JPH04203439A - Drive-by wire type vehicle with forcibly closing throttle mechanism - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Field of Application] The present invention is a drive-by-wire (DB
W) Regarding the second vehicle, in particular, a DBW with a throttle closing force mechanism that has a mechanism that can forcibly close the throttle valve.
Regarding vehicles.

[Prior Art] Conventionally, a DBW type control device has been provided that controls the speed of an automobile by electronic control using a motor driven throttle valve, and in this device, the throttle opening is controlled independently of the driver's accelerator operation. Ru.

[Problems to be Solved by the Invention] In this DBW type device, since the throttle valve is not restrained by the accelerator pedal, the throttle valve can be driven to open and close freely.

However, when a motor or controller fails, it is necessary to stop the control, so many fail-safe mechanisms have been proposed to deal with failures, but all of them are composed of complex mechanisms, and DBW Functionality may be limited.

The present invention was devised in view of such problems, and provides a DBW type vehicle with a throttle closing force mechanism that has a simple configuration and can exhibit an accurate fail-safe function in the event of a failure of the motor, etc. The purpose is to

[Means for Solving the Problems] Therefore, the DBW vehicle with a throttle closing forcing mechanism of the present invention is provided with a linkage mechanism that transmits the braking action by the brake pedal to the throttle valve side, and the linkage mechanism Claim 1, further comprising a throttle valve closing force means for forcibly closing the throttle valve when the pedal is depressed more than required.
).

Further, in the DBW vehicle with a throttle closing forcing mechanism of the present invention, the throttle valve closing forcing means includes a loosely fitting lever member that is loosely fitted to the rotating shaft of the throttle valve and rotates in conjunction with the braking operation of the brake pedal; and a fixed lever member fixed to a rotating shaft of the valve, and the fixed lever member is configured to engage with the loosely fitted lever member that rotates to drive the throttle valve to close. (Claim 2).

[Function] In the above-mentioned DBW vehicle with a throttle closing forcing mechanism of the present invention, when the brake pedal is depressed by more than the required amount when the motor etc. fails, the throttle valve is forcibly driven to close, and the brake pedal is depressed by the required amount. When the following conditions are reached, normal throttle valve driving is performed (Claim 1).

In addition, in the DBW vehicle with the throttle closing force mechanism of the present invention, when the brake pedal is depressed, the loose-fitting lever member rotates in conjunction with this, and the loose-fitting lever member that rotates is fixed. When the lever member is engaged, the throttle valve is driven to close (claim 2).

[Embodiment 1] An embodiment of the present invention will be described below with reference to the drawings. Fig. 1 is a schematic block diagram showing the main part configuration,
Figure (a) is a schematic diagram showing the main part configuration of the control system, Figure 2 (b) is a block diagram showing the schematic configuration of the control system, and Figure 3.
Figure 4 is a block diagram showing a schematic configuration of the target speed setting means, Figure 4-5 shows its running load compensation type control section, Figure 4 is its block diagram, and Figure 5 (a). ,(
b).

(c) is a flowchart showing its operation, and Figs. 6 to 8 show its output torque change limiting type speed control section, Fig. 6 is its block diagram, Fig. 7 is its flowchart, and Figs. Figure 8(a).

(b) and (c) are both graphs showing its characteristics, Fig. 9.10 shows its transmission control section, Fig. 9 (a) is its schematic configuration diagram, and Fig. 9 ( b
) is a flowchart showing the operation, FIG. 10(a),
(b) This is a graph showing the characteristics of beam 1 deviation.
Figures 1 to 13 show the accelerator pedal combination speed control unit, Figure 11 is a schematic block diagram thereof, and Figures 12 (a), (b), and (c) are flow charts showing its operation. , FIGS. 13(a) and 13(b) are graphs showing its operation, FIGS. 14 to 16 show its acceleration shock avoidance control section, and FIG. 14 is a schematic diagram showing its schematic configuration. , FIG. 15 is a flowchart showing its operation, and FIG. 16(a).

(b) is a graph showing the characteristics, and the 17th
19 show the vehicle running state linked mode switching control section, FIG. 17 is a schematic configuration diagram thereof, and FIG. 18 is a flowchart showing its operation.

Figs. 19(a) and 19(b) are graphs showing its characteristics, Figs. 20 to 22 show its accelerator pedal linked mode switching control section, and Fig. 20 is its schematic configuration diagram; 21(a) and 21(b) are graphs showing its characteristics, FIG. 22 is a flowchart showing its operation, and FIGS. 23 to 25 show its vehicle speed detection compensation control section.

Fig. 23 is a schematic configuration diagram thereof, Fig. 24 is a flowchart showing its operation, Fig. 25 is a graph showing its characteristics, and Figs. 26 and 27 show the acceleration control section when the accelerator pedal position sensor fails. Fig. 26 is a schematic configuration diagram thereof, Fig. 27 is a flowchart showing its operation, and Figs. 28 (a) and (b) show the brake switch coordination control section when the accelerator pedal position sensor fails. , FIG. 28(a) is a schematic configuration diagram thereof, FIG. 28(b) is a flowchart showing its operation, and FIG.
．． FIG. 30 shows the engine linkage initialization inhibition control section, FIG. 29 is a schematic configuration diagram thereof, FIG. 30 is a flowchart showing its operation, and FIGS. 31 and 32 show the transmission linkage initialization inhibition control section. Fig. 31 is a schematic configuration diagram thereof, Fig. 32 is a flowchart showing its operation, and Fig. 33 and 34 are
The figure shows the air control section when the throttle valve sensor fails, FIG. 33 is a schematic configuration diagram thereof, FIG. 34 is a flowchart showing its operation, and FIGS. 35 to 37 are the ignition angle/throttle combination type. Figure 35 is a schematic configuration diagram of the rotation speed control unit, Figure 36 is a flowchart showing its operation, Figure 37 is a graph showing its characteristics, and Figures 38 to 40 are its output torque adjustment. 38(a) and (b) are schematic configuration diagrams for explaining the throttle valve arrangement positions, FIG. 39 is a schematic configuration block diagram thereof, and FIG. 40 41 is a flowchart showing its operation, FIGS. 41 to 43 show its control mode switching control section, FIG. 41 is a general configuration diagram of the IR8, FIG. 42 is a block diagram showing its detailed configuration, and FIG. The figure is a flowchart showing its operation, and Figures 44 to 46 show its throttle closing force mechanism, Figure 44 is its schematic configuration diagram, Figure 45 is its schematic perspective view, Figure 46 (a), (b) and (c) are schematic diagrams each showing the operation.

Now, in the automobile according to this embodiment, the driver
This is a drive-by-wire vehicle (DBW vehicle) that can control the engine output without depending on the accelerator operation. Therefore, as shown in Figure 2 (a), combustion air is introduced from the air cleaner 1 to the engine body 4. A motor (DC motor or stepper motor) 7 for driving the throttle valve 6 to open and close is connected to the throttle valve 6 provided in the intake passage 5 . That is, the operation of the motor 7 drives the throttle valve 6 from the fully closed position to the fully open position.

Note that this embodiment is actually configured with intake passages leading to two banks of ■6 engines, and each intake passage is provided with a throttle valve that is driven to open and close by a motor. If there is no need to explain each intake passage or throttle valve separately, simply refer to intake passage 5. This will be explained as a throttle valve 6 and a motor 7.

Furthermore, a throttle opening sensor 8 is attached to the throttle valve 6.
For example, it is composed of a potentiometer, and is configured to output a signal at a voltage level corresponding to the opening degree of the throttle valve 6.

In this way, the throttle valve 6 is not connected to the accelerator pedal as an accelerator operating member via a cable, but is connected to a motor 7 controlled by an engine control computer (EC1J) 14, which will be described later, and is opened and closed by this motor 7. Since the engine is driven, it is possible to control the engine output without depending on the driver's accelerator operation.

On the other hand, a pump of a torque converter 9 is connected to the output shaft of the engine body 4.

A transmission section 11 is connected to the turbine of the torque converter 9 via a shaft 10, and wheels 13 are connected to the transmission section 11 via a drive shaft 12.

Note that the torque converter 9, shaft 10, and transmission section 11 are configured as an automatic transmission 2o.

Further, the transmission section 1]- may be configured as a manual transmission.

By the way, the air cleaner 1 is equipped with an air flow sensor 3 on the downstream side of the element 2. This air flow sensor 3 is connected to the ECt) 14, and the intake air amount A detected by the air flow sensor 3 is transmitted to the ECU 14. It is now possible to do so.

In addition, the code|symbol 5a has shown the surge tank.

As described above, the output of the ECU 14 is input to the motor 7, and the motor 7 is controlled.

That is, the output of the ECU 14 is transmitted as a control amount to the motor drive unit, and the motor drive unit outputs the required amount of operation to the motor 7, so that the throttle valve 6 is driven to open and close the required amount. It has become.

By the way, the ECU 14 is provided with a control section etc. as shown in FIG. Depending on the system selection, each of these control units 151 to 168 is operated, and control operations are performed in combination.

Among these control units 151 to 168, the running load fully compensated speed control unit 151 is configured as follows.

That is, as shown in FIG. 4, the target drive shaft torque calculation means 151C is connected to the target drive shaft torque calculation means 151D, and the target instantaneous shaft torque to be achieved is determined by the means 1.
51C and is input to the realizing means 151D.

The speed correction torque and the output of the running load torque detection means 151G are input to the target drive shaft torque calculation means 151C, and the target drive shaft torque is calculated by adding the speed correction torque and the running load torque. It is supposed to be done.

The speed correction torque is obtained as the output of the target vehicle speed setting means 151A and the vehicle speed deviation detection means 151B, and is calculated via the PI control section 101 and the acceleration limiting section 102.

That is, the deviation Δ■ (=V−Va) between the target vehicle speed V output from the target vehicle speed setting means 151A and the actual vehicle speed Va is input to the PI control unit 101, and KpΔV + Kx/
The speed correction torque is calculated by A V , and this calculated value is determined as the speed correction torque after being limited by the limiter 102 .

The limiter 102 uses an output torque change limiting type speed control unit 152 or the like to determine a correction torque in a state where the speed correction torque change amount is limited in order to prevent shocks caused by rapid speed correction. It is now output.

On the other hand, the running load torque is detected by the running load torque detection means 151.
It is designed to be detected by G.

The running load torque detecting means 151G detects the running load torque using the output of the drive shaft torque detecting means 151E and the detection signal of the acceleration torque detecting means 107. Specifically, the running load torque is calculated using the engine rotation speed Ne. The running load torque is calculated by subtracting the acceleration torque from the drive shaft torque.

In other words, the running load torque is the torque for maintaining the vehicle speed1, and is calculated as the running load torque, the drive shaft torque, and the acceleration torque, and this running load torque is detected as the torque to be compensated and output. There is.

By the way, the drive shaft torque is Formula τCNe2ρ is required. here, C: Torque converter capacity coefficient, τ: Torque ratio.

Ne: engine speed, This is the total reduction ratio of the ρnidron transmission.

On the other hand, the running load torque is Formula W-dV/d t-r is required. here, W2 gross vehicle weight, r: tire diameter.

■=Vehicle speed.

That is, dV/dt is obtained in the differentiator S1, and W-d■/dt-r is calculated in the arithmetic section S2 including a multiplication circuit.

Note that W and r are stored in advance in the calculation unit S2.

By the way, the target vehicle speed setting means 151A is configured as shown in the block diagram of FIG.

That is, the set switch 41 and the resume switch 4
9 is provided, and by turning these on and off, a target vehicle speed is set based on the current vehicle speed via a time management logic 42, a hold circuit 44, an integrating section 46, a memory 47, switches 43 and 48, and a limiter 45. It looks like this.

In addition to the above, a cruise switch (not shown) is provided as a main switch for performing speed control (auto cruise) operation.

The specifications of these switches are as follows.

(1) Functions of setting switches ■Set switch 41: Target vehicle speed setting and target vehicle speed decrease ■Reginime switch 49: Auto cruise restart and target vehicle speed increase ■Brake switch: Auto cruise cancel ■Inhibitor switch: Auto cruise cancel (2) Each Operating conditions - Target speed setting The craze switch is on, the current vehicle speed is within the required range, the brake switch is off and the inhibitor switch is on, and the set switch 41 is turned off. is within the required range, and is invalid if the set switch and resume switch are pressed at the same time.

-Increase in set vehicle speed During speed control, when the resume switch 49 remains on for 0.5 seconds or more, increase lkm/h every 0.5 seconds.

- Reduction of set vehicle speed During speed control, when the set switch 41 remains on for 0.5 seconds or more, the set vehicle speed is decreased every 0.5 seconds.

■Resume function When the auto-cruise start conditions are met and the resume switch 49 is on, auto-cruise is executed using the speed at the end of the previous auto-cruise as the target speed. Even if the ignition key switch is turned on, the on operation will be disabled before auto cruise starts.

■Auto cruise termination Depends on the operation of the brake switch on, inhibitor switch on, or cruise switch on.

■Interruption of auto-cruise When the torque instructed by the accelerator pedal is greater than the current required torque for auto-cruise, auto-cruise is interrupted and the vehicle runs using the torque instructed by the accelerator. When the torque commanded by the accelerator pedal becomes less than the current auto-cruise required torque (less than 90% with hysteresis) or when the accelerator position becomes less than the idle equivalent, auto-cruise is performed at the speed before interruption.

With the above-described configuration, the traveling load compensation type speed control section 151
performs the following operations.

That is, in order to operate the speed control device (auto cruise), the driver turns on the cruise switch, turns the set switch 41 shown in the block diagram of FIG. 3 from off to on, and then turns off.

The vehicle speed is 10km/h <V< 100.
km/h range, the brake switch and the inhibitor switch are off, and the set switch 4 above is turned off.
When the length of the 1-on state, t seconds, is in the range of 0.1<t<0°5, auto cruise control is started.

That is, as shown in FIG.
The interlocking switch 43 is turned on while the on-state time is measured, the current vehicle speed is held in the hold circuit 44, and this vehicle speed is input to the vehicle speed limiter 45.

The output of the vehicle speed limiter 45 is then input as a target vehicle speed V to the engine output control system shown in FIG. 1.4.

By the way, after the start of auto cruise (ASC), the driver turns on the resume switch 49 and sets the state to 0.
If it continues for 5 seconds or more, the vehicle speed stored in the resume memory 47 is input to the vehicle speed limiter 45 via the switch 48 and the hold circuit 44, and the increasing speed is increased by 1 km/h for every 0.5 seconds. The signal is input to the vehicle speed limiter 45 via the integration circuit 46.

As a result, the target speed is set to 0.
Increases lkm/h for every 5 seconds the power is turned on.

Then, the vehicle speed limiter 45 outputs the set maximum speed VW as the target vehicle speed when the set vehicle speed is higher than the required speed.
For set vehicle speeds that are lower than the required speed, the set minimum speed vlln is output as the target.

On the other hand, when decreasing the target vehicle speed, set switch 4
1 for 0.5 seconds or more.

As a result, the reduced set speed is input to the integration circuit 46 via the switch 48, and the reduced set speed, which is the output of the adjustment circuit 46, is subtracted from the set vehicle speed as the output of the hold circuit 44, and the result is input to the vehicle speed limiter 45A.

Therefore, the vehicle speed limiter 45 outputs +a/h to 1 every time the set switch 41 remains on for 0.5 seconds.
The decelerated target vehicle speed V is output.

Incidentally, the operating state of the auto cruise (ASC) ends when the brake switch or the inhibitor switch is turned on or the cruise switch is turned off.

Then, auto-cruise is restarted by turning on the resume switch 49. At this time, the speed at the end of the previous auto-cruise state is read out from the resume memory 47 and the auto-cruise is executed as the nine target speed.

Note that even if the resume switch 49 is turned on after the ignition key is turned on.

If there is no history of auto-cruise activation before the registration switch 49o2 is activated, auto-cruise will not be activated.

On the other hand, in the engine output control section that performs autocruise operation by engine output control, as shown in the block diagram of FIG. 4 and the flowcharts of FIGS. 5(a) to (c), the target vehicle speed is input, and the deviation ΔV (=V-Va) from the measured vehicle speed Va detected by the vehicle speed detection means 151F is calculated (step bl).
It is input to the PI control unit 101.

In the PI control unit 101, the formula K p ΔV 10K fΔV
(Kp+Kx is a constant), the speed correction torque is calculated (step b2), and the calculated value is applied to the acceleration limiter 102.
is input to.

In order to avoid a shock due to speed correction, the acceleration limiter 102 outputs a set maximum correction torque T within a range that does not cause a shock even if the speed correction torque exceeds the required value. is output, and for a speed correction torque that is less than the required value, a set minimum correction torque T1 is output (step b3).

On the other hand, the acceleration torque detection means 107 receives the vehicle speed V detected by the vehicle speed detection means 151F.

The acceleration of the vehicle body is detected (or estimated) by differentiation (step al).

Note that the vehicle body acceleration detection means 107 may be configured with an acceleration sensor.

Then, in the acceleration torque detection means 107, the acceleration torque corresponding to the current acceleration amount is calculated by W-dV/dt-r (step a2).

In this formula, W: Gross vehicle weight ■＝Vehicle speed r: tire diameter It shows.

Next, in response to the engine rotation speed Ne detected by the engine rotation speed sensor 17a, the drive shaft torque calculation means 151E detects (or estimates) the drive shaft torque of the engine (step a3).

That is, the drive shaft torque is calculated by 2CτNe2ρ. In this equation, C: Torque converter capacity coefficient (given in a separate map) τ: Torque ratio (given in a separate map) Ne: Engine speed (rpm) ρ: Total continuous speed ratio.

Note that the above-mentioned acceleration and drive shaft torque are determined by applying an appropriate primary filter to the measured values to remove noise, giving priority to stability over instantaneous accuracy.

Additionally, errors in calculations are corrected with PID control.

By the way, following the detection of the drive shaft torque described above, the running resistance torque (running load torque) can be calculated using the following formula: running resistance torque = driving shaft torque (CτNe2ρ) - acceleration torque (W-dV/d t-r) (step a4).

Then, in the target shaft torque calculating means 151C, the above-mentioned traveling load torque and the above-mentioned speed correction torque are added to obtain the target heel motion shaft torque, and the drive shaft torque realizing means 1
51D (step cl).

In the target shaft torque calculation means 151C, the target drive shaft torque is converted into the intake air amount A/N via the engine torque, that is, the engine output torque is calculated with respect to the shaft torque by taking into account the gear ratio (including the torque ratio of the torque converter). After calculating the amount of air required for this output torque from an approximately linear function that shows the relationship between the two, the throttle valve 6
target drive shaft torque realization means 151
It is input to D.

Note that instead of determining the intake air amount from the engine output torque, the fuel amount may be determined from the engine output torque.

In this way, it can be applied not only to gasoline engines but also to diesel engines.

That is, in the case of a gasoline engine, the amount of intake air or fuel may be determined, and in the case of a diesel engine, the amount of fuel may be determined and these intake air amounts or fuel amounts may be controlled.

As a result, the rotation of the throttle valve 6 is controlled via the motor drive unit so that the engine can output the target knocking shaft torque (step c2).

Incidentally, each operation of the flowcharts shown in FIGS. 5(a), (b), and (Q) is performed in parallel, and each detected value at each step is used at the time of the processing.

As a result of the above-described operation, when the vehicle approaches a slope or the like and load fluctuation occurs, the throttle valve 6 is activated to compensate for the running load torque so as to eliminate the load fluctuation.
is controlled, and load fluctuations can be dealt with reliably and quickly.

Next, the output torque change limiting type speed control section 152 will be explained. It is configured as shown in FIGS. 2(a) and 2(b) and FIG. 6.

That is, the allowable torque change setting means 152A sets the upper and lower limits of the immediate torque change so that no shock is felt during speed control, and these upper and lower limit values are input to the converting means 152B. It looks like this.

The conversion means 152B has a map of the correspondence between torque change and A/N (amount of air per engine revolution) as shown in FIG. The upper limit value ΔA/N u and the lower limit value ΔA/N fl of A/H are converted and output.

A throttle valve opening/closing limiter 152C is provided, and the limiter 152C receives the target throttle opening degree O8 and receives the final target throttle valve opening degree 0.
The output is as follows. That is, as shown in FIG. 6, the restricting means 152C is provided with a throttle opening air amount converter 152D for converting the target throttle opening O8 into a target air amount A/No.
52D shows a map of the air amount A/H corresponding to the throttle opening θ as shown in FIG.
The target throttle opening degree θ is stored and inputted with e as a parameter. The target air amount A/N is calculated and output based on the engine speed signal from the engine speed sensor 17a.

The output of the throttle opening air amount converter 152D is the A/N of the previous memory 152F in the measured engine.
is subtracted from the air change amount ΔA/N.

is input to the limiter 152G, and in this limiter 152G, the final number 4! ! To calculate A/N, the air change amount ΔA/N a is the upper and lower limit value Δ
The output is limited to ΔAIN t within A/N u and ΔA/NQ. The throttle valve opening/closing limiting means 152C is provided with an air amount throttle opening conversion section 152E.
2E, the air change amount ΔA/Nt as the output of the limiter 152G is stored in the memory 15 that stores the previous operating state.
It is added to the measurement A/N of 2F, and it is 1? It is input as IA/Nt.

The air amount throttle opening converter 152E stores a map of the throttle opening θ corresponding to the A/N as shown in FIG. /Nt is converted into the final target opening degree θt and output.

This final target opening degree θt is converted into a speed correction torque and inputted to the second drive shaft torque calculation means 151C when the running load fully compensated speed control section 151 is provided.

Furthermore, if the control section 151 is not provided,
It is designed to be directly input to the instant-acting motor 7 of the throttle valve 6.

With the above configuration, the output torque change limiting type speed control section 1
At step 52, control is performed as follows according to the flowchart of FIG.

In other words, the upper limit ΔTtu of the drive shaft torque change for each control cycle so that the occupant does not feel a shock during speed control.
and the lower limit ΔTte is the allowable torque change setting means 152A.
(step 52A).

Then, in the allowable torque change setting means 152A.

Furthermore, the upper and lower limits ΔTtu and ΔTtΩ of the change in drive shaft torque are each divided by the current gear ratio ρ of the vehicle and converted into the upper and lower limits ΔTeu and ΔTeQ of the engine torque change, respectively (step 52B).

Next, in the converting means 152B, each of the engine torque changes ΔTeu and ΔTeQ is converted into an air amount change (per engine revolution) Δ according to the map shown in FIG. 8(a).
are converted into A/N u and ΔA/NQ, respectively (
Step 52C).

On the other hand, the throttle opening/closing control means 152C sets the opening degree θ to the target slot. is the throttle opening air amount converter 152D
It is converted into the target air amount A/N o at . At this time, conversion is performed using a map corresponding to the characteristics shown in FIG. 8(b), and the throttle opening degree θ is converted. A target air amount A/N is determined from the engine speed Na and the engine speed Na (step 52D).

Further, the target air amount A/N0 is subtracted from the A/N during the previous control, which has been measured in advance and stored in the memory 152F, and is inputted to the limiter 152G in the form of a deviation ΔA/N0 (step 52E). .

For limiter 152G, the deviation ΔA/N is the upper and lower limits ΔA
/ N u and ΔA7NQ, the value is output as is as ΔA/Nt, and if it exceeds the upper limit ΔA/N u, if ΔA/N u falls below the lower limit ΔA/Nfl, the value is output as ΔA/NQ. are output as ΔA/Nt, respectively (step 52F).

The ΔA/Nt output from the limiter 152G is added to the previous A/N stored in the memory 152F, and the air amount throttle opening converter 152 sets the target air amount A/Nt.
E (step 52G).

In the same air amount throttle opening conversion section 152E.

The target air amount A/
Nt is converted into the final target opening degree θt and output (step 52H), and the throttle valve 6 is moved toward the opening degree θt via the motor 7 (step 52).

In addition, when this output torque limiting type speed control section 152 is linked to the running load full compensation type speed control section 151, the target opening degree θt is further converted to a speed correction torque, and the target drive shaft torque is calculated. It is input to means 151C. That is, the output torque change limiting type speed control section 152 operates as the acceleration limiting section 102.

In this way, in order to avoid acceleration shock, changes in the intake air amount or fuel amount (both per engine revolution), which have a linear relationship with engine output torque, are directly limited, so acceleration shock can be easily and easily avoided. 6. Note that the above-mentioned output torque change limiting type speed control section 152 can be configured to directly control the air amount without targeting the throttle opening, but in this case, , throttle opening air amount converter 152D (θ→
A/N) and air amount throttle opening converter 152E
(A/N→θ) becomes unnecessary.

In addition, in the case of a gasoline engine, since the amount of air and the amount of fuel are almost proportional, it may be controlled by the amount of fuel instead of A/N, and in the case of a diesel engine,
Although the fuel amount is used for control, the fuel amount control is performed in the same manner as the air amount control described above.

Next, the transmission control unit 154 will be explained. As shown in FIG. 9(a), the engine rotation speed sensor 17a detects the engine rotation speed and the accelerator operation detects the amount of depression (operation state) of the accelerator pedal 15. Each output signal of the accelerator pedal position sensor 15A as a state detection means is detected by the torque margin detection means 15.
4A, and the output torque margin detection means 154A includes the engine rotation speed and throttle position (throttle opening degree), as shown in FIG. 10(b).
A characteristic (thick solid line) showing the relationship between the two is stored as a map, and a region (hatched region) in which there is no engine output torque margin is set based on this characteristic.

Further, an area for determining whether the accelerator pedal 15 is in the stroke end area based on the output of the accelerator position sensor 15A is set as shown by the hatched area in FIG. 10(a).

Further, a margin signal indicating whether or not there is a margin in the output torque of the engine is input to the transmission control means 154B, and the control means 154B
It is configured to output a downshift signal to the automatic transmission 20 when there is no margin.

With the above-described configuration, the transmission control section 154 operates according to the flowchart shown in FIG. 9(b).

That is, in the output torque margin side ratio means 154A, the accelerator pedal 15 is
is depressed to the stroke end region, and it is determined whether the driver is requesting high acceleration (step 54A).

When the accelerator pedal 15 is in the stroke end region, the operating state of the engine determined by the engine speed Ne and the position of the throttle valve 6 is as shown in FIG.
) is in the setting area.

In other words, in the shaded area of the map, the engine speed N
Read the lower limit throttle valve position corresponding to step 54B), and determine whether the current throttle valve position measured by the throttle position sensor 8 is larger than the read lower limit throttle valve position (whether it is depressed more). (step 54C)
).

If the result of this determination is YES, this indicates that there is no margin for engine output even though there is a request for acceleration greater than required.

A shift down signal is output to the transmission 20 via the transmission control means 154B (step 54D).

As a result, shift down control (kick down control) is performed in the transmission 20, and the vehicle is sufficiently accelerated.

In this way, kickdown control can be performed satisfactorily even in a DBW vehicle. That is, the DB has no mechanical linkage between the throttle valve 6 and the accelerator pedal 15.
Even in a W-type vehicle, kickdown control can be effectively performed even in control where the operation amount of the accelerator pedal and the opening/closing of the throttle valve 6 do not correspond one-to-one.

Additionally, automatic downshifting makes driving easier.

The margin of engine output torque mentioned above is determined from the throttle valve opening θ and the engine rotation speed Ne, but instead of the throttle valve opening θ, the amount of air per engine rotation (A/N) is calculated. Alternatively, the fuel amount per engine revolution (F/N) may be used for determination.

In this case, in the graph of FIG. 10(b), it is determined whether or not there is a margin in the engine output at the time of kickdown, based on the graph in which the horizontal axis is A/N or F/N.

Next, the accelerator pedal combined speed control unit 153 will be explained.
53 is configured as shown in FIG. 11, and is provided with acceleration request output detection means 153A that detects the driver's acceleration request output based on the amount of depression of the accelerator pedal 15. This acceleration request output detection means 153A is shown in FIG.
), the relationship between the set speed, drive shaft torque, and accelerator pedal depression amount is set.

In addition, target control receives as input information an engine output request value corresponding to the speed setting for automatic cruise control (ASC) by the driver, an intake air amount by the air flow sensor 3, and a rotation speed by the engine rotation speed sensor 17a. Engine output setting means 153D is provided.

Furthermore, a controller 153B is provided, and this controller 153B includes acceleration request output detection means 15.
The output request value from the accelerator pedal 15 is inputted from 3A, and the output control engine output setting means 153D
The target engine output from auto cruise is input from

The controller 153B has a switching function (
This switching function selects either the output request value from the accelerator pedal 15 or the target engine output by auto-cruise and outputs it as the engine's target output torque. It is configured to be input to the target engine output realizing means 153C. Target engine output realization means 1
53C has the characteristics shown in FIG. 13(b) as a map, and the target throttle opening θ is determined and output based on the engine speed Ne and the target output torque (engine torque) T. ing.

With the above-described configuration, the accelerator pedal combined speed control section 1
53 operates according to the flowcharts shown in FIGS. 12(a), (b), and (c).

That is, whether or not auto cruise (ASC) is being executed is determined by the interlocking switch 153 in the controller 153D.
D, , 153D (step 53A);
When the switch 153D2 is in the ON state and autocruise is being performed, the current output is calculated in the output calculation mechanism 153D based on the intake air amount from the airflow sensor 3 and the rotational speed from the rotational speed sensor 17a.

It is output from the control engine output setting means 153D (step 53C).

Also, when the switch 153D is OFF, the switch 153D
is in the ON state (step 53B during ASC hold), the output request value for auto cruise is output from the control engine power setting means 153D (step 53D).

On the other hand, the driver's acceleration request due to the depression of the accelerator pedal 15 is detected by the acceleration request output detection means 153A. That is, the amount of depression of the accelerator pedal 15 is detected by the accelerator position sensor 15A (step 53).
E) Using the map shown in FIG. 13(a), the vehicle speed on the horizontal axis and the amount of depression as a parameter are converted into output (drive shaft torque) (step 53F).

The output (drive shaft torque) corresponding to the determined accelerator depression amount is input to the controller 153B, and the subtraction means 153B subtracts the required output value by autocruise to calculate the deviation ΔP (step 53G), then the controller 153 calculates the deviation Δ
P is input to switcher 153B, and step 53
The target pressure is determined by H, 53I, 53 and 53L, 53N.

In other words, the deviation ΔP is preset ΔPu(Δ
P u > O), the target output is
Since the output of the target control engine output setting means 153D, which is set to correspond to auto-cruise, is larger than the output requested from the accelerator pedal 15 by more than the required amount, it is adopted as the target output (steps 53H, 53I), and the switch 153D3 The auto cruise hold flag is set to shift to the ON state (step 53J).
).

Then, the deviation ΔP is set in advance ΔPQ(ΔP
Q<O<ΔPu), the accelerator pedal 1
The target control engine output setting means 153D is set such that the output requested from No. 5 corresponds to auto cruise.
Since the required amount is larger than the output of , it is adopted as the target output (step 53L), and the auto cruise hold flag is reset at switch 153D.

On the other hand, if the deviation ΔP is between ΔPu and ΔPΩ, neither the output requested from the accelerator pedal 15 nor the output corresponding to auto cruise is greater than the required amount relative to the other; The target output at the time of control is adopted again (step 53N), and the auto cruise hold is not set or reset, and the previous control is performed. That is, if the previous time was autocruise, the target engine output for autocruise is selected, and if the previous time was an acceleration request, the acceleration request engine output is selected, so that control chattering is prevented.

Then, the target output determined by the controller 153B is input to the target engine output realizing means 153C,
The target throttle opening degree θ is output based on the map shown in FIG. 13(b) (step 530).

That is, in FIG. 13(b), the engine speed Ne
The target throttle opening degree θ is determined by the target output (engine torque) and the target output (engine torque).

Due to this operation, when the accelerator pedal 15 is depressed greatly while maintaining the speed control state by auto cruise, acceleration corresponding to the amount of depression is performed, and when the amount of depression of the accelerator pedal 15 is reduced below the required amount, the auto Return to cruise state.

In this way, auto-cruise is not interrupted by pressing the brake, and acceleration is quickly performed in accordance with the driver's will, resulting in faster response and a state where engine output is continuous when returning to auto-cruise. There is no shock when returning because the change occurs in

Furthermore, there is no need to perform an auto-cruise cancellation operation, which eliminates the troublesome operation and reduces the possibility of erroneous operation.

Note that the output of the accelerator pedal combined speed control section 153 is selected and adopted depending on the priority with respect to the outputs of other control sections output in parallel and the driving mode setting of the driver, and is used to control the running of the vehicle. It will be done.

Next, the acceleration shock avoidance control unit 158 will be explained. As shown in FIG. It has become so.

The acceleration shock avoidance control section 158 includes an acceleration request detection means 158A that receives an output signal from the accelerator pedal position sensor 15A and detects an acceleration request from the driver. Further, condition determining means 158D for determining the limit operating conditions of the engine is provided.
D determines the engine operating range in which no acceleration shock occurs, and has a map corresponding to the characteristics shown in FIGS. 16(a) and 16(b).

Further, an acceleration limiting section 158B is provided, to which a target acceleration request signal is inputted from the acceleration request detecting means 158A, and one condition determining means 158D.
The limit operating condition of the engine is inputted from the engine, and a limit signal is output for an acceleration request exceeding the limit operating condition.

The restriction signal and the target acceleration request signal are input to the control means 158C, and the throttle valve 6 is controlled via the motor 7 by the control means 158C.

With the above-described configuration, the acceleration shock avoidance control section 158 performs control operations according to the flowchart of FIG. 15.

First, the condition determining means 158D detects the engine operating state based on the outputs of various sensors (step 58A).
).

Next, a throttle opening limit value as a limit operating condition is determined from the characteristic map shown in No. 169(a) (step 58B). That is, for example, the rotation speed sensor 17
Engine speed N ei and engine torque Ti due to a
The limit throttle opening θi is determined using a characteristic curve that has an intersection point with , in this example, the characteristic shown by a solid line, and is output to the acceleration limiting section 158B.

On the other hand, the acceleration request detection means 158A detects the target acceleration request torque requested by the driver by inputting the depression state of the accelerator pedal 15 detected by the accelerator pedal position sensor 15A, and further converts it into a target throttle opening. and is transmitted to the acceleration limiting section 158B.

In the acceleration limiting section 158B, it is determined whether the target throttle opening is larger than the limit throttle opening O1 as the opening limit value (step 58C), and if it is larger, a limiting signal is transmitted to the control means 158C. .

The control means 158C outputs a control signal to the throttle valve 6 via the motor 7 in order to drive the throttle valve 6 at the normal driving speed up to the opening M limit value θj (step 5).
8D), for the throttle valve opening corresponding to the transmitted limit signal (opening of limit value 01 or more), a control signal is output to drive the throttle valve at a drive speed that is slower than normal by a predetermined rate. (Step 58E).

On the other hand, in the acceleration limiting section 158B, if the target throttle opening is smaller than or equal to the opening limit value, a control signal is sent to the control means 158C to drive the throttle valve up to the target throttle opening at the normal speed. It is output (step 58F).

By the way, the above-mentioned operation is shown in the relationship between the throttle valve opening degree and time shown in FIG.
Until the opening θi), the throttle valve is opened at the maximum drive speed due to an unconditional increase in the opening, resulting in quick start acceleration and no shock in the subsequent acceleration range where acceleration shock occurs. Driving is carried out in a state of maximum acceleration.

Note that the limit operating conditions that do not cause the above-mentioned acceleration shock are determined as shown in FIG. 16(a).

Although the determination is based on a predetermined engine output torque with respect to the engine rotation speed, a first-order determination condition may also be used.

■Predetermined A/N for engine rotation speed ■Predetermined intake pipe negative pressure for engine rotation speed ■Predetermined fuel injection amount for engine rotation speed ■Predetermined throttle opening regardless of the operating state and acceleration shock avoidance control described above The control output of the section 158 is outputted to the throttle valve 6 in accordance with a predetermined priority order with respect to output values of other controls performed in parallel with this control, and in accordance with the driver's mode setting. 6 Furthermore, the control output of the acceleration shock avoidance control section 158 described above is controlled when the vehicle accelerates from an idling state or when the first gear is shifted.
The output may be effective only for acceleration from a high speed.

Further, the opening driving speed of the throttle valve before reaching the limit operating condition may be made to correspond to the accelerator operation speed of the driver, or may be made to be driven at the maximum driving speed.

In this way, even if the driver's accelerator operation is inappropriate, unpleasant shocks are avoided and smooth acceleration is achieved.

Further, the above-mentioned effects can be obtained only by changing the software, and improvements can be made at low cost.

Next, the vehicle running state linked mode switching control section 156 will be explained, as shown in FIG. 17.

The vehicle running state linked mode switching control unit 156 is configured such that the amount of depression of the accelerator pedal 15 is input via the accelerator pedal position sensor 15A, and a throttle valve opening/closing control signal is output, and the mode switching unit 156A , a running state detection means 156B, and a throttle valve control means 156C.

The mode switching means 156A has two setting modes, normal mode and economy mode, and the throttle opening corresponding to each mode is set by pressing the accelerator pedal 15.
It is configured such that it can be calculated in relation to the amount of depression.

That is, in the normal mode, the throttle opening as requested by the driver or a relatively large throttle opening with emphasis on engine output characteristics is set for the amount of depression of the accelerator pedal 15.

Furthermore, in the economy mode, a smaller opening or a relatively smaller throttle opening speed than the driver's request is set for the amount of depression of the accelerator pedal 15, so that the engine is operated in an area with good fuel efficiency. It is configured so that

The throttle valve control means 156C is configured to output a control signal for realizing the input target throttle valve opening degree.

On the other hand, the running state detection means 156B receives vehicle speed information detected by another control unit and the output signal of the engine rotation speed sensor 17a to detect the running state of the vehicle. Mode switching means 156
It is configured to output a switching signal to A. That is, the characteristic map shown in FIG. 19(a) is stored, and it is determined whether the vehicle running state is in the normal mode region or the economy mode region based on the vehicle speed V and the engine rotation speed Ne. It has become.

In addition, as shown in FIG. 19(b), the setting mode is provided with multiple modes in between, in addition to the normal mode and economy mode, and the optimal mode is automatically selected from among these multiple modes. You may also do so.

With the above-described configuration, the vehicle running state linked mode switching control section 156 operates according to the flowchart shown in FIG. 18.

That is, the speed of each wheel is measured by the wheel speed sensor 13a.

13b, 13c, and 13d (step 56).
A) In the driving state detection means 156B, a moving average vehicle speed V is calculated from each wheel speed (step 56B).

Then, based on the engine speed Ne detected by the engine speed sensor 17a and the vehicle speed V calculated above, it is determined by the map shown in FIG. 56G), it is determined whether the vehicle running state is in the normal region or the economy region, and a switching signal based on the selection of either region is output to the mode switching means 156A.

In response to the above switching signal, the mode switching means 156A sets the economy mode (step 56D).
Alternatively, the economy mode is canceled and the normal mode is set (step 56E).

In the mode switching means 156A, correction is made for one of the modes determined as described above, and the accelerator pedal position sensor 1
A target throttle valve opening corresponding to the output signal of 5A is determined and output to the throttle valve control means 156C.

As a result, the throttle valve 6 is operated via the motor 7.
Opening/closing is automatically controlled in a mode selected according to vehicle driving conditions.

In this way, it is no longer necessary to forget to switch from economy mode to normal mode, which previously occurred, and it is now possible to avoid situations where the expected output is not obtained or the situation where the fuel consumption deteriorates while driving, which is beneficial for the driver. It has the advantage of improving operability and running performance.

Note that when an intermediate mode as shown in FIG. 19(b) is provided, the economy correction coefficient K is determined based on the relationship between the vehicle speed V and the engine rotation speed Ne. For this correction coefficient, O≦≦1, and when K=0, the normal mode is selected, and when K=1, the economy mode is selected. Using this K, the target throttle opening degree is calculated by the following equation.

That is, throttle opening=f-to-g, where fyg is a function of the accelerator pedal opening, and K is an economy correction coefficient. By obtaining this throttle opening degree, an intermediate mode selection state corresponding to the driving state is realized.

By the way, in the above-mentioned driving state detection means 156B, as shown in FIGS. 19(a) and 19(b), with respect to the moving average vehicle speed V of the vehicle, the driving state is determined to be a predetermined engine rotation speed N.
Although the mode switching judgment is made based on whether the value is equal to or greater than e, the following mode switching judgment conditions may also be used.

■ Average vehicle speed within a predetermined time determined from wheel speed information ■ Maximum vehicle speed within a predetermined time determined from wheel speed information ■ Average vehicle acceleration within a predetermined time determined from wheel speed information ■ Determined from wheel speed information Maximum vehicle acceleration within a predetermined time ■ Average engine rotation speed within a predetermined time determined from engine rotation speed information ■ Maximum engine rotation speed within a predetermined time determined from engine rotation speed information ■ Calculated from engine rotation speed information Average engine speed increase rate within a predetermined time ■ Maximum engine speed increase rate within a predetermined time determined from engine speed information ■ Average vehicle speed and average engine speed Here, the vehicle speed, acceleration, When the engine speed is low, it switches to economy mode, and when it is high, it switches to normal mode.

In this embodiment, automatic switching between the normal mode and economy mode is performed, and a mode changeover switch 156D is provided between an auto mode in which this automatic switching is performed and a manual mode that allows the driver to switch modes. only when the mode selection switch 156D is set to auto mode.
Automatic mode switching may also be performed.

Next, the accelerator pedal linkage mode switching control section 157 will be explained. As shown in FIG.
A, the throttle valve opening/closing control signal is input through the mode switching means 157
B. Engine capacity requirement detection means 157A and throttle valve control means 157C are provided.

The mode switching means 157B has two setting modes, a normal mode and an economy mode, and is configured so that the throttle opening corresponding to each mode can be calculated in relation to the amount of depression of the accelerator pedal.

That is, in the normal mode, the throttle opening is set as requested by the driver, or a relatively large throttle opening with emphasis on the output characteristics of the engine is set in response to the amount of depression of the accelerator pedal 15. There is.

In addition, in the economy mode, the amount of depression of the accelerator pedal 15 is set to a smaller opening degree or a relatively smaller opening speed than the driver's request, so that the engine is operated in a region with good fuel efficiency. It is composed of

And the throttle valve control means 157C.

It is configured to output a control signal for realizing the input target throttle valve opening.

On the other hand, the engine ability requirement detecting means 157A receives the output signal of the accelerator pedal position sensor 15A to detect the driver's engine ability requirement, and based on this requirement, the mode switching means 157B
It is configured to output a switching signal to the

That is, a map of characteristics shown in FIG. 21(a) is stored, and whether to select the normal mode or economy mode is determined based on the amount and speed of depression of the accelerator pedal 15. There is.

In addition, as shown in FIG. 21(b) as the setting mode,
A plurality of intermediate modes between the normal mode and the economy mode may be provided, and the optimum mode may be automatically selected from among the plurality of modes.

With the above-described configuration, the accelerator pedal linkage mode switching control section 157 operates according to the flowchart shown in FIG. 22.

That is, the position of the accelerator pedal 15 is detected by the accelerator pedal position sensor 15A (step 57).
A) The amount and speed of depression of the accelerator pedal 15 are calculated by the engine performance requirement detecting means 157A (
Step 57B).

Then, either the normal mode area or the economy mode area is automatically selected according to the amount and speed of depression of the accelerator pedal 15 described above based on the characteristic map shown in FIG. 21(a).

As a result, a mode corresponding to the driver's engine performance requirement is automatically selected, and control is performed in accordance with the selected mode.

That is, a switching signal to the selected mode is output to the mode switching means 157B, and this mode switching means 157B
In this case, the economy mode is set after receiving the switching signal (
Step 57E) or economy mode is canceled and normal mode is set (step 57F).

In the mode switching means 157B, the target throttle valve opening corresponding to the output signal of the accelerator pedal position sensor 15A is determined based on the correspondence map between the accelerator depression state and the throttle valve opening in one of the modes determined as described above. determined, throttle valve control means 1
It is output to 57C.

As a result, the throttle valve 6 is operated via the motor 7.
Opening/closing is controlled in a mode that corresponds to the driver's request.

In this way, it is no longer necessary to forget to switch from economy mode to normal mode, which previously occurred.

This makes it possible to avoid a situation where the expected output cannot be obtained or where the vehicle is traveling with poor fuel efficiency, which has the advantage of improving operability and driving performance for the driver.

By the way, the above-mentioned engine capacity requirement detection means 157A
In this system, it is detected which of the two modes, normal mode and economy mode, the driver requests, but if an intermediate mode as shown in Fig. 21(b) is provided, the accelerator pedal 15, the economy correction coefficient ' is determined based on the amount of depression and the speed of depression. In this correction coefficient, ' is O≦ and '≦1, and when K' = 0, the normal mode is selected, and when K' = 1, the economy mode is selected.The correction coefficient ' is output to the mode switching means 157B. , the target throttle opening is calculated using the following equation.

That is, throttle opening = f'-'・g' where g': correction coefficient f'*g': throttle opening, which is a value determined according to the amount or speed of accelerator depression. By obtaining this throttle opening degree, an intermediate mode selection state required by the driver is realized.

Further, in the above-mentioned engine capacity requirement detecting means 157A, as shown in FIGS. 21(a) and 21(b), regarding the amount of depression of the accelerator pedal 15, the depression speed of the accelerator pedal 15 is equal to or higher than a predetermined value. Although the mode switching judgment is made based on whether the engine is running or not, it is also possible to detect the driver's engine performance request and make the mode judgment based on the following mode switching judgment conditions.

■Depression speed of the accelerator pedal 15 determined from the output of the accelerator pedal position sensor 5A ■Average depressing speed of the accelerator pedal 15 within a predetermined time ■Depression amount of the accelerator pedal 15 determined from the output of the accelerator pedal position sensor 5A ■Within a predetermined time Average amount of depression of the accelerator pedal 15 in (1) to (2) Here, if the depression speed, amount, etc. of (1) to (4) are small, the mode is switched to the economy mode, and if it is large, the mode is switched to the normal mode.

Further, if the depression speed of the accelerator pedal 15 is equal to or higher than a predetermined value for a predetermined engine operating state such as the engine rotation speed, the mode may be switched to the normal mode side, and if it is small, the mode may be switched to the economy mode side.

In this embodiment, automatic switching between the normal mode and the economy mode is performed, and a mode changeover switch 157D is provided between the automatic mode in which this automatic switching is performed and the manual mode that allows the driver to switch modes. It is also possible to have the mode selected and perform automatic mode switching only when the mode changeover switch 157D is set to auto mode.

Next, the vehicle speed detection compensation control section 166 will be explained. As shown in FIG.
Non-drive axis method sensors 13a and 1 attached to each of B
3b is connected to transmit the output signal, and the control section 166 is connected to the failure detection means 166A and the compensation control means 1.
66B and travel control bag [166C.

The failure detection means 166A includes the non-driving axis method sensors 13a, 1
3b is configured to constantly monitor the output of sensor 3b, and is configured to detect a failure when the output exceeds the normal range or when the output remains unchanged for a predetermined time or more, and identifies a failed sensor and sends a failure signal. It is designed to output .

The compensation control means 166B is configured to receive a failure signal from the failure detection means 166A and compensate the information of the failed non-drive axis method sensors 13a and 13b by correcting the output signals from other sensors. .

That is, if either one of the non-driving axis sensors 13a, 13b fails, the remaining non-driving axis sensor 13a
The vehicle body speed V is obtained by performing turning correction on the output signal (13b) based on the steering angle detected by the steering angle sensor 121, and is configured to output it.

In addition, if both of the non-driving shaft method sensors 13a and 13b fail, the output signal from the output shaft rotation speed sensor 20A of the A/T (automatic transmission) 20 is corrected by the shift stage to generate a pseudo vehicle speed. It is configured to output as .

The travel control bag [166G] is configured to perform automatic speed control (ASC), and the control is performed using the vehicle speed V obtained from the output signals of the wheel speed sensors 13a and 13b. It has become.

The travel control device 166C also includes wheel speed sensors 13a,
In addition to the output signal from the wheel speed sensor 13b, the wheel speed sensors 13a and 13b receive the sensor failure information from the failure detection means 166A and the pseudo vehicle body speed signal output from the compensation control means 166B.
The system is configured to continue operating even in the event of a failure.

With the above configuration, the vehicle speed detection compensation control section 166
The operation is performed according to the flowchart shown in FIG.

That is, when the failure detection means 166A detects a failure of the left and right non-driving axis sensors 13a, 13b (steps 66A, 66B), the compensation control means 166B performs traction control, etc. that require high precision vehicle speed. A control stop signal is output to the travel control bag [166C (step 66D).

Further, in the compensation control means 166tB, it is determined whether only one side of the non-driving speed transport sensors 13a, 13b has failed (step 66E), and if only one side has failed, the steering wheel that detects the steering angle of the steering wheel is determined. Angle sensor 12
The non-driving shaft speed on the non-faulty side is compensated by the detection signal from 1, and the vehicle body speed is obtained (steps 66F, 66
G) is output to the travel control device 166C and various travel controls are continued.

In addition, if the non-driving shaft method sensors 13a and 13b on both sides are out of order, the lateral ratio signal from the output shaft rotation speed sensor 2OA of the A/T (automatic I-transmission) 20 is taken in (step 66H). ), a shift stage is taken in based on the output signal of the shift position sensor 2OB of the A/T, a pseudo vehicle speed is calculated, and the pseudo vehicle speed is outputted to the travel control device 166C.

Thereby, even if the non-driving shaft speed sensors 13a, 13b fail, the automatic speed (cruise) control (ASC) by the travel control device 166C continues.

By the way, the above-mentioned compensation of the non-driving shaft speed by the steering angle is the second
This is done using the compensation coefficient Ks shown in FIG. As shown in the figure, the compensation coefficient Ks increases linearly with the steering angle change Δθ, but in the range of the steering angle change Δe1 to Δθ2, Ks=0, and this range is a dead zone where no compensation is performed. Stable drivability is ensured.

In this way, even in the event of a failure of the non-drive axis sensor,
Since the vehicle speed can be detected with high accuracy, there is an advantage that stopping the control system can be avoided.

Next, the accelerator pedal position sensor (Aps) failure acceleration control unit 162 will be explained. As shown in FIG. Depression information is input through a brake switch 21A serving as a brake pedal sensor.

The control unit 162 also includes a failure detection means 162A and an acceleration control device 162B.
2B is composed of a failure control section 162C and a control means 162D.

The failure detection means 162A constantly monitors the output of the accelerator pedal position sensor 15A, and outputs a failure signal to the failure control unit 162C when the output does not change for more than a predetermined time or when an abnormal output is detected. It is configured.

The failure control unit 162C, when a failure signal is input,
It is configured to output the control opening degree of the throttle valve 6 at the time of failure, and if a memory counter or the like is used and the brake is not operated for a long time, the control opening degree at the time of failure is set to a slightly larger opening than during idling operation. It is configured such that the opening degree can be gradually increased from the opening degree to the upper limit opening degree.

The control means 162D is configured to control the throttle valve 6 using a DBW (Drive Pie Wire) method, and incorporates an ASC (Auto Speed Control) method control structure and the like.

With the above-described configuration, the five accelerator pedal position sensor failure acceleration control section 162 operates according to the flowchart shown in FIG. 27.

That is, when a failure of the accelerator pedal position sensor 15A is detected by the failure detection means 162A, the operation of the flowchart is started, and a predetermined throttle opening degree set in advance is outputted to the control means 162D as a target opening degree (
In step 62A), the throttle valve 6 is closed to a predetermined throttle opening degree.

Note that the above-mentioned predetermined throttle opening degree is set to an opening degree that allows a slightly higher engine output than during idling operation to be obtained.

Then, whether or not the brake pedal 21 has been operated is determined based on the output signal of the brake switch 21A (
Step 62B), and if there is no brake operation, step 62C is executed.

In other words, it is determined whether a predetermined time has elapsed since the throttle opening was updated to the predetermined throttle opening, and if the predetermined time has not been exceeded, the output is slightly higher than that of idling operation with the predetermined throttle opening. The state is maintained (step 62H).

Then, after a predetermined time has elapsed, the target opening degree of the throttle valve becomes a value obtained by adding a predetermined increment (step 62D).
), operation will be performed with a slightly larger throttle opening than the previous time.

The above increments gradually increase the target opening, but the increased target opening is monitored to see if it exceeds a predetermined upper limit of the opening (step 62E), and if it exceeds the predetermined upper limit of the opening. A predetermined upper limit of the opening degree is always set as the target opening degree (step 62F).

The target opening degree determined in this way is the control means 162D.
Even when the accelerator pedal position sensor 15A is out of order, driving at medium and low speeds can be continued without significant deterioration in driving performance, while being limited to the output target opening degree from other control means.

By the way, when the brake 21 is operated and the brake switch 21A is turned ON during the operation when the accelerator pedal position sensor fails, step 62G is executed and the target opening degree of the throttle valve 6 is adjusted to a predetermined timing. The opening degree is changed to O, and the throttle valve 6 returns to the opening degree corresponding to the lowest speed after the failure of the accelerator pedal position sensor, or to the fully closed position, thereby preventing accidents and the like.

Note that when restricting the throttle opening as described above, the throttle opening restriction may be corrected using the vehicle speed or the steering angle.

Also, instead of turning on the brake switch 21A, the throttle valve 6 is turned on based on the following criteria.
The closing operation may be performed.

■Vehicle deceleration is detected from the vehicle speed obtained from each wheel speed.

■By detecting vehicle deceleration from the G sensor.

■Depends on brake oil pressure.

In this way, the accelerator pedal position sensor 15
Even if a failure occurs in A, the vehicle will continue to run at medium to low speeds without suddenly stopping, making it possible to stop safely while avoiding the dangers of sudden stops.

Furthermore, when the brakes are not operated, the throttle opening can be gradually increased to the upper limit of engine output that ensures safety.

This allows the vehicle to be driven without significantly reducing running performance.

Next, the brake switch linkage control unit 161 will be explained when the accelerator pedal position sensor malfunctions.As shown in FIG.
The operating state of the brake 21 is also input via the brake switch 21A.

The control section 161 then controls the deceleration request detection means 161.
A, the deceleration request control unit 161B, and the acceleration control device 16
1C.

The deceleration request detection means 161A is configured to detect a deceleration request upon receiving an ON signal of the brake switch 21A due to operation of the brake pedal, and output a deceleration request signal.

Upon receiving the deceleration request signal, the deceleration request control unit 161B receives the deceleration request signal.
The internal calculation means is configured to operate as shown in the flowchart of FIG. 28(b) and output the target throttle opening to the acceleration control device 161c.

The acceleration control device 1161c is configured to receive the target opening degree of the throttle valve 6 and control the opening and closing of the throttle valve 6 via the motor 7.

It is equipped with functions such as DBW type auto cruise control.

With the above-described configuration, the brake switch linkage control section 161 at the time of failure of the accelerator pedal position sensor operates as shown in FIG.
Perform the operation according to the flowchart in b).

That is, during normal operation, the acceleration control device [1
61C, accelerator pedal position sensor 15
The output signal of A is read (step 61A), the target throttle opening is calculated and output (step 61B), and the throttle valve 6 is opened to perform the required acceleration operation.

While such an operation is being performed, the deceleration request detection means 161A constantly reads the signal from the brake switch 15A (step 61C).

However, when the brake switch 15A is turned on (step 61D), the deceleration request detection means 161
At A, a deceleration request signal is output to the deceleration request control section 161B.

The deceleration request controller 161B compares the current target throttle opening with a preset required throttle opening (step 61E), and if the target throttle opening is larger than the predetermined throttle opening. , a predetermined throttle opening is adopted as the target throttle opening (step 61F), and this opening is set as the acceleration control device! 161c.

As a result, the acceleration control device [161C] closes the throttle valve 6 to a predetermined throttle opening.

At this time, the predetermined throttle opening degree is set to an opening degree that allows safe driving even if the accelerator pedal position sensor 15A fails, so even if the accelerator pedal position sensor 15A fails, safe driving will be possible. Driving at speed is carried out.

Note that the deceleration request detection by the deceleration request detection means 161A described above may be based on the following criteria.

■Vehicle deceleration calculated from each wheel speed;Vehicle deceleration obtained from the G sensor;Change in brake oil pressure.In addition, the deceleration request control unit 161B limits the opening of the throttle valve 6 to a predetermined throttle opening. Instead, the deceleration request may be satisfied as follows.

■Limits intake negative pressure to limit engine operating conditions.

■Limit the A/N to limit the engine operating status.

■Limit the fuel injection amount to limit the engine operating state.

In this way, the accelerator pedal position sensor 15
Even in the event of a failure such as A, the engine operating state (throttle valve opening) is controlled to a predetermined safe state by the driver's intention to decelerate, such as by operating the brakes, and after driving at a safe speed, Can be stopped.

In addition, on expressways etc., the accelerator pedal position sensor 1
Even if a failure occurs in 5A or the like, the system will not suddenly stop, and a safe stop can be performed while avoiding the danger of a sudden stop.

Furthermore, if the driver makes an acceleration request using the accelerator pedal during or after the transition to a predetermined throttle opening using deceleration means such as a brake, the throttle valve will operate from the predetermined opening in response to the acceleration request. Because of this, there is no significant discomfort in driving conditions.

Further, if a conventionally used brake switch or the like is used as the deceleration request detection means, the above-mentioned effects can be obtained without increasing costs.

Next, the engine linkage initialization avoidance control unit 165 will be explained. As shown in FIG. For example, engine rotation speed information is input.

The actuation signal of the starter 22 is transmitted to the starter actuation detection means 165A, and the actuation state of the starter 22 is detected.

Further, a detection signal from the engine rotation speed sensor 17a is input to the engine operation detection means 165B, so that the operating state of the engine is detected.

Further, a throttle valve control system 165D is provided, and is configured to have various functions to control auto-cruise and the like, and to control opening of the throttle valve 6 and motor 7.

The throttle valve control system 165D is provided with initializing means 165E.
E outputs an initialization signal to the throttle valve control system 165D, fully closes or fully opens the throttle valve 6 to adjust the reference position, and performs failure diagnosis of the throttle position sensor 8, motor 7, etc. by confirming operation. It is configured to

The initialization means 165E is provided with an initialization prohibition means 165C, which is configured to output an initialization prohibition signal to the initialization means 165E when the initialization operation is not favorable for the running of the vehicle.

With the above-described configuration, the engine linkage initialization avoidance control section 165 operates according to the flowchart of FIG. 30.

That is, the detection signal of the engine rotation speed sensor 17a is input to the engine operation detection means 165B, and engine rotation speed information is read (step 65A).

Next, it is determined whether the engine speed Ne is equal to or higher than a predetermined value (step 65B).
, if it is greater than the predetermined value, it is determined that the engine 4 is in operation, and a prohibition signal is transmitted from the initialization prohibition means 165C to the initialization means 165E (step 65F).

Further, if the engine speed is less than a predetermined value, the starter operation detection means 165A determines whether the starter 22 is in operation (steps 65C, 65D), and if the starter 22 is in operation, it is initialized. A prohibition signal is transmitted from the prohibition means 165C to the initialization means 165E (step 65F).

On the other hand, if it is determined that the engine 4 is not in operation (No route in step 65B) and it is determined that the starter 22 is not in operation (No route in step 65D),
The initialization prohibition signal is not transmitted, and the initialization means 165E initializes the throttle valve control system 165D (step 65E).

Note that, for example, initialization may be performed with the addition of a condition that it is detected that the driver is seated after the door on the driver's side is opened.

As a result, initialization is not performed while the engine or starter is operating, and the driver can press the accelerator pedal 15.
This avoids a phenomenon where the engine speed fluctuates greatly even though the engine is not being operated.

In addition, for vehicles where the voltage drop due to the operation of the starter 22 is kept small and the motor 7 that drives the throttle valve 6, the throttle valve sensor 8, and the EC1J14 operate without any problem, initialization may be performed while the starter is operating. You can also do this. In this case, the starter operation detection means 165A becomes unnecessary.

In this way, the initializing operation of the speed control unit in the operating state is avoided for a predetermined operating state of the engine or the starter, so there is an advantage that disturbances in various controls due to initialization can be prevented.

Next, the transmission link initialization inhibition control section 164 will be explained. As shown in FIG. 31,
The operation amount of the accelerator pedal 15 is input to the control unit 164 via an accelerator pedal position sensor (APS) 15A, and the operation amount of the accelerator pedal 15 is input to the control unit 164.
20 shift positions are inputted via a shift position detection sensor 20B.

Further, the control section 164 includes the throttle valve control system 1
64C, initializing means 164B, and initialization inhibiting means 164A, and the throttle valve control system 164C and the initializing means 164B are each configured from the aforementioned throttle valve control system 1.
d5D and the initializing means 165E.

The initialization inhibiting means 164A receives an output signal from the shift position detection sensor 2OB regarding the automatic transmission 20, and determines that the shift position is at a neutral position or a parking position where engine parking power is not transmitted from the transmission to the wheels. In this case, the initializing means 164B
The device is configured to output a prohibition signal to the

With the above-described configuration, the transmission link initialization inhibition control section 164 operates according to the flowchart shown in FIG. 32.

That is, the shift position of the transmission 20 is detected by the shift position detection sensor 20B (step 64).
A) is transmitted to the initialization inhibiting means 164A.

In the initialization inhibiting means 164A, the shift position is N.
It is determined whether the vehicle is parked (neutral) or P (parking) (step 64B).

When it is neither the N position nor the P position, an initialization prohibition signal is output to the initialization means 164B (step 64D).

As a result, when the shift position is neither the N position nor the P position, initialization of the throttle valve control system 164C is prohibited.

On the other hand, when the shift position is the N position or the P position, the inhibition signal is not output, so the throttle valve control system 164C is controlled by the initializing means 164B.
is initialized (step 64C).

In the case of a manual transmission, initialization of the throttle valve control system is canceled when the shift position is not in the neutral position, and initialization is executed only when the shift position is in the neutral position.

In this way, the initialization operation of the speed control device in an undesirable running state due to a momentary power interruption or the like is avoided, so that disturbances in various controls caused by initialization can be prevented.

Next, the throttle valve sensor malfunction air control section 16
7 will be explained. As shown in FIG. 33, two intake passages 5A are provided in parallel.

5B is provided with throttle valves 6A and 6B, respectively, and these throttle valves 6A and 6B are driven to open and close by drive motors 7A and 7B, respectively. It is configured to be controlled by a valve driving means 167B.

Note that the downstream side of the intake passages 5A and 5B is connected to each bank of the V6 engine, and the intake passage 5A is connected to each bank of the V6 engine.

A communication valve 61 is interposed between the downstream portions of 5B(7), and when the communication valve 61 is opened, the air intake passage 5A is opened.

5B communicate with each other.

Here, the communication valve 61 is a throttle valve 6A.

If 6B is normal, it is closed and throttle valve 6A
, 6B fails and is fully opened, it will open.

The throttle valve driving means 167B is configured to output an opening signal to open and close the throttle valves 6A, 6B up to the target opening outputted from the target opening setting means 167A.

Note that the target opening degree setting means 167A is controlled by the other control units 151 to 167A.
Of the 168, it is composed of one that outputs the target throttle opening.

A controller is provided as a failure detection means 167C, and a failure of the motor 7A (7B) or throttle position sensor 8A (8B) is detected by an abnormal output or no change in output for a predetermined time or more, and a failure signal is sent. is the conversion means 167E and the failure air control means 167D.
It is now output to .

The failure air control means 167D includes switches 23 and 24.
The throttle valve 6A,
The motor 7A is configured to be switched from target opening control to target air control.

That is, the converting means 167E has a map that makes the throttle opening correspond to the air amount A/N per engine revolution, and the converting means 167E converts the target throttle opening into the target air amount using the engine speed as a parameter. is configured to be

The converted target air amount is input to the air control means 167D, and the motor 7A is driven to open and close the throttle valve 6A toward this target air amount. There is.

The opening and closing of the throttle valve 6A is configured to be feedback-controlled using the output signal of the intake air sensor 3.

Note that the air flow sensor 3 as an intake air sensor is
The intake passage 5 is provided in an upstream portion (for example, inside an air cleaner) before the intake passage 5 branches into an intake passage portion 5A and an intake passage portion 5B.

Even if any of 5B becomes unusable, the amount of intake air can be measured.

With the above-described configuration, the throttle valve sensor failure air control section 167 operates according to the flowchart shown in FIG. 34.

In other words, if either one of the throttle valve sensors 8A, 8B fails, the other non-failure sensor 8A (8B) drives both the throttle valves 6A, 6B by the same amount, or drives only the - one. Control is performed as to whether to drive the throttle valve 6A (6B).

When the failure detection means 167C detects a failure in both throttle valve sensors 8A and 8B (step 67A), the current to the motor 7B that activates one throttle valve 6B is cut off, and the throttle valve 6
B is driven fully open by a return spring attached to the same valve (step 67B).

Next, the switch 23.24 is switched by the output of a failure signal from the failure detection means 167C to the conversion means 167E and the failure air control means 167D, and the control system of the throttle valve 6A is changed to the conversion means 167E and the failure air control means 167D. 167D (step 67C) 1 Then, in the conversion means 167E, the throttle target opening degree is changed to the target air amount per engine rotation using the engine rotation speed Ne detected by the engine rotation speed sensor 17a as a parameter. It is converted to A/H (step 67D).

The air control means 167D performs feedback control according to the deviation between the measured air amount detected by the intake air sensor (air flow sensor) 3 and the target air amount, and controls the motor 7A.
The throttle valve 6A is driven toward the target air amount by the immediate action of the required amount (step 67E).

In this case, the communication valve 61 is kept open. As a result, even if the throttle valve 6B is fully open, the throttle valve 6A
, intake air can also be supplied to other banks via the communication valve 61.

Note that instead of the above-mentioned control means, the following control may be performed.

That is, when both throttle valve sensors 8A and 8B fail, the throttle valve 6A first.

Drive 6B fully open. Then, switching to the air control means 167D similar to that described above is performed, and thereafter, in order to achieve the target air amount, the motors 7A and 7B are driven by the same amount, and the throttle valve 6A is activated.

Make sure to open 6B by the same amount.

Then, by using the actually measured air amount information from the air flow sensor 3, air amount feedback control of the throttle valves 6A and 6B is performed.

In this case, the communication valve 61 may remain closed.

Such a control means can also compensate for the failure of the throttle valve sensor in substantially the same manner as the above-mentioned means. .

In this way, the throttle valve sensor 8A.

Even if all of the throttle valves 8B fail, the control of the throttle valves 6A and 6B can be continued accurately.

Next, the output torque adjustable rotation speed control section 159 will be explained. As shown in FIG. 39, target rotation speed setting means sets a target rotation speed in order to control the engine rotation speed (especially during idling operation). 159A is provided.

On the other hand, an engine rotation speed sensor 17a is provided as rotation speed detection means for detecting the engine rotation speed Ne.

The output of the engine rotation speed sensor 17a and the output of the target rotation speed setting means 159A are inputted to the rotation speed deviation detection means 159B, which is constituted by a subtracter, and the output of the means 159B is the engine output. It is designed to be input to the torque calculation section 159C.

The engine output torque calculation unit 159C is configured to calculate the output torque necessary to achieve the target rotation speed, and is configured to use a correction torque (this is the rotation speed deviation ΔNe) to eliminate the rotation speed deviation ΔNe. Determined from the proportional, integral, and differential elements of (based on PID), air conditioner load, and headlight load.

It is configured such that an AT (automatic transmission) load and other loads due to power steering and the like can be added.

In addition, the required torque R for the air conditioner load, headlight load, AT negative load, and other loads is determined in advance.
are stored in the OM, and each operating switch 25,
When any or all of 26, 27, and 28 are turned on, the required torque of the turned-on load is read out and added, and the total required torque during operation becomes the target engine output along with the correction torque for eliminating rotation speed deviation. It is designed to be output as torque.

Then, the A/N converter 159D converts the engine torque and A/N converter 159D into
It is provided with a map of characteristics corresponding to N, and the above-mentioned target engine output torque is inputted, and the corresponding target A/N is outputted.

The target A/N is configured to be input to the feedback control unit 159E.
9E feeds back the measured A/N calculated from the output of the air flow sensor 3, and compares the target A/N and the measured A/N.
/N is eliminated by PID control, and control is performed toward the target A/N.

With the above configuration, the output torque adjustable rotation speed controller 15
9 is operated according to the flowchart shown in FIG.

That is, the rotation speed deviation detection means 159B calculates the deviation ΔNe between the target rotation speed set by the target rotation speed setting means 159A and the engine rotation speed Ne detected by the rotation speed detection means 17a (step 59A).
.

Next, the corrected torque ΔTe is calculated based on the rotational speed deviation ΔNe (step 59B).

Then, in the engine output torque calculation unit 159C,
The correction torque ΔTe includes the load driving torque R for air conditioners, headlights, automatic transmissions, etc.
Read from OM and added. This means that the target torque has been calculated (step 59C).

This target torque is converted to target A in the A/N converter 159D.
/H and output (step 59D).

In addition, this conversion is obtained from the map of A/N and engine output torque, and the following linear formula % formula % Then, the deviation ΔA between the target A/N and the actual measured A/N /N is determined (step 59E), and this ΔA
The throttle valve instant action motor 7 is controlled in accordance with /H (step 59F).

In this way, this structure, as shown in FIG. 38(a),
As shown in FIG. 38(b), since a means for directly controlling the amount of intake air is used instead of a means for feeding back speed fluctuations with respect to the target rotation to the opening degree of the idle control valve 123 provided in the bypass passage 123a, the diameter Even if the throttle valve 6 has a large air passage opening area,
The throttle valve 6 with a larger diameter can be used as a rotation speed control means without being affected by the nonlinearity of the actuator drive of the throttle valve 6.

Furthermore, feedback control of the amount of intake air can be included in the minor loop, which improves the response of the air intake system and improves the responsiveness and stability of rotational speed control.

Furthermore, since the amount of intake air is measured, a failure in the actuator of the throttle valve 6 can be easily discovered.

Next, the ignition angle/throttle combination type rotation speed control unit 160 will be explained. As shown in FIG. Number setting means 160A
is provided.

On the other hand, a rotation speed sensor 17a is provided as rotation speed detection means for detecting the engine rotation speed Ne.

The output of the rotational speed sensor 17a and the output of the target rotational speed setting means 160A are input to the rotational speed deviation detection means 160B composed of a subtracter, and the output of the means 160B is the engine output torque. Calculation unit 160
It is designed to be input to C.

The engine output torque calculation unit 160C is configured to calculate the output torque necessary to achieve the target rotation speed, and is configured to use a correction torque (this is the correction torque for eliminating the rotation speed deviation ΔNe). Calculated from proportional, integral, and differential elements (based on PID) is the controller 160C□
This calculated value includes air conditioner load, headlight load, and automatic transmission (AT).
) load and other loads due to power steering etc. are added.

The required torque for the air conditioner load, headlight load, automatic transmission load, and other loads is stored in advance in the ROM, and any or all of the respective operation switches 25, 26, 27, and 28 are turned on. When the engine is turned on, the required torque of the load that is activated is read out and added, and the total required torque during operation is output as the target engine output torque along with the correction torque to eliminate the rotation speed deviation. .

A valve opening converting section 160D is provided with a map 160D of correspondence characteristics between engine torque and throttle opening, and receives the above-mentioned target engine output torque and converts the corresponding target throttle opening. is now calculated.

The target throttle opening is determined by the achievable opening setting means 160D.
2, and the same means 160D
, the achievable opening degree of the throttle valve 6 is determined in correspondence with the target throttle opening degree and is configured to be output.

That is, the throttle valve 6 and the motor 7 that drives the throttle valve 6 have a predetermined resolution in order to efficiently perform control over a wide range from fully open to fully open.

Ideally, this resolution characteristic should have a smooth characteristic over the entire opening range, as shown by the broken line in Fig.
Even if the throttle opening is made to have a smooth characteristic, in the region where the opening degree is small, the characteristic will become step-like as shown by the solid line in the figure, and the achievable throttle opening degree will be limited.

Therefore, the target throttle opening is set as the required opening, and the possible throttle opening for this required opening is stored as a map, and the achievable throttle opening determined by this map is output.

In other words, on the open side of the input target throttle opening,
The achievable throttle opening having the characteristic shown by the solid line that is closest to the target throttle opening is determined as the achievable throttle opening.

This realizable throttle opening is input to the throttle valve control section 160E, and the throttle valve 6 is adjusted to the realizable throttle opening via the drive motor 7.

By the way, the valve opening converter 160D includes an adjusting means 16.
0F is linked, and the adjustment means 160F includes a map section 160Fl that converts the throttle opening into A/N, and a delay element 160F that takes into account delays caused by the surge tank, etc.
, and a map portion 160F of correspondence characteristics between engine torque and ignition angle.

The map section 160F□ is configured to input the achievable throttle opening and the engine speed Ne, and the achievable throttle opening is determined by the map as the engine speed N.
It is converted into an A/N corresponding to the actual opening using e as a parameter.

Further, the delay element section 160F2 has a function of delaying the output timing of the target output torque and the A/N corresponding to the actual opening degree to be synchronized with the actual engine operation timing.

The ignition angle determining means 160 F3 is equipped with a map showing the correspondence between the target output torque and the ignition angle using the A/N as a parameter, and the correspondence between the target output torque and the actual opening angle is determined from the A/N corresponding to the target output torque and the actual opening. The target ignition angle is determined and output.

The target ignition angle is input to the ignition angle adjusting means 160G, and is configured to perform necessary ignition angle retard control.

With the above-described configuration, the ignition angle/throttle combination type rotational speed control section 160 operates along the flowchart shown in FIG. 36.

That is, the rotation speed deviation detection means 160B calculates the deviation between the target rotation speed set in the target rotation speed setting means 160A and the actual engine rotation speed Ne output from the rotation speed detection means 17a (step 60A). )
.

Then, in order to eliminate the calculated speed deviation, a torque correction amount as a control amount in PID control is calculated in the engine output torque calculation unit 160C (step 6
0B).

Next, the engine output torque calculation unit 160C further adds the required torque corresponding to the ON-operated switches 25, 26, and 27°28 among the air conditioner load torque, headlight load torque, AT load torque, and other load torques. , the target output torque is calculated (step 60G).

Then, the target output torque is converted into a target throttle opening by the map section 160D□ in the valve opening converting section 160D (step 60D).

In this conversion, one of the map characteristics with the engine speed as a parameter is selected based on the actually measured engine speed Ne, and the conversion is performed.

The calculated target throttle opening degree is converted by the achievable opening degree setting means 160D2 into a achievable throttle opening degree that is on the open side of the target throttle opening degree and is closest to the target throttle opening degree (step 60E).

The achievable throttle opening is determined by the throttle valve control unit 1.
60E, the controller 160E immediately moves the throttle valve 6 to a realizable throttle opening (step 60H).

On the other hand, the achievable throttle opening degree is converted into the amount of air per rotation (A/N) in the map portion 160F of the adjusting means 160F (step 60F).

Ignition angle control is performed based on this air amount (A/N) and the target engine torque from the engine output torque calculation section 160C, but in order to synchronize with the actual engine process, the surge tank is controlled by the delay element section 16OF2. The output of the target engine torque and A/N to the ignition angle determining means 160F is delayed by matching the delay satisfied by the delay with the delay of the intake stroke (step 60G).
.

The target engine torque and the A/N corresponding to the actual opening degree that are delayed and input to the ignition angle determining means 160F and the means 1
The delayed retard ignition angle is determined based on the map provided at 60F (step 601), and the ignition angle t
It is input to the A adjustment means 160G.

The ignition angle adjustment means 160G performs ignition angle control to retard the ignition angle of the engine 4 to the determined ignition angle (step 60J), and controls the throttle opening to a possible throttle opening that is on the open side of the requested throttle opening. The excess amount of engine output torque that is expected to occur due to this is eliminated by the ignition angle retard, and *g adjustment of the engine output torque is performed.

Note that actual measured values may be used between ■ and ■ in FIG.

Furthermore, the target throttle opening degree in the map 160D can be used as is. Even if this is done, there is little influence on the control effect.

Furthermore, instead of adjusting the excess engine output torque by retarding the ignition angle, it may be adjusted by making the air-fuel ratio leaner. In this case, instead of the ignition angle determining means, receiving the target torque, A/N, and engine speed,
An air-fuel ratio determining means having a map representing the relationship between the air-fuel ratio (A/F) and the target torque is provided, and the air-fuel ratio is made lean based on the output of the air-fuel ratio determining means.

In this way, it is possible to perform reliable rotation speed control even when using a throttle valve with coarse resolution without installing a small-diameter valve for idle control, and as a result, parts such as an idle control valve are no longer required. The number of parts is reduced, resulting in cost reduction.

Next, to explain the control mode switching control section 163, as shown in FIGS. 41 and 42, first, first throttle target opening calculation means (first throttle target opening setting means)
163C-1 and second throttle target opening calculation means (second
Throttle target opening setting means) 163C-2 is provided.

Here, the first throttle target opening calculation means 163C-1
is from a plurality of sensors (for example, air flow sensor 3, engine rotation speed sensor 17a, shift position detection sensor 2OB, etc.) in order to detect the output signal from the accelerator pedal position sensor 15A and the operating state of the vehicle engine 4 or transmission 20. An output signal from the operating state detection means (coming via the processing means 122)
A first target opening signal is output to the throttle valve control means (throttle motor drive means) 163D based on the second throttle target opening calculation means 163C-2.
Based on the output signal from the accelerator pedal position sensor 15A, the second target opening signal (
This outputs a signal for direct mode.

That is, the first throttle target opening calculation means 163C-
In the control according to the first target opening signal from 163C-2, the throttle valve 6 moves not according to the operation of the accelerator pedal 15 but according to the engine torque, In the control according to the acceleration signal, the throttle valve 6 moves in accordance with the operation of the accelerator pedal 15.

Therefore, the first target opening signal is called an engine torque mode target opening signal, and the control according to this engine torque mode target opening signal is called an engine torque control mode. The second target opening signal is referred to as a direct mode target opening signal, and control according to this direct mode target opening signal is referred to as direct control mode.

Further, failure detection means (various sensor failure diagnosis means) 163A detects a failure of at least one sensor among the various sensors in the operating state detection means, for example, by detecting no change in the sensor detection signal for a time longer than the required time or by detecting an abnormal value. Further, upon receiving a failure signal from this failure detection means 163A, the accelerator pedal position sensor 15
Switching control means (throttle control mode selection means) for outputting the second target opening signal from the second throttle target opening setting means 163C-2, which is obtained based only on the detection result from A, to the throttle valve control means 163D. 163B
is provided.

With the above-described configuration, the control mode switching control section 163 operates according to the flowchart shown in FIG. 43.

That is, the failure detection means 16 detects the output of various sensors.
3A detects a failure (step 63A), and then it is determined whether a specified sensor (for example, the above-mentioned air flow sensor 3, engine rotation speed sensor 17a, shift position detection sensor 20B, etc.) is malfunctioning (step 63B).
, it is determined whether control of the engine torque mode should be discontinued.

If the determination is NO, the target opening degree in the engine torque mode is selected (step 63C), and throttle control is performed in the engine torque control mode with this target opening degree as the final target throttle opening degree.

Further, if the determination is Yes in step 63B,
Since this is a case where control in engine torque mode should not be continued, the target throttle opening degree in direct mode is selected by switching control means 163B (step 63D).
, control is performed with this opening degree as a target. As a result, the throttle valve 6 opens and closes in a manner that is not affected by output signals from other sensors in response to the amount of depression of the accelerator pedal 5, and a control operation that is almost the same as a wire link type throttle opening and closing operation is performed.

Note that the failure to be switched in the above-mentioned switching control means 163B may be limited to any of the air flow sensor, engine rotation speed detection sensor, and A/T shift position detection sensor, or may be limited to the accelerator pedal position sensor 15A.
Each sensor other than the above may be targeted.

In this way, even if any of the various sensors used for engine torque mode control fails, the vehicle can be driven reliably by operating the accelerator pedal 15, so the operability of the vehicle may deteriorate, or There is no possibility of a sudden stop due to aborted control.

In addition, since it can be equipped with software-only support,
The above effects can be obtained without increasing costs.

Next, the throttle valve closing forcing means 168A of the throttle closing forcing mechanism 168 will be explained.
As shown in FIG. 46, a fan-shaped member (loosely-fitting lever member) 6b is loosely fitted and pivoted to the throttle shaft 6a of the throttle valve 6, and this fan-shaped member 6b is connected to the brake pedal 21 via a cable 6c that constitutes a link mechanism. are connected to.

A concave groove 6d is formed on the arcuate outer periphery of the fan-shaped member 6b, and the cable 6c extends along the concave groove 6d.
Its tip is locked in a hole 6e formed at the end of the fan-shaped member 6b.

Further, a stopper (fixed lever member) 6f is fixed to the throttle shaft 6a, and the stopper 6f is attached to the fan-shaped member 6.
As part b rotates, they are rotated together to a required position (the fully open position of the throttle valve).

Note that the throttle valve 6 is configured to be driven by an attached motor 7 in accordance with required control.

That is, the throttle valve closing force means 168A is connected to the fan-shaped member 6b as a loosely fitted lever member that is loosely fitted to the rotating shaft 6a of the throttle valve 6 and rotates in conjunction with the braking operation of the brake pedal 21, and the rotation of the throttle valve 6. A fan-shaped member 6 that is configured to include a stopper 6f as a fixed lever member fixed to a shaft 6a, and that rotates.
A stopper 6f is engaged with b to forcibly close the throttle valve 6.

With the above configuration, the throttle valve 6 is normally connected to the motor 7.
Performs the required opening/closing operation upon immediate action.

As a result, the stopper 6f is driven between the fully closed position shown in FIG. 46(a) and the fully open position shown in FIG. 46(b) with the operation of the throttle valve 6. be done.

When the brake pedal 21 is depressed more than the required level, the cable 6c is pulled and the fan-shaped member 6b is moved through the element 6c, reaching the state shown in FIG. 46(c).

At this time, the stopper 6f is also driven at the same time, so the throttle valve 6 becomes fully closed.

In this way, in the event of a failure of each control means, etc.
When it is desired to close the throttle valve 6, the throttle valve 6 can be fully opened by depressing the brake pedal 21 by a required amount.

In addition, when you press the brake pedal lightly, it will not work, but when you press it hard, the throttle will open fully.
The relationship between the fan-shaped member 6b and the stopper 6f is set in advance.

Further, normally, when the throttle valve 6 is normally controlled, the opening and closing operations of the throttle valve are performed without any trouble in the states shown in FIGS. 46(a) and 46(b).

Note that in the above structure, the throttle valve 6 is forcibly driven to close via the cable 6c linked to the brake pedal 21, but instead, changes in flake oil pressure and changes in intake negative pressure that occur with brake operation are used. The throttle valve 6 may be driven to close by the urging means.

The closing drive is performed by such means, but in either case, the closing drive is not done via an electrical control means, but the mechanical drive is forced, so it is certain that the electrical control device is supplemented. It will be held in

In this way, since the operation of the throttle valve 6 is not normally restricted, the function of the DBW type control is not restricted. Furthermore, in the event of an abnormality such as a breakdown, the throttle valve is forcibly closed by depressing the brake pedal, allowing the vehicle to come to a safe stop. Furthermore, since it is a simple mechanism that does not involve electrical operation,
It improves reliability and can be installed at low cost.

In this example, each intake passage leading to two banks of a V6 engine was provided with a throttle valve that was driven to open and close by a motor.
It goes without saying that the present invention can also be applied to a series engine in which a single intake passage is provided with one throttle valve that is immediately opened and closed by a motor. When one throttle valve is provided in a single intake passage, there is no need to provide the throttle valve sensor failure air control section 167. Further, if an example in which one throttle valve is provided in a single intake passage is explained with reference to the drawings, it will be similar to the above-mentioned embodiment, so the explanation thereof will be omitted.

[Effects of the Invention] As detailed above, according to the DBW vehicle with a throttle closing force mechanism of the present invention, engine output can be controlled without depending on the driver's accelerator operation. A linkage mechanism is provided to transmit the braking operation to the throttle valve side, and the linkage mechanism is configured to include a throttle valve closing force means for forcibly closing and opening the throttle valve when the brake pedal is depressed more than required. In claim 1), the throttle valve closing force means further comprises a loosely fitted lever member that is loosely fitted onto the rotating shaft of the throttle valve and rotates in conjunction with the braking operation of the brake pedal, and a rotating shaft of the throttle valve. and a fixed lever member fixed to the throttle valve, and the fixed lever member is configured to engage with the rotating loosely-fitting lever member to close and open the throttle valve (Claim 2). With this simple configuration, the following effects and advantages can be obtained.

■Normally, throttle valve operation is not restricted, so
There is no restriction on the function of DBW type control.

■In the event of an abnormality such as a breakdown, pressing the brake pedal will force the throttle valve to close or open, allowing the vehicle to come to a safe stop.

■Because it is a simple mechanism that does not involve electrical operation.

It improves reliability and can be installed at low cost.

[Brief explanation of the drawing]

1 to 46 show one embodiment of the present invention, FIG. 1 is a schematic block diagram showing the main part configuration, and FIG. 2(a)
2(b) is a block diagram showing the general configuration of the control system, and FIG. 3 is a block diagram showing the schematic configuration of the target speed setting means. , Figures 4 and 5 show the running load compensation type control section, Figure 4 is its block diagram, and Figures 5 (a) and (b).
), (, c) are all flowcharts showing its operation, and Figs. 6 to 8 show its output torque change limiting type speed control section, Fig. 6 is its block diagram, and Fig. 7 is its operation. Flowchart, FIGS. 8(a) and (b). (c) are graphs showing the characteristics, and the ninth,
Figure 10 shows the transmission control section.
Figure 9(a) is a schematic diagram of its configuration, Figure 9(b) is a Jiro chart showing its operation, and Figures 10(a) and (b).
are graphs showing the characteristics, and the 11th to 13th
The figure shows the accelerator pedal combination speed control section, and FIG. 11 is a schematic block diagram thereof, and FIG. 12(a),
(b) and (C) are both flowcharts showing the operation, Figures 13 (a) and (b) are graphs showing the operation, and Figures 14 to 16 are the acceleration shock avoidance control section. Fig. 14 is a schematic diagram showing its schematic configuration, Fig. 15 is a flowchart showing its operation, and Fig. 1
6(a) and 6(b) are graphs showing the characteristics, and FIGS. 17 to 19 show the vehicle running state linked mode switching control section, and FIG. 17 is the general I8gt diagram, Fig. 18 is a flowchart showing its operation, Figs. 19 (a) and (b) both show its characteristics, and Figs. 20 to 22 show its accelerator pedal linkage mode switching control section. The figure is a schematic diagram of its configuration.
Figures 1 (a) and (b) are graphs showing the characteristics,
FIG. 22 is a flowchart showing the operation, and the second
Figures 3 to 25 show the vehicle speed detection compensation control section.
Fig. 23 is a schematic configuration diagram thereof, Fig. 24 is a flowchart showing its operation, Fig. 25 is a graph showing its characteristics, and Figs. 26 and 27 show the acceleration control section when the accelerator pedal position sensor fails. FIG. 26 is a schematic configuration diagram thereof, FIG. 27 is a flowchart showing its operation, and FIG. 28(a). (b) shows the brake switch linkage control section when the accelerator pedal position sensor fails;
) is a schematic configuration diagram thereof, FIG. 28(b) is a flowchart showing its operation, FIGS. FIG. 30 is a flowchart showing its operation, and FIGS. 31 and 32 show the transmission link initialization inhibition control section.
32 is a flowchart showing its operation, FIGS. 33 and 34 show the air control section when the throttle valve sensor fails, and FIG. Figure 35 is a flowchart showing its operation, and Figures 35 to 37 show its ignition angle/throttle combined rotation speed control section.5 Figure 35 is its schematic configuration diagram, and Figure 36 is a flowchart showing its operation. , 3rd
Figure 7 is a graph showing its characteristics, and Figures 38 to 40 show its output torque adjustable rotation speed control section.
8(a) and 8(b) are schematic configuration diagrams for explaining the throttle valve arrangement positions, FIG. 39 is a schematic configuration block diagram thereof, FIG. 40 is a flowchart showing its operation, and FIG. 43 shows the control mode switching control section, FIG. 41 is a schematic configuration diagram thereof, FIG. 42 is a block diagram showing its detailed configuration, FIG. 43 is a flowchart showing its operation, and 44th to 46th FIG. The figures show the throttle closing forcing mechanism, and Fig. 44 is a schematic configuration diagram thereof, Fig. 45 is a schematic perspective view thereof, and Figs. 46(a) and (b).
) and (c) are schematic diagrams each showing the operation. 1-Air cleaner, 2-Element, 3--Air flow sensor, 4-Engine body, 5.5A, 5B-Intake path, 5a-Surge tank, 6.6A, 6B--Throttle valve, 7.7A, 7B -・Motor. 8-throttle opening sensor, 9--torque converter, 10--shaft, 11--transmission section,
12-1 moving shaft, 13-wheels, 13a to 13d-wheel speed sensors, 14-engine control computer (ECU),
17a--engine rotation speed sensor, 20A--output shaft rotation speed sensor, 20B-shift position sensor, 21-brake pedal, 21A--brake switch, 22--
Starter, 22A...-Ignition switch, 23
~28-switch, 41-set switch, 42--time management logic, 43-switch, 44--hold circuit, 45-limiter, 46-integrator, 47-memory, 48-switch, 49-resume switch, 61-
・Communication valve, 101-PI control section, 102-limiter, 1
21-steering angle sensor, 123-idle control valve. 123a-Bypass passage, 151-・Travel load compensation type speed control section, '151A-Target vehicle speed setting means, 151B
-Vehicle speed deviation detection means, 151 C-Target shaft torque calculation means, 151 D-Target shaft torque realization means (engine output adjustment means), 151E-IF! Dynamic shaft torque detection means, 1
51F--Vehicle speed detection means, 152--Output torque change limiting type speed control section, 152A--Allowable torque change setting means, 152B--Conversion means, 152C--Throttle valve opening/closing limiting means, 153--Accelerator pedal Combined speed control unit, 153A--acceleration request output detection means,
153B--Controller, 153C--Target engine output realizing means, 153D--Target control engine output setting means, 154--Transmission control section, 1
54A--Output torque margin detection means, 154B--
Transmission control means, 156-Vehicle running state linked mode switching control section, 156A-Mode switching means, 1
56B--driving state detection means, 156C-throttle valve control means, 157...accelerator pedal linkage mode switching control section, 157A-engine performance requirement detection means,
157 B-'mode switching means, 157 C-40 liter valve control means, 158-acceleration shock avoidance control section,
1588-Acceleration request detection means, 158B--Acceleration limiting section, 158C--Control means, 158D-Condition determining means, 1
59 - output torque adjustable rotation speed control section, 159A - target rotation speed setting means, 159B - rotation speed deviation detection means, 1
59 C-Engine output torque calculation section, 159D-A/
N conversion section, 159E- Feedback control section, 160-
Ignition angle/throttle combination type rotation speed control unit, 160A--target rotation speed setting means, 160B--rotation speed deviation detection means,
160C-Engine output torque calculation section, 160D-A/
N conversion section, 160E- Throttle valve control section, 16
0F-Adjustment means, 160G-Ignition angle adjustment, 161-A
Brake switch linkage control unit in case of PS failure, 161'A-
・Deceleration request detection means, 161B-1 deceleration request control unit,
161C--acceleration control device, 162-4PS failure acceleration control section, 162A-failure detection means, 162B--acceleration control device, 162C-failure control section, 162D-control means, 163-control mode switching control section , 1.63 A.
-Failure detection means, 163B=... -Switching control means, 163
C-1-・First throttle target opening setting means, 163C
-2-Second throttle target opening setting means, 163D=・
- Control means, 164--Transmission linkage initialization inhibition control unit, 164A--Initialization inhibition means, 164B-Initialization means, 164C--Throttle valve control system, 165-Engine linkage initialization inhibition control unit, 165A--Starter operation detection means , 165B=--engine operation detection means, 165C--
- Initialization prohibition means, 165 D- = Throttle valve control system, 165E-... Initialization means, 1
66-Vehicle speed detection compensation control unit, 166A-Failure detection means, 166B-Compensation control means, 166C-Travel control device, 167-Throttle valve sensor failure air control unit, 167A-Target opening setting means, 167B--Throttle valve driving means, 167C-Failure detection means, 16
7D-Failure air control means, 167E-Conversion means, 16
8-Throttle closing forcing mechanism, 168A-Throttle valve closing forcing means, Sl-Differentiating section, S2... Calculating section.

Claims (2)

[Claims] (1) In a drive-by-wire vehicle in which engine output can be controlled without the driver's accelerator operation, a linkage mechanism is provided that transmits braking action from the brake pedal to the throttle valve side, and the linkage mechanism 1. A drive-by-wire vehicle with a throttle closing forcing mechanism, comprising a throttle valve closing forcing means for forcibly closing the throttle valve when the throttle valve is depressed more than required. (2) The throttle valve closing forcing means is fixed to a loosely fitting lever member that is loosely fitted to the rotating shaft of the throttle valve and rotates in conjunction with the braking operation of the brake pedal, and to the rotating shaft of the throttle valve. 2. The forced closing throttle according to claim 1, wherein the fixed lever member is configured to engage with the loosely fitted lever member that rotates to drive the throttle valve to close. Drive-by-wire vehicle with mechanism.