JPH03160129A - Control device of engine - Google Patents

Abstract

PURPOSE:To prevent a transient output decrease or the like with an engine output made high accurately controllable even during selecting a speed change shift by applying correction to an estimated degree, estimated by an engine speed estimating means, during selection of the speed change shift of an automatic transmission. CONSTITUTION:In a controller unit 25 in which signals of a throttle opening sensor 16, crank angle sensor 22, reference crank angle sensor 23, etc., are input with a control signal output to an ignition unit 25 or the like, a pulse output period in the next time is estimated being based on a change of the output period of an output pulse of the crank angle sensor 22. By using this estimated pulse output period, an engine speed in the next time is estimated, and being based on the estimated engine speed, the control signal is generated. Now when a speed change condition of an automatic transmission 13 is detected, correction is applied to an estimated degree at the time of estimating the engine speed. For instance, the correction is applied in a direction of decreasing the engine speed, at the time of a shift up, and in a direction of increasing the engine speed at the time of a shift down.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an engine control device, and particularly to an automatic transmission in which the engine speed is predicted from changes in the rotation angle of a crankshaft and engine output is controlled. The present invention relates to a system in which the prediction degree is corrected during the gear change.

[Prior art]

Conventionally, for example, in an ignition timing control device for a multi-cylinder engine, a crank angle sensor outputs, for example, four pulse signals every two revolutions of the crankshaft, and a specific reference cylinder becomes, for example, compression TDC every two revolutions of the crankshaft. A reference crank angle sensor that sometimes outputs a pulse signal for identifying one cylinder is provided, and the engine speed is calculated based on the pulse signal from the crank angle sensor, and the engine speed is calculated based on the pulse signal for cylinder identification and the engine speed. The ignition timing of each cylinder is controlled based on the

By the way, during acceleration or deceleration, the engine speed changes from moment to moment, so recently, the engine rotation speed in the near future is calculated by predicting the next pulse output period based on changes in the pulse output period of the crank angle signal. Ignition timing control devices that predict the number of engine revolutions and control the ignition timing based on this predicted engine revolution number have been widely put into practical use (see, for example, Japanese Patent Publication No. 37456/1983).

[Problems to be Solved by the Invention] In the case of an engine with an automatic transmission, when the gear position of the automatic transmission is shifted amplified, the engine speed temporarily and rapidly decreases, and the gear position is downshifted. When this occurs, the engine speed temporarily increases rapidly.

However, conventional ignition timing control devices do not control the ignition timing by taking into account sudden changes in engine speed when changing gears in an automatic transmission.
There is a problem in that a large error occurs in predicting the engine speed when changing gears, and as a result, the ignition timing shifts greatly toward the advance side when the gear is shifted, and the ignition timing shifts greatly toward the retard side when shifting down.

SUMMARY OF THE INVENTION An object of the present invention is to provide an engine control device that corrects the degree of prediction of engine rotational speed during gear shift of an automatic transmission.

[Means to solve the problem]

An engine control device according to the present invention includes a crank angle sensor that outputs a plurality of pulses for each rotation of a rotating body that rotates in synchronization with the crankshaft, and an output from the crank angle sensor that receives an output from the crank angle sensor. a rotation speed prediction means for predicting the next pulse output period based on a change in the pulse output period of the pulse output, and predicting the next engine rotation speed using the predicted pulse output period; and a control means for controlling the engine based on the next engine rotational speed, the engine control device comprising: a shift detecting means for detecting a shift state of an automatic transmission; and an automatic shift detecting means in response to an output of the shift detecting means. A correction means is provided for correcting the degree of prediction predicted by the rotation speed prediction means during gear shift of the machine.

[Effect]

In the engine control device according to the present invention, when the rotating body rotates in synchronization with the crankshaft, a plurality of pulses are output from the crank angle sensor for each rotation of the rotating body, and the rotation speed predicting means outputs a plurality of pulses from the crank angle sensor. The next pulse output cycle is predicted based on the change in the pulse output cycle of the pulses being processed, and the next engine rotational speed is further predicted using the predicted pulse output cycle.

The control means controls the engine output based on the predicted next engine rotation speed.

By the way, the shift detection means detects the shift state of the automatic transmission, and the correction means receives the output of the shift detection means and corrects the degree of prediction predicted by the rotation speed prediction means during the gear change of the automatic transmission. .

For example, the correction means applies correction in the direction of decreasing the engine rotational speed during upshifting of the automatic transmission, and performs correction in the direction of increasing the engine rotational speed during downshifting.

〔Effect of the invention〕

According to the engine control device according to the present invention, the above-mentioned shift detection means and correction means are provided, and the correction means corrects the degree of prediction predicted by the rotation speed prediction means during gear shift of the automatic transmission. Therefore, the engine speed can be predicted by taking into account the change in engine speed caused by gear change. Therefore, it is possible to accurately control the engine output even during gear change, and to prevent a transient decrease in output, deterioration of emission, deterioration of torque shock, etc.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings.

This embodiment is a case where the present invention is applied to a vertical four-cylinder engine for an automobile, which is equipped with an automatic transmission.

In FIG. 1, an engine E includes a cylinder block 1, a cylinder head 2, a crankshaft 3, a connecting rod 4, a piston 5, an intake boat 6, an intake valve 7, an intake passage 8, an exhaust boat 9, an exhaust valve 10, an exhaust passage 11, Valve engine barrel 12 and [
Since the single dynamic transmission 13 and the like are similar to existing and well-known ones, a detailed explanation of their structure will be omitted.

The intake passage 8 is provided with an air cleaner 14, an air flow meter 15, a throttle valve 16, an injector 17, etc. in order C' from the upstream side, and an automatic transmission 1.
The input shaft 13a of the automatic transmission 13 is connected to the crankshaft 3, and the output shaft 13b of the automatic transmission 13 is connected to the drive shaft.
This output shaft 13b! A disk 18 having a large number of slits is fixed thereto, and a speed sensor 4+19 is provided for detecting the rotational speed of the output shaft 13b by optically detecting the slits of this disk 18 using a light emitting element and a light receiving element. There is.

Distrivi j each 20 is the ignition switch, 2,? 1・
The rotating shaft 20a of the distributor 20 is interlocked with the crankshaft 3 via a mechanism not shown, and the rotating shaft 20a shifts by one rotation every two rotations of the crankshaft 3. A crank angle sensor 22 is installed to detect the rotational speed of the rotating shaft 20a through a disk fixed to the rotation axis 20a. 20 is connected to the !S semi-cylinder (for example, the first cylinder) via a disk fixed to the rotating shaft 20a.
A reference crank angle sensor 23 is provided to detect the timing of the compression TDC.

The disk for the crank angle sensor 22 is provided with 7 slots (total 4 slots) for each of the four equal quartiles 1a of the circumference, and the crank angle sensor 22 has a light emitting element and a light receiving element.
1- is optically detected, and four pulse signals (crank angle signals) are output for each rotation of the disk (that is, every two rotations of the crankshaft 3).

The disk for the reference crank angle sensor 23 (common with or separate from the disk for the crank angle sensor described above) is provided with one slit, and the reference crank angle sensor 23 is provided with one slit.
3 optically detects the slit using a light emitting element and a light receiving element, and calculates the compression TDC of the standard cylinder every rotation of the disk.
A pulse signal (reference crank angle Iha number for cylinder identification) is output at the timing of .

The automatic transmission 130 and the valve unit 24 are provided with a plurality of electromagnetic directional control valves for changing gears.

A control unit 25 for controlling the engine E and the automatic transmission 13 is provided, including a throttle angle sensor 16, a crank angle sensor 22, and a
-P Signals from the crank angle sensor 23 and various other sensors not shown and switches are manually inputted to the control unit 25, and from the control unit 25, the signals are sent to the ignition unit 21 and the control valve units of the automatic transmissions 1 to 3. A control signal is output to the engine 24, injector 17, etc.

As shown in FIG. 2, the control unit 25 has an input/output interface 26, a CPU 28 (central processing unit) and a ROM 29 (read-on memory) connected to this via a bus 27 such as a data bus. RAM30
(Random access memory), an A/D converter 16a that converts the throttle opening signal from the throttle opening sensor 16 into an AD converter,
Ig. ': It is equipped with a drive circuit 21a for the system unit 21 and an NU a time fl24a for the control valve unit 24.

7. The ROM 29 contains a control program for automatic shift control that changes the gear stage of the automatic transmission 13 using the vehicle speed and throttle angle as parameters, an accompanying manobu, a control program for ignition timing control, and an accompanying control program described below. A control program for engine rotational speed prediction calculation control and various other control programs for engine control are input and stored in advance.

However, since the automatic transmission control and ignition timing control described above are the same as those already known, detailed explanation will be omitted.

To briefly explain the above ignition timing control, the target ignition timing corresponding to the operating state of the engine E is determined based on the basic ignition advance angle stored in the manobu, and the reference crank angle from the reference crank angle sensor 23 is determined. Based on the signal, the timing of the compression TDC of the reference cylinder (this is referred to as reference timing) is detected, and the engine rotation speed N8 is calculated based on the crank angle signal from the crank angle sensor 22.
Based on the reference timing ξ and the engine speed N, the ignition timing of each cylinder is controlled to match the target ignition timing. These points are basically the same as existing well-known ignition timing control.

The present application uses a crank angle signal in the ignition timing control to determine the engine speed N. This method is characterized by engine speed prediction calculation control when calculating , and first, the basic idea of this engine rotation speed prediction calculation control will be explained.

As shown in Figure 3, the previous cycle T of crank angle A3
The prediction calculation formula for predicting the next period T (i +1) using (i 1) and the current period T (i) is as shown in Table 1 below.

(Margin below this page) Table 1 However, the above C is a predetermined constant, and the acceleration prediction coefficient K1, steady prediction coefficient K2, and deceleration prediction coefficient K3 are respectively predetermined constants.

By the way, when the gear stage of the automatic transmission 13 is shifted amplified or downshifted, the engine speed N. As shown in FIGS. 4 and 5, the above prediction coefficients Kl-K2 and K3 are divided into the normal state without gear change, the shift annope time, and the downshift time. It is set up as shown in the table. (Margin below this page) In addition, the above KIN, Klu, Kla and κ2N,
K2u, K2. and K3N, K3u, X3D
are predetermined constants that are set so that the error between the target ignition timing and the actual ignition timing is as small as possible, and the values in brackets indicate an example.

By calculating the next cycle T (i + 1) using the prediction formula for T (i + 1) in Table 1 above and the prediction coefficients (Kl, K2, K3) in Table 2, normal state, shift Next cycle T(i+1) during upshift and downshift
In other words, the next engine speed N. can be predicted with high accuracy.

In Fig. 4 and Fig. 5, the time (tl + t2) is a minute time of about 0.3 seconds, and the period during gear change is defined as the period from shift amplifier operation to completion, or from shift down operation to completion. This is a period during which each of the four cylinders is ignited approximately once during this gear change.

Next, the engine rotation speed prediction calculation control will be explained based on the flowcharts shown in FIGS.
(i=1, 2, 3, . . . ) indicates each step.

FIG. 8 includes a schematic routine for controlling the automatic transmission 13. When the control is started with the start of the engine E, necessary initial settings are made (S20), and then the throttle opening sensor 16 detects the The opening signal TVO and the vehicle speed signal V from the vehicle speed sensor l9 are read (321),
Next, based on these signals TVO-V and a predetermined map, it is determined whether or not it is necessary to change the gear position (S22).
When NO, the control ffIl is used to maintain the current gear position.
The signal is output to the control valve unit 24 (S
23), On the other hand, when it is necessary to change the gear stage, the process moves to 324, and when the shift amplifier is used, the flag SFG is set to 0, and when it is a downshift, the flag SFG is set to 1, and then the timer TM is set as shown in Figs. 4 and 5. The time tl shown in the figure is set (S
25) Next, a control signal for changing the gear stage is output to the control unit 24 (S26),
From there, the process returns to S21, and S21 to S26 are repeated every minute time.

When the timer TM is clocked in S25 above, the eighth
The routine shown in the figure starts with an interrupt process, and repeatedly determines whether or not the time TM measured by the timer TM is O (S3
0), when TM=O, that is, when the timing of the upshift operation in FIG. 4 or the timing of the downshift operation in FIG. 5 comes, the flag TFG becomes TFG=
1 (S31), and then returns to the routine of FIG.

Figure 6 shows a routine that works together with the routines in Figures 7 and 8 to predict and calculate the next Shuho T (i + 1) and the next engine speed N0. When the control starts with the movement, necessary initial settings are executed (St), then the crank angle signal is read (S2),
Next, the current time is read from the software counter that counts the clock pulses to count the time, and is updated and stored in the RAM memory (S3), and then a crank angle signal is generated from the previous time stored in the memory and the current time. This week i
tJ]T(i) is calculated (S4) and stored in the memory, and then it is determined whether the flag TFG=0 or not (S5), and if the gear is not changed and TFG=O, it is stored in the memory in S6. The previous period T(i 1)
and the current cycle T(i), a calculation is made to determine whether acceleration, steady state, or deceleration is occurring based on the determination conditional expression in Table I that is incorporated into the program, and then whether acceleration, steady state, or deceleration is The normal prediction coefficients corresponding to the values are read from the second table stored in the program (S7).

On the other hand, when TFG=1, the gear is being changed, so
The process goes from S5 to 38, and it is determined whether the flag SFG=0. At the time of shift 1/up, SFG=O, so it moves to 39, and the same judgment calculation as 86 is performed in S9,
Next, prediction coefficients at the time of shift amplifier corresponding to acceleration, steady state, and deceleration are successively output in the same manner as in 37 (SIO). Also, when downshifting, SFG=1, so it shifts to Sll, and
In l, the same judgment calculation as in S6 is performed, and then acceleration,
Prediction coefficient at steady state and downshift according to deceleration is 3
7 is read out (S12). Then, the process moves from SIO or S12 to S13, and the flag TFG is reset.

When the prediction coefficient is read out in S7, S10 or S12, the process moves from S7 or 313 to 514, and the prediction coefficient (Kl, K2, K3) read out as described above is used to store it in the program. T in Table 1
Next lap 3tlI based on the prediction calculation formula of (i + 1)
T(i+1) is calculated and the next round 31 JIT (
i+1) is used to calculate the next engine rotation speed Ne. Here, if T (i + 1) seconds, then Ne = 3
0/T(i+1)rIlp. Next, the next engine speed Ne is output to the ignition timing control (however, this ignition timing control is executed by the control unit 25 in parallel with the routine shown in FIG. 8) (Sl5), and the ignition timing control is controlled using the next engine speed Ne.

Next, in 816, the previous cycle QT(+-1) is updated with the current cycle T(i), and the process moves from S16 to 82.
S16 is executed every time the crank angle signal is input. Note that the routine shown in FIG. 8 only has to be executed every time a crank angle signal is input, so it is actually executed as an interrupt process every time a crank angle signal is input.

As described above, the prediction coefficients K1, K2, and K3 at the time of shift amplifier of the automatic transmission 13 and the prediction coefficient Kl at the time of downshifting are explained.
− The values of K2 and K3 are used as prediction coefficients K1, K2, and
Set to a value different from K3 to reduce engine speed Ne during upshifts and engine speed N during downshifts.
Since the increase in e is taken into consideration, the next period T(i+1) and the next engine speed N are also calculated when changing gears.
e can be predicted with high accuracy and the ignition timing can be controlled with high accuracy. As a result, it is possible to prevent a decrease in engine output, deterioration of torque shock, and deterioration of emissions during transitions when changing gears.

In the above embodiment, when upshifting, the speed is not affected by the upshifting stage, such as from 1st to 2nd speed, or from 2nd to 3rd speed, and when downshifting, the speed is changed from 3rd to 2nd speed, or from 2nd to 1st speed, etc. Independent prediction coefficient Kl − K2・K3
is set uniformly, but it is also possible to use different prediction coefficients for each stage of shift amplifier and downshift.

The above-mentioned crank angle sensor 22 has been described using an example that outputs four crank angle signals every two revolutions of the crankshaft 3, but it outputs four or more crank angle signals every two revolutions of the crankshaft 3. It is sufficient as long as it outputs . Further, the crank angle sensor 22 is not limited to an optical type, but may be a proximity sensor or an electromagnetic sensor. Further, the crank angle sensor 22 may be provided on the crankshaft 3 in addition to the distributor 20 to directly detect the rotation speed thereof.

Note that the present invention is not limited to the ignition timing control described above, but also applies to a fuel injection amount control device that controls the fuel injection amount based on the engine rotation speed and engine load (throttle sottor opening, intake air amount, Poust negative pressure, etc.). Of course, the present invention can also be applied to control devices that control various control objects related to engine output using the engine speed as one parameter.

[Brief explanation of the drawing]

The drawings relate to an embodiment of the present invention, and FIG. 1 is an overall diagram of the engine and control system, FIG. 2 is a block diagram of the control unit, FIG. 3 is a time chart of the crank angle signal, and FIG. 5 and 5 are time charts of the engine speed during shift amplifier and downshift, respectively, and FIGS. 6 to 8 are flowcharts of the engine speed prediction calculation control routine. 3...Crankshaft, 22...Crank angle sensor, 21
...Ignition UniSoto, 25...Control UniSoto.

Claims (1)

[Claims] (1) A crank angle sensor that outputs multiple pulses for each rotation of a rotating body that rotates in synchronization with the crankshaft, and a pulse output cycle of the pulses that are output from this crank angle sensor in response to the output of this crank angle sensor. a rotation speed prediction means for predicting the next pulse output period based on a change in the pulse output period and predicting the next engine rotation speed using the predicted pulse output period; A control device for an engine, comprising: a control means for controlling engine output based on the speed change detection means for detecting a shift state of an automatic transmission; and a correction means for correcting the degree of prediction predicted by the rotation speed prediction means.