JPH0238784B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for an internal combustion engine, and more particularly to a control device for controlling an internal combustion engine using digital arithmetic processing.

[Conventional technology]

Conventionally, as an electronic control device that executes digital calculation processing to control an internal combustion engine, Japanese Patent Application Laid-Open No. 53
This method has been proposed in Japanese Patent Application Laid-Open No. 128935, Japanese Patent Application Laid-Open No. 50-63345, and the like.

[Problem to be solved by the invention]

By the way, in the electronic control device as described above, a pulse output is sent to the actuator as soon as power is turned on to the electronic control device for controlling the internal combustion engine (hereinafter referred to as engine). When an engine is controlled by a control device that executes digital arithmetic processing, there are many processing programs, and it is difficult to set the arithmetic results immediately, so the arithmetic results must be set in a fixed order. For this reason, erroneous pulses were sent to the actuator, causing malfunction. As a result, various problems occur, such as incorrect fuel being supplied or overheating of the ignition device when starting the engine, making it impossible to start the engine normally.

An object of the present invention is to provide a control device for an internal combustion engine that can accurately operate an electrically controlled actuator that changes and controls the operating state of the engine.

[Means to solve the problem]

The features of the present invention are as follows: (a) Engine state detection means for detecting the operating state of the engine; (b) Actuator means for changing and controlling the operating state of the engine; (c) ROM in which programs and fixed data are stored.
and the intermediate data necessary for the calculation are stored.
(d) an operating amount to which the operating amount calculated by the operating means is set; RAM and a calculating section that calculates the operating amount of the actuator means based on the output signal of the engine condition detecting means according to the program; (e) control signal output means comprising a setting means and a control signal output section that outputs a pulse-like control signal corresponding to the actuation amount set in the actuation amount setting means to control the actuator means; (e) the actuator means; and a gate means disposed between a signal line connecting the control signal output means; (f) a gate opening/closing control signal for controlling the opening/closing operation of the gate means in accordance with a command generated according to the program of the calculation means; The present invention provides a control device for an internal combustion engine, comprising means for outputting a gate opening/closing control signal to the gate means.

[Effect]

According to the above configuration, the actuator means can be accurately controlled by controlling the gate means between the actuator means and the control signal output means using the calculation means.

〔Example〕

A specific example will be explained below.

FIG. 1 is a sectional view of the throttle chamber of the engine. First, the control of the amount of fuel and bypass air supplied to the throttle chamber by the operation of each solenoid provided around the throttle chamber will be explained.

An accelerator pedal (not shown) controls the opening of a low-speed throttle valve 12, thereby controlling the amount of air supplied from an air cleaner (not shown) to each cylinder of the engine. When the opening of this low-speed throttle valve 12 becomes larger and the amount of air passing through the low-speed side bench lily increases, the negative pressure of this low-speed side bench lily 34 causes a diaphragm (not shown) to close the high-speed side throttle valve 1.
Open 4. This reduces the increase in air resistance due to an increase in the amount of intake air.

The air flow rate controlled by the throttle valves 12 and 14 and supplied to the engine in this manner is captured as an analog quantity by a negative pressure sensor (not shown). Based on this analog quantity and other signals from sensors described later, each solenoid valve 16, which is the actuator means in FIG.
The opening degrees of 18, 20, and 22 are controlled.

Next, control of the fuel supply amount will be explained. Fuel led from the fuel tank is led from the float chamber 24 to the conduit 28 via the main jet 26. Additionally, fuel in float chamber 24 is also directed to conduit 28 via main solenoid valve 18 . Therefore, the larger the opening of the main solenoid valve 18, the more fuel is introduced into the conduit 28, and this fuel is further mixed with air in the main emulsion tube 30 and supplied to the bench lily 34 from the main nozzle 32. When the high-speed throttle valve 14 is open, fuel is further supplied to the bench lily 38 from the main nozzle 36. On the other hand, the slow solenoid valve 16 is also controlled at the same time as the main solenoid valve 18, and when the slow solenoid valve 16 opens, the air that has passed through the air cleaner is supplied to the conduit 42 through the opening 40. Meanwhile, fuel from conduit 28 is supplied to conduit 42 via slow emulsion tube 44 . Therefore, the amount of fuel in the conduit 42 decreases as the amount of air from the slow solenoid valve 16 increases. The mixture of fuel and air in this conduit 42 is supplied to the throttle chamber through a slow hole 46.

The fuel solenoid valve 20 is a valve for increasing the amount of fuel, and is used for increasing the starting amount, increasing the amount for warming up, etc. The fuel introduced through the hole 48 connected to the conduit 24 is transferred to the conduit 5 leading to the throttle chamber according to the opening amount of the fuel solenoid valve 20.
It leads to 0.

The air solenoid valve 22 is a valve that controls the amount of air supplied to the engine, and air from the air cleaner is supplied to the air solenoid valve 22 through an opening 52, and depending on the opening, goes to a conduit 54 leading to the throttle chamber. be guided.

The air-fuel ratio is controlled by the slow solenoid valve 16 and the main solenoid valve 18 shown in FIG.
The amount of fuel is increased using the fuel solenoid valve 20. Furthermore, slow solenoid valve 1
6, a main solenoid valve 18, and an air solenoid valve 22 to control the engine speed at idle.

FIG. 2 shows an ignition device, in which a pulse signal is supplied to a power transistor 64 via an amplifier 62, and the transistor 64 is turned on by this signal. As a result, the ignition coil 68 from the battery 66
Primary coil current flows to. At the fall of this pulse signal, the transistor 64 becomes cut off,
A high voltage is generated in the secondary coil of the ignition coil 68.

This high voltage is distributed to each spark plug 72 in each cylinder of the engine via the distribution pipe 40 in synchronization with the engine rotation.

FIG. 3 is for explaining an exhaust gas recirculation (hereinafter referred to as EGR) system, in which negative pressure from a negative pressure source 82 is applied to a control valve 86 via a pressure regulating valve 84. The pressure regulating valve 84 controls the ratio to atmospheric release according to the ON duty ratio of the repeated pulses applied to the transistor 90, and controls the state of application of negative pressure to the control valve 86. Therefore, the negative pressure applied to the control valve 86 is determined by the ON duty ratio of the transistor 90. The amount of EGR to the exhaust pipe 92 and the intake pipe 82 is controlled by the controlled negative pressure of the pressure regulating valve 84.

FIG. 4 is an overall configuration diagram of the control system. The control system consists of a calculation unit (hereinafter referred to as
It is written as CPU. ) 102 and a read-only memory 104 (hereinafter referred to as
It is written as ROM. ) and the random access memory 106 (hereinafter referred to as
It is written as RAM. ) and an input/output circuit 108. The above-mentioned CPU 102 calculates the amount of operation of the actuator means by calculating the input data from the input/output circuit 108 using various programs stored in the ROM 104, and executes the work of returning the calculation result to the input/output circuit 108 again. . and,
The intermediate data storage required for these operations is
Uses RAM106. And these CPU1
02, ROM 104, and RAM 106 constitute a calculation means. Here, CPU102, ROM104,
Various types of data are exchanged between the RAM 106 and the input/output circuit 108 via a bus line 110 consisting of a data bus, a control bus, and an address bus.

The input/output circuit 108 includes a first analog-digital converter 122 (hereinafter referred to as ADC1) and a second analog-to-digital converter 122 (hereinafter referred to as ADC1).
analog-to-digital converter 124 (hereinafter
ADC2), an angle signal processing circuit 126, and a discrete input/output circuit 128 (hereinafter referred to as DIO) for inputting and outputting 1-bit information.

ADC1 includes a battery voltage detection sensor 132 (hereinafter referred to as VBS) as an engine state detection means.
, a cooling water temperature sensor 134 (hereinafter referred to as TWS), an atmospheric temperature sensor 136 (hereinafter referred to as TAS), an adjustment voltage generator 138 (hereinafter referred to as VRS), a throttle angle sensor 140 (hereinafter referred to as θTHS), and a λ sensor 142 (hereinafter referred to as θTHS). The output of λS) is added to the multiplexer 161 (hereinafter referred to as MPX),
One of these is selected by the MPX 161 and inputted to an analog-to-digital conversion circuit 162 (hereinafter referred to as ADC). The digital value that is the output of ADC 162 is in register 163 (hereinafter referred to as REG).
is maintained.

In addition, a negative pressure sensor 144 (hereinafter referred to as VCS) as an engine state detection means is inputted to ADC2 124, converted to digital via an analog-to-digital conversion circuit 172 (hereinafter referred to as ADC), and sent to a register 174 (hereinafter referred to as REG). is set.

Angle sensor 14 as engine state detection means
6 (hereinafter referred to as ANGS) outputs a signal indicating a reference crank angle, for example, 180 degrees crank angle (hereinafter referred to as REF), and a signal indicating a minute angle, for example, 1 degree crank angle (hereinafter referred to as POS), and outputs an angle signal. The signal is applied to a processing circuit 126, where it is waveform-shaped.

The DIO 128 includes an idle switch 148 (hereinafter referred to as IDLE-SW) and a top gear switch 150 (hereinafter referred to as TOP-SW) as engine state detection means.
SW) and starter switch 152 (hereinafter referred to as SW) and starter switch 152 (hereinafter referred to as
START-SW) is input.

Next, a control signal output means for generating a pulse-like control signal based on the calculation result of the CPU 102 and a controlled object will be explained. Air-fuel ratio control device 160
(hereinafter referred to as CABC) controls the slow solenoid 16 and the main solenoid 18 by changing the pulse duty in this embodiment. CABC1
By increasing the on-duty of 60, the main solenoid 18 is in the direction of decreasing the fuel supply, so it is applied via the inverter 163. On the other hand, the amount of fuel supplied to the slow solenoid 16 decreases as the on-duty of CABC increases. The CABC 160 includes a register 165 (hereinafter referred to as CABP) as an operating amount setting means for setting the repetition pulse period and a register 164 (hereinafter referred to as an operating amount setting means) as an operating amount setting means for setting the on-duty.
CABD) is provided, and the CPU10
2, data representing the amount of operation of the actuator means is set.

The ignition pulse generation circuit 166 (hereinafter referred to as IGNC) has a register 167 (hereinafter referred to as ADV) as an operation amount setting means for setting ignition timing data.
and a register 168 (hereinafter referred to as DWL) as an actuation amount setting means for controlling the ignition coil primary current energization time, and the data representing these actuation amounts is
Set by CPU 102. This IGNC166
The output pulse of is applied to the ignition device 170. The details of the igniter 170 are shown in FIG. 2, and the output pulses are applied to the amplifier 62 of FIG.

The fuel increase pulse generation circuit 171 (hereinafter referred to as FSC) controls the on-duty of the pulse to control the fuel solenoid 20 in FIG. FSCD) and a register 173 (hereinafter referred to as FSCD) for setting the on time.

EGR amount control pulse generation circuit 178 (hereinafter
The register 182 (hereinafter referred to as EGRP) serves as an operating amount setting means for setting pulse repetition period data, and the register 180 (hereinafter referred to as EGRP) serves as an operating amount setting means for setting on-time data. EGRD) is provided, and repetitive pulses are applied to the air solenoid valve 22 via an AND gate 184. This AND gate 184 has an output of DIO128.
When the DIO1 signal is applied and the DIO1 signal is at L level, the AND gate 184 is closed and the air solenoid valve 22 is controlled.

On the other hand, when DIO1 is at H level, AND gate 1
86 and controls the EGR device 188. EGR
The basic configuration of device 188 is as shown in FIG.

As mentioned above, DIO 128 is a 1-bit signal input/output circuit, and is a register (hereinafter referred to as DDR) 1 that holds data for determining input or output.
92, a register 194 for holding output data (hereinafter referred to as DOUT), and a register 196 for holding input data (hereinafter referred to as DIN).
It has This DIO 128 outputs a signal DIO0 for controlling the fuel pump 190.

The mode (MODE) register 183 is actuator means and the above-mentioned CABC160, IGNC16
6. A register serving as a gate opening/closing control signal output means for opening/closing a gate means (described later) interposed between the FSC 171 and the EGRC 178 to instruct transmission and stop of each output pulse.

The present invention is characterized in that a gate means and a gate opening/closing control signal output means for controlling the opening and closing of the gate means are provided between the actuator means and the output means.

Next, this point will be explained in detail based on FIGS. 5 and 6.

FIG. 5 collectively explains the CABC 160, FSC 171, and EGRC 178 shown in FIG. 4.

This is because they set temporal control signals (pulse width and pulse period) in registers.

Then, CABD164 and FSCD1 shown in Figure 4
Since data representing the pulse width is set in each of the registers 73 and EGRD 180, a pulse width register 802 is representatively shown in FIG.

Further, each register of CABP 165, FSCP 176, and EGRP 182 in FIG. 4 is set with data representing the pulse period, so in FIG. 5, the register 806 for pulse period is representatively shown.

Now, for example, b0 of MODE register 183 (CABC
control transmission and stop of signals from 160)
It is assumed that "H" is set at "H". For this reason
AND gate 814 and AND gate 816 are both open. Here, an AND gate 814, which is a gate means, is connected to an actuator means. Furthermore, a timer 804 consisting of a counter circuit
counts the clocks from AND gate 816.
This count value B is stored in register 806 and comparator 8.
10, and the value of count value B is stored in register 806.
When the timer 804 becomes larger than the value C, the timer 804 is cleared. Therefore, the timer 804 repeats counting at a period determined by the value C of the register 806.

Also, the count value B of the timer 804 is stored in the register 802.
The comparator 808 compares the value with the value of . At this time, the flip-flop 812 is set under the condition that the value A of the register 802 is greater than the count value B of the timer 804, and is reset under the condition that the value A is less than or equal to the count value B. Therefore, the set time of flip-flop 812 is determined by the value A of register 802.
By increasing this value A, the setting time of flip-flop 812 becomes longer.

Further, as mentioned above, since the count of timer 804 is repeated at a frequency according to the set value of register 806, the set output of flip-flop 812 is repeatedly outputted according to the repetition period according to the set value of register 806. MODE register 1
Since the b0 bit of 83 is at the "H" level, it is output to the actuator means via the AND gate 814.

When b0 of MODE register 183 is set to “L”
AND gates 814 and 816 are closed, the output of flip-flop 812 is stopped, and at the same time timer 8
Input to 04 is also stopped. The AND gate 814 then stops outputting to the actuator means.

Therefore, to the MODE register 183 shown in FIG.
By setting command data from the CPU 102, transmission or stop of the control signal to the actuator means can be controlled.

Note that here, the timer 804 and the comparator 80
8. Comparator 810 and flip-flop 8
12 and the like constitute a control signal output section that outputs a pulse-like control signal.

In Figure 5, b0 of MODE register 183
In this example, AND gates 814 and 816 are controlled, b0 is the bit that controls CABC 160 in FIG. FSC172 and EGRC178 in Figure 4
has the same configuration as shown in FIG. 5, but transmission or stop of the control signal from the FSC 172 to the actuator means is controlled by the b2 bit of the MODE register.
EGRC178 is controlled by the b3 bit.

FIG. 6 is a detailed diagram of the IGNC 166 shown in FIG. 4. The data that controls the starting point of primary current to the ignition coil from the CPU 102 is stored in the DWL register 168.
The data representing the ignition timing is set to ADV.
Set in register 166. Now assume that the set value of the DWL register 168 is A, and the set value of the ADV register is C.

Now, the b1 bit of MODE register 183 is “H”
, AND gate 858 and AND gate 86
0 is in the state of transmitting a signal, and the POS pulse is passed through the AND gate 860 to the counter 850.
is input to. Here, AND gate 858 is connected to the actuator means. Then, the count value of the counter 850 increases according to the engine crank angle, and is cleared by the REF pulse indicating the reference angle. Let this count value be B. When the count value is small, the output of A>B of the comparator 852 is sent to the flip-flop 85 via the OR gate.
6 and flip-flop 856 goes into a reset state. Therefore, no pulse output is output from AND gate 858. When the count value of the counter 850 becomes larger, the count value of the counter 850 becomes larger than the value A of the DWL register 168.
Flip-flop 8 via AND gate 864
56 is set. This set output is applied to the ignition system via AND gate 858, causing primary coil current to flow through the ignition coil. When the count value becomes higher still, the flip-flop 856 is turned off again by the C≦B output of the comparator 854.
This stops the pulse output from AND gate 858 and generates a spark for ignition.

In the case of FIG. 6, a counter 850, a comparator 852, a comparator 854, a flip-flop 856, an AND gate 864, an OR gate 862, etc. constitute a control signal output section.

Next, an example of the bit set of MODE register 183 will be explained.

In Figure 7, the program steps
302, and in step 302, the DIO 128 determines whether the starter switch 152 in FIG. 4 is in the ON state.
This is done by monitoring the DIN register 196 of . If the starter switch 152 is in the ON state, the internal bit of the DIN register 196 is at "H". Conversely, when it is OFF, it is "L". Assuming that the engine has not yet started, the starter switch is OFF, and the process proceeds from step 302 to step 312, where it is determined whether or not the engine has started. This determination is made, for example, by determining whether a starter flag is set. This starter flag is set in step 308. Since the starter flag is not set before starting, the result in step 312 is NO, and the process returns to step 302.
Return to The route goes from NO in step 302 to NO in step 312 and back to step 302 until the starter switch 152 is turned on. While going around this route, monitor the starter switch.

When the starter switch is turned on, the determination in step 302 becomes YES, and the process proceeds to step 304. At this point, determine whether the starter switch was already turned on. When proceeding to step 304 for the first time, it is immediately after detecting that the starter switch is ON, and the determination at step 304 is NO. step
304 is also determined based on whether the starter flag is set. If the starter flag is not set, make a NO decision and proceed to step 306.
Preparations are made for startup. For example, in this example,
DIO12 for starting fuel pump 190
The zeroth bit of the DOUT register 194 of No. 8 is set to "H". This turns on the fuel pump. Next, in step 306, the first bit of the DOUT register 194 is set to "L". As a result, the air solenoid 22 is controlled by the output of the EGRC circuit 178. In reality, the zero and first bits of DOUT register 194 are set at the same time.

In step 308, prohibition of timer interrupts is canceled, and prohibition of ignition output is canceled. This prohibition is canceled, for example, by setting the fourth bit of the MASK register 200 in FIG. 4 to "H". Furthermore, in step 308, a starter flag is set. This starter flag already indicates that the starter switch is ON, and steps 304 and
312 uses this flag for judgment.

In step 310, the output system of the input/output circuit 108, CABC 160, IGNC 166, and FSC 172, is connected.
Set 183 "H" in the MODE register to connect the EGRC178 and each actuator.
This sends a pulse output to each control device.
Return from step 310 to step 302, and then
In step 302, it is determined whether the starter switch 152 is ON. During starting, the starter switch is ON, and the process advances to step 304 from YES. This step
At step 304, the starter flag is checked, and if the flag is set, it is assumed that the start is already in progress and the process returns to step 302. While the starter motor is being driven in this way, YES in step 302 and YES in step 304 are required.
It goes through a loop that says YES.

When the engine is started, the starter switch 15
2 is OFF, so the judgment in step 302 is NO.
Then, proceed to step 312. The starter flag is checked in step 312, and since the starter flag is set, the process advances to step 314. This step
In step 314, the engine stall interrupt is disabled, and from step 316 onward, engine stall can be detected using the engine stall interrupt.

〔Effect of the invention〕

As described above, according to the present invention, the gate means is disposed between the actuator means and the control signal output signal that controls the actuator means, and the gate opening/closing control is operated by the command of the calculation means. Since this is done by the signal output means, the actuator means can be operated accurately.

[Brief explanation of drawings]

Figure 1 is a sectional view of the engine throttle chamber, Figure 2 is a schematic diagram of the ignition system, Figure 3 is a schematic diagram of the exhaust gas recirculation system, Figure 4 is an overall configuration diagram of the control system, and Figure 5. are CABC, FSC in Figure 4,
FIG. 6 is a detailed circuit diagram of EGRC, FIG. 6 is a detailed circuit diagram of IGNC shown in FIG. 4, and FIG. 7 is a flowchart of mode register bit setting. 12... Throttle valve, 14... Throttle, 16, 18, 20, 22... Solenoid valve, 26... Main jet, 30... Main emulsion tube, 32... Main nozzle, 3
4... Bench lily, 62... Amplifier, 64... Power transistor, 70... Power distributor, 102...
CPU, 104...ROM, 106...RAM, 1
08...Input/output circuit, 132, 134, 136,
138, 140, 142, 144...Sensor, 1
48,150,152...Switch, 164,1
65, 167, 168, 173, 176, 18
0,182...Register, 183...Mode register, 804,850...Counter, 808,8
10,852,854...Comparator, 81
4,858...Gate.

Claims (1)

[Claims] 1 (a) Engine state detection means 132, 134, 136, 13 for detecting the operating state of the engine
8,140,144,146,148,15
0,152; (b) actuator means 16, 18, 20, 22, 17 for changing and controlling the operating state of the engine;
0,188,190; (c) ROM where programs and fixed data are stored
and the intermediate data necessary for the calculation are stored.
Calculation means 102, 104, 106 comprising a RAM and a calculation section that calculates the actuation amount of the actuator means based on the output signal of the engine state detection means according to the program; (d) the actuation amount calculated by the calculation means is control signal output means 160, which includes an actuation amount setting means to be set; and a control signal output section that outputs a pulse-like control signal corresponding to the actuation amount set in the actuation amount setting means to control the actuator means; 164,166,167,168,1
71, 173, 176, 178, 180, 18
2,802,804,806,808,81
0,850,854; (e) gate means 814,858 disposed between a signal line connecting the actuator means and the control signal output means; (f) a command generated according to the program of the calculation means; A control device for an internal combustion engine, comprising: gate opening/closing control signal output means 183 for sending a gate opening/closing control signal to the gate means to control the opening/closing operation of the gate means.