JPH11270449A - Control device of internal combustion engine for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of an internal combustion engine for vehicle, in which the engine control characteristics are made variable in accordance with the degree of deterioration of vehicle component(s). SOLUTION: A vehicle component deterioration sensing part 21 senses the degree of deterioration of one or a plurality of components which may influence the vehicle characteristics such as calmness, rate of fuel consumption, exhaust gas properties, maneuverability, etc. In accordance with the degree of deterioration given by this sensing part 21, a control characteristic changeover part 22 selects that one of a plurality of control characteristics (1 thru n) stored in a memory part 23 which will either enhance the vehile calmness, fuel consumption, exhaust gas properties, maneuverability, etc., or suppress its/their deterioration to possible minimum. The control characteristic selected by the changeover part 22 is fed to an engine control part 24, which produces an appropriate signal, for example ignition signal, at the timing determined from the given control characteristic and drives thereby each ignition plug.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control apparatus for an internal combustion engine for a vehicle, and more particularly to a control apparatus for an internal combustion engine for a vehicle in which the control characteristics of the internal combustion engine are appropriately switched according to the state of the vehicle.

[0002]

2. Description of the Related Art Hitherto, various control devices for an internal combustion engine for realizing the driving of a vehicle specified by a driver have been proposed. One of these proposals is disclosed in, for example,
No. 36, for example.

[0003] In the prior art, for example, when the driver desires economical driving, a fuel injection map that can obtain a large lean air-fuel mixture with a large air-fuel ratio A / F in a wide operating range according to the driver's instruction is provided. When an ignition timing map corresponding to this is selected, and a powerful running with good acceleration is desired, a rich mixture having a small air-fuel ratio A / F at the time of high rotation and high load is provided by the driver's instruction. The selected fuel injection map and the corresponding ignition timing map are selected. ADVANTAGE OF THE INVENTION According to this invention, the driving | running | working of the vehicle which the driver desired can be implement | achieved, and it becomes possible to give a variety of driving | running of a vehicle.

[0004]

However, the above-mentioned prior art proposes a control device of an internal combustion engine for realizing economy or acceleration according to a running state in a relatively short time at each time. This is not a consideration in controlling the internal combustion engine according to a relatively long time axis such as the degree of deterioration of parts of the vehicle.

[0005] Incidentally, in the internal combustion engine during running-in, there is a concern that unless the machining accuracy of each internal component is kept high, the friction is relatively large and the output transmitted to the rear wheels is reduced. In this case, after the break-in, a predetermined output can be obtained because the friction is reduced.However, the reduction in the friction causes an increase in the idling rotation speed, thereby causing the radiated sound spectrum distribution to have a high sound level. It tends to be biased to the side. As a result, in some cases, the noise may seem to be unpleasant, and the sense of quality may be impaired. In order to prevent these concerns, conventionally, efforts have been made to keep the processing accuracy of each part high, and the cost for this has been bulky.

SUMMARY OF THE INVENTION An object of the present invention is to provide a control apparatus for an internal combustion engine for a vehicle, wherein the control characteristic of the internal combustion engine is varied according to the degree of deterioration of parts of the vehicle. To provide.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention relates to a control apparatus for an internal combustion engine mounted on a vehicle. Control characteristic switching means for selectively switching the plurality of control characteristics in accordance with at least one state; and deterioration degree detection means for detecting a degree of deterioration of a component of the vehicle, wherein the control characteristic switching means includes the degree of deterioration. It is characterized in that the plurality of control characteristics are selectively switched according to the detection result of the detection means.

According to the first aspect of the present invention, the control characteristic of the internal combustion engine can be selected according to the degree of deterioration of the parts of the vehicle. Therefore, the characteristic of the vehicle changes according to the degree of deterioration of the parts. For example, the quietness, fuel efficiency, and the like of the vehicle can be made much better than in the conventional case.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in detail with reference to the drawings. FIG. 1 is a block diagram illustrating the functions of the present invention. The vehicle component deterioration degree detection unit 21 detects the deterioration degree of one or more parts that affect the quietness, fuel efficiency, exhaust gas characteristics, maneuverability, and the like of the vehicle. The control characteristic switching unit 22 controls the control characteristic storage unit 23 according to the degree of deterioration obtained from the vehicle component deterioration degree detecting unit 21.
Is selected from among a plurality of control characteristics (control characteristics 1 to n) stored in the control characteristics of the vehicle to improve the quietness, fuel efficiency, exhaust gas characteristics, and maneuverability of the vehicle, or to minimize deterioration. The control characteristic selected by the control characteristic switching unit 22 is sent to the internal combustion engine control unit 24. The internal combustion engine control unit 24 generates, for example, an ignition signal at a timing obtained from the sent control characteristics, and drives the ignition plug.

Hereinafter, an embodiment of the present invention will be described in detail. FIG. 2 is a schematic configuration diagram of an ignition device for a vehicle internal combustion engine to which the present invention is applied, and FIG. 3 is a configuration diagram of a specific example of the CDI unit of FIG.

As shown in FIG. 2, when a driver operates a main switch 1 of a vehicle, a voltage of a battery 2 is supplied to a CDI unit 3, which is connected to an ignition coil (IG coil). 4 is supplied with a primary current at an appropriate timing. When the primary current is supplied to the ignition coil 4, the ignition plug 5 operates and the engine starts. Then, AC power is output from an AC generator (ACG) 6 according to the rotation of the engine, and the AC is rectified by a rectifier (REG / REC) 7 and converted to DC. The direct current is supplied to the CDI unit 3 to continue the operation of the CDI unit 3 while charging the battery 2. The pulsar coil 8 outputs a pulse signal indicating the rotation state of the engine. This pulse signal is input to the CDI unit 3. The theft detection means 9 supplies a theft detection signal to the CDI unit 3.

As shown in FIG. 3, the CDI unit 3 includes a CPU 10, a pulsar waveform shaping section 11, an E ² P
It comprises a ROM 12, an ignition drive unit 13, and the like. The pulsar waveform shaping unit 11 receives a negative signal (P minus) sent from the pulsar coil 8 one by one per engine revolution.
And the positive (P plus) pulse signal is shaped into a rectangular wave and output to the CPU 10. The E ² PROM 12 accumulates the count value of the pulse signal, as will be clear from the description below. The ignition drive unit 13 supplies a primary current to the ignition coil 4 according to a command from the CPU 10,
The ignition coil 4 is driven.

Next, the operation of this embodiment will be described with reference to FIGS. Figure 4 is a functional diagram (context diagra
m), and FIGS. 5 to 8 show data flow diagrams.
9) and FIG. 9 are program diagrams. Note that the solid line in the figure represents a signal or data, and the dotted line represents an operation or control signal performed from the outside.

FIG. 4 is a diagram showing the outline of the function of the present embodiment. When the driver operates the main switch 1, the ignition system 0 starts to operate, and the ignition system 0 outputs the pulsar signal output from the pulsar coil 8. The primary current is supplied to the ignition coil 4 at an appropriate timing. In FIG. 4,
Since the theft detection means and the theft detection signal are not directly related to the present invention, their illustration and description are omitted.

FIG. 5 is a data flow diagram of the ignition system 0 of FIG. The P-minus and P-plus pulsar signals sent one by one per revolution of the engine are shaped into rectangular waves in step 1 for shaping the waveforms. In step 2, the rotation period T of the engine is obtained from the interval of the P minus signal, and the rotation number Ne which is the reciprocal of the rotation period T is obtained. The rotation speed Ne is sent to steps 3 and 5. In step 3, the rotation speeds Ne and P
A process for determining the ignition timing is performed based on the minus signal and the break-in operation end reset signal from step 6. From step 3, the ignition timing and the P plus ignition permission signal are sent to step 5. In step 5, the timing for supplying the primary current to the ignition coil 4 is determined based on the rotation speed Ne, the ignition timing, the P plus ignition permission signal, and the P minus signal, and the primary current is provided to the ignition coil 4 at this timing. .

According to the present invention, the P-plus signal whose waveform has been shaped in step 1 is sent to step 6. In step 6, a process for resetting the break-in operation end signal is performed. For example, in vehicles such as scooters, a belt-type transmission is frequently used.
For example, when the belt of the belt-type transmission is replaced with a new one, at that time, a process of resetting a running-in operation end signal is performed in synchronization with the P plus signal, and the running-in operation of the belt is started. At this time, a break-in operation end reset signal is output from step 6. In addition,
The replacement of the belt is an example, and the present invention is not limited to the belt, and may be replacement of another component, for example, a component having the greatest deterioration from the engine and the driving force transmission system to the tire.

As a modified example, the running-in operation may be forcibly terminated in step 6. For example, when the predetermined number of P plus signals are counted after the replacement of the parts, the break-in operation may be forcibly terminated, and the break-in operation end signal may be output from step 6. The break-in operation end reset signal or the break-in operation end signal is sent to the step 3.

In step 3, as explained in FIG.
When the break-in operation end reset signal is received, the ignition timing is processed according to the map for the break-in operation.
On the other hand, when the break-in operation end signal is received, the ignition timing is processed according to the map for normal operation. In this way, by processing the ignition timing of the internal combustion engine according to the familiarity of the parts of the vehicle, the quietness, fuel efficiency, exhaust gas, or maneuverability of the vehicle can be changed to the state of the vehicle. It can be kept in a suitable state.

FIG. 6 is a diagram for explaining the contents of step 3 in FIG. 5 in more detail. In step 3.1, map switching control is performed based on the rotation speed Ne, the break-in operation end reset signal, and the P minus signal. That is, as an example, switching between the running-in map and the normal driving map is performed. From the map selected in step 3.1, a standard operation / break-in operation transition permission signal is output in step S3.3, and in step 3.4,
A transition permission signal (start) is output, and step 3.2
Outputs the selected map number.

In step 3.3, the engine speed N
Based on e and the signal from step 3.1, the ignition timing during map switching is calculated, and the step ignition timing signal obtained by the calculation is output to step S3.4. In step 3.2, the ignition timing according to the map number is calculated based on the engine speed Ne and the map number from step 3.1, and the map ignition timing signal is output in steps 3.3 and 3. 4 is output.

In step S3.4, step S3.1
, The ignition timing is determined by the map ignition timing signal from step 3.2, and the step ignition timing signal from step 3.3, and the ignition timing signal is output to step 5. Next, the contents of the map switching control in step 3.1 will be described in more detail with reference to FIG. In step 3.1.1, an average engine speed is determined from the P minus signal and the engine speed Ne, and the result is sent to step 3.1.3. In step 3.1.3, switching between standard operation and cruise operation is performed based on switching processing between standard operation and break-in operation, and the engine speed Ne and the average engine speed (average Ne) from step 3.1.1. Processing is performed.

At step 3.1.2, the end of the running-in operation is determined based on the P-minus signal, and the running-in operation end signal is output to step 3.1.3. The method of determining the end of the running-in operation will be described later with reference to FIG.

The details of the map switching process in step 3.1.3 will be described with reference to FIG. Step 3.
In 1.3.1, according to the input of the break-in operation end signal,
A transition process for ending the running-in state is performed. Then, it outputs a transition destination map number according to the driving situation at that time and a transition permission signal (start) for instructing a transition start timing.

In the internal combustion engine during running-in, there is a concern that unless the machining accuracy of each internal component is kept high, the friction is relatively large and the output transmitted to the rear wheels is reduced. Output-oriented ignition characteristics. In particular, in the low-speed rotation range of a small-displacement internal combustion engine, the ratio of the output that is reduced by friction to the output tends to be high, so the torque output from the low-speed idling rotation range to the medium-speed rotation range is emphasized. It is desirable that the ignition characteristics be adjusted. The specific characteristics that emphasize the torque output for the low / medium speed rotation range are well-known in the art, and thus description thereof will be omitted.

On the other hand, after the break-in, a predetermined output can be obtained due to the reduced friction, so that the output-oriented characteristic near idling is no longer necessary. Therefore, the characteristic is switched to a characteristic that emphasizes economy and luxury. As a result, the idling rotation speed becomes a predetermined rotation speed while improving fuel efficiency, and a sense of quality is maintained. Also,
It is not necessary to keep the processing accuracy of each part higher than necessary, and thus the cost can be reduced.

In step 3.1.3.2, a process for shifting to the fuel-saving cruise driving map and a process for shifting from the cruise state to the normal driving state are performed. The ignition timing characteristics and the like in the fuel-saving driving state for cruise driving are conventionally well-known, and therefore description thereof will be omitted. In the present embodiment, when the difference between the engine speed Ne and the engine average speed (average Ne) is equal to or less than a predetermined value for a predetermined time or more, it is determined that the vehicle is cruising at a constant vehicle speed. ing.

A specific example of the determination of the completion of the break-in operation in step 3.1.4 will be described with reference to FIG. FIG.
5 is a timing chart showing write and read timings of the E ² PROM 12.

The CPU 10 of the CDI unit 3 (see FIGS. 1 and 2) counts the number of revolutions of the engine when the ignition switch is turned on by first and second counters therein.
The first counter counts the P minus signal,
When an overflow occurs, the second counter is incremented and reset. Further, the counter second is set to the value read from the E ² PROM 12 when the ignition switch is turned on, the first E ² the counter value each time it is incremented by the output of the counter PROM1
Write to 2. When the ignition switch is turned off, the first counter is reset, and at the same time, the value of the second counter is reset. In this way, the second
Counter accumulates the P minus signal.

The CPU 10 determines that the break-in operation end signal is not completed when the condition of (scheduled end-of-run-in operation end count ≦ the count value of the second counter × the maximum value of the first counter) is not satisfied. When it is established, the break-in operation end signal = end.

As is apparent from the above description, according to the present embodiment, during the running-in operation of a certain part, the ignition is performed with the ignition timing characteristics according to the first map, and after the running-in operation of the part, the second operation is performed. The ignition is performed according to the ignition timing characteristic according to the map of the above, so that the internal combustion engine can be ignited at a timing suitable for the current state of the part, for example, quietness of a vehicle, fuel consumption, exhaust gas characteristics, and maneuverability. Can be improved or the degree of deterioration can be reduced.

In the above embodiment, the end time of the break-in operation or the degree of deterioration of parts of the vehicle is determined based on the cumulative number of pulsar signals indicating the engine speed. However, the present invention is not limited to this. , The cumulative value of vehicle driving time,
The cumulative value of the traveling distance of the vehicle, the number of crank revolutions of the engine (ignition pulser signal), or the number of times of ignition operation may be counted.

Further, the present invention is not limited to the components described in the above embodiment, but may be adapted to the components having the greatest degree of deterioration from the engine and the driving force transmission system to the tires. The ignition characteristics may be determined, that is, a map for ignition may be selected.

Further, means for resetting the cumulative value of a counter for judging the end time of the running-in operation or the degree of deterioration of parts of the vehicle may be provided. In this way, for example, when the engine or the drive system parts are repaired and returned to a state similar to a new one, by resetting the accumulated value of the counter, the ignition timing characteristics can be returned to the original characteristics at the time of the new one. become able to.

[0034]

As is apparent from the above description, according to the present invention, the control characteristic of the internal combustion engine is selected in accordance with the degree of deterioration of the parts of the vehicle. The characteristics of the vehicle that change accordingly, such as the quietness of the vehicle, the fuel efficiency, etc., can be greatly improved as compared with the conventional case.

Further, according to the present invention, for example, the control characteristics of the internal combustion engine corresponding to the difference between the operation (start-up operation) until the new components become initially familiar (run-in operation) and the subsequent operation (operation after break-in) Can be selected, and characteristics of the vehicle at the time of running-in and after running-in, such as quietness and fuel efficiency of the vehicle, can be significantly improved as compared with the conventional case.

[Brief description of the drawings]

FIG. 1 is a functional block diagram of the present invention.

FIG. 2 is a schematic configuration diagram of an ignition device for a vehicle internal combustion engine to which the present invention is applied.

FIG. 3 is a block diagram of a specific example of the CDI unit of FIG. 2;

FIG. 4 is an explanatory diagram of functions of FIG. 2;

FIG. 5 is a data flow diagram of a part of FIG. 4;

FIG. 6 is a data flow diagram of a part of FIG. 5;

FIG. 7 is a data flow diagram of a part of FIG. 6;

FIG. 8 is a data flow diagram of a part of FIG. 7;

FIG. 9 is a timing chart of writing and reading of the E ² PROM.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Main switch, 2 ... Battery, 3 ... CDI unit, 4 ... Ignition coil, 5 ... Spark plug, 6 ... Alternator (ACG), 7 ... Rectifier (REG / REC), 8 ... Pulser coil, 10 ... CPU, 11 ... pulsar waveform shaping unit, 1
2 ... E ² PROM, 13 ... ignition drive section, 21 ... vehicle component deterioration degree detecting unit, 22 ... control characteristic switching unit, 23 ... control characteristic storage unit, 24 ... engine control unit.

Claims (5)

[Claims] 1. A control device for an internal combustion engine mounted on a vehicle, comprising a plurality of control characteristics of the internal combustion engine, wherein the plurality of control characteristics are selected according to at least one state of the vehicle and the internal combustion engine. Control characteristic switching means for selectively switching, and a deterioration degree detecting means for detecting a deterioration degree of a component of the vehicle, wherein the control characteristic switching means selectively selects the plurality of control characteristics according to a detection result of the deterioration degree detecting means. A control device for an internal combustion engine for a vehicle, characterized by switching to (1). 2. The control device for an internal combustion engine for a vehicle according to claim 1, wherein the degree of deterioration detection means detects the degree of deterioration by determining whether a cumulative value of the number of revolutions of the internal combustion engine has reached a predetermined value. A control device for a vehicular internal combustion engine, wherein the degree of deterioration is detected by detecting the degree of deterioration. 3. The control device for an internal combustion engine for a vehicle according to claim 1, wherein the deterioration degree detecting means detects whether or not a cumulative value of a traveling distance of the vehicle has reached a predetermined value. A control device for a vehicular internal combustion engine, which detects a degree of deterioration. 4. The control device for an internal combustion engine for a vehicle according to claim 2, wherein the predetermined value is at least one of noise, fuel efficiency, and exhaust gas characteristics of each component of the vehicle. A control device for an internal combustion engine for a vehicle, characterized in that the control device is determined in accordance with a component that greatly contributes to the degree of change in the internal combustion engine. 5. The control device for a vehicle internal combustion engine according to claim 1, wherein the control device is an ignition device for an internal combustion engine.