JPS6316143A - Engine control device - Google Patents

Abstract

PURPOSE:To improve the driving characteristic at the time of backing while ensuring the driving performance at the time of advancing by differentiating the engine output controlling quantity of a vehicle with a manual transmission between a clutch operating time and no operating time at the times of advancing and backing of said vehicle. CONSTITUTION:On receiving an accelerator opening alpha, a backing-vehicle gear position signal of a transmission 3, and a complete clutch connection signal of a clutch stroke sensor 8, a control unit 5 determines the gain of a throttle opening corresponding to the received accelerator opening alpha to a defined target throttle opening which is lower than any one at the time of advancing a vehicle, and carries out feedback control by the signal of a throttle opening sensor 6 through a DC motor 9. Thereby, the resolution of the throttle opening is improved more than when a vehicle is advancing, to obtain a good drivability improving traveling stability. When the signal of the disconnection or half connection of clutch is received, the gain of the throttle opening with respect to the accelerator opening is determined to be the same as the first gear of advancing, thereby, preventing the occurrence of an engine stall at the time of connecting a clutch.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an engine control device that improves the driving characteristics of a vehicle with a manual transmission when reversing.

(Prior Art) In order to improve the driving characteristics of automobiles, various throttle control devices have been proposed in the past in which the throttle valve is electrically feedback-controlled with predetermined characteristics in response to the amount of depression of the accelerator pedal. ing.

However, when the vehicle is moving backwards, acceleration performance and output performance are not required as when the vehicle is moving forward, but fine drivability is required. Similarly, it is not preferable to set the opening degree of the throttle valve for the same accelerator operation amount to be the same when the vehicle is moving backwards as it is when the vehicle is moving forward, because fine drivability cannot be obtained.

On the other hand, in a vehicle with a manual transmission (hereinafter abbreviated as rM/T vehicle), fine drivability can be improved by correcting the opening of the throttle valve when the vehicle is moving backwards to be smaller than when the vehicle is moving forward. Even if the clutch is engaged, the engine is likely to stall, making clutch operation difficult. In addition, when the vehicle is moving forward and backward alternately, such as during a width-shifting operation, frequent latch operations are required. Making a large difference at different times means that the operation required when the clutch is engaged will be different when moving forward and when moving backward, creating a sense of discomfort and making clutch operation even more difficult.

(Object of the invention) The present invention has been made in view of the above-mentioned circumstances.
In the F car, the throttle opening control amount, that is, the engine output control amount relative to the accelerator operation amount, is appropriately different between when the vehicle is moving forward and when the vehicle is reversing with the clutch not being operated,
Furthermore, even when the vehicle is moving backwards, by appropriately varying the engine output control amount between the clutch operation state and the clutch non-operation state, acceleration performance when the vehicle is moving forward can be improved.
An object of the present invention is to provide an engine control device that improves driving characteristics when the vehicle is reversing while ensuring output performance.

(Structure of the Invention) In order to achieve the above object, the present invention, as shown in FIG. A control device for an engine of a vehicle with a manual transmission, which includes an engine output control means for controlling engine output according to an operation amount, and a first detection means for detecting when the vehicle is moving backward; In response to the outputs of the first and second detection means, the engine output side wit relative to the accelerator operation amount is made smaller than when the vehicle is moving forward when the vehicle is moving backwards with the clutch not being operated. and correcting means for correcting the engine output control amount so that when the vehicle is reversing with the clutch operated, the engine output control amount is larger than when the vehicle is reversing with the clutch not being operated. .

(Effects of the Invention) According to the present invention, the engine output control amount relative to the accelerator operation amount is smaller than when the vehicle is moving forward when the vehicle is reversing with the clutch not being operated, that is, with the clutch fully engaged. By correcting this, for example, when the engine output control means includes a throttle valve, the resolution of the throttle valve opening is improved, fine drivability is obtained, and running safety is improved. Also, when the vehicle is reversing with the clutch in operation, that is, with the clutch disengaged or in the partially engaged state, the engine output control amount relative to the amount of accelerator operation is set to be larger than when the vehicle is reversing with the clutch not in operation. By correcting this, it is possible to prevent the engine from stalling when the vehicle is backed up with a clutch engagement operation.

(Embodiment) An embodiment of the present invention will be described in detail below with reference to FIG. 2 and subsequent figures.

FIG. 2 shows a system configuration diagram of an engine control device according to the present invention, in which 1 is an engine, 2 is a clutch, 3 is a transmission, 4 is a throttle valve, 5 is a control unit consisting of a microcomputer, and 6 is a throttle opening. sensor, 7 is a vehicle speed sensor, 8 is a clutch stroke sensor,
19 is D as an actuator for the throttle valve 4.
It is a C motor. And in the control unit 5,
Accelerator opening α indicating the amount of depression of the accelerator pedal, throttle opening θ from throttle opening sensor 6, clutch stroke from clutch stroke sensor 8, transmission 3
The control unit 5 is configured to generate output signals for driving the DC motor and control the throttle valve 4 based on these input signals. .

FIG. 3 is a diagram explaining the basic configuration and operation of the throttle control system according to the present invention. When the driver depresses the accelerator pedal 11, the accelerator opening signal generating section 12 detects the accelerator opening α. , generates a signal corresponding to this accelerator opening degree α. In addition, the information detection unit 13
detects the vehicle's engine condition, surrounding conditions, etc., and generates signals to alert these conditions. Second
The control section 14 corresponding to the control unit 5 in the figure is
A plurality of maps 15 that generate a predetermined throttle opening f(α) corresponding to the accelerator opening α are selected by a signal from the information detection unit 13, and a throttle gain reduction rate K (normally 1) a section 16 for setting 1);
It consists of a feedback control section 17 and a control gain determination section 18 that determines control gains G0 to G (described later) based on a signal from the information detection section 13. Two operations are performed in this control section 14. That is, one map is selected from the plurality of α-f(α) maps 15,
and a gain characteristic control operation in which the throttle gain reduction rate K is determined to determine the target accelerator opening degree θ (θ, - *f(α)), and a feedback control operation in which the throttle valve 4 is adjusted to II'+B. . In the latter feed bank control operation, the control gains 00 to G4 of the feedback control section 17 are controlled by the signal from the information detection section 13.
Determine. This makes the transient response of the throttle opening θ variable. Output from the feedback control section 17 (
OUT) is applied to a servo drive section 19 corresponding to the DC motor 9 in FIG. 2, and this servo drive section 19 drives the throttle valve 4. Further, the throttle opening signal generating section 20 corresponding to the throttle opening sensor 6 in FIG.
The actual throttle opening θ is detected and the value of θ is fed back to the feedback control section. The control operation performed by the control unit 14 in this case is based on PID, which has a fast response speed.
This is control (proportional action + integral action + differential action), and its block diagram is shown in FIG. With this throttle control,
The target throttle distance θa is determined based on the accelerator opening α, and the formula for determining the target throttle opening θ is shown in the following equation (1). In addition, G1, G2
, G are constants that determine the proportional gain, integral gain, and differential gain, respectively.

10G, (θa θ)' −−1・−・−−−−1−−−+11 Since it is necessary to differentiate this equation (1) with respect to time in order to control it in units of time, differentiate θ. Then θ,'=c, (θ7-θ)'+Gz(θ7-θ)10G,
(θ, −θ) #−・−・−・−・・・・・・・・・・(2) Here, let the current throttle opening deviation θ7−θ=EN,
EN throttle opening deviation in the previous control cycle
l, and if the throttle opening deviation in the control cycle before the previous one is EN2, then from equation (2), θr' = G+* (
EN EN 1)+G2*EN+G! * ((EN-
ENI) - (ENI - EN2) 1 = G + * (E N E N 1) + G
t *E N+G, * (EN 2*EN1+EN2
)-11----------(3) Next, FIG. 5 shows the flow of the main program of the throttle control '11 carried out by the control unit 5 in the present invention. First, in step 31, the system is initialized. First, in step 32, an interrupt permission process is performed, and then in step 33, the target throttle opening θ is determined relative to the accelerator opening α.

seek.

Next, FIG. 6 shows the flow of an interrupt program for determining the amount of operation of the throttle actuator.

This program is executed every 30m5ec.

First, in step 51, interrupts are prohibited, and in the next step 52, the accelerator opening α, throttle opening θ, clutch stroke, and gear position are read.0 Next, in step 53, the throttle actuator corresponding to the DC motor 9 in FIG. ta production amount MN is calculated using the above-mentioned equation (3) (PID control). That is, EN←θ, −θ M N = M N + G o *(G + * (
E N -E N 1 )+GzlkEN +Gi*(EN 2'kENl+EN2))ENI←
EN EN2←ENI Note that Go is a constant that determines the control gain of the entire system, and is usually G. -1. Also, for the next calculation, the current throttle opening deviation EN is converted to the previous throttle opening deviation E.
N 1, the previous throttle opening deviation ENI is memory-shifted to the throttle opening deviation EN2 of the time before the previous. Next, the process proceeds to step 54, and the manipulated variable MN calculated in step 53 is output to the actuator. 0 In this embodiment Since the actuator is a DC motor, the manipulated variable MN is converted into voltage by a D/A converter and output. Then, in step 55, interrupts are enabled and this interrupt program is ended.

FIG. 7 shows an example of a control flow for determining the target throttle opening degree θ7 in step 33 of FIG. 5. First, in step 101, it is determined whether the vehicle is moving backward. If this determination result is YES, it is determined in the next step 102 whether or not the clutch is connected, and if the clutch is in the disengaged state or in the half-clutch state, the throttle gain reduction rate K is determined in step 103. is set to 1 and the process proceeds to the next step 105. If the result of the judgment in step 102 is that the clutch is in a disengaged state or a half-clutch state, the process proceeds to step 104 and sets the throttle gain reduction rate K to β, where 0<β 1), proceed to step 105. In step 105, for example, the accelerator opening degree α and the throttle opening degree f as shown in FIG.
One map is selected from a plurality of maps showing the relationship with (α). In FIG. 8, the straight line A is a map showing the relationship between the accelerator opening and the throttle opening r(α) when the gear position of the transmission 3 is neutral, reverse, or in the 1st to 3rd gear positions, and the curve B , C show maps when the gear positions are at the 4th and 5th gear positions, respectively. When the gear position is in the fourth or fifth gear position, the driving force of the tires is small and the running resistance is large, so the gain of the throttle opening r(α) with respect to the accelerator opening α is increased. When the vehicle is moving backward, the map indicated by straight line A is selected. Next, in step 106, the value of the throttle opening f(α) with respect to the accelerator opening is determined using the map A selected in step 105, and in step 10
At step 9, the target throttle opening degree θ7 is determined by multiplying this throttle opening degree f(α) by the throttle gain reduction rate K.

In this way, by determining the target throttle opening of 0 and controlling the throttle valve, when the vehicle is moving backwards with the clutch not being operated, that is, with the clutch fully engaged, the throttle gain Since the value is selected to be smaller than 1, this is equivalent to setting K=1 and selecting the straight line A' shown by the broken line in FIG. 8 as the α-f(α) map. Therefore, instead of providing step 104 in FIG. 7 in which the throttle gain reduction rate K is set to β (O × β × 1), a map shown in the straight line A' in FIG. When the vehicle is moving backwards in the operating state, this map may be selected in step 105 of FIG. 7 to reduce the throttle gain. By reducing the throttle gain, the resolution of the throttle valve opening is improved compared to when the vehicle is moving forward. This ensures fine drivability and improves driving safety.

On the other hand, when the clutch is operated, that is, when the vehicle is reversing with the clutch disengaged or partially engaged, the engine throttle gain is set to be the same as the throttle gain when the transmission gear is shifted to the first forward gear, and the clutch is not operated. Since the throttle gain is made larger than when the vehicle is reversing in this state, it is possible to prevent engine stalling when the clutch is engaged.

In the above embodiment, the throttle gain of the engine when the vehicle is reversing in the clutch and clutch operation state is set to be the same as the throttle gain in the first forward speed. This eliminates the discomfort of clutch operation in cases where forward and backward movements are repeated alternately.

In the above embodiment, a throttle valve is used as an adjusting means for adjusting engine output in an automatic cycle engine in which the intake air amount, that is, output is adjusted by a throttle valve. However, the output adjustment means in the present invention is not limited to the throttle valve as in the above embodiment, but may be any means that changes and controls factors that significantly contribute to engine output. It depends. For example, in the case of a diesel engine whose output basically changes depending on the amount of fuel injected into the cylinder,
The fuel injection amount control device may be used as an output adjustment means.

[Brief explanation of the drawing]

Figure 1 is a block diagram conceptually showing the configuration of the present invention, Figure 2 is a block diagram conceptually showing the configuration of the present invention.
FIG. 3 is a system configuration diagram of an engine control device according to the present invention, FIG. 3 is an explanatory diagram of the operation of the throttle control system, and FIG.
The figure is a block diagram of the throttle control system, Figure 5 is a flowchart of the main program, and Figure 6 is the control of the throttle actuator. [111] Figure 7 is a flowchart for determining the target throttle opening, Figure 8 is a map showing the relationship between the throttle opening r(α) and the accelerator opening. . 1-...Engine 2-Craft 3...Ka
lR4--Throttle valve 5--Control unit 6--Throttle opening sensor 7-Vehicle speed sensor 8--Clutch stroke sensor 9-'D C motor

Claims (1)

[Scope of Claims] An engine control device for a vehicle with a manual transmission that controls engine output based on an accelerator operation amount, comprising: a first detection means for detecting when the vehicle is moving backward; and a clutch operation state. and a second detection means for detecting the output of the first and second detection means, and when the vehicle is moving backward with the clutch not being operated, the engine output control amount relative to the accelerator operation amount is made smaller than when the vehicle is moving forward. Correct as shown below.
and a correction means for correcting the engine output control amount so as to be larger when the vehicle is reversing with the clutch being operated than when the vehicle is reversing with the clutch not being operated.