JPH06241110A - Internal combustion engine control device - Google Patents

Abstract

PURPOSE:To find out a control amount in relation to a driving means correctly without increasing a cost, without taking the layout such as piping and the like into account, and without being influenced by a sensor signal including noise. CONSTITUTION:An internal combustion engine control device is provided with an operation amount detecting means 86A for converting sensor signals theta, A, alpha, T from various kinds of sensors 3, 5 to 7 for detecting operating condition of an internal combustion engine into an operating amount D, a control amount calculating means 87 for calculating a control amount C in relation to driving means 2, 9 on the basis of the operating amount, a control signal output means 88 for outputting control signals J, P on the basis of a control amount, and a condition judging means 89 for inhibiting practice of the operating amount detecting means 86A for a prescribed time according to the control signal. A sensor signal on which noise is superposed is not reflected on the control amount C at the time of controlling the driving means serving as a noise source.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION The present invention relates to an electronic control unit (EC
The invention relates to an internal combustion engine control device using U), and more particularly to an internal combustion engine control device capable of accurately calculating a control amount for a drive means.

[0002]

2. Description of the Related Art FIG. 5 is a block diagram showing a general internal combustion engine control apparatus, in which 1 is an internal combustion engine, F is an intake pipe for supplying intake air to the internal combustion engine 1, and E is the internal combustion engine 1. An exhaust pipe 2 for discharging the burned exhaust gas, 2 an electromagnetically driven injector for injecting fuel into the intake pipe F to supply an air-fuel mixture to the internal combustion engine 1, and 3 an air amount A drawn into the internal combustion engine 1.
An air flow sensor 4 for detecting the intake air, 4 an intake throttle valve (throttle) provided in a part of the intake pipe F for adjusting the intake air amount A, 5 a throttle sensor for detecting the opening α of the throttle, and 6 an internal combustion engine 1 Water temperature sensor that detects the temperature T of
Reference numeral 7 is a crank angle sensor that generates a crank angle signal θ every time the crankshaft rotates a predetermined amount.

Air flow sensor 3, throttle sensor 5
The water temperature sensor 6 constitutes various sensors that detect various operating states of the internal combustion engine as sensor signals A, α, and T.

Reference numeral 8 denotes an electronic control unit or ECU composed of a computer, which takes in sensor signals A, α, T and θ from the sensors 3 and 5 to 7 and controls signals J corresponding to the fuel injection amount and the ignition timing, respectively. And P. The control signal J corresponding to the fuel injection amount is applied to the injector 2, and the control signal P corresponding to the ignition timing is applied to the ignition device (described later).

The ECU 8 includes an input interface 80 for taking in sensor signals, a microprocessor 81 having an arithmetic function, and a ROM 82 belonging to the microprocessor 81.
And a RAM 83, an output interface 84 for outputting the control signals J and P, and an AD converter 85 inserted between the input interface 80 and the microprocessor 81. The ROM 82, the RAM 83, and the AD converter 85 can be built in the microprocessor 81.

Reference numeral 9 denotes an ignition device for burning the internal combustion engine 1, which is composed of an ignition coil 9a and a power transistor 9b for interrupting energization of the primary winding of the ignition coil 9a. A control signal P from the ECU 8 corresponding to the ignition timing is applied to the base of the power transistor 9b,
The secondary winding of the ignition coil 9a is connected to an ignition plug (not shown) in the internal combustion engine 1. The ignition device 9 constitutes a drive means of the internal combustion engine 1, like the injector 2 and the like.

Reference numeral 11 denotes a fuel tank filled with fuel, 12
Is a fuel pump for pressurizing the fuel in the fuel tank 11, and 13 is a fuel pressure regulator for keeping the pressure of the fuel supplied to the injector 2 constant.

The microprocessor 81 processes sensor signals from various sensors including the crank angle sensor 7,
The amount of fuel to be supplied to the intake pipe F and the timing for driving the ignition device 9 are calculated according to a program stored in advance in the OM 82. Data during calculation is temporarily stored in RAM
It is stored in 83. The AD converter 85 includes various sensors 3,
The sensor signals from 5 and 6, that is, the intake air amount A, the throttle opening α, the temperature T, etc. are converted into digital signals.

FIG. 6 shows an EC including a microprocessor 81.
8 is a block diagram showing a functional configuration of U8, 86 is an operation amount detecting means for converting the sensor signals θ, A, α and T into an operation amount D of the internal combustion engine, and 87 is a driving means of the internal combustion engine based on the operation amount D. Control amount calculating means for calculating the control amount C for 2 and 9 is a control signal output means for outputting control signals J and P for the driving means 2 and 9 based on the control amount C.

Next, the operation of the conventional internal combustion engine controller will be described with reference to the flowcharts of FIGS. 7 and 8 and FIGS. 5 and 6. FIG. 7 shows a fuel injection amount control routine, and FIG. 8 shows an ignition timing control routine.
Each is executed at a predetermined crank angle in response to the crank angle signal θ.

First, the fuel control operation (FIG. 7) will be described. A sensor signal indicating the intake air amount A detected by the air flow sensor 3 is taken into the ECU 8 from the input interface 80, and the AD converter 85 outputs the sensor signal for a predetermined time. After being sampled for each, it is input to the operation amount detection means 86 as the instantaneous intake air amount At.

The operation amount detecting means 86 filters or averages the values of the intake air amount At at each instant, and calculates the average value QA between predetermined crank angles as the operation amount D (step S1). The average intake air amount QA is obtained as follows.

QA = A (SUM) / N

However, A (SUM) is the instantaneous intake air amount At
And the N is the number of times of integration. Next, the control amount calculation means 87 determines the engine speed Ne and the average intake air amount QA.
Then, the charging efficiency CE is calculated (step S2). Subsequently, the basic fuel injection amount Ja is calculated from the charging efficiency CE, and the basic fuel injection amount Ja is corrected by the temperature T indicating the warm-up state of the internal combustion engine and the change amount of the throttle opening θ indicating the acceleration state. Then, the optimum fuel injection amount Jo according to the operating state of the internal combustion engine 1 is calculated as the control amount C (step S3).

Finally, the control signal output means 88 sets a timer for the control time based on the crank angle signal θ so that the drive according to the fuel injection amount Jo is performed, and the injector 2 has a required pulse width of the required pulse width. The control signal J is output (step S4). In this way, the fuel control process of FIG. 7 is completed.

Next, the ignition timing control (FIG. 8) will be described. First, the operation amount detecting means 86 determines the crank angle signal θ.
From this, the cycle τ of the predetermined crank angle is measured (step S1
1), the engine speed Ne is calculated from the crank angle cycle τ (step S12).

Subsequently, the control amount calculation means 87 determines the rotation speed N.
The basic ignition timing Pa is obtained by searching the map with a value calculated from e and the intake air amount A. Also, the basic ignition timing P
The optimum target ignition timing Po corresponding to the operating state is calculated by correcting a with the temperature T and the variation of the throttle opening θ (step S13), and ignition is performed based on the target ignition timing Po and the crank angle cycle τ. The time tp is calculated (step S14).

Finally, the control signal output means 88 sets a timer based on the crank angle signal θ so that ignition of the internal combustion engine 1 occurs at the ignition time tp, and controls the ignition device 9 to a required pulse width. The signal P is output (step S15). As a result, sufficient energy due to the energizing current is stored in the primary winding of the ignition coil 9a, and
Ignition is performed by shutting off the primary winding at a target ignition timing Po based on the crank angle signal θ. Thus, the ignition timing control process of FIG. 8 ends.

[0019]

As described above, in the conventional internal combustion engine controller, the operation amount detecting means 86 always operates the operation amount D.
Is detected and control signals J and P for the driving means 2 and 9 are detected.
Is output, immediately after the driving means that is a noise source such as the injector 2 or the ignition device 9 is driven,
There is a problem that an erroneous operation amount D is detected based on the sensor signals θ, A, α, and T on which noise is superimposed, and the control amount C is erroneously calculated.

Further, if the signal lines from the various sensors 3 and 5 to 7 to the ECU 8 are shielded in order to prevent the superposition of noise, the cost will increase, and if the signal line is to be isolated from the ignition device 9 etc., the internal structure of the automobile will be increased. There was a problem that it was unrealistic because of the layout of elements and wiring being restricted.

The present invention has been made in order to solve the above-mentioned problems, and is not affected by a sensor signal containing noise without increasing the cost, without considering the layout of wirings and the like. Another object of the present invention is to provide an internal combustion engine control device capable of accurately obtaining the control amount for the drive means.

[0022]

An internal combustion engine controller according to claim 1 of the present invention converts various sensors for detecting various operating states of the internal combustion engine as sensor signals, and converts the sensor signals into operating amounts of the internal combustion engine. Operating amount detecting means, control amount calculating means for calculating a control amount for the driving means of the internal combustion engine based on the operating amount, control signal output means for outputting a control signal for the driving means based on the control amount, and a control signal According to the above, the state determining means for prohibiting the execution of the operation amount detecting means for a predetermined time is provided.

Further, according to a second aspect of the present invention, in the internal combustion engine control device according to the first aspect, the operating amount of the internal combustion engine is predicted from the operating amount obtained in the past in response to the prohibition signal from the state determining means. The operation amount predicting means is provided, and the control amount calculating means calculates the control amount based on the predicted operation amount from the operation amount predicting means while the execution of the operation amount detecting means is prohibited.

[0024]

According to the first aspect of the present invention, when the noise source driving means is controlled and driven, the detection of the operation amount based on the sensor signal is prohibited for a predetermined time, and the sensor signal on which noise is superimposed is controlled. Obtain an accurate control amount without reflecting it in the amount.

Further, according to claim 2 of the present invention, while the motion amount detecting means is prohibited, the current motion amount is predicted from the motion amount obtained up to the previous time, and the predicted motion amount is calculated by the control amount calculating means. To enter.

[0026]

【Example】

Example 1. Embodiment 1 of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a functional configuration of a first embodiment (corresponding to claim 1) of the present invention. 8A and 86A are E
It corresponds to the CU 8 and the operation amount detecting means 86, respectively, and 2, 3, 5 to 7, 87 and 88 are the same as those described above. The overall configuration of the control device is as shown in FIG. In this case, the operation amount detecting means 86A is the AD converter 8
It is equivalent to 5.

Reference numeral 89 is a state determining means for prohibiting the operation amount detecting means 86A from executing for a predetermined time (about 1 to 2 msec) according to the control signals J and P. The noise generating state is generated by the generation of the control signals J and P. When the determination is made, the prohibition signal H for prohibiting the operation of the operation amount detecting means 86A for a predetermined time is output.

Next, the operation of the first embodiment of the present invention shown in FIG. 1 will be described with reference to the flowchart of FIG. 2 and FIG. FIG. 2 is a processing routine that takes as an example the case where the intake air amount A from the air flow sensor 3 is taken in as a sensor signal, which is executed at every AD conversion sampling cycle. The operations for obtaining the normal operation amount D, the control amount C, and the control signal P are the same as those described above, and will not be described here.

First, the state determining means 89 determines whether or not the time tk at which the process of the operation amount detecting means 86A is executed is within a predetermined time before and after the ignition time tp related to the control signal P (step). S21). If the execution time tk is within a predetermined time from the ignition time tp, the prohibition signal H is generated and the subsequent processing steps are not executed and the processing ends. At this time, the integrated value A used to calculate the average intake air amount QA
As (SUM) and the number of times of integration N, the values obtained up to the previous time are used.

This is because, as described above, when ignition is generated by the control signal P, a high voltage is instantaneously generated, so that noise is superimposed on the sensor signal, that is, the intake air amount A during ignition and during a predetermined time immediately after ignition. This is because there is a possibility that an error will occur in the control amount C if the AD conversion value of the intake air amount A is used. Further, the prohibition signal H is generated even within a predetermined time before ignition in order to prevent the occurrence of ignition during the AD conversion of the sensor signal and the processing of the sensor signal on which noise is superimposed. is there.

On the other hand, if the decision result in the step S21 is NO and it is not within the predetermined time from the ignition time tp, the prohibition signal H is not generated and the operation amount detecting means 86A is made effective,
Intake air amount from the air flow sensor 3 (analog signal)
A is converted into a digital signal Ad via the AD converter 85 (step S22).

Subsequently, the control amount calculating means 87 calculates the instantaneous intake air amount At by performing a map search using the AD-converted intake air amount Ad (step S2).
3). Then, the integrated value A (SU of the instantaneous intake air amount At
M) and the number of integrations N are updated as follows (step S24).

A (SUM) ← A (SUM) + At N ← N + 1

That is, the newly AD-converted current instantaneous intake air amount At is added to the integrated value A (SUM) up to the previous time, and the integrated number N is incremented. The integrated value A (SUM) and the number of integrations N thus updated are
It is used to determine the average value QA of the instantaneous intake air amount At over a predetermined crank angle. Incidentally, the processing step S in the normal case
22 to S24 are the same as the conventional one.

In this way, the AD conversion processing routine of FIG. 2 is completed, and thereafter, the control amount C calculation processing is performed in the same manner as described above. As a result, the ignition time t corresponding to the noise superposition period
Within a predetermined time from p, the sensor signal of the intake air amount A is not reflected in the control amount C, and the internal combustion engine 1 can always be drive-controlled based on the highly reliable control amount C. Further, since the processing in the ECU 8A is sufficient, there is no particular increase in cost.

Example 2. In the first embodiment, the operation amount detecting means 86A is disabled by the prohibition signal H during a predetermined time (noise superimposition period) before and after the ignition time tp, and only the AD conversion process of the intake air amount A is prohibited. However, the intake air amount Ad after AD conversion while the operation amount detecting means 86A is stopped
Alternatively, the control amount C may be obtained based on the predicted intake air amount Ad ′ (predicted operation amount D ′).

FIG. 3 is a block diagram showing a functional configuration of a second embodiment (corresponding to claim 2) of the present invention, which is 8B and 87.
A corresponds to the ECU 8A and the control amount calculation means 87, respectively. Reference numeral 90 denotes an operation amount predicting means that functions in response to the prohibition signal H from the state determination means 89. The operation amount predicting means 90 takes in the operation amount D from the operation amount detecting means 86A, and when the prohibition signal H is input, it is obtained in the past. The predicted operation amount D ′ of the internal combustion engine 1 is generated from the operation amount D.

In this case, the control amount calculating means 87A calculates the control amount C based on the predicted movement amount D'from the movement amount predicting means 90 while the execution of the movement amount detecting means 86A is prohibited.

Next, the operation of the second embodiment of the present invention shown in FIG. 3 will be described with reference to the flowchart of FIG. In FIG. 4, S21 to S24 are the same steps as described above.

First, when it is determined in step S21 that the ignition time tp is within the predetermined time (YES), the operation amount predicting means 90 predicts the AD conversion value Ad 'of the intake air amount A in response to the inhibition signal H. Then, the predicted movement amount D'is input to the control amount calculation means 87A (step S30). Thereafter, steps S23 and S24 are executed.

The predicted intake air amount Ad 'is the AD conversion value Ad (i- obtained by the operation amount detecting means 86A up to the previous time.
Using 1) and Ad (i-2), for example, it is obtained as follows.

Ad '= K {Ad (i-1) -Ad (i-
2)} + Ad (i-1)

However, K is a prediction coefficient obtained experimentally,
Ad (i-1) is the previous sampling value, Ad (i-
2) is the sampling value of the previous two times. On the other hand, if NO in step S21, step S2
2, the intake air amount Ad AD-converted by the operation amount detecting means 86A is used, and the process directly proceeds to step S23.

Example 3. Incidentally, in the above-mentioned Examples 1 and 2,
Taking the case where the operation amount detection means 86A corresponds to the AD converter 85 as an example, when the prohibition signal H is generated, the intake air amount A of A is generated.
Although the D conversion process is prohibited, the motion amount detecting means 8
6A may include a calculation function of the instantaneous intake air amount At. In this case, the state determination means 89 prohibits the calculation of the instantaneous intake air amount At by the prohibition signal H (step S23), and the operation amount prediction means 90 sets the predicted instantaneous intake air amount At 'as the predicted operation amount D'. It is input to the control amount calculation means 87A.

Example 4. Further, although the average intake air amount QA is calculated by the normal averaging process, it may be calculated by the filter process each time the instantaneous intake air amount At is calculated as follows.

QA = Kf · QA (i-1) + (1-Kf) At

However, Kf is a filter constant set within the range of 0 to 1, and QA (i-1) is a previously calculated value.

Example 5. Also, the case where the intake air amount A from the air flow sensor 3 is processed as the sensor signal has been described as an example, but other analog signals such as the throttle opening θ from the throttle sensor 5 and the temperature T from the water temperature sensor 6 are processed. It is needless to say that it can be applied to and has the same effect.

Example 6. Further, taking as an example the case where the driving means as the noise source is the ignition device 9, the noise superimposition timing is set within a predetermined time from the ignition time tp of the control signal P for the ignition device 9, but the injector 2 becomes the noise source. For the control signal J to the injector 2, the driving means can set the noise superimposition time within a predetermined time from the fuel injection, and similarly, the reliability of the control amount C can be improved.

[0050]

As described above, according to claim 1 of the present invention, various sensors for detecting various operating states of the internal combustion engine as sensor signals, and operating amount detection for converting the sensor signals into operating amounts of the internal combustion engine. Means and control amount calculation means for calculating a control amount for the drive means of the internal combustion engine based on the operation amount,
A control signal output unit that outputs a control signal to the drive unit based on the control amount; and a state determination unit that prohibits execution of the operation amount detection unit for a predetermined time according to the control signal,
When the driving means that is a noise source is controlled, the detection of the operation amount based on the sensor signal is prohibited for a predetermined time, and the sensor signal on which noise is superimposed is not reflected in the control amount, so that the cost is increased. In addition, there is an effect that an internal combustion engine control device can be obtained in which the control amount for the drive unit can be accurately obtained without being affected by the sensor signal including noise without considering the layout of the wiring and the like.

According to a second aspect of the present invention, in the first aspect, the operation amount prediction for predicting the operation amount of the internal combustion engine from the operation amount obtained in the past in response to the prohibition signal from the state determination means. Since the control amount calculation means is configured to calculate the control amount based on the predicted movement amount from the movement amount prediction means while the execution of the movement amount detection means is prohibited,
There is an effect that an internal combustion engine control device can be obtained in which the control amount for the drive unit can be accurately obtained based on the highly reliable predicted operation amount without being affected by the sensor signal containing noise.

[Brief description of drawings]

FIG. 1 is a block diagram showing a functional configuration of a first embodiment of the present invention.

FIG. 2A of the operation amount detecting means according to the first embodiment of the present invention
7 is a flowchart showing a D conversion processing operation and a prohibition operation of a state determination means.

FIG. 3 is a block diagram showing a functional configuration of a second embodiment of the present invention.

FIG. 4 is a diagram showing an operation amount detecting means A according to Embodiment 2 of the present invention.
It is a flow chart which shows a D conversion processing operation, a prohibition operation of a state judging means, and a prediction operation of an operation amount prediction means.

FIG. 5 is a configuration diagram showing a general internal combustion engine controller.

FIG. 6 is a block diagram showing a functional configuration of a conventional internal combustion engine controller.

FIG. 7 is a flowchart showing a fuel control processing operation by a general internal combustion engine controller.

FIG. 8 is a flowchart showing an ignition control processing operation by a general internal combustion engine control device.

[Explanation of symbols]

 1 Internal Combustion Engine 2 Injector 3 Air Flow Sensor 5 Throttle Sensor 6 Water Temperature Sensor 7 Crank Angle Sensor 8A, 8B ECU 86A Movement Amount Detection Means 87, 87A Control Amount Calculation Means 88 Control Signal Output Means 89 State Determination Means 90 Movement Amount Prediction Means 9 Ignition Device C Control amount D Operation amount D'Predicted operation amount H Inhibition signal J, P Control signal T Temperature θ Crank angle signal

Claims (2)

[Claims] 1. Various sensors for detecting various operating states of an internal combustion engine as sensor signals, operating amount detecting means for converting the sensor signals into operating amounts of the internal combustion engine, and the internal combustion engine based on the operating amounts. In the internal combustion engine control device, comprising: a control amount calculation unit that calculates a control amount for the drive unit; and a control signal output unit that outputs a control signal for the drive unit based on the control amount, in accordance with the control signal. An internal combustion engine control device comprising a state determination means for prohibiting execution of the operation amount detection means for a predetermined time. 2. A motion amount predicting unit for predicting a motion amount of the internal combustion engine from a motion amount obtained in the past in response to a prohibition signal from the state determining unit is provided, and the control amount calculating unit is configured to perform the motion. 2. The internal combustion engine control apparatus according to claim 1, wherein the control amount is calculated based on the predicted operation amount from the operation amount prediction unit while the execution of the amount detection unit is prohibited.