JPS58192942A - Method for controlling engine output - Google Patents

Abstract

PURPOSE:To simplify a power transmission gear mechanism, by providing a shift switch adapted to detect a shifting position of a transmission and by limiting an axial torque within an engine speed as preset at a specific shifting position. CONSTITUTION:Signals sent from an air flow rate sensor 1 and an engine rotation speed sensor 2 are inputted into a computer 3. The computer 3 emits a fuel injection control signal to an injector 5. A shift switch 6 adapted to detect a shifting position of a transmission is provided for inputting detection signals to the computer 3. The computer 3 functions to emit a signal instructive of output reduction, upon its judgement that a transmission should be shifted into the first position and that an engine runs within a preset engine speed. In this manner, a power transmission gear mechanism can be constructed compact by a reduction in axial torque.

Description

[Detailed description of the invention] The present invention relates to a method for controlling the output of a circular engine.

The performance of internal combustion engines is improving year by year. What is required for electric running with improved performance and equipped with an internal combustion engine is the reduction in quantity and size of other parts.

As engine performance improves, the power transmission mechanism must also be improved accordingly. As engine output increases, the power transmission mechanism must be strengthened accordingly. However, the stress applied to the propulsion shaft varies depending on the shift position of the transmission. Particularly in the first speed, there is a tendency to become excessive.

The present invention has been made in view of the above problems, and an object of the present invention is to provide an output control method for an internal combustion engine that can downsize a power transmission mechanism.

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

Figure 1 is a diagram showing the shaft torque characteristics with respect to the engine speed at each shift position of the transmission, and shows curves aA, B, and C.
, Di indicate 1st speed, 2nd speed, 3rd speed, and 4th speed, respectively. As we all know, 1st gear is the acceleration after starting! @t- Taking account of this, the torque at start-up 9 is greater than at other shift positions, and the maximum torque is also greater. As the years go by, the output performance of KO/JI/ is improving, and the characteristics exhibited by curved lines are becoming sharper and sharper. As mentioned above, an increase in shaft torque requires an enlargement of the power transmission mechanism.

The second figure shows the torque curve when the engine throttle is fully open. The most important requirement for 1st gear is to generate a large shaft torque f in the low engine speed range, and there is no requirement for the shaft torque to increase after the engine speed increases; It is desirable that the characteristics be flat in the rotational speed range. Therefore, in the case of an engine having the torque characteristics shown in Figure 2, even if the output is limited as indicated by the dotted line E in Figure 2, the performance originally required of the engine will not be affected. On the other hand, in 1st gear, the point in Figure 2? By lowering the output as shown by fME, the power transmission mechanism including the propulsion shaft can be made smaller and more economical, and the total weight of the vehicle can be reduced, resulting in a relative It is possible to increase the iA power.

Figure 3 is a block diagram of an electronically controlled internal combustion engine control device, in which the air amount sensor 1 consists of an air brometer installed in the intake pipe, and the rotation speed sensor 2 receives a signal from the distributor. , each computer 3
is man-powered. The computer 3 sends an ignition timing 71 control signal to the igniter based on the signal, and controls the injector 5.
sends a fuel injection control signal to. In this way, you can electronically control ignition timing and fuel injection! ! According to the present invention, a shift switch 6 for detecting the shift position of the transmission is provided and manually operated by the computer 3. , and the engine speed changes from N to N1 in Fig. 2, for example.
If it is determined that it is within the range of , then point i@! in Figure 2! A signal is generated to limit the output as shown at E. The engine output can also be limited by retarding the ignition timing using the igniter 4 or changing the air-to-air ratio using the injector 5.

FIG. 4 is an example of the control flowchart shown in FIG. 3. 9
! Read the timing, rotation speed, shift position, etc. C step 2
0), determine whether the transmission is in the controlled shift position or not (step 21); if NO, calculate the ignition advance angle and injector opening time using the computer 3 so as to obtain the maximum output torque. Step 22), the output is output to the igniter 4 and the injector 5, respectively, and normal control is performed.

- 10,000, if YES, further determine whether the rotation speed is within the control rotation speed range, for example, the range from N to N in Figure 2 (step 23); if NO, the VC is as described above)
If! If the answer is YES, step 24 is calculated to limit the output as shown by E in FIG.
), which is output to the igniter 4 and injector 5. This output limitation is performed by changing the ignition timing or the solvent injection t with respect to the normal control to obtain the maximum output as described above.

FIG. 5 shows an embodiment in which the present invention is applied to an internal combustion engine with a turbocharger. Like the turbocharger d, the exhaust gas from the exhaust passage 7 is used to rotate the turbine 9 of the turbocharger 8, and this rotation operates the compressor 11 installed in the intake passage 10 to supercharge the air. This is what I did. Engine output is controlled by controlling boost pressure. Control of the supercharging pressure is performed by opening and closing the waste gate valve 13 driven by the actuator 12. The driving pressure of the actuator 12 is determined by the supply pressure control valve 14 which operates based on the command from the combination
Controlled by 0 atmospheric bleed.

The computer 3 includes an air amount sensor 1, a rotation speed sensor 2, and a shift switch 6 as in the embodiment shown in FIG.
is input, and at the same time, the boost pressure sensor 15, engine water temperature sensor 16, etc. are input.

FIGS. 6 and 7 are a boost pressure control characteristic diagram and a corresponding engine output torque characteristic diagram with respect to the engine rotation speed of a turbocharged engine. F and F' are characteristic curves without combiator control, G and G'
This is a characteristic curve when combiator control is performed according to tl. According to conventional computer control, the output power is suppressed to a value corresponding to the maximum allowable human torque of a particular power transmission mechanism indicated by X. The maximum allowable output torque value becomes smaller at higher speeds, for example, in 1st gear. Therefore, if the boost pressure is controlled in accordance with the allowable output torque in 1st gear, the engine at a higher shift position will become smaller.
The output will be suppressed, and the characteristics of the turbocharger that achieves high output cannot be fully utilized. According to the present invention, the shift position is detected and, for example, in the first gear, the boost pressure control shown in curve aG is performed to obtain the output G' that satisfies the maximum allowable input torque of the power transmission mechanism, and the shift position is The supercharging pressure control shown in the song 81H is performed at the high output H position.
Kill by getting '. Therefore, one of the boost pressure curves G and H can be selected depending on the engine shift position. That is, depending on the curve H, the boost pressure 1 during normal operation can be selected.
llilI control and supercharging pressure control shown in curve ImG in the first gear, the output torque is limited as shown by curve G', and using the same power drive mechanism, the output torque is limited to the difference between curves G' and H'. It is possible to improve the output.

FIG. 8 is an example of a flowchart for controlling the engine output by controlling the boost pressure of the turbocharger.

First, the shift position, measured supercharging pressure (Ps), rotation speed, and other information are read (step 30). Next, it is determined whether it is the control shift position (step 31). Here Y
ES, for example, in the first gear, and in the next case, the supercharging pressure map during shift control is considered (step 32),
A target supercharging pressure Pa is calculated (step 33). This PC
can be mapped based on the song laG in FIG. 6, for example. On the other hand, if it is determined that the shift control position is No, for example, other than 1st speed, the normal boost pressure map is read (step 34), and the target boost pressure P at this time is read.
Calculate c' (step 35). This Pc' is mapped based on the song 1111 in FIG. 6, for example. The turbocharger is controlled to approximate the target supercharging pressure Pc or Pa' depending on whether the shift control position is YF8 or No. That is, at each determined shift position, the supercharging pressure Ps measured by the supercharging pressure sensor 15 and the target supercharging pressure pc or Pa' are determined (step 36 or 37), and Pc=Pm or Pc'= When P- is YES, the opening degree of the waste gate pulp 13 is maintained as it is. On the other hand, if NO, wastegate pulp 13
It is controlled so that Pc = Pg or F'c' = Ps by driving in the opening direction or closing direction. Therefore, when it is in the shift control position, supercharging pressure control as shown in curve aG in Fig. 6 is performed, and when there is VC other than in the shift control position, the curve Boost pressure control is performed.The engine output is controlled in response to the boost pressure control of the turbocharger, as shown in the relationships in Figures 6 and 7.Therefore, at positions other than the control shift position, Higher output can be obtained compared to the prompting control method.

The output control of the engine is not limited to the above-mentioned embodiment 9, for example, by restricting the air in the intake passage, and many other methods may be considered.

As explained above, according to the present invention, a more powerful engine can be replaced with a smaller power transmission mechanism, and a car with superior performance can be obtained more economically. play.

[Brief explanation of drawings]

Fig. 1 is a graph showing the relationship between engine/rotational speed and shaft torque at each shift position, Fig. 2 is a characteristic diagram showing the torque curve when the throttle is fully open, and Fig. 3 explains the first embodiment of the present invention. Figure 4 is a control flowchart of Figure 3, Figure 5 is a system diagram showing @2 embodiment of the present invention, Figures 6 and 7 correspond to boost pressure and engine output torque, respectively. FIG. 8 is a flowchart of an example of boost pressure control. 1...2 t sensor, 2...rotation speed sensor, 3...
・Combiator, 4...Igniter, 5...Injector, 6...Soft switch, 8...Turbocharger, 12...Actuator, 13...Wastegate pulp, 15...Supercharging pressure sensor . Fig. 1 Fig. 2 Fig. 4 Fig. 5 Fig. 6 Fig. 7 Engine speed procedure amendment (voluntary) June 1981 Commissioner of the Japan Patent Office Shima 1) Haruki Tono 1, Display of the case 1986 Patent Consultant No. 075333 2, Name of the invention Internal combustion engine output control method 3, Relationship with the case of the person making the amendment Patent applicant name (320)) Yota Jidosha Kogyo Co., Ltd. 4, Agent 5, Target diagram of the amendment Surface (Fig. 8) 6. Contents of correction Yl at the next step of steps 36 and 37 ONO judgment in Fig. 8! Correct 18 and NO on the separate sheet. 7. Attached documents (Figure 8) 1 copy

Claims (1)

[Claims] 1. An inner C engine characterized by detecting a shift position of a transmission and limiting shaft torque within a predetermined rotation speed range at a shift position including at least first gear. Output control method. 2. An output control method for an inner C engine according to claim 1, characterized in that the shaft torque is controlled by an air-fuel ratio. 3. A method for controlling the output of an internal combustion engine according to claim 1, characterized in that the shaft torque is controlled by the ignition timing. 4. The shaft torque is controlled by the supercharging pressure of the turbocharger. Do% ff1M! A method for controlling the output of an internal combustion engine according to item 1.