JPS6361730A - Accelerator control device for vehicle - Google Patents

Abstract

PURPOSE:To prevent the racing of an engine, by providing a throttle valve open/close control means which outputs a throttle opening signal to a throttle actuator, and an engine speed restraining means which restrains the engine speed. CONSTITUTION:The stepping-in amount of an accelerator pedal 10 is detected by an accelerator potentiometer 12. A clutch switch 42 detects the connection and disconnection of a clutch. A throttle valve control circuit 14 sends a valve open/close control signal to a motor driver 22 via a latch 20. And the control signal of a CPU 18 is sent to a fuel injection control circuit 34. The fuel injection control circuit 34 restrains the engine speed when the deviation between a target throttle opening and the actual throttle opening is more than a prescribed value, and further when a clutch is disconnected. Thus, the racing of the engine at the time of quick shifting operation can be prevented.

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention relates to a vehicle accelerator control system in which a throttle valve mechanically disconnected from an accelerator operator is controlled to open and close in response to operations on the accelerator operator. Regarding equipment.

(Prior Art) As a conventional vehicle accelerator control device, for example, a device described in Japanese Unexamined Patent Publication No. 59-58131 is known.

This conventional device includes an input sensor that provides input information necessary for control content, an electronic control circuit that processes the input information from the input sensor according to predetermined control content, and a throttle control circuit that uses control signals from the electronic control circuit. It was equipped with an actuator such as a motor that opened and closed the valve, and controlled the opening and closing of the throttle valve in response to accelerator operation on the accelerator pedal.

(Problem to be Solved by the Invention) However, in such conventional vehicle accelerator control devices, the throttle valve is opened and closed by an actuator such as a motor. It is impossible to open or close the throttle valve faster than its limit (maximum speed), and if you return the accelerator pedal very quickly, such as when you suddenly take your foot off the gas pedal's full stroke, the throttle valve will open slightly. It was operating in the fully closed direction with a delay in response.

By the way, when a step motor is used as an actuator, it takes about 280 m5ec for the throttle valve to go from fully open to fully closed.

Therefore, when a shift operation is performed quickly while the vehicle is accelerating, the throttle valve has not yet closed at the moment when the accelerator pedal is released and the clutch is immediately released.

On the other hand, for the engine, the load during driving is reduced to no load by disengaging the clutch, so the engine speed increases by the amount that the throttle valve is open, which causes the problem that the engine does not start racing during quick shift operations. There was a point.

This not only makes the driver feel uncomfortable, but also causes problems such as poor fuel efficiency and overspeeding of the engine.

(Means for Solving the Problems) The present invention has been made for the purpose of solving the above-mentioned problems, and to achieve this purpose, the present invention employs the following solving means.

The solving means of the present invention will be explained with reference to the diagram corresponding to the claims shown in FIG. 1. The accelerator operation amount detection means a detects the accelerator operation amount of the accelerator operator, and the actual throttle opening degree detects the actual throttle opening degree of the throttle valve. The detection means
Clutch position detection means C for detecting connection/disengagement of the clutch; and throttle valve opening/closing control means for outputting a signal to the throttle actuator d to make the actual throttle opening match the target throttle opening corresponding to the accelerator operation amount. e, and an engine rotation speed suppressing means f for suppressing the engine rotation speed when the deviation between the target throttle opening degree and the actual throttle opening degree is greater than or equal to a predetermined value and the clutch is disengaged. .

(Function) In the vehicle accelerator control device of the present invention, when the deviation between the target throttle opening and the actual throttle opening is greater than or equal to a predetermined value and the clutch is disengaged, the engine speed suppressing means f automatically controls the engine speed. The rotation speed is suppressed.

Therefore, when the accelerator and clutch are operated at a speed exceeding the response speed of the throttle actuator d,
For example, during a quick shift operation during acceleration, the engine speed is suppressed to prevent the engine from revving.

(Example) A preferred example of the apparatus according to the present invention will be described below based on the drawings.

In FIG. 2, the amount of depression of the accelerator pedal 10 is detected by an accelerator potentiometer 12, and the detection signal is supplied to a throttle valve control circuit 14.

This throttle valve control circuit 14 is mainly composed of a microcomputer, and a detection signal from the accelerator potentiometer 12 is supplied to an A/D converter 16 thereof.

The detection signal of the accelerator potentiometer 12, which is converted into a digital signal by the A/D converter 16, is supplied to the CPU 18, and the CPU 18↑ receives a 4-bit valve opening/closing control signal.

The valve opening/closing control signal is supplied to the motor driver 22 via the latch 20, and the @ line 2 of the step motor 24
4a and 24b are excited and controlled by the motor driver 22 in accordance with the valve opening/closing control signals.

The rotation axis of the throttle valve 26 is fixed by the step motor 24, and as a result, the throttle valve 26 is controlled to open and close in accordance with the operation of the accelerator pedal 10.

Note that the throttle valve 26 is always urged in the closing direction by a return spring 28.

Further, the CPU 18 is also supplied with an engine rotation speed detection signal obtained by the crank angle sensor 32.

The engine rotation speed detection signal from the crank angle sensor 32 and the control signal from the CPU 18 are supplied to a fuel injection control circuit 34, and the transistor 38 that drives the injector 36 is controlled by this fuel injection control circuit 34.

Further, a clutch switch 42 is attached to the clutch pedal 40, and is turned ON when the clutch pedal 40 is depressed.
I, the signal that turns OFF in other areas is the CPU 18
is input.

3 and 4 show the control routine of the CPU 18 in FIG. 2, and the process in FIG. 3 is a fixed-time interrupt process that is activated at a predetermined period by an operating system (not shown). The process in Figure 4 is oci
This is an interrupt process and is activated according to the motor speed set by the fixed time interrupt process.

In FIG. 3, the statement of the amount of depression of the accelerator pedal 10 is read (step 100), and the target opening degree of the throttle valve 26 (target number of steps 5TEP*) is determined based on the statement of the amount of depression of the accelerator pedal 10 (step 100). 102)
.

Then, the control deviation ε of the throttle valve 26 is calculated by subtracting the actual step number 5TEP (the opening of the throttle valve 26 estimated from the feed amount of the step motor 24) from the target opening (target number of steps 5TEP*). Then (step 104), the motor speed of the step motor 24 is calculated based on the deviation (and judgment is made as to whether it is forward rotation, reverse rotation, or holding), and furthermore, the activation cycle of the OCT interrupt is set, and a flag regarding the motor rotation direction is set. (
Step 106).

Next, it is determined whether the accelerator pedal 10 is in an unoperated state using the detection signal of the accelerator potentiometer 12 (step 1oa), and it is also determined whether the actual step number 5TEP of the step motor 24 is 4 or less. It is determined whether the throttle valve 26 is at a position immediately before being fully closed (step 110).

At this time, if the accelerator pedal IO is not in the non-operated state or the throttle valve 26 is not in the position immediately before fully closed, the non-excitation flag N0TRQ is reset to 1 (step 112).
), and when the accelerator pedal 10 is not operated and the throttle valve 26 is in a position immediately before being fully closed, the non-excitation flag N0TRQ is set (step 114).

Next, the processing of the oct interrupt shown in FIG. 4 will be explained.

First, when it is confirmed that the non-excitation flag N0TRQ is not set (step 116), the step motor 2
It is determined whether the rotation position No. 4 should be maintained as it is, whether it should be rotated forward, or whether it should be reversed (step 1).
18).

At this time, when a forward rotation is determined, 1 is added to the actual step number 5TEP (step 120), and when a reverse rotation is determined, the actual step number 5TEP is added.
1 is subtracted from (step 122), and when it is further determined to hold, the actual step number 5TEP remains unchanged.

Then the excitation pattern shown in Table 1 of 1.2.3.
4 are selected in a predetermined order, and thereby the step motor 24 is controlled in forward and reverse directions, and the throttle valve 26 is driven to open and close or is held (step 124).

Table 1 In Table 1, when excitation pattern 1.2.3.4 is selected, correspondingly, from terminal to terminal A, from terminal ■ to terminal B, from terminal A to terminal W, Each rated excitation current flows from terminal B to terminal ■.

When pattern 1 changes to pattern 2, the rotation shaft of the step motor 24 is driven in the forward rotation direction, and when the pattern changes in the order of 3.4.1.2.3, the step motor 24 sequentially steps in the forward rotation direction. Driven.

Further, when the patterns 1.4.3.2, machining, and 4 are selected in the order, the rotating shaft of the step motor 24 is sequentially driven step by step in the reverse direction.

By selecting the excitation patterns 1.2.3.4 in a predetermined order in this way, the step motor 24 is fed forward or backward, and the throttle valve 26
are opened and closed by 1.8°, for example, and when it is determined that the opening is to be held, the opening is controlled to stop at that position.

As described above, when the accelerator pedal 10 is being depressed or the throttle valve 26 is not immediately before fully closed and the non-excitation flag N0TRQ is reset, the step motor 24 is driven in response to the accelerator pedal 10 depression operation. This causes the throttle valve 26 to
is controlled to open and close in response to the depression of the accelerator pedal 10.

Also, the non-excitation flag N0 indicates that the accelerator pedal 10 is not operated and the throttle valve 26 is about to be fully closed.
If confirmed from the set of TRQs (step 11
8), the non-excitation pattern in Table 1 is selected (step 12B), thereby prohibiting excitation of the windings 24a and 24b of the step motor 24.

As a result, when the throttle valve 26 is in the position just before fully closed and the accelerator pedal 10 is not operated, the step motor 24
The drive control of the throttle valve 26 is stopped, and the throttle valve 26 is then fully closed by the return spring 28.

Therefore, the throttle valve 26 is reliably fully closed without colliding with the throttle chamber at high speed, and the engine speed is rotated at the normal idle speed.

In addition, the actual driving step number of the step motor 24 is 5TEP.
The reason why it is determined that the throttle valve 26 is at the position immediately before full closing when is 4 or less is because, for example, when the actual drive step number 5TEP is 0 and the first pattern l is selected when power is turned on to the system. When the magnetic fields strengthen each other and the rotor stops, the rotational position of the rotor does not always coincide with the fully open position of the throttle valve 26.
．． This is because in the method in which 2.3.4 is selected sequentially, an error occurs by a maximum of 3 steps, and the maximum error step number is 4 steps or less.

Next, when the accelerator pedal 1o has returned to near the fully closed position (in this embodiment, the amount of depression is 5% or less) and the clutch is disengaged by the clutch switch 42, step 104
The deviation ε calculated by
torque valve opening of 10 degrees or more) and the engine rotation is more than a predetermined value (in this example, 2000 rpm or more) (hereinafter referred to as "
If all results in steps 130 to 136 are positive), a fuel cut signal is output to prevent the engine from racing during a quick shift operation (step 138).

In addition, in cases other than ``2'', the output of the fuel cut signal is stopped and normal engine control is returned (step 140).

Note that the reason why the engine speed is included as a condition in step 136 is to prevent engine stalling due to fuel cut, and is not a matter of concern in the present invention. This control may be performed, for example, when the vehicle speed is 8 km/h or more, as is done by engine control to prevent engine stalling.

FIG. 5 shows vehicle behavior during a quick shift operation when the present invention is not adopted and when it is adopted.

First, when the driver attempts to perform a shift operation, he first releases the accelerator pedal 10 at time to. Next, the clutch is disengaged at time t1, but at this time, even though the actuator (step motor 24 in this example) is about to return to full opening at maximum speed, there is still a deviation ε1, so the engine rotation is as shown in the figure. I just blew out ΔN.

On the other hand, when the present invention is adopted, fuel is cut at time t1, so that engine revving is prevented. At time t2, the deviation ε2 becomes 10' or less, so the fuel cut is stopped and the engine does not stall.

As explained above, when the accelerator pedal 10 is released and the clutch is disengaged, the fuel is cut if the throttle valve 26 is not returned sufficiently, which prevents the engine from racing during a quick shift operation. This prevents unnecessary fuel consumption without causing discomfort to the driver.

Although the embodiments of the present invention have been described above in detail with reference to the drawings, the specific configuration is not limited to these embodiments, and the present invention may be modified without departing from the gist of the present invention. included.

In this embodiment, a step motor is used as an example of the throttle valve actuator, but other types of actuators such as a DC motor (in this case, a throttle sensor is added to detect the throttle valve opening) and other actuators may be used. Of course, it can also be applied.

This is because when the mechanical connection between the accelerator and the throttle is cut off and the throttle valve is driven by an actuator,
This is because there is always a limit to the performance of an actuator, and there is always a delay. If we were to respond one-on-one to step inputs on the accelerator, it would be necessary to use actuators such as extremely large capacity and high performance motors, which would be too large and expensive to use in vehicles. It's almost unrealistic from that point of view.

In addition, in the embodiment, a fuel cut is shown as a means for suppressing the engine speed, but it is also possible to cut or limit the amount of intake air, limit fuel, delay the ignition timing, cut the ignition, limit the engine output by applying a load such as the brake, or reduce the throttle. Other means may be used as long as they can suppress the engine speed, such as forcing the valve back.

(Effects of the Invention) As explained above, in the vehicle accelerator control device of the present invention, when the deviation between the target throttle opening and the actual throttle opening is a predetermined value or more and the clutch is disengaged, The structure is equipped with an engine rotation speed suppressor that suppresses the engine rotation speed, which prevents the engine from racing when the accelerator and clutch operations can be performed at a speed that exceeds the response speed of the throttle actuator, such as during a quick shift operation. The effect is that it can be prevented.

[Brief explanation of the drawing]

FIG. 1 is a claim correspondence diagram showing the vehicle accelerator control device of the present invention, FIG. 2 is a diagram showing the vehicle accelerator control device of the embodiment, and FIGS. 3 and 4 show the CPU 18 in FIG.
FIG. 5 is a flowchart showing the processing procedure, and FIG. 5 is a time chart during a quick shift operation. a...Accelerator operation amount detection means b...Actual throttle opening detection means C...Clutch position detection means d...Throttle actuator e...Throttle valve opening/closing control means f...Engine rotation speed suppression Means Patent Application Nissan Motor Co., Ltd.

Claims (1)

[Scope of Claims] 1) Accelerator operation amount detection means for detecting the accelerator operation amount of the accelerator operator, actual throttle opening detection means for detecting the actual throttle opening of the throttle valve, and connection/disengagement of the clutch. clutch position detection means for detecting the actual throttle opening; throttle valve opening/closing control means for outputting a signal to the throttle actuator to make the actual throttle opening match the target throttle opening according to the accelerator operation amount; 1. An accelerator control device for a vehicle, comprising: an engine rotation speed suppressing means for suppressing the engine rotation speed when the deviation from the throttle opening is equal to or greater than a predetermined value and the clutch is disengaged.