JP3014559B2 - Vehicle control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION The present invention relates to a linkless slot.
In particular, the present invention relates to a vehicle control device that can provide a vehicle with a so-called limp home function only by operating an accelerator.

[0002]

2. Description of the Related Art Hitherto, there have been proposals to introduce control that takes into account the operating state of a vehicle without relying only on the accelerator operation of the driver by controlling the output of the engine. For example, a method in which a throttle valve is directly driven by an actuator based on a command from a throttle valve controller (linkless slot)
Control) .

The structure of a linkless slot valve disclosed in Japanese Patent Application Laid-Open No. 63-109244 will be described below.
This will be described with reference to FIG. In the figure, reference numeral 1 denotes a throttle body, which is connected to an intake system of an engine (not shown) and adjusts an intake air amount. The throttle body 1 is engaged with an intake pipe 3, a throttle valve 5 disposed in the intake pipe 3, an actuator 7 for opening and closing the throttle valve 5, and an arm 9 which is a driving member directly connected to a throttle shaft 13. The operation member 11 to be performed has a main configuration.

[0004] The throttle valve 5 is fixed to a throttle shaft 13 in the intake pipe 3 by a screw 15. One end of the throttle shaft 13 is connected to the actuator 7 outside the intake pipe 3, and the other end is connected to the throttle opening detector 1 outside the intake pipe 3.
7, a return spring 19 and a mounting portion 21 for the arm 9 are formed.

The actuator 7 is constituted by a stepping motor or the like, and rotationally drives the throttle shaft 13 based on an electric signal from a controller (not shown). The throttle opening detecting section 17 includes a contact supported by the throttle shaft 13 and a contact resistor, and supplies an opening signal of the throttle valve 5 to a controller (not shown). A known technique is used for controlling the throttle valve opening by the throttle opening detector 17 and the actuator 7. The return spring 19 always biases the throttle shaft 13 in the direction of fully closing the throttle valve 5, and when the actuator 7 fails, closes the throttle valve 5 completely to prevent the vehicle from running abnormally. This is a fail-safe member.

The arm 9 is a long plate-shaped member which is connected to a mounting portion 21 formed at one end of the throttle shaft 13 by a fitting hole 23. At both ends of the arm 9, the operating member 1
1 is formed with a coupling groove 25 for engaging with the groove 1 and a gutter-like guide 27 for arranging the operation member 11 at an appropriate position is provided adjacent to the coupling groove 25. It consists of a book string 29 and a handle 31.
A connecting member 33 for engaging with the connecting groove 25 of the arm 9 is connected to one end of the string 29. The other end of the string 29
It is attached to both ends of the handle 31.

Next, the operation will be described. The throttle body 1 includes the arm 9 and the operating member 1 during normal running.
1 is used without being attached to the throttle shaft 13. In this case, the opening of the throttle valve 5 is controlled by an external control device (not shown) using the actuator 7 and the throttle opening detector 17 using a known control technique such as feedback control.

On the other hand, when the throttle valve 5 does not operate normally due to failure of the throttle control device and the actuator 7, the return valve 19 completely closes the throttle valve 5, and the vehicle stops once. After this, the driver connects the arm 9 to the mounting part 21 of the throttle shaft 13 in the direction of arrow A, and then the arm 9
The nut 35 for retaining the nut is attached to the mounting portion 21 in the direction of arrow B.
The arm 9 is securely fixed to the mounting portion 21 by attaching the arm 9 to the screw portion 37 formed on the mounting portion 21.

Next, the connecting member 33 of the operating member 11 is engaged with the connecting groove 25 of the arm 9 in the directions of arrows C and D. In the throttle body 1 assembled according to the above procedure, the arm 9 rotates around the throttle shaft 13 by operating the handle 31 in the direction of the arrow E or the direction of the arrow F from the vehicle interior. Operation can be performed, and the limp home function can be secured when the actuator 7 or the throttle control device fails.

[0010]

Since the conventional linkless throttle valve is constructed as described above, the vehicle is temporarily kept in a substantially steady state when the throttle valve drive system or the throttle control device fails. A so-called limp home function for moving to a predetermined place can be secured, but since the throttle valve control mechanism at the time of limp home such as the operation member 11 is a standby system, a driver or the like has to perform mounting work. was there. Further, since the throttle valve control requires a manual operation using the operation member 11, the operation burden on the driver is greatly different from the normal throttle valve control in which the accelerator pedal is operated by foot, and the operation feeling is reduced. There were problems such as deterioration.

The present invention has been made to solve such a problem, and can realize a limp home function of a vehicle without rearranging a throttle valve drive system when a throttle valve drive system or a throttle control device fails. It is another object of the present invention to provide a vehicle control device capable of controlling the output of an engine corresponding to throttle valve control by operating a driver's accelerator pedal.

[0012]

A control device for a vehicle according to the present invention includes a first detecting means for detecting an accelerator opening of an accelerator pedal and a second detecting means provided on an intake pipe for supplying an intake air amount to an engine. A first valve, a second valve provided in a bypass of the intake pipe, a second detecting means for detecting a throttle opening of the second valve, and detecting an amount of air taken into the engine. A third detection unit, a first control unit that controls the first valve based on an output of the first and second detection units, and that detects a failure related to the first valve; The above first and second
If the based on the output of the detecting means and a second control means for controlling the fuel supply to the engine, the second control unit receives the failure information from said first control means, the
The controllable state of the first valve is determined, and the determination result
If the throttle opening is close to fully closed,
Intake air control by the second valve according to the opening degree
When the throttle opening is larger than a predetermined value, the partial cylinder closing control by fuel cut in accordance with the accelerator opening and the throttle opening is performed.

[0013]

According to the present invention, when the throttle valve cannot be controlled, the engine output can be controlled by the intake air control by the idle speed control valve according to the accelerator position or the partial cylinder closing control by the fuel cut, and the driver can change the throttle drive system. Thus, the limp home function can be realized by operating the accelerator pedal without imposing a work load such as that described above.

[0014]

【Example】

Embodiment 1 FIG. FIG. 1 is a configuration diagram showing one embodiment of a vehicle control device according to the present invention. This example is a six-cylinder engine,
1 is a configuration example when applied to a vehicle with an automatic transmission. In the figure, a throttle control unit includes a throttle valve control device (hereinafter, referred to as “TCU”) as first control means.
60 and an accelerator position sensor (hereinafter referred to as “AP”) as first detecting means for detecting the accelerator operation amount of the driver.
S], a throttle valve 5 and a return spring 19 as a first valve assembled to the intake pipe 3, an actuator 7 for driving the throttle valve 5, and a second detecting means for detecting the throttle opening. Throttle position sensor (hereinafter referred to as “TP
S ”).

The engine control unit includes a vehicle control device (hereinafter referred to as “ECU”) 8 as second control means.
An air flow sensor (hereinafter, referred to as “AFS”) 62 as third detection means for measuring an intake air amount, a crank angle sensor 82 for detecting a position of an engine crankshaft and an engine speed, and an automatic transmission. N, P
Inhibitor switch (hereinafter referred to as "inhibitor SW") 80 for determining the position, a water temperature sensor 81 for detecting a cooling water temperature, and fuel injection # 1 to # 1 for each cylinder.
The # 1 injectors 84 to 89 and the # 1 to # 6 ignition coils 90 to 95 are energized and de-energized to # 1.
And an idle speed control valve (hereinafter referred to as "IS") for adjusting the flow rate of the bias air during idling or the like.
C valve 64). When the throttle valve cannot be controlled, a failure signal 63 is supplied from the TCU 60 to the ECU 8 to notify occurrence of a failure.

The operation of the throttle control unit will be described. The TCU 60 controls the opening and closing of the throttle valve 5 by operating the actuator 7 in accordance with the driver's accelerator operation amount detected by the APS 61. In this case, TPS
17, the throttle valve 5 is driven to a predetermined opening corresponding to the accelerator operation amount while detecting the opening of the throttle valve 5, and the PID is a well-known control technique.
Closed loop control or the like by control is used. In FIG.
An example of a throttle opening corresponding to an accelerator opening is shown.

When the control becomes impossible due to a failure of the drive system of the actuator 7 and the throttle valve 5 during the opening / closing control of the throttle valve 5, the TCU 60 detects the failure, stops driving the actuator 7, and sends a failure signal 63 to the ECU 8. Supply to notify failure occurrence. Normally, the ECU 8 measures the amount of air taken into the engine by the AFS 62 and uses the engine rotation speed and the crank angle measured by the crank angle sensor 82 for each of the injectors 84 to 89 for each cylinder.
Igniter 83, ignition coils 90-95, ignition plugs 96-10
1 controls ignition of each cylinder. When the throttle valve cannot be controlled, the ECU 8 outputs the failure signal 63
The amount of intake air is adjusted or cut by the ISC valve 64 on the basis of the above, and the output of the engine is controlled.

Next, the limp home function will be described. When the throttle valve cannot be controlled, the drive current of the actuator 7 is cut off, and the throttle valve 5 is returned to the fully closed direction by the return spring 19. However, at this time, if a mechanical lock of the throttle valve rotating shaft occurs due to a lock of the motor or the like, the throttle is fixed at the opening at the time of occurrence of the failure.

If the throttle opening at the time of this failure is in the fully closed state or in the vicinity of the fully closed state, the opening of the ISC valve 64 is set to the accelerator operation amount (accelerator opening) detected by the APS 61 as shown in FIG. The limp home function is ensured by proportional control, and when the throttle opening is fixed at a position larger than a predetermined value, cylinder stop control is performed using the cylinder stop map shown in FIG. 3 to secure the limp home function. . For example, if the throttle opening degree is fully open and a failure occurs, this cylinder rest map indicates the cylinder rest level 5 to 5 based on the detected value of the APS 61.
3, the engine output can be adjusted by the accelerator operation amount. As shown in FIG. 2B, the cylinder rest levels are five cylinders off at level 5 and one cylinder off at level 1.

In the cylinder-stop control using the cylinder-stop map described above, output control during traveling can be performed, but fluctuations in idle rotation due to cylinders immediately after starting and shifts after starting (P → N, N)
Since a problem such as the occurrence of a shift shock due to an increase in engine rotation occurs at the time of shifting by a shift lever such as D), control different from that during running (D range etc.) is performed in the P and N ranges using the inhibitor SW80.

As the cylinders to be closed when the shift position is in the N or P range, a cylinder closed map shown in FIG. 2A is used. In this cylinder rest map, the cylinders are set not to be closed in the low opening region of the throttle. Also, assuming a case where the engine speed becomes 2000 rpm or more or 3000 rpm or more even when the cylinder is deactivated according to this map (shifting to the R or D range as it is causes a large shock and causes poor driving performance).
All the cylinders are cut using the fuel cut map shown in FIG. The reason why the fuel cut speed is changed by the water temperature is to cope with an increase in friction loss inside the engine at a low temperature and to improve the drivability at the time of a limp home.

Next, a control flow of the ECU 8 for realizing the above-described limp home function will be described. Figure 4 shows the EC
It is a flowchart which shows the process of the main routine of the control microcomputer not shown inside U8. First, the internal initialization is performed immediately after the power is turned on (step S
1). Next, fuel injection and fuel ignition control are performed (step S
2) Control other engine accessories such as the ISC valve 64 (step S3).

Next, it is determined whether or not the throttle valve control device has failed (throttle failure) (step S).
4). If it is not a throttle failure, step S
Steps S2 and S3 are performed. Failure signal 6 from TCU60
If 3 is supplied and a throttle failure is reported,
It is determined whether or not the throttle opening is equal to or less than a predetermined value (step S5). If the throttle opening is equal to or less than a predetermined value, FIG.
The engine output is adjusted by controlling the opening of the ISC valve 64 by the APS 61 shown in (1) (step S18).
On the other hand, if the throttle opening is larger than the predetermined value, the fuel cut engine speed is calculated and the cylinder rest level is determined (step S6).

The fuel cut rotation speed uses a value obtained from the map shown in FIG. 2C when the automatic transmission is in the N and P ranges, and a fixed value for preventing overrun when the automatic transmission is not in the N and P ranges, for example, Use 4000 rpm. In addition, the cylinder rest level determination is also performed when the automatic transmission is in the N or P range.
A value obtained from the map shown in FIG. 3A is used, and a value obtained from the map shown in FIG.

Next, the shift position is determined (step S7). Steps S8 and S14 are performed for the N and P ranges and other than the N and P ranges, respectively.
The following processing is performed. In cases other than the N and P ranges, the cylinder stop level determined from the map of FIG. 3 is set as a cylinder stop command (step S8). The execution of the cylinder stop and the fuel cut will be described later with reference to FIG.

Next, it is determined whether or not fuel cut is being executed (step S9). If the fuel cut is being executed, it is determined that the fuel cut is to be canceled (step S12). If it is not higher than the fuel cut release rotation speed, the fuel cut command is released (step S13). The fuel cut release rotation speed is 10 at 3900 rpm, which is lower than the fuel cut rotation speed.
Hysteresis of 0 rpm is provided. When the fuel cut is not being executed, the execution of the fuel cut is determined (step S10). If the fuel cut rotation speed is 4000 rpm or more, a fuel cut command is set (step S11).

When a series of determinations and processes subsequent to step S8 are completed, the process returns to step S2 to execute the following various processes. If it is determined in step S7 that the engine is in the N or P range, a cylinder stop command is set on the cylinder stop map shown in FIG. 2A (step S14), and it is determined whether or not fuel cut is being performed. (Step S15). If it is being executed, it is determined that fuel cut is to be canceled (step S17), and if it is not being executed, it is determined that fuel cut is to be executed (step S16).

The fuel cut release determination and execution determination use the engine speed corresponding to the water temperature in FIG. 2C. In this case, the engine speed for the release determination and the execution determination has a hysteresis of 100 rpm. The setting of the fuel cut command and the release command is performed in step S11.
And S13. When a series of determinations and processes subsequent to step S14 are completed, the process returns to step S2 to execute the following various processes.

Next, the execution of fuel cut will be described with reference to FIG. In the case of cylinder injection as in the present embodiment, generally, as shown in FIG. 6A, the fuel injection is performed based on the crank angle signal of the crank angle sensor 82 before the intake process of each cylinder. Inject fuel every time. This fuel injection pulse is generated using interrupt processing of a microcomputer inside the ECU 8 every time the crank angle signal rises in FIG.

FIG. 5 is a flowchart of the above-described interrupt processing. First, cylinder determination is performed (step S2).
1). The cylinder discrimination is performed by detecting the level of the cylinder discrimination sensor when the crank angle signal shown in FIG. 6A rises. Next, it is determined whether or not a throttle failure has occurred (step S22). If it is during a throttle failure, it is determined whether there is a fuel cut command in FIG. 4 (step S23). If there is a fuel cut command, the interrupt flag is cleared and the interrupt processing ends (step S26).

If it is determined in step S23 that there is no fuel cut command, it is determined whether or not the cylinder number of the cylinder deactivated by the cylinder deactivation instruction is equal to the current crank angle (cylinder number #n in the intake stroke) (step S24). ). If they are the same, the interrupt flag is cleared and the interrupt processing ends (step S26). On the other hand, if they are not the same, after driving the injector of #n (step S25), the interrupt flag is cleared and the interrupt processing is terminated (step S25).
26).

If the throttle failure has not occurred in step S22, the injector #n is driven (step S25), and then the interrupt flag is cleared and the interrupt process is terminated (step S26). An off timer is set so that the driving of the injector #n is stopped after a predetermined time from the start of driving of the injector #n (for example, a free-run timer built in a microcomputer and an output compare function are used).

Based on the flowcharts shown in FIG. 4 and FIG.
Fig. 6 (b) shows an example of the fuel injection timing when
Is shown in

Embodiment 2 FIG. In the above-described embodiment, the present invention is applied to a six-cylinder low-voltage power distribution vehicle. However, it is needless to say that the present invention can be applied to a high-voltage power distribution vehicle, an eight-cylinder, a twelve-cylinder, and the like.

[0035]

As described above, according to the present invention, the first detecting means for detecting the accelerator opening of the accelerator pedal is provided;
A first valve provided on an intake pipe for supplying an intake air amount to the engine, a second valve provided on a bypass of the intake pipe, and a second valve for detecting a throttle opening of the second valve. Detecting means, a third detecting means for detecting the amount of intake air to the engine, and controlling the first valve based on an output of the first and second detecting means, and controlling the first valve A first control means for detecting a failure associated with the second control means, and a second control means for controlling fuel supply to the engine based on at least an output of the first and second detection means. Receiving the failure information from the first control means, the control means controls the first valve.
Judge the impossibility state and, based on the judgment result,
When the tor opening is near full closure, it depends on the accelerator opening.
Control the intake air with the second valve
When the tor opening is larger than a predetermined value, the partial cylinder deactivation control by the fuel cut according to the accelerator opening and the throttle opening is performed, so that the driver is burdened with a work load such as reassembling the throttle drive system. There is such an effect that the limp home function can be achieved by operating the accelerator pedal without the same as in the normal state.

[Brief description of the drawings]

FIG. 1 is a block diagram showing one embodiment of a vehicle control device according to the present invention.

FIG. 2 is a diagram showing a cylinder-stop control map in a P, N range, a relationship between a cylinder-stop level and a cylinder in a cylinder stop, and a fuel cut control map in an N, P range.

FIG. 3 is a view showing a cylinder stop control map other than in the P and N ranges.

FIG. 4 is a control operation (main routine) of the vehicle control device.
It is a flowchart which shows.

FIG. 5 is a flowchart showing a control operation (interrupt processing) of the vehicle control device.

FIG. 6 is a time chart showing a fuel injection operation in a normal state and a throttle failure.

FIG. 7 is a diagram showing a relationship between an accelerator opening and a throttle opening.

FIG. 8 is a diagram showing a relationship between an accelerator opening and an idle speed control valve opening;

FIG. 9 is a diagram showing a configuration of a conventional linkless throttle valve.

[Explanation of symbols]

Reference Signs List 1 throttle body 3 intake pipe 5 throttle valve 7 actuator 8 engine control unit (ECU) 17 throttle position sensor (TPS) 19 return spring 60 throttle valve control unit (TCU) 61 accelerator position sensor (APS) 62 air flow sensor (AFS) 63 Fail signal 64 Idle speed control valve (ISC valve) 80 Inhibitor switch (Inhibitor SW) 81 Water temperature sensor 82 Crank angle sensor 83 Ignizer 84-89 Injector 90-95 Ignition coil 96-101 Spark plug

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁷ , DB name) F02D 41/22 315 F02D 41/22 330 F02D 43/00 301

Claims (1)

(57) [Claims] 1. A first detecting means for detecting an accelerator opening of an accelerator pedal, a first valve provided on an intake pipe for supplying an intake air amount to an engine, and a bypass valve provided on a bypass of the intake pipe. A second valve, a second detecting means for detecting a throttle opening of the second valve, a third detecting means for detecting an amount of intake air to the engine, a first and a second Based on the output of the detecting means,
A first control means for controlling a valve of the first type and detecting a failure related to the first valve; and a control means for controlling a fuel supply to the engine based on at least an output of the first and the second detection means. The second control means receives the failure information from the first control means, and when the first control means receives the failure information, the first valve cannot be controlled.
Is determined, and the throttle opening is determined based on the determination result.
In the case of near full closure, the second
Control the intake air with the valve of
A control device for a vehicle, characterized in that when the value is larger than a predetermined value, a partial cylinder closing control by fuel cut according to the accelerator opening and the throttle opening is performed.