JPH05321802A - Torque controller for internal combustion engine - Google Patents

Abstract

PURPOSE:To adjust large increase/decrease of a rotational speed and small increase/decrease of the rotational speed effectively that are required to control the rotation, and also to secure control precision by uniformalizing the load occupied by a computer as even as possible. CONSTITUTION:A control circuit 30 sets the execution priority for an ignition timing control computing process for generating ignition timing control data so as to control a rotational speed of an engine 1 by controlling an ignition means 50 to be higher than that of the air control computing process for generating air control data for the purpose of controlling the rotational speed of the engine by controlling an air control means 14, when the engine 1 is found to be in the idling condition. In this way, large increase/decrease of a rotational speed is adjusted by controlling an air volume, and also in preference to this adjustment, ignition timing is controlled to adjust small increase/decrease of a rotational speed so that a precise control of a rotational speed is performed effectively.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a torque control device for controlling a rotation speed when an engine is in an idle state.

[0002]

2. Description of the Related Art Conventionally, an engine speed control method during idling has been such that an air control valve is provided in a bypass passage bypassing a throttle valve to adjust the engine intake air amount (including air-fuel mixture) There have been proposed various methods such as a method of controlling the number or a method of controlling the idling speed by operating the ratio (air-fuel ratio) of the mixture concentration supplied to the engine.

[0003]

In such a conventional method, since the response delays of the intake system and the fuel system are dominant, and the amount of revolutions reflected by the increase and decrease of intake air and fuel is large, Although it is possible to raise or lower the number of revolutions, a sufficient effect could not be obtained for small fluctuations of the revolution speed.

Further, although it is effective to use a microcomputer in this type of apparatus, it was necessary to solve the problem of the occupation rate of the microcomputer as well.

An object of the present invention is to effectively adjust a large rotation speed and a small rotation speed required for execution of rotation control and a small rotation speed so that the load occupied by the computer can be made as uniform as possible to ensure control accuracy. A torque control device for an internal combustion engine is provided.

[0006]

The features of the present invention include (a). Rotation speed detection means (80) for detecting the actual idle speed of the engine; (b). Idle state detection means (76, 410, 710) for detecting the idle state of the engine; (c). Air control arithmetic processing for generating air control data for controlling the air control means (14) to control the engine speed when the idle state detection means determines that the engine is in the idle state. (41
4), the execution priority is set higher than that of the air calculation process, and the ignition timing control calculation process for generating the ignition timing control data for controlling the engine speed by controlling the ignition means (162) ( 712 to 716), a processing unit (309) including a central processing unit (102), a read only memory (104) and a random access memory (106); (d). Data conversion means (156, 164) for converting the control data from the calculation means into control signals for the air control means and ignition means; (e). The torque control device comprises an output means for controlling the air control means and the ignition means based on the output of the data conversion means.

[0007]

According to the present invention, the amount of air that bypasses the throttle valve is controlled to adjust the raising and lowering of the rotation speed, and the execution ignition timing is prioritized to control the raising and lowering of the rotation speed. Accurate control of the number of revolutions can be executed effectively, and the arithmetic processing for controlling the ignition timing is prioritized over the arithmetic processing for controlling the air amount to make the occupation load of the computer as uniform as possible. Control accuracy can be ensured.

[0008]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. In this embodiment, the pressure sensor is used as the sensor for detecting the control state of the intake air amount of the engine, but as described above, the air flow rate sensor or the sensor for detecting the opening state of the throttle valve can be used.

FIG. 1 is a system diagram of the entire engine system.

First, the flow of intake air guided to the cylinder of the engine 1 will be described.

The air introduced from the air cleaner 2 is supplied to the engine 1 through an air passage shown as an intake means and an intake manifold 3, and a compressor which is rotated at a high speed by a turbine 6 of a turbocharger 4 in the middle thereof. Compressed by 8. The compressed air is a throttle valve 10 or an air bypass valve 14 that controls the amount of air provided in the throttle chamber.
Is introduced into each cylinder of the engine via. In FIG. 1, only one cylinder is shown as a representative.

An intake valve 16 is provided in this cylinder, and when the intake valve 16 is opened, a mixture of air and fuel described later is introduced. The throttle valve 10 is an access pedal 1 controlled by the driver.
Mechanically interlocking with 2, the opening degree of the throttle valve 10 is determined according to the depression amount of the accelerator pedal 12. as a result,
The air resistance is controlled and the amount of air introduced into the cylinder is controlled.

Next, the fuel supply system will be described. Fuel is guided from the fuel tank 20 to the fuel pump 24 through the filter 22, and the fuel pressurized by the fuel pump 24 is controlled by the fuel pressure control valve 26 so as to be maintained at a constant pressure with respect to the intake manifold pressure. ..

Fuel having a pressure controlled by the fuel pressure control valve 26 is introduced into the injection valve 28, which is a fuel supply means, and the injection valve 28 is opened by an output pulse generated by the control unit 30, so that the fuel is introduced into the intake manifold 3. Is supplied to. The fuel supplied into the intake manifold 3 is
A mixture is formed with the intake air and is introduced into the cylinder via the intake valve 16.

Next, the ignition system will be described. Battery 40
The other end of the ignition coil 44, which constitutes the ignition means and is connected to the control unit 30 via the key switch 42, is connected to the control unit 30. A power transistor provided in the control unit 30 supplies a charging current for energy charging to the ignition coil 44. Then, by interrupting the charging current, a high voltage is generated in the secondary coil of the ignition coil 44,
The high voltage is also supplied to the spark plug 50 provided in each cylinder via the distributor 46.
The distributor 46 is the piston 4 in the cylinder.
8 mechanically interlocks with the output shaft to which the rotational force is applied by 8. The power transistor, the ignition coil 44, the distributor 46, and the ignition plug 50 in the control unit constitute an ignition device 162 described later (FIG. 2).

The air-fuel mixture introduced into the above-mentioned cylinder is compressed by the piston 48, and combustion is started by the spark energy from the spark plug 50. It is converted into heat energy generated by combustion of the air-fuel mixture, and mechanical energy is output via the output shaft of the engine.

Next, the exhaust system will be described. The combustion gas in the cylinder is exhausted through an exhaust valve (not shown) to an exhaust pipe 52.
The turbine 6 is rotated. After that, it is released to the atmosphere via the catalyst unit 54 and the muffler 56. A bypass passage 60 is provided in the turbine 6, and the rotational speed of the turbine 6 is adjusted by controlling the opening of the bypass passage 60 with the diaphragm 58. In addition, an EG is provided between the exhaust pipe 52 and the intake manifold 3.
An R valve 62 is provided and exhaust gas is guided to the intake system. The starter system will be explained. A starter motor 64 is connected to the output shaft of the engine 1 as needed. When the starter switch 66 is turned on, the starter motor 64 is excited, and the pinion provided on the starter shaft is coupled to the flywheel provided on the output shaft of the engine 1 to drive the piston of the engine 1. By this operation, thermal energy is converted into mechanical energy in the cylinder of the engine 1,
Moves the output shaft with this newly generated energy. As a result, the engine 1 is in the self-propelled state, and the start operation is completed.

Next, a sensor for controlling the engine will be described. The control unit 30 receives a knock sensor 72, a water temperature sensor 74, a throttle switch (throttle SW) 7 as an input signal representing the state of each system of the engine 1.
6, outputs of the pressure sensor 78, the crank angle sensor 80, the exhaust gas sensor 82, and the starter switch 66 are input. Knock sensor 82 generates a pulse in accordance with a knocking state by a method already known. Water temperature sensor 74
Transmits an analog voltage based on the engine cooling water temperature to the unit 60. The throttle switch 46 outputs an "H" level output when the throttle valve 10 is fully closed, and outputs an "L" level output in other states. Pressure sensor 7
8 is a throttle valve 1 in the intake manifold 3
0 Outputs a voltage according to the downstream pressure.

As already known, the crank angle sensor 80 has a disc in which a binary slit is cut and is fixed to the shaft of the distributor 46 which rotates in synchronization with the output shaft of the engine 1, and the rotation of the disc is a photocoupler. Detected by. As a result, according to the rotation of the output shaft of the engine 1,
A reference angle pulse (hereinafter referred to as a REF pulse) and a unit rotation angle pulse (hereinafter referred to as a POS pulse) are generated.
In a four-cylinder engine, a reference angle (REF) pulse is generated every 90 degrees and a unit (POS) pulse is generated every 2 degrees, for example.

Next, the control unit 30 will be described.
FIG. 2 is a detailed circuit configuration diagram of the control unit 30 shown in FIG. 1, which includes a CPU 102, a ROM 104, a RAM 106, and an input / output circuit 108. The CPU 102 calculates the input data from the input / output circuit 108 according to various programs stored in the ROM 104, and returns the calculation result to the input / output circuit 108 again. The RAM 106 is used as an intermediate storage required for these calculations. Various types of data are exchanged among the CPU 102, ROM 104, RAM 106, and input / output circuit 108 by a bus line 110 including a data bus, a control bus, and an address bus. The input / output circuit 108 includes a first analog-digital converter (hereinafter referred to as ADC1), a second analog-digital converter (hereinafter referred to as ADC2), and an angle signal processing circuit 1 for detecting an engine rotation speed.
40 and an input means of a destreet input / output circuit (hereinafter referred to as DIO) for inputting / outputting 1-bit information is waited.

The ADC 1 has a battery voltage detection sensor 12
2 (hereinafter referred to as VBS) and a cooling water temperature sensor 74 (hereinafter referred to as TBS)
WS), an ambient temperature sensor 124 (hereinafter referred to as TAS), an adjustment voltage generator 126 (hereinafter referred to as VRS), a throttle angle sensor 128 (hereinafter referred to as θTHS), and an exhaust gas sensor 82 (hereinafter referred to as λS). Multi-output
MPX1 added to Plexer 130 (hereinafter referred to as MPX)
One of these is selected by 30 and input to the analog / digital conversion circuit 132 (hereinafter referred to as ADC). AD
The digital value output from C132 is held in the register 134 (hereinafter referred to as REG).

A pressure sensor 78 (hereinafter referred to as VCS)
Is input to the ADC 2, digitally converted via an analog / digital conversion circuit 136 (hereinafter referred to as ADC), and set in a register 138 (hereinafter referred to as REG).

An angle sensor 80 (hereinafter referred to as ANGS) outputs REF (a signal indicating a reference crank angle, eg, 180 ° crank angle) and POS (a unit angle, eg, a signal indicating 2 ° crank angle), and the angle Signal processing circuit 140
The engine speed is measured here.
Throttle for DIO (Distro I / O circuit)
A switch 76 (hereinafter referred to as TH-SW), a top gear switch 142 (hereinafter referred to as TOP-SW), and a starter switch 66 (hereinafter referred to as START-SW) are input. Details of this DIO will be described later with reference to FIG.

Next, the pulse output circuit and the controlled object based on the calculation result of the CPU will be described. A control circuit 152 (denoted as INJC) as an output means for generating a control signal for controlling the injection valve 28 which is a fuel supply means is a circuit for converting the digital value of the calculation result into a pulse output. Therefore, a pulse having a pulse width corresponding to the fuel injection amount is generated by the INJC 152 and applied to the injector 28 via the AND gate 154. The details of INJC152 are shown in Fig. 2.
It will be described later with reference to FIGS.

An ignition pulse generation circuit 156 (hereinafter referred to as IGNC) as an output means for generating a control signal for controlling the ignition means is a register (A) for setting the ignition timing.
CP) and a register (denoted as DWL) for setting the primary current energization start time of the ignition coil 44.
These data are set by U. AND gate 158 to an ignition device 162 (consisting of a power transistor and its drive circuit in control unit 30) for generating a pulse based on the sensed data and controlling the primary current of ignition coil 44 of FIG. , 160 to apply this pulse. This IGNC 156 will be described later with reference to FIG.

The opening rate of the air bypass valve 14 is controlled by a pulse applied from a control circuit (hereinafter referred to as ISCC) 164 through an AND gate 166. ISCC164 is a register ISCD that sets the pulse width
And a register ISCP for setting the repetition pulse period. The detailed circuit of this ISCC will be described with reference to FIG.

In the EGR amount control pulse generation circuit 168 (hereinafter referred to as EGRC) for controlling the EGR control valve 62 shown in FIG. 1, a register EGRD for setting a value representing the duty of the pulse and a value representing the repetition period of the pulse are provided. It has a register EGRP for setting. This EGRC
Output pulse is applied to EGR control valve 62 via AND gate 170. This EGRC circuit will also be described later with reference to FIG.

The 1-bit input / output circuit is the circuit DIO.
(Discrete input / output circuit). Input signals include a TH-SW signal from the throttle switch, a TOP-SW signal from the top gear switch 142, and a START-SW signal from the starter switch 66. The output signal includes a pulse output signal for driving the fuel pump 24. This DIO is provided with a register DDR192 for determining whether to use the terminal as an input terminal or an output terminal, and a register DOUT194 for latching output data.

The mode register 172 is the input / output circuit 108.
A register that holds commands that command various internal states
(Hereinafter referred to as MOD), for example, by setting an instruction in the mode register 172, the AND gate 15
All 4, 158, 166, 170 are put into an operating state or put into an inoperative state. By setting an instruction in the mode register 172 in this way, INJC152 and I
It is possible to control the stop and start of GNC156, ISCC164, and EGRC168 outputs.

Next, the programs stored in the ROM 104 will be described.

FIG. 3 shows a program system of the control circuit of FIG. When the power supply voltage is applied to the CPU 102 by the key switch 42 (Fig. 1), the CPU 102 starts the starter mode 20.
2, the initialization program (INITIALIZ) 2
Execute 04. Next, the monitoring program (MONIT) 20
6 to execute the background job (BACKGROUNDJO
B) Execute 208. As this background job, for example, an EGR amount calculation task (hereinafter referred to as ERG TAS
Write K. ) And the task of calculating the opening degree of the air bypass valve 14 (hereinafter referred to as ISC / TASK).

During execution of this task, interrupt factors (IR
When Q occurs, it jumps to the starting point 222 to analyze the interrupt factor and analyzes the interrupt factor (hereinafter IRQ ANAL
The program 224 is executed.

This interrupt factor analysis (IRQ ANAL) program 224 further includes an end interrupt processing of ADC1 (hereinafter referred to as ADCIEND IRQ) program 226 and an end interrupt processing of ADC2 (hereinafter referred to as ADC2END IRQ) program 228.
And a predetermined period elapsed interrupt process (hereinafter referred to as INTV IRQ) program 230 in which the first step of the present invention is executed, and an engine rotation synchronous interrupt process in which the second step and the third step of the present invention are executed (hereinafter INTL IRQ) program 232, and issues an activation request (hereinafter referred to as QUEUE) to each task described later.

Each program ADC1 END I in this interrupt factor analysis (IRQ ANAL) program 224
RQ226 and ADC2 END IRQ228 and INT
Each task for which an activation request (QUEUE) is output by each program of VIRQ 230 or INTL IRQ 232 is level zero task group 252, level 1 task group 254, level 2 task group 256, or level 3 task group 258, or These are tasks that make up each task group. When the engine stop is further detected by the INTV IRQ program 232, the task for which the activation request (QUEUE) is generated is the processing task 262 when the engine is stopped (hereinafter referred to as EST ATSK). This ENST TASK
Once 262 is executed, the control system is again in start mode and returns to start point 202.

The task scheduler 242 executes from the task group in which the activation request (QUEUE) is generated or the execution suspended task group, from the task group with the higher level (here, level zero is the highest). , Determine the task group execution order. When the execution of the task group ends, the end report program 260 (hereinafter referred to as EXIT) reports the end. Due to this end report, the task group becomes the waiting state again and the task group having the highest level among the task groups is sequentially executed.

Execution suspended task group and activation request (QUEU
When the task group in which E) has occurred disappears, the task scheduler 242 again executes the background job 2
Move to execution of 08. Further, if an interrupt (IRQ) occurs during execution of any of the level zero task group and the level 3 task group, the process returns to the starting point 222 of the interrupt factor analysis program.

Table 1 shows the activation and functions of each task described above.

[0038]

[Table 1]

In Table 1, as programs for managing the control system, there are an interrupt analysis (IRQ ANAL) program, a task scheduler (TASK SCHDULER) program, and an end report (EXIT) program. These programs (hereinafter referred to as OS) are held at addresses A000 to A300 of the ROM 104 as shown in FIG. The address is expressed in hexadecimal notation.

A as a level zero program
D1 output capture (AD1IN), AD2 output capture (AD2IN), engine speed output capture (RPM
IN) programs, which are normally activated at a fixed time elapsed interrupt (INTV IRQ) of 10 [mSEC]. Fuel control (INJC) as level 1 program,
There are ignition timing control (IGNCAL) and conduction angle control (DWLCAL) programs, which are activated every 20 [mSEC] of a fixed time elapsed interrupt (INTV IRQ). There is an O ₂ feedback control (LAMBDA) program as a level 2 program, and a 40-hour interrupt (INTV IRQ)
It is activated every [mSEC]. There is a correction calculation (HOSEI) program as a level 3 program, which is activated every 100 [mSEC] of a certain time elapsed interrupt (INTV IRQ).

Exhaust gas recirculation control (EGRCAL) and bypass air control (ISCCAL) as background jobs
There is a program.

The level zero program is PROG.
1 are stored in addresses A600 to AAFF of the ROM 104 of FIG. 4, respectively. PR for Level 1 Program
It is stored in the ROM 104 at addresses AB00 to ABFF as OG2. Level 2 program as PROG3
It is stored in the addresses AE00 to AEFF of the ROM 104. The level 3 program is stored in the ROM 104 at addresses AF00 to AFFF as PROG4.

The background job program is held in B000 to B1FF.

The programs PROG1 to PRO
A list of start addresses (hereinafter referred to as SETMR) of each program up to G4 is held in B200 to B2FF, and a value (hereinafter referred to as TTM) representing each program activation period from PROG1 to PROG4 is stored in addresses B300 to B3FF. Remembered These details are shown in FIG.

Other data is stored in the ROM of FIG. 4 as necessary.
Are stored in the addresses B400 to B4FF. Subsequently, an ignition timing map (ADV.MAP) and an air-fuel ratio control map (AF.MA) are used as data for calculation.
P) and the exhaust gas control map (EGR.MAP) are stored.

The initialization program will be described.

Initialization in FIG. 3 (INITIALIZ)
Details of the program 204 will be described with reference to FIG. In step 282, the save area when an interrupt (IRQ) occurs is set. Next, in step 284, the RAM 106 is all cleared.
At step 286, an initial value is set in the register of the input / output circuit 108. This initial value setting includes, for example, an initial value of the measurement time of the angle sensor 146, a DDR setting for selectively using input and output of the DIO terminal, and a timer setting for generating a certain time elapsed interrupt (INTV IRQ).

In step 288, the ADC1 is activated,
Further, the prohibition is released for the end interrupt (ADC1ENDIRQ) of ADC1. In this case, the multiplexer (MPX) input to the ADC1 is designated and a pulse for activating the ADC1 is sent.

As a result, the battery voltage detection sensor VB which is one of the inputs of the multiplexer MPX of the ADC 1 of FIG.
The output of S122 is selected and input to ADC1. Return to step 290 where ADC1 END IRQ
have. When the conversion operation of ADC1 is completed and a digital value is set in REG134, status register STAUS198
ADC164 operation is reported to ADC1 END I
The RQ is input to the CPU 102. This makes the program AD
1 IN is executed, and the output of the battery voltage sensor 132 is captured.

At step 292, it is confirmed whether all the outputs of the sensors 122 to 82 have been captured. In this case sensor 1
Since the input of 22 has been completed, the process returns to step 288. In step 288, the multiplexer (MPX) 162 selects the output of the sensor 74 which is the next input. When the analog-digital conversion of the output of the water temperature sensor 74 is completed, the program AD1 IN (acquisition) is executed again in step 290, and the register RE
The digital value of the output of the water temperature sensor TWS74 held in G134 is fetched and held in the data (DATA) area of the ROM 104. Step 28 again at step 292
Returned to 8. In this way, the sensor 122 to 82
When the digital values of the output of are captured one after another and the capture of the output value of λS82, which is an exhaust gas sensor, is completed,
Go to step 294.

In step 294, the ignition timing at the time of starting is calculated and set. The ignition timing θADV (ST) is calculated as a function of the engine cooling water temperature TW. This function is shown in FIG. ΘADV (ST) is calculated according to the characteristics of FIG. 7, and the calculated result is the register A of IGNC156 of FIG.
Set to DV.

In step 296, the initial value of the air bypass valve 14 at the time of starting is calculated. This calculation is performed based on the characteristics shown in FIG. 9, and the calculation output is set in the register ISCD of the control circuit ISCC164.
A fixed value is also set for SCP. This fixed value is a value determined by the characteristics of the control valve.

In step 298, the fuel injection time IN
The initial value of the on-duty of JC is calculated. This calculation is performed based on the characteristics shown in FIG.
The operation output is set in the register INJD of the control circuit INJC152. By setting the register INJD, the execution of the initialization (INITIALIZ) program 204 of FIG. 3 is completed.

Next, the monitoring program 206 will be described. FIG. 6 shows the MONIT program 206. The MONIT program 206 starts at step 302 and is performed by monitoring the DIO5 input of the DIO at step 302 for the starter switch 66 of FIG. If the starter switch 66 is ON, the fifth bit DIO5 of DIO is "H".
On the contrary, when it is OFF, it is "L". If the engine is not started yet, the starter switch 66 is off, and the routine proceeds from step 302 to step 312, where it is determined whether or not the engine has been started. This determination determines, for example, whether or not the starter flag is set.
This starter flag is set in step 308. This starter flag is set at a predetermined position in RAM. Since the starter flag is not set before the engine is started, the answer is NO in step 312, and the process returns to step 302 again. The route from NO in step 302 through NO in step 312 to step 302 is repeated until the starter switch 66 is turned on. The starter switch 66 is monitored while traveling around this route.

When the starter switch 66 is turned on, the determination at step 302 is YES, and the routine proceeds to step 304. Here, it is determined whether or not the starter switch has already been turned on. When the process proceeds to step 304 for the first time, it is immediately after the starter switch is detected to be ON, and the starter flag is not set. Therefore, the determination is NO in step 304. When the starter flag is not set, the determination is NO and the routine proceeds to step 306, where preparation for starting is made. For example, in the present embodiment, the DIO DOUT register 194 zero zero
Set the bit to "H". This turns on the fuel pump 24. Next, at step 306, the first bit of the DOUT register 194 is set to "H". This activates the AND gate 160 provided at the output of the IGNC circuit 156. Actually DOUT register 1
The zero and first bits of 94 are set at the same time.

At step 308, an interrupt (INTV
IRQ) is prohibited. This fixed time elapsed interrupt (I
The release of the prohibition of (NTV IRQ) is performed by setting the fourth bit of the MASK register 196 of FIG. 2 to "H". Further, in step 308, a starter flag is set. This starter flag is already the starter switch 6
6 indicates that it is ON, and this flag is used for the determination in step 304 and step 312.

In step 310, the control circuit INJC which is the output system of the input / output circuit 108, the control circuit IGNC, the control circuit ISCC, and the AND gate at the output end of the control circuit EGRC are brought into the operating state. Set “H” to 172. As a result, a pulse output is sent to each control device. Step 310 to Step 3
02, the starter switch 66 in step 302.
Is determined to be ON. During start-up, the starter switch 66 is ON, and the process proceeds from YES to step 304. In this step 304, the starter flag is checked. If the flag is set, it means that the start has already started, and the process returns to step 302.

While the starter motor 66 is being driven in this manner, YES at step 302 and YE at 304.
It goes around a loop made from S and.

Since the starter switch 66 is turned off when the engine 1 is started, the judgment in step 302 is NO, the routine proceeds to step 312, where the starter flag is checked in step 312 and the starter flag is set. Therefore, the process proceeds to step 314. This step 31
In step 4, the engine stall flag is set to detect the engine stop and release the prohibition of the process, and the engine stop after step 314 can be detected in the engine stop detecting step of the INTVIRQ and INTLIRQ processing programs. Next, the process proceeds to the background job program 208. This program is detailed in FIG.

In the figure, at step 410, it is judged if the throttle switch 76 is ON. If ON
If so, the exhaust gas recirculation control is not performed.

Therefore, the routine proceeds to step 412, where the register EGRD is set to zero. This makes EG
The opening rate of the R valve 62 becomes zero. On the other hand, in step 414
Set a predetermined value in ISCD. Therefore, the register IS
The air bypass valve 14 of FIG. 1 is controlled according to the value set in CD. The air bypass valve 14, which controls the air flow rate in the bypass passage 13, is controlled according to a specific operating condition. That is, the air flow rate in the bypass passage 13 is increased in the case of operation in the winter when the temperature is low, the operation at the time of starting the engine when the engine is cold, and the operation in which the car air conditioner with a load on the engine is used. In step 414, air is supplied according to the cooling water temperature TW.
The duty of the bypass valve 14 is the register ISCD.
Is set to. The engine speed during idling is controlled according to this value. Upon completion of this step 414, the process proceeds to 410 again, and this flow is repeated.

On the other hand, when the throttle switch 76 is not turned on, the air bypass valve 14 is not opened, and instead the exhaust gas recirculation control is performed. To this end, step 418 sets register ISCD to zero. In step 422, the cooling water temperature TW has a constant value, for example, T
Judge whether it is higher than A ° C, and if it is higher, do not apply EGR. Therefore, in step 426, EGR
Set the value "zero" to perform CUT. If the cooling water temperature is lower than the constant value (TA ° C.) in step 422, the process proceeds to step 424. In step 424, it is determined whether the cooling water temperature is lower than TB ° C. If it is low, since EGR is not applied, EGRC is executed in step 426.
Set the value "zero" for UT. These values are set in the EGRD register in step 430.

On the other hand, the cooling water temperature TW is higher than TB ° C. and TA ° C.
If lower, perform EGR. The EGR amount at this time is determined by the output VC of the pressure sensor 78 and the engine rotation speed N. The map of the EGR amount by the output VC and N is R in FIG.
It is provided at OM addresses B700 to B7FF, and the EGR amount is determined by searching from this map. Step 428
Is searched for, and this value is registered in the register E in step 430.
Set to GRD. The EGR device 62 shown in FIG. 1 is driven according to the set value of the register EGRD.

In the flow chart shown in FIG. 10, upon the completion of step 430 or step 414, the process returns to step 410 again. In this way, the computer can always execute the flow chart of steps 410 to 414 or the flow chart of steps 418 to 430 for controlling the air bypass valve 14. Therefore, if the occurrence of interrupts (IRQ) etc. does not occur,
The program started from the start point 202 is the initialization program INITIALIZ 204 and monitoring (MONI).
T) Through the program 206, the background job 208, that is, the ISC program or the EGRCAL program will always be executed.

The monitor (MONIT) program 206 and the background job 208 can interrupt the processing by generating an interrupt (IRQ).
When the processing by RQ) is completed, the execution of the program is restarted.

Next, the processing based on the occurrence of the interrupt (IRQ) in FIG. 3 will be described. The interrupt (IRQ) factor analysis program 224 processes ADC1 END IRQ226 and ADC2 END.
It consists of IRQ228 processing, INTV IRQ230 processing, and INTLIRQ232 processing. Here, each program 226,22
In order to execute each of 8, 230 and 232, first, what is the request content of the service based on the interrupt (IRQ) is checked. Therefore, the contents of the status register 198 of FIG. 2 are examined. This status (STATU
The cause of the interrupt (IRQ) is found by looking at the contents of the (S) register. Each of the programs 226, 228, 230, 232 is executed in accordance with the cause of this occurrence, and as a result, tasks (TASK) 252, 254, 256, 2 are executed.
An activation request (QUEUE) is issued to a task (TASK) that needs to be executed among 58 and 262.

However, if the number of interrupts (IRQ) is increased, the execution time of the management program (hereinafter referred to as OS) is increased, and the calculation time for the substantial engine control cannot be taken. Therefore, in this embodiment, the ADC1 END IRQ 228 is initialized (INITIALIZ) or monitored (MONIT).
It is generated only while the programs 204 and 206 are being executed, and the others are not generated. That is, in step 314 shown in FIG. 6 of the monitoring (MONIT) program 206, the mask of FIG.
(MASK) Set "L" which is the ADC1END IRQ prohibition instruction to the register 196. In addition, ADC2END ITQ226 is not generated from the beginning, that is, the mask (MASK) register is set so that the IRQ generation is disabled by the general reset signal of the input / output circuit so that all interrupts are disabled at the start point 202. .. Then interrupt (IR
Q) AD by not issuing a command to release the prohibition
C2END IRQ generation is prohibited.

Specific examples of the interrupt factor analysis program 224 are shown in FIGS. AD at step 450 from starting point 222 for analysis of interrupt factor (IRQ)
If it is determined that it is not C1END IRQ, step 452
Go to On the other hand, it is determined whether the cause of the interrupt (IRQ) is ADC1END IRQ, and if so, step 290 of the initialization (INITIALIZ) program from step 450.
Jump to. In this embodiment, the ADC1 END IRQ is generated only during execution of the initialization (INITIALIZ) program 204 shown in FIG. ADC1 E in all other states
ND IRQ is prohibited. The determination in step 450 is “NO”
If yes, go to step 452.

In step 452, it is determined whether the factor of the interrupt (IRQ) is a constant time elapsed interrupt (INTV IRQ) which occurs at a constant cycle. If “YES”, the process proceeds to step 454. Steps 454 to 458 are combined with step 482 of FIG. 12 to detect the stopped state of the engine.

Next, at step 454, it is judged whether the engine stop state should be detected or not depending on whether the engine stall detection flag is set. This engine stall detection flag is set only when engine stop detection is required. If this flag is reset in step 454, engine stop detection is not performed, and the routine proceeds to step 460. On the other hand, if the flag is set, the routine proceeds to step 456 to detect the engine stop.

In this step, the count value of the engine stall counter is updated in order to measure the elapsed time from the REF signal generated at the reference rotation angle of the engine output shaft. Since this engine stall counter is cleared for each REF signal representing the reference rotation angle, it represents the passage of time since the generation of the REF signal before the engine stall counter value. When the engine stall count value has reached the specified value in step 458, it is determined that the engine has stopped, and the routine proceeds to step 474, where the engine stall task (ENSTTASK) (FIG. 14) is executed.

The contents of the ENT task (ENSTTASK) are that the DIOO of FIG. 2 is changed from "H" to "L" to stop the fuel pump 24, and the AND gates 154, 158, 166 and 170 of FIG. Setting the mode register 172 to "L" to bring it to a stopped state and the start point 202 of the program system
Is to jump to.

If it is determined in step 458 that the engine is not stopped, the process proceeds to step 460. Step 4
Steps 60 to 470 have a function of determining whether or not the programs from task level zero to task level 3 have reached the activation timing. First, check task level zero. A RAM representing the task control word (TCW) number n in step 460 for that purpose
Zero the contents of a given address in. Task Level Zero Task Control Word, Figure 1
The counter 0 constituted by the bits b0 to b5 of TCW0 in the RAM 106 of 5 is incremented by one.
As described above, the addition method is adopted in this embodiment, but the subtraction method can also be adopted. TCW0 in step 462
The value of the counter is compared with the value of the task activation timer TTM0 of FIG. Here, TTM0 contains "1".

Here, a certain time elapsed interrupt (INTV IR
Since Q) is generated every 10 [mSEC], the fact that "1" is included in TTM0 means that the task level zero program (252 in FIG. 3) is 10 [mSE].
C] is activated every time. TC of FIG.
Step 4 of W0 counter (CNTR0) and TTM0
The comparison is made at 64, and if they match, the process proceeds to “YES”. In this case, since they match, the process proceeds to step 466, and the flag "1" is set in the bit b6 of the task control word TCW0.
Stand up. In this embodiment, b6 of each TCW becomes a flag of the activation request (QUEUE) of the task. Step 4
At 66, the flag "1" is set in b6 of TCW0, so the counter CNTR provided in b6 to b5 of TCW0.
Clear 0. In step 468, TCW n is incremented. That is, in step 468, the process moves from task level zero to task level 1 activation timing search. In step 470, it is determined whether the task level 3 has ended. That is, it is determined whether n = 4. In this case, n = 1, so the process returns to step 462. In step 462, the task control of the task level 1 program
The counter C of TCW1 in the RAM 106 of FIG. 15 which is a word
The content of NTR1 is incremented by "+1". In step 464, it is compared with TTM1 in the ROM 104 of FIG. In this embodiment, the content of TTM1 is "2". That is, the activation timing of task level 1 is 20 [mSEC]. Assuming that the content of the counter CNTR1 is "1", the determination at 464 is "NO", that is, it is determined that the task level 1 program 254 is not the activation timing, and the routine proceeds to step 468. The task level searched again here is renewed, and next is task level 2.
Similarly, when task level 3 is completed, n = 4 at step 468 and n = nMAX at step 470.
The condition (4) is satisfied. Then, the process proceeds to the task scheduler 242.

At step 452, an interrupt (INTV
IRQ), the process proceeds to step 472. Here, a reference angle interrupt (IN is generated for each reference rotation angle of the output shaft of the engine).
TLIRQ). In this case YE
It should be S, but if it malfunctions due to noise or the like, it becomes NO in step 472, and the state before the interrupt is restored. On the other hand, in the case of the reference angle interrupt (INTL IRQ), the process proceeds to step 482 in FIG. Here, step 456 of FIG.
Combined with 458, it detects the engine stop condition. That is, the engine stall counter is cleared in step 482.

In step 484, it is determined whether the fuel pump 24 is operating, and if it is stopped, it means that the engine output shaft has rotated to the reference rotation angle.
At 90, the DIOP of the DIO of FIG. 2 is set to "H" to activate the fuel pump 24.

At step 502, the correction operation of the second step of the present invention is executed. That is, processing for preventing a sudden change in engine torque due to a sudden change in ignition timing is performed. Hereinafter referred to as dynamic limitation (DYNAL). The details will be described later with reference to FIG.

At step 504, the engine speed is read to determine whether or not the final speed nMAX is exceeded. If it exceeds nMAX, the routine proceeds to step 510 in order to reduce the output torque of the engine. Steps 520 to 524 are steps for thinning out the ignition operation. That is, the AND gate 160 of FIG. 2 is intermittently operated. In step 520, the output of DIO1 is “H”
If it is "H", DIO1 is set to "L" in step 522 to stop ignition. If not, DIO1 is set to "H" in step 524. As a result, ignition is performed intermittently.

In steps 506 to 514, it is judged whether the pressure P in the intake manifold exceeds the maximum pressure PMAX. It is dangerous if the pressure P exceeds PMAX. This PMAX is shown in FIG.
It has characteristics such as 8. The characteristic of FIG. 18 is divided into, for example, each band of engine speeds NA to NM, and the lowest PMAX value in each band is selected as a representative value of that band, and as shown in FIG. It is stored in the addresses B800 to B80D.

First, at step 506, the number Z is set to zero. This Z represents the order of the bands NA to NM. In step 508, the band boundary value is read from the head address B80E + Z. That is, initially, the value of the boundary NO between the bands NA and NB is read from the address B80E. Therefore, in step 508, the engine rotation speed N is compared with the rotation speed value at the boundary between the bands NA and NB stored in the address B804. If the engine speed N is higher than this boundary value, the routine proceeds to step 510, where Z is incremented. As a result, the value compared with the actual rotation speed N is N read from the address B80F.
Move to a value of 1. The value of this N1 is the band NB and the band NC.
It is the boundary value of and.

In this way, the actual engine speed N
Are compared with the boundary values read one after another, and the number Z is incremented each time. When the actual engine speed value N becomes smaller than the boundary value, step 50
From 8 to step 512. In step 512, the value of Z which means this band order is used, and the address B80
The number from 0 is determined by the value of Z, and the maximum pressure is B80
It is read from the address 0 + Z. This maximum pressure PM
The measured pressure P is compared with AX, and if it exceeds this maximum pressure PMAX, the routine proceeds to step 520 to reduce the engine torque. On the other hand, when the manifold pressure is lower than the maximum pressure, the DIO1 output of DIO is set to "H", and the AND gate 160 (FIG. 2) is activated. Then proceed to the task scheduler program.

Next, the dynamic limiting program (DYNAL) which is the second step of the present invention will be described.

FIG. 13 is a detailed flowchart of the dynamic limiting program (DYNAL) shown in FIG. First, the target value θ TARGET of the ignition timing is calculated by the IGNCAL program shown in Table 1 in the level 1 program shown in FIG. 21 described later. This is executed at regular time intervals. Then, in the second step, the difference Δθ between this target value θ TARGET and θ (t−1) which is the previous ignition timing is calculated in step 532. It is determined in step 534 whether the magnitude of this difference Δθ is larger than a fixed value ΔθMAX. If it is not larger than this ΔθMAX, it is determined that the difference between the target value θ TARGET and the previous ignition timing θ (t−1) is small. For the reason, in step 536, the target value θ
Let TARGET be the ignition timing θ (t) of this time.

On the other hand, in step 534, the difference Δθ between the target value θ TARGET and the previous ignition timing θ (t-1) is a constant width ΔθM.
If it is determined that it is larger than AX, a constant angle (+ Δθ ₁ ,
Only −Δθ ₂ ) is processed to approach the target value. That is, it is determined whether the target value θ TARGET is larger or smaller than the previous ignition timing. In this embodiment, the target value θ TARGET and the previous ignition timing θ (t−1) are represented by the number of POS pulses which are unit pulses from the sensor 80 from the reference rotation angle before the ignition timing to the ignition angle. Be done.

Therefore, if the condition of θ TARGET> θ (t-1) is satisfied, it means that the ignition timing needs to be shifted to the advance side, and if not, it needs to be shifted to the delay side. I mean.

Then, in step 538, the target value θ TA
If RGET is larger than the previous ignition timing θ (t−1), the value θ obtained by adding only the constant value Δθ1 in step 540 to bring the ignition timing performed this time closer to the target value θ TARGET.
Let (t-1) + Δθ1 be the present ignition timing θ (t).
On the other hand, if not, in step 542, θ (t−1) −Δθ2 obtained by subtracting a constant value Δθ2 from θ (t−1) is set as the current ignition timing θ (t). Next, as processing corresponding to the third step of the present invention, in step 544, step 536.
2 is set in the register ADV of the IGNC 156 of the input / output circuit 108 of FIG. And step 5 of FIG.
Continue to 04.

As described above, the second step and the third step of the present invention are executed in synchronization with the rotation.

Next, FIG. 14 shows an stalled task (ENST
12 is a detailed flowchart of TASK), which is the details of step 474 of FIG. 11. As described in step 747, the fuel pump 24 is stopped and the input / output circuit 1 of FIG.
Mode register (MO
"DE" 172 is set to "L". After that, it jumps to the address of the start point 202.

FIG. 16 is a detailed flowchart of the task scheduler 242. In step 560, it is judged whether the task level n needs to be executed. Initially clear n, so n = 0. Determine the need to run a task-level zero program. That is, the existence of the activation request (QUEUE) is checked in order from the task with the highest priority. This can be judged by searching the RAM 106 of FIG. 15 for b6 and b7 of the task control word TCW. b6 is a start request flag, which is "1"
It can be seen that the start request is “present” when is set. Further, b7 is a flag indicating that it is being executed, and if "1" is set here, it indicates that it is being executed and that it is interrupted at the present time. Therefore, if "1" is present in at least one of b6 and b4, it is necessary to execute and the process proceeds to step 568.

At step 568, the flag of b7 is judged,
If b7 is "1", execution is suspended and step 570
The suspended task is resumed. Even if both b6 and b7 are flagged, step 56 is still performed.
The judgment of 8 is "YES", and the program at the interrupted point is restarted. If only b6 is "1", the start request flag of that level, that is, b6 is cleared in step 572, and the flag of b7 (hereinafter referred to as RUN flag) is set in step 574. Steps 572 and 574 indicate that the task-level activation request state has progressed to the execution state. In step 578, the task level
Find the program start address. This is the T of each task level in the ROM 104 shown in FIG.
It is obtained from the start address table TSA provided corresponding to the CW, that is, the value of the task level n in step 560 is added with the start address of the task start address table (TASK START ADDRESS) in the ROM 104 shown in FIG. The read address is determined from the expression (start address of n + TASK / START / ADDRESS), and the task is executed by jumping to this start address with the stored content of this address as the start address.

Returning to FIG. 16, "NO" in step 560.
If it is determined that this is the case, it means that neither the activation request has been issued to the task-level program of the search nor the execution interruption. In this case, it goes to the next task level search. That is, the task level n is n + 1
And move one level. Here, it is checked whether n is MAX, that is, 4 here, and if not 4, step 56.
Go to 0. This is repeated, and when n = 4, the process returns from the point 566 to the interruption point of the background job. In other words, at point 566, it has been found that it is not necessary for all programs up to task level 0 to 3 to execute, and the process returns to the interruption point of the background job before the IRQ.

FIG. 15 shows the relationship between the task control word TCW described above, the TTM indicating the task activation cycle in the ROM, and the task start address table. Task control word T
Task activation cycle TTM in ROM corresponding to CW 0 to 3
There is, and T is set for each interrupt (INTV IRQ)
The CNWs 0 to 3 of the CW counter have been updated to match the TTMs of the respective tasks, so that b6 of the TCW is updated.
The task start address TSA in the ROM is searched for the start address of the task by this flag, and the program selected from programs 1 to 4 is executed by jumping to the start address. To be done. During this execution, a flag is set in b7 of the TCW corresponding to the program in the RAM 106. While this flag is set, it can be determined that it is being executed.
In this way, the task scheduler 242 of FIG. 3 executes the programs of levels 0 to 3. If an interrupt (IRQ) occurs while any of the programs 252 to 258 of levels 0 to 3 is being executed, the task is interrupted again and the interrupt (IRQ) process is started.
The task whose execution has started due to the occurrence of an interrupt (IRQ) will eventually finish its processing. As a result, the end report is made, and the process jumps to the end report (EXIT) program 260.

The details of this end report (EXIT) program are shown in FIG. The program consists of steps 592 and 594 for finding the finished task. In steps 592 and 594, the task level zero is searched first to find the completed task level. As a result, the process proceeds to step 596, and the flag (RUN flag) of b7 of the task control word (TCW) ended here is reset. This completes the execution of the program. Then, it returns to the task scheduler again, and the next execution program is determined.

FIG. 20 shows a level zero program. As shown in Table 1, this program is executed after a fixed time elapses, and a start request is issued every 10 m · SEC, for example. At step 650, the data of ADC1 is fetched, at 654 the next interrupt data is selected, and at step 656.
Then, it is activated to fetch the next data of ADC1. The step 652 is to use the ADCEND IRQ before starting. If the flag before starting is set, the interrupt interruption restart (RTI), that is, the interrupted program is returned because it is before starting. This program is the initialization program 204 shown in FIG.

In step 658, the intake manifold pressure P, which is the data of AD2, is taken in, and in step 670, the ADC2 is started for taking in the next data. In step 672, the engine speed is acquired. Thereafter, in step 674, it is determined whether the start is completed. If the start is completed, the process jumps to step 682.
On the other hand, if not, it is determined in step 676 whether it is before starting or during starting. If the measured speed N of the engine has not reached the starting rotation speed, it means that the engine has not started yet, and the routine jumps to step 682. If the engine is being started, the process proceeds to step 678, and the mode (M
ODE) register 172 is set to "H". Then, a flag indicating that the engine is starting is set. This level (LE
The VEL) zero task is executed almost every 10 mSEC because the activation request is issued every 10 mSEC. Therefore, during startup, steps 678 and 680 are executed every 10 mSEC. Even if you set the flag and data of the same purpose after setting once, no actual harm will occur. In order to enable reception of the reference rotation angle interrupt (INT IRQ) at step 680, "H" is set in the mask (MASK) register 196 of FIG.
The flag is set, and the engine stall detection flag is set to detect the engine stop. This detection flag is used in step 454 of FIG. Step 68
If the engine speed N is greater than the idle target speed value NLL at 2 and 684, the NLL flag is set.

At step 686, it is determined whether the start is completed. When the measured value N is higher than the rotation speed at which it can be judged that the start is completed, it is judged that the start is completed and the start completed flag is set. If not, the NLL flag is reset. Then, this level (LEVEL) zero task ends, and in order to report the end, jump to the end report (EXIT) program 260, b7 of RAM106TCW0 in FIG.
Clear the flag of the bit.

FIG. 21 shows a level 1 program, which is also executed at regular time intervals.

First, in step 702, it is determined whether or not the engine is starting. If it is during start-up, supply fuel during start-up and determine the ignition timing.
Proceed to 704. In step 704, the starting fuel is determined based on the engine cooling water temperature value TW. Step 7 again
At 06, the ignition timing θ is determined based on the engine speed N and the water temperature TW.

On the other hand, if the engine is not being started, the fuel supply amount is obtained from the intake manifold pressure P and the engine speed N in step 708 and is set in the INJD register of the control circuit INJC152 in FIG. Next, the processing of steps 710 to 724 as the first step of the present invention is an ignition timing calculation flowchart.

The ignition advance value W controlled here has a characteristic as shown in FIG. 22 with respect to the engine rotation speed N. That is, when the idling target rotation speed becomes lower than the NLL value, the advance value is set to W2.
Increase towards. As a result, the torque output is increased to bring the engine speed N close to the target value NLL. At the target rotation speed NLL, the advance amount is small and the advance value is W1. Since the ignition advance angle is small with respect to the engine rotation speed, the torque output is small. Therefore, the engine rotation speed should be balanced near the target rotation speed NLL value. Here, NCRANK indicates the engine speed during cranking of the engine, and NSTART indicates the engine speed at the completion of starting. In this case, it is specifically determined by a function of the manifold pressure P and the engine rotation speed N. This relationship is AD
As a V map, as shown in FIG.
It is stored in B5FF.

In step 710, the throttle switch 76
Is closed, and if it is closed, it is checked in step 712 whether it is larger than the idle target rotation speed NLL. If so, in step 716, the angle θ corresponding to the ignition advance value W shown in FIG. 22 is determined as a function of the engine rotation speed N. This value W is shown in FIG.
As described above, even if the rotation speed N increases, the rotation speed N is constant in the vicinity of NLL, and thus the retard angle state becomes more retarded as the maximum torque output characteristic increases as the rotation speed N increases. Therefore, the output torque is reduced. However, when the rotation speed is much higher than the target rotation speed NLL, the advance angle is advanced corresponding to the rotation speed N as shown in FIG. This region is used when the engine brake is applied at high speed and is determined in consideration of the smooth running and the exhaust gas condition.

In any case, the ignition timing is determined so that the deceleration characteristic is obtained when the rotation speed N is higher than the idle target rotation speed NLL, and the acceleration characteristic is obtained otherwise. If the throttle switch 76 is open, the ignition timing θ is set to the intake manifold pressure P in step 718.
And the rotation speed N. When the pressure P is larger than the specified value (pressure indicating the start of operation of the turbocharger 4), the correction coefficient θC is added to the θ obtained in step 718 in step 722, and the value is set to θ. The correction coefficient θC is obtained by the task of level 3. Details will be described later.

Step 724 is to correct the time from the receipt of the ignition pulse to the operation of the ignition coil current controller including the power transistor. The correction amount f (N)
Has characteristics as shown in FIG. That is, the delay of the control unit is considered to be almost constant time, the engine rotation angle corresponding to this time is obtained as f (N), and f (N) and θ are added in step 724, and this value is set as the target ignition timing θ. TARGET. This θ TARGET is used in steps 532 to 544 of the dynamic limiting described with reference to FIG.

Steps 726 to 734 are safety measures. In step 726, the rotation speed N is the maximum rotation speed NMA.
When X is exceeded, the routine jumps from step 726 to step 734, and the fuel pump 24 is turned off. Maximum rotation speed NM
If it does not exceed AX, the maximum value of the pressure P is obtained in step 728. This is steps 506-512 in FIG.
Is the same operation as the flow for obtaining PMAX. When the pressure P is higher than PMAX, the routine jumps to step 734 to turn off the fuel pump 24. If not, the fuel pump 24 is turned on. It should be noted that there is no problem even if data is set to the input / output circuit 108 so as to be further turned on when it is already on. Thereafter, in step 736, the energization start timing of the primary current of the ignition coil 44 is calculated, the jump is made to the end report (EXIT) program, and the level 1 program is ended.

FIG. 24 shows a level 3 program.
The correction amount θC used in 1 is obtained. If the intake manifold pressure P becomes greater than the pressure at which the turbocharger 4 started operating, the turbocharger 4
The ignition timing is shifted in accordance with the operation of. This shift value θ
C is obtained from the characteristics shown in FIG. That is, the intake air temperature TA
Is used as a parameter, the ignition timing is on the advance side when the intake air temperature is low, and the ignition timing shifts to the delay side as the intake air temperature rises. Therefore, the correction value θC becomes a large negative value as the intake air temperature TA increases.

FIG. 26 shows the control circuits EGRC168 and ISC of FIG.
It is a C164 detailed drawing. In FIG. 2, each register of ISCD and EGRD represents a pulse width and corresponds to the register 802. There are 8 registers corresponding to ISCP and EGRP.
It is 06.

Now, it is assumed that "H" is set in the bit b0 of the mode (MODE) register 172. Therefore, AND gates 166 (FIG. 2) and 816 are both in the operating state. The timer 804 including the counter circuit is an AN
Count clocks from D-gate 816. This count value B
Is compared with the value of the register 806 by the comparator 810, and the timer 804 is cleared when the value of the count value B exceeds the value C of the register 806. Therefore, the timer 804 repeats counting at a cycle determined by the value C of the register 806.

The count value of the timer 804 is stored in the register 80.
The value of 2 is compared with the comparator 808. At this time, the flip-flop 812 is set under the condition that the value A of the register 802 is larger than the count value B of the timer 804, and is reset under the condition that the value B is the value A or more. Therefore, the set time of the flip-flop 812 is determined by the value A of the register 802. By increasing the value A, the set time of the flip-flop 812 becomes longer.

Further, as described above, since the count of the timer 804 is repeated at the frequency corresponding to the set value of the register 806, the set output of the flip-flop 812 is repeatedly output according to the repetition period by the set value of the register 806. It The b0 bit of the MODE register 172 (FIG. 2) is output at the “H” level via the AND gate 166.

When b0 of the MODE register 172 is set to "L", the AND gates 166 and 816 are turned off, the output of the flip-flop 812 is stopped, and at the same time, the timer 80
Input to 4 is also stopped.

Therefore, the MODE register 172 shown in FIG.
By setting the control data from the CPU to
The start or stop of the circuit operation of 6 can be controlled. FIG. 26 shows the AND gate 16 by the b0 of the MODE register.
6 and 816 are controlled, but b0 is ISCC16 in FIG.
It is a bit that controls 4. The EGRC168 of FIG. 2 has the same configuration as that of FIG. 26, but the operation start / stop of the ISCC164 is controlled by the b0 bit of the MODE register.
Is controlled by the b2 bit.

FIG. 27 is a detailed view of the IGNC 156 of FIG. 2 which is an output means for controlling ignition. Ignition coil 44 from CPU
Data for controlling the starting point of the primary current conduction is set in the DWL register, and data representing the ignition timing is set in the ADV register. Now, set the DWL register set value to A,
Let C be the set value of the ADV register.

Now, when the b1 bit of the MODE register 172 is "H", the AND gates 158 and 860 are in a state of transmitting a signal, and the POS pulse is input to the counter 850 via the AND gate 860. Therefore, 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. This count value is B. When the count value is small, the output of A> B of the comparator 852 is added to the flip-flop 856 via the OR gate, and the flip-flop 856 is in the reset state. Therefore AND
There is no pulse output from the gate 158. Counter 85
When the count value of 0 becomes large, the count value of the counter 850 becomes larger than the value A of the DWL register, and the flip-flop 856 is set via the AND gate 864. This set output is applied to the ignition device 162 via the AND gate 158 and further via the AND gate 160 of FIG. 2, and a primary coil current flows through the ignition coil 44 of the ignition device 162. When the count value is further increased, the flip-flop 85 is output from the output of C ≦ B of the comparator 854.
6 turns off again. This stops the pulse output from AND gate 858 and causes a spark for ignition.

Details of the DIO of FIG. 2 are shown in FIG. In this figure, the DDR 192 determines whether the input / output ports DIO0 to DIO7 of the DIO are in the input state or the output state. A signal from a bit in which "H" is set in DDR is added to the corresponding tristates 872 to 886, and the tristate becomes conductive. As a result, the DO corresponding to the "H" bit of DDR
The bits of the UT are output via the corresponding tristate. On the other hand, the signals on lines DIO0 to DIO7 are CPU
Therefore, it can be freely read through the buffer amplifiers 892 to 904. Since the signal of the line corresponding to the tri-state which is non-conductive among the tri-states 872 to 886 exists in the external state, the external state can be read from this line.

FIG. 29 is a detailed view of the INJC152 of FIG. 2 which is an output means for controlling fuel. The REF pulse from the crank angle sensor is a constant angle before the top dead center of the crank angle (for example, 80 degrees or 90 degrees). ). The relationship between the top dead center (TDC) of the crank angle and REF is shown in A and B of FIG.
Since it is now assumed that the b4 bit of the MODE register 172 is "H", the gates 910, 912, 154
(Fig. 2) is ON. Therefore, the count value of the counter 904 is cleared every REF pulse as shown in FIG. 30C. The value A of the register 902 is a register that receives and holds a value that determines the injection start point from the CPU. The value A and the count value B of the register 902 are set in the comparator 906 and the flip-flop 908 is set.

When the flip-flop 908 is set, a pulse is sent from the AND gate 154 and a pulse is sent to the injection valve 28. Further, the gate 912 is opened and the timer 916, which is a counter, counts clock pulses. I
The NJD register 914 is the INJD register of FIG. 2, and the valve is opened for the time corresponding to the set value C of this register. That is, while the count value D of the timer 916 is smaller than C, the flip-flop 920 is set, but the flip-flop 920 is reset under the condition of C ≦ D, and the injection pulse from the AND gate 154 is stopped.

In this way, the starting point of fuel injection and the valve opening time can be controlled.

Further, the output of the gate 154 and all the operations can be stopped by setting b4 of the MODE register 172 to zero (L).

[0119]

As described above, according to the present invention, by controlling the amount of air that bypasses the throttle valve, the adjustment of the increase and decrease of the rotational speed is large and the execution ignition timing is prioritized. Adjusting the small increase / decrease of the number of revolutions enables effective accurate control of the number of revolutions, and preferentially executes the arithmetic process for controlling the ignition timing over the arithmetic process for controlling the air amount. The control load can be ensured by making the load occupied by the computer as uniform as possible.

[Brief description of drawings]

FIG. 1 is an overall system diagram of an engine control system.

FIG. 2 is a block diagram of a control circuit shown in FIG.

FIG. 3 is a program system diagram.

FIG. 4 is a program storage diagram of the ROM of FIG.

FIG. 5 is a detailed diagram of the initialization (INTIALIZ) program 204 in FIG.

FIG. 6 is a detailed diagram of a monitoring (MONIT) program 206 shown in FIG.

FIG. 7 is an ignition timing characteristic diagram.

FIG. 8 is a fuel supply characteristic diagram.

FIG. 9 is a characteristic diagram of air bypass control.

10 is a detailed diagram of the background program 208 shown in FIG.

11 is a detailed diagram of programs 226, 228, and 230 shown in FIG.

12 is a detailed diagram of a program 232 in FIG.

13 is a detailed diagram of the dynamic limiting program (DYNAL) 502 of FIG.

14 is a detailed diagram of a program 262 in FIG.

15 is an explanatory diagram of the operation of FIG.

16 is a detailed diagram of the program 242 of FIG.

17 is a detailed view of the program 260 shown in FIG.

FIG. 18 is an operation explanatory diagram of FIG. 12;

FIG. 19 is an operation explanatory diagram of FIG. 12;

20 is a detailed diagram of the program 252 of FIG.

FIG. 21 is a detailed diagram of the program 254 in FIG.

22 is an explanatory diagram of the operation of FIG. 21.

FIG. 23 is a characteristic diagram of ignition delay correction.

FIG. 24 is a detailed view of the program 258 shown in FIG.

FIG. 25 is an operation explanatory diagram of FIG. 24;

FIG. 26 is a detailed view of FIG.

FIG. 27 is a detailed diagram of the control circuit 156 of FIG.

28 is a detailed diagram of the control circuit 192 of FIG.

29 is a detailed diagram of the control circuit 152 of FIG.

FIG. 30 is an operation explanatory diagram of FIG. 29;

[Explanation of symbols]

1 ... Engine, 2 ... Air cleaner, 3 ... Intake manifold, 4 ... Turbocharger, 6 ... Turbine, 8
... compressor, 10 ... throttle valve, 12 ... accelerator pedal, 14 ... air bypass valve, 16 ... intake valve, 20 ... fuel tank, 22 ... filter, 24 ... fuel pump, 26 ... fuel pressure control valve, 28 ... injection valve, 30 ... control unit, 40 ... battery, 42 ... key switch, 4
4 ... Ignition coil, 46 ... Distributor, 50 ... Spark plug, 49 ... Piston, 52 ... Exhaust pipe, 54 ... Catalyst unit, 56 ... Muffler, 60 ... Bypass passage, 62 ...
EGR valve, 64 ... Starter motor, 66 ... Starter switch, 72 ... Knock sensor, 74 ... Throttle sensor, 76 ... Throttle switch, 78 ... Pressure sensor, 8
0 ... Crank angle sensor, 82 ... Exhaust gas sensor, 102
... CPU, 104 ... ROM, 106 ... RAM, 108 ... Input / output circuit, 110 ... Bus line, 122 ... Voltage sensor,
124 ... Atmospheric temperature sensor 126 ... Adjustment voltage generator 12
8 ... Throttle angle sensor, 130 ... Multiplexer, 1
32 ... Analog digital, 134, 138, 192, 1
94, 802, 806, 902, 914 ... Register, 13
6 ... Analog-digital conversion circuit, 140 ... Angle signal processing circuit, 142 ... Top gear switch, 152 ... Injector control circuit, 154, 158, 160, 166, 17
AND gate, 156 ... Ignition pulse generation circuit, 162 ... Ignition device, 164 ... Bypass valve control circuit, 168 ... EGR amount control pulse generation circuit, 17
2 ... Mode register, 190 ... Stator register, 19
6 ... Mask register, 204 ... Initialization program, 206 ... Monitoring program, 208 ... Background job, 224 ... Interrupt factor analysis program, 226 ... A
DC1 end program, 228 ... ADC2 end program, 230 ... Certain time elapsed interrupt (INTV IRQ) processing program, 232 ... Reference angle interrupt processing program (I
NTL IRQ), 242 ... Task schedule program, 252 ... Level zero program, 254 ... Level 1 program, 256 ... Level 2 program, 258 ...
Level 3 program, 262 ... stalling processing program, 586, 812, 908, 920 ... Flip-flop, 804, 850, 904, 916 ... Counter, 80
8, 810, 852, 854, 906, 918 ... Comparator, 872-886 ... Tristate circuit.

Claims (1)

[Claims] 1. (a). Rotation speed detection means (80) for detecting the actual idle speed of the engine; (b). Idle state detection means (76, 410, 710) for detecting the idle state of the engine; (c). Air control arithmetic processing for generating air control data for controlling the air control means (14) to control the engine speed when the idle state detection means determines that the engine is in the idle state. (41
4), the execution priority is set higher than that of the air calculation process, and the ignition timing control calculation process for generating the ignition timing control data for controlling the engine speed by controlling the ignition means (162) ( 712 to 716), a processing unit (309) including a central processing unit (102), a read only memory (104) and a random access memory (106); (d). Data conversion means (156, 164) for converting the control data from the calculation means into control signals for the front air control means and the ignition means (e). A torque control device for an internal combustion engine, comprising: output means for controlling the air control means and the ignition means based on the output of the data conversion means.