JP2526966B2 - Engine ignition timing control device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a technique for controlling an ignition timing of an engine during a gear shift of an automatic transmission connected to the engine.

[Prior Art] Conventionally, a technique for reducing a shock at the time of gear shifting of an automatic transmission connected to an engine by controlling an output of the engine and a technique for preventing a harmful effect associated with the technique for reducing the shock are shown below. Is disclosed in.

Technology for reducing shift shock of an automatic transmission: When shifting the automatic transmission, for example, the ignition timing is retarded to reduce the engine torque to reduce the amount of shock generated during the shift (Japanese Patent Laid-Open No. 55- 69738).

A technique for preventing the adverse effect of the technique for retarding the ignition timing to reduce the shock: for example, for preventing overheating of the exhaust system due to the ignition timing retarding control during gear shifting being repeated more than expected. The duration of the angle control is set to a predetermined value or less and the duration of the non-retardation control is set to a predetermined value or more (see Japanese Patent Application No. 61-314370).

[Problems to be Solved by the Invention] However, in the conventional technology, as shown below,
Depending on the retardation control amount of the ignition timing, there may be a problem in the thermal reliability of the exhaust system.

That is, in the former technique, when the retard control continues for a long time or when the retard becomes extremely large due to an unexpected operation of the system, the exhaust temperature rises and the exhaust system parts ( The thermal reliability of the exhaust manifold, catalyst, etc.) becomes a problem. Also, even with the latter technology,
Since the difference in the degree of exhaust temperature rise due to the magnitude of the retard angle of the ignition timing is not taken into consideration, the true effect on the exhaust system is
I can't tell.

It is an object of the present invention to solve the above problems by detecting an abnormal operation of an engine and an automatic transmission and improving the reliability of the engine and the automatic transmission.

[Means for Solving the Problems] As a means for achieving the above object, a control device for ignition timing of an engine according to the present invention, as illustrated in FIG. 1, shifts an automatic transmission connected to the engine. At the same time, the shift shock is reduced by retarding amount calculating means for calculating the retarding control amount of the ignition timing based on the operating state of the engine, and controlling the ignition timing of the engine based on the retarding control amount. In an ignition timing control device for an engine equipped with a shift shock reducing means for controlling the ignition timing, a retard amount detecting means for detecting a retard control amount of the ignition timing performed by the shift shock reducing means, and a retard amount detecting means for detecting the retard amount are detected. Counting means for increasing / decreasing a count value according to the retard control amount, and prohibiting the ignition timing of the engine from being retarded beyond a predetermined angle when the count value exceeds a predetermined value Characterized in that it comprises a retard control prohibiting means that.

[Operation] In the engine ignition timing control device of the present invention configured as described above, the retard angle calculation means is configured such that when the automatic transmission connected to the engine shifts, the operating state of the engine (for example, the type of shift). Etc.), the ignition timing retard control amount is calculated. Then, the shift shock reducing means retards the ignition timing of the engine based on the retardation control amount.
Therefore, the engine torque can be reduced at the time of shifting to reduce the shock caused by the shifting.

Further, the retard amount detecting means detects the retard control amount of the ignition timing performed by the shift shock reducing means, and the counting means increases or decreases the count value according to the retard control amount. Therefore, the count value increases / decreases depending on the magnitude of the retard control amount. For example, if the retard control amount is large, the count value increases relatively quickly even if the retard control frequency is low. On the contrary, if the retard control amount is small, the count value does not increase even if the retard control is performed relatively frequently. That is, the count value corresponds to the cumulative value of the retard control amount, and the temperature of the exhaust system is well reflected.

Therefore, the retard control prohibiting means prohibits the ignition timing of the engine from being controlled to the retard side by a predetermined angle or more when the count value exceeds the predetermined value. For this reason, overheating of the exhaust system is favorably prevented, and the retard control is not unnecessarily prohibited.

[Embodiment] Next, an embodiment of the present invention will be described with reference to the drawings.
As shown in FIG. 2 showing the configuration of this embodiment, the engine 1 is
It has a combustion chamber 6 formed by a cylinder 2, a piston 3, a cylinder block 4, and a cylinder head 5. An ignition plug 7 is arranged in the combustion chamber 6. The pressing force from the piston 3 is transmitted to driving wheels (not shown) via various devices of an automatic transmission 50 described later. The intake system of the engine 1 absorbs the exhalation valve 8 of the combustion chamber 6, the exhalation pipe 9 communicating with the combustion chamber 6 via the exhalation valve 8, and the pulsation of intake air provided upstream of the exhalation pipe 9. Surge tank 10
And a throttle valve 11 and the like upstream of the surge tank 10.

On the other hand, the exhaust system of the engine 1 is the exhaust valve 16 of the combustion chamber 6.
And an exhaust pipe communicating with the combustion chamber 6 through the exhaust valve 16.
It is composed of 17 mag.

The fuel system includes a fuel supply source including a fuel tank and a fuel pump (not shown), a fuel supply pipe (not shown), and an expiratory pipe 9
And the fuel injection valve 18 and the like disposed in the.

The ignition system includes an igniter 19 that outputs a high voltage necessary for ignition, and a distributor 20 that supplies the high voltage generated by the igniter 19 to the ignition plug 7 in conjunction with a crankshaft (not shown). It is configured.

Further, the engine 1 is used as a detector for the surge tank.
Intake pressure sensor 3 installed in 10 to measure intake air pressure
1, an intake air temperature sensor 32 provided in the intake pipe 9 for measuring the intake air temperature, a throttle position sensor 33 for detecting the opening of the throttle valve in conjunction with the slot valve 11, and a cooling system for the cylinder block 4. A water temperature sensor 34 provided to detect the cooling water temperature, an oxygen concentration sensor 35 provided in the exhaust pipe 17 to detect the residual oxygen concentration in the exhaust as an analog signal, and an accelerator pedal 36a are interlocked with to depress the accelerator pedal 36a. The idle switch 36 that outputs an “ON” signal in a non-operating state is provided.

Inside the distributor 20, a rotation angle sensor 38 that also functions as a rotation speed sensor that outputs a rotation angle signal every 1/24 rotation of the cam shaft of the distributor 20, that is, every crank angle 0 ° to an integer multiple of 30 °. And a cylinder discrimination sensor 39 that outputs a reference signal once for each rotation of the camshaft of the distributor 20, that is, for every two rotations of a crankshaft (not shown).

The signals from the above sensors are the engine controller.
The engine controller 40 controls the engine 1 while being input to the engine 40. Also, the engine controller 40
Inputs and outputs various signals to and from the transmission controller 60 that controls the automatic transmission 50.
The transmission controller 60 controls upshift, downshift, lockup, etc. of the automatic transmission 50 based on the operating state of the engine 1 and the like.

Data such as throttle opening and engine speed is transmitted from the engine controller 40 to the transmission controller 60, and the transmission controller 60
Controls the automatic change 50 by selecting an appropriate gear ratio using these data and vehicle speed data detected by itself.

Signal from the transmission controller 60 to the engine controller 40 ESA1,2,3 indicating the required retardation amount at the time of shifting
And an execution signal ECT1 representing the actual execution of gear shifting, and the engine controller 40, when the execution signal ECT1 is input, delays the ignition timing based on the requested retard angle signals ESA1, 2, 3 Corner treatment is carried out. Further, the engine controller 40 is configured to perform the fuel injection amount increasing process when the requested retard angle amount signals ESA1, 2, 3 are input.

Next, the configuration of the engine controller 40 will be described with reference to FIG.

Engine controller 40 consists of CPU40a, ROM40b, RAM40
c, a backup RAM 40d, a clock 41, etc. are mainly configured as a logical operation circuit, which is connected to input / output ports 40f and 40g and an output port 40h via a common bus 40e to perform input / output with the outside.

Engine controller 40 is a buffer 40i, 40j, 40k, 40m of the detection signal of each sensor described above, multiplexer 40n,
Has an A / D converter 40p, and these detection signals are input / output ports
It is input to the CPU 40a via 40f.

The engine controller 40 also includes a buffer 40q for oxygen concentration detection signals, a comparator 40r, and a waveform shaping circuit 40S for both cylinder discrimination / rotation angle signals. These signals, signals from the transmission controller 60, and signals to the transmission controller 60 Signals from the slot position sensor 33 and CPU 40 via the I / O port 40g.
Input or output to or from the CPU 40a.

Further, the engine controller 40 has the drive circuits 40t and 40u for the fuel injection valve 18 and the igniter 19 described above, and the CPU 40a
Outputs a control signal to both drive circuits 40t and 40u via the output port 40h.

The transmission controller 60 has the same CPU 70, ROM71, RAM72, output port as the engine controller 40.
73, an input / output port 74, a clock 75, etc., and a common bus 77 interconnects each unit.

The output port 73 is connected to the solenoid valve drive units 80, 8 of the automatic transmission 50.
Connected to 1,82. The solenoid valve drive units 80, 81 output electric power for driving the solenoid bubbles 85, 86 for adjusting the hydraulic pressure to the brakes and clutches in the automatic transmission 50, and the solenoid valve drive unit 82 also operates in the automatic transmission 50. The electric power for driving the solenoid valve 87 for switching the hydraulic pressure to the lock-up clutch is output.

The input / output port 74 is a port for inputting / outputting signals from the buffers 90 to 94 for inputting digital signals and the engine controller 40, or signals to / from the engine controller 40. Buffers below the buffer 90 connected to the input / output port 74 are output from the gear speed sensor 90a, the shift position sensor 94a, etc., such as the rotation speed of the sun gear, the output shaft rotation speed, and the shift position in the automatic transmission 50. It is a buffer to input each.

The operating state of each gear in the automatic transmission 50, the state of the shift position, and the like are used as data for gear shift control, and also serve as the basis of data that the engine controller 40 receives from the transmission controller 60 during gear shifting. Become.

Next, the control executed by the engine controller 40 and the transmission controller 60 will be described.

The transmission controller 60 performs well-known gear shift control and processing for outputting the required retard angle signal ESA1, 2, 3 at the time of gear shift, the retard execution signal ECT1, and the like. It should be noted that although the details of each of the above processes are not shown because they are well known, the shift control controls the shift speed based on the vehicle speed and the throttle opening, so that the running state of the vehicle is compatible with fuel consumption and power performance. Just like you do, you do. The output control of the required retard angle signals ESA1, 2, 3 is performed in the following procedure, for example. The required retard angle amount θr is calculated based on the throttle opening and the type of shift (for example, upshift and downshift, from what speed, shift speed, etc.). For example, normally, the larger the throttle opening is and the higher the shift speed is, the larger the required retard angle amount θr becomes. Based on the required delay angle amount θr (° CA) calculated above, based on Table 1 below, the "high level" of the required delay angle signal ESA1,2,3,
Find the "low level" state.

For example, when the required retardation amount θr is calculated to be 6 (° CA), ESA1 is “high level”, ESA2 is “high level”, ESA3
Is determined to be "low level". The ESAs 1, 2, and 3 determined above are actually output to the engine controller 40.

The output control of the retard execution signal ECT1 is performed by, for example, changing to a "low level" when the shift speed (for example, the speed of a predetermined gear in the automatic transmission 50) changes from the speed before starting the shift to a predetermined speed. The "high level" is set when a predetermined number of rotations before reaching the rotation speed at the end is reached.

The requested retard angle signal ESA1, 2, 3 and the retard execution signal ECT1
The engine controller 40 for inputting the above information executes the following control.

The ignition timing control of the engine 1 is executed based on the ignition timing control routine shown in FIG. This routine
It is executed every predetermined time (every 4 ms, for example). First, referring to Table 1 based on the state of the requested retard angle signals ESA1, 2, 3 input from the transmission controller 60, the request is made. Calculate the retard angle θr (step 10
0). Then, the calculated required retard angle amount θr is substituted into the required retard angle variable AEC1 used in the calculation of the ignition timing (step 11
0). Next, the basic ignition timing ACAL is calculated (step 120). ACAL is the intake air pressure PM and internal combustion engine speed N
It is obtained by adding the advance angle value and / or the retard angle value obtained from E or the air-fuel ratio to the predetermined basic ignition timing. After setting the required retard angle variable AECT1 and calculating the ignition timing ACAL, next, the retard angle execution signal EC
It is determined whether T1 is "high level" or "low level" (step 130). If ECT1 is determined to be "high level" by the judgment of ECT1 above, the calculated ignition timing ACAL
To the next without changing (step 140),
When it is determined to be "low level", the set required retard angle variable AECT1 is subtracted from the calculated ignition timing ACAL (step 150), and the process proceeds to the next process.

After setting the ignition timing in step 140 or 150, the well-known ignition timing control is executed next. This allows
When shifting gears of the automatic transmission 50 (when ECT1 is "low level")
In addition, the retard control is executed by an extra amount by the retard value AECT corresponding to the required retard amount θr from the normal ignition timing ACAL.

Next, the determination of abnormality of the ignition timing control by the ignition timing control routine of FIG. 4 is executed based on the retard control abnormality determination routine shown in FIG. This routine is executed every predetermined time T (ms) (for example, every T = 24 ms). First, the count increase / decrease value CGDAECT1 based on the current actual retard value AECT is increased / decreased as shown in FIG. It is calculated based on a value table or the like (step 200). This count increase / decrease value table gives the increase / decrease value CGDAECT1 of the count value CGDAECT per Tms corresponding to the actual retard value AECT, and is preset by, for example, the following method.

As shown in FIG. 7, when the retard value AECT is θ1 (° CA) in advance, as shown in FIG.
The time T1 until reaching t is obtained.

The count amount K1 is calculated by the following formula 1 and the value of this K1 is used as a map for temperature rise for each retard value AECT as shown in FIG.

K1 = K × T / T1 (1) K1 ... Count value in the case of θ1 (K1 ≧ 0) K ... Upper limit of control range T ... Cycle T1 of retard control abnormality judgment routine in FIG. 5 ... Actual measurement Time Similar to the above, the map for the temperature drop of Fig. 7 is made. That is, the retard value AECT is θ0 (for example, “0” ° CA)
At this time, the time T0 required for the exhaust system components to lower the temperature limit increase ΔT is obtained.

The count amount K0 for subtraction is calculated by the following equation (2), and a map is created as shown in FIG.

K0 = K × T / T0 (2) Count amount in the case of K0 ... θ0 (K0 <0) After the count increase / decrease value CGDAECT1 corresponding to the retard value AECT is obtained by the table of FIG. A new current count value CGDAECT is calculated by adding to the count value CGDAECT up to the previous time (step 210). As a result, when the retard value AECT is larger than the predetermined value, the count value CGDAECT increases in FIG. 6 (when the count increase / decrease value CGDAECT1 is positive), and when the retard value AECT corresponds to the case where CDAECT1 is negative. The count value CGDAECT decreases.

After the count value CGDAECT is increased or decreased based on the retard amount, it is then determined whether or not this CGDAECT has reached the predetermined value K corresponding to the limit rise temperature of the exhaust system (CGDAECT <K) (step 220). ). Based on this judgment, the count value C
If GDAECT has not reached the predetermined value K, it is determined that the temperature of the exhaust system has not reached the limit rising temperature, and the retard control is continuously permitted (step 230).

On the other hand, the count increase / decrease value CGDA obtained in advance by experiments, etc.
If ECT1 is normal, the count value CGDAECT is 0 ≦ CGDAECT <
If the count value CGDAECT becomes equal to or larger than the predetermined value K (step 220) even though the count value is set to K, it is determined that the control system has a failure and the requested delay angle is set. By fixing the variable AECT1 to “0” until the ignition key is turned “OFF”, the retard value AECT is set to 0 (° CA) on the spot and the retard control is prohibited (step 240). . After the retard control is prohibited, a system abnormality occurrence flag is set, and processing for notifying the user of the system abnormality by diagnosis or the like is executed (step 250). As a result, the retard control is frequently executed due to a failure or the like, and when it is estimated that the temperature of the exhaust system has reached the limit rising temperature, the retard control is prohibited, and the failure is diagnosed by the user. Be informed.

According to the present embodiment described above, for example, as shown in FIG. 8 which shows the operation state of the present embodiment over time, the state of each part changes during normal operation and during failure, and the failure is determined as follows. .

(I) Normal state: At the time point t1 when the transmission controller 60 determines to start shifting, for example, the required retard angle signal ES
A1,2,3 changes, and the engine controller 40 calculates the required retard angle variable AECT1 based on the change. In addition, ESA1,2,
It is detected that any one of 3 has become "low level", and the fuel amount increase FAECT for preventing the temperature rise due to the retard control is executed.

In the transmission controller 60, at the time point t2 when it is determined that the shift of the automatic transmission 50 is actually progressing, the retard execution signal ECT1 is set to “low level”, and the actual ignition timing retard value AECT becomes It becomes the value corresponding to the required retarded shift AECT1.

From the above t2 to the time t3 when it is determined that the actual shift of the automatic transmission 50 ends, while the actual retard value AECT changes based on the state of the required retard amount signals ESA1, 2, 3 , The count value CGDAECT increases based on the request delay angle variable AECT1.

At the time point t3, the retard execution signal ECT1 is inverted at “high level”, and the return from the torque reduction control is commanded.

From the time point t3 to the time point t4 when all the requested retard angle signals ESA1, 2, 3 become "high level", the return control from the torque reduction control (not shown) is executed. That is, the amount of torque reduction is gradually reduced, and along with this, the count value CGDAEC
The amount of increase in T also decreases.

After the retard control is completed at time t4, the count value CGDAEC
T starts decreasing, the retard execution signal ECT1 becomes “low level” again, and continues to decrease until time t5 when the retard control is performed. When the temperature reaches "0" indicating that the normal temperature is reached, no further reduction is performed.

After the time point t5, since the retard control is executed, the count value CGDAECT starts to increase again.

(II) At the time of failure: When the count value CGDAECT reaches a predetermined value K as shown at time t6, for example, the required retardation variable AE
Both CT1 and the actual retard value AECT become “0” as shown by the dotted line. This prevents the ignition timing from being retarded.

As described above, in the present embodiment, in the ignition timing retard control by the torque reduction control at the time of shifting, the count value CGDAECT that reflects the temperature rise of the exhaust system of the engine due to this retard control
Is calculated to determine the temperature rise state of the exhaust system. As a result, the temperature of the exhaust system can be controlled within the rising limit temperature without actually measuring the temperature rise state of each part of the exhaust system by installing sensors, and the thermal durability and reliability of the exhaust system can be improved. It has an extremely excellent effect of being able to. Moreover, in addition to being able to stop the rise before the exhaust system actually reaches the rising limit temperature, it is also possible to display a failure of the control system, etc., so it is possible for the user to leave the system abnormality overlooked. And the integrated reliability and maintainability are improved.

 Moreover, the following excellent effects are exhibited.

As shown in FIG. 9, the relationship between the actual magnitude of the retard value AECT and the count value CGDAECT, that is, the count increase / decrease value CGD
By properly selecting the value of AECT1, the retard control execution range corresponding to the exhaust system temperature can be determined. For example, as shown at time point t9, the time when the temperature of the exhaust system reaches the rising limit temperature and the time when the count value CGDAECT reaches the predetermined value K can be made substantially the same.

Even in the case of complex control such as multiple shifts in which shifts are continuously performed, monitoring the count value CGDAECT enables the temperature behavior of exhaust system components to be grasped and the retard control to be accurately permitted or prohibited. .

The count increase / decrease value CGDAECT1 changes depending on the retard value, positive or negative, and accurately reflects the actual temperature of the exhaust system.For example, as shown in FIG. It is not necessary to repeat the control of permitting and prohibiting control in and. That is, for example, when it is estimated that the execution time of the retard control (from time t10 to time t11) has continued for a predetermined time or longer and the temperature of the exhaust system has risen to the predetermined temperature or higher, a predetermined time, for example, a prohibit time timer It is not necessary to set the control prohibition flag to prohibit the retard control until the time t12 when reaches the predetermined value. As a result, the execution period of the retard control is not shortened excessively, and the driving feeling is improved.

In the above embodiment, step 100 is the retard amount calculating means, step 160 is the shift shock reducing means, the process of detecting the retard value AECT of step 200 is the retard amount detecting means, and the count of step 200 is increased or decreased. The process of obtaining the value CGDAECT1 and step 210 serve as counting means, and step 240
Are processes corresponding to the retard control prohibiting means.
Further, the present invention is not limited to the above embodiments, and various embodiments can be carried out without changing the gist of the invention.

[Effects of the Invention] As described in detail above, in the engine ignition timing control device of the present invention, the count means increases / decreases the count value depending on the magnitude of the retard control amount. Reflect on. In the anti-invention, the retard control is prohibited according to the count value, so that the retard control can be appropriately performed. For example, the entire usable temperature range of the exhaust system can be effectively used while reliably preventing the exhaust system from overheating. Therefore, the durability and reliability of the engine and the automatic transmission, and the wide range of control can be improved together.

Further, in the present invention, the temperature of the exhaust system can be estimated without using an exhaust temperature sensor or the like, so that the configuration of the device can be simplified and the manufacturing cost can be reduced.

[Brief description of drawings]

FIG. 1 is a block diagram illustrating a basic configuration of the present invention, FIG. 2 is a block diagram of one embodiment, FIG. 3 is a block diagram of its control device, and FIG. 4 is a ignition timing control routine of the embodiment. A flow chart, FIG. 5 is a flow chart of the same retard angle control abnormality determination routine, FIG. 6 is a graph showing the characteristics of the same count increase / decrease value, and FIGS. 7 to 10 are graphs for explaining the same control characteristics. 1 ... Engine, 19 ... Igniter, 40 ... Engine controller, 50 ... Automatic transmission, 60 ... Transmission controller

Claims (1)

(57) [Claims] 1. A retard amount calculating means for calculating a retard control amount of ignition timing based on an operating state of the engine when shifting an automatic transmission connected to the engine, and an engine based on the retard control amount. In an ignition timing control device for an engine equipped with a shift shock reducing means for reducing the shift shock by retarding the ignition timing of the ignition timing control means, a retard control for detecting the retard control amount of the ignition timing performed by the shift shock reducing means is performed. Angle amount detecting means, counting means for increasing or decreasing the count value according to the retard angle control amount detected by the retard angle detecting means, and when the count value exceeds a predetermined value, the ignition timing of the engine is a predetermined angle. An ignition timing control device for an engine, comprising: a retard control prohibiting means for prohibiting control to the retard side.