JPH08312436A - Control device of vehicle driven by internal combustion engine - Google Patents

Abstract

PURPOSE: To suppress the engine speed, and to improve the durability of an engine, by providing a throttle valve control means controlled according to the operating amount of an accelerator pedal, detecting the pressure of lubricating oil of the engine, and correcting the throttle valve opening following the operation of the accelerator pedal, according to the detected pressure. CONSTITUTION: A hydraulic pressure sensor 11 to detect the pressure of the lubricated oil of an engine 1; an accelerator opening sensor 22 to detect the actuating amount of an accelerator pedal; a brake switch 23; a car speed sensor 24, and the like are provided, and the output signals of them are inputted to an ECU 5. And depending on the output signals, the opening time of a fuel injection valve 6, the ignition timing, a throttle valve opening command valve, and the like are found. When the average value of the detected lubricating oil pressure is reduced lower than the lower limit value set according to the engine speed, the hydraulic pressure correcting coefficient is corrected to the reducing side, as well as an alarm lamp is lighted. As a result, the throttle valve opening is corrected to the reducing side, and the shift position of the automatic transmission and the like is controlled to the reducing side of the engine speed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle driven by an internal combustion engine, and more particularly to a control device for controlling the throttle valve opening of the engine and / or the automatic transmission of the vehicle.

[0002]

2. Description of the Related Art Conventionally, the pressure of lubricating oil in an internal combustion engine is detected and displayed on a meter, and a driver is warned when the pressure falls below a predetermined value. When the lubricating oil pressure drops, the driver reduces the output of the engine or stops the engine and replenishes the lubricating oil to avoid a failure of the engine.

[0003]

However, the meter display or warning may be overlooked by the driver, and in such a case, the durability of the engine may be deteriorated.

The present invention has been made in view of this point, and provides a vehicle control device capable of improving the durability of the engine by taking appropriate measures when the lubricating oil pressure of the internal combustion engine is lowered. With the goal.

[0005]

In order to achieve the above object, the present invention provides a throttle valve for electrically controlling the opening and closing of a throttle valve in a control device for a vehicle driven by an internal combustion engine according to an operation amount of an accelerator pedal. Control means, hydraulic pressure detection means for detecting the pressure of the lubricating oil of the engine, and correction means for correcting the opening degree of the throttle valve according to the operation amount of the accelerator pedal according to the detected pressure of the lubricating oil. The throttle valve control means is configured to open and close the throttle valve according to the output of the correction means.

Further, according to the present invention, in a control device for a vehicle which is driven by an internal combustion engine and has an automatic transmission, a hydraulic pressure detecting means for detecting the pressure of the lubricating oil of the engine, and the above-mentioned hydraulic pressure detecting means according to the detected pressure of the lubricating oil. Gear shift control means is provided for controlling at least one of the gear position and the lock-up on / off of the automatic transmission in the direction in which the rotational speed of the engine decreases.

Further, a traveling state detecting means for detecting the traveling state of the vehicle is provided, and the correcting means delays execution of the throttle valve opening correction for a predetermined time, and the traveling state detecting means causes the vehicle to turn. When the state is detected, it is desirable to set the predetermined time longer than when the turning state is not set.

Further, a traveling state detecting means for detecting a traveling state of the vehicle is provided, and the shift control means delays execution of at least one of a gear position of the automatic transmission and ON / OFF of lockup for a predetermined time. In addition, when the traveling state detecting means detects the turning state of the vehicle, it is desirable to set the predetermined time longer than when the vehicle is not in the turning state.

Further, idle speed control means for controlling the idle speed of the engine to a target speed and target speed correction means for correcting the target speed according to the detected pressure of the lubricating oil are further provided. It is desirable to provide it.

Also, warning means for warning the driver according to the output of the oil pressure detecting means, rotation speed detecting means for detecting the rotation speed of the engine, and delay means for delaying the warning by the warning means for a predetermined time. It is desirable to further provide setting means for setting the predetermined time according to the detected engine speed.

[0011]

According to the vehicle control device of the present invention, the pressure of the lubricating oil of the engine is detected, and the opening degree of the throttle valve is corrected according to the operation amount of the accelerator pedal according to the detected pressure of the lubricating oil. To be done.

According to the vehicle control device of the second aspect, the pressure of the lubricating oil of the engine is detected, and at least one of the gear position of the automatic transmission and ON / OFF of the lockup is detected according to the detected pressure of the lubricating oil. However, the engine speed is controlled to decrease.

According to the vehicle control device of the present invention, the execution of the throttle valve opening correction is delayed for a predetermined time, and when the turning state of the vehicle is detected, the predetermined time is longer than when the turning state is not the turning state. Set long.

According to the vehicle control device of the present invention, the execution of the control of at least one of the gear position of the automatic transmission and the lock-up ON / OFF is delayed for a predetermined time, and when the turning state of the vehicle is detected. Is set longer than when the predetermined time is not in the turning state.

According to the vehicle control device of the sixth aspect, the idle speed of the engine is controlled to the target speed, and the target speed is corrected according to the detected pressure of the lubricating oil.

According to the vehicle control device of the seventh aspect, the driver is warned according to the output of the oil pressure detecting means, and the warning is delayed by a predetermined time set according to the detected engine speed. It

[0017]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is an overall configuration diagram of an internal combustion engine (hereinafter referred to as "engine") mounted on a vehicle according to an embodiment of the present invention and a control device therefor. The engine 1 is provided with a transmission (not shown). It is configured to drive the drive wheels of the vehicle.

A throttle valve 3 is arranged in the intake pipe 2 of the engine 1. The throttle valve 3 is mechanically connected to an electric actuator (hereinafter referred to as “throttle actuator”) 20 including a motor, for example, and is configured to be drivable by the throttle actuator 20. The actuator 20 is electrically connected to an electronic control unit (hereinafter referred to as “ECU”) 5, and the ECU 5 controls the opening degree of the throttle valve 3 via the actuator 20. A throttle valve opening degree (θTH) sensor 4 is connected to the throttle valve 3 and outputs an electric signal corresponding to the opening degree of the throttle valve 3 to output the ECU 5
Supply to.

The fuel injection valve 6 is provided for each cylinder between the engine 1 and the throttle valve 3 and slightly upstream of the intake valve (not shown) of the intake pipe 2, and each injection valve is connected to a fuel pump (not shown). In addition to being electrically connected to the ECU 5, the valve opening time of the fuel injection valve 6 is controlled by a signal from the ECU 5.

On the other hand, a pipe 7 is provided immediately downstream of the throttle valve 3.
The intake pipe absolute pressure (PBA) sensor 8 is provided via the, and the absolute pressure signal converted into an electric signal by the absolute pressure sensor 8 is supplied to the ECU 5. Further, an intake air temperature (TA) sensor 9 is attached downstream thereof,
EC is detected by detecting the intake air temperature TA and outputting the corresponding electric signal.
Supply to U5.

The engine water temperature (TW) sensor 10 mounted on the body of the engine 1 is composed of a thermistor or the like, detects the engine water temperature (cooling water temperature) TW, outputs a corresponding temperature signal and supplies it to the ECU 5.

An engine speed (NE) sensor 12 is provided around a cam shaft or crank shaft (not shown) of the engine 1.
A cylinder discrimination (CYL) sensor 13 is attached. The engine speed sensor 12 sends a TDC signal pulse at a crank angle position that is a predetermined crank angle before the top dead center (TDC) at the start of the intake stroke of each cylinder of the engine 1 (every 180 ° of crank angle in a 4-cylinder engine). Then, the cylinder discrimination sensor 13 outputs a cylinder discrimination signal pulse at a predetermined crank angle position of a specific cylinder, and each of these signal pulses is supplied to the ECU 5.

An ignition plug 19 is provided in each cylinder of the engine 1 and is connected to the ECU 5 via a distributor 18. Further, in this embodiment, the transmission is an automatic transmission (automatic transmission), and its shift position (gear ratio) and ON / OFF of the lockup mechanism.
A speed change actuator 21 for changing off (engagement / non-engagement) is connected to the ECU 5.

The three-way catalyst 15 is arranged in the exhaust pipe 14 of the engine 1 and purifies components such as HC, CO, NOx in the exhaust gas. An oxygen concentration sensor 16 (hereinafter referred to as "O2 sensor 16") as an air-fuel ratio sensor is mounted on the exhaust pipe 14 upstream of the three-way catalyst 15.
The sensor 16 detects the oxygen concentration in the exhaust gas, outputs an electric signal according to the detected value, and supplies the electric signal to the ECU 5.

The ECU 5 further includes a hydraulic pressure sensor 11 for detecting the pressure POIL of the lubricating oil of the engine 1, an accelerator opening sensor 22 for detecting the accelerator pedal depression amount ACC (hereinafter referred to as "accelerator opening") of the vehicle, A brake switch 23 that is turned on when a brake pedal (not shown) is operated, a vehicle speed sensor 24 that detects a vehicle speed V, and a steering sensor 25 that detects a rotation direction (steering direction) of steering of the vehicle are connected. The detection signals of these sensors are supplied to the ECU 5.

The ECU 5 shapes the input signal waveforms from various sensors, corrects the voltage level to a predetermined level, converts an analog signal value into a digital signal value, and the like, a central processing circuit (hereinafter referred to as a central processing unit). "CPU") 5b, storage means 5c for storing various calculation programs executed by the CPU 5b, calculation results, etc., the fuel injection valve 6, the ignition plug 19, and the throttle actuator 20.
And an output circuit 5d for supplying a drive signal to the speed change actuator 21.

The CPU 5b, based on the above-mentioned various engine parameter signals, opens the fuel injection valve 6 (fuel injection time) TOUT, ignition timing, throttle valve opening command value θ.
The THCMD, the shift position, and ON / OFF of the lockup mechanism are determined, and a drive signal according to the calculation result is output. Each processing described below is executed by the CPU 5b.

FIG. 2 is a flow chart showing the overall structure of the process executed in the background in which the high priority process is not executed.

In this background processing, processing for calculating the steering angle θSTR of the steering wheel (step S1), processing for determining whether the vehicle is turning based on the calculated steering angle (step S2), the vehicle The process for determining the acceleration or deceleration state (step S3) and the initialization process when the engine 1 is stalled (step S4) are performed. Hereinafter, these processes will be described in detail with reference to FIGS.

FIGS. 3 and 4 are flowcharts of the steering angle θSTR calculation process. In step S11 of FIG. 3, whether or not the battery is canceled, that is, the battery (not shown) for supplying electric power to the ECU 5 or the like is removed. Or the output voltage of the battery drops below a certain level and backup RA
It is determined whether or not the memory contents of M are lost, and immediately if the battery is not canceled, and when the battery is canceled, the smoothed steering angle θSTRI and the steering angle θS.
Each TR is the median value θSTRICT (for example, 80
00H) and θSTRCNT (for example, 80H) (step S12), and the process proceeds to step S13.

In step S13, it is determined based on the output of the steering sensor 25 whether or not the vehicle is rotating to the right. If it is not rotating to the right, the process immediately proceeds to step S18 in FIG. When the steering wheel is rotating to the right, a predetermined minute value D is added to the previous value θSTR (n-1) of the steering angle.
STR (for example, 01H) is added, and the current value of steering angle θS
TR (n) is calculated, and the right rotation flag FSTRR that indicates that the right rotation is being performed is set to "1" (step S14). In a succeeding step S15, a left rotation flag FSTRL indicating “1” indicating that the left rotation is being performed.
Was determined to be "1" last time, and FSTRL = 0
If so, the process immediately proceeds to step S17.

When FSTRL = 1 at the previous time in step S15, that is, when the rotation direction of the steering wheel is reversed this time, the smoothed steering angle θS is calculated by the following equations (1) and (2).
TRI (n) and the temporary right rotation angle ΔθSTRXR are calculated,
Further, the steering angle θSTR is calculated as the sum of the smoothed steering angle θSTR (n) and the provisional right rotation angle ΔθSTRXR by the equation (3).
(N) is calculated (step S16).

ΘSTR (n) = θSTR (n) × KθSTRAV / A + (A−2 × KθSTRAV) × θSTR (n−1) / A + θSTRCNT × KθSTRAV / A (1) ΔθSTRXR = θSTR (n) −θSTRCNT (2) θSTR (n) = θSTR (n) + ΔθSTRXR (3) Here, A is a predetermined value set to 100H, for example, Kθ
STRAV is a smoothing coefficient that is set so that the KθSTRAV value increases as the vehicle speed V increases, as shown in FIG. In the figure, a predetermined value KθSTRAV
1, KθSTRAV2 are, for example, 10H and 50, respectively.
H. The KθSTRAV value is set in this way because the steering angle is likely to be in the vicinity of the median value θSTRCNT when the rotation direction of the steering wheel is reversed at high vehicle speed.

In this embodiment, the steering angle θST is set during the clockwise rotation.
R becomes larger than the central value θSTRCNT, and becomes smaller on the contrary during left rotation.

In the following step S17, the counterclockwise rotation flag F
STRL is set to "0" and the down count timer TPULS is set to a predetermined time tPULS. Here, the predetermined time tPULS is set such that the tPULS value decreases as the vehicle speed V increases, as shown in FIG. 5B.

Next, in step S18 of FIG. 4, it is determined based on the output of the steering sensor 25 whether or not the vehicle is rotating to the left. If it is not rotating to the left, the processing immediately proceeds to step S23. When the vehicle is rotating to the left, the predetermined small value DSTR is subtracted from the previous value of the steering angle θSTR (n-1) to obtain the current value of the steering angle θSTR.
(N) is calculated and the counterclockwise rotation flag FSTRL is set to "1" (step S19). Continuing step S
At 20, it is determined whether or not the right rotation flag FSTRR was "1" last time, and when FSTRR = 0, the process immediately proceeds to step S22.

If FSTRR = 1 at the previous time in step S20, that is, if the rotation direction of the steering wheel is reversed this time, the smoothed steering angle θSTRI is calculated by the above equation (1).
(N) is calculated, and the temporary left rotation angle ΔθS is calculated by the following equation (4).
TRXL is calculated, and the steering angle θSTR (n) is calculated as the sum of the smoothed steering angle θSTRI (n) and the temporary left rotation angle ΔθSTRLR by the following equation (5) (step S2).
1).

ΔθSTRXR = θSTRCNT−θSTR (n) (4) θSTR (n) = θSTR (n) + ΔθSTRXL (5) In the subsequent step S22, the right rotation flag FSTRR is set to “0” and the down count timer TPU is set.
The predetermined time tPULS is set in LS.

In step S23, it is determined whether or not the vehicle speed V is 0. When V> 0, immediately, and when V = 0, the maximum time FFH is set in the timer TPULS,
Start (step S24) and proceed to step S25. In step S25, it is determined whether or not the value of the timer TPULS is 0, and if TPULS> 0, this processing is immediately terminated. Then, when TPULS = 0, the steering angle θSTR (n) is smoothed by the following equation (6) (step S26), and this processing ends.

ΘSTR (n) = θSTRCNT × KθSTR / A + (A−KθSTR) × θSTR (n−1) / A (6) Here, KθSTR is not set to a value between 1 and A. It is a coefficient.

If the direction of rotation of the steering wheel is not reversed for a long time while the vehicle is running in steps S25 and S26, there is a high possibility that the vehicle is running straight, and the .theta.STR value approaches the median .theta.STRCNT. Is executed.

FIG. 6 is a flow chart of a process for determining whether or not the vehicle is turning. First, in step S31, the table shown in FIG. 7 is searched according to the vehicle speed V, and the right reference value θSTRR and the left reference value are set. The reference value θSTRL is determined. Next, the steering angle θSTR calculated in the processing of FIGS.
Is greater than the right reference value θSTRR (step S32), and if θSTR ≦ θSTRR, it is further determined whether it is smaller than the left reference value θSTRL (step S33). As a result, θSTR> θS
When TRR or θSTR <θSTRL, it is determined that the vehicle is turning and the turning flag FSIDEG is set to "1" to indicate that the vehicle is turning (step S3).
5) When θSTRL ≦ θSTR ≦ θSTRR, it is determined that the vehicle is not turning and the turning flag FSIDEG =
This is set to 0 (step S34), and this processing ends.

FIG. 8 is a flow chart of a process for determining acceleration / deceleration of the vehicle. First, in step S41,
It is determined whether or not every 0.5 seconds, and if 0.5 seconds has not elapsed since the step S42 and the following steps were executed last time, this processing is immediately terminated.

When 0.5 seconds has elapsed, the change amount (acceleration) ΔV05 is calculated by the following equation (7) (step S42).

ΔV05 = V−V05 + ΔVCNT (7) Here, V05 is the vehicle speed 0.5 seconds before, and ΔVCNT
Is the median of the changes. By adding the median value ΔVCNT, in this embodiment, ΔV05> ΔVCN during acceleration.
T, and ΔV05 <ΔVCNT during deceleration.

Next, the current vehicle speed V is changed to the vehicle speed V 0.5 seconds before.
05 (step S42) and the change amount ΔV05
Is determined to be greater than the predetermined upper limit value ΔVACDCH (step S43). And ΔV05 ≦ ΔVACDC
When it is H, the ΔV05 value is further lower than the predetermined lower limit value ΔVA.
It is determined whether or not it is larger than CDCL, and ΔV05> ΔVA
Acceleration state when CDCH, and ΔV05 ≦ ΔVA
If it is CDCL, it is determined to be in the deceleration state, and the acceleration / deceleration flag FVACDC indicating "1" to indicate the acceleration / deceleration state is set to "1" (step S46) and step S47.
Proceed to. On the other hand, ΔVACDDL <ΔV05 ≦ ΔVACD
If it is CH, set the acceleration / deceleration flag FVACDC to "0".
(Step S45), and the process proceeds to step S47.

In step S47, it is determined whether or not the vehicle speed V is 0. When V> 0, it is determined whether or not the brake switch is turned on (step S49). Then, when V = 0 or when the brake switch is on, this process is immediately terminated, and when V> 0 and the brake switch is off, the average vehicle speed VAVE and the average vehicle speed VAVE are calculated by the following equations (8) and (9). The average acceleration ΔVAV is calculated (step S49), and this processing ends.

VAVE (n) = V × KVAV / A + (A−KVAV) × VAVE (n−1) / A (8) ΔVAV (n) = ΔV05 × KΔVAV / A + (A−KΔVAV) × ΔVAV (N-1) / A ... (9) Here, KVAV and KΔVAV are both 1 to A.
The smoothing coefficient is set to a value between.

FIG. 9 is a flow chart of the initialization processing when the engine stall is detected. When the engine stall is not detected, this processing is immediately ended, and when the engine stall is detected, the average value POILAV (n) of the lubricating oil pressure is detected. Is set to the current lubricating oil pressure POIL, and the oil pressure correction coefficient KOILPR (n) used in the processing described later is set to a predetermined value KOIL.
Set to PRM (eg 0.7) (step S5
2) Then, this process ends.

FIG. 10 is a flow chart showing the overall structure of the TDC processing executed in synchronization with each generation of the TDC signal pulse, and processing for judging whether or not the vehicle is climbing or descending (step). S61), a process of calculating the average value POILAV of the lubricating oil pressure (step S62), and a process of determining a decrease in the lubricating oil pressure POIL (step S6).
Perform 3). Hereinafter, these processes will be described in detail with reference to FIGS.

FIG. 11 is a flow chart of the uphill / downhill determining process in step S61 of FIG.
Then, the fuel injection amount (fuel injection time) is calculated by the following equation (10).
The average value TIAV (n) of TOUT is calculated.

TIAV (n) = TOUT × KTIAV / A + (A−KTIAV) × TIAV (n−1) / A (10) Here, KTIAV is set to a value between 1 and A. It is a coefficient.

In the following step S72, according to the average vehicle speed VAVE calculated in step S49 of FIG.
The ΔV table shown in (a) is searched to calculate the maximum acceleration ΔVH and the minimum acceleration (maximum deceleration) ΔVL on a flat road. The maximum acceleration ΔVH corresponds to the acceleration when the throttle valve is fully opened on a flat road, and the minimum acceleration ΔVL is
It corresponds to the acceleration when the throttle valve is fully closed on a flat road. The ΔV table is set in consideration that the higher the average vehicle speed VAVE, the smaller the acceleration and the larger the deceleration.

Next, as shown in FIG. 12 (b), interpolation calculation is performed between the maximum acceleration ΔVH and the minimum acceleration ΔVL according to the average value TIAV of the fuel injection amount,
A reference value ΔVBASE of acceleration on a flat road is calculated (step S73). And this reference value ΔVBASE
And the average acceleration ΔVA calculated in step S49 of FIG.
By applying V to the following equation (11), the road surface gradient estimated value θSLO
PE is calculated (step S74).

ΘSLOPE = ΔVAV (n) × ΔVCNT / ΔVBASE (11) In the subsequent step S75, the road surface gradient estimated value θSLOPE
Is smaller than a predetermined lower limit value θSLPL, and θ
When SLOPE ≧ θSLPL, the upper limit value θ
It is determined whether it is larger than SLPH (step S7).
6). As a result, when θSLOPE <θSLPL, it is determined that the vehicle is climbing uphill, and when θSLOPE> θSLPH, it is determined that the vehicle is traveling downhill, and the uphill / downhill determination flag FSLOPE indicating “1” indicates that the vehicle is climbing up / downhill. Is set to "1" (step S78), and this processing ends.

Further, θSLPL ≦ θSLOPE ≦ θSL
When it is PH, it is determined that the vehicle is not climbing or descending and the flag F
SLOPE is set to "0" (step S77), and this processing ends.

FIG. 13 is a flowchart of a process for calculating an average value of the lubricating oil pressure POIL (hereinafter referred to as "average oil pressure") POILAV. First, in step S81, the engine speed NE is set to a predetermined engine speed NECR (for example, 450r).
pm), and if NE ≦ NECR, the smoothing coefficient K used in the calculation of step S84.
OILAV is set to a first predetermined value KOILAV1 (for example, 80
H) while setting (step S82), NE> NEC
When it is R, the smoothing coefficient KOILAV is set to the second predetermined value KOILAV2 (for example, 20H) (step S83), and the process proceeds to step S84.

In step S84, the average hydraulic pressure POILAV is calculated by the following equation (12), the pulsation of the hydraulic pressure is averaged, and this processing ends.

POILAV (n) = POIL × KOILAV / A + (A-KOILAV) × POILAV (n-1) / A (12) FIG. 14 is a flowchart of a process for determining a decrease in the hydraulic pressure POIL. In step S91, the POILL table shown in FIG. 15A is searched according to the engine speed NE to calculate the lower limit oil pressure POILL. POIL
The L table shows PO as the engine speed NE increases.
The ILL value is set to increase, as shown in FIG.
In (a), NE1 is, for example, 1000 rpm, NE
2 is 6000 rpm, and POILL1 is 0.
5 kg / cm ² , POILL2 is, for example, 3.5 kg / c
m ²

In the following step S92, the average oil pressure POI
It is determined whether LAV is higher than the lower limit hydraulic pressure POILL,
When POILAV> POILL, the tOILNG table shown in FIG. 15B is searched according to the engine speed NE, and the first predetermined time tOILNGH and the second predetermined time tOILNGL are calculated. The tOILNG table shows that tOILN increases as the engine speed NE increases.
The GH value and the tOILNGL value are set to decrease, and there is a relationship of tOILNGH> tOILNGL. Note that tOILNGH1 and tOILNGH2 in FIG. 15B are, for example, 2 seconds and 4 seconds, respectively.

In the following step S94, step S93
The first and second predetermined times tOILNGH, t calculated in
OILNGL is set to the first and second down-count timers TOILNGH and TOILNGL, and these timers are started.

Then, in step S102, the oil pressure decrease flag FOILPR, which indicates "1" that the lubricating oil pressure POIL has decreased to the warning level, is set to "0" and the warning light is turned off. Then, the previous value KO of the oil pressure correction coefficient
By adding a predetermined value DKOILPR (for example, 0.02) to ILPR (n-1), the current value KOILPR (n) (= KOILPR (n-1) + D of the hydraulic pressure correction coefficient is obtained.
KOILPR) is calculated (step S103), an upper limit check of the KOILPR (n) value calculated in this way is performed (step S104), and this processing ends.

In step S104, specifically, the KOI
When the LPR value is larger than the upper limit value KOILPRH (for example, 1.0), KOILPR = KOILPRH.

In step S92, POILAV≤P
If it is OILL, the routine proceeds to step S95, where it is determined whether or not the turning flag FSIDEG is "1", and FSID is determined.
When EG = 0, the acceleration / deceleration flag FVACDC
Is determined to be "1" (step S96), and F
When VACDC = 0, the uphill / downhill flag FSL
It is determined whether OPE is "1" (step S97).

As a result, steps S95, S96, S9
When any of the answers in 7 is affirmative (YES), that is, when the vehicle is turning, accelerating or decelerating, or traveling uphill or downhill, the third downcount timer TOILNGDY is set to the third predetermined time tOILNGDY ( For example, 3 seconds) is set and started (step S98), and it is determined whether or not the value of the first timer TOILNGH is 0 (step S101).

When the average hydraulic pressure POILAV decreases and the answer in step S92 changes from affirmative (YES) to negative (NO), TOILNGH> 0. Therefore, the routine proceeds to step S102, where the first predetermined time tOILNGH is When TOILNGH = 0 after the lapse of time, the oil pressure decrease flag F
The OILPR is set to "1" and the warning light is turned on (step S105). Next, the predetermined value DKOILPR is subtracted from the previous value KOILPR (n-1) of the hydraulic pressure correction coefficient to obtain the current value KOIOPR (n) (=
KOILPR (n-1) -DKOILPR) is calculated (step S106), a lower limit limit check of the KOILPR (n) value is performed (step S107), and this processing ends.

In step S107, specifically, the KOI
When the LPR value is smaller than the lower limit value KOILPRL (for example, 0.5), KOILPR = KOILPRL.

When the answers to the above steps S95, S96 and S97 are all negative (NO), the third timer TOI
It is determined whether or not the value of LNGDY is 0 (step S9
9), if TOILNGDY> 0, that is, before the third predetermined time tOILNGDY elapses after returning from turning or acceleration / deceleration operation or uphill / downhill running of the vehicle, the step S1 is performed.
After proceeding to 01, it is determined whether or not the value of the second timer TOILNGL is 0 after the lapse (step S100). And
After TOILNGL> 0, the average hydraulic pressure POILAV decreases and becomes equal to or lower than the lower limit hydraulic pressure POILL, and before the second predetermined time tOILNGL elapses, the step S102 is performed.
And when TOILNGL = 0, the above step S
Proceed to 105.

As described above, according to the processing of FIG. 14, when the average hydraulic pressure POILAV becomes equal to or lower than the lower limit hydraulic pressure POILL and the state continues for a predetermined time tOILNGH or tOILNGL or more, the warning light is turned on and the hydraulic pressure correction coefficient KOIL.
Correction to decrease PR (steps S105 and S10)
6) is performed, and when the vehicle is turning or accelerating / decelerating, when the first predetermined time tOILNGH longer than the second predetermined time tOILNGL is continued, step S105,
Since S106 is executed, it is possible to eliminate the influence of fluctuations in the lubricating oil surface due to turning and acceleration / deceleration, make an accurate hydraulic pressure drop determination, and take appropriate measures for the hydraulic pressure drop described below.

FIG. 16 is a flow chart of the processing for controlling the throttle valve. First, in step S111,
It is determined whether or not the accelerator opening ACC is a small opening smaller than a predetermined small opening, and if it is not a small opening, the normal control of FIG. 17 to be described later is executed to execute the throttle valve opening command value θTHC.
While the MD is calculated (step S112), when the opening is low, the low opening control shown in FIG. 19 to be described later is executed to calculate the throttle valve opening command value θTHCMD (step S113). Then, step S112 or S113
The throttle valve is driven according to the throttle valve opening command value θTHCMD calculated in (step S114).

FIG. 17 is a flowchart of the normal control when the accelerator opening ACC is not low.

First, in step S121, the basic value θTHBASE of the throttle valve opening command value θTHCMD is calculated according to the accelerator opening ACC and the engine speed NE. Specifically, first, according to the accelerator opening degree ACC, as shown in FIG.
The θTHBASE table shown in 8 is searched, and the upper limit value θ
Calculate THBASEH and lower limit value θTHBASEL,
Next, the higher the NE value according to the engine speed NE, the more θ
The basic value θTHBASE is calculated by performing an interpolation calculation so that the THBASE value becomes large. However, when the engine speed NE is, for example, 6000 rpm or more, θ
THBASE = θTHBASEH, for example, 1000
At rpm or less, θTHBASE = θTHBASEL.

In the following step S122, the hydraulic pressure correction coefficient KOILPR (n) calculated in the process of FIG. 14 is applied to the following equation (13) to obtain the target throttle valve opening θTHOB.
J is calculated, and then the target throttle valve opening θTHOBJ
Deviation from the detected throttle valve opening θTH ΔθTHO
BJ (= θTHOBJ−θTH) is calculated (step S123).

ΘTHOBJ = θTHBASE × KOILPR (n) (13) In a succeeding step S124, it is determined whether or not the deviation ΔθTHOBJ is larger than a predetermined deviation DTH0 (for example, 10 degrees), and when ΔθTHOBJ ≦ DTH0, a step S127. The proportional gain KθTHP, the integral gain KθTHI, and the differential gain KθTHD used in the above calculation are respectively set to first predetermined values KθTHP1, KθTHI1, and KθTH.
Set to D1 (step S125), step S12
Proceed to 7.

On the other hand, in step S124, ΔθTHOBJ
When> DTH0, each gain KθTHP, KθT
HI and KθTHD are respectively set to a second predetermined value KθTHP.
2, KθTHI2, KθTHD2 are set (step S126), and the process proceeds to step S127. Here, each predetermined value is KθTHP1 <KθTHP2, KθTHI1 <K
There is a relationship of θTHI2, KθTHD1 <KθTHD2.

In step S127, the throttle valve opening command value θTHCMD is determined so that the throttle valve opening θTH becomes the target throttle valve opening θTHOBJ. That is, the change amount ΔθTHD (= θTH (n−1) −θTH) of the throttle valve opening θTH detected first.
(N)) is calculated, and the calculated value and the deviation ΔθTHO
Applying BJ to the following equations (14) to (17), the proportional term F
BP (n), integral term FBI (n) and derivative term FBD
(N) is calculated, and the feedback correction term θTHFB is calculated as the sum of these.

FBP (n) = ΔθTHOBJ × KθTHP (14) FBI (n) = ΔθTHOBJ × KθTHI + FBI (n−1) (15) FBD (n) = ΔθTHD × KθTHD (16) θTHFB = FBP (n) + FBI (n) + FBD (n) (17) Then, the target throttle valve opening θT is calculated by the following equation (18).
HOBJ is corrected to correct throttle valve opening command value θTHCM
D is calculated, and this processing ends.

ΘTHCMD = θTHOBJ + θTHFB (18) According to the processing of FIG. 17, the basic value θTHBASE is corrected by the hydraulic pressure correction coefficient KOILPR in step S122, so when it is determined that the hydraulic pressure is low (FIG. 1).
4, Steps S105, S106), the throttle valve opening command value θTHCMD is corrected in the decreasing direction, the engine output is suppressed, and the durability of the engine can be improved.

FIG. 19 is a flow chart of the throttle valve opening command value θTHCMD calculation processing when the accelerator opening is low. First, at step S131, the θTHBASE table shown in FIG. 20 (a) according to the engine water temperature TW. Is searched, and the basic value of the throttle valve opening command value θTHB
Calculate ASE. The θTHBASE table is set so that the θTHBASE value decreases as the engine water temperature TW increases, and the θTHBASE table in FIG. 20A is set.
1, θTHBASE2 are, for example, 2.5 degrees and 8 degrees, respectively.
Degree.

Next, at step S132, the engine water temperature TW
20B, the NEOBJ table shown in FIG. 20B is searched to calculate the target engine speed NEOBJ. NEO
The BJ table shows NE as the engine water temperature TW rises.
The OBJ value is set to decrease.

In a succeeding step S133, it is determined whether or not the oil pressure reduction flag FOILPR is "1", and FOILPR is determined.
= 0 and it is not determined that the oil pressure is low, and when FOILPRE = 1 and it is determined that the oil pressure is low, the target engine speed NEOBJ calculated in step S132 is set to a predetermined value DNOILPR (for example, 200 rpm). ) Is added and corrected in the increasing direction (step S134), and the process proceeds to step S135. As a result, when it is determined that the oil pressure is low, the engine speed NE can be increased and the increase in oil pressure can be promoted when there is no load.

In the following step S135, a process for determining the throttle valve opening command value θTHCMD is performed so that the engine speed NE becomes the target speed NEOBJ. That is, first, a deviation ΔNE (= NEOBJ-NE) between the target engine speed NEOBJ and the detected engine speed NE and a change amount ΔDNE (= NE (n
-1) -NE (n)) is calculated, and these calculated values are applied to the following equations (19) to (22) to calculate the proportional term FBPL.
(N), integral term FBIL (n) and derivative term FBDL
(N) is calculated, and the feedback correction term NFB is calculated as the sum of these.

FBPL (n) = ΔNE × KNEP (19) FBIL (n) = ΔNE × KNEI + FBI (n−1) (20) FBDL (n) = ΔDNE × KNED (21) NFB = FBPL (n) + FBIL (n) + FBDL (n) (22) Then, the basic value θTHBASE is corrected by the following equation (23) to calculate the throttle valve opening command value θTHCMD.

ΘTHCMD = θTHBASE + NFB (23) In a succeeding step S136, it is determined whether or not the vehicle speed V is a low vehicle speed (is lower than a relatively small predetermined vehicle speed), and when the vehicle speed is low, this process is immediately terminated. When the vehicle speed is not low, the engine speed NE is the predetermined speed NDEC (for example, 120
It is determined whether the speed is higher than 0 rpm (step S13).
7) If NE ≦ NDEC, this process is immediately terminated.

If NE> NDEC in step S137, the θTHL table shown in FIG. 20 (c) is searched according to the engine speed NE to calculate the predetermined lower limit opening θTHL (step S138). Then, step S1
It is determined whether or not the throttle valve opening command value θTHCMD calculated in step 35 is larger than a predetermined lower limit opening θTHL (step S139). If θTHCMD> θTHL, immediately if θTHCMD> θTHL, then θTHCMD = θTHL.
THCMD = θTHL is set (step S140), and this processing ends.

21 to 23 are flowcharts of automatic transmission control, that is, shift position (gear ratio) selection and lock-up mechanism on / off control processing.

In step S151 of FIG. 21, the process shown in FIG. 2 is executed according to the hydraulic pressure correction coefficient KOILPR calculated in the process of FIG.
4 (a) is searched to calculate the vehicle speed correction coefficient KATV. KATV table is KOIL
It is set such that the KATV value increases as the PR value decreases.

In the following step S152, the following equation (2
According to 4), the detected vehicle speed V is multiplied by the vehicle speed correction coefficient KATV to calculate the first corrected vehicle speed VCR1.

VCR1 = V × KATV (24) As a result, the first corrected vehicle speed VCR1 becomes equal to the hydraulic pressure correction coefficient K.
The smaller the OILPR, the higher the value.

Then, the detected throttle valve opening θTH
Also, according to the first corrected vehicle speed VCR1, the shift position / lockup map shown in FIG. 24 (b) is searched to determine the shift position of the automatic transmission and ON / OFF of the lockup mechanism (step S153).

For the shift position, the coordinates on the map determined by the θTH value and the VCR1 value are indicated by the solid line A in FIG. 24 (b).
1st speed is on the left side of the line, 2nd speed is between the solid lines A and B, and 3rd speed is between the solid lines B and C.
When on the right side of the solid line C, the fourth speed is set. Further, the lockup mechanism is turned off when it is on the left side of the broken line D and is turned on when it is on the right side.

The shift position / lockup map may be set according to the accelerator opening degree ACC and the corrected vehicle speed VCR1 instead of the throttle valve opening degree θTH and the corrected vehicle speed VCR1.

As described above, by using the first corrected vehicle speed VCR1 to determine the shift position and the lock-up mechanism on / off, when it is determined that the hydraulic pressure is low, the actual vehicle speed VCR is reduced.
The higher speed gear is selected, and the engine speed NE
Is set to a low value, so that the durability of the engine can be improved.

Returning to FIG. 21, in step S154, it is determined whether or not the result determined in step S153 is lock-up off. If not, the temporary lock-up on is provisionally determined and the process proceeds to step S161 in FIG. move on. When the lockup is off in step S154, it is determined whether or not the current state is lockup on (step S15).
5) If the current state is lock-up off, the process immediately proceeds to step S159, the lock-up off is confirmed, and the process proceeds to step S161 (FIG. 22).

In step S155, when the current lockup is on, the second corrected vehicle speed VCR2 is calculated by the following equation (25).
Is calculated (step S156).

VCR2 = VCR1 × KV + DV (25) Here, KV is a predetermined coefficient set to 1.1, for example, D
V is a predetermined vehicle speed set to, for example, 4 km / h. From the equation (24), the second corrected vehicle speed VCR2 is corrected to a value higher than the first corrected vehicle speed VCR1.

Next, the detected throttle valve opening θTH
Also, depending on the second corrected vehicle speed VCR2, the lockup on / off is determined in the same manner as in step S153. Thus, when the current lockup is on, the second corrected vehicle speed V
By re-determining the lock-up on / off using CR2, it becomes more difficult to shift to the lock-up off as compared to the case where the actual vehicle speed V is used, and the engine speed NE is controlled to be low and plays a role of hysteresis. .

In the following step S158, step S1
It is determined whether or not the result determined in 57 is lock-up off, and when it is off, lock-up off is confirmed (step S159), and when it is on, provisional lock-up on is provisionally determined (step S160). Step S16
Go to 1.

In step S161, the previous shift position (see step S182 in FIG. 23) and step S1
It is determined whether or not the shift position (current shift position) determined in 53 is equal. If they are equal, the previous shift position is held and the process proceeds to step S171 in FIG.

On the other hand, when the current shift position is different from the last shift position, it is determined whether or not it is in the downshift direction (step S1).
62), if it is in the upshift direction, it is provisionally determined to be a temporary upshift (step S168), the downcount timer TSHF is set to a predetermined time tSHF (for example, 1 second) and started (step S169), and the step of FIG. Proceed to S171.

If the downshift direction is selected in step S162, the second corrected vehicle speed VC is set as in step S156.
R2 is calculated (step S163), and the shift position is determined according to the detected throttle valve opening θTH and the second corrected vehicle speed VCR2 in the same manner as in step S153 (step S164). In this way, step S153
When the shift position determined in step 1 is in the downshift direction, the second corrected vehicle speed VCR2 is used to redetermine the shift position, making it more difficult to downshift as compared to the case where the actual vehicle speed V is used. NE is controlled to be low and plays a role of hysteresis.

In the following step S165, the step S1 is executed.
It is determined whether or not the shift position determined in 64 is the same as the previous shift position. If they are equal, the process proceeds to step S167. If they are different, the shift down is provisionally determined to be temporary downshift (step S166), and the process proceeds to step S169. move on.

In step S171 of FIG. 23, the current shift position output is recognized, and then it is determined whether or not the lockup off is confirmed (step S172). As a result, when the lockup off is confirmed, the solenoid is controlled to be turned off so that the lockup is off (step S17).
6) and proceeds to step S177.

If the lock-up off is not confirmed in step S172, that is, if the provisional lock-up is on, the throttle valve opening θTH is equal to the predetermined opening θTHM (for example, fully open 5).
(Opening corresponding to 0%) is determined (step S173), and if θTH ≤ θTHM, lockup is confirmed to proceed immediately to step S175, and the solenoid is turned on so as to turn on the lockup. And proceeds to step S177.

If θTH> θTHM in step S173, it is determined whether or not the value of the timer TSHF started in step S169 of FIG. 22 is 0 (step S173).
174), if TSHF> 0 and before the elapse of the predetermined time tSHF, the lock-up is continued or the lock-up is forcibly t in order to reduce the shift shock.
The SHF time is turned off (step S176). And T
When SHF = 0, the routine proceeds to step S175, where the lockup is turned on.

In step S177, it is determined whether or not the value of the timer TSHF is smaller than a predetermined time TSD (for example, 0.7 seconds), and if TSHF ≧ TSD, this process is immediately terminated. After that, if TSHF <TSD, the process proceeds to step S178, and it is determined whether or not the provisional shift-down is provisionally determined. If the provisional shift-down is not performed, the shift-down is performed immediately. Step S179), Step S180
Proceed to.

In step S180, it is determined whether or not the provisional shift-up provisional decision has been made. If the provisional shift-up is not determined, immediately, and if the provisional shift-up is determined, the shift-up is performed from the current state (step S181).
In step S182, the finally determined current shift position is stored as the previous shift position, and this processing ends.

Further, as a measure for judging that the lubricating oil pressure has decreased, any one or a combination of two of the correction of the throttle valve opening θTH, the correction of the shift position and the correction of the lock-up on / off control is used. It may be performed.

[0110]

As described above in detail, according to the vehicle control device of the first aspect, the pressure of the lubricating oil of the engine is detected, and the amount of operation of the accelerator pedal is detected according to the detected pressure of the lubricating oil. Since the opening of the throttle valve is corrected, when the lubricating oil pressure of the engine is lowered, the throttle valve opening can be controlled to decrease to suppress the output of the engine and improve the durability of the engine.

According to the vehicle control device of the second aspect, the pressure of the lubricating oil of the engine is detected, and at least one of the gear position of the automatic transmission and the lockup ON / OFF is detected according to the detected pressure of the lubricating oil. However, since the engine speed is controlled to decrease, the engine output can be suppressed when the lubricating oil pressure of the engine is decreased, and the durability of the engine can be improved.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of a control device for a vehicle driven by an internal combustion engine according to an embodiment of the present invention.

FIG. 2 is a diagram showing an overall configuration of background processing.

FIG. 3 is a flowchart of steering angle calculation processing for steering.

FIG. 4 is a flowchart of a steering angle calculation process for steering.

FIG. 5 is a diagram showing a table used in the processes of FIGS.

FIG. 6 is a flowchart of a process for determining whether the vehicle is turning.

7 is a diagram showing a table used in the processing of FIG.

FIG. 8 is a flowchart of a process of determining whether to accelerate or decelerate the vehicle.

FIG. 9 is a flowchart of initialization processing at engine stall.

FIG. 10 is a flowchart showing the overall configuration of TDC processing.

FIG. 11 is a flowchart of a process of determining whether the vehicle is traveling uphill or downhill.

12 is a diagram showing a table used in the processing of FIG.

FIG. 13 is a flowchart of a process of calculating an average value of lubricating oil pressure.

FIG. 14 is a flowchart of a process for determining a decrease in lubricating oil pressure.

15 is a diagram showing a table used in the processing of FIG.

FIG. 16 is a flowchart of a process of performing opening / closing drive control of a throttle valve.

FIG. 17 is a flowchart of a process of performing opening / closing drive control of a throttle valve.

18 is a diagram showing a table used in the processing of FIG.

FIG. 19 is a flowchart of a process for performing opening / closing drive control of a throttle valve.

20 is a diagram showing a table used in the processing of FIG.

FIG. 21 is a flowchart of a control process for an automatic transmission.

FIG. 22 is a flowchart of a control process for an automatic transmission.

FIG. 23 is a flowchart of a control process for an automatic transmission.

FIG. 24 is a diagram showing a table and a map used in the processes of FIGS. 21 and 22.

[Explanation of symbols]

 1 Internal Combustion Engine 3 Throttle Valve 4 Throttle Valve Opening Sensor 5 Electronic Control Unit 11 Lubrication Oil Pressure Sensor 20 Throttle Actuator 21 Speed Change Actuator 22 Accelerator Opening Sensor 24 Vehicle Speed Sensor

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Office reference number FI Technical display location F02D 29/00 F02D 29/00 H 41/04 310 41/04 310A F16H 59/24 F16H 59/24 61/02 61/02 // F16H 59:72

Claims (7)

[Claims] 1. A control device for a vehicle driven by an internal combustion engine, which detects throttle valve control means for electrically opening and closing a throttle valve according to an operation amount of an accelerator pedal, and a pressure of lubricating oil of the engine. The throttle valve control means includes a hydraulic pressure detection means and a correction means for correcting the opening degree of the throttle valve according to the operation amount of the accelerator pedal according to the detected pressure of the lubricating oil, and the throttle valve control means outputs the output of the correction means. A control device for a vehicle, wherein the throttle valve is opened / closed according to the above. 2. A control device for a vehicle, which is driven by an internal combustion engine and has an automatic transmission, comprising: a hydraulic pressure detecting means for detecting a pressure of lubricating oil of the engine; and an automatic transmission of the automatic transmission according to the detected pressure of the lubricating oil. Gear position and lockup on /
A control device for a vehicle, comprising: a shift control means for controlling at least one of the OFF states in a direction in which the engine speed decreases. 3. A throttle valve control means for electrically opening and closing a throttle valve of the engine according to an operation amount of an accelerator pedal, and a throttle according to an operation amount of the accelerator pedal according to the detected engine temperature parameter. 3. The vehicle control apparatus according to claim 2, further comprising a correction unit that corrects an opening degree of the valve, wherein the throttle valve control unit opens and closes the throttle valve according to an output of the correction unit. 4. A traveling state detection means for detecting a traveling state of the vehicle is provided, wherein the correction means delays execution of the throttle valve opening correction for a predetermined time, and the traveling state detection means causes the vehicle to turn. 4. The vehicle control device according to claim 1, wherein when the state is detected, the predetermined time is set longer than when the vehicle is not in the turning state. 5. A traveling state detecting means for detecting a traveling state of the vehicle is provided, and the shift control means delays execution of at least one of a gear position of the automatic transmission and ON / OFF of lockup for a predetermined time. The vehicle control device according to claim 2 or 3, wherein when the traveling state detecting means detects the turning state of the vehicle, the predetermined time is set longer than when the traveling state is not in the turning state. 6. An idle speed control means for controlling the idle speed of the engine to a target speed, and a target speed correction means for correcting the target speed according to the detected pressure of the lubricating oil. It is provided, The claim 1 characterized by the above-mentioned.
6. The vehicle control device according to any one of 5 to 5. 7. A warning means for warning the driver according to the output of the hydraulic pressure detection means, a rotation speed detection means for detecting the rotation speed of the engine, and a delay means for delaying the warning by the warning means for a predetermined time. 7. The vehicle control device according to claim 1, further comprising setting means for setting the predetermined time period according to the detected engine speed.