack position is unknown (step 79). If the rack position can be specified, the rack position is determined based on the signal from the position detection sensor 11. It is determined whether or not it is smaller than the rack position (no load) in the unloaded state (step 80). If the rack position is larger than the no-load in step 80, the clutch is turned off (step 81), and if it is smaller, the clutch is turned on (step 82). On the other hand, if the rack position is unknown,
It is determined whether the engine speed is lower than the idle speed (step 83). If the engine speed is lower than the idle speed, the clutch is turned on (step 82). If the engine speed is higher than the idle speed, the clutch is turned off (step 8).
1).

With the control program of the microcomputer as described above, the same operational effect as the control by the circuit configuration can be obtained.

In this embodiment, the case where the row type fuel injection pump is used is shown, but the case where the VE type fuel injection pump is used can be similarly applied. Also, even for vehicles equipped with a gasoline engine, if you replace the mechanism that stops the engine by stopping the ignition,
The device of the invention can be applied as well.

[0050]

As described above, according to the present invention,
When an engine stop command is issued by detecting a failure in the engine control unit, it is determined whether the engine can be stopped. If the engine can be stopped, put the gear in a position other than neutral. With the clutch ON
Since the state is secured and the rotation of the axle is transmitted to the engine, even after the engine control system fails, it is possible to obtain power such as power steering and power brake until the vehicle stops without running away. Therefore, the vehicle can be stopped safely and surely.

[Brief description of drawings]

FIG. 1 is a functional block diagram showing a schematic configuration of a vehicle operation control device according to the present invention.

FIG. 2 is a functional block diagram showing a specific example of a target rack position calculation unit in FIG.

FIG. 3 is a functional block diagram showing a specific example of a target gear position calculation unit in FIG.

FIG. 4 is a functional block diagram showing a specific control example of a clutch control section in FIG.

FIG. 5 is a flowchart showing an example of control operation by a microcomputer for gear control and clutch control.

[Explanation of symbols]

 1 Engine 3 Clutch 4 Transmission 6 Engine Control System 7 Clutch Control System 8 Transmission Control System 15 Pulldown Logic 16 Failure Judgment Section 21 Clutch Control Section

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification code Internal reference number FI Technical display location F16D 25/14 E 8312-3J F16H 61/16 Z 8207-3J

Claims (1)

[Claims] 1. An engine control system for controlling a combustion state of an engine, a transmission control system for controlling a gear position of a transmission, and a clutch control system for controlling ON / OFF of a clutch. Failure determination means for determining and outputting a failure signal at the time of failure determination, engine stop command means for instructing to stop the engine in response to the failure signal from the failure determination means, and whether or not the engine can be stopped The transmission control system is set when a failure signal is output from the engine status determination means and the failure determination means, and the engine status determination means determines that the engine can be stopped. A gear position other than neutral and a switching means for turning on a clutch state set by the clutch control system. Both operation controller.