JPS59187147A - Drive control device for automobile - Google Patents

Abstract

PURPOSE:To improve the engine cooling performance to solve an overheating without generating a torque shock in case an overheating takes place by changing the speed shifting ratio and throttle valve opening along an isopower curve. CONSTITUTION:A control means 25 is inputted with signals from an acceleration pedal position sensor 16, a brake pedal position sensor 18, a coolant temperature sensor 20, an engine speed sensor 21, a throttle position sensor 23 and an air flow meter 24. If an overheating condition is sensed by rising coolant temperature, a speed shifting ratio up or down signal is outputted to a speed shifting ratio control device 5, and a throttle valve opening up or down signal to a throttle valve opening control device 9. In this manner, by smoothly raisning the engine speed without a torque shock, the cooling performance of an engine 1 is improved.

Description

Detailed Description of the Invention (Industrial Field of Application) The present invention is for comprehensively controlling the drive system in an automatic vehicle that aims to improve fuel efficiency, for example, by controlling accelerator operations such as the amount of accelerator pedal depression. The present invention relates to a drive control device that controls engine output by mutually adjusting the opening degree of a throttle valve and the gear ratio of a transmission in accordance with the engine speed, and particularly relates to countermeasures against overheating when the engine is overheated.

(Prior art) In general, in order to improve the thermal efficiency, that is, fuel efficiency, of an automobile equipped with an engine such as a reciprocating Llin engine, it is necessary to reduce mechanical losses such as bombing loss and sliding resistance, and improve combustion efficiency. is preferred. - For example, looking at mechanical loss, if the air-fuel ratio of the mixture supplied to the engine is set constant, as shown in the equal fuel consumption rate curve in Figure 6, It is preferable to use the high load side from the viewpoint of improving fuel efficiency, that is, the low rotation side C of the engine can reduce sliding resistance, and the high load side of the engine C
This is due to the fact that the opening degree of the valve becomes fully open or close to fully open, suppressing the generation of intake negative pressure and reducing the pumping pressure C'.

Also, based on this idea, conventionally, JP-A-53-1
As shown in Publication No. 34162, in a car equipped with an engine with an acceleration bomb, J5 adjusts the opening of the throttle valve and the gear ratio of the transmission according to the amount of depression of the accelerator pedal. It has been proposed that the engine can be driven at an optimal fuel consumption rate by controlling the engine output.

Tokorohi, for example, in a car that is oriented towards improving fuel efficiency,
3. When the engine is overheated, an effective way to eliminate this overheating is to increase the rotational speed to improve the cooling performance of the engine. However, in this case, the engine output changes due to the increase in engine speed, and this causes torque shock, which impairs drivability.

(Object of the Invention) The object of the present invention is to improve the engine cooling performance by increasing the engine rotational speed without causing a change in engine output or torque shock when the engine is overheated, thereby eliminating the overheating. There is a particular thing.

(Structure of the Invention) In order to achieve the above object, as shown in FIG. A gear ratio adjusting device that adjusts the gear ratio of a continuously variable transmission, a throttle valve distance adjusting device that adjusts the opening degree of a throttle valve installed in the intake passage of a -L engine, and a throttle valve distance adjusting device that adjusts the amount of depression of an accelerator pedal, etc. An accelerator operation amount detection means for detecting an accelerator operation amount, and receiving the output of the accelerator operation amount detection means, adjusts the gear ratio adjustment device and the thrower 1 to 1 valve distance so that the engine output corresponds to the accelerator operation amount. A control means for controlling the device is provided to control the C gear ratio and thrower 1 according to the amount of accelerator operation.
An overheating state detection means for detecting an overheating state of the engine is installed in the drive control device of an automobile which controls the engine output by adjusting the valve opening degree to phase n. When the engine is in an overheated state, the control means receives the output of the overheating state detection means, and adjusts the gear ratio so that the engine output corresponding to the 7-wheel operation is held constant and the engine speed is increased. It is configured to control the EJ throttle valve opening I damping adjustment device and the EJ throttle valve opening I damping adjustment device.
5 and Throat 1 - change the valve opening to an equal power curve and use C to increase the engine rotation speed using Torque Shock 4
T < This is done smoothly.

(Effects of the Invention) Therefore, according to the present invention, when the engine is overheated, it is possible to increase only the engine speed used without changing the engine output and improve the cooling performance of the C engine, thereby preventing engine overheating. There are some things that can be done effectively without interfering with drivability, and that can be done to improve drivability during automatic operation.

(Example) Hereinafter, an example as a specific example of the technical means of the present invention will be described based on the drawings.

Figure 'J1' shows the overall schematic configuration of an embodiment of the present invention.
The driving force <left and right wheels driven via the differential gear 3 by the engine output P(1),
A continuously variable transmission 4 whose gear ratio K (+) changes continuously is interposed between the engine 1 and the differential gear 3. A gear ratio adjustment device 5 for adjusting the gear ratio KO is provided.6
is a clutch interposed between the J-engine 1 and the continuously variable transmission 5.

Reference numeral 7 denotes an intake passage for supplying intake air to the engine 1, and a throttle valve 8 for controlling the amount of intake air is interposed in the middle of the intake passage 7. A valve opening adjusting device 9 for adjusting the opening θ of the valves 1 to 8 is provided.

The throttle valve opening θ is approximately equivalent to the engine load, that is, the engine torque [e]. The downstream end of the intake passage 7 is branched according to the number of cylinders (four cylinders in the figure), and fuel oil '31 is injected into each branch part 7a, 7a...
A fuel control valve 10.10... is provided. Further, a bypass passage 11 that bypasses the intake passage 7 is provided in the intake passage 7 upstream of the throttle valve 8, and a bypass passage 11 that bypasses the intake passage 7 is provided in the middle of the bypass passage 11. A supercharger 13 is provided, and the intake air is supercharged by the supercharger 13.

The supercharger 13 is connected to the supercharger 13 at 0N in the middle of the transmission line to the supercharger 13.
-OFF control A control electromagnetic clutch 14 is provided.

Reference numeral 15 designates a check valve interposed in a portion of the intake passage 7 opposite the bypass passage 11 to prevent supercharged air from flowing backward when the supercharger 13 is in operation.

On the other hand, reference numeral 16 denotes an accelerator position sensor constituting an accelerator operation amount detection means for detecting the amount of depression α of the accelerator pedal 17 as the amount of operation of the accelerator, and 18 detects the amount of depression β of the brake pedal 19 as the amount of brake operation. A brake position sensor 20 is a water temperature sensor constituting overheating state detection means for detecting the overheating state of the engine 1 based on the engine cooling water temperature. Further, 21 is an engine rotation speed sensor that detects the engine rotation speed Ne based on the rotation speed of the input @ 22 of the continuously variable transmission 4, and 23 is a thrower [hell position sensor υ, 24 that detects the opening degree θ of the throttle valve 8.
is an air flow meter that detects the amount of intake air in the intake passage 7. Each of these sensors 16.18, 20, 21.23
The output of the air flow meter 24 is controlled by a control means 25 consisting of an analog computer or a microcomputer.
The control means 25 includes the gear ratio adjustment device 5, the slot valve opening adjustment device 9, and the fuel injection valve 10.
and an electromagnetic clutch 14 are connected to control each of these.

The concrete structure of the grooves of the continuously variable transmission 4 and its gear ratio adjusting device 5 is shown in FIG. As shown in FIG. 2, the continuously variable transmission 4 is a known V-bell type continuously variable transmission (for example, see Japanese Patent Application Laid-Open No. 161538/1983), and the engine 1
A primary pulley 30 provided on the input shaft 22 from
and the recangular pulley 31 provided at the output @26, and the V-bells 1 to 32 interposed between both pulleys 30 and 31.
It consists of The primary pulley 31 includes a fixed pulley 33, a movable pulley 3/I that can move forward and backward in opposition to the fixed pulley 33, and a hydraulic chamber 35 formed at the back of the movable pulley 34. The forward gear is controlled by a planetary gear 36 meshingly interposed between the shaft 22 and the fixed pulley 33, and by controlling the pressure oil supply of a manual valve 46 which is activated in response to the operation of a shift lever (not shown). At this time, the planetary gear 36 is fixed to the input shaft 22 side, and the C fixed pulley 33 (primary pulley 30
) in the same direction as the input shaft 22, and when in reverse gear R, the planetary center center 36 is fixed to the casing 30a side, and the fixed pulley 33 is rotated in the direction opposite to the input shaft 22. It is equipped with 37. The secondary pulley 31 also includes a fixed pulley 38, three movable pulleys that face the fixed pulley 38 and are retractable, and a hydraulic chamber 40 formed at the back of the movable pulley 39.
It is equipped with Each hydraulic chamber 35.40 of the primary pulley 30J5 and the secondary pulley 31 is communicated with the delta pump 41 via a regicolator valve 42, and is connected to the movable pulley 3/I of the primary pulley 3o. Interlocked with secondary pulley 310 oil 1
A recantary valve 43 is installed to control the supply and discharge of pressure oil to the r chamber 40.
0, 31, d3 (pulling) The gap between the fixed pulley 33. It is structured so that it changes step by step.

Therefore, a first electromagnetic valve 4/I for controlling the supply of pressure oil to the hydraulic chamber 35 is interposed between the hydraulic chamber 35 of the primary pulley 30 and the regicolator valve 42. The first electromagnetic valve 44 receives a gear ratio down signal, which will be described later, and operates over time to supply pressure oil to the oil L [chamber 35] of the movable pulley 30.
=41 to the fixed pulley 33 side 1) Tighten the gap between the two C and T1. Secondary lever J Rev 43
0 control t secondary pulley 31 H oil chamber/1
0 is relieved and its fixed pulley 38 and movable pulley 3
9 is widened, and therefore the gear ratio 1<9 is reduced. In addition, the above primary
Between the hydraulic chamber 35 of the pulley 30 and the first electromagnetic valve 44, the discharge of pressure oil from the hydraulic chamber 35 is controlled. A second electromagnetic valve 45 is interposed, and the second electromagnetic valve /I5 opens the hydraulic chamber 35 of the brake lever 30 by receiving a gear ratio up signal (to be described later) and opening the valve. The movable pulley 34 is moved backward relative to the fixed pulley 33 to widen the gap between them, and the secondary
Pressure oil is supplied to the pressure oil chamber 40 of the recantary pulley 31 under the control of the valve 43, and the gap between the fixed pulley 38 and the movable pulley 39 is closed, so that the gear ratio 1<9 can be increased. It is a control environment. The first J3 and the second electromagnetic valve 4.4.45 constitute a gear ratio adjusting device 5 that adjusts the gear ratio of the continuously variable transmission 4. 47 is a clutch valve for nullifying the transmission relationship between the primary pulley 30 and the secondary pulley 31 via the bell [32].

Next, the operation of the control means 25 will be explained according to the 10-thick diagram shown in FIG. FIG. 3 shows a case where the accelerator depression amount α (accelerator operation amount) is regarded as the required engine output Pd.

As shown in FIG. 3, the control means 25 includes a first map M1 that maps the target engine speed Ne to the accelerator depression amount α in advance, and a first correction map fVI+' that corrects the first map M1. A second map M2 that maps the target throttle valve distance θ to the accelerator pedal depression amount α in advance.
and a second correction map M2' that corrects the second map M2.
It is equipped with

Then, in the steady operation 01 of the engine, when the accelerator depression amount α signal from the accelerator position hint 16 is input, the first map M+? 'The target engine rotation speed Ne corresponding to this accelerator depression amount α is determined, and this target engine rotation speed No signal is used in the comparator C1 to calculate the engine rotation speed vll.
:Compare with the measured engine speed Ne' signal from 7-Nri-21 and find the deviation ΔNe (=Ne -N(! '
) is 8 No > O, the gear ratio up signal is sent to the gear ratio adjuster 5 on the premise that the brake depression amount β in month from the brake position sensor 18 is less than a predetermined beat (that is, the brake is not depressed). 2 electromagnetic valve 45
While outputting the signal to avoid increasing the gear ratio Kl (that is, the engine speed) of the continuously variable transmission 4, the gear ratio down signal is adjusted after △Ne-, :O on the assumption that the brake is not depressed. The signal is output to the first electromagnetic valve 4/l of the device 5, and feedback control is performed to avoid reducing the gear ratio of the continuously variable transmission 4 from 1<0 (that is, - engine rotational speed). Further, by inputting the accelerator depression amount α signal, a target throttle valve opening θ corresponding to this accelerator depression amount α is determined in the second map M2, and this target throttle valve opening θ signal is used in a comparator C2 to determine the throttle valve opening θ. Compare it with the actually measured throttle valve opening θ' signal from the position sensor 23, and when the deviation Δθ (-θ - θ') is Δθ〉O, the throttle valve opening is determined based on the assumption that the brake is not depressed as described above. An up signal is output to the throttle valve opening adjustment device 9 to increase the opening θ of the throttle valve 8 (that is, engine torque), and when Δθ<O, a throttle valve opening down signal is output to the throttle valve opening adjustment device 9 to increase the opening θ of the throttle valve 8 (that is, engine torque). The opening degree θ of the throttle valve 8 (that is, the engine torque) is feedback-controlled by outputting the signal to the degree adjustment device @9.

On the other hand, when the engine is in an overheating state, the output from the water temperature sensor 20 is detected by the detection circuit 27 and an overheating signal is generated. S2 is heard. In response to the opening operation of the analog switches 81 and 82), the target engine speed Ne obtained in maps 1 to 11 corresponds to the accelerator depression amount α signal, and the target engine speed Ne is determined at the addition point P1. 1 correction map M+'
rThe obtained correction value is added and corrected, and from then on, as in the case of steady operation, the gear ratio adjustment device @5 is used to set the gear ratio 7 or gear ratio down signal by comparison with the measured engine rotation speed.
The signal is outputted to perform feedback control '21-. J: Yes, the target thrower (~lube r opening θ is subtracted from the correction value obtained from the second correction map M2' at the subtraction point P2) corresponding to the accelerator depression amount α. After L-s, the actual measurement speed [ ] 1 ~
Based on the comparison between the valve distance and the throttle valve distance, the throttle valve distance is increased by outputting the flow rate to the throttle valve distance adjusting device 0 for feedback control.

Furthermore, when the engine is operating at high speed and high load when the accelerator pedal depression mα is at a predetermined chain level, the "1" signal outputs a supercharging A signal to the electromagnetic clutch 14 on the premise that the brake pedal is not depressed, as described above. The supercharger 13 is operated, and the air-fuel ratio ridge signal is sent to the fuel injection valves 10, 10.
. . to increase the amount of fuel injected from the fuel injection valves 10, 10, . Note that when the accelerator depression amount α is less than a predetermined value (, 1, "0" signal is sent to the inverter 28
When the "1" signal is reversed, the J:S, supercharging A] signal is output to the electromagnetic clutch 14, and the operation of the [supercharging) 13 is stopped, and the air-fuel ratio ref. Valve 10.
The fuel nf4 is output to 10...'IQ, 10
...The fuel pi 81 injection sword ffi is held at the set value (that is, air/fuel press-in - 1) 1°Furthermore, when the brake depression (a) β signal from the brake position adjustment '18 is equal to or higher than the predetermined value. When the brake pedal is depressed, the "1" signal outputs a throttle valve opening down signal, a supercharging A off signal, and an air-fuel ratio set value signal, and each of them is output regardless of the presence or absence of the accelerator depression amount α signal. The opening degree of the throttle valve 8 is decreased, the operation of the supercharger 13 is stopped, and the air-fuel ratio is maintained at the RET value, and the target engine rotation speed is determined in advance to obtain the engine brake corresponding to the brake depression amount β. The target engine speed Ne obtained by the third map M3 that maps Ne is compared with the measured engine speed Ne' from the engine speed sensor 21 using the comparator C3, and the deviation ΔN(! (=
When △Ne>O (Na-Ne'), a gear ratio up signal is output, and when 8NQ<0, a gear ratio down signal is output to successfully perform feedback control.
It is designed to ensure good deceleration ↑ 11 power J3J and engine brake performance when stepping on the brake.

Furthermore, when the engine speed N e L signal from the engine speed sensor 21 is below a predetermined value, a throttle valve opening up signal C is output, and the openings θ of the throttle valves 1 to 8 are increased. The engine speed is forcibly increased to ensure operability at extremely low rotational speeds of the engine. Incidentally, when the engine rotation 1λ number NC' signal is above a predetermined value, the output of the 1° 1 liter valve opening down signal is received by r[.

Here C1 the first and second maps M1. To explain M2, the first J'3, and the second correction map Ml', M2' with reference to FIG. 5, the engine performance curve of the engine 1 (engine speed No. It is set as shown in the solid line in (a).

In other words, in order to maximize the thermal efficiency of -L Resin 1, i.e., fuel efficiency, it is used at the low rotation side (the side where sliding resistance decreases) and at the high load side, where the pumping loss decreases. After starting up from the lowest engine speed Nel at which engine drivability is ensured, WOT (Wide
The engine rotational speed NO increases along the Open Throttle) curve or its vicinity at the maximum engine torque l'-em, and at the maximum engine rotational speed Nam, the torque increasing device (the above-mentioned supercharger 13 or air-fuel ratio ridge means) increases. The characteristic is such that the engine torque le increases further. Based on this engine performance curve (Ne-T8 curve), engine output Pd (accelerator depression amount α) - engine rotation speed Ne curve with engine output Pd (accelerator depression amount α) on the horizontal axis, and engine output Pd ( Accelerator depression amount α) - Throttle valve opening θ (approximately equivalent to 1 engine Herc Te) curve has a change of 1! i+! This results in characteristic curves shown by solid lines in FIG. 5(b) and FIG. 5(d'), respectively. This fifth
The solid line characteristic curve in figure (b) corresponds to the first map M1,
The solid line 121 curve in FIG. 5(d) corresponds to the second map M2. -) Mari, the first and second maps M+.

With M2, during steady operation, depending on the accelerator depression amount α,
Gear ratio KO and S1 that control engine speed Ne
Adjust the mark θ between the lever 1 and the lever valve to phase q, and adjust the accelerator depression amount α.
Figure 5 (a) Solid line Ne-'Te
The engine performance characteristics are designed to follow the curve.

On the other hand, when the engine is in an overheated state, the engine performance characteristics are as shown by the broken line C in Fig. 5(a).
It is set to be a 1-e curve. In other words, the maximum engine torque is set to lec, which is lower than 1-lem.
Equal power curve P(1+, Pd 2...it>
It has a characteristic curve that slides down.

The broken line Ne-7-e curve in Fig. 5(a) is defined as p d<
(X>-Nt3 curve and ptl(α)-〇(Te)
When converted to curves, they become characteristic curves shown by broken lines C' in Figures 5(b) and 5(d), respectively.
11) is shown in FIG. 5 (C') which corresponds to the area difference between the solid line curve and the broken line curve in J3. 1Pd(α)-N (4 curves correspond to the first correction map M+', and Fig. 5(d
The 'rJI]d(α)-0 curve shown in FIG.
This corresponds to the correction map M2'. As a result, when the engine is overheated, at the same accelerator depression amount α value, the first map M1 is added and corrected by the first correction map M+', and the 27th correction map M2 is subtracted and corrected by the second correction map M2'. For example, while the engine output [ ] d corresponding to the accelerator depression α is held constant, the gear ratio Kg and the throttle valve opening θ change, and the engine rotational speed Ne increases. For example, in the equal power curve Pd+ shown in Fig. 5(a), the engine speed increases from Ne1 to Nak, the throttle valve distance decreases from θnI (full or near full open) to θC, and In the equal power curve Pdz, the engine speed increases from Ne2 to Ne2', and the throttle valve opening decreases from θm to θC.

In this case, if 51J1 differs in response to changes in gear ratio I, engine rotational speed NO, and valve opening 0, then during the change 51J1 will deviate from the power curve, such as 'C'. Therefore, the values of each of the above correction maps Ml' and M2' are gradually increased or decreased, and the gear ratio Kg and the gear ratio Kg and the valve distance θ are gradually changed along the equal power curve. It is preferable to lie down.

Therefore, when the J:uni-L engine is in an overheated state, the gear ratio Kg and the speed ratio Kg and speed change while the engine output Pd corresponding to the accelerator depression amount α is kept constant.
The engine speed used by changing the torque valve opening θ is 111.
Since the number Ne can be increased, the cooling performance of the engine 1 is improved, and the above-mentioned overheating can be effectively eliminated without causing a 1-lux shock due to a change in engine output.

In the above embodiment, the accelerator depression amount .alpha. is regarded as the requested engine output Pd, but it may also be regarded as the requested vehicle speed C. In this case, as shown by the broken line in FIG. 1, a medium speed sensor 29 is provided to detect the vehicle speed VC based on the rotation speed of the output shaft 26 of the continuously variable transmission 4.
This output is inputted to the first control stage 25, and is also sent to the control means 25 as shown in FIG. The comparator C4 compares them to find the deviation, and this deviation can be controlled by a so-called P-1 operation in which an integral operation and a proportional operation are performed in parallel to shut out the engine output Pd. In addition, in this case, since the engine output P (1 calculation includes an integral element,
Feedback is always applied so that the difference between the accelerator depression amount α and the medium speed VC becomes zero, and during steady operation, the difference between the two becomes zero, and the engine output pd matches the running load.

In addition, in the above embodiment, during steady operation, the accelerator depression amount α
The constant speed ratio K (lJ5) and throttle valve opening θ are changed in order to obtain the required engine output with the minimum fuel consumption according to J: Yes, if the gear ratio Kg and the throttle valve opening θ are changed so that the engine output is as follows.

In addition, in the second embodiment, the air-fuel ratio is set to a constant value.
Regarding the new model, I tried to avoid changing the air-fuel ratio depending on the direction of the engine.
be.

[Brief explanation of drawings]

The drawings illustrate an embodiment of the present invention, in which Fig. 1 is a general schematic diagram, Fig. WS2 is an 88% view of the shelf of the continuously variable transmission d3 and its gear ratio adjusting device, and Fig. 3 shows the operation of the control means. Explanation 1-1 Sick diagram, Figure 4 is a partial operation explanatory diagram showing only the modified part as a modification of the control means, and Figures 5 (a) to (
0) is an explanatory diagram illustrating the method of producing the first and second maps and the first and second correction maps, and FIG. 6 is an equal fuel consumption rate curve diagram. DESCRIPTION OF SYMBOLS 1... Engine, 2... Wheels, 4... Continuously variable transmission, 5... Gear ratio adjustment device, 7... Intake passage, 8...
・S[1 tuttle valve, 9...S[kottle valve distance adjustment device, 16...accelerator position sensor 1) (accelerator operation amount detection means), 20...water temperature level (overheating state detection means), 25...Control means.

Claims (1)

[Claims] (1) A 1c continuously variable transmission interposed between the engine and the wheels, a gear ratio adjustment device for adjusting the gear ratio of the continuously variable transmission, a throttle valve interposed in the intake passage of the engine, Throttle valve opening adjustment to adjust the opening degree of the throttle valve! 1lli device, an accelerator operation amount detection means for detecting the accelerator operation amount, an overheat state detection means for detecting the overheating state of the engine, and an output of the accelerator operation amount detection means, which corresponds to the accelerator operation amount. The gear ratio adjustment device and the throttle valve opening adjustment device are controlled so that the engine output is maintained, and the output of the overheating state detection means is received to maintain a constant engine output corresponding to the accelerator operation amount when the engine is in an overheating state. 1. A drive control device for an fJ+ vehicle, comprising control means for controlling the gear ratio adjusting device and the throttle valve opening adjusting device so as to maintain the engine speed at a constant value and avoid increasing the engine speed.