JPH0534496B2 - - Google Patents

Description

[Detailed description of the invention]

(Field of Application of the Invention) The present invention relates to an electronic drive horsepower control device for controlling the drive horsepower of an automobile (Prior Art) In a conventional general automobile engine,
The accelerator (for example, an accelerator pedal operated by the driver's foot) is directly mechanically linked to the throttle, and the amount of operation of the accelerator is usually the amount of adjustment of the throttle. Additionally, as described in Japanese Patent Application Laid-Open No. 56-107925, the amount of accelerator operation is electrically detected, fuel is supplied accordingly, and the throttle is adjusted so that the amount of air commensurate with the fuel is supplied. There is also a known device that controls the engine to supply an air-fuel mixture to the engine that corresponds to the operation of the accelerator. Furthermore, as described in JP-A No. 51-138235, in a device that electrically controls the throttle in response to an accelerator signal, the control gain is changed depending on the operating state of the engine (for example, cooling water temperature, etc.). It is also known that However, in the conventional device as mentioned above,
The system only changes the engine output by supplying the air-fuel mixture to the engine according to the amount of accelerator operation, and does not take into account the actual output results. The output characteristics will change. Furthermore, since the output changes for the same amount of accelerator operation during and after warming up, there is also the problem that the accelerator response changes, making it difficult to drive. Furthermore, when a shift is performed in an automatic transmission, there is a problem in that the output changes before and after the shift and a shock is felt. Furthermore, when the gear ratio is changed for optimal control in a continuously variable transmission or the like, there is a problem that the driving horsepower changes and a constant running state cannot be maintained. (Object of the Invention) The present invention was made to solve the problems of the prior art as described above, and converts the accelerator operation amount according to a predetermined functional relationship to obtain a horsepower command value.
By detecting the deviation between that value and the actual horsepower and performing feedback control to match the actual drive horsepower with the horsepower command value, control is performed so that the accelerator operation amount and drive horsepower always have a stable correspondence. The object of the present invention is to provide a drive horsepower control device that can perform the following steps. FIG. 1 is a block diagram showing the overall configuration of the present invention. In FIG. 1, 51 is an accelerator means.
As this accelerator means, for example, an accelerator pedal operated by the driver's foot or a manual lever operated by the driver's hand can be used. Further, 52 is an operation amount detection means for detecting the operation amount of the accelerator means 51. The operation amount detection means 52 is, for example, a potentiometer that outputs a signal corresponding to the operation amount of the accelerator means 51. Next, the function generating means 53 converts the output of the manipulated variable detecting means 52 according to a predetermined functional relationship and outputs the converted output. The output of this function generating means 53 becomes a horsepower command signal indicating a horsepower command value. Further, the horsepower detection means 54 is a device for detecting the driving horsepower of the output shaft of the transmission. The output shaft drive horsepower can be calculated as the product of the output shaft torque and rotational speed. Therefore, as the horsepower detection means 54, it is possible to use a device consisting of a torque sensor that detects the torque of the output shaft, a rotation sensor that detects the rotational speed of the output shaft, and arithmetic means that multiplies the outputs of both sensors. I can do it. Next, the control means 55 is means for outputting a control signal for controlling the actual drive horsepower to match the horsepower command value. For example, the deviation between the actual horsepower signal corresponding to the actual driving horsepower output from the horsepower detection means 54 and the horsepower command signal corresponding to the horsepower command value given from the function generation means 53 is detected, and the This is means for outputting a control signal. Next, 56 is a throttle driving means. As the throttle drive means 56, for example, a device combining a solenoid valve and a negative pressure actuator, a solenoid actuator, or the like can be used. Further, 57 is a throttle means driven by the throttle drive means 56. The throttle means 57 is a throttle valve that adjusts the amount of intake air in the case of a gasoline engine, and a device that adjusts the amount of fuel supplied in the case of a diesel engine or a gas turbine engine. As described above, the throttle means is controlled so as to eliminate the deviation between the horsepower command signal set by converting the operation amount of the accelerator means according to a predetermined functional relationship and the actual horsepower signal corresponding to the actual driving horsepower. This makes it possible to always match the operation amount of the accelerator means with the actual drive horsepower regardless of the warm-up state, etc., and to perform stable driving operations. (Examples of the Invention) The present invention will be described in detail below based on Examples. FIG. 2 is a schematic configuration diagram when the present invention is applied to an automobile. In Figure 2, ignition switch 1
The output of the engine 20, whose start, operation, and stop are controlled by Power is transmitted and shifted by the transmission 40, and is transmitted from the propeller shaft 10 to the left and right rear wheels 12L, 12R via the differential gear 11 to drive the vehicle. The accelerator pedal 3 (corresponding to 51 in Fig. 1) controls the engine output, and the brake pedal 4 controls the front wheel 1.
Controls the braking force of 3L, 13R and rear wheels 12L, 12R. The parking brake lever 5 controls the braking force during parking. Control unit 1000 (5 in Figure 1)
3 and 55) controls the engine 20 and transmission 40 in response to signals from each part. In the present invention, the operation amount of the accelerator pedal 3 (corresponding to 51 in FIG. 1) is controlled by the potentiometer 31.
(corresponding to 52 in FIG. 1), the signal is processed by the control unit 1000, and the signal is applied to an actuator (not shown) in the engine 20 (corresponding to 56 in FIG. 1), which controls the throttle valve (not shown). (corresponding to 57 in Figure 1). Furthermore, the control unit 1000 changes its operating mode in response to data from the data input device 6. It also outputs various data and displays them on the display device 7. Power is input directly from a battery 8 mounted on the vehicle and via a power relay 9. Next, FIG. 3 is a diagram showing input/output signals to the control unit 1000. Each signal will be explained in turn below. First, the ignition switch signal 101 is a signal indicating the operating state (switch position) of the ignition switch 1, and has the following five states. (1) Lock, (2) Off, (3) Accessories, (4) On,
(5) Start. The operation of the engine and the like in each of these states and the structure of the ignition switch are well known. The select signal 102 is a signal indicating the operating position of the select lever 2, and in addition to the above-mentioned P, D, R, and N ranges, it also has a range for fixing the shift position during forward movement. The operation of the transmission and the like at each of these positions and the structure of the select lever are well known. The accelerator signal 103 is an output signal of the potentiometer 31 which generates a voltage signal proportional to the amount of depression of the accelerator pedal 3. The brake signal 104 is an output signal of a potentiometer that generates a voltage signal proportional to the amount of depression of the brake pedal 4. The parking brake signal 105 is the output signal of a potentiometer that provides a voltage signal proportional to the stroke position of the parking brake bar 5. The brake signal 104 and the parking brake signal 105 may be any signal corresponding to an amount related to braking force, such as pressure on a brake surface, and do not necessarily need to be a depression amount or position signal. Furthermore, in addition to analog voltage signals, digital code signals including the accelerator signal 103 may be obtained by an encoder. The data input signal 106 is a signal from the keyboard or switches of the data input device 6, and specifies the operation mode of the control unit (for example, control operation and diagnostic test mode, power performance-oriented mode and fuel efficiency-oriented mode, etc.). . The main power supply 107 is connected from the battery 8 to the power relay 9
The constantly energized power supply 108 is connected to the battery 8.
Enter directly from. The crank angle signal 120 is obtained by passing and blocking light through slits provided at predetermined angles on a rotating disk that is directly connected to the crankshaft, and is a pulse generated at predetermined angles. It's a signal. The crankshaft torque signal 121 is a signal corresponding to the crankshaft torque, and is, for example, a signal from a torque sensor that converts the magnetostrictive effect caused by the crankshaft torque into an electrical signal to obtain a voltage signal proportional to the torque. be. Air flow signal 122 is a signal from an air flow meter that provides a signal that is inversely proportional to the amount of air intake by engine 20. Engine temperature signal 123 is a signal from a thermistor that detects the temperature of engine cooling water. Various signals other than torque sensors and their sources are described in detail in Japanese Patent Publication No. 57-185501, and torque sensors are described in Japanese Patent Publication No. 185501.
−12447. The output shaft rotation speed signal 140 is a pulse signal that is emitted at every predetermined rotation angle of the transmission output shaft, and the rotation speed can be calculated from either the period or the frequency. It is basically the same as the crank angle signal. The output shaft torque signal 141 is a signal from a torque sensor that detects the torque of the transmission output shaft. These are similar to means for detecting the angle and torque of the engine crankshaft. Next, the output signal and the general control operation will be explained. (1) Power relay control signal 201 The power relay 9 is controlled on/off by a power relay control signal 201. During normal engine and transmission operation (when the ignition switch is on or starting), it is naturally on and supplies main power 107, but even when the ignition switch is off, data is not transmitted. Leave the relay on and continue to supply main power until the evacuation for preservation is complete. (2) Data output signal 202 Sends data to the display device 7 to display the control status of the system (eg, gear shift position, select lever position, etc.). It also diagnoses the system and outputs the results. Regarding data input and output, please refer to Japanese Patent Application Laid-open No. 1983.
−13140. (3) Air amount control signal 220 Functionally generates a drive command signal according to the accelerator signal 103, and outputs the drive command signal and actual horsepower signal (output shaft torque signal 141 and output shaft rotational speed signal 14)
The signal according to the deviation from (calculated as the product of 0) is
The air amount control signal 220 is sent as a throttle opening command to the throttle actuator. The throttle actuator (corresponding to 56 in FIG. 1) constitutes a servo system, and controls the amount of air by opening and closing the throttle in accordance with the opening command.
(For the throttle actuator, please refer to the patent application filed in 1983.
−39085). Furthermore, when the engine is in an idling state, the idling speed is controlled to be constant (described in detail in Japanese Patent Laid-Open No. 160137/1983). In addition, when the data input signal instructs the vehicle to run at a constant speed, the output shaft rotational speed signal 140
A feedback control system is configured to perform constant vehicle speed driving control. (4) Fuel injection amount control signal 221 The fuel injection amount control signal 221 is a pulse signal that controls the opening time of the fuel injection valve (not shown), and basically the engine is controlled based on the air flow rate signal 122 and the crank angle signal 120. A fuel injection time width proportional to the intake air is calculated, various corrections are applied to it, and the result is output (the basic control of fuel injection is detailed in Japanese Patent Laid-Open No. 125334/1983). (5) Ignition control signal 222 The ignition control signal 222 controls the energization time and energization cutoff timing for the primary winding of an ignition coil (not shown) in synchronization with the crank angle signal 120, and controls the ignition energy and ignition timing. It controls the The ignition energy is controlled to be constant regardless of the engine rotation speed or the power supply (battery 8) voltage, and the ignition timing is controlled based on the engine rotation speed (calculated from the crank angle signal 120) and the crankshaft torque signal 121 (or corresponding to the torque). (separate signal), the settings are made taking into consideration output torque, fuel consumption, exhaust, etc. (Basic control of ignition
(detailed in ). (6) EGR control signal 223 The EGR control signal 223 is a command signal for the opening (position) of the EGR control valve (not shown), and corresponds to the engine rotation speed and crankshaft torque signal 121, which are similar to the ignition timing, to It is set in consideration of fuel efficiency, etc. (The basic control of EGR is detailed in JP-A-55-32918). (7) The gear ratio control signal 240 is a signal that selects the gear ratio (shift position) of the transmission 40, and is the input shaft torque of the transmission 40 (i.e., the crankshaft torque signal 121 of the engine 20).
The drive torque, fuel consumption, stability, etc. are determined based on the signal or the corresponding signal (throttle opening signal, intake negative pressure signal, intake air amount signal, etc. are used) and the output shaft rotational speed signal 140 (i.e., vehicle speed signal). It is determined by taking into consideration factors such as noise, vibration, etc. The control signal drives a speed solenoid (not shown) to change the connection state of various clutches and change the gear ratio (for details on the basic control of the gear ratio and the gear mechanism, see Japanese Patent Application Laid-Open No. 57-47056 and Japanese Patent Application Laid-Open No. (detailed in 1984-24255). (8) Lock-up control signal 241 The lock-up control signal 241 is a signal that controls the engagement of the direct coupling clutch provided between the input and output shafts of the torque converter of the transmission 40, and similarly to the gear ratio control signal 240, Crankshaft torque signal 121 and output shaft rotational speed signal 140
The decision is made taking into account fuel efficiency, stability, vibration noise, etc. The control signal drives a lock-up solenoid (not shown) to control the hydraulic pressure applied to the clutch, and controls the clutch to be in a fully connected state, a slightly slipped state, or a completely disconnected state (torque transmission only by the torque converter). . (For the basic control contents of the lock-up, its mechanism, and operation, please refer to
24255, detailed in JP-A-56-24256 and JP-A-57-33253). Next, the circuit configuration of the control unit 1000 that comprehensively performs the above-mentioned control will be explained based on FIG. 4. In FIG. 4, 1100 is a signal shaping circuit;
The control unit 1000 inputs various input signals from the engine and various parts of the vehicle, removes noise from these input signals, and absorbs surges.
In addition to preventing malfunctions caused by noise and damage caused by surges, various input signals are amplified and converted to prepare the next input interface circuit 1200 to operate correctly. 1200 is an input interface circuit that performs analog-to-digital (AD) conversion of various input signals shaped by the signal shaping circuit 1100, counts the number of pulses during a predetermined time, and converts various input signals shaped by the signal shaping circuit 1100 to the next central processing unit. (CPU) 1300 converts it into a digital code signal so that it can read it as input data, and stores it in an internal register as input data. 1300 is a central processing unit (CPU) that operates in synchronization with a clock signal based on an oscillation signal 1311 of a crystal oscillator 1310.
It is connected to each part via the memory 1400, executes the program stored in the mask ROM 1410 and ROM 1420, reads various input data from the registers in the input interface circuit 1200, performs arithmetic processing, and calculates various output data. , output data is sent to a register in the output interface circuit 1500 at a predetermined timing. Memory 1400 is a data storage device, and a mask
ROM1410, PROM1420, RAM143
0 and a storage memory 1440. And the mask ROM 1410 is the CPU 1300
The program executed by the IC and the data used during program execution are permanently stored during IC manufacturing.
The PROM 1420 permanently writes and stores programs and data similar to the mask ROM 1410, which are likely to change depending on the type of vehicle, engine, and transmission, before being incorporated into the control unit 1000. Furthermore, the RAM 1430 is a readable and writable memory in which data stored during arithmetic processing and result data are temporarily stored before being sent to the output interface circuit 1500. If the switch 1 is turned off and the main power supply 107 is turned off, it will not be held. Furthermore, the storage memory 1440 stores and holds the result data and intermediate data of the arithmetic processing even when the ignition switch 1 is turned off, that is, when the automobile is not being driven. 1350 is an arithmetic timer circuit, and CPU1300
It is designed to enhance the functionality of the CPU, including a multiplier circuit to speed up calculation processing, and a CPU
The interval for sending an interrupt signal to 1300.
The CPU 1300 has a timer, a free-run counter, etc., which allows the CPU 1300 to know the elapsed time from a predetermined event to the next event and the time when the event occurs. 1500 is an output interface circuit;
Output data from the CPU 1300 is received in an internal register, converted into a pulse signal having a predetermined timing and time width, or a predetermined period and duty ratio, and sent to the drive circuit 1600. The drive circuit 1600 is a power amplification circuit that receives a signal from the output interface circuit 1500 and amplifies the voltage and current using a transistor or the like to drive various actuators, perform display, or diagnose the control system. data output signal 202 for performing and displaying the results.
or send out. 1700 is a backup circuit that monitors the signals from the drive circuit 1600, and when the CPU 1300, memory 1400, etc. has failed and is no longer operating normally, it receives part of the signal from the signal shaping circuit 1100 and starts the engine. The switching signal 1710 not only outputs the minimum necessary control output to enable the vehicle to be driven, but also generates a switching signal 1710 to notify of the occurrence of a failure. 1750 is a switching circuit, and a backup circuit 17
A switching signal 1710 from 00 blocks the signal from the output interface circuit 1500 and allows the signal from the backup circuit 1700 to pass. Among the above circuits, the input interface circuit 1200, the CPU 1300, the crystal oscillator 1310,
Memory 1400, arithmetic timer circuit 1350, and output interface circuit 1500 constitute a main control circuit. Also, backup circuit 1700 is an auxiliary control circuit. And signal shaping circuit 1100, drive circuit 160
0 and the switching circuit 1750 constitute an input/output signal processing circuit common to the main control circuit and the auxiliary control circuit. 1800 is a power supply circuit, which connects the main power supply 107 line to the input interface circuit 1200 and the CPU.
1300, memory 1400, and 5V constant voltage 1810 for microcomputers such as interface circuit 1500, backup circuit 17
5V constant voltage 1820 for 00, signal indicating on/off of ignition switch 1 (ING SW)
1830, reset signal (RESET) 1840,
Signal to stop the operation of CPU1300 (HALT)
1850, a constant voltage 1860 of 8V for the AD conversion circuit in the input interface circuit 1200, and a constant voltage 1870 to each of the common input/output signal processing circuits of the signal shaping circuit 1100, drive circuit 1600, and switching circuit 1750. Supplies each circuit. Further, the constantly energized power supply 108 creates a constant voltage 1880 of 5V for the memory retention memory 1440 and outputs it to the memory retention memory 1440. Next, an overview of the configuration and processing flow of the control program of the electronic control unit that performs the various controls as described above will be explained with reference to FIG. The control program is roughly divided into the following four parts. (1) Initial setting program 3000 (2) Background program 4000 (3) Interrupt processing program 5000 (4) Subprogram 3100 When ignition switch 1 is turned on and the power is turned on, power-on reset RESET
When the signal 1840 is input, the CPU 1300 starts the program from (reset) and first initializes the RAM 1430, input/output interface circuits 1200, 1500, etc. using the initialization program 3000. After the initial settings are completed, the background program 4000 is then repeatedly executed. The background program 4000 is composed of a plurality of programs for each processing item, and these programs are executed in sequence according to the order of the programs. If an interrupt request signal is received while a background program is being executed (in some cases, an initialization program is being executed), the program being executed is temporarily interrupted, and
Interrupt processing program 5000 starting from (interrupt)
(line 71). The interrupt processing program 5000 determines the type of interrupt request signal and selects which interrupt processing program to execute from among a plurality of interrupt processing programs. After executing the selected interrupt handling program,
Background program 4000 in progress
(line 72) and resumes execution. If a new interrupt request signal is input while the interrupt processing program is being executed, the process returns to (interrupt) (line 73), and the currently executed interrupt processing program and the type of the newly input interrupt request signal are displayed. Based on this, it is determined which interrupt processing program should be executed preferentially, and depending on the result, the interrupt processing program based on the new interrupt request signal is executed first, and then the interrupted interrupt processing program is executed. Return (line 74)
Alternatively, the current interrupt processing program is executed first and then a new interrupt processing program is started (line 75). Programs that are frequently used in the background program 4000 and the interrupt processing program 5000 are provided separately as subprograms 3100, and jump to the subprograms when necessary in the flow of each program (line 76, 7
8, 80), a predetermined program is executed from among the plurality of subprograms, and when it is finished, the original program is returned (lines 77, 79, 81). Note that during the execution of a subprogram, another subprogram may be executed, or an interrupt processing program may be executed in response to an interrupt request signal (however, this is not shown because the lines become complicated). In addition, if it is difficult to accept interrupt requests during a series of flows in each program, prohibit acceptance of interrupts (called masking) before the start of a series of arithmetic processing, and then to remove the ban. During this time, interrupt acceptance is made to wait. Next, the configuration of the above control program will be explained with reference to FIG. The initial setting program 3000 is a power-on
At reset (power on), the reset vector
This is a program that starts execution from a specific address called an address.CPU1300, RAM14
30, input/output interface circuit 1200, 1
Set an initial value such as 500 (ie, prepare for execution). This program uses
After clearing all addresses in the RAM, commands required for the operation of the input/output interface circuits 1200, 1500 and the arithmetic timer circuit 1350 are written and the operations are started. These commands include canceling the interrupt mask for interrupt signal processing, setting the timer interrupt cycle, setting the measurement time for measuring rotational speed and vehicle speed, and setting fixed constants for the output signals of each control. settings, initial output state settings, etc. When the initial settings are completed, an interrupt permission command is issued to the CPU 1300, and the CPU 1300 waits for the start of control. Background program 4000 is
These are programs that are constantly executed during the normal operation of the CPU 1300, and include programs that generally do not require much urgency due to control characteristics, programs that require a particularly long calculation time, steady-state control constant calculations, etc. These are executed when the CPU 1300 is idle. This program includes (1) steady control data calculation program 4100, (2) low speed correction data calculation program 4200, (3) learning control program 4300, and (4) CHECK program 4400, which are executed one after another in a predetermined order. When the last program finishes executing, it moves to the first program again and repeats this process. The interrupt processing program 5000 is a program that is started by interrupting the processing of the currently running background program due to various interrupts.
There is a group of programs whose execution is managed by the JOB execution priority determination program 6000. First, the interrupt processing program group will be explained. (1) Timer interrupt processing program 5100 If it is a timer interrupt, first the AD conversion startup program 5120 is executed. This program performs analog signal measurement by starting the AD converter and switching the multiplexer when converting multiple analog signals input into the input interface circuit 1200 into AD and using them for control while switching the multiplexer. This is a program that manages Next, a CLOCK signal output program 5110 is executed, which is performed by the CPU 1300 and the memory 14.
00, a fixed period to indicate that the output interface circuit 1500 etc. is operating normally.
This is a program for outputting the CLOCK signal 2026 and notifying the operating state of the CPU, etc. to the outside. Finally, time period JOB startup reservation program 5
130 is started, but this program is time synchronized (controlled in synchronization with a fixed time cycle)
Starting the JOB processing program (for more details, please refer to JOB
(request to start) is issued to the JOB execution priority determination program 6000. (2) Angle coincidence interrupt processing program 5200 A program that is started by an angle coincidence interrupt (an interrupt issued when the engine reaches a predetermined crank angle) and requires processing synchronized with engine rotation (angle synchronization job) Processing program) startup (more specifically, JOB startup request) is performed using angular synchronization.
By the JOB startup reservation program 5210, the JOB
Issued to the execution priority determination program 6000. (3) AD conversion completion processing program 5300 Checks the AD BUSSY flag to determine whether AD conversion has been completed. If it has been completed, AD conversion data is processed according to the channel data of the activated AD conversion. For example, the accelerator signal 10 is stored at a predetermined address in RAM 1430.
The driving pattern of the vehicle is determined from the time-series data of the AD conversion values of No. 2, and a request to start a control program for each driving state, which will be described later, is issued to the JOB execution priority determination program 6000. (4) External interrupt processing program 5400 An external interrupt is an emergency interrupt that is issued before the control unit is powered off, and if it is an external interrupt input, it is the most important among the interrupt processing program groups. The power-off data storage program 5410 is executed with priority to save data that needs to be saved for use in self-diagnosis, learning control, etc.
Transfer from RAM 1430 to memory holding memory 1440. (5) Rotation measurement end interrupt processing program 5500 The engine stall determination RPM calculation program 5510 is activated by the engine rotation measurement end interrupt, reads the engine rotation speed Nrpm, determines the presence or absence of engine stall, and starts the engine stall prevention control program. make a request. (6) External pulse interrupt processing program 5600 This is a program executed by key operations on the keyboard or pulse signals from an external device. (7) Overflow interrupt processing program 5700 This is a program executed by a timer overflow. (8) Data reception interrupt processing program 5800 Stores the data received by the reception data processing JOB startup reservation program 5810 activated by the data reception interrupt in a predetermined location of the RAM 1430, and then starts the reception data processing JOB ( (More specifically, a request to start a JOB) is issued to the JOB execution priority determination program 6000. Next, the JOB execution priority determination program 600
0 and the program group whose execution is managed by it. (1) JOB execution priority determination program 6000
is scheduled to start. Specifically, RAM1430 corresponding to each JOB
A predetermined bit at a predetermined location is changed from "0" to "1". Each JOB is assigned a priority in advance, and, for example, the order of addresses and bits is determined according to the priority. This program checks the predetermined bits in the RAM at the predetermined location in order of priority, and if there is a reserved program, it launches (starts execution) that program and simultaneously cancels the reservation ("1"). ” to “0”). Note that this process is repeated after each program execution is completed.
The program returns to the JOB execution priority determination program 6000, checks again, and returns to the background program 4000 if all programs are not reserved. (2) Acceleration control program 6100 This program calculates optimal values for fuel, ignition, EGR, air, gear ratio, lockup, etc. (control output data) according to the degree of acceleration. For example, in the case of sudden acceleration (if the accelerator signal 103 suddenly increases), the engine will control the engine to increase its output (richer fuel, advance ignition, reduce EGR, increase air) and control the transmission. Also, make sure that a large acceleration force can be obtained from the transmission (by releasing the lockup and increasing the gear ratio). (3) Deceleration control program 6200 This program calculates various optimal control output data according to the degree of deceleration, vehicle speed, engine rotation speed, etc. For example, the engine is controlled to minimize fuel consumption (by stopping the fuel supply or making the mixture lean), and at the same time, the transmission is selected at a gear ratio that provides the optimal feeling of deceleration. (4) Starting control program 6300 This program controls the slip rate of the drive axle to be within a predetermined range in order to prevent wheel spin during starting. (5) Shift control program 6400 This program controls the transmission, as well as the engine output torque, engine rotation speed, etc., in order to reduce shocks during shift. (6) Lockup control program 6500 This program controls transmission lockup and engine output torque in order to reduce shocks when locking up and releasing lockup. (7) Engine stall prevention control program 6600 This program is reserved when the engine stall determination and engine rotation speed (RPM) calculation program 5510 determines the engine rotation change pattern and predicts that an engine stall will occur. This is a program that is executed to urgently increase engine output to prevent engine stalling and to set the transmission gear ratio to neutral in order to lighten the load on the engine. (8) Time synchronization control program 6700 This program is reserved and executed at predetermined intervals, and updates and changes various data and writes control data to the output interface circuit 1500 at predetermined intervals. Let's do it. (9) Angle synchronization control program 6750 This program is reserved and executed at each predetermined engine (crankshaft) rotation angle, and is used to update and change various data at each predetermined rotation angle and output interface circuit 1500 for control data. Write to, etc. (10) Data input/output program 6800 This program is reserved and executed at predetermined time intervals or when a data reception interrupt occurs, and when receiving (inputting) data, it judges the content of the data. , memorize or change the control state. When transmitting (outputting) data, the data is output. Next, the function generating means 53 and control means 55 shown in FIG. 1 will be explained in detail. FIG. 7 shows a program for controlling the process from function generation to deviation detection. This program is provided in the steady control data calculation program 4100 in the background program 4000 mentioned above. In FIG. 7, first, at step 4110, the accelerator signal 103 (corresponding to the amount of operation of the accelerator) is read. Next, in step 4120, the value of the accelerator signal 103 is converted according to a predetermined functional relationship to obtain a horsepower command signal. This function generation is performed by reading out the horsepower command signal corresponding to the value of the accelerator signal from a data table stored in advance by a so-called table lookup. In this case, the function characteristics include, for example, the 8th section below.
A characteristic as shown by curve A in the figure is used. Note that if it is a linear function, it may be calculated using proportional calculation or the like. Next, at 4130, the output torque signal 141 is read, and at 4140, the output shaft rotational speed signal 14 is read.
Read 0. And in 4150, 140 above
The driving horsepower is calculated by multiplying by 141 and 141. Next, in 4160, the deviation, that is, the difference between the value of the horsepower command signal and the actual horsepower signal corresponding to the driving horsepower is calculated. Next, Figure 9 shows the air amount control signal 2, which is the throttle opening command signal, from the deviation calculated in Figure 7.
This is a flowchart of a program that calculates 20. This program is the time synchronization program 670
It is part of 0. Note that this program uses a time-synchronized program to perform calculations such as differentiation and integration. In FIG. 9, 6701, 6702, and 6
In step 703, the proportional (P), integral (I), and differential (D) calculations of the deviation are performed, respectively. Next, in 6704, the above P, I, and D are added. Next, at 6705, a signal obtained by adding the above P, I, and D is sent to the throttle drive means 56 as an air amount control signal. The calculations shown in FIG. 9 above are similar to those for P, I, and D control in normal feedback control. By controlling the throttle drive means 56 using the air amount control signal 220 as described above and adjusting the throttle means 57 to control the engine output, the accelerator operation amount is adjusted according to a value converted by a predetermined functional relationship. Since the drive horsepower can be feedback-controlled, the accelerator operation amount and the drive horsepower can always be controlled to have a predetermined relationship regardless of the warm-up state. Furthermore, when the control is performed as described above, the relationship between the vehicle speed (proportional to the output shaft rotational speed) and the torque becomes a characteristic as shown in FIG. 10 when the amount of operation of the accelerator is constant. Therefore, when the vehicle speed increases, the torque decreases to suppress the increase in vehicle speed, and vice versa. In other words, control to maintain the vehicle speed constant is automatically performed, making driving extremely easy. Further, as the function characteristic for converting the accelerator signal, in addition to the characteristic A shown in FIG. 8, characteristics shown by curves B and C can also be used. For example, when using the characteristics of curve B in Figure 8, in the range of small accelerator operation amount, the change in horsepower with respect to the accelerator operation amount is small, so low-speed driving can be performed smoothly, and fuel efficiency is reduced. gets better. Furthermore, when the characteristic shown by curve C in FIG. 8 is used, the change in horsepower becomes large with respect to the amount of accelerator operation in a range where the amount of accelerator operation is small, so a sharp response can be realized. Further, the characteristic of curve A in Fig. 8 is an intermediate characteristic between B and C described above, and at low speeds such as when starting, the change in horsepower is made small to enable a smooth start, and at medium speeds or higher, the characteristic is By generating horsepower proportional to the amount of accelerator operation, it has a characteristic that balances smoothness and power performance. In addition, in the characteristics shown in Fig. 8B above, a characteristic is used in which the change in drive horsepower is small with respect to the amount of accelerator operation in a range where the amount of accelerator operation is small, so when the vehicle is backing up, It also has the effect of making driving easier when careful accelerator operation is required, such as on slippery roads such as snowy roads. (Effects of the Invention) As described above, in the present invention, the driving horsepower is subjected to fieldback control according to the value obtained by converting the accelerator operation amount according to a predetermined functional relationship, so that variations in parts can be avoided. Regardless of the surrounding conditions, if the amount of accelerator operation is constant, the vehicle will always be driven with a constant drive horsepower corresponding to it. Therefore, stable performance can always be maintained and vehicle operation becomes easier. Further, if the accelerator pedal is constant, the driving horsepower is also kept constant, so it is possible to control the vehicle so that no shock occurs and the driving conditions do not change even before and after automatic gear shifting. Therefore, you can drive smoothly and safely even on snowy roads. Further, due to the characteristics shown in FIG. 10, if the amount of operation of the accelerator is kept constant, the vehicle speed is automatically controlled to be kept constant, so there are many effects such as extremely easy driving.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the overall configuration of the present invention, FIG. 2 is a schematic configuration diagram when the present invention is applied to an automobile, and FIG. 3 is a control unit 10.
4 is a diagram showing an example of the circuit configuration of the control unit 1000, FIG. 5 is a diagram showing an overview of the configuration of the control program and the flow of processing, and FIG. 6 is the configuration of the control program. Example diagram, 7th
8 is a flowchart of a program showing the function generation and deviation detection part of the present invention, FIG. 8 is a diagram showing the function characteristics of the function generation means, FIG. 9 is a flowchart of the feedback control program, and FIG.
The figure is a characteristic diagram of vehicle speed and torque in the control according to the present invention. Explanation of symbols: 51...Accelerator means, 52...Operation amount detection means, 53...Function generation means, 54...Horse power detection means, 55...Control means, 56...Throttle drive means, 57...Throttle means.

Claims (1)

[Scope of Claims] 1. An accelerator means operated by a driver; an operation amount detection means for detecting the operation amount of the accelerator means; and an operation amount detection means for converting the signal of the operation amount detection means according to a predetermined functional relationship. A function generating means outputs a horsepower command signal that commands the drive horsepower of the wheels, and detects the actual drive horsepower from the rotational speed and shaft torque of the output shaft of the transmission, and outputs an actual horsepower signal corresponding to it. A horsepower detection means detects the deviation between the horsepower command signal and the actual horsepower signal,
A drive horsepower control device for an automobile, comprising: a control means for outputting a control signal to eliminate the deviation; a throttle means for controlling engine output; and a throttle drive means for controlling the throttle means in accordance with the control signal. .