JP3314534B2 - Engine control device for acceleration vibration reduction - Google Patents

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 controlling an output torque of an engine for suppressing a longitudinal vibration generated when a vehicle is accelerated during a coast.

[0002]

2. Description of the Related Art When accelerating during operation of a vehicle, the ignition timing required during coasting differs from the ignition timing required during non-coasting. In addition, when accelerating from a state in which fuel injection of the engine is stopped during coasting, fuel injection is performed. As a result, the output torque of the engine changes abruptly, causing torsional vibration of the vibration system, and giving the driver discomfort because the vehicle vibrates back and forth.

In order to prevent such inconveniences, for example, in Japanese Patent Laid-Open No. 59-201971, when controlling the ignition timing according to the amount of change in the engine speed when accelerating from the coast, the engine speed is reduced. It has been proposed to reduce the torsion of the drive system by retarding or advancing the ignition timing in proportion to the change in the engine speed when the absolute value is equal to or greater than a predetermined value.

[0004]

In FIG. 9, when the vehicle is accelerated during the coast as indicated by the accelerator depression amount f, the engine speed repeatedly increases and decreases as indicated by the engine speed change rate e. In the control of the conventional engine control device for accelerating vibration reduction as described in Japanese Patent Application Laid-Open No. 59-201971, the end of the ignition timing control correction when accelerating during coasting is not specified. Therefore, when the absolute value of the rotation speed change rate e becomes equal to or more than a predetermined value, the ignition timing control is corrected as shown by the ignition timing d by the conventional control even if the longitudinal vibration of the vehicle converges. As a result, the change in the engine torque is increased as indicated by the drive shaft torque b, which may increase the vibration of the vehicle.

SUMMARY OF THE INVENTION An object of the present invention is to provide an engine control device for reducing acceleration vibration which can effectively control the vibration of a vehicle even when the condition requiring the control correction of the output torque changes during acceleration during coasting. That is.

[0006]

SUMMARY OF THE INVENTION A first engine control apparatus for reducing acceleration vibration according to the present invention performs a condition judgment in accordance with various operating states of an engine, and controls an engine output in accordance with the condition judgment. Control means, acceleration state detection means for detecting the acceleration state of the vehicle, and an engine for correcting the control amount by the engine output control means under predetermined conditions after shifting to the acceleration state in response to a signal from the acceleration state detection means In an engine control device for acceleration vibration reduction, comprising: output control correcting means, a control time measuring means for measuring an elapsed time after the start of control correction by the engine output control correcting means, and a control correction start by the engine output control correcting means. Control count measuring means for counting the number of subsequent controls;
A correction ending means for ending the control by the engine output control correcting means when the elapsed time has passed a predetermined time or the control count has reached a predetermined count, wherein the predetermined time and the predetermined count are determined by the engine speed. It is characterized by increasing or decreasing according to.

[0007] A second engine control device for reducing acceleration vibration according to the present invention performs condition determination in accordance with various operating states of an engine, and controls engine output in accordance with the condition determination. Acceleration state detection means for detecting an acceleration state, and engine output control correction means for correcting a control amount by the engine output control means under a predetermined condition after shifting to an acceleration state in response to a signal from the acceleration state detection means. An engine control device for reducing acceleration vibration, comprising: a control time measuring means for measuring an elapsed time after a control correction is started by the engine output control correcting means; and a control count after the control correction is started by the engine output control correcting means. Means for counting the number of controls to be performed, and the engine when the elapsed time exceeds a predetermined time or when the number of controls reaches a predetermined number of times. A correction end unit to end the control by the output control correction means is provided, said predetermined time and a predetermined number of times, and is characterized in that the increase or decrease in accordance with the accelerator depression amount.

A third engine control device for reducing acceleration vibration according to the present invention performs an engine output control means for performing a condition determination according to various operating states of an engine and controlling an engine output in accordance with the condition determination, Acceleration state detection means for detecting an acceleration state, and engine output control correction means for correcting a control amount by the engine output control means under a predetermined condition after shifting to an acceleration state in response to a signal from the acceleration state detection means. An engine control device for reducing acceleration vibration, comprising: a control time measuring means for measuring an elapsed time after a control correction is started by the engine output control correcting means; and a control count after the control correction is started by the engine output control correcting means. Means for counting the number of controls to be performed, and the engine when the elapsed time exceeds a predetermined time or when the number of controls reaches a predetermined number of times. A correction end unit to end the control by the output control correction means is provided, said predetermined time and a predetermined number of times, and is characterized in that the increase or decrease in accordance with the vehicle speed.

A fourth aspect of the present invention is an engine control apparatus for reducing acceleration vibration, wherein the engine output control means controls ignition timing.

[0010]

[0011]

[0012]

According to the first engine control device for reducing acceleration vibration of the present invention, the engine output control means determines conditions according to various operating states of the engine. When the acceleration detection state of the vehicle is detected by the state detection means, the control amount by the engine output control means is corrected by the engine output control correction means under a predetermined condition after shifting to the acceleration state in response to a signal from the acceleration state detection means. The control time measuring means measures the elapsed time after the start of the control correction by the engine output control correcting means, and the control count measuring means measures the number of controls after the start of the control correction by the engine output control correcting means. Or when the control count reaches a predetermined count, the control by the engine output control correction means is ended by the correction end means.

When the elapsed time exceeds a predetermined time or when the number of times of control reaches a predetermined number of times, the reason why the control by the engine output control correcting means is terminated is that when the control correction is performed for a predetermined time or a predetermined number of times, the vehicle is accelerated from the coast time. This is because the front-rear vibration of the vehicle can be greatly reduced, but if the control correction is performed for a predetermined time or a predetermined number of times or more, the vibration worsens. Accordingly, the output torque of the engine can be temporarily and effectively reduced in consideration of variations in the vehicle vibration continuation time during acceleration due to the vehicle speed, the transmission gear ratio, and the like. Can be effectively controlled, and the vibration before and after the vehicle can always be effectively controlled.

The output control of the engine can be suitably corrected by increasing or decreasing the predetermined time and the predetermined number according to the engine speed.

In the second engine control device for accelerating vibration reduction according to the present invention, the output control of the engine can be suitably corrected by increasing or decreasing the predetermined time and the predetermined number of times according to the accelerator depression amount.

In the third engine control apparatus for accelerating vibration reduction according to the present invention, the output control of the engine can be suitably corrected by increasing or decreasing the predetermined time and the predetermined number according to the vehicle speed.

In the fourth engine control device for accelerating vibration reduction according to the present invention, real-time control is possible by controlling the ignition timing by the engine output control means, and the output control of the engine can be accurately corrected.

[0018]

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of an engine control device for reducing acceleration vibration according to the present invention will be described in detail with reference to the drawings. FIG. 2 is a schematic configuration diagram of an engine control device for reducing acceleration vibration according to the present invention. The engine control device for reducing acceleration vibration includes a sensor group 1 having various sensors, and a microcomputer 2 which receives signals from the sensor group 1 and performs various calculations.
And an ignition device 3 and an injector group 4 to which an output signal from the microcomputer 2 is supplied.

The sensor group 1 includes a vehicle speed sensor 5 for detecting a vehicle speed V, an engine water temperature sensor 6 for measuring an engine water temperature C, and an angle sensor for outputting an angle signal θ for each predetermined crank angle and controlling timing. 7, an engine speed sensor 8 for detecting the engine speed Ne,
A throttle switch 9 for detecting whether or not the throttle valve is at an idle opening TH; and an air flow meter 1 for detecting an intake air amount Q for detecting an engine load state.
With zero.

The microcomputer 2 receives an input signal from the sensor group 1 and supplies an output signal to the ignition device 3 and the injector group 4.
U12 and the engine speed N calculated from the angle signal θ
e and the optimal ignition timing TADVM corresponding to the intake air amount Q
ROM 1 in which (eg, the angle from top dead center) is set in advance
3, a RAM 14, and a clock oscillator 15 that outputs a clock pulse that is a basis for calculation. ROM13
Is read every time the reference position signal is supplied from the input / output circuit 6, and when the value matches the integrated value of the angle signal θ from when the reference position signal is generated, the ignition signal is output. It is supplied to the ignition device 3.

The ignition device 3 includes a transistor 16 that opens and closes in response to an ignition signal, an ignition coil 17 that generates a high voltage when the transistor 16 is turned off by the ignition signal, and performs ignition. And a spark plug 19 installed for each cylinder.

FIG. 3 is a flowchart of an ignition timing correction program applied to the engine control device for reducing acceleration and vibration according to the present invention. In step 20, by searching the optimum ignition timing map created from the engine speed Ne, the intake air amount Q and the like, the information optimum ignition timing TADV is obtained.
Set M. In step 21, it is determined whether or not to correct the ignition timing during acceleration. When the correction is not performed, the routine ends. When performing the correction, in step 22, the ignition timing correction amount LU is
The ignition timing of the ignition coil 17 (FIG. 2) is determined by setting the RTS and correcting the ignition timing.

The operation of this embodiment will be described. FIG. 4 is a flowchart of a control routine of the engine control device for reducing acceleration and vibration according to the present invention. This routine requests ignition timing correction at the time of re-acceleration, and is executed, for example, every 10 seconds.

First, at step 23, the acceleration state of the vehicle is detected. If it is determined that the vehicle is not accelerating, the control timer CNTRET, the correction counter CNTADV, and the ignition timing correction amount LURRS, which are parameters for performing ignition timing correction, are all set to 0 in step 24.
And the control routine ends.

If it is determined in step 23 that the vehicle has started accelerating, in step 25, the initial predetermined value TMRRTD, which is the time for performing the control correction, is set in the control timer CNTRET, and the initial predetermined value, which is the number of times the control correction is performed, is made. The value TMRADV is stored in the correction counter CNTADV, and the control routine ends.

If it is determined in step 23 that the vehicle is accelerating, in step 26, it is determined whether control correction has been performed for a predetermined time, that is, a control timer CNTRE.
It is determined whether the value of T is greater than 0. The control correction has not been performed for a predetermined time, that is, the control timer CNTRET.
Is not greater than 0, the control timer CNTRET, the retard counter CNTADV, and the ignition timing correction LURRS, which are parameters for performing the ignition timing correction, are all cleared to 0 in step 24, and the control routine ends. .

In step 26, control timer CNTR
If it is determined that ET is greater than 0, it is determined in step 27 whether the control correction has been performed a predetermined number of times, that is, whether the correction timer CNTRET is greater than 0.
If the control correction has not been performed a predetermined number of times, that is, if the control timer CNTRET is not larger than 0, in step 24, the control timer CNTRET, the retard counter CNTADV, and the ignition timing correction amount LURRS, which are parameters for performing ignition timing correction, are all set to 0. And the control routine ends.

In step 27, control timer CNTR
If it is determined that ET is greater than 0, the control timer CNTRET is decremented in step. After this subtraction is performed, it is determined in step 29 whether or not ignition timing correction is to be performed, that is, whether or not the engine rotation change rate DELTNE has exceeded a predetermined value TRENE. When the engine rotation change rate DELTNE exceeds the predetermined value TRENE, in step 30, 1 is stored in an ignition timing correction flag HOSEI indicating that the ignition timing control correction is being performed, and the ignition timing correction is stored in the ROM 13 (FIG. 2). The amount (for example, the angle of the ignition timing to be corrected) is stored in the ignition timing correction amount LURTS, and the control routine ends.

If it is determined in step 29 that the engine rotation change rate DELTNE does not exceed the predetermined value TRENE, it is determined in step 31 whether ignition timing correction has been performed, that is, the ignition timing correction flag HOSEI is set to 1
It is determined whether or not. The ignition timing correction flag HOSEI is 1
If not, in step 32, the ignition timing correction amount LU
RRS is cleared to 0, and this control routine ends.

If it is determined in step 31 that the ignition timing correction flag HOSEI is not 1, step 33
, The ignition timing correction flag HOSEI is cleared to 0, and the correction counter CNTADV is subtracted to indicate that the control correction has been completed once. Then, in step 32, the ignition timing correction amount LURRS is cleared to 0, and this control routine is terminated. As described above, the ignition timing correction for reducing the vibration of the vehicle is executed by the control program of FIG.

FIG. 5A is a flowchart when the engine speed is used as the initial predetermined values TMRRTD and TMRATV for correcting the ignition timing. FIG. 5B is a diagram showing the relationship between the engine speed and the initial predetermined values TMRRTD and TMRATV. This routine is executed, for example, every 10 msec.

In step 34, an initial predetermined value TMRA of a correction counter CNTADV for the engine speed.
When the DV is set from FIG. 5B, the initial predetermined value TMRADV is set to the correction counter CNTA in step 25 of FIG.
Store in DV. As shown in FIG. 5B, the initial predetermined value TMR
ADV decreases as the engine speed increases.

In step 35, the initial predetermined value TMRRT of the control timer CNTRET for the engine speed
When D is set from FIG. 5B, the initial predetermined value TMRRTD is set to the control timer CNTRET in step 25 of FIG.
To be stored. As shown in FIG. 5B, the initial predetermined value TMRRT
D decreases as the engine speed increases.

The ignition timing control correction can be performed for a predetermined time and a predetermined number of times determined according to the engine speed by the control of FIG. 5A, and therefore the ignition timing control correction can be suitably performed.

FIG. 6A is a flowchart in the case where the accelerator depression amount is used as the initial predetermined values TMRRTD and TMRATV for performing the ignition timing correction, and B is the accelerator depression amount and the initial predetermined values TMRRTD and TMRA.
It is a relation diagram with TV. This routine is for example 10ms
ec.

In step 36, the initial predetermined value TM of the correction counter CNTADV for the accelerator depression amount
When RADV is set from FIG. 6B, step 2 in FIG.
5, the initial predetermined value TMRADV is corrected by the correction counter CN.
Store in TADV. As shown in FIG. 6B, the initial predetermined value T
MRADV is smaller as the accelerator depression amount is larger.

In step 37, the initial predetermined value TMR of the control timer CNTRET for the accelerator depression amount
When the RTD is set from FIG. 6B, step 25 in FIG.
The initial predetermined value TMRRTD in the control timer CNTR
Store in ET. As shown in FIG. 6B, the initial predetermined value TMR
The RTD decreases as the engine speed increases.

By the control of FIG. 6A, the ignition timing control correction can be performed for a predetermined time and a predetermined number of times determined according to the accelerator depression amount, and therefore, the ignition timing control correction can be suitably performed.

FIG. 7A is a flowchart in the case where the vehicle speed is used as the initial predetermined values TMRRTD and TMRATV for performing the ignition timing correction. FIG. 7B is a diagram showing the relationship between the vehicle speed and the initial predetermined values TMRRTD and TMRATV. This routine is executed, for example, every 10 msec.

In step 38, when the initial predetermined value TMRADV of the correction counter CNTADV for the vehicle speed is set from FIG. 7B, the initial predetermined value TMRADV is stored in the correction counter CNTADV in step 25 of FIG. As shown in FIG. 7B, the initial predetermined value TMRADV
Is smaller as the vehicle speed is higher.

In step 39, when the initial predetermined value TMRRT of the control timer CNTRET for the vehicle speed is set from FIG. 7B, the initial predetermined value TMRRTD is stored in the control timer CNTRET in step 25 of FIG. As shown in FIG. 7B, the initial predetermined value TMRRTD decreases as the vehicle speed increases.

By the control of FIG. 7A, the ignition timing control correction can be performed for a predetermined time and a predetermined number of times determined according to the vehicle speed, and therefore, the ignition timing control correction can be suitably performed.

FIG. 8A is a flowchart in the case where the transmission gear ratio is used as the initial predetermined values TMRRTD and TMRATV for performing the ignition timing correction. FIG. 8B shows the relationship between the transmission gear ratio and the initial predetermined values TMRRTD and TMRATV. FIG. This routine is executed, for example, every 10 msec.

[0045]

As described above, according to the first engine control device for reducing acceleration vibration of the present invention, the engine speed is controlled in consideration of the variation of the vehicle vibration continuation time during acceleration due to the vehicle speed, the transmission gear ratio, and the like. Since the output torque can be temporarily and effectively reduced, the vehicle vibration can be effectively controlled even when conditions requiring control correction of the output torque are changed when accelerating during the coast. Vibration before and after can always be effectively controlled.

The output control of the engine can be suitably corrected by increasing or decreasing the predetermined time and the predetermined number of times according to the engine speed.

According to the second engine control device for accelerating vibration reduction of the present invention, the output control of the engine can be suitably corrected by increasing or decreasing the predetermined time and the predetermined number of times according to the accelerator pedal depression amount.

According to the third aspect of the present invention, the output control of the engine can be suitably corrected by increasing or decreasing the predetermined time and the predetermined number of times according to the vehicle speed.

According to the second engine control apparatus for reducing acceleration vibration of the present invention, real-time control becomes possible by performing ignition timing control by the engine output control means.
The output control of the engine can be accurately corrected.

[0050]

According to the third aspect of the present invention, the output control of the engine can be suitably corrected by increasing or decreasing the predetermined time and the predetermined number of times according to the engine speed.

According to the fourth aspect of the present invention, the output control of the engine can be suitably corrected by increasing or decreasing the predetermined time and the predetermined number of times in accordance with the accelerator depression amount.

According to the fifth aspect of the present invention, the output control of the engine can be suitably corrected by increasing or decreasing the predetermined time and the predetermined number of times according to the vehicle speed.

According to the sixth aspect of the present invention, the output control of the engine can be suitably performed by increasing or decreasing the predetermined time and the predetermined number of times according to the speed ratio of the transmission. .

[Brief description of the drawings]

FIG. 1 is a conceptual diagram of an engine control device for reducing acceleration vibration according to the present invention.

FIG. 2 is a schematic configuration diagram of an engine control device for reducing acceleration vibration according to the present invention.

FIG. 3 is a flowchart of an ignition timing correction program applied in the engine control device for reducing acceleration according to the present invention.

FIG. 4 is a flowchart of a control routine of the engine control device for reducing acceleration and vibration according to the present invention.

FIG. 5A shows an initial predetermined value TM for performing ignition timing correction.
It is a flowchart at the time of using an engine speed as RRTD and TMRATV, and B is a relationship diagram between an engine speed and initial predetermined values TMRRTD and TMRATV.

FIG. 6A shows an initial predetermined value TM for performing ignition timing correction.
It is a flowchart at the time of using the accelerator depression amount as RRTD and TMRATV, and B is a relationship diagram between the accelerator depression amount and the initial predetermined value TMRRTD and TMRATV.

FIG. 7A shows an initial predetermined value TM for performing ignition timing correction.
5 is a flowchart in the case where the vehicle speed is used as the RTRD and TMRATV, where B is the vehicle speed and the initial predetermined value T;
It is a relation diagram with MRRTD and TMRATV.

FIG. 8A shows an initial predetermined value TM for performing ignition timing correction.
FIG. 4 is a flowchart in a case where the transmission gear ratio is used as the RRTD and TMRATV, and FIG. 4B is a relationship diagram between the transmission gear ratio and the initial predetermined values TMRRTD and TMRATV.

FIG. 9 shows a drive shaft torque, an ignition timing, an engine rotation change rate, and an accelerator pedal depression amount with respect to a time change of the engine control device of the present invention and the conventional acceleration vibration reduction.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Sensor group 2 Microcomputer 3 Ignition device 4 Injector group 5 Vehicle speed sensor 6 Engine water temperature sensor 7 Angle sensor 8 Engine rotation sensor 9 Throttle opening sensor 10 Air flow meter 11 Input / output circuit 12 CPU 13 ROM 14 RAM 15 Clock oscillator 16 Transistor 17 Ignition coil 18 Distributor 19 Spark plug V Vehicle speed C Engine water temperature θ Angle signal Ne Engine speed TH Idle opening Q Intake air amount a Drive shaft torque by control of the present invention b Drive shaft torque by conventional control c Control of the present invention Ignition timing by conventional control d ignition timing by conventional control e engine rotation change rate f accelerator depression

Claims (4)

(57) [Claims] An engine output control means for performing a condition determination according to various operating states of an engine and controlling an engine output in accordance with the condition determination; an acceleration state detection means for detecting an acceleration state of the vehicle; An engine output control correcting means for correcting a control amount by the engine output control means under a predetermined condition after shifting to an acceleration state in response to a signal from the state detecting means; Control time measuring means for measuring an elapsed time after the start of the control correction by the output control correcting means; control number measuring means for measuring the number of controls after the start of the control correction by the engine output control correcting means; End of the control by the engine output control correction means when the control number of times elapses or the control number reaches a predetermined number. A stage provided, the predetermined time and a predetermined number of times, acceleration vibration reducing engine control apparatus characterized by increased or decreased according to the engine speed. 2. An engine output control means for performing a condition determination in accordance with various operating states of an engine and controlling an engine output in accordance with the condition determination; an acceleration state detection means for detecting an acceleration state of the vehicle; An engine output control correcting means for correcting a control amount by the engine output control means under a predetermined condition after shifting to an acceleration state in response to a signal from the state detecting means; Control time measuring means for measuring an elapsed time after the start of the control correction by the output control correcting means; control number measuring means for measuring the number of controls after the start of the control correction by the engine output control correcting means; End of the control by the engine output control correction means when the control number of times elapses or the control number reaches a predetermined number. A stage provided, the predetermined time and a predetermined number of times, acceleration vibration reducing engine control apparatus characterized by increased or decreased in accordance with the accelerator depression amount. 3. An engine output control means for performing a condition determination according to various operating states of the engine and controlling an engine output in accordance with the condition determination; an acceleration state detection means for detecting an acceleration state of the vehicle; An engine output control correcting means for correcting a control amount by the engine output control means under a predetermined condition after shifting to an acceleration state in response to a signal from the state detecting means; Control time measuring means for measuring an elapsed time after the start of the control correction by the output control correcting means; control number measuring means for measuring the number of controls after the start of the control correction by the engine output control correcting means; End of the control by the engine output control correction means when the control number of times elapses or the control number reaches a predetermined number. A stage provided, the predetermined time and a predetermined number of times, acceleration vibration reducing engine control apparatus characterized by increased or decreased in accordance with the vehicle speed. 4. The engine control device for reducing acceleration vibration according to claim 1, wherein ignition timing control is performed by said engine output control means.