JPS6019965A - Car running condition controller - Google Patents

Abstract

PURPOSE:To enable to perform stable running, by a method wherein, when a car is running at a crawl because of the heavy traffic, the gear of a transmission gear is shifted by one step or more to a higher gear to delay an ignition timing. CONSTITUTION:A control part 17 decides the advisability of a speed change, based on information from a car speed sensor 27, a sensor 28 for opening of throttle, and a present gear change position information stored in an RAM23, to control a transmission gear 33. In response to signals from a crank angle sensor 24, a suction pressure sensor 25, etc., the control part finds an ignition timing to energize an ignition coil. From a signal from the car speed sensor 27, a car speed is found, and if a car speed is, for example, below 30km/h, a switch 38 is turned ON. This causes to effect a forced shift-up by one step to delay an ignition timing. This permits stable running of a car.

Description

DETAILED DESCRIPTION OF THE INVENTION Technical Field of the Invention The present invention relates to a system in which a shift controller for an automobile and an electronic advance angle controller are organically combined. This invention relates to a vehicle running state control device that controls the following.

BACKGROUND OF THE INVENTION One of the causes of worsening fuel efficiency of automobiles is so-called sluggish driving on congested roads. Driving like this is commonplace in urban areas, and simply reducing fuel consumption in these areas can significantly reduce fuel consumption.

Purpose of the Invention The present invention has been made in view of the above circumstances.
The objective is to improve fuel efficiency on congested roads.

Composition of the invention Generally, the fuel consumption amount f is expressed by the following equation.

f=E(v)+G (ΔV/Δj) 10F (V)−・
-(1) Here, E (V) is the gasoline consumption required only for engine rotation, G (ΔV/Δt) is the gasoline consumption necessary for acceleration, both of which are monotonically increasing functions that depend on the speed V, and F
(v) is the amount of gasoline consumed excluding the engine rotation required to maintain the vehicle speed.

When driving at a constant speed in the low speed range, G (ΔV/Δt)
is almost zero, and F (v) may also be small. Therefore, by reducing E (V), it is possible to improve fuel efficiency. The present invention has been made with attention to these points, and its gist is an automobile transmission controller that automatically changes the gear ratio of a transmission based on the current vehicle speed and throttle opening, and The signal generator includes: an electronic advance controller that detects the engine condition with a sensor and controls the ignition timing by selecting the optimum ignition timing that matches the engine condition at that time; and a signal generator that generates a control signal. The automotive transmission controller is configured to shift up at least one gear when a predetermined control signal is issued from the electronic advance controller, and the electronic advance controller is configured to set the ignition timing to less than half of the optimal ignition timing. It is located in the vehicle driving state W3 control device. Therefore, when driving slowly on a congested road, if a predetermined signal is generated manually or automatically from the signal generator, the engine will be shifted to one or more higher gears, reducing the engine speed and reducing fuel consumption. is reduced.

Furthermore, since the ignition timing is delayed, there is no risk of knocking or the like and stable driving is possible.

Embodiment of the Invention FIG. 1 is a block diagram of essential parts showing an example of the hardware configuration of a vehicle running state control device of the present invention. In the figure, 10 is a control section of an electronic advance angle controller, which includes a microcomputer 11 and an input interface circuit 13 . connected to the microcomputer 11 via a bus 12 . Output interface circuit 14. It consists of a ROM 15 that stores programs and the like, and a RAM 16 that temporarily stores calculation results and the like. Reference numeral 17 denotes a control unit of an automobile transmission controller, which includes a microcomputer 8 and an input interface circuit 20 connected to the microcomputer 18 via a lotus 19. Output interface circuit 21. R for storing programs etc.
It consists of an OM 22 and a RAM 23 that temporarily stores calculation results and the like.

The ROM 15 of the control unit 10 stores the optimum advance angle value according to the engine condition, and the microcomputer 11 stores the crank angle sensor 24. The basic ignition timing is selected from the ROM 15 based on the engine speed and intake air amount determined from the output of the intake pressure sensor 25, and a corrected ignition advance angle is calculated based on signals from other sensors such as the water temperature sensor 26. The ignition timing is determined by adding the initial cent ignition timing to the following equation.

Ignition timing - initial cent ignition timing 10 basic ignition advance angle + corrected ignition advance angle ------- (2) Then, a signal regarding this determined ignition timing is sent to the igniter 30 in the actuator 29, and the In the igniter 30, the energization time during which the primary current flows through the ignition coil 3I is determined, and the ignition coil 3
A high voltage is generated on the secondary side of 1 to ignite the Sberg plug 32.

The control unit 17 also includes a vehicle speed sensor 27. From the information of the throttle opening sensor 28 and the current shift position information stored in the RAM 23, the shift pattern stored in the ROM 22 (a reference gear change vehicle speed corresponding to the throttle opening degree is stored for each shift change stage) is determined. It looks up and determines whether or not it is possible to shift, and when the current vehicle speed reaches the shift switching dark value vehicle speed, the output is sent to the transmission 33 via the output interface 21.
The gear shift control solenoids 35 and 36 in the hydraulic circuit 34 for switching the gear ratio of the gear are controlled to perform one-stage shift amplifier or downshift. Note that 37 is a torque converter. The above control (-roll part 10.1
7 etc. operation is well known from the past.

In this embodiment, in addition to the above-described configuration, a switch 38 constituting a signal generator is provided at an appropriate position that the driver can operate while driving, and the on/off state of this switch 38 is controlled by a microcomputer 11. is readable. When this switch 38 is off, the control section To17 performs the normal operation described above, and when the switch 38 is on, the control section To17 performs the normal operation described above.
0 forces the advance angle to be delayed, and the control unit 17
The gears are upshifted by at least one gear.

FIG. 2 is a flowchart showing an example of a software configuration for realizing the speed change control function of the microcomputer 18, and the newly added steps in this embodiment are step S8.
Sll, 315. It is S16. First, the operation when the switch 38 is in the OFF state will be explained.

As shown in the figure, the microcomputer 18 reads the output of the vehicle speed sensor 27 to detect the current vehicle speed, and also reads the output of the throttle opening sensor 28 to detect the opening degree of the throttle. S2), the reference shift pattern stored in the internal ROM 22 is accessed from the detected throttle opening to look up the reference shift switching vehicle speed corresponding to the current throttle opening (S3). FIG. 3 is a diagram showing an example of a standard shift pattern, and solid lines 1-2.2 → 3 and 3-4 are upper limits for switching from 1st, 2nd, and 3rd gears to 2nd, 3rd, and 4th gears, respectively. The dashed lines 1←2, 2-3, and 3-4 indicate the speed change threshold vehicle speed, respectively.
It shows the lower limit shift change value vehicle speed for switching from speed, 4th speed to 1st speed, 2nd speed, and 3rd speed. The microcomputer 18 looks up both the upper limit shift change value vehicle speed and the lower limit shift change value vehicle speed to be referred to when shifting from the current shift position. For example, if the current shift position is 2nd gear, Then, the upper limit shift switching dark value vehicle speed for switching from 2nd gear to 3rd gear, and 2
Look-amplifies the lower limit shift change value vehicle speed for switching from 1st gear to 1st gear. However, when the current shift position is 1st gear, only the upper limit shift change dark value vehicle speed is referred to, and when the current shift position is 4th gear, only the lower limit shift change dark value vehicle speed is referred to. Next, when the current shift position is 1st gear, 2nd gear, or 3rd gear, the microcomputer 18 compares this upper limit shift change value value vehicle speed with the current vehicle speed (S6, 512), and compares the current vehicle speed with the current vehicle speed. If the vehicle speed is higher than the upper limit shift change value value vehicle speed, a signal for performing one-stage shift amplification is outputted to the shift control solenoids 35 and 36 via the output interface circuit 21, and one-stage shift amplification is performed (313). Then, the current shift position information is updated (S14). Further, if the current shift position is 4th gear or if it is determined NO in step S6, it is determined whether the current vehicle speed is smaller than the lower limit shift switching dark value vehicle speed (S7), and if it is smaller, a one-step downshift is performed. ('
39), update the current shift position information (SIO). Such operation is the same as the conventional one.

Next, when the switch 38 is in the on state, even if the shift condition is not satisfied, the process moves to step S16 in steps S11 and S15, so only when forced shift amplifier control has not been performed yet. One-stage shift amplification is performed (S13>, and the current shift position information is updated (317).In addition, since shift-up control is performed contrary to the normal shift conditions, the current vehicle speed will be the lower limit shift in the subsequent shift condition determination. Since the vehicle speed may become smaller than the switching value, downshift control is performed only when the switch 38 is off (S8).

FIG. 4 is a flowchart showing an example of the advance angle calculation process of the microcomputer 11. When the switch 38 is off, the ignition timing is controlled based on the advance angle value determined by the equation (2) (320 , 521), and when the switch 3 is on, the ignition timing is controlled based on an advance angle value that is less than half of the advance angle value determined by equation (2) (322). Although it cannot be stated unconditionally how much the advance angle value should be, depending on the type of vehicle, etc., for example, when the driver is constantly traveling on a flat road at a speed of 30 km/h or less, the switch 38 is turned on and the It is sufficient to set the advance angle within a range that provides a stable engine condition without causing non-king even if the shift is performed one step up. , 0 degrees, and other small lead angle values may be used.

As described above, according to this embodiment, when the driver is forced to drive slowly in a low speed range due to traffic jams, etc., the driver can switch the switch 3.
By turning on 8, you can drive in a higher gear than normal, which allows you to save fuel accordingly.

In addition, in the above embodiment, forced shift amplifier control and advance angle value control were performed manually, but instead of the switch 38,
Provide a driving condition detector that automatically detects driving conditions such as on a congested road, that is, a condition in which the throttle opening is small and the vehicle is traveling at an almost constant speed in a low speed range for about 10 seconds, or If the state detector and the switch 38 are both provided, forced shift amplifier control and lead angle value control can be automatically executed.

FIG. 5 is a circuit diagram showing an embodiment of such a running state detector. In the figure, 50 is a vehicle speed sensor such as an electromagnetic pickup type, 51 is a frequency-voltage converter that converts the output pulse proportional to the vehicle speed of the vehicle speed sensor 50 into a voltage value, and 52
~57 are 5.10.15°20 and 25.30K respectively
The reference voltage corresponding to m/h, 58 to 63 are comparators, and these comparators 58 to 63 are used when the current vehicle speed is 5.5 m/h, respectively.
]0.15.20.25.When the speed is less than 30Km/h, the output becomes high level. The outputs of the comparators 58 to 61 are input to AND circuits 68 to 71 via inverters 64 to 67, and therefore, the outputs of the AND circuits 68 to 71 indicate that the current vehicle speed is 5 to 15 Km/h and 10 to 2 Km/h, respectively.
0 Km/h, 15-25 Km/h, 20
It becomes high level when the speed is between ~30km/h. Further, a signal 74 that becomes high level when the throttle opening is fully open, for example, 115 or less, is input to AND circuits 72 to 76. 15Km/h, 10~
20Km/h, 15-25Km/h, 20-30
Km/h and when the throttle opening is 115 or less, the output pulse of the oscillator 77 is sent to the counters 78 to 8.
Enter 2. These counters 78 to 82 are configured to make their outputs high level when they continue counting for about 10 seconds, for example.
is reset by the fall of the output of comparator 58, and counters 79-82 are reset by the outputs of AND circuits 68-71. The outputs of the counters 78 to 82 are input to the cent terminal S of the flip-flop 84 via an OR circuit 83.
This flip-flop 84 is set when the output of the OR circuit 83 rises, and is reset when the signal 74 rises, that is, when the throttle opening becomes 115 or more.

The output Q of this flip-flop 84 is input to the input inverter circuit 39 shown in FIG.

According to the driving state detector shown in FIG. 5, when the throttle opening is small and the vehicle is traveling at a substantially constant speed in the low speed range for about 10 seconds, the flip-flop 84 is activated to perform forced shift-up control. Advance angle value control is performed, and normal operation is restored when the throttle opening is increased by depressing the accelerator pedal. Note that such driving state detection can also be implemented using a microcomputer or the like.

As described in detail, the present invention includes an automotive transmission controller that automatically changes the gear ratio of the transmission based on the current vehicle speed and throttle opening, and a vehicle that senses the engine status using various sensors. The engine is equipped with an electronic advance controller that selects the optimum ignition timing that matches the engine condition at that time and controls the ignition timing, and a signal generator that generates a control signal, and the signal generator generates a predetermined control signal. The automobile transmission controller is configured to shift up at least one step when the vehicle is turned on, and the electronic advance angle controller is configured to set the ignition timing to less than half of the optimum ignition timing, so that the vehicle can be driven slowly on a congested road. If a predetermined signal is generated manually or automatically from the signal generator, it is possible to change to one or more higher gears, lowering the engine speed and reducing fuel consumption. . Furthermore, since the ignition timing is delayed, there is no risk of knocking or the like and stable driving is possible.

[Brief explanation of drawings]

FIG. 1 is a block diagram of main parts showing an example of the hardware configuration of the vehicle running state control device of the present invention, FIG. 2 is a flowchart showing an example of the software configuration for realizing the speed change control function of the microcomputer 8, and FIG. 4 is a diagram showing an example of a standard shift pattern, FIG. 4 is a flowchart showing an example of advance angle calculation processing of the microcomputer II, and FIG.
The figure is a circuit diagram showing an embodiment of such a running state detector. 10 is a control section of an electronic advance angle controller, 17 is a control section of an automobile speed change controller, 24 is a crank angle sensor, 5 is an intake pressure sensor, 2G is a water temperature sensor, 27 is a vehicle speed sensor, and 28 is a throttle opening sensor. , 38 are switches. Patent applicant Fujitsu Ten Co., Ltd. Representative patent attorney Tamamushi Gobu and one other person

Claims (1)

[Claims] (1) Automotive transmission controller that automatically changes the gear ratio of the transmission based on the current vehicle speed and throttle opening, and various sensors that detect the engine status and optimize the ignition timing to match the engine status at that time. an electronic advance angle controller that selects and controls ignition timing, and a signal generator that generates a control signal, and when the signal generator generates a predetermined control signal, the automotive speed change controller 1. A vehicle running state control device, wherein said electronic advance angle controller is configured to set ignition timing to less than half of said optimum ignition timing. (2. In the vehicle driving state control device according to claim 1, the signal generator detects that the state in which the throttle opening is small and the vehicle is traveling at a substantially constant speed in a low speed range has continued for a predetermined time. A vehicle running state control device, characterized in that it emits the control signal when the vehicle is running.