JPS60128027A - Controlling method of power train - Google Patents

Abstract

PURPOSE:To make control over a power train as a whole attainable as demanded by a driver, by controlling both of an engine and a transmission at the same time so as to accord with a selection mode according to a selection indicating mode. CONSTITUTION:A control unit 1000 is supplied with a data input signal out of a data input unit 25 operated by a driver through an electric circuit 26, making an operating mode vary according to the data input signal, and moreover outputs various data to a display unit 28 through an electric circuit 27, thus these various data are displayed. The data input signal is inputted out of the electric circuit 26 with a signal out of the data input unit 25 operated by the driver himself, and with this signal, the operating mode of the control unit 1000 is specified. On the other hand, a data output signal 202 is outputted to the display unit 28 from the electric circuit 27, and makes this display unit display a selection indicating mode corresponding to the input signal and a shift position of a transmission 4 or the like.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method for controlling a power train consisting of an engine and a transmission that changes the speed and outputs power from the engine.

A type of power train is used, for example, in the drive system of an automobile, and conventional methods for controlling such a power train have been published in, for example, Technical Papers 830423 and 820740 of the Society of Automotive Engineers (SAE). As shown in Figure 2, it was common practice to control the engine and the transmission separately.In other words, the engine controller detects data from each part of the engine, and then controls the fuel based on the calculation results from these data. This is done by controlling the supply amount, ignition timing, exhaust recirculation amount, intake air amount, etc. to appropriate values.The transmission controller detects the engine load, vehicle speed, etc., and uses these calculation results to adjust the transmission. This is done by determining the gear position and controlling the lock-up of the torque converter.

On the other hand, improving fuel efficiency and improving power performance are major issues today, especially in automobiles, but there are limits to satisfying both at the same time. Therefore, it is now up to the driver to decide which to prioritize, and allows the driver to selectively switch the operating characteristics of the transmission to one that emphasizes fuel economy, one that emphasizes power performance, or a standard one that is in between these two. Attempts are being made to do so.

In this case, the transmission controller determines the gear position and performs lock-up control of the transmission according to the driver's selection instruction mode, but in the conventional powertrain control method described above, engine control and transmission control are performed separately. Because each controller operates individually, the operating characteristics of the engine do not necessarily correspond to the driver's selected instruction mode, and the control of the powertrain as a whole may not fully satisfy the driver's instructions. It is inevitable that a sufficient fuel efficiency improvement effect will not be obtained when the fuel efficiency emphasis mode is selected, or that sufficient power performance will not be obtained when the power performance emphasis mode is selected.

According to the present invention, by changing not only the operating characteristics of the transmission but also the operating characteristics of the engine to correspond to the selected instruction mode, the control of the entire powertrain can fully satisfy the driver's instructions due to the synergy of the internal operating characteristics. The present invention aims to provide a power train control method that embodies this idea, from the viewpoint of being able to solve the above-mentioned problems and perform excellent power train control.

Hereinafter, the present invention will be described in detail based on the embodiments shown in the drawings.

FIG. 1 shows an example of a control device for carrying out the method of the present invention, together with the power train of an automobile to be controlled by the control device. is the engine, 4 is the transmission (
(automatic transmission), 5 is a propeller shaft, 7 is a differential gear, 8m and 8R are left and right rear wheel axles, respectively. Front wheel 1L.

1R is a steering wheel that is steered by the steering wheel 9 and steers the car, 2m is the rear wheel, and 2R is the steering wheel that steers the car.
The power is transmitted through transmission 4, propeller shaft 5,
These are drive wheels that are driven by transmission through the differential gear 7 and axles 8L and 8R, and drive the vehicle.

The engine 3 is started by the ignition switch 10.
The vehicle is operated and stopped, and the output can be increased by depressing the accelerator pedal 11 during operation.

j - As described above, the output of the engine 3 is transmitted to the wheels 2L and 2R to enable the vehicle to run, but this can be achieved by depressing the brake pedal 12 when stopping, and by pressing the parking brake lever 13 when parking. This can be achieved by manipulating the .

The transmission 4, which together with the engine 3 constitutes the power train that is subject to the control of the present invention, controls the operation position of the select lever 14, that is, the parking (P) range, the reverse (reverse) range,
The power transmission path is selected according to the R) range, neutral (N) range, forward automatic shift (D) range, 2nd speed engine brake (U) range, or 1st speed engine brake (I) range.

In the U and H travel ranges, the power of the engine 3 is shifted according to the selected gear position and output to the propeller shaft 5.

The power train tiIJa device used to implement the method of the present invention includes a common engine 3 and a transmission 4.
This control unit is equipped with a control unit 1000 that connects the electric power of the vehicle battery 15 to the electric line 16.
It is operated by being directly supplied as a constantly energized power source via a power source 4- through a power supply relay 11 which is connected when the ignition switch 10 is turned on, and being supplied with power from an on-vehicle battery as a main power source.

As will be described in detail later, the control unit 1000 receives a signal from the ignition switch 10 through an electric line 18, a signal from the accelerator pedal 11 through an electric line 19, a signal from the brake pedal 12 through an electric line 2O, and a signal from the parking brake lever 13. The signal from the select lever 14 is sent from the electric line 21 to the engine 3 via the electric line 22.
Signals regarding the crank angle, crankshaft torque, intake air IjI, and temperature of the transmission 4 are inputted from the wire harness 23, and signals regarding the output shaft rotation speed and output shaft torque of the transmission 4 are inputted from the wire harness 24, and the calculation results of these input signals are inputted. The power is output from the wire harnesses 23 and 24 to the engine 3 and transmission 4, respectively, to control them. Further, the control unit 1O00 is supplied with data input signals from the data input device 25 operated by the driver via the electric line 26, changes the operating mode according to these data input signals, and further transmits various data to the electric line 26.
7 to output to the display device 28 to display various data.

These input/output signals to the control unit 1000 will be explained in detail with reference to FIG. First, to explain the input signals, the ignition switch signal 101 is input from the electrical circuit 18 as a signal corresponding to the operating positions of the ignition switch 10, that is, the lock position, the off position, the accessory position, the on position, and the starter position. Since the operation contents are well known, the explanation will be omitted. The select signal 102 corresponds to each of the operating ranges P of the select lever 14,
R,N.

Signals corresponding to D, n, and I are input from the electric line 22,
Further, the accelerator signal 103 is a voltage signal proportional to the amount of depression of the accelerator pedal 11, obtained by a potentiometer, and inputted via an electric line 19. The brake signal 104 is a voltage signal proportional to the amount of depression of the brake pedal 12 and is obtained from a potentiometer or the like and is input through the electric line 2O.The parking brake signal 105 is also a voltage signal from a potentiometer or the like that responds to the parking brake lever 13. A voltage signal proportional to the operating position is input via the electric line 21.

Note that the brake signal 104 and the parking brake signal 105 can also be obtained by a pressure sensor that responds to the pressing force (braking force) of the brake element instead. Also, although the signals '103 to 105 are analog signals in the above,
It can be directly obtained as a digital code signal using an encoder or the like.

The data input signal 106 is a signal from the keyboard or switches of the data input device 25 operated by the driver.
6, and this data input signal sets the operation mode of the control unit 1000, for example, standard mode (
A mode that emphasizes power performance (power mode), a mode that emphasizes fuel efficiency (economy mode), etc. are specified.

In addition, as the data input signal 106, for example, JP-A-58
There is one as described in Japanese Patent No.-13140. One electric current m107 is inputted from the vehicle battery 15 via the power relay 17, and the constantly energized electric current 5108 is always inputted from the battery 15 through the electric line 16.

7- The crank angle signal 120 is a pulse signal that is generated at every fixed rotation angle of the engine crankshaft, and is input from the wire harness 23. It can be obtained by photoelectric detection of the light passing through the rotating core slit of the disk. The crankshaft torque signal 121 is a torque-proportional voltage signal obtained by electrically detecting the torque applied to the crankshaft using the magnetostrictive effect, and is input from the wire harness 23. The signal is, for example, as described in Japanese Patent Publication No. 35-12447, It can be obtained by a torque sensor such as The air flow rate signal 122 is a signal indicating the intake air amount of the engine 3, and is inputted from the wire harness 23, and can be obtained by an air 70-meter commonly used in fuel-injected engines. Engine temperature signal 123 is engine 3
A signal proportional to the cooling water temperature is input from the wire harness 23, and the signal can be obtained by a thermistor sensitive to the cooling water temperature.

It should be noted that each of the above-mentioned eight kinds of input signals other than the crankshaft torque signal 121 can be easily obtained as already described in Japanese Patent Application Laid-Open No. 185501/1983 filed by the applicant of the present application.

The output shaft rotational speed signal 140 is a signal proportional to the output shaft rotational speed of the transmission 4, and is inputted from the wire harness 24. It can be obtained by calculating the frequency. The output shaft torque signal 141 is a voltage signal proportional to the output shaft torque of the transmission 4 and is input from the wire harness 24.
The signal can be generated by a torque sensor similar to obtaining the crankshaft torque signal 121.

Next, to explain the output signals, the power relay control signal 201
is for controlling the power supply relay 17 on and off, and when the engine 3 is running with the ignition switch 10 on or in the starter position, the power supply relay 11 is turned on, and through this, the main power supply 101 is supplied from the battery 15 to the control unit 1000. At the same time, even when the ignition switch 10 is turned off, the power relay 17 is kept on until evacuation for saving data is completed, and main power 107 is continued to be supplied to the control unit 100O. The data output signal 202 is transmitted from the electric line 27 to the display device 2.
8, and causes the display device to display the selection instruction mode corresponding to the data input signal 106, the shift position of the transmission 4, the selected range of the select lever 14, or the diagnosis result of the power train control device. Note that this data output signal 202 is also the data input signal 1.
Similar to 06, there is one described in Japanese Unexamined Patent Publication No. 13140/1983.

The air amount control signal 220 is a throttle opening command corresponding to the accelerator signal 103, and is supplied from the wire harness 23 to a well-known throttle actuator (see, for example, Japanese Patent Publication No. 58-25853) provided in the engine 3, and is and adjust the engine throttle opening by pressing the accelerator pedal 1.
Set the value corresponding to step 1 (accelerator signal 103),
The intake air amount of the engine 3 is made to correspond to the signal 220. Note that the response time from the input of the accelerator signal 103 to the output of the air amount control signal is such that in the normal mode, the rate of change of the throttle opening is normal and the engine 3 accelerates and decelerates very normally. In the economy mode, the rate of change in throttle opening is slow, the engine 3 responds slowly, and fuel consumption is reduced.For this purpose, the air amount is controlled from the input of the accelerator signal 103. In the powerful mode, a delay element (for example, 1/1+T8) is inserted between the signal 220 and the output of the signal 220, and in the powerful mode, the speed of change of the throttle opening becomes faster, the engine 3 responds quickly, and the power performance improves. For this purpose, the air amount control signal 220 is input from the input of the accelerator signal 103.
An advance element (for example, 1+T8) is inserted between the output and the output to differentially correct the response time. In addition, during idle link operation of the engine 3, the air amount control signal 220 is
As described in Publication No. 160137, the throttle opening degree is controlled via a throttle actuator to keep the idling speed constant, and furthermore, when constant speed 11-running is instructed by the data-containing signal 106, the air ω control signal 22G is output. Based on the comparison between the vehicle speed based on the shaft rotational speed 140 and the instructed vehicle speed, the throttle opening degree is controlled (feedback control) via the throttle actuator to enable constant speed driving.

The fuel injection 111J control signal 221 is a pulse signal that controls the opening time of the fuel injection valve provided in the engine 3, and is output from the wire harness 23, and is basically a pulse signal that controls the opening time of the fuel injection valve provided in the engine 3.
Crank angle signal 12 as described in Publication No. 125334
0 and the air flow rate signal 122, the valve opening time width (fuel injection amount) proportional to the intake air amount is calculated, various corrections are made to it, and the result is used as a fuel injection amount control signal 221 to control the operation of the engine 3. Output synchronously.

In the normal mode, the fuel injection amount control signal 221 based on this basic calculation result is output as a signal for obtaining the air/fuel efficiency shown by AN in FIG. The injection amount control signal 221 is changed as follows. That is, FIG. 6 shows the changes in the output torque TrA and fuel consumption rate FCA of the engine 12- due to changes in the air-fuel ratio, and in the powerful mode, the fuel injection amount control signal corresponding to the air ratio AD at which the torque TrA becomes maximum is 221, and this signal is obtained by multiplying or adding the value corresponding to the basic opening time of the fuel injection valve.

Also, in economy mode, the fuel consumption rate is F. A fuel injection amount control signal 221 corresponding to the air-fuel ratio ~ where A is the lowest is output, and this signal is obtained by reducing the above-mentioned basic opening time of the fuel injection valve by a correction coefficient.

The ignition control signal 222 is a crank angle signal that indicates the energization time and energization stop time for the primary coil of the ignition coil provided in the engine 3, as described in Japanese Patent Laid-Open Nos. 57-185501 and 54-58116. This signal is determined in synchronization with 120 and is output from the wire harness 23 to control ignition energy and ignition timing. The ignition energy is controlled to be kept constant even if the engine rotation speed (calculated from the period or frequency of the crank angle signal @120) and the battery 15 voltage change, and the ignition timing is controlled depending on the engine rotation speed and the crankshaft. The torque is determined in a well-balanced manner by considering output torque, fuel efficiency, exhaust gas, etc. Regarding the ignition timing, the point of maximum torque is also the point of minimum fuel consumption, and the ignition timing is determined so as to obtain these points. Therefore, the ignition timing control signal 222 is not controlled independently even by switching the mode. No need to change.

However, by switching the mode, the fuel injection amount control signal 221, the air amount control signal 220, which is changed as described above, and the E G RIII!, which are changed as described below. I III
Since the ignition timing at which the torque is maximum and the fuel consumption rate is minimum differs depending on the signal 223, the gear ratio control signal 240, and the lockup control signal 241, the ignition timing must be changed accordingly when switching modes. For this reason, we prepare as many ignition timing table data as the number of modes depending on the mode.
Select and use the table that supports the selection instruction mode, or
Alternatively, the basic table values are uniformly corrected according to the selection instruction mode to obtain a predetermined ignition control signal @222.

The E G Ri control signal 223 is based on Japanese Patent Application Laid-Open No. 55-32918.
As described in the above publication, this is a signal related to the opening degree (exhaust recirculation amount) of the exhaust gas recirculation control valve provided in the engine 3, and is output from the wire harness 23. In the normal mode, the valve opening degree, that is, the exhaust gas recirculation amount (exhaust recirculation rate) is determined in a well-balanced manner according to the engine rotation speed and crankshaft torque, taking into consideration exhaust gas, fuel consumption, etc. The EGR control signal 223 is output so that the exhaust recirculation rate is as shown in EN in Fig. 7, but in the powerful mode and economy mode, the EGR control signal 223 is
3 is changed as follows. That is, FIG. 7 shows engine output 1/hr Tro and fuel consumption rate F due to changes in exhaust gas recirculation rate. In the powerful mode, the EGR control signal 223 corresponding to the exhaust recirculation rate Ep at which the torque T is maximum is output, and in the economy mode, the fuel consumption rate F is output. An EGR control signal 223 corresponding to the exhaust gas recirculation rate EE where E is the lowest is output.

Note that the EGR control signal 223 due to such mode switching
As in the case of the ignition control signal 222, this can be changed by selecting and using a table corresponding to the mode.

15- The gear ratio control signal 240 corresponds to the gear ratio (gear position) of the transmission 4, and is
It is output from This gear ratio is the input torque of the transmission 4 (crankshaft torque of the engine 3), that is, the signal 121 or the corresponding signal (accelerator signal 103).
, intake air amount signal @122, etc.) and the vehicle speed (output shaft rotational speed signal 140), and is determined by taking into account drive torque, fuel consumption, vibration, etc. The gear ratio control signal 240 is disclosed in JP-A-57-47056, JP-A-56-24255@A, and JP-A-56-2425.
As described in Japanese Patent No. 6, a desired gear position can be obtained by selectively driving various shift solenoids of the transmission 4 and operating the corresponding friction elements. By the way, the gear ratio control signal 24G is determined by the gear position allocation table (shift pattern) shown in Fig. 8 according to the engine load and vehicle speed, and (a) in the figure is selected in economy mode, and (b) in the figure is selected in normal mode. (C) is selected in the powerful mode. As these shift patterns 16-- become (a >, (b >, (c)), the shift lines 1→2. There is a tendency to hold the gear position until the vehicle speed reaches a high speed, so shift pattern (a) emphasizes fuel efficiency, (C) emphasizes power performance, and (b) is intermediate between the two.

The lock-up control signal 241 is a signal that controls coupling and release between the input and output elements of the torque converter provided in the transmission 4, and is output from the wire harness 24. The lock-up control signal 241 is disclosed in Japanese Patent Application Laid-Open No. 56-2425.
No. 5, JP-A-56-24256, and JP-A-Sho 5
As described in Publication No. 7-33253, the crankshaft torque (
It is determined in consideration of fuel consumption and vibration according to signal 121) and vehicle speed (signal 14O). For example, as shown in FIG. 9, in normal mode, the lock-up of the torque converter due to the above coupling occurs in the area surrounded by the solid line LN. In the powerful mode, the lock-up is performed in the area surrounded by the dotted line
Assume that the process is carried out in the area surrounded by E. These lock-up areas are narrowed in normal mode to basically prevent vibration from occurring as a whole during acceleration and deceleration, and in powerful mode, the lock-up areas are further narrowed to utilize the torque increasing effect of the torque converter during acceleration. The lock-up area is widened to improve the effectiveness of engine braking during deceleration, and in economy mode, the lock-up area is widened as much as possible without causing resonance during acceleration and deceleration.

Lockup control signal 241 determined in this way
The system limits the relative rotation (slip) between input and output elements of the torque converter as necessary through coupling and release control between these elements, and operates the torque converter under the optimal control for each selected instruction mode. I can do it.

Next, a specific example of the configuration of the control unit 1000 will be explained with reference to FIG.

In the figure, 1100 is a signal shaping circuit for the various input signals 101 to 107. 120-123. 140. 14
1 input section, and removes noise and absorbs surges from these input signals to prevent malfunction of the control unit due to noise and destruction of the control unit due to surges, as well as amplify and convert various input signals. In some cases, the next stage human interface circuit 12O
Adjust the waveform so that 0 can operate accurately. The input interface circuit 1200 performs analog-to-digital (A/D) conversion of various input signals shaped by the circuit 1100, counts the number of pulses during a predetermined period of time, and processes input signals from the central processing unit (CPU) 1300. It is assumed that the signals can be converted into digital code signals that can be read as data and stored in internal corresponding registers as input data. CPU 1300 is crystal oscillator 1310
It operates in synchronization with a clock signal based on an oscillation signal 1311, and is connected to an input interface circuit 1200, a memory 1400, an output interface circuit 1500, and an arithmetic timer circuit 1350 via a bus 1320.

During operation, the CP LJ 1300 executes the control program 1 stored in the mask ROM 1410 of the memory 1400 and the PROM 1420, and the input interface circuit 12O.
Various input data are read from each register in 0, arithmetic processing is performed to calculate various output data, and these output data are sent to the output interface circuit 1500 or the corresponding register at a predetermined timing. The memory 1400 includes the above masks R'OM 1410 and P ROM 142.
0 plus RAM 143G and storage memory 1
440. Mask R0M 141
0 permanently stores the control program executed by the CPU 1300 and the data used when executing this program at the time of manufacture. P ROM 1420 contains vehicle speed,
Control programs and data that are likely to change depending on the type of engine 3 and transmission 4 are permanently written and stored when installed in a control unit. The RAM 143O is a readable and writable random access memory that temporarily stores data during arithmetic processing performed by the GPU 1300, and allows the CPU 130O to send data resulting from arithmetic processing to the output interface circuit 1500. The stored contents are temporarily stored in memory 20- before the operation, and the stored contents are immediately erased when the ignition switch 10 is turned off and the electric current 107 is no longer supplied as described above. Furthermore, the storage memory 1440 is used to store data that should be retained even when the car is stopped, among intermediate data and result data of arithmetic processing performed by the CPU 1300, and when the ignition switch 10 is turned off. Even if the main power source 107 is no longer supplied, the above-mentioned data will continue to be stored and held by the constantly energized power source 108.

The arithmetic timer circuit 1350 enhances the function of the CPU 1300, and is a multiplication circuit for speeding up the arithmetic processing of the CPU 130G.
Interval timer that sends interrupt signals to 300, CPU
1300 has a 7-rerun counter and the like for knowing the elapsed time from a predetermined event to the next event and the event occurrence time. The output interface circuit 1500 is c p U 1
Store the output data from 300 in the internal corresponding register,
These data can be converted into pulse signals with a predetermined timing and time width, or a predetermined cycle and duty ratio, or [1
”, converts it into a switching signal of “0” and sends it to the drive circuit 16.
Send to O0. The drive circuit 1600 is a power amplifier circuit,
The signal from the output interface circuit 1500 is
The various output signals 201, 202, 220 are current-amplified.
~223,240,241.

Note that 1100 is a backup circuit, and this circuit 110
0 is activated by a monitor signal 1710 obtained by monitoring each signal of the drive circuit 160O, and the CPU 1300
, when the memory 1400 or the like does not operate normally due to a failure, it receives part of the signal from the signal shaping circuit 1100,
It generates an output signal 172O that can operate the engine 3 and transmission 4 to the minimum extent necessary for safe self-propulsion of the automobile, and also generates a switching signal 1130 that notifies the occurrence of a failure. Signals 1720 and 1730 are provided to a switching circuit 115O which blocks the signal from output interface circuit 1500 via signal 113O and instead provides signal 172O to drive circuit 1600 to safely return the vehicle to the repair shop. It can run on its own.

180O is a power supply circuit that is supplied with one current m101 and a constantly energized power supply 108. The power supply circuit 1800 is the main power supply 101
input interface circuit 12O0, c p U
1300, memory 1400, output interface circuit 1500, and calculation timer circuit 1350 with a constant voltage of 5V 1
810, and a constant voltage of 5V 1 to the backup circuit 170O.
820 and a signal 1830 indicating on/off of the ignition switch 10 to the input interface circuit 1200.
, the reset signal 1840 and the CPU
A signal 185O for stopping the operation of the input interface circuit 1200 is supplied with a constant voltage 1860 for its internal A/D converter, and a main voltage 1810 is supplied to the signal shaping circuit 1100, drive circuit 1600, and switching circuit 1750, respectively. operate as specified. Also, power supply circuit 18
0O is the memory retention memory 1440 from the constantly energized power supply 108
A constant voltage 1880 of 5V is supplied to the circuit, and this is operated as specified even when the ignition switch 10 is turned off.

The control program of the control unit having such a configuration and the method of arithmetic processing using the control program will be schematically explained with reference to FIG.

The control program can be roughly divided into an initial setting program 23-3000, a background program 4000,
Interrupt processing program 5000 and subprogram 310
It is composed of four types of programs with O.

Ignition switch 10 is turned on, 1 electric l11
07 is turned on, the power supply circuit 1800 issues a reset signal 1840, and in response to this, the CPU 130G starts the control program from the reset point in FIG. Perform initial value setting (initialization) of circuits 1200, 1500, etc. After that, the background program 4000 is repeatedly executed, and this program consists of a plurality of programs for each processing item, and these programs are executed sequentially in accordance with their arrangement order.

When an interrupt request signal is received while the background program 4O00 is being executed (in some cases, the initial setting program 3000 is being executed), the program being executed is temporarily interrupted and the interrupt processing program 500G starts from the interrupt in the figure. Move like.

The interrupt processing program 500O first determines the type of interrupt request signal, and selects which of the interrupt processing programs 24-program 5000 to execute according to the determination result. After executing the selected program, return to the background program 4O00 that is currently being executed (as shown in ``■'') and resume its execution.

Note that if another interrupt request signal is input while the interrupt processing program 500O is being executed, the process returns to the interrupt mode as shown in ■, and the currently executed interrupt processing program and the type of the newly input interrupt request signal are displayed. From a comparison with the corresponding interrupt processing program,
Determine which program should be executed with priority,
Depending on the determination result, execute the program corresponding to the new interrupt request signal and return to the interrupted program, as shown in ■.
Alternatively, as in (2), after the current program has been executed, a program corresponding to a new interrupt request signal is started.

□ Programs that are frequently used in the background program 4000 and interrupt processing program 5000 are set separately as subprograms 3100, and when the above subprograms are needed during the execution of each program,
Jump to subprogram 3100 as shown in (3) and execute the requested subprogram. When the execution of this subprogram is completed, the program returns to the program in the middle of execution, as in (1), (2), and (2), and completes the program. Note that there are cases in which another subprogram is executed during execution of a subprogram, and there are cases in which the interrupt processing program 5000 should be executed in response to an interrupt request signal, but illustrations of these are omitted to avoid obscuring the drawing.

Also, depending on the program, it may be a problem to receive an interrupt request while the program is running.
Naturally, when the program ends, the prohibition on accepting interrupts is canceled.

The details of this control program are shown in FIG. 5, and the control program will be explained in detail below based on this drawing.

The initial setting program 300O is a program that starts execution from a specific address called a reset vector address by a reset signal 1840 when the main power supply 107 is turned on by turning on the ignition switch 10. Initial value settings for interface circuits 1200, 1500, etc. (
(initialization), that is, preparation for the subsequent program. In this program, after clearing all addresses in the RAM to be used by the micro combi coater, commands required for the operations of the input/output interface circuits 1200, 1500 and the arithmetic timer circuit 1350 are written, and these operations are started.

These commands include canceling the interrupt mask for interrupt signal processing, setting the timer interrupt cycle, setting measurement times for measuring various rotational speeds and vehicle speeds, and constants related to the output signals of each control. This includes settings such as , initial output state settings, etc.

When the initial settings are completed, an interrupt permission command is issued to the CPU 1300 to begin control.

Background program 4000 is CP LJ 1
Programs that are always executed during the normal operation of 300, that is, unless there is an interrupt request, that generally do not require much urgency due to the characteristics of the control, or programs that require a particularly long calculation time, or programs that have steady control constants. This includes those that calculate -Z/-, and these are CP LJ 1300
is executed during free time. The background program 4000 consists of a steady-state control data calculation program 4100, a low-speed correction data calculation program 42O0, a learning control program 430O, and a check program 4400. These programs are sequentially executed in a predetermined order, and when the final program is completed, Return to the top program again and repeat this. Thus, the control unit 1000 outputs corresponding output signals 201, 202, 220 to 223, 240, 241 during steady operation of the automobile.
The signals 220 to 223 control the engine 3, and the signals 240 and 241 control the transmission 4 to an operating state suitable for steady operation.
1 keeps the power relay 11 on and continues to supply the main power 101 to the control unit 1000, and the signal 20
2 allows necessary information to be displayed on the display device 28.

The interrupt processing program 5000 is a program that is started by interrupting the currently running initial setting program 3000 or background program 4000 due to various interrupts, and the timer interrupt processing program 5100 is selected depending on the type of interrupt. (5110, 5120, 51
30), angle coincidence interrupt processing program 5200 (52
10), A/D conversion processing program 5300 (5
310), external interrupt processing program 5400 (54
10) Rotation measurement end interrupt processing program 5500
(5510), external pulse interrupt processing program 560
0, overflow interrupt processing program 57O0, and data reception interrupt processing program 5800 (5810)
A group of interrupt processing programs consisting of
Acceleration control program 6100 executed according to the order determined by the execution priority determination program 6000
, a deceleration control program 6200, a start control program 63O0, a shift control program 6400, a lock-up control program 6500, an engine stall prevention control program 6600, a time synchronization control program 6700, an angle synchronization control program 6750, and a data input/output program 6800. It consists of a group of priority processing programs.

Next, these programs will be explained in order. When there is a timer interrupt, the timer interrupt processing program 51O0 is selected, and in this program, the A/D conversion start program 5120 is executed first. When the input interface circuit 1200 A/D converts a plurality of analog input signals and uses them for control while switching the multiplexer, the program 5120 starts up the A/D converter and switches the multiplexer to measure the analog signal. It is a program to manage. Next, the clock signal output program 5110 is executed, which is c p U 130
0, memory 1400, output interface circuit 150
This is a program that outputs a clock signal with a constant cycle indicating that the 0, etc. are operating normally, and notifies the outside of their operating status. Finally, the time period JOB start reservation program 5130 is executed, and this program controls the time period (it is controlled in synchronization with a fixed time period).
The JOB execution priority determination program 6000 starts the JOB processing program (more specifically, requests the JOB to start).
emanates from.

When an angle match interrupt (an interrupt issued each time the engine 3 reaches a predetermined crank angle) occurs, the angle match interrupt processing program 52O0 is selected.

In this program, the angle synchronous JOB starts the program (angle synchronous JOB processing program) that requires processing in synchronization with the engine rotation (more specifically, the start request for the relevant JOB).
The OB start reservation program 5210 sends a message to the JOB execution priority determination program 6000.

When A/D BUSSY flag check interrupt occurs,
The A/D conversion completion processing program 5300 is selected, and here the A/D BUSSY flag is checked and the A/D conversion is completed.
Determine whether D conversion is complete. If it has been completed, in the A/D conversion value storage/operation status specific JOB start reservation program 531O, the A/D conversion data is stored in the corresponding RAM 1 according to the A/D conversion channel data.
For example, as will be explained in detail later, the driving state of the automobile is determined from time series data of A/D conversion values related to the accelerator signal 102, and a JOB processing program for each driving state is stored at address 430. (more specifically, a request to start the JOB) is issued to the JOB execution-d1- priority determination program 6000.

When an external interrupt occurs, the external interrupt processing program 5400
is selected. The external interrupt is an emergency interrupt that is issued to cut off the main power supply 107 to the control unit.
The program 5400 selected thereby transfers data that needs to be saved for use in self-diagnosis, learning control, etc. from the R0M 1430 to the storage memory 1440 by executing the power-off data saving program 541O.

When the engine rotation measurement end interrupt is entered, the rotation measurement end interrupt processing program 5500 is selected, and this program starts the engine stall determination RPM calculation program 551O, reads the engine rotation speed, determines whether or not there is an engine stall, and stops the engine. JO request to start prevention control program
8 to the execution priority determination program 6000.

The external pulse interrupt processing program 5600 is a program that is executed when a key on the keyboard is operated or when a pulse signal is input from an external device, and executes control according to the pulse signal. The overflow interrupt processing program 5700 is a program executed by an interrupt issued when the timer overflows, and executes a predetermined process.

The data reception interrupt processing program 5800 is selected by the data reception interrupt, and the reception data processing JOB startup reservation program 5810 stores the reception data in the RAM.
1430, and then process the received data JO.
The JOB execution priority determination program 6000 issues a start-up request for B (more specifically, a start-up request for the JOB).

The JOB execution order determination program 6000 accepts a request to start a corresponding JOB from the combination interrupt processing program, and changes a predetermined bit (referred to as a flag) at a predetermined location in the RAM 1430 corresponding to the JOB from [0] to [0]. Change it to "1". An execution priority is assigned to each JOB in advance, and the order of addresses and pits is determined according to the priority. In this program, RAM 14
Check the bits at address 30 in order from the highest order, and if there is a reserved program, cancel the reservation at the same time as starting execution of the program (set the flag to "
(reset to 0). When the execution of the program is finished, the program returns to the JOB execution priority determination program 6000, executes the next reservation program and cancels the reservation, and when all the reservation programs have been executed,
Return to background program 4000.

Next, to explain a group of priority-based processing programs whose priorities are determined by the program 6000, the acceleration control program 6100 sets the optimal fuel injection amount, ignition timing, and exhaust gas according to the degree of acceleration of the vehicle. Control output data regarding the recirculation amount, intake air amount, gear ratio, necessity of lock-up, etc. is calculated. For example, in the case of sudden acceleration (when the accelerator signal 103 suddenly increases), the engine 3 is controlled so that its output increases rapidly, that is, the amount of fuel injection increases, the ignition timing advances, the amount of exhaust recirculation decreases, and the amount of intake air increases. At the same time, the transmission 4 is controlled so that its output torque increases, that is, the lock-up of the torque converter is released and the gear ratio becomes thicker.

The deceleration control program 6200 calculates various optimal control output data according to the degree of deceleration, vehicle speed, engine rotation speed, etc. during deceleration of the automobile. During this deceleration, for example, the engine 3 is controlled so that fuel consumption is minimized, that is, the fuel injection amount is zero or very small, and the transmission 4 is controlled so that the gear ratio and the operating state of the torque converter provide an optimal feeling of deceleration. Control as follows.

The start control program 63O0 calculates various control output data to control the engine 3 and transmission 4 so as to prevent the driving wheels 2L, 2R from slipping when the vehicle starts and to obtain sufficient starting torque.

The shift control program 64O0 calculates various control output data to control the shift of the transmission 4 and control the engine 3 in terms of output torque and rotational speed so that a large shift shock is not applied to the occupant when the transmission 4 shifts. .

35- The lock-up control program 6500 calculates various control output data to perform lock-up control of the torque converter and output control of the engine 3 so as to reduce shocks when locking up and releasing the lock-up of the torque converter.

The engine stall prevention control program 66O0 determines the change state of the engine rotation speed in the program 5510, and
This program is executed when an engine stall is predicted to occur, and calculates various control output data to control the engine 3 and transmission 4 to urgently increase engine output and lighten the load to prevent engine stall. .

The time-open synchronization control program 6100 is a program that is reserved and executed at regular intervals, and updates and changes various data at regular intervals, writes control data to the output interface circuit 1500, and the like.

The angle synchronization control program 6750
- A program that is reserved and executed at every fixed crankshaft angle, and updates and changes various data, writes control data to the output interface circuit 1500, etc. every crankshaft angle.

The data input/output program 6800 is a program that is reserved and executed at fixed intervals or when a special electric line has generated a data reception interrupt, and determines and stores the data contents when data reception is input, or changes the control state. and output the data contents when outputting data transmission.

Next, the operation of the above-mentioned embodiment will be representatively explained, particularly when the driver operates the data input device 25 to change the selection instruction mode. The data reception interrupt processing program 5800 is selected by the reception interrupt. As a result, in the received data processing JOB orbit reservation program 5810, the currently selected mode, that is, normal mode, powerful mode, or economy mode, is stored in a predetermined location of the RAM 1430, and next, the received data (selection mode>JOB
A start reservation is issued to the JOB execution order determination program 6000. The program 6000 receives the activation request for the JOB and changes a corresponding predetermined bit (flag) at a predetermined location in the RAM 1430 from rOJ to [1]. The program 60O0 starts executing the data input/output program 6800 when its execution order comes, and resets the flag to rOJ. The data input/output program 6800 outputs the air amount control signal 220, fuel injection amount signal 221, ignition control signal 222, and EGR control signal 223, as well as the gear ratio control signal 240 and lockup control signal 241, respectively, according to the currently selected mode. Issue and memorize instructions that will lead to a decision.

After that, from the time when the control returns to the background program 4O00, the steady control data calculation program 4100,
The low speed correction data calculation program 4200, the learning control program 4300, and the check program 4400 are each executed based on the above-mentioned instructions, and control the engine 3 according to the driver's selection instruction mode using the signals 220 to 223, and also control the engine 3 according to the driver's selected instruction mode using the signals 220 to 223. , 241, the transmission 4 can also be controlled in accordance with the driver's selection instruction mode.

Note that if the data input device 25 cannot generate a data reception interrupt signal, the program 5800 (5810
) may be included in the timer interrupt processing program 5100 and executed by a regular interrupt.

Needless to say, at this time, control unit 1000 instructs data input device 25 to transmit data indicating the selection mode at each scheduled interruption, and executes data input/output program 680O as described above based on the selection mode data from the device. In addition, in the above example, the case where three types of modes, normal mode, powerful mode, and economy mode are set, was explained, but if more types of modes are to be set, these can be set using the same number of switches on the data input device 25. It is more convenient to select by numerical data using one switch than to select by . Furthermore, the mode can be made virtually continuously variable by further subdivision, or it can be made continuously variable depending on the output of the potentiometer.

It should be noted that the above mode changes are, of course, carried out within practical constraints such as noise and vibration, and within the scope of legal regulations such as exhaust emissions.

Thus, as described above, the power train control method of the present invention controls the transmission 4 according to the driver's selection instruction mode.
Since not only the operating characteristics of the engine 3 but also the operating characteristics of the engine 3 are simultaneously changed to corresponding ones, and both the engine 3 and the transmission 4 are controlled simultaneously to match the selected mode, the power is increased by the synergistic effect of the control effects of the two. The control of the entire train fully satisfies the driver's requirements, and when the fuel economy mode is selected, sufficient fuel efficiency improvement effect is obtained as requested, and when the power performance mode is selected, the desired effect is achieved. The powertrain can be controlled according to the driver's demands, ensuring sufficient power performance.

[Brief explanation of the drawing]

Fig. 1 is a diagrammatic plan view showing a power train control device used to carry out the method of the present invention together with an automobile power train, and Fig. 2 shows input/output signals of 40 control units that are the main parts of the power train control device. Figure 3 is a block diagram of the control unit, Figure 4 is a schematic diagram of the control program by the control unit, Figure 5 is a detailed diagram of the control program, and Figure 6 is a blank diagram. Figure 7 is a characteristic diagram of changes in torque and fuel consumption rate with respect to fuel ratio. Figure 7 is a characteristic diagram of changes in torque and fuel consumption rate with respect to exhaust recirculation rate. Figures 8 (a), (b), and (c) are respectively Figure 9 is a diagram showing the transmission shift pattern to be achieved in economy mode, normal mode, and powerful mode; Figure 9 is a diagram showing the lockup range to be achieved in economy mode, normal mode, and powerful mode; It is a complaint correspondence diagram. 3...Engine 4...Transmission 10.
...Ignition switch 11...Accelerator pedal 12...Brake pedal 13...Parking brake lever 14...Select lever 15...Vehicle battery 1
7...Power relay 25...Data input device 2B.
...Display device 101...Ignition switch signal 102...
Select signal 103... Accelerator signal 104...
Brake signal 105... Parking brake signal 106... Data input signal 107... Main power supply 108... Constantly energized power supply 120
... Crank angle signal 121 ... Crankshaft torque signal 122 ... Air flow signal 123 ... Engine temperature signal 140 ... Output shaft rotation speed signal 201 ... Power supply relay control signal 202 ... Data Output signal 220... Air amount control signal 221... Fuel injection amount control signal 222... Ignition control signal 223... EGR control signal 240... Gear ratio control signal 241... Lockup control signal 1000... ...Control unit 1100...Signal shaping circuit 1200...Input interface circuit 1300...
・Central processing unit (CPU) 1400...Memory 1500...Output interface circuit 1eoo...
・Drive circuit 1700...Backup circuit 1800
...Power supply circuit 30O0...Initial setting program 4
000 (4100, 4200, 4300, 4400)
... Background program 5000 ... Interrupt processing program 5100 (5110, 5120, 5130), 520
0 (5210), 5300 (5310), 5400
(5410), 5500 (5510), 5600
. 5700.5800 (5810)...Interrupt processing program group 600O...JOB execution priority determination program 6100-6800...Priority-based processing program group Fig. 6 Fig. 7 1ay F4 Hig-,-th Figure 8 (a) Shindatsu- (b > 1 (Cnei Yaku = shi, Okudzu tribute + 1111

Claims (1)

[Claims] 1. When controlling a power train consisting of an engine and a transmission that changes the speed and outputs future power according to a selection instruction mode, the operating characteristics of both the engine and transmission are simultaneously controlled when switching the selection instruction mode. , a powertrain control method characterized by changing to one corresponding to a selection instruction mode.