JP3002217B2 - Cooperative control device - Google Patents

Abstract

PURPOSE:To enhance the car driving characteristic by subjecting a plurality of actuators to coordinative control through the use of a time processing unit including a register accommodating the output data and time data, a timer, and a comparator to compare the time data with the timer. CONSTITUTION:The output data having undergone calculative processing by a calculative processing unit 12 is entered into the register part of a time processing unit 15. The time data corresponding to this register part are compared with a timer which shares the counter in the time processing unit 15, and the output data in coincidence are placed out. This causes pulse emission to a throttle valve driver circuit 16, fuel injection valve driver circuit 17, ignition device driver circuit 18 and solenoid driver circuit 14, and they will put a motor 4, fuel injection valve 6, ignition device 8, and solenoid 10 in simultaneous or coordinative control. This should increase the control accuracy and enhance the car driving characteristic without influencing other control parts under coordinative control.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electronic control system of a vehicle having a plurality of control actuators, and more particularly to a control of a transmission and a suspension in addition to control of an engine. The present invention relates to a cooperative control device suitable for an electronic control system for a vehicle in which the control is performed in parallel.

[Conventional technology]

In a conventional electronic control system for a vehicle, for example,
As described in JP-A-63-309742, time-division control is performed by a single system computer using various control items such as fuel injection valve control, ignition timing control, and throttle control. This is handled by interrupt processing.

[Problems to be solved by the invention]

In the above prior art, no consideration is given to the creation of the actuator drive pulse by the time processing unit of the cooperative control system using a plurality of actuators, and the time processing becomes overwork, and the control system at the time of the cooperative control deteriorates. There was a problem that it affected the drivability of the car.

An object of the present invention is to improve control accuracy when cooperative control of a plurality of actuators is performed, and further,
An object of the present invention is to improve the drivability of a vehicle without affecting other control units during cooperative control.

[Means for solving the problem]

First, in the first invention, in order to achieve the above object,
A plurality of actuators for controlling the vehicle, and arithmetic processing means for generating the data for controlling the actuator in accordance with a plurality of signals indicating the operation state of the vehicle, wherein the plurality of actuators are coordinated by the control data. In a cooperative control device for a vehicle of a control type, a fuel supply amount and an ignition timing are temporarily set during a delay time from when a shift signal indicating the start of a shift operation of a transmission is generated to when a clutch of the transmission is engaged. At this time, the control of the ignition timing is divided into a time that is slightly delayed from the time when the other control state is changed and a time that is slightly delayed thereafter. Thus, the control state is set such that the ignition timing is delayed stepwise to a predetermined value.

Next, in the second aspect of the present invention, in order to achieve the above object, a plurality of vehicle control actuators and an operation for generating the actuator control data in accordance with a plurality of signals representing an operation state of the vehicle are provided. A cooperative control device for a vehicle having a processing means for cooperatively controlling the plurality of actuators based on the control data, wherein the control for increasing the fuel supply amount is started immediately when the accelerator opening is increased. After the delay time from the time when the opening is increased to the time when the fuel is sucked into the cylinder elapses, the control for increasing the throttle opening is started, and when the control for increasing the fuel supply is obtained, the throttle opening is temporarily increased. The control is executed.

〔Example〕

 Hereinafter, one embodiment of the present invention will be described with reference to FIG.

In the intake pipe 1, an air flow meter 2, a throttle valve 3,
A motor 4 for driving the throttle valve 3, a throttle opening sensor 5 for detecting the position of the throttle valve 3, and a fuel injection valve 6 are attached.

Reference numeral 7 denotes an engine.
Is provided. Reference numeral 9 denotes a transmission, and various solenoids such as a clutch engagement solenoid 10a, a shift solenoid 10b, a line pressure solenoid 10c, and a lock-up solenoid 10d are attached to the transmission 9 for hydraulic control. And a vehicle speed sensor
11 are provided.

On the other hand, an arithmetic processing unit 12 performs A / D conversion of signals from various sensors and performs an operation. Accordingly, the arithmetic processing unit 12 receives the accelerator position sensor 13, the air flow meter 2, the vehicle speed sensor 11, the shift position signal Sh from the solenoid drive circuit 14, and the like.

Reference numeral 15 denotes a time processing unit, and an operation processing unit 12
The output data calculated in step (1) is input to the register section of the time processing unit 15. And the time processing unit
The timer sharing the counter in 15 is compared with the timer data corresponding to the above-mentioned register unit, and the output data that matches is output. As a result, the throttle valve drive circuit 16,
Pulses are output to the fuel injection valve driving circuit 17, the ignition device driving circuit 18, and the solenoid driving circuit 14, and control the motor 4, the fuel injection valve 6, the ignition device 6, the solenoid 10, etc. simultaneously or cooperatively. .

FIG. 2 shows a register 150 in the time processing unit 15.
FIG.

In the figure, the timer (T) created by the clock (CLK)
imer) is sequentially compared with the time data. The time data is provided for n words. In addition, one word of output data is written into a register for one word of timer data. Then, a search result flag where the time data matches the timer is set, and the output data at that point is output. This method is super
It is called the PWM method.

FIG. 3 is an explanatory diagram of an example of pulse generation in FIG. 2,
For example, when the timer value changes from ABC → BCD → CDE..., The output data value changes sequentially from 0001 → 0011 → 0110..., The search flag is set, and the output data is output. When the output data is divided into a, b, c, and d, four pulses are generated as shown in the figure below, and each corresponds to one actuator drive.

FIG. 4 is a flowchart of the super PWM system.
The timer and the time data are compared by a comparator, and if they match, output data is output. Then, the value of the timer is sequentially changing.

FIG. 5 is a cooperative control diagram of the electronically controlled throttle and the transmission. A shift signal is output when the shift solenoid of the transmission is turned off, and after a time delay of A → B, the clutch hydraulic pressure of the transmission increases, the clutch starts to be engaged, and the shift starts. As a result, a shift shock appears on the vehicle body, so that the throttle valve is closed at the moment of shifting in order to reduce the engine output and alleviate the shift shock. Thus, cooperative control between the engine and the transmission is established.

FIG. 6 is an embodiment when time processing control is performed in FIG. Output data corresponding to the time data is a numerical value within 0.

The current throttle opening is Hig within the Xmsec cycle.
It is the part of h. In the clutch hydraulic pulse, the High portion is set to 0 in order to set the oil pressure to 0 in the Ymsec cycle.

Now, assuming that a shift signal is output at time point A, the High portion of the clutch hydraulic pulse gradually increases, and the hydraulic pressure increases. Then, since the clutch starts to be fastened at the time point B, the throttle opening pulse is set to zero. Thereby, the control accuracy is improved, and the timing of the cooperative control is easily adjusted.

FIG. 7 is a pattern selection diagram in the arithmetic processing unit 12.

Various cooperative control patterns are stored in the time processing unit 12, and arithmetic processing is constantly performed in the arithmetic processing unit 12 to select the pattern. For example, in the case of the cooperative control pattern of the engine and the transmission, the data of the accelerator opening α, the vehicle speed V, and the boost Pm are read, and when the shift condition is satisfied, the throttle and the transmission cooperative control pattern in the time processing unit 15 are changed. Will be selected.

 FIG. 8 is a shift shock reduction system diagram.

An automatic transmission 20 is mounted on the output side of the engine 19, and includes therein a torque converter 21, transmission clutches 22a and 22b, a planetary gear 23, and the like. Further, a torque sensor 25 is provided on the output shaft 24 of the automatic transmission 20,
The output is transmitted to the tire 27 via the differential gear 26. Then, signals of the torque sensor 25, the oil temperature sensor 29, and the turbine sensor 30 are input to the arithmetic processing unit 28 (12), control pulses for engine control are calculated in the arithmetic processing unit 28, and the time processing unit 31 (15) ). Then, the ignition control device 32,
The cooperative control of the fuel control device 33 and the air control device 34 prevents shift shocks and the like.

 FIG. 9 is a shift shock characteristic diagram.

After the time point a at which the shift signal is output, the output torque starts to decrease once at a time point b, and the clutch starts to be engaged at a time point c.
Then, the gear shift ends at time point d. The changes in the turbine speed and the output torque in the transmission at that time are as shown in the figure.

FIGS. 10 (a) and 10 (b) show the effect of the oil temperature during gear shifting. FIG. 10 (a) shows the case where the oil temperature in the transmission is about 80 ° C., and FIG. It shows the characteristic of.

If the characteristics of (a), a gear change period t ₁ from the signal generating time until the output torque decreases have greatly summer than in the case of characteristics (b). However, the variation period t ₂ is substantially the same.
Therefore, in order to reduce the fluctuation (shifting shock) of the output torque due to the engine output, it is necessary to perform the operation with good timing.

FIG. 11 is a diagram of an engine output control system, in which the turbine speed and the output torque change as shown in the figure after a shift signal is output. Therefore, in the case of the turbine rotational speed, individual control of the fuel, ignition, and throttle or a plurality of these controls is performed at time point a "by the feedback control, thereby reducing the shift shock and thereby reducing the torque feedback. In this case, the same control as described above is performed when the output torque drops, that is, at the time point a ′, because the pump speed, that is, the engine speed is changed at the same time as the turbine speed changes at the time of clutch engagement or slightly earlier. When the fuel, ignition, and throttle are coordinated, the ignition control has high responsiveness. By delaying the ignition timing a little by the time and then immediately delaying the ignition timing to a predetermined value, it is possible to affect the exhaust It is possible to minimize the adverse effects.

12 (a) and 12 (b) are explanatory diagrams of a motor drive pulse for driving a throttle valve. FIG. 12 (a) shows a case where a stepping motor is used, and FIG. 12 (b) shows a case of a DC motor. According to the present invention, since the excitation method can be changed in real time as in the case of the pulse when the stepping motor shown in FIG. 1A is used, there are cases where responsiveness is required and cases where accuracy is required. W1-2 phase, 2
Variable operation such as phase and phase can be performed.

Also, like the pulse in the case of the DC motor of (b),
During one cycle, the duty ratio during idle speed control and the duty ratio during normal control can be variously changed. Then, at this time, according to the present invention, there is no calculation delay at the time of driving the motor, so that the control responsiveness is improved.

13 (a) and 13 (b) are driving characteristic diagrams of the current vehicle,
In FIG. 7A, if the throttle opening is kept constant after it is opened in a stepwise manner, the output torque temporarily increases in a step, but then gradually decreases. this is,
This is because load resistances such as air resistance and rolling resistance increase with respect to the vehicle speed as shown in FIG.

FIG. 14 is an accelerator-torque proportional control diagram according to an embodiment of the present invention. As described above, the throttle opening degree with respect to the accelerator opening degree can be controlled as shown by the throttle opening degree control method using the time processing unit. Thus, the output torque becomes proportional to the accelerator opening.

FIG. 15 is an accelerator-torque control and vehicle speed proportional control diagram. It is assumed that the vehicle travels on a flat ground up to a point a on the horizontal axis, and that the vehicle travels uphill after the point a.

First, in the control up to the time point a, the accelerator operation is proportional to the accelerator torque while the accelerator operation is rapidly changing, and thereafter, the acceleration is proportional to the vehicle speed. Therefore, the output torque gradually decreases.

On the other hand, since the vehicle speed is proportional to the accelerator speed after the time point a, the throttle opening is increased to increase the output torque, and the throttle opening is controlled with high accuracy and high response so as to overcome the load resistance and keep the vehicle speed constant. There is a need.

 FIG. 16 is a fuel advance control diagram.

According to an embodiment of the present invention, as described above,
Since the real-time control of the PMW method is possible, the fuel amount with respect to the accelerator opening can be controlled with good response. Further, the delay time td until the fuel is sucked into the cylinder is taken into consideration, and the throttle opening can be controlled with high response by an actuator such as a motor without useless time, so that high-precision air-fuel ratio control becomes possible.

〔The invention's effect〕

ADVANTAGE OF THE INVENTION According to this invention, the control precision at the time of performing cooperative control of several actuators improves, and also the drivability of a vehicle improves, without affecting other control parts at the time of cooperative control.

[Brief description of the drawings]

FIG. 1 is a block diagram showing one embodiment of the present invention, FIG. 2 is a basic block diagram showing one embodiment of a time processing unit, FIG. 3 is an explanatory diagram of an example of pulse generation, and FIG. FIG. 5 is an explanatory diagram of an example of cooperative control, FIG. 6 is an explanatory diagram of an example of time processing, FIG. 7 is a flowchart showing pattern selection processing in an arithmetic processing unit, and FIG. FIG. 9 is a configuration diagram showing an embodiment when applied to a shock reduction system, FIG. 9 is a characteristic diagram for explaining a shift shock, FIG. 10 is a characteristic diagram for explaining the effect of oil temperature during a shift, and FIG. Is an explanatory diagram for explaining engine output control, FIG. 12 is an explanatory diagram of a motor drive pulse for driving a throttle valve, FIG. 13 is a drive characteristic diagram of a current vehicle, and FIG. 14 is a diagram of an embodiment of the present invention. Characteristic diagram of accelerator-torque proportional control, Fig. 15 shows accelerator Characteristic diagram of torque control and the vehicle speed proportional control, FIG. 16 is a fuel prior control characteristic diagram. 3 ... Throttle valve, 4 ... Motor, 6 ... Fuel injection valve, 8 ... Ignition device, 10 ... Solenoid, 12 ... Calculation processing unit, 15 ... Time processing unit.

────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification code FI F16H 61/02 F16H 61/02 63/40 63/40 (56) References JP-A-62-23805 (JP, A) JP-A-62-23805 JP-A-61-119433 (JP, A) JP-A-56-39925 (JP, A) JP-A-62-292534 (JP, A) JP-A-62-261552 (JP, A) JP-A-63-17130 (JP, A) , A) JP-A-1-305138 (JP, A) JP-A-62-171032 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60R 16/02 B60K 41/00 B60R 16/02 660 F02D 45/00 B60K 41/00

Claims (2)

(57) [Claims] A plurality of actuators for controlling the vehicle; and a processing means for generating data for controlling the actuator in accordance with a plurality of signals representing the operation state of the vehicle. In a vehicle cooperative control device of a system that cooperatively controls a plurality of actuators, the fuel is temporarily stopped during a delay time from when a shift signal indicating the start of a shift operation of a transmission is generated to when a clutch of the transmission is engaged. Control is performed to change the control state of the supply amount, the ignition timing, and the throttle opening, and at this time, the control of the ignition timing is slightly delayed from the time when the other control state is changed, and is slightly delayed thereafter. The arithmetic processing means is configured to be in a control state in which the ignition timing is delayed stepwise to a predetermined value at different times. Tone control device. 2. A vehicle control system comprising: a plurality of vehicle control actuators; and an arithmetic processing means for generating the actuator control data in accordance with a plurality of signals representing an operation state of the vehicle. In a vehicle cooperative control system that cooperatively controls a plurality of actuators, the control to increase the fuel supply is started immediately when the accelerator opening is increased, and fuel is sucked into the cylinder from the time when the accelerator opening is increased. After the elapse of the delay time until the start, the control for increasing the throttle opening is started, and the control for increasing the throttle opening is executed once the control for increasing the fuel supply amount is completed. A cooperative control device for a vehicle, comprising: