JP2019173568A - Engine control device - Google Patents

Abstract

To suitably set a drive permission time at which an engine can be driven at an upper limit rotation number.SOLUTION: An engine control device 2 comprises: an integrated traveling distance derivation part 108 for deriving an integrated traveling distance which a vehicle 1 travels; an integrated drive time derivation part 110 for deriving an integrated drive time at which an engine is driven between a first upper limit rotation number and a second upper limit rotation number larger than the first upper limit rotation number; a continuous drivable time derivation part 112 for deriving a continuous drivable time at which the engine can be continuously driven according to the integrated traveling distance and the integrated drive time; and a target value derivation part (engine rotation number control part) 102 for driving the engine so as to be drivable between the first upper limit rotation number and the second upper limit rotation number within the continuous drivable time.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an engine control device.

  Patent Document 1 discloses a technique that can increase the engine speed to a second upper limit speed that is greater than the first upper limit speed for a predetermined time. Here, the first upper limit rotational speed is a rotational speed that prevents engine damage, and the second upper limit rotational speed is a rotational speed that does not cause engine damage if the engine is operated for a predetermined time.

Japanese Patent No. 2803585

  By the way, the durability performance of the engine of a car changes according to a travel distance and use condition. However, Patent Document 1 does not consider them, and there may be a case where the drive permission time during which the engine can be driven at the upper limit rotational speed is not suitable.

  Accordingly, an object of the present invention is to provide an engine control device capable of suitably setting a drive permission time during which an engine can be driven at an upper limit rotational speed.

  In order to solve the above-described problem, an engine control device according to the present invention includes an accumulated travel distance deriving unit that derives an accumulated travel distance traveled by a vehicle, a first upper limit rotational speed, and a first greater than the first upper limit rotational speed. An integrated drive time deriving unit for deriving an integrated drive time for driving the engine between the two upper limit rotation speeds, and the first upper limit rotation speed and the second upper limit according to the integrated travel distance and the integrated drive time A continuous drivable time deriving unit for deriving a continuous drivable time during which the engine can be driven continuously with the rotation speed; and the first upper limit rotation speed and the second upper limit rotation within the continuous drivable time An engine speed control unit that controls the engine so that the engine can be driven.

なる式に基づいて、前記連続駆動可能時間を導出してもよい。 The continuously drivable time deriving unit sets a drive permission time during which the engine can be driven between the first upper limit rotation speed and the second upper limit rotation speed as Tmax, the accumulated drive time as Tn, When the guaranteed distance is Lo, the accumulated travel distance is Ln, and the continuous drive possible time is tn,

The continuous driveable time may be derived based on the following formula.

  You may further provide the display control part which displays the said continuous drive possible time on a display part.

  According to the present invention, it is possible to suitably set the drive permission time during which the engine can be driven at the upper limit rotational speed.

It is the schematic which shows the structure of the engine control apparatus with which a vehicle is provided. It is a figure which shows an example of the continuous drive possible time derived | led-out by the continuous drive possible time derivation | leading-out part of this embodiment. It is a figure which shows the flowchart of the engine control process by ECU.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

  FIG. 1 is a schematic diagram illustrating a configuration of an engine control device 2 provided in the vehicle 1. However, the configuration and processing related to the present embodiment will be described in detail below, and the description of the configuration and processing unrelated to the present embodiment will be omitted.

  As shown in FIG. 1, the engine control device 2 includes an engine 3 and an ECU 4 (Engine Control Unit), and the entire engine 3 is driven and controlled by the ECU 4. The engine 3 is a four-stroke engine in which an intake stroke, a compression stroke, a combustion stroke, and an exhaust stroke are repeatedly performed as one cycle.

  The engine 3 includes a cylinder block 10, a crankcase 12 integrally formed with the cylinder block 10, and a cylinder head 14 connected to the cylinder block 10.

  A plurality of cylinders 16 are formed in the cylinder block 10, and a piston 18 is slidably supported by the connecting rod 20 on the cylinder 16. A space surrounded by the cylinder head 14, the cylinder 16, and the crown surface of the piston 18 is formed as the combustion chamber 22. The piston 18 is provided with a gasket, a piston ring, and an oil ring.

  A crank chamber 24 is formed in the engine 3 by the crankcase 12, and a crankshaft 26 is rotatably supported in the crank chamber 24. The piston 18 is connected to the crankshaft 26 via the connecting rod 20.

  An intake port 28 and an exhaust port 30 are formed in the cylinder head 14 so as to communicate with the combustion chamber 22.

  An intake passage 34 including an intake manifold 32 is connected to the intake port 28. The intake port 28 is formed with one opening on the upstream side of the intake air facing the intake manifold 32 and two openings on the downstream side facing the combustion chamber 22. Branches into two.

  A tip (umbrella) of the intake valve 36 is located between the intake port 28 and the combustion chamber 22. A cam 40 a fixed to the intake camshaft 40 is in contact with the end of the intake valve 36 via a rocker arm 38. The intake valve 36 opens and closes the intake port 28 relative to the combustion chamber 22 as the intake camshaft 40 rotates.

  An exhaust passage 46 including an exhaust manifold 44 is connected to the exhaust port 30. The exhaust port 30 is formed with two openings on the upstream side of the exhaust facing the combustion chamber 22 and one opening on the downstream side facing the exhaust manifold 44. Are integrated into one.

  A front end (umbrella) of the exhaust valve 48 is located between the exhaust port 30 and the combustion chamber 22. A cam 52 a fixed to the exhaust camshaft 52 is in contact with the end of the exhaust valve 48 via a rocker arm 50. The exhaust valve 48 opens and closes the exhaust port 30 with respect to the combustion chamber 22 as the exhaust camshaft 52 rotates.

  Further, the cylinder head 14 is provided with an injector 54 and a spark plug 56 so that the tip thereof is located in the combustion chamber 22, and the air flowing into the combustion chamber 22 through the intake port 28 from the injector 54. Fuel is injected. The mixture of air and fuel is ignited by the spark plug 56 and burned at a predetermined timing. Due to such combustion, the piston 18 reciprocates in the cylinder 16, and the reciprocating motion is converted into rotational motion of the crankshaft 26 through the connecting rod 20.

  An air cleaner 58 and a throttle valve 60 are provided in the intake passage 34 in order from the upstream side. The air cleaner 58 removes foreign matters mixed in the air sucked from the outside air. The throttle valve 60 is driven to open and close by an actuator 62 according to the opening of an accelerator (not shown), and adjusts the amount of air sent to the combustion chamber 22.

  A catalyst 64 is provided in the exhaust passage 46. The catalyst 64 is, for example, a three-way catalyst, and includes platinum (Pt), palladium (Pd), and rhodium (Rh), and is contained in the exhaust gas discharged from the combustion chamber 22. Remove hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx).

  Further, the engine control device 2 is provided with an accelerator opening sensor 72, a crank angle sensor 74, an air flow meter 76, and an instrument panel (display unit) 78. The accelerator opening sensor 72 detects the amount of depression of the accelerator pedal. The crank angle sensor 74 is provided in the vicinity of the crankshaft 26 and outputs a pulse signal every time the crankshaft 26 rotates by a predetermined angle. The air flow meter 76 is provided downstream of the throttle valve 60 in the intake passage 34, and is in a state in the intake passage 34, that is, an intake amount (air amount) that passes through the throttle valve 60 and is supplied to the combustion chamber 22. ) Is detected. The instrument panel 78 includes instruments such as travel speed and engine speed. The instrument panel 78 includes a display device that displays not only instruments but also various information related to traveling.

  The ECU 4 is a microcomputer including a central processing unit (CPU), a ROM storing programs, a RAM as a work area, and the like, and controls the engine 3 in an integrated manner. In the present embodiment, when executing the engine control process, the ECU 4 acquires the acquisition unit 100, the target value derivation unit (engine speed control unit) 102, the determination unit 104, the drive control unit 106, the integrated travel distance derivation unit 108, and the integration. It functions as a drive time deriving unit 110, a continuous drive possible time deriving unit 112, and a display control unit 114.

  The acquisition unit 100 acquires signals output from the accelerator opening sensor 72, the crank angle sensor 74, and the air flow meter 76.

  The target value deriving unit 102 derives the engine speed based on the pulse signal transmitted from the crank angle sensor 74. The target value deriving unit 102 refers to a map stored in advance in a memory (not shown) based on the accelerator depression amount signal (engine load) transmitted from the accelerator opening sensor 72 and the derived engine speed. Thus, the target torque and target engine speed of the engine 3 are derived.

  Further, the determination unit 104 determines a target air amount to be supplied to each cylinder 16 based on the target engine speed and target torque derived by the target value deriving unit 102, and based on the determined target air amount, Determine the throttle opening.

  Then, the drive control unit 106 drives the actuator 62 so that the throttle valve 60 is opened at the target throttle opening determined by the determination unit 104.

  Further, the determination unit 104 determines, for example, a fuel amount that becomes a theoretical air-fuel ratio (λ = 1) as a target injection amount based on the determined target air amount, and causes the injector 54 to inject fuel of the determined target injection amount. Therefore, the target injection timing and target injection period of the injector 54 are determined. Then, the drive control unit 106 drives the injector 54 at the target injection timing and the target injection period determined by the determination unit 104 and causes the injector 54 to inject a fuel of a target injection amount.

  Further, the determination unit 104 determines the target ignition timing of the spark plug 56 based on the target engine speed derived by the target value deriving unit 102 and the pulse signal detected by the crank angle sensor 74. Then, the drive control unit 106 ignites the spark plug 56 at the target ignition timing determined by the determination unit 104.

  By the way, the vehicle 1 is set with a travel distance (hereinafter referred to as a guaranteed distance L0) in which the travel performance of the vehicle 1 is guaranteed. Further, in order to avoid damage to the engine 3, the target value deriving unit 102 rotates the engine to a value (hereinafter referred to as a first upper limit rotational speed Rx) obtained by an experiment (for example, an endurance test) according to the guaranteed distance L0. Limit (control) the number. Therefore, the target value deriving unit 102 normally derives a target engine speed that is equal to or lower than the first upper limit speed Rx.

  However, even if the engine rotational speed exceeds the first upper limit rotational speed Rx, the engine rotational speed (hereinafter referred to as the second upper limit rotational speed Ry) and the time (hereinafter referred to as the drive permission time Tmax) or less. If you drive with, the engine will not be damaged. Here, the second upper limit rotation speed Ry and the drive permission time Tmax are values obtained by an experiment (for example, an endurance test or the like), similarly to the first upper limit rotation speed Rx. The drive permission time Tmax is a time during which the engine 3 can be driven between the first upper limit rotation speed Rx and the second upper limit rotation speed Ry. If the high speed region from the first upper limit speed Rx to the second upper limit speed Ry can be used during the drive permission time Tmax, the user can travel with a high degree of freedom without causing engine damage. For example, the user can use the high rotation speed region from the first upper limit rotation speed Rx to the second upper limit rotation speed Ry, which is advantageous when performing sport running on a circuit or the like.

  Therefore, the target value deriving unit 102 of the present embodiment can derive the target engine speed up to the second upper limit speed Ry that is larger than the first upper limit speed Rx. The target value deriving unit 102 increases the first time until the total time during which the engine 3 is driven between the first upper limit rotational speed Rx and the second upper limit rotational speed Ry (hereinafter referred to as the integrated drive time Tn) reaches the drive permission time Tmax. The target engine speed up to the second upper limit speed Ry can be derived. Here, conventionally, the permitted driving time Tmax is divided into a certain drivable time (hereinafter referred to as a continuous drivable time tn).

  When the continuous driveable time tn is set to a certain time, when the total travel distance of the vehicle 1 (hereinafter referred to as the cumulative travel distance Ln) reaches the guaranteed distance L0, the drive permission time Tmax is effectively used depending on the use situation of the user. There are cases where it is not possible. For example, the user does not use the high rotation region from the first upper limit rotation speed Rx to the second upper limit rotation speed Ry at all until the cumulative travel distance Ln of the vehicle 1 reaches a predetermined distance before the guaranteed distance L0. To do. Thereafter, it is assumed that the user continues to use the high rotation region between the first upper limit rotation speed Rx and the second upper limit rotation speed Ry until the accumulated travel distance Ln reaches the guaranteed distance L0. At this time, if the continuously drivable time tn is set to a fixed time, the engine speed is limited to the first upper limit speed Rx every predetermined time. Therefore, when the accumulated travel distance Ln reaches the guaranteed distance L0, the user cannot use all the drive permission time Tmax, and the drive permission time Tmax is left behind. That is, if the continuous drivable time tn is set to a certain time, the user may not be able to effectively use the drive permission time Tmax.

  Further, when the cumulative travel distance Ln of the vehicle 1 is equal to or greater than the guaranteed distance L0, the engine 3 may be damaged if the engine speed is set higher than the first upper limit speed Rx. Therefore, when the cumulative travel distance Ln of the vehicle 1 is equal to or greater than the guaranteed distance L0, it is necessary to limit the engine speed to the first upper limit speed Rx or less.

  Therefore, the engine control device 2 of the present embodiment suitably sets the maximum permitted drive time Tmax that can drive the engine 3 between the first upper limit rotational speed Rx and the second upper limit rotational speed Ry, and effectively uses it. The purpose is to do. The engine control apparatus 2 according to the present embodiment includes an accumulated travel distance deriving unit 108, an accumulated drive time deriving unit 110, a continuous drive possible time deriving unit 112, and a display control unit 114.

  The accumulated travel distance deriving unit 108 derives an accumulated travel distance Ln that is a total value of travel distances traveled by the vehicle 1. The accumulated drive time deriving unit 110 derives an accumulated drive time Tn for driving the engine 3 between the first upper limit rotation speed Rx and the second upper limit rotation speed Ry. Here, the cumulative drive time Tn is the total time during which the engine 3 is driven in a region between the first upper limit rotational speed Rx and the second upper limit rotational speed Ry in the current cumulative travel distance Ln. The continuously drivable time deriving unit 112 can continuously drive the engine 3 between the first upper limit speed Rx and the second upper limit speed Ry according to the accumulated travel distance Ln and the accumulated drive time Tn. The drivable time tn is derived. The display control unit 114 controls the display of the instrument panel 78 and displays, for example, the continuously drivable time tn on the instrument panel 78. Hereinafter, a specific operation of the engine control device 2 of the present embodiment will be described.

  First, the continuously driveable time deriving unit 112 acquires the accumulated travel distance Ln derived by the accumulated travel distance deriving unit 108. Then, the continuously drivable time deriving unit 112 determines whether or not the accumulated travel distance Ln is equal to or greater than a predetermined distance (hereinafter referred to as a use start distance Ls). When the accumulated travel distance Ln is less than the use start distance Ls, the continuous drive available time deriving unit 112 sets the loop count n to 0 (n = 0) and sets the continuous drive available time tn to 0 (tn = 0). Set.

  Further, the target value deriving unit 102 sets the upper limit value of the target engine speed as the first upper limit rotation when the accumulated travel distance Ln is less than the use start distance Ls, that is, when the value of the continuous drive possible time tn is 0. Set to number Rx. In other words, the target value deriving unit 102 changes (limits) the upper limit value of the target engine speed from the second upper limit speed Ry to the first upper limit speed Rx when the value of the continuously drivable time tn is 0. )

  Thus, the target value deriving unit 102 determines the rotation speed of the engine 3 as the first upper limit rotation speed Rx when the accumulated travel distance Ln is less than the use start distance Ls (that is, the value of the continuous drive possible time tn is 0). Restrict to: In other words, the target value deriving unit 102, from the first upper limit rotation speed Rx to the second upper limit rotation speed Ry, when the accumulated travel distance Ln is less than the use start distance Ls (that is, the continuous drive possible time tn is 0). The use of the high rotation area is prohibited. This is during the running-in period of the engine 3 while the accumulated travel distance Ln is less than the use start distance Ls. During this period, the high speed between the first upper limit speed Rx and the second upper limit speed Ry is high. This is because if the engine 3 is driven in the rotation region, the engine 3 may be damaged.

  On the other hand, the target value deriving unit 102 determines the upper limit value of the target engine speed as the continuous drive possible time when the integrated travel distance Ln is equal to or greater than the use start distance Ls (the value of the continuous drive possible time tn described later is other than 0). The second upper limit rotational speed Ry is set only during tn. In other words, the target value deriving unit 102 limits the rotational speed of the engine 3 to the second upper limit rotational speed Ry or less when the value of the continuously drivable time tn is other than 0. That is, the target value deriving unit 102 permits the use of a high rotation region from the first upper limit rotation speed Rx to the second upper limit rotation speed Ry when the continuously drivable time tn is other than zero. The target value deriving unit 102 sets the target engine speed between the first upper limit speed Rx and the second upper limit speed Ry, thereby causing the engine 3 to move to the first upper limit speed Rx and the second upper limit speed Ry. And can be driven at a rotational speed between. As described above, the target value deriving unit 102 serves as an engine speed control unit that controls the engine 3 to be drivable between the first upper limit speed Rx and the second upper limit speed Ry within the continuously drivable time tn. Function.

  As described above, the target value deriving unit 102 sets the upper limit value of the target engine speed to the second upper limit speed Ry when the accumulated travel distance Ln is equal to or greater than the use start distance Ls. Further, when the accumulated travel distance Ln is equal to or greater than the use start distance Ls, the continuous drive possible time deriving unit 112 has a target engine speed value derived by the target value deriving unit 102 greater than the first upper limit speed Rx. It is determined whether or not it is less than or equal to the second upper limit rotation speed Ry. When the target engine speed is greater than the first upper limit speed Rx and less than or equal to the second upper limit speed Ry, the continuously drivable time deriving unit 112 increments the loop number n by 1. That is, the continuously drivable time deriving unit 112 increments the loop number n by 1 each time the target engine speed exceeds the first upper limit speed Rx. The continuously drivable time deriving unit 112 stores the value of the loop count n in a memory (not shown).

・・・ （式１） Next, the continuously drivable time deriving unit 112 refers to the loop count n and derives the continuously drivable time tn. Here, the continuously drivable time tn is a time per one time when the engine 3 can be driven in a high rotation region between the first upper limit rotation speed Rx and the second upper limit rotation speed Ry in the current accumulated travel distance Ln. It is the operation continuation permission time. When the loop count n is 1, the continuously drivable time derivation unit 112 sets the continuously drivable time tn to a preset time (hereinafter referred to as a predetermined time ts). On the other hand, when the number of loops n is 2 or more (n ≧ 2), the continuously drivable time deriving unit 112 derives the continuously drivable time tn based on the following formula 1 and sets the derived value. The continuously drivable time deriving unit 112 may derive the continuously drivable time tn according to the following equation 1 for each predetermined time or every predetermined distance.

... (Formula 1)

  The target value deriving unit 102 sets the upper limit value of the target engine speed to the continuous drive possible time tn when the continuous drive possible time tn is other than 0 (that is, the value derived by the predetermined time ts or the above formula 1). The second upper limit rotational speed Ry is set for the interval.

  After the continuous driveable time tn has elapsed, the integrated drive time deriving unit 110 derives the drive time during which the engine 3 is driven between the first upper limit rotation speed Rx and the second upper limit rotation speed Ry in the continuous drive possible time tn. To do. The integrated drive time deriving unit 110 stores the derived drive time in a memory (not shown). Here, the integrated drive time deriving unit 110 reads the drive time stored in a memory (not shown) when deriving the drive time. When the drive time is not stored in a memory (not shown), the accumulated drive time deriving unit 110 stores the derived drive time (integrated drive time Tn) as it is in a memory (not shown). Further, when the driving time is stored in a memory (not shown), the cumulative driving time deriving unit 110 adds up the driving time stored in the memory (not shown) and the derived driving time (integrated driving). Time Tn) is derived. The integrated drive time deriving unit 110 overwrites and saves the derived total drive time in a memory (not shown).

  The continuously driveable time deriving unit 112 acquires the accumulated drive time Tn derived by the accumulated drive time deriving unit 110 and the accumulated travel distance Ln derived by the accumulated travel distance deriving unit 108. The continuously driveable time deriving unit 112 determines whether or not the accumulated drive time Tn is equal to or longer than the drive permission time Tmax. The continuous drive possible time deriving unit 112 sets the continuous drive possible time tn to 0 (tn = 0) when the integrated drive time Tn is equal to or longer than the drive permission time Tmax. This is because if the engine 3 is driven in a high rotation region between the first upper limit rotation speed Rx and the second upper limit rotation speed Ry beyond the drive permission time Tmax, the engine 3 may be damaged. is there.

  Moreover, the continuous drive possible time deriving unit 112 determines whether or not the accumulated travel distance Ln is equal to or greater than the guaranteed distance L0. The continuously drivable time deriving unit 112 sets the continuously drivable time tn to 0 (tn = 0) when the accumulated travel distance Ln is equal to or greater than the guaranteed distance L0. This is because if the engine 3 is driven in a high speed region between the first upper limit speed Rx and the second upper limit speed Ry in a state where the accumulated travel distance Ln exceeds the guaranteed distance L0, the engine 3 is damaged. Because there is a risk of inviting.

  The target value deriving unit 102 rotates the engine 3 when the accumulated travel distance Ln is equal to or greater than the guaranteed distance L0 or the accumulated drive time Tn is equal to or greater than the drive permission time Tmax (that is, the continuous drive allowable time tn is 0). The number is limited to the first upper limit rotational speed Rx or less. In other words, the target value deriving unit 102 determines from the first upper limit rotation speed Rx to the second upper limit rotation speed Ry when the accumulated travel distance Ln is equal to or greater than the guaranteed distance L0 or the accumulated drive time Tn is equal to or greater than the drive permission time Tmax. The use of high rotation areas up to is prohibited.

  As described above, according to this embodiment, the continuously drivable time deriving unit 112 derives the continuously drivable time tn based on the above equation 1. The value of the continuously drivable time tn is changed according to the accumulated travel distance Ln and the accumulated drive time Tn. For example, the value of the continuously drivable time tn is set larger as the integrated travel distance Ln approaches the guaranteed distance L0, as can be understood from the above equation 1. Further, as can be understood from the above equation 1, the value of the continuously drivable time tn is set larger as the integrated drive time Tn is closer to 0 (that is, the damage to the engine 3 is smaller). As described above, the continuous drive possible time deriving unit 112 derives the continuous drive possible time tn based on the above-described formula 1, so that the continuous drive according to the guaranteed distance L0 and the use state (engine load) of the user is achieved. The possible time tn can be suitably derived. As a result, the user does not use the high rotation area between the first upper limit rotation speed Rx and the second upper limit rotation speed Ry, and as the integrated travel distance Ln approaches the guaranteed distance L0, a predetermined time set in advance. The high rotation region can be used for a time longer than ts. Therefore, the user can easily use all the drive permission times Tmax until the accumulated travel distance Ln reaches the guaranteed distance L0. As a result, the user can effectively utilize the drive permission time Tmax in which the high rotation region between the first upper limit rotation speed Rx and the second upper limit rotation speed Ry can be used.

  FIG. 2 is a diagram illustrating an example of the continuously drivable time tn derived by the continuously drivable time derivation unit 112 of the present embodiment. FIG. 2A shows the relationship between the engine load EL of the vehicle 1 and the accumulated travel distance Ln of the vehicle 1. The vertical axis represents the engine load EL of the vehicle 1, and the horizontal axis represents the accumulated travel distance Ln of the vehicle 1. FIG. 2B shows the driving time Dt in which the user uses the high rotation region between the first upper limit rotation speed Rx and the second upper limit rotation speed Ry within the continuous drive possible time tn and the accumulated travel distance of the vehicle 1. This represents the relationship with Ln. The vertical axis represents the drive time Dt, and the horizontal axis represents the accumulated travel distance Ln. As shown in FIG. 2A, the engine load EL also increases according to the accumulated travel distance Ln. Here, the engine load EL2 is an upper limit value of the engine load that can be used until the integrated travel distance Ln of the vehicle 1 reaches the guaranteed distance L0. For example, the engine load EL2 is an engine load when the user uses all of the drive permission time Tmax in the high rotation region. On the other hand, the engine load EL1 is an engine load when the user cannot use all the permitted drive time Tmax when the continuous drive possible time tn is set to a fixed time. A two-dot chain line (driving time Dt1) shown in FIG. 2B represents a usage example A of the high rotation area of the user. The solid lines (drive times Dt0 and Dt2) shown in FIG. 2B represent a usage example B of the high rotation area of the user. In the usage example A, the user constantly uses the drive time Dt1 from the use start distance Ls to the guaranteed distance L0. On the other hand, in the usage example B, the user uses a drive time Dt0 that is shorter than the drive time Dt1 on the use start distance Ls side between the use start distance Ls and the guaranteed distance L0. As described above, the value of the continuously drivable time tn is set to be larger as the integrated drive time Tn is closer to 0 (that is, as the engine 3 is less damaged). Therefore, the user can use the driving time Dt2 longer than the driving time Dt1 of the usage example A on the guaranteed distance L0 side between the usage starting distance Ls and the guaranteed distance L0 of the usage example B. .

  Here, when the continuous drive possible time tn is set to the drive time Dt1 (fixed time) shown in FIG. 2B, the user periodically sets the drive time Dt1 from the use start distance Ls to the guaranteed distance L0. If it is not used for all, the drive permission time Tmax cannot be used. Therefore, when the user hardly uses the high rotation region (drive time Dt1) until the predetermined distance before the guaranteed distance L0 is reached, the drive permission time Tmax cannot be used entirely, and the drive permission time Tmax is It will remain. In this case, the engine load EL of the vehicle 1 does not reach the engine load EL2 shown in FIG. 2A, and can only reach the engine load EL1 shown in FIG. That is, the user may not be able to use the engine load region from the engine load EL1 to the engine load EL2 depending on the usage state of the vehicle 1. In this case, the user cannot effectively use the engine 3 mounted on the vehicle 1, and the accumulated travel distance Ln reaches the guaranteed distance L0.

  On the other hand, when the continuously drivable time tn is derived based on the above formula 1, the user can drive the drive time Dt1 as shown in FIG. A driving time larger than (a certain time) can be used. Therefore, even when the user hardly uses the high-rotation region (drive time Dt0) until the predetermined distance before the guaranteed distance L0 is reached, the drive permission time Tmax is completely used until the guaranteed distance L0 is reached. Becomes easier. In this case, the engine load EL of the vehicle 1 can easily reach an engine load EL2 larger than the engine load EL1 shown in FIG. That is, the user can easily use the engine load region from the engine load EL1 to the engine load EL2 according to the usage state of the vehicle 1. In this case, the user can effectively utilize the engine 3 mounted on the vehicle 1 until the accumulated travel distance Ln reaches the guaranteed distance L0.

  The display control unit 114 causes the instrument panel 78 to display the continuously drivable time tn. Therefore, the user can confirm the continuous drive possible time tn by visually recognizing the instrument panel 78. For example, when a user plans to perform a sport running such as a circuit, the user suppresses high-speed driving during normal driving by checking the current continuous driving time tn (driving less than driving time Dt1). Time Dt0). The user can use a longer continuous drive possible time tn (drive time Dt2 longer than the drive time Dt1) on the circuit or the like by the amount of suppressing the high rotation operation during the normal operation.

  FIG. 3 is a diagram illustrating a flowchart of an engine control process performed by the ECU 4.

  First, the continuously drivable time deriving unit 112 sets the loop count n to 0 (n = 0) (step S102). The continuously drivable time deriving unit 112 sets the continuously drivable time tn to 0 (tn = 0) (step S104). The continuously drivable time deriving unit 112 determines whether or not the accumulated travel distance Ln is equal to or greater than the use start distance Ls (step S106). When the accumulated travel distance Ln is less than the use start distance Ls (NO in step S106), the continuous drive possible time deriving unit 112 returns to step S102 and repeats the processes of steps S102 to S106.

  When the accumulated travel distance Ln is equal to or greater than the use start distance Ls (YES in step S106), the continuous drive possible time deriving unit 112 has a value of the target engine speed greater than the first upper limit speed Rx and the second upper limit speed. It is determined whether it is Ry or less (step S108). When the target engine speed is equal to or less than the first upper limit speed Rx (NO in step S108), continuous driveable time deriving unit 112 repeats the process of step S108. When the target engine speed is greater than the first upper limit speed Rx and less than or equal to the second upper limit speed Ry (YES in step S108), the continuously drivable time deriving unit 112 increments the loop number n by 1 (increment) ( Step S110).

  The continuously drivable time deriving unit 112 determines whether or not the loop count n is 2 or more (step S112). When the number of loops n is 1 (NO in step S112), the continuously drivable time deriving unit 112 sets the continuously drivable time tn to a preset predetermined time ts (step S124). On the other hand, when the number of loops n is 2 or more (n ≧ 2) (YES in step S112), the continuous drive available time deriving unit 112 determines whether or not the accumulated drive time Tn is the previous continuous drive available time tn or more. Is determined (step S114). If the continuous drive available time deriving unit 112 determines that the integrated drive time Tn is less than the previous continuous drive available time tn (NO in step S114), the process proceeds to step S124. On the other hand, when it is determined that the integrated drive time Tn is equal to or longer than the previous continuous drive possible time tn (YES in step S114), the continuous drive possible time deriving unit 112 derives the continuous drive possible time tn based on the above equation 1. (Step S116).

  After step S116, the continuous driving possible time deriving unit 112 determines whether or not the derived continuous driving possible time tn is equal to or longer than the upper limit continuous driving possible time ta (step S118). Here, if the derived continuous drivable time tn is close to the drive permission time Tmax, the engine 3 may be damaged. Therefore, in this embodiment, in order to avoid damage to the engine 3, an upper limit (upper limit continuous drive possible time ta) is provided for the continuous drive possible time tn. The upper limit continuous drive possible time ta is a value smaller than the drive permission time Tmax. When it is determined that the continuous drive available time tn is less than the upper limit continuous drive available time ta (NO in step S118), the continuous drive available time deriving unit 112 sets a value derived as the continuous drive available time tn (step S122). ). On the other hand, when it is determined that the continuous drive available time tn is equal to or longer than the upper limit continuous drive available time ta (YES in step S118), the continuous drive available time deriving unit 112 sets the upper limit continuous drive available time ta as the continuous drive available time tn. Set (step S120). Thereby, the continuous drive possible time tn is set within the range of the predetermined time ts ≦ the continuous drive possible time tn ≦ the upper limit continuous drive possible time ta.

  The cumulative drive time deriving unit 110 derives the cumulative drive time Tn that the engine 3 has driven between the first upper limit rotational speed Rx and the second upper limit rotational speed Ry (step S126). The cumulative drive time deriving unit 110 stores the drive time during which the engine 3 is driven between the first upper limit rotation speed Rx and the second upper limit rotation speed Ry out of the continuously drivable time tn, and is stored in a memory (not shown). A total drive time (current integrated drive time Tn) obtained by adding the previous integrated drive time Tn is derived.

  The continuously driveable time deriving unit 112 determines whether or not the accumulated drive time Tn is equal to or greater than the drive permission time Tmax (step S128). When the accumulated drive time Tn is less than the permitted drive time Tmax (NO in step S128), the continuous drive available time deriving unit 112 determines whether the accumulated travel distance Ln is equal to or greater than the guaranteed distance L0 (step S130). Further, when the accumulated drive time Tn is equal to or longer than the drive permission time Tmax (YES in step S128), the continuous drive possible time deriving unit 112 proceeds to step S132.

  If the accumulated travel distance Ln is less than the guaranteed distance L0 (NO in step S130), the continuous driveable time deriving unit 112 returns to step S108 and repeats the processes from step S108 to step S130. When the cumulative travel distance Ln is equal to or greater than the guaranteed distance L0 (YES in step S130), the continuous drive possible time deriving unit 112 proceeds to step S132.

  If YES in step S128 or YES in step S130, continuous drive available time deriving unit 112 sets continuous drive available time tn to 0 (tn = 0) (step S132), and ends the engine control process. .

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to this embodiment. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Is done.

  The present invention can be used for an engine control device.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine control apparatus 3 Engine 102 Target value derivation | leading-out part (engine speed control part)
108 Integrated Traveling Distance Deriving Unit 110 Integrated Driving Time Deriving Unit 112 Continuous Driving Possible Time Deriving Unit

Claims (3)

An accumulated travel distance deriving unit for deriving an accumulated travel distance traveled by the vehicle;
An integrated drive time deriving unit for deriving an integrated drive time for driving the engine between the first upper limit engine speed and a second upper engine speed greater than the first upper engine speed;
A continuous drivable time for deriving a continuous drivable time during which the engine can be driven continuously between the first upper limit rotation speed and the second upper limit rotation speed in accordance with the accumulated travel distance and the accumulated drive time. A derivation unit;
An engine speed control unit that controls the engine to be drivable between the first upper limit speed and the second upper limit speed within the continuously drivable time;
An engine control device comprising: The continuous driveable time deriving unit is
The drive permission time during which the engine can be driven between the first upper limit rotation speed and the second upper limit rotation speed is Tmax, the accumulated drive time is Tn, the guaranteed distance of the vehicle is Lo, and the accumulated travel When the distance is Ln and the continuous driving time is tn,

The engine control device according to claim 1, wherein the continuous driveable time is derived based on:   The engine control device according to claim 1, further comprising a display control unit configured to display the continuously driveable time on a display unit.

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