JP2923366B2 - Engine output control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine output control device.

[0002]

2. Description of the Related Art Conventionally, as an output control device for an engine, a target drive torque is calculated based on a drive shaft rotation speed corresponding to a vehicle speed, an accelerator opening, and the like, and an opening of a throttle valve is adjusted to the target drive torque. A device for controlling the degree is known (for example, see Japanese Patent Application Laid-Open No. 2-201058).

[0003]

In the above-described conventional engine output control device, the target driving torque is determined by a combination of the vehicle speed, the accelerator opening, and the like. Fluctuates, the target drive torque also fluctuates, and as a result, there is a possibility that the throttle valve opening fluctuates. Especially immediately after starting, the detected vehicle speed becomes a waveform having a swell due to torsional vibration of the drive system,
For this reason, the throttle valve opening may fluctuate, leading to a deterioration in traveling performance.

In order to solve this problem, the detected vehicle speed signal is smoothed, that is, the detected vehicle speed is not used as it is, but the present detected value is averaged using the previous detected value, and the change between the detected values is detected. It is conceivable to perform a process of distributing and use the smoothed process as a vehicle speed signal for calculating a target driving force.

[0005] However, the following inconvenience may occur when the gearshift operation is performed. That is, for example, when the gear is shifted up from the first gear to the second gear,
Although the target drive torque must also change immediately in response to changes in the gear ratio and the vehicle speed, in this case as well, if the above-described smoothing process is performed, the previous vehicle speed detection value, that is, the first speed, is obtained by this smoothing process. , The target drive torque also gradually changes, and as a result, there arises a problem that responsiveness is reduced.

The present invention has been made in view of such circumstances, and provides an output control device for an engine that can prevent deterioration of responsiveness even during a gear shift while preventing deterioration in running performance. It is intended to be.

[0007]

In order to achieve the above object, according to the present invention, a means for calculating a target driving force by using a vehicle speed as one of parameters, and controlling an engine output based on an output of the means. An output control device for the engine having means for performing smoothing processing for equalizing the detected value to the vehicle speed used in the arithmetic means, and detecting that a shift is being performed, and A smoothing processing stopping means for stopping the operation of the smoothing processing means is provided.

According to a second aspect of the present invention, in the first aspect, the engine output is controlled by the throttle valve opening.

According to a third aspect, in the second aspect of the invention,
A smoothing control means for outputting a vehicle speed detection value or a value obtained by smoothing the vehicle speed including a smoothing processing means and a smoothing processing stopping means; and a target driving force based on an output of the smoothing processing control means. Means for calculating, based on the target driving force, means for calculating a target turbine torque which is a target value of the turbine torque of the automatic transmission connected to the engine; and means for calculating the target turbine torque and the output of the smoothing processing control means. Means for calculating a target engine torque and a target engine speed based on the obtained turbine speed, and means for calculating a target throttle opening based on the target engine torque and the target engine speed. Configured.

According to a fourth aspect of the present invention, in the invention of any one of the first to third aspects, the smoothing processing means obtains a vehicle speed detection value by obtaining a weighted average of a current vehicle speed detection value and a previous vehicle speed detection value. It is becoming more and more.

[0011]

According to the first aspect of the present invention, since the vehicle speed for determining the target driving force is obtained by smoothing the vehicle speed detection value, a sudden change in the vehicle speed detection value different from the actual vehicle speed occurs. However, this does not directly lead to a change in the target driving force. Moreover, since the smoothing process is stopped at the time of shifting, the target driving force is determined by the actual vehicle speed detection value, and the responsiveness does not decrease.

According to the second aspect, the first aspect is provided.
The opening degree of the throttle valve is controlled based on the target driving force determined by the above.

For example, according to the third aspect,
A target turbine torque is calculated based on the target driving force, a target engine torque and a target engine speed are calculated based on the target turbine torque and the turbine speed, and based on the target engine torque and the target engine speed. The target throttle opening is calculated, and the opening of the throttle valve is controlled based on the target throttle opening.

According to the fourth aspect, the smoothing process is appropriately performed using the current vehicle speed detection value and the previous vehicle speed detection value.

[0015]

In FIG. 2, reference numeral 1 denotes an engine and reference numeral 2 denotes an intake passage of the engine 1. A throttle valve 3 for adjusting an intake air amount is disposed in the intake passage 2. The throttle valve 3 has no mechanical cooperation with the accelerator pedal 4, and its opening is electrically changed by the operation of the stepping motor 5.
Is connected to The operation of the stepping motor 5 is controlled by a controller 6, whereby the throttle valve opening of the throttle valve 3 is controlled to a predetermined amount.

An automatic transmission 7 having a lock-up mechanism connected to an engine output shaft 1a is disposed behind the engine 1. The automatic transmission 7 is provided with a torque converter (not shown) and, for example, four forward speeds and a reverse speed. And a one-stage planetary gear mechanism. Left and right rear wheels (not shown) are connected to an output shaft (not shown) of the automatic transmission 7 via a propeller shaft 8 and a differential device 9.

In FIG. 1, reference numeral 11 denotes a vehicle speed sensor which is disposed on the output shaft of the automatic transmission 7 and detects a vehicle speed.
Numeral 2 denotes an acceleration sensor for detecting the acceleration of the vehicle, and 13 denotes an accelerator pedal sensor for detecting an amount of depression of an accelerator pedal 4 (accelerator opening).
Reference numerals 2 and 13 are connected to the controller 6 so that respective detection values can be input. The automatic transmission 7 is connected to the controller 6 so that shift information such as a shift start condition and an end condition can be input.

The controller 6 includes the sensor 11,
The final target throttle valve opening is obtained based on the vehicle speed detection value, acceleration detection value, accelerator opening detection value, shift information, and the like from 12 and 13, and the stepping motor 5 is operated based on this to obtain the throttle valve 3. The opening degree is controlled. This controller 6
As shown in FIG. 1, an averaging process control circuit 61, a target driving force search circuit 62, and a target turbine torque calculation circuit 63
, A turbine speed calculation circuit 64, a target engine torque and target engine speed calculation circuit 65, a target throttle valve opening calculation circuit 66, and a target throttle valve opening correction control circuit 67.

The control by the smoothing control circuit 61 will be described with reference to FIG. First, at step SA1, it is determined whether or not a shift start condition is satisfied based on shift information from the transmission 7. If the shift start condition is satisfied, the shift flag is set to 1 in step SA2, and in step SA3, the detected vehicle speed value Vsp (i) is set as the vehicle speed value Vsp (i) without performing the smoothing process. These steps S
A1 to step SA3 and steps SA1 and S
A4, SA5, and SA3 form the averaging process stopping means 61a.

If the shift start condition is not satisfied in step SA1, the flow advances to step SA4 to determine whether or not the shift flag is 1. If the shift flag is 1, the shift is in progress, and it is determined in step SA5 whether or not the shift end condition is satisfied based on the shift information from the transmission 7. If the condition is not satisfied, it means that the shift is still being continued, and the process proceeds to step SA3. If the shift end condition is satisfied in step SA5, the shift is ended, and the shift flag is set to 0 in step SA6 to perform the smoothing process in step SA7.

In step SA4, the shift flag is set to 1
If not, it means that the gear is not being shifted, so step SA
The process proceeds to step 7 to perform an annealing process. In this embodiment, the vehicle speed detection value is obtained by calculating a weighted average of the current vehicle speed detection value Vsp (i) and the previous vehicle speed detection value Vsp (i-1). That is, a positive predetermined value less than 1 is set in advance as the smoothing coefficient a, and the smoothing coefficient a is set to the current vehicle speed detection value Vsp (i), and 1 to the previous vehicle speed detection value Vsp (i-1). This is performed by multiplying each by the value obtained by subtracting the smoothing coefficient a, and setting the sum as the vehicle speed value Vsp (i). For example, when 0.5 is adopted as the smoothing coefficient a, the vehicle speed value Vsp
(i) is an arithmetic mean of the present and previous vehicle speed detection values. Step SA1 and steps SA4 to SA7 constitute an annealing processing means 61b.

The vehicle speed value Vsp (i) thus processed
Is sent to the target driving force search circuit 62 and the turbine speed calculation circuit 64. In the target driving force search circuit 62,
A target driving force Ft is retrieved from a target driving force map (see FIG. 4) stored in advance based on the current accelerator opening Th and the vehicle speed value Vsp (i). It is sent to the torque calculation circuit 63.

In the target turbine torque calculation circuit 63, the target turbine torque Tqtt is calculated based on the target driving force Ft,
Tqtt = Ft × R / (Ddef × Dgear) is calculated based on the tire diameter R of the rear wheels, the final reduction ratio Ddef, and the gear ratio Dgear of the current gear position, and the target turbine torque Tqtt is calculated based on the target engine torque and the target engine torque. Engine speed calculation circuit 65
Sent to

In the turbine rotation speed calculation circuit 64, the turbine rotation speed Nt is calculated based on the vehicle speed value Vsp (i), the tire diameter R of the rear wheel, the final reduction ratio Ddef, and the gear ratio Dgear of the current gear position, as follows: This is calculated by {(1000/60) / 2πR} × Ddef × Dgear × Vsp (i), and the turbine speed Nt is sent to the target engine torque and target engine speed calculation circuit 65.

In the target engine torque and target engine speed calculation circuit 65, as shown in FIG. 5, the target engine torque Tqengt and the target engine speed Ne are changed to the target turbine torque Tqtt, the turbine speed Nt, and the automatic transmission 7 as shown in FIG. The calculation is performed based on the information on the engaged or released state of the lock-up mechanism from. That is, the torque ratio of the automatic transmission tau, When Kp capacity coefficient, when the relationship between the turbine speed Nt and the engine speed Ne is Nt ≦ Ne, by ^{Tqtt = τ × Kp × Ne 2} , also Nt> When Ne, the engine speed Ne is obtained based on a relational expression between the turbine torque Tqtt expressed by Tqtt = τ × Kp × Nt ² and the engine speed Ne. When Nt ≦ Ne, Tqengt = Kp by × Ne ^2, also when Nt> Ne, the target engine torque Tqengt is calculated by Tqengt = Kp × Nt ^2.

The target engine torque Tqengt and the target engine speed Ne are sent to a target throttle valve opening calculation circuit 66, and the target throttle valve opening calculation circuit 66
Then, as shown in FIG. 6, the target engine torque Tqe is obtained from the target throttle valve opening map stored in advance.
The target throttle valve opening ETVO according to ngt and the target engine speed Ne is calculated.

The target throttle valve opening ETVO is sent to a target throttle valve opening correction control circuit 67, and the target throttle valve opening correction control circuit 67 corrects the driving force step just before and immediately after the shift. . That is, as shown in FIG. 7 and FIG.
It is determined whether or not the shift is from the second gear to the third gear or the third gear to the fourth gear. This determination is made based on the output of a shift signal to the shift solenoid valve 71 (see FIG. 1) of the hydraulic control circuit having a number of shift control valves. This step S
If it is not the time of shifting in B1, the correction control is not performed, and the target throttle valve opening ETVO in the target throttle valve opening calculation circuit 66 is used as it is as the final target throttle valve opening.

If the result of the determination in step SB1 is that of shifting, the acceleration Gb immediately before shifting during the delay time from when the shift signal is output to when the actual shift is started is determined in steps SB2 to SB7. As a result, the driving torque immediately before the shift is indirectly detected. That is, the accelerator opening detection value is input in step SB2, and the vehicle acceleration detection value is input in step SB3, and step SB4
From the actual gear ratio g to the set gear ratio Ai- ₁ before shifting (for example, 1
Fast → the time the second gear shift than a value obtained by subtracting the first-speed gear ratio A _1), to determine whether large slice level g ₀ for shift start determination. Note that the actual gear ratio g is obtained based on the tank speed and the vehicle speed.

At step SB4, the slice level g ₀
Is smaller, that is, before the shift is started, 1 is added to the sampling number n in step SB5, and step SB3
And the sampling of the acceleration of the vehicle is repeated. If towards the slice level g ₀ in step SB4 is large, i.e., if the shift is started, to stop sampling of the acceleration in step SB6, that arithmetic mean acceleration acceleration Gb of shift immediately preceding sampled in step SB7 Is calculated by

Thereafter, in step SB8, the sampling number n is reset (n = 0), and steps SB9 to SB16
To determine the acceleration Ga immediately after the shift, and thereby the drive torque immediately after the shift is indirectly detected. That is, the slice for determining the end of the shift is determined from the value obtained by subtracting the set gear ratio Ai after the shift (for example, the second gear ratio A ₂ when shifting from the first gear to the second gear) from the actual gear ratio g newly calculated in step SB9. It determines whether or not towards the level g ₁ is large. If not big,
This determination is repeated, and if it is larger, the shift is completed, so that the stability of the acceleration immediately after the shift is waited in steps SB10 and SB11. That is, the timer is set in step SB10, and the process waits until the timer ends (Ta = 0) in step SB11.

Next, after setting a timer as a sampling period of the acceleration G in step SB12, sampling of the acceleration G is performed in step SB13, and this sampling is performed in step SB14 until the timer ends (Tb = 0). When the timer ends, the sampling is terminated in step SB15, and in step SB16, the acceleration Ga immediately after the shift is obtained by arithmetically averaging the sampled accelerations.

Next, in step SB17, the sampling number n is reset (n = 0), and in step SB18, the correction coefficient Ksb of the target throttle valve opening in the gear before the shift is changed.
(i) and the correction coefficient Ksa (i) at the speed after the shift,
Using α as a predetermined function, Ksb (i) = α (Ga−Gb) +1 and Ksa (i) = − α (Ga−Gb) +1. Further, in step SB19, each correction coefficient obtained this time is previously obtained. The correction coefficients Ksb (i) and Ksa (i) used in the current correction control of the target throttle valve opening are multiplied by the respective correction coefficients. In other words, the correction coefficient at the speed before and after the shift is obtained according to the difference between the acceleration (drive torque) immediately before and immediately after the speed change. When the acceleration Gb before the speed change is greater than the acceleration Ga after the speed change, the shift speed before the speed change is obtained. Is corrected in the direction in which the throttle valve opening with respect to the shift speed becomes smaller, and the throttle valve opening with respect to the shift speed after the shift is increased, and when the acceleration Gb before the shift is smaller than the acceleration Ga after the shift, the opposite is true. Will be corrected.

In step SB20, the correction coefficient Ksb
(i) in the correction coefficient table for the gear position immediately before the shift, out of the correction coefficient tables for each 1/8 opening of the throttle valve provided for each gear position in step SB20,
In addition to storing the correction coefficient Ksa (i) at the position corresponding to the accelerator opening stored in B2, the other correction coefficient Ksa (i) is also stored at a position corresponding to the corresponding accelerator opening in the correction coefficient table of the gear immediately after the shift.

The final target throttle valve opening is obtained by multiplying the correction coefficient by the target throttle valve opening ETVO just before and immediately after the shift obtained by the target throttle valve opening calculation circuit 66, and the throttle 3 (see FIG. 2) is obtained. The stepping motor 5 is driven such that the opening degree of the throttle valve becomes the final target throttle valve opening degree.

In the above configuration, in an operating state other than during a gear shift, a value obtained by smoothing an actual vehicle speed detection value is used as a vehicle speed for obtaining a target driving force. The output control of the engine is performed based on the target throttle valve opening determined on the basis of the target throttle valve opening. For this reason, even if the vehicle speed detection value fluctuates suddenly due to torsional vibration of the drive system, etc., the effect of the fluctuation does not directly appear in the required target driving force, but appears as vehicle vibration due to fluttering engine rotation. There is no. Also, during shifting,
The smoothing process is not performed, and the actual detected vehicle speed is used as it is as the vehicle speed for obtaining the target driving force. For this reason, the influence of the vehicle speed detection value at the previous stage caused by performing the above-mentioned smoothing processing is removed, and the target driving force is changed by following the change in the gear ratio and the vehicle speed associated with the speed change.

Therefore, in this embodiment, the running speed is prevented from deteriorating by using a value obtained by smoothing the actual detected value as the vehicle speed which is one of the parameters for determining the target driving force. In addition, by stopping the smoothing process during gear shifting, it is possible to prevent a decrease in responsiveness.

The target throttle valve opening correction control circuit 6
7, when a step occurs in the drive torque before and after the shift, the target throttle valve opening before and after the shift is corrected so as to eliminate the step. There is no step in the driving torque, and the acceleration performance and deceleration performance of the vehicle can be favorably maintained.

Another embodiment in the above embodiment will be described below.

B. In the above-described embodiment, as means for controlling the output of the engine, the target throttle valve opening corresponding to the target driving force is calculated and the operation of the throttle valve is controlled so as to be equal to this opening. Instead, for example, the fuel injection amount and the ignition timing may be controlled according to the target driving force.

B. In the above-described embodiment, the smoothing process is configured to perform the arithmetic process using the current and previous vehicle speed detection values. However, the present invention is not limited to this. For example, a process for cutting a peculiar protrusion value is added. You may comprise.

[0041]

As described above, according to the engine output control apparatus of the present invention, the vehicle speed signal as a parameter for determining the target driving force is smoothed and used. Can be prevented from directly leading to a change in the target driving force, even if the vehicle speed changes due to torsional vibration of the drive system, etc.
As a result, the traveling performance can be improved as compared with the case where the annealing process is not performed. In addition, since the smoothing process is stopped at the time of shifting, the target driving force is determined by the actual vehicle speed value of the vehicle speed, thereby preventing a decrease in responsiveness that may be caused when the smoothing process is performed during shifting. The driving performance can be improved.

In the present invention, if the engine output is controlled by the throttle valve opening, the engine output can be controlled by the throttle valve opening control. It can be done easily and reliably.

[Brief description of the drawings]

FIG. 1 is a control block diagram showing an embodiment of the present invention.

FIG. 2 is an overall schematic explanatory view of an engine.

FIG. 3 is a flowchart illustrating a smoothing process control.

FIG. 4 is a relationship diagram between a target driving force and a vehicle speed at each accelerator opening as a target driving force map.

FIG. 5 is an explanatory diagram of a target engine torque and a target engine speed calculation circuit.

FIG. 6 is an explanatory diagram of a target throttle valve opening calculation circuit.

FIG. 7 is a flowchart illustrating a first half of target throttle valve opening correction control;

FIG. 8 is a flowchart illustrating the latter half of the target throttle valve opening correction control.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 3 Throttle valve 5 Stepping motor 6 Controller 61a Annealing processing stopping means 61b Annealing processing means

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 29/00 F02D 29/00 C

Claims (4)

(57) [Claims] 1. An engine output control device comprising: means for calculating a target driving force using a vehicle speed as one of parameters; and means for controlling an engine output based on an output of the means. Smoothing processing means for adding smoothing processing for equalizing the detected value to the vehicle speed to be used, and smoothing processing stopping means for detecting that shifting is in progress and stopping the operation of the smoothing processing means during this shifting. An output control device for an engine, comprising: 2. The engine output control device according to claim 1, wherein the engine output is controlled by the throttle valve opening. 3. An annealing processing means and an annealing processing stopping means.
Included steps, detected vehicle speed or smoothed it
Smoothing processing control means for outputting a value and this smoothing processing control
Means for obtaining a target driving force based on the output of the control means;
Automatic shifting connected to the engine based on the target driving force
Target turbine torque, which is the target value of the turbine torque of the machine
Means for calculating the target turbine torque and the
Turbine speed obtained from the output of
Target engine torque and target engine speed based on
Means for calculating the target engine torque and
Calculates target throttle opening based on target engine speed
3. A device according to claim 2, further comprising:
Engine output control device. 4. The smoothing processing means includes: a current vehicle speed detection value;
By calculating the weighted average with the previous detected vehicle speed,
Claims characterized in that they detect values
Item 4. An output control device for an engine according to any one of Items 1 to 3.
Place.