JP2002295279A - Device for controlling power unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power unit control device, capable of properly adjusting advantages/disadvantages between the side, at which an automobile is generally controlled from the outside thereof and the automobile side which individually receives, such a control. SOLUTION: The accelerator opening characteristic of an automobile 1 is modified by an accelerator opening modification value transmitted from a traffic control center 5. The control unit 4 of the automobile 1 modifies the accelerator opening characteristic, based on the above modification value, when the automobile is stopped. Thereby proper adjustment of the advantages/disadvantages can be made, between the side at which the automobile is generally controlled from the outside thereof and the automobile side which individually receives the control.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control unit for a power unit mounted on an automobile.

[0002]

2. Description of the Related Art Generally, a power unit mounted on an automobile, for example, an engine, an automatic transmission, or the like is electronically controlled by a control unit having a computer. The control unit generally performs various controls of the power unit using various programs, control parameters, and the like stored in a storage device such as a ROM or a RAM.

In recent years, with the rapid development of communication means such as mobile phones and the Internet, people can easily exchange information with many people by wire or wirelessly. Such communication means can be widely used not only for merely exchanging information between people, but also for directly controlling various devices or devices including a computer.

Therefore, using such communication means,
From a social point of view, an attempt has been made to control a control unit, and thus a power unit, mounted on a large number of automobiles in the city and to use the control unit to improve traffic conditions, atmospheric environment, and the like. Specifically, for example, a vehicle control system has been proposed in which engine data of a vehicle is changed from outside the vehicle via communication means to control the idle time (see JP-A-2000-215066). . Also, there has been proposed an engine control device which changes the engine data stored in the RAM from outside the vehicle via a communication means while judging a data communication error (see Japanese Patent Application Laid-Open No. Hei 7-119538). .

[0005]

However, when the control unit and the power unit of the vehicle are controlled from the outside of the vehicle in this way, even if the control is preferable from a social point of view, the control of the vehicle on the individual side is not desirable. Depending on the circumstances, a problem may occur. It should be noted that even if such control conforms to social requirements on one side, it may not conform to another social requirement on the other side. For this reason, in this type of conventional power unit control device, it is not possible to appropriately adjust the advantages and disadvantages between the side that controls the vehicle from outside the vehicle based on social reasons and the like and the vehicle that receives such control. There is a problem.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned conventional problems, and generally controls a vehicle from outside the vehicle based on social reasons and the like, and a vehicle which individually receives such control. The problem to be solved is to provide a power unit control device that can appropriately adjust the advantages and disadvantages between the power unit and the power unit.

[0007]

Means for Solving the Problems The power unit according to the first aspect of the present invention, which has been made to solve the above problems, comprises: (i) a power unit transmitted outside a vehicle (a dealer, a traffic environment management center); Receiving a change value corresponding to a predetermined control parameter, receiving means mounted on the vehicle,
(Ii) a control value corresponding to the predetermined control parameter,
And (iii) the change means performs the change when the power unit is operating and the vehicle speed is equal to or lower than a predetermined value (including when the power unit is stopped). It is characterized in that it is performed (change is prohibited at the start of the run).

According to the power unit control device,
Since the change of the control parameter control value from outside the vehicle is performed when the vehicle speed is equal to or less than the predetermined value during power unit operation,
The change can be made in a stable state. For this reason,
Changing the control parameter control value from outside the vehicle does not cause any trouble in the power unit or the vehicle equipped with the power unit. Therefore, it is possible to appropriately adjust the advantages and disadvantages between the side that generally controls the vehicle from outside the vehicle based on social reasons and the like and the side that individually receives such control.

In the above power unit control device,
If the power unit is an engine or an automatic transmission (for example, C
VT), the predetermined control parameter includes, for example, an accelerator opening control value or a gear ratio corresponding to the accelerator opening. In this case, since the control parameter directly related to the required torque is changed, the change is easy and simple. Further, when the power unit is an engine or an automatic transmission, it is preferable that the vehicle be in an idle state when traveling is stopped. In this way, the control parameters can be changed in a more stable state.

In the power unit control device, the changing means preferably changes the control value gradually to the changed value. In this way, the control parameters can be changed in a more stable state. In this case, if the power unit is an engine or an automatic transmission, and the predetermined control parameter is an accelerator opening control value or a gear ratio corresponding to the accelerator opening, during the change or after the shift (at the time of acceleration after the change) In addition, when a predetermined state quantity (eg, EGR amount (rate), O2 concentration, exhaust pressure, exhaust gas temperature, T / C supercharging pressure) related to the emission of the exhaust gas substance is out of a predetermined range, It is preferable to provide a change suppressing means for suppressing the change.

[0011] Further, it is preferable that an alarm means is provided for alerting an occupant when a predetermined state quantity related to exhaust gas emission falls outside a predetermined range during the change or after shifting. . In this way, the occupant can be reliably made aware of such a situation. Further, it is possible to prevent the emission from being deteriorated due to the change of the control parameter. In addition, in general, even if the change is made so as to reduce the effect on the emission by the change, the emission may deteriorate after the change due to aging of individual power units, etc. Can be prevented.

In the above power unit control device,
Engine, a second control amount of the exhaust gas substance is a feedback control value (e.g., O ₂ feedback value, EGR
In the case where the exhaust purification means for performing the suppression control based on the feedback value) is provided, the change suppression means sets the control value to the guard value when the second control amount is out of the predetermined state range. It is preferable to suppress the change. By doing so, a change mistake (bug or the like) can be finally detected even immediately after the start of traveling or the like. Further, it is preferable that the change suppression means includes an alarm means for issuing an alarm to the occupant when the state of the second control amount is out of the predetermined state range. In this way, the occupant can be reliably made aware of such a situation.

The power unit control apparatus according to the second aspect of the present invention comprises: (i) an on-board receiving means for receiving a change value corresponding to a predetermined control parameter of the power unit, transmitted outside the vehicle; (Ii) a control unit for a power unit, comprising: a control unit that changes a control value corresponding to the predetermined control parameter to the change value; (iii) the power unit is an engine or an automatic transmission; (Iv) the control parameter is an accelerator opening control value or a gear ratio corresponding to the accelerator opening;
During the change or after the shift, when a predetermined state quantity related to the emission of the exhaust gas substance is out of a predetermined range, a change suppressing means for suppressing the change is provided. Can be changed in a stable state. Prevent EM deterioration by change. Even if a change is made to reduce the effect on the EM due to the change, the EM may deteriorate after the change due to aging of the individual PT itself, and this can be prevented.

[0014] In this power unit control device, similarly to the power unit control device according to the first aspect, the control parameter control value from outside the vehicle is changed.
Since the power unit or the vehicle equipped with the power unit does not cause any trouble, the side generally controlling the vehicle from outside the vehicle based on social reasons and the like, and the side of the vehicle individually receiving such control. Can be adjusted appropriately.

[0015] A control unit for a power unit according to a third aspect of the present invention comprises: (i) an on-board receiving means for receiving a change value corresponding to a predetermined control parameter of the power unit, transmitted outside the vehicle; (Ii) a control unit for a power unit, comprising: a control unit that changes a control value corresponding to the predetermined control parameter to the change value; (iii) the power unit is an engine or an automatic transmission; (Iv) the control parameter is an accelerator opening control value or a gear ratio corresponding to the accelerator opening;
The changing means gradually changes the control value to the changed value.

In this power unit control device, similarly to the power unit control device according to the first or second aspect, the control parameter control value can be changed from outside the vehicle by installing the power unit or by mounting the power unit. It is necessary to properly adjust the advantages and disadvantages between the side that generally controls the vehicle from outside the vehicle based on social reasons, etc. and the side that individually receives such control because it does not cause any problems to the existing vehicle Can be.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be specifically described below. As shown in FIG. 1A, an automobile 1 is equipped with an engine 2 and a CVT 3 (continuously variable automatic transmission) as power units. And engine 2
And a control unit 4 having a computer for performing various controls of the CVT 3. Further, the vehicle 1 has an engine 2 and a CV transmitted from a traffic management center 5 (or a dealer) outside the vehicle.
A receiver 6 is provided for receiving a change value for a predetermined control parameter T3 (accelerator opening control value, gear ratio, etc.).

As shown in FIG. 1B, the receiver 6 is connected to the control unit 4. Further, the control unit 4 is provided with various maps 7 used for controlling the engine 2 and the CVT 3 and a monitor 8 for displaying various information. In this car 1,
The control unit 4 changes a control value for a predetermined control parameter of the engine 2 or the CVT 3 to a change value transmitted from the traffic management center 5, as described later in detail. Here, the control unit 4 performs this change only when the vehicle speed is equal to or lower than a predetermined value (including when the vehicle 1 is stopped) during driving of the automobile 1. When the vehicle 1 is stopped, the engine 2 is in an idle state.

As shown in FIG. 2, the engine 2 mounted on the automobile 1 is a diesel engine. Hereinafter, the specific structure and function of the engine 2 will be described. In the engine 2, air for fuel combustion is drawn into the combustion chamber 14 from the intake passage 13 during an intake stroke in which the intake valve 12 is opened. The air in the combustion chamber 14 is
5 to be in a high temperature / high pressure state. And
Near the top dead center of the compression stroke, fuel (light oil or the like) is injected from the fuel injection valve 16 (fuel supply means) into high-temperature, high-pressure air in the combustion chamber 14, and the fuel self-ignites and burns.
The combustion gas generated by the combustion of the fuel, that is, the exhaust gas, is discharged to the exhaust passage 18 in an exhaust stroke in which the exhaust valve 17 is opened.

A fuel injection valve 16 is arranged so that an injection hole faces the combustion chamber 14 and injects fuel directly into the combustion chamber 14.
Are connected to the fuel supply passage 19. A high-pressure fuel pump 20 driven by a crankshaft (not shown) is provided in the fuel supply passage 19. The high-pressure fuel pump 20 operates so that the fuel pressure in the fuel supply passage 19 is maintained at a predetermined value or higher.

In the intake passage 13, an air cleaner 21 for removing dust and the like in the air and a hot film type air flow sensor 22 for detecting an air flow rate are provided in order from the upstream side as viewed in the air flow direction. I have. On the other hand, the exhaust passage 18 is provided with an exhaust purification device 24 (catalytic converter) using a catalyst having an oxidation function and a reduction function to purify HC, CO, NOx, and the like in the exhaust gas. An exhaust passage 1 is provided upstream of the exhaust gas purifying device 24.
The oxygen concentration in the exhaust gas in 8 and the air-fuel ratio (A / F)
Linear O ₂ sensor 25 is provided for detecting a.

An EGR passage 27 is provided for returning a part of the exhaust gas in the exhaust passage 18 to the intake passage 13 as EGR gas, and an EGR control valve 28 for controlling the EGR gas flow rate is provided in the EGR passage 27. Has been established. Thus, a part of the exhaust gas in the exhaust passage 18 can be returned to the intake passage 13 while the flow rate is adjusted by the EGR control valve 28. Therefore, the air (fresh air) introduced from outside the engine into the combustion chamber 14 and the EGR control valve 28
And EGR gas (exhaust gas) passing therethrough. Therefore, the intake air amount can be adjusted by adjusting the EGR gas amount by the EGR control valve 28.

The control unit 4 is a comprehensive control device for the engine 2 and the CVT 3, and controls fuel injection control, EGR control,
Various controls or calculations such as shift control and control parameter change control are performed.

In the example shown in FIG. 2, the engine 2 is a diesel engine, but a gasoline engine 2 '(direct injection lean burn engine) as shown in FIG. 3 may be used. In FIG. 3, members or elements common to those in FIG. 2 are denoted by the same reference numerals as in FIG. FIG.
As shown in FIG. 2, in the gasoline engine 2 ′ (hereinafter referred to as “engine 2”), when the intake valve 12 is opened, air for fuel combustion is drawn into the combustion chamber 4 from the intake passage 13. It has become. Then, fuel (gasoline) is injected from the fuel injection valve 10 into the air in the combustion chamber 14 at a predetermined timing to form an air-fuel mixture.

This mixture is compressed by the piston 15, ignited by the spark plug 11 at a predetermined timing, and burned. The combustion gas, that is, the exhaust gas,
7 is discharged to the exhaust passage 18 when opened. Also,
In the engine 2 ′, a throttle valve 9 that throttles air is provided in the intake passage 13 slightly downstream of the air flow sensor 22. Others are the same as the case of the engine 2 shown in FIG.

Hereinafter, the CVT 3 and the CV from the engine 2
The structure and function of the power transmission mechanism to T3 will be described. FIG.
As shown in FIG. 2, the torque generated by the engine 2 is transmitted from the engine output shaft 30 to the input shaft 32 of the CVT 3 via a damper 31 for absorbing a variation in the rotation speed of the engine 2.
(Hereinafter, referred to as “CVT input shaft 32”).

The half toroidal CVT 3 has a CV
Input disk 34 coaxially mounted on T input shaft 32
, An output disk 35 loosely fitted around the CVT input shaft 32, and a torque of the input disk 34
And a power roller 36 for transmitting power. The output disk 35 is rotatably held by a thrust bearing 37. Although not shown in detail, the power roller 36 can rotate around its axis J. The power roller 36 has a peripheral surface formed by the concave peripheral surface of the input disk 34 and the output disk 3.
5 is in contact with the concave peripheral surface.

When the input disk 34 rotates, the power roller 36 is rotated about the axis J with the rotation of the input disk 34.
Further, the output disk 35 is rotated by the power roller 36, and the torque of the input disk 34 is transmitted to the output disk 35. At this time, the speed ratio in the torque transmission from the input disk 34 to the output disk 35 is such that the radius r ₁ of the output disk 35 at the position in contact with the power roller 36 and the input disk is determined by the ratio of the radius _{r 2} of 34. Although not shown in detail, the contact position between the power roller 36 and the disks 34 and 35 is determined by the tilt angle of the power roller 36, and by adjusting the tilt angle, the speed ratio of the CVT 3 is adjusted. Can be arbitrarily set within a predetermined range. That is, C
The speed ratio of the VT3 can be freely changed in a stepless manner.

The torque of the output disk 35, that is, the output torque of the CVT 3 is transmitted through a CVT output gear 38 coaxially mounted on the output disk 35 and a first starting clutch gear 39 meshing with the CVT output gear 38. Is transmitted to the inner disk of the starting clutch 40. Further, a second starting clutch gear 41 is attached to an outer disk (casing) of the starting clutch 40. The second starting clutch gear 41 is engaged with a differential input gear 44 attached to a differential 45 via two intermediate gears 42 and 43. Thus, the torque of the output disc 35, that is, the output torque of the CVT 3 is equal to the drive axle 4 when the starting clutch 40 is turned on.
6 is transmitted. When the starting clutch 40 is turned off, no torque is transmitted.

A specific control method of the fuel injection control, EGR control, shift control and control parameter change control executed by the control unit 4 will be described below. First, a control method of fuel injection control of the engine 2 (diesel engine) will be described with reference to FIG. As shown in FIG. 5, in this fuel injection control routine, first, after various data are input in step S11, step S12 is performed.
And the target torque Tr based on the accelerator opening α and the vehicle speed V.
Is set. Here, the target torque Tr is
For example, as shown in FIG. 12A, the setting is made to increase as the accelerator opening α increases and as the vehicle speed V increases.

Next, the fuel injection amount _{Q B} from the fuel injection valve 16 is set (set) in step S13. continue,
Fuel injection timing _{I B} is set (set) in step S14. Then, in step S15, fuel injection from the fuel injection valve 16 is executed. Thereafter, the process returns to step S11.

Hereinafter, a control method of the fuel injection control when the gasoline engine 2 'shown in FIG. 3 is used will be described with reference to a flowchart shown in FIG. As shown in FIG. 6, in this fuel injection control routine, first, at step S
After various data are input at 21, the target torque Tr is set (set) based on the accelerator opening α and the vehicle speed V at step S22. Here, for example, as shown in FIG. 12A, the target torque Tr is set to increase as the accelerator opening α increases and as the vehicle speed V increases.

Next, at step S23, the target torque Tr
And the target air-fuel ratio A / F based on the engine speed Ne and the engine speed Ne.
ref is set (set). As shown in FIG. 12B, the air-fuel ratio A / F or the target air-fuel ratio A / Fref
Is set to be richer as the target torque Tr is larger and as the engine speed Ne is higher. Note that in FIG. 12 (b), the in the high speed side or the high load side of the polygonal line E _1, the air-fuel ratio A / F becomes rich than the stoichiometric air-fuel ratio or this (λ ≦ 1).

Then, in step S24, the target torque T
r and the engine speed Ne, the throttle valve 9
(Electric throttle) opening degree, ie, throttle opening degree T
v is set. As shown in FIG. 12C, the throttle opening Tv is set to increase as the target torque Tr increases and as the engine speed Ne increases. Note that in FIG. 12 (c), the in than polygonal line E ₂ low-rotation or low-load side, the throttle valve 9 is a semi-open state, thereby straight噴燃charge is stratified, lean burn is executed.

Subsequently, at step S25, the target torque T
r and the engine speed Ne, the fuel injection valve 10
The fuel basic injection amount q _B from being set (set). As shown in FIG. 12 (d), the fuel basic injection amount _{q B} is higher when the target torque Tr is large, also the engine speed Ne
Is set to increase as the value is higher. Further, in step S26, the fuel injection timing I is set (set).

Next, at step S27, the target air-fuel ratio A /
It is determined whether Fref is greater than the actual air-fuel ratio A / F. Here, the target air-fuel ratio A / Fref is equal to the actual air-fuel ratio A / F.
If it is larger (YES), that is, if the actual air-fuel ratio A / F is richer than the target air-fuel ratio A / Fref, in step S29, the feedback fuel correction amount q _{F / B} is reduced by a predetermined amount α, and a rich state is obtained. Is corrected by the feedback. On the other hand, if the target air-fuel ratio A / Fref is equal to or less than the actual air-fuel ratio A / F (NO), that is, the actual air-fuel ratio A / F
Is leaner than the target air-fuel ratio A / Fref (N
O), in step S28, the feedback fuel correction amount q
_{The F / B} is increased by a predetermined amount α, and the lean state is corrected by feedback.

[0037] Then, in step S30, by adding the fuel basic injection amount _{q B} and the feedback fuel correction amount _{q F / B,} the actual fuel injection amount q is set. continue,
Fuel injection is performed in step S31, and thereafter, the process returns to step S21.

Hereinafter, a control method of the EGR control will be described with reference to a flowchart shown in FIG. As shown in FIG. 7, in this EGR control, first, various data are input in step S41. Subsequently, in step S42, the target fresh air amount Airref is set (set). The target fresh air amount Airref becomes larger as the target torque Tr becomes larger.
The setting is made to increase as the engine speed Ne increases.

Next, in step S43, the target fresh air amount Ai
The control deviation △ Air between rref and the actual fresh air amount Air is calculated. Subsequently, in step S44, EGR is performed by PID processing based on the control deviation △ Air using the following equation 1.
Feedback value EGR _{F / B} is calculated. EGR _{F / B} = P ・ ΔAir + I∫∫Air + D ・ (dΔAir) / dt Equation 1 P: Proportional constant I: Integral constant D: Differential constant t: Time Then, in step S45, the EGR feedback value E
The EGR control valve 28 is driven based on the GR _{F / B} ,
Thereafter, the process returns to step S41.

Hereinafter, a control method of the shift control of the CVT 3 will be described with reference to a flowchart shown in FIG. FIG.
In this speed ratio control, as shown in FIG.
At step 1, various data are input. Subsequently, step S52
Then, the basic speed ratio CVTR _B is set (set) based on the engine speed Ne and the vehicle speed V using a shift map as shown in FIG. 13A, for example.

Next, at step S53, the accelerator opening α
Variation [Delta] [alpha] (rate of change) it is determined whether greater than the set value [Delta] [alpha] _0. Here, if the accelerator opening change amount Δα is larger than the set value Δα ₀ (YES), that is, if the vehicle is in an acceleration state, in step S54, acceleration is performed based on the accelerator opening α and the accelerator opening change amount Δα. The hour speed ratio correction value CVTRacc is set (set). FIG.
As shown in (b), the speed ratio correction value at acceleration CVTRac
c is set so as to increase as the accelerator opening change amount Δα increases and as the accelerator opening α decreases.

[0042] On the other hand, in step S53, when the accelerator opening change amount Δα is determined that the setting value Δα is ₀ or less (NO), ie if it is not accelerating state, step S
At 55, the speed ratio correction value at acceleration CVTRacc is set to 0. Then, following step S54 or S55, in step S56, the basic speed ratios CVTR _B and CVTRacc
Is added to calculate the final gear ratio CVTR. Subsequently, in step S57, the gear ratio CVTR is changed. Thereafter, the process returns to step S51.

Hereinafter, the control method of the control parameter change control will be described with reference to the flowcharts shown in FIGS. Here, a case will be described as an example where the opening / closing characteristic of the accelerator opening α which is one of the control parameters is changed. As shown in FIGS. 9 and 10, in this control parameter change control routine, first, in step S6,
At step 1, various data are input. Subsequently, step S62
The accelerator opening α transmitted from the traffic management center 5
It is determined whether the receiver 6 has received the changed value Dα _G of Incidentally, the changed value D.alpha _G is coefficient data of accelerator opening alpha, is set within a range of, for example, 0.8 to 1.2.

More specifically, for example, in the target torque map shown in FIG. 12A with the accelerator opening α and the vehicle speed V as parameters, the scale of the accelerator opening α is changed, or FIG. In the gear ratio map in which the accelerator opening α, the engine speed Ne, and the vehicle speed V are shown as parameters, the scale of the accelerator opening α may be changed.

If the receiver 6 has received the changed value Dα _G (YES), the accelerator opening α is changed to the changed value in steps S64 to S75 as long as a predetermined condition is satisfied. .

[0046] That is, after the receiver 6 receives a new value D.alpha _G, if the duration the vehicle speed V is zero a predetermined time period T _A1 above, the accelerator opening alpha (control value) is changed value D.alpha _G
Is changed to Specifically, first, at step S64, it is determined whether or not the vehicle speed V is 0, and if not, (N
O) Since it is not preferable to change the accelerator opening α, the process returns to step S61 without changing the accelerator opening.

On the other hand, when it is determined in step S64 that the vehicle speed V is 0 (YES), in step S65,
The following equation 2 is used to calculate the change value increment ΔD. ΔD = (Dα _G −1.0) / 5 Equation 2 This is divided into five changes of the accelerator opening α based on Dα _G. This is to make the change in the accelerator opening α gentle.

Next, in step S66, the timer _{T A} is 1
Is only incremented. The timer T _A after the receiver 6 receives a new value D.alpha _G, a timer for counting the time that the vehicle speed V is the state of 0 is continuing. Subsequently, in step S67, the count value of the timer _{T A} is,
It is determined whether or not the set value T _{A1 has been} exceeded.
If it is not equal to or greater than _A1 (NO), it is not yet time to change the accelerator opening α, so the process returns to step S61 this time.

[0049] On the other hand, if the count value of the timer _{T A} is determined to be the set value _{T A1} or in step S67 (YES), the accelerator opening α is ultimately be changed by D.alpha _G. That is, first, in step S68, the timer T
_A can be reset to 0, and then, in step S69, the accelerator opening α is increased by the change value increment ΔD.

Next, in step S70, it is determined whether or not the absolute value | EGR _{F / B} | of the EGR feedback value is larger than the determination value A _EGR . Absolute value | EGR _{F / B} |
Is equal to or _smaller than the determination value A _EGR (NO), the EGR control is normal, and the counter N is incremented by 1 in step S71. This counter N is a counter for repeating the increment by the change value increment ΔD of the accelerator opening α five times. Next, it is determined in step S72 whether or not the counter N has reached 5, and when it has reached 5, the change completion flag is set in step S73.

On the other hand, if it is determined in step S70 that the absolute value | EGR _{F / B} | of the EGR feedback value is larger than the determination value A _EGR (YES), the absolute value | EG
R F _{/ B |} since becomes abnormally large, it is determined that the EGR control is abnormal, after returning the accelerator opening α changes the state before the start in step S74, the step S75
, And the control parameter change control is terminated here (end).

By the way, if it is determined in step S62 that the receiver 6 has not received the changed value, (N
O) In step S63, it is determined whether the previous change has been completed, that is, whether the change of the previously received change value has been completed. If not completed, the main routine (step S64) is performed to complete the change.
Is returned to.

On the other hand, if it is determined in step S63 that the change of the previously received change value has been completed, (YE
S), In steps S76 to S84, it is confirmed whether or not a secondary problem (abnormal EGR control) has occurred due to the change in the accelerator opening α according to the change value. This is done during acceleration. In general, EGR _{F / B} during acceleration
Is greatly changed, the accuracy of the abnormality determination of the EGR control is increased.

[0054] More specifically, in step S76, the accelerator opening change amount [Delta] [alpha] whether greater than the set value [Delta] [alpha] ₀ is determined. Here, the accelerator opening change amount Δα is equal to the set value Δα
Is larger than ₀ (YES), i.e. if acceleration state, in step S78, increments the timer _{T B} by one. The timer _{T B} is a timer _{for EGR F / B} counts the period is normal. Even if not during acceleration, even if the timer T _B is determined to be counting in step S77, the step S78 is executed.

Subsequently, in step S79, the absolute value | EGR _{F / B} | of the EGR feedback value is determined as the determination value BEGR.
(However, it is determined whether or not B _EGR > A _EGR ). Absolute value | _{EGR F / B} | if the determination value BEGR less (NO), since the EGR control is normal, at step S80, whether the timer _{T B} exceeds the set value _{T B0,} i.e. EGR control It is determined whether the normal state has continued for _TB0 .

[0056] If the count value of the timer _{T B} in step S80 is greater than _{T B0,} i.e. if the EGR control is a normal period beyond _{T B0,} by changing the accelerator opening by changing values, particularly occurs inconvenience Not so
Change completion flag in step S81 is reset, followed by a timer T _B in step S82 is reset to 0.

On the other hand, if it is determined in step S79 that the absolute value | EGR _{F / B} | of the EGR feedback value is larger than the determination value B _EGR (YES), the absolute value | EG
Since R _{F / B} | is abnormally large, it is determined that the EGR control is abnormal. In step S83, the accelerator opening α is returned to the state before the start of the change, and then step S84 is performed.
Is performed, and the control parameter change control is terminated here (end).

FIG. 11 shows the running state of the vehicle 1, the change amount Dα _G , the accelerator opening α and the EGR when the control parameter change control shown in FIGS. 9 and 10 is performed.
₅ shows a change characteristic of _{F / B} with respect to time. It should be noted that the accelerator opening α and the EGR _{F / B}
Street stuff is shown. In case 1, X1
Indicates a point in time when it is determined in step S79 that the EGR control is abnormal. For this reason, X2 indicates the time when it is determined in step S70 that the EGR control is abnormal.

The control parameter change control shown in FIGS. 9 and 10 is for a diesel engine. However, when a gasoline engine is used, step S70 is used instead of step S70.
A step of determining whether the absolute value | q _{F / B} | of the feedback fuel correction value exceeds the set value Aq may be provided. The abnormality may be determined based on whether the EGR valve opening, the absolute value of the O ₂ concentration, the exhaust gas temperature, and the negative pressure (supercharging pressure) are within predetermined ranges.

[0060]

As described above, according to the present invention, the advantages and disadvantages between the side generally controlling the vehicle from outside the vehicle on the basis of social reasons and the like and the vehicle side individually receiving such control can be appropriately determined. An adjustable power unit control device can be provided.

[Brief description of the drawings]

FIG. 1A is a schematic view of an automobile equipped with a power unit and a control device thereof according to the present invention, and FIG.
FIG. 2 is a block diagram showing a configuration of a control device for a vehicle shown in FIG.

FIG. 2 is a system configuration diagram of a diesel engine.

FIG. 3 is a system configuration diagram of a gasoline engine.

FIG. 4 is a skeleton diagram showing a configuration of a CVT.

FIG. 5 is a flowchart illustrating a control method of fuel injection control of a diesel engine.

FIG. 6 is a flowchart illustrating a control method of fuel injection control of a gasoline engine.

FIG. 7 is a flowchart illustrating a control method of EGR control.

FIG. 8 is a flowchart illustrating a control method of speed ratio control.

FIG. 9 is a flowchart illustrating a control method of control parameter change control.

FIG. 10 is a flowchart illustrating a control method of control parameter change control.

11 is a graph showing a change characteristic of a running state of a vehicle, a change amount, an accelerator opening, and an EGR feedback correction value with respect to time when the control parameter change control shown in FIGS. 9 and 10 is performed.

FIG. 12A is a diagram showing characteristics of a target torque map using an accelerator opening and a vehicle speed as parameters;
(B) is a diagram showing characteristics of an air-fuel ratio map using the target torque and the engine speed as parameters; and (c) is a diagram showing characteristics of a throttle opening map using the target torque and the engine speed as parameters. And (d) are diagrams showing characteristics of a fuel injection amount map using the target torque and the engine speed as parameters.

13A is a diagram showing a control characteristic of a gear ratio, and FIG. 13B is a diagram showing a characteristic of a gear ratio correction value map using an accelerator opening change amount and an accelerator opening as parameters; FIG.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Car, 2 ... Diesel engine, 2 '... Gasoline engine, 3 ... CVT, 4 ... Control unit, 5
... Traffic management center, 6 ... Receiver, 7 ... Map, 8 ... Monitor, 9 ... Throttle valve, 10 ... Fuel injection valve, 11 ... Spark plug, 12 ... Intake valve, 13 ... Intake passage, 14 ... Combustion chamber, 15 ... Piston, 16 ... Fuel injection valve, 17 ... Exhaust valve, 18 ... Exhaust passage, 27 ... EGR passage, 28 ... EGR
Control valve.

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Claims (10)

[Claims] 1. A vehicle-mounted receiving means for receiving a change value corresponding to a predetermined control parameter of a power unit, transmitted outside the vehicle, and a control value corresponding to the predetermined control parameter is changed to the change value. A control unit for a power unit, comprising: a changing unit for changing the power unit, wherein the changing unit performs the change when the power unit is operating and the vehicle speed is equal to or lower than a predetermined value. 2. The power unit according to claim 1, wherein the power unit is an engine or an automatic transmission, and the predetermined control parameter is an accelerator opening control value or a gear ratio corresponding to an accelerator opening. Control unit for power unit. 3. The power unit control device according to claim 1, wherein the power unit is an engine or an automatic transmission, and is in an idle state when traveling is stopped. 4. The power unit control device according to claim 1, wherein the changing unit gradually changes the control value to the changed value. 5. The power unit is an engine or an automatic transmission, wherein the predetermined control parameter is an accelerator opening control value or a gear ratio corresponding to an accelerator opening, and during or after the change, The control device for a power unit according to claim 4, further comprising a change suppression unit that suppresses the change when a predetermined state amount related to the discharge is out of a predetermined range. 6. The power unit is an engine or an automatic transmission, wherein the predetermined control parameter is an accelerator opening control value or a gear ratio corresponding to an accelerator opening, and during or after the change, The control device for a power unit according to claim 4, further comprising an alarming means for alarming an occupant when a predetermined state amount related to the emission is out of a predetermined range. 7. An engine according to claim 1, wherein said engine includes exhaust purification means for controlling exhaust gas substances by a second control amount which is a feedback control value. The power unit control device according to claim 5, wherein the change is suppressed when the following condition is satisfied. 8. An engine according to claim 1, wherein said engine includes exhaust purification means for controlling exhaust gas substances by a second control amount which is a feedback control value, wherein said change control means controls a state of said second control amount to be outside a predetermined state range. 6. The power unit control device according to claim 5, further comprising an alarm unit for issuing an alarm to an occupant when the following condition is satisfied. 9. A vehicle-mounted receiving means for receiving a change value corresponding to a predetermined control parameter of a power unit, transmitted outside the vehicle, and a control value corresponding to the predetermined control parameter is changed to the change value. Wherein the power unit is an engine or an automatic transmission, and the predetermined control parameter is an accelerator opening control value or a gear ratio corresponding to the accelerator opening. A power unit control device comprising: a change suppression unit that suppresses a change when a predetermined state quantity related to exhaust gas substance emission falls outside a predetermined range during or after a change. 10. A change value corresponding to a predetermined control parameter of the power unit, transmitted outside the vehicle, is received.
A power unit control device comprising: a receiving unit mounted on a vehicle; and a changing unit configured to change a control value corresponding to the predetermined control parameter to the changed value, wherein the power unit is an engine or an automatic transmission; Wherein the control parameter is an accelerator opening control value or a gear ratio corresponding to the accelerator opening, and the changing means gradually changes the control value to the changed value.