JPH11151954A - Throttle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a load to a drive transmitting system when a vehicle is started, also ensure good drivability. SOLUTION: A device is provided with a throttle control part 1, in order to run a vehicle by target drive force calculated from an accelerator pedal opening AP and a car speed V, calculating a drive force throttle opening as a target throttle opening of a throttle TH of an engine, in-gear control decision means 3 judging in-gear control from a disengaging condition of a clutch till completion of engaging, and a memory part 4 storing a prescribed amount of throttle opening as a prescribed throttle opening. In the case of judging a vehicle in an in-gear control condition, in the throttle control part 1, the target throttle opening is limited to the prescribed throttle opening stored in the memory part 4.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a throttle control device for controlling a throttle in a vehicle having an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, in a vehicle equipped with an automatic transmission having a fluid torque converter, when a throttle valve is opened in accordance with an amount of depression of an accelerator pedal with a shift lever in a drive range. In general, the driving force of the engine is transmitted to the wheels via a torque converter, a clutch, and the like. In the case of a vehicle equipped with this type of automatic transmission, the shift lever is switched from the neutral range to the drive range to engage the clutch, and the driving force of the engine is transmitted to the wheels via a drive transmission system such as a torque converter. It is transmitted to and started.

[0003]

When the vehicle is started by shifting the shift lever from the neutral range to the drive range and starting the vehicle, or before the accelerator pedal is strongly depressed, a large driving force corresponding to the accelerator pedal opening is obtained. Will be transmitted to the wheels via the drive transmission system, and a large impact will be applied to the drive transmission system,
In addition, there is a problem that drivability is deteriorated due to sudden start of the vehicle.

In recent years, when the vehicle is stopped (below a predetermined vehicle speed) by operating a brake while the shift lever is in the drive range, the clutch in the automatic transmission is disengaged and a neutral state is established. By doing
A system for performing so-called neutral control has been developed in which a load on a drive transmission system such as a torque converter and a clutch is reduced to improve fuel efficiency (Japanese Patent Laid-Open No. 5-118).
No. 435). In the vehicle under the neutral control, after the brake is released, the clutch is engaged and the neutral control is released. And even in a vehicle equipped with this neutral control function, when the neutral control is released and the accelerator pedal is strongly depressed, the driving force from the engine suddenly passes through a drive transmission system such as a torque converter after engagement by the clutch. The power is transmitted to the wheels, so that a large impact is applied to the drive transmission system, and the drivability is deteriorated due to the sudden start of the vehicle.

The present invention has been made in view of the above circumstances. Even if the accelerator pedal is strongly depressed when starting the vehicle, the vehicle can be started with a small impact on the drive transmission system and with good drivability. It is intended to provide a simple throttle control device.

[0006]

According to a first aspect of the present invention, there is provided a throttle control device, wherein a torque of an input shaft is applied to an output shaft between an input shaft from an engine and an output shaft to wheels. In a vehicle equipped with an automatic transmission having a torque converter to be transmitted and a clutch for engaging and disengaging an input shaft and an output shaft, the vehicle is driven with a target driving force calculated based on an accelerator pedal opening. A throttle control unit that calculates a driving force throttle opening as a target throttle opening of the engine, and an in-gear until the clutch completes engagement from a non-engaged state and the target driving force is transmitted via a drive transmission system. An in-gear control determining means for determining whether or not the vehicle is in a control state; and a predetermined throttle opening calculated by an accelerator pedal opening at a predetermined amount. The throttle control unit stores the target throttle opening degree in the storage unit when the in-gear control determination unit determines that the vehicle is in the in-gear control state. It is characterized in that it is limited to a predetermined throttle opening. As a result, when the shift lever is moved from the neutral range or the parking range to the drive range, until the engagement by the clutch is completed, even if the accelerator pedal is fully depressed, the throttle is adjusted according to the actual accelerator pedal opening. Is limited to a predetermined throttle opening. In other words, by setting the predetermined throttle opening to a value that provides an engine speed that does not adversely affect the drive transmission system such as the torque converter and the clutch, the predetermined throttle opening is transmitted to the drive transmission system such as the torque converter and the clutch during the in-gear control. Excessive load is eliminated, and a state extremely advantageous in durability performance is obtained.

A throttle control device according to a second aspect of the present invention is the throttle control device according to the first aspect, further comprising a transition timer that counts for a predetermined time from the time when the clutch completes engagement. The target throttle opening is calculated so as to gradually shift the target throttle opening from the predetermined throttle opening to the driving force throttle opening during counting of a predetermined time by the shift timer. . As a result, after the engagement of the clutch is completed, the throttle opening is gradually shifted from the predetermined throttle opening to the driving force throttle opening corresponding to the actual accelerator pedal opening, and the drive of the torque converter, the clutch, etc. due to a sudden change in the driving force. The impact on the transmission system is greatly reduced, and the shock due to the sudden start of the vehicle is reduced, thereby ensuring extremely good drivability.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the throttle control device of the present invention will be described below with reference to the drawings. First, the configuration of the throttle control device will be described based on the functional block diagram shown in FIG. In the figure, reference numeral 1 denotes a throttle control unit. A target driving force calculation means 2 is connected to the throttle control unit 1. This target driving force calculation means 2
Based on the detected values of the accelerator pedal opening AP and the vehicle speed V,
A target driving force (torque to be generated by the engine) based on the driver's intention to accelerate is calculated, and a signal representing the target driving force is output to the throttle control unit 1.

The throttle control unit 1 outputs a target throttle opening THCMDA, which is a throttle adjustment command, to the throttle TH in order to generate a target driving force based on the signal from the target driving force calculation means 2. It is supposed to. In normal driving force control, the target throttle opening THCMDA is set to a driving force throttle opening THCMDX that generates a driving force corresponding to the accelerator pedal opening AP. Further, an in-gear control determining unit 3 is connected to the throttle control unit 1.
The engagement state detecting means 6 is connected to the in-gear control determining means 3. The engagement state detection means 6 detects the input shaft rotation speed and the output shaft rotation speed of the transmission to detect the engagement state of the clutch, that is, the non-engagement state of the clutch and the engagement completion state, and outputs the detection signal. The output is sent to the in-gear control determining means 3. The in-gear control determining means 3 determines whether or not the vehicle is in the in-gear control state based on a detection signal from the engagement state detecting means 6, and outputs a result of the determination to the throttle control unit 1. It has become.

Here, the in-gear control state means that the clutch in the transmission is disengaged and the engine driving force is not transmitted to the wheels, the clutch is engaged, and the target driving force calculated by the target driving force calculating means 2 is calculated. This is control up to a state in which force is transmitted to wheels via a drive transmission system such as a torque converter. When the in-gear control determining means 3 determines that the vehicle is in the in-gear control state, the throttle control unit 1 performs in-gear throttle control.

Reference numeral 4 denotes a storage unit. The storage unit 4 stores a predetermined throttle opening THIN as an opening of the throttle TH during the in-gear throttle control.
G is stored. The predetermined throttle opening T
HING is a value that becomes the engine speed that does not adversely affect the drive transmission system such as the torque converter and the clutch when the clutch is engaged. For example, the throttle control is performed when the accelerator pedal opening AP is about 5 °. The target throttle opening calculated by the section 1 is used as the predetermined throttle opening THING.

Reference numeral 5 denotes an in-gear shift timer. The in-gear shift timer 5 starts counting down a timer time tmING from the time when the in-gear control determining means 3 determines that the clutch is in the engaged state. The unit 1 calculates a target throttle opening THCMDA from the predetermined throttle opening THING to the driving force throttle opening THCMDX. Reference numeral 7 denotes a brake state detecting unit, and reference numeral 8 denotes a shift position detecting unit. The brake state detecting means 7 detects the presence or absence of the operation of the brake, and outputs the detection signal to the throttle control unit 1.
The shift position detecting means 8 detects the range of the shift lever and outputs a detection signal to the throttle control unit 1. Then, the throttle control unit 1 determines whether or not the brake is operated based on the detection signals from the brake state detecting means 7 and the shift position detecting means 8, and confirms the position of the shift lever. Has become.

Next, a method of controlling the throttle from the in-gear control state by the throttle control device will be described with reference to a flowchart shown in FIG. 2 and FIGS. 3 and 4. . In the case of the in-gear control state (state of in-gear control A in FIGS. 3 and 4) For example, when the shift lever is in the neutral or parking range while the vehicle is stopped, the clutch is in the non-engaged state. If the shift lever is switched to the drive range when starting the vehicle from this state, the in-gear control is started, and the in-gear control determining means 3 determines that the in-gear control is being performed, and sets the in-gear flag FININGEAR to 1 is set (step S1). At this time, since the clutch is in the non-engaged state before the engagement is completed, the engagement flag FENGAGE remains 0 (step S2), and the measurement time t of the in-gear shift timer 5 is set.
mING is set to the transition timer base value tmB (step S3).

In this state, according to the accelerator pedal opening AP (the upper limit of the predetermined throttle opening (the predetermined throttle opening THING described here) according to the magnitude of the accelerator pedal opening AP). The predetermined throttle opening THING stored in the storage unit 4 is extracted, and the throttle TH is controlled by the predetermined throttle opening THING. The engine is rotated at the degree THING (step S4).

Here, even when the driver depresses the accelerator pedal strongly before or before the engagement by the clutch is started and the engagement is completed as described above, the throttle TH is kept at the predetermined accelerator pedal opening state. The predetermined throttle opening THING at the time of the degree AP (for example, 5 °) is set. That is, in the in-gear control state, the throttle control unit 1 changes the predetermined throttle opening THING drawn from the storage unit 4 into the target throttle opening TH in accordance with the actual accelerator pedal opening AP.
The throttle TH is opened as CMDA. It should be noted that the predetermined throttle opening THING is, as described above, a value that is an engine speed that does not adversely affect the drive transmission system such as the torque converter and the clutch. Also,
The predetermined throttle opening THING is set to such an extent that the driver can recognize a change in engine rotation when the accelerator pedal is depressed.
In accordance with P, the qualitative tendency is set such that the greater the step, the greater the degree of depression.

[0016] In the case of the transition processing state (state of transition period B in FIGS. 3 and 4) When the clutch is completely engaged, the in-gear control determination unit 3 determines that the vehicle is in the non-in-gear state based on the detection signal from the engagement state detection unit 6. Then, a signal is output to the throttle control unit 1 and the engagement flag FE
NGAGE is set to 1 (step S2). Further, from this point, the in-gear shift timer 5 starts subtracting from the shift timer base value tmB, which is a shift period. Here, the throttle control unit 1 determines the target throttle opening TH.
CMDA is calculated as follows based on the transition elapsed time. First, the throttle control unit 1 calculates the distribution RTI of the predetermined throttle opening THING with respect to the target throttle opening THCMDA by the following equation (step S).
5).

RTI = tmING / tmB ...

Next, the throttle control unit 1 calculates the target throttle opening THCDMA at that time based on the distribution RTI calculated by the above equation by the following equation (step S6).

THCMDA = THING × RTI + THCMDX × (1-RTI)

That is, in the transition processing state, the target throttle opening THCMDA is calculated every moment by the throttle control unit 1 based on the above equation, and is gradually shifted from the predetermined throttle opening THING to the driving force throttle opening THCMDX. It has become so.

[0021] In the case of the transition processing completion state (the state of the non-control C in FIG. 3 and the driving force control C in FIG. 4), the in-gear transition timer tmING becomes 0, and when the transition period ends, the in-gear control is completed. The control determining means 3 determines that the vehicle is in the non-in-gear control state, and resets the in-gear flag FININGEAR to 0 (step S1). As described above, when the in-gear control determining means 3 determines that the vehicle is in the non-in-gear control state, the throttle controller 1 sets the target throttle opening THCMD.
A is the driving force throttle opening THCMDX determined corresponding to the accelerator pedal opening AP, and thereafter, the throttle TH is controlled by the driving force throttle opening THCMDX (step S7).

As described above, according to the throttle control device, when the shift lever is shifted from the neutral range or the parking range to the drive range, even if the accelerator pedal is fully depressed until the engagement by the clutch is completed, In accordance with the actual accelerator pedal opening AP, the throttle TH becomes a predetermined throttle opening THING at which the engine speed does not adversely affect a drive transmission system such as a torque converter and a clutch.
, An excessive load on the torque converter and the clutch can be eliminated, and a state extremely advantageous in terms of durability can be achieved.

Further, after the engagement of the clutch is completed,
A device that gradually shifts from a predetermined throttle opening THING, which is an engine speed that does not adversely affect a drive transmission system such as a torque converter and a clutch, to a driving force throttle opening THCMDX corresponding to an actual accelerator pedal opening AP. Therefore, it is possible to greatly reduce the impact on the drive transmission system such as the torque converter and the clutch due to the sudden change of the driving force, and to alleviate the shock caused by the sudden start of the vehicle, and to achieve an extremely good driving stability. Tea can be secured.

In the above example, the throttle control when the shift lever is shifted from the neutral range or the parking range to the drive range has been described. However, the present invention is also applicable to a vehicle having a system for performing the neutral control when starting from the neutral control. Of course, it is possible. Here, a case will be described in which the throttle control device is applied to a vehicle having a system for performing the neutral control. When the vehicle is stopped (including the vehicle speed less than the specified speed), the clutch in the automatic transmission is disengaged while the shift lever is in the drive range, and the neutral state is released. Is done.

Here, even if the accelerator pedal is depressed greatly, as described above, until the engagement by the clutch is completed, regardless of the actual accelerator pedal opening AP, the throttle TH is used to drive the torque converter, clutch and the like. Since the throttle opening is limited to a predetermined throttle opening THING which does not adversely affect the transmission system, an excessive load on the torque converter and the clutch can be eliminated, and a state extremely advantageous in durability performance can be achieved. Can be.

After the engagement of the clutch is completed, the accelerator pedal is opened from the predetermined throttle opening THING, which is the engine speed at which the drive transmission system such as the torque converter and the clutch is not adversely affected, as described above. Driving force throttle opening THCMD corresponding to degree AP
X, the impact on the drive transmission system such as the torque converter and clutch due to a sudden change in the driving force can be greatly reduced, and the shock caused by the sudden start of the vehicle can be reduced. And very good drivability can be secured.

[0027]

As described above, according to the throttle control device of the present invention, the following effects can be obtained. According to the throttle control device of the present invention, when the shift lever is shifted from the neutral range or the parking range to the drive range, the actual accelerator is depressed until the engagement by the clutch is completed, even if the accelerator pedal is depressed greatly. The throttle can be limited to a predetermined throttle opening according to the pedal opening. That is, by setting the predetermined throttle opening to a value that is an engine speed that does not adversely affect the drive transmission system such as the torque converter and the clutch,
An excessive load on the drive transmission system such as the torque converter and the clutch during the in-gear control can be eliminated, and a state extremely advantageous in durability performance can be obtained.

According to the second aspect of the present invention, after the engagement of the clutch is completed, the driving force is gradually shifted from the predetermined throttle opening to the driving force throttle opening corresponding to the actual accelerator pedal opening. Therefore, it is possible to greatly reduce the impact on the drive transmission system such as the torque converter and clutch due to the sudden change of the driving force, and to alleviate the shock caused by the sudden start of the vehicle, resulting in extremely good drivability. Can be secured.

[Brief description of the drawings]

FIG. 1 is a schematic functional block diagram of a throttle control device illustrating a configuration and functions of a throttle control device according to an embodiment of the present invention.

FIG. 2 is a flowchart illustrating a flow of throttle control by a throttle control device according to an embodiment of the present invention.

FIG. 3 is a diagram showing the relationship between flags at the time of control by the throttle control device according to the embodiment of the present invention.

FIG. 4 is a timing chart at the time of throttle control by the throttle control device according to the embodiment of the present invention.

[Explanation of symbols]

 Reference Signs List 1 throttle control unit 3 in-gear control determination means 4 storage unit 5 in-gear shift timer (shift timer) AP accelerator pedal opening THCMDA target throttle opening THCMDX driving force throttle opening THING predetermined throttle opening

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI F16H 61/20 F16H 61/20

Claims (2)

[Claims] 1. An automatic transmission having a torque converter for transmitting torque of an input shaft to an output shaft between an input shaft from an engine and an output shaft to wheels, and a clutch for engaging and disengaging the input shaft and the output shaft. In a vehicle equipped with a transmission, a throttle control unit that calculates a driving force throttle opening as an engine target throttle opening so that the vehicle runs at a target driving force calculated based on an accelerator pedal opening; In-gear control determining means for determining whether or not the clutch is in an in-gear control state from completion of engagement from a non-engaged state to transmission of the target driving force via a drive transmission system, and an accelerator pedal at a predetermined amount A storage unit in which a predetermined throttle opening calculated by the opening is stored. When the vehicle is determined to be in gear control state by the judging means, throttle control apparatus characterized by limiting the target throttle opening degree to a predetermined throttle opening stored in the storage unit. And a shift timer for counting a predetermined time from the time when the clutch has completed the engagement, wherein the throttle control unit sets the target throttle opening degree during the counting of the predetermined time by the shift timer. 2. The throttle control device according to claim 1, wherein the target throttle opening is calculated so as to gradually shift from the predetermined throttle opening to the driving force throttle opening.