JP2000038940A - Engine control device of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To carry out the engine control suitable to the circumstance condition of the running area. SOLUTION: A parameter prescribing area settled based on the circumstance as the standard is displayed on an area table 34. When an area deciding part 24 finds the area the own car position belongs to an area signal is sent to an engine ECU 10. And a circumstance adaptable control parameter to be a control parameter decided corresponding to the parameter prescribing area, and to give the operating condition adaptable to the circumstance condition in the area is obtained from an area parameter table 16. The engine ECU 12 controls an engine 2 by using the obtained parameter. In the limit area where the town parts exist, for example, an ignition timing to suppress the engine output is adapted as the circumstance adaptable control parameter, in order to suppress the generation of the exhaust gas.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control device for an automobile, and more particularly to an engine control adapted to environmental conditions in each region. More specifically, the present invention realizes engine control adapted to an environment by applying a navigation function as one of so-called ITS (Intelligent Transport Systems) technologies.

[0002]

2. Description of the Related Art As is well known, an automobile is provided with an engine ECU (electric control unit) comprising a computer device.
t) is commonly installed. The engine ECU controls the ignition timing, the fuel injection amount, and the like based on the detection signals of various sensors to extract the performance of the engine. In particular, in recent years, it has been attempted to obtain a sufficient engine output with a small amount of emission (exhaust gas) under the background of increasing demands for low pollution.

[0003]

By the way, the environment around the road greatly differs depending on the place, and the ability required for the engine also differs depending on the place. For example, there are places in urban areas and near arterial roads where roads where exhaust gas from passing vehicles greatly affect the surroundings are very close to the living environment. In such a limited area, it is required to further reduce the amount of exhaust gas as compared with other areas. Further, in such an area, sufficient running performance can be obtained with a relatively small engine output as compared with a road such as a mountain road or an expressway.

However, conventionally, the engine is controlled so as to achieve the required engine output determined from the viewpoint of driving performance and drivability in a general area. That is, the engine is controlled regardless of the traveling location. Therefore, control suitable for a local environment in an urban area or near a main road as described above, specifically, control for reducing an emission value even at the expense of output has not been performed.

[0005] On the other hand, there are areas, such as mountainous areas, which are far from residential areas and can be expected to diffuse and purify by air and forests. However, engine control in such an area is common to control in other urban areas and the like, and as a result, running performance is sacrificed in order to reduce emission values.

As described above, conventionally, similar engine control has been performed without considering where the vehicle is traveling, so that it was not possible to meet the environmental requirements of each region.

[0007] The present invention has been made in view of the above problems, and an object of the present invention is to provide an engine control device capable of obtaining an engine operation state suitable for environmental conditions in each region.

[0008]

In order to achieve the above object, the present invention relates to an automobile engine control apparatus for controlling an engine using control parameters for determining an operation state of an engine. Area determination means for determining a specified area; parameter acquisition means for obtaining an environment adaptation control parameter which is defined corresponding to the parameter specified area and which gives an operating state adapted to environmental conditions in the area; And control means for controlling the engine using the control parameters.

As described above, according to the present invention, the environment adaptation control parameters for providing an operating state adapted to the environmental conditions in the area are determined corresponding to the parameter defining area. One parameter defining area is an area having common environmental conditions. The determination of the parameter defining area in which the own vehicle travels is preferably performed using a navigation function. Based on the area determination result, the engine is controlled using the environment adaptive control parameters of the area. Therefore, engine control suitable for the local environment of the place where the vehicle travels can be performed.

[0010] Preferably, when a predetermined operation of the driver or a predetermined running state of the vehicle is detected, the environment adaptive control parameter is changed to another predetermined parameter. The driver's predetermined operation is, for example, a predetermined switch operation or a sudden operation of an accelerator. The predetermined traveling state of the vehicle is, for example, rapid acceleration or rapid deceleration. According to this aspect, the application of the environment adaptive control parameter can be temporarily or continuously prohibited in order to obtain the required engine operating state at each time.

Preferably, hysteresis is provided for the determination of the parameter defining area near the area boundary. As a result, frequent switching of control parameters near the area boundary is avoided, and deterioration of drivability is prevented.

Preferably, after the control parameters are switched based on the area determination result, the next switching of the control parameters is prohibited until the vehicle travels for a predetermined time or a predetermined distance. Also according to this aspect, frequent switching of the control parameter near the area boundary is avoided,
Deterioration of drivability is prevented.

In the present invention, the parameter defining area is defined using, for example, the outline of the area. Further, for example, the parameter defining area is defined using a road link. It is preferable to determine which definition is applied in consideration of the data amount. It is also preferable to apply different definition methods depending on the area.

The engine to be controlled according to the present invention is not limited to an internal combustion engine (a gasoline engine or a diesel engine), but may be any other type of vehicle driving engine. For example, a hybrid engine (electric motor + internal combustion engine) of a hybrid vehicle is also included in the control target of the present invention.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention (hereinafter, referred to as embodiments) will be described below with reference to the drawings.

[First Embodiment] FIG. 1 is a block diagram showing the overall configuration of an engine control device 1 mounted on a vehicle. The engine control device 1 includes an engine ECU 10 and a navigation ECU 20. Engine EC
In U10, a control signal generated by the engine control unit 12 based on detection signals of various sensors (not shown) is output to the engine 2. As a result, the ignition timing of the engine 2, the fuel injection, the opening of the electronic throttle, and the like are adjusted, and the target engine operating state (output, rotation speed, etc.) is obtained.

The engine ECU 10 is connected to a navigation ECU 20 via an in-vehicle LAN. GPS
When the device 30 sends a signal indicating the current position of the vehicle obtained based on radio waves from artificial satellites to the navigation ECU 20, the current position calculation unit 22 calculates the current position from the input signal. The map storage device 32 stores map data used for navigation. The recording medium of the map storage device 32 is a CD-ROM, a DVD, a hard disk,
Any device such as a flash RAM may be used. However, when recording received data from the outside, which will be described later, it is necessary to provide a readable and writable recording medium. The navigation ECU 20 performs a map display and route guidance using a display and a speaker (not shown) using the current position data and the map data as a normal navigation function.

Further, the navigation ECU 20 functions as follows as a part of the engine control device of the present invention. In the map storage device 32, an area table 34 that divides the map according to the environment is recorded. In the present embodiment, the map is divided into a normal area N, a low emission area LE, and a high output area HP. These areas correspond to the parameter defining areas of the present invention.
The area table 34 includes information indicating the outline (boundary) of the area. The area determination unit 24 determines an area in which the vehicle is traveling based on the current position. Area signal (mode signal, N, LE, HP) indicating the area in which the vehicle is traveling
Using the LAN communication control unit 26 to
Sent to

In engine ECU 10, LAN communication control unit 14 receives the area signal. The area-parameter table 16 shows parameters (environmental adaptive control parameters) that are engine control parameters determined for each area and that provide an engine operating state suitable for the environmental conditions of the area. As is well known, a plurality of types of parameters are used for engine control, and some or all of them are included in the area-parameter table 16.

As an example, area-parameter table 1
6, the ignition timing for each area is specified. The low emission area LE is an area near an urban area and an arterial road, in which a road where exhaust gas of a passing vehicle greatly affects the surroundings is very close to a living environment. In these areas,
There is a strong demand for reducing the amount of exhaust gas. On the other hand, sufficient running performance can be obtained with a relatively small engine output. Therefore,
For the low emission area LE, an ignition timing is set such that the output is reduced to reduce the emission value.

The high-power area HP is an area, such as a mountain area, far from a residential area and can be expected to diffuse and purify due to the atmosphere and forests. In such areas, relatively high output is required. The normal area N is another general area that is neither the low emission area LE nor the high output area HP. The ignition timing as a control parameter is set such that the engine output increases in the order of the areas LE, N, and HP.

The area-parameter table 16 may include control parameters other than the above-described ignition timing. It is preferable to apply any parameter that can adjust and control the emission value. For example, it is conceivable to apply parameters such as a fuel injection amount (including lean burn control), an engine speed (upper limit value), a throttle opening, and a valve timing. The engine control of the present invention includes control of a hybrid engine (that is, an electric motor + an internal combustion engine, for a hybrid vehicle), and in this case, an appropriate table is prepared according to a control target.

The area-parameter table 16 is recorded on an arbitrary type of recording medium, like the area table 34 described above. When assuming table rewriting, it is necessary to apply a readable and writable recording medium.

Returning to FIG. 1, the parameter determining section 18 reads out control parameters corresponding to the area signal from the area-parameter table 16. As a result, parameters used for engine control are determined. Engine control unit 12
Controls the engine 2 using the read control parameters. Referring to the above example, by using the ignition timing parameter corresponding to the low emission area LE, the engine output is reduced, and low exhaust gas operation suitable for the area environmental conditions is realized.

As described above, according to the present embodiment, by using the navigation function, it is possible to perform engine control suitable for the environment in each region. Unlike conventional uniform control that does not depend on location, it can respond to local environmental requirements. In particular, there is an advantage that the exhaust gas emission from a limited area in an urban area and a limited highway can be significantly reduced without impairing the overall running performance of the vehicle. Then, it is possible to achieve both the reduction of the exhaust gas and the engine performance in another area where the traveling performance is required.

As a modification, the map storage device 32
In addition, not only the area table but also a parameter table (control parameter table corresponding to the area) may be stored. In this case, the navigation ECU 20 determines the area and determines the control parameters. The parameters themselves are sent to the engine ECU 10 and used by the engine control unit 12. The area-parameter table 16 may not be provided on the engine ECU 10 side.

Alternatively, the navigation ECU 20
The engine ECU 1 uses the current position information instead of the area signal.
It may be sent to 0. In the engine ECU 10, the above-described area determination and determination of the control parameters are performed. In this case, the area table on the navigation ECU 20 side is unnecessary.

[Acquisition of Data from Outside] In the above configuration, the area table 34 and the area-parameter table 16 are provided in the map storage device 32 and the engine ECU 10, respectively. It is also preferable to obtain both or one of these tables from outside by communication. In FIG. 1, an external communication control unit 28 of the navigation ECU 20 receives area and parameter data from outside (information center, roadside beacon (light, radio wave), broadcast station, etc.) using a communication circuit 36. Data may be sent to an unspecified number of vehicles using broadcasting. The vehicle may go to the information center to retrieve data by individual communication.
When the data indicating the area shape is received, it is written into the map storage device 32. When the data indicating the control parameter is received, it is sent to the engine ECU 10 and stored.

With such external data acquisition,
Engine control that adapts to changes in the environment in real time. For example, it can adapt to changes in seasons, changes in time of day, and the like. Further, for example, it is also possible to locally reduce the amount of exhaust gas generated in the area in response to the occurrence of photochemical smog.

Further, with respect to external communication, the following configuration is also suitable.

(1) The navigation ECU 20 sends the current position to the information center. The information center returns an area signal indicating the type of the area to which the current position belongs. An area signal is sent to engine ECU 10.

(2) The navigation ECU 20 sends the current position to the information center. The information center returns a parameter signal indicating a control parameter (for example, ignition timing) suitable for the current position. The parameter signal is sent to the engine ECU 10 and used by the engine control unit 12.

(3) The navigation ECU 20 internally determines the area and sends an area signal to the information center.
The information center returns a parameter signal indicating a control parameter suitable for the area indicated by the area signal. The parameter signal is sent to the engine ECU 10 and the engine control unit 1
Used for 2.

[Applicable Parameter Change Function] In FIG. 1, a change switch 40 is connected to the engine ECU 10. When the driver presses the change switch 40, the engine control unit 12 changes the environment adaptive control parameter determined by the parameter determination unit 18 to another predetermined control parameter. In the present embodiment, the control parameters are changed to the control parameters for the normal area N. That is, when the vehicle is in the low emission area LE and the high output area H
Even while driving on P, the control parameters for the normal area are applied according to the switch operation of the driver.

The changed control parameters are used until a predetermined time elapses or the vehicle travels a predetermined distance. In addition, control parameters corresponding to the traveling area are applied again according to the operation of the switch again.

The engine ECU 10 determines, based on the accelerator opening information input from the accelerator sensor 42, that the sudden operation of the accelerator has been performed. Then, when the accelerator is suddenly operated, the engine is controlled using the control parameters for the normal area LE for a fixed time or a fixed distance, regardless of the traveling location, as described above.

Further, the engine ECU 10 determines that the vehicle is rapidly accelerating or decelerating based on the information on the vehicle acceleration input from the acceleration sensor 44. The acceleration may be obtained based on a detection signal of a speed sensor (not shown). Even during a sudden acceleration or a sudden deceleration, the engine is controlled using the control parameters for the normal area LE for a fixed time or a fixed distance, regardless of the traveling place.

With the above-mentioned function, the application of the environment adaptive control parameters can be prohibited in order to obtain the required operating state at each time. For example, when normal mode operation is required for vehicle maintenance, application of the environment adaptive control parameter can be temporarily prohibited by operating a switch. In addition, there are situations where rapid acceleration / deceleration is necessary even in an urban area, and in such a situation, the required traveling performance can be obtained by canceling the low emission mode.

[Hysteresis in Area Determination] FIG.
Indicates a boundary of the parameter defining area shown in the area table 34 of the map storage device 32. FIG. 2 illustrates a boundary between the normal area N and the low emission area LE. The boundary line NL (solid line) is a line for detecting that the vehicle has entered the low emission area LE from the normal area N. On the other hand, the boundary line LN
The dotted line is a line for detecting that the vehicle has entered the normal area N from the low emission area LE. The boundary line LN and the boundary line NL are set to be shifted from each other, and the hysteresis width W is set between them.

In this embodiment, the setting with the above-mentioned hysteresis is made for all the area boundaries. That is, a hysteresis width is provided at all boundaries of the normal, low emission, and high output areas.

Here, it is assumed that such hysteresis is not set, and only one boundary line NL (solid line) is set. When the vehicle follows the illustrated traveling locus Q,
The area determination result changes at points a, b, c, and d, and control parameters are switched. Frequent switching of control parameters may lead to output hunting, deteriorating drivability and giving the driver an uncomfortable feeling.

However, in the present embodiment, frequent parameter switching is not performed even when the vehicle follows the traveling locus Q by providing the above-described hysteresis. First, switching from the normal area mode to the low emission area mode is performed at the point a. After that, parameter switching is not performed at the points b, c, and d. When the vehicle crosses the boundary line LN at the point e, the parameter is switched from the low emission area mode to the normal area mode.

As described above, by eliminating frequent parameter switching near the area boundary, output fluctuations are avoided and drivability is prevented from deteriorating.

The hysteresis width may be fixed or variable. For example, the hysteresis width is changed depending on the time of day. FIG.
Or both of the lines LN and NL are moved.

In the current position detection using the GPS,
As is well known, the position detection accuracy changes according to the DOP (dilution of Precision). Therefore, it is also preferable to change the hysteresis width by moving the boundary line according to the DOP. For example, when the DOP is large and the current position detection accuracy is low, it is preferable to increase the hysteresis width.
This can prevent an erroneous determination, such as determining that the user is in another area despite being in the low emission area.

[Switching prohibition period or switching prohibition distance] FIG.
6 is a time chart showing how control parameters are switched. The figure illustrates parameter switching between the normal area N and the low emission area LE.

As shown in the upper part of FIG.
It is assumed that the vehicle frequently moves between and the area LE. If control parameters are switched each time the area changes, hunting of parameter switching may occur.

Therefore, in the present embodiment, the switching prohibition period T is set as shown in the lower part of FIG. After the control parameter is switched, the next parameter switching is prohibited until the switching prohibition period T elapses. This determination is made by the navigation ECU 20 even if the engine E
The CU 10 may perform it. In the former case, the switching prohibition period T
Until elapses, the navigation ECU 20 does not send a new area signal. In the latter case, the engine ECU 10 does not apply the control parameter corresponding to the new area signal until the switching prohibition period T has elapsed.

Specifically, in FIG. 3, after the control parameters are switched at time t1, the control parameters for the area LE are continuously used until the period T elapses. The first area change after the period T has elapsed (time t
The control parameter for area N is applied corresponding to 2). Thereafter, since the vehicle is traveling in the area LE at the time point t3 when the period T has elapsed, the parameters are switched at that time point.

The above-mentioned switching prohibition period T is similarly applied to parameter switching processing between other areas.

Further, instead of the above-described switching prohibition period, a switching prohibition distance may be set. In this case, after the control parameters are switched, the next parameter switching is prohibited until the vehicle travels the switching prohibited distance. Also with this configuration, frequent parameter switching is avoided. Further, both the switching prohibition period and the switching prohibition distance may be applied. In this case, parameter switching is prohibited until both conditions are satisfied, and more frequent parameter switching is avoided.

As described above, by setting the switching prohibition period or the switching prohibition distance, frequent parameter switching at the area boundary can be eliminated, fluctuation of engine output is avoided, and deterioration of drivability is prevented. be able to.

[Definition of Area Using Road Link] In the above configuration, the parameter defining area is defined using the outline (boundary line). On the other hand, it is also preferable to define a parameter defining area using a road link as described below. As is well known, the map data for navigation in the map storage device 32 has a set of road links representing roads. In the present embodiment, the road link
Which area (low emission area LE,
Information indicating whether or not it belongs to the normal area N and the high output area HP) is added. Thus, the roads belonging to each area are defined.

The area determination unit 24 of the navigation ECU 20 determines which road link the current position is on by referring to the map data. Further, the area to which the current road link belongs is checked, and a signal indicating the area is sent to engine ECU 10.

It is also preferable to use both the definition based on the outline and the definition based on the road link. In particular, as follows:
It is preferable to use two types of definitions properly based on the amount of data required to define the area.

(1) When all the insides of a certain area are designated as one type of area, the contour is preferably used. Main roads, narrow roads, parking lots, and the like in the outline are all included in the designated area. An area can be defined with a smaller data amount than adding area information to a link of each road. Specifically, when designating a limited area in an urban area as a low emission area, it is preferable to use an outline.

(2) On the other hand, when a certain road is designated as one area, a road link is preferably used. Since the area information may be added to the link of the road, the area can be defined with a small amount of data. Specifically, it is preferable to use a road link when the national highway XX is designated as a low-emission area as an arterial road.

By applying such an area definition method,
The parameter defining area can be defined with a small amount of data as a whole.

[Second Embodiment] FIG. 4 shows an engine control device 50 according to a second embodiment. In the second embodiment, the navigation ECU is eliminated. The functions related to the present invention among the navigation functions are incorporated in the engine ECU 52. Specifically, the current position calculation unit 53 and the area determination unit 54
It is provided in. The area-parameter table 56 includes (1) information indicating a contour of the parameter defining area (or a table of road links and areas), and (2) information indicating a control parameter corresponding to the parameter defining area. I have. As in the first embodiment, the area determination unit 54 determines an area in which the vehicle travels, and the parameter determination unit 56 determines a control parameter corresponding to the area. The engine control unit 60 controls the engine 2 using the determined control parameters.

As described above, the engine control device of the present invention can be constituted by the engine ECU alone without including the navigation device. As a modification of the second embodiment, the calculation result of the current position is input from the navigation device to the engine ECU, and the remaining processing is executed by the engine
You may comprise so that it may be performed by CU.

Third Embodiment FIG. 5 shows an engine control device 70 according to a third embodiment. FIG. 1 (Embodiment 1)
Are denoted by the same reference numerals, and the description of these elements will be omitted.

In the third embodiment, the transmission ECU 72 for controlling the transmission 3 is connected to the navigation ECU 2 via the LAN.
Connected to 0. The navigation ECU 20 outputs an area signal indicating the traveling area of the vehicle to the engine ECU 10.
And the transmission to the transmission ECU 72. The engine ECU 10 performs the engine control described in the first embodiment, which is adapted to the environment of the traveling area.

In the transmission ECU 72, the area signal is LA
The N communication control unit 74 receives it. Parameter table 7
6 has transmission control parameters corresponding to each parameter defining area. Here, a shift map will be described as an example of the transmission control parameters. As is well known, in the transmission control, the shift operation of the transmission 3 is controlled with reference to a shift map indicating a shift speed corresponding to the vehicle speed and the throttle opening. The parameter determination unit 78 determines a shift map used for shift control. Here, the shift map corresponding to the area in which the vehicle travels is the parameter table 7
6 is read. The transmission control unit 80 controls the transmission 3 according to the read shift map.

For example, while traveling in a low emission area,
On the engine side, the engine output is reduced to reduce exhaust gas. At this time, on the transmission side, a shift map with good acceleration (a map in which the shift line is shifted to a higher speed side) is applied. As a result, it is possible to avoid a decrease in acceleration due to a decrease in output.

Although the shift map has been described here, other transmission control parameters may be changed according to environmental conditions for each area.

As described above, according to the third embodiment, by changing the transmission control parameters in addition to the engine control parameters in accordance with the traveling area, it is possible to realize the vehicle traveling further adapted to the environmental conditions. .

[Fourth Embodiment] In the above embodiment, all places on the map are classified into any of the three parameter defining areas. However, a general location need not be defined as part of the parameter definition area. For example, only certain urban areas and highways are designated as low emission areas. On the map, low emission areas as parameter defining areas are scattered apart from each other. While traveling in a general place, engine control is performed using control parameters set by default. When entering the low emission area, the control parameters are changed to reduce the exhaust gas. Such an aspect is also included in the scope of the present invention, and the effects of the present invention can be obtained as in the other embodiments.

[0068]

As described above, according to the present invention, an area determination function is added to an engine control device, and control parameters determined for each parameter-defined area are used to reduce environmental conditions at a traveling place. Appropriate engine control becomes possible. As a result, it is possible to suitably meet low-pollution requirements for vehicles, particularly local requirements in urban areas. In the present invention, a navigation function is suitably applied to engine control.
ligent Transport Systems) technology.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating an overall configuration of a first embodiment of the present invention.

FIG. 2 is a diagram illustrating hysteresis characteristics of area determination.

FIG. 3 is a time chart showing how control parameters are switched, and particularly showing a process using a switching prohibition period.

FIG. 4 is a block diagram illustrating an overall configuration of a second embodiment of the present invention.

FIG. 5 is a block diagram illustrating an overall configuration of a third embodiment of the present invention.

[Explanation of symbols]

Reference Signs List 1 engine control unit, 2 engine, 10 engine ECU, 12 engine control unit, 16 area-parameter table, 18 parameter determination unit, 20 navigation ECU, 22 current position calculation unit, 24 area determination unit, 30 GPS device, 32 map storage device , 34 area table, 40 change switch, 42 accelerator sensor, 44 acceleration sensor.

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Claims (6)

[Claims] 1. An automobile engine control device for controlling an engine using a control parameter for determining an operation state of an engine, comprising: an area determining means for determining a parameter defining area in which the own vehicle travels; It is determined correspondingly,
A vehicle engine comprising: parameter acquisition means for acquiring an environment adaptive control parameter that gives an operating state adapted to environmental conditions in an area; and control means for controlling an engine using the environment adaptive control parameter. Control device. 2. The vehicle engine control device according to claim 1, wherein when a predetermined operation of a driver or a predetermined driving state of the vehicle is detected, the environment adaptive control parameter is changed to another predetermined parameter. An automobile engine control device characterized by the above-mentioned. 3. The vehicle engine control device according to claim 1, wherein a hysteresis is provided for the determination of the parameter defining area near the area boundary. 4. The vehicle engine control device according to claim 1, wherein after the control parameters are switched based on the area determination result, the vehicle travels for a predetermined time or a predetermined distance. An engine control device for a vehicle, wherein the next switching of control parameters is prohibited during the next operation. 5. The vehicle engine control device according to claim 1, wherein the parameter defining area is defined using an outline of the area. 6. The vehicle engine control device according to claim 1, wherein the parameter defining area is defined using a road link.