JPS60156942A - Controller for driving power of automobile - Google Patents

Abstract

PURPOSE:To enable the stable operation of an automobile, by providing a control means for eliminating the difference between an actual power signal and a power command signal, and a throttle drive means for regulating a throttle means for controlling the output of an engine. CONSTITUTION:The operated quantity of an acceleration means 51 is found out by an operated quantity detection means 52. The output of a function generation means 53 becomes a power command signal. The driving power of an output shaft is found out by a power detection means 54. A throttle means 57 is regulated by a control means 55 to eliminate the difference between the power command signal and an actual power signal. As a result, the operated quantity of the acceleration means 51 and the actual driving power are always made to correspond to each other despite the state of warming-up of an engine to enable the stable operation of an automobile.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Application of the Invention) The present invention relates to an electronic drive horsepower control device for controlling the drive horsepower of an automobile (prior art). The accelerator pedal (operated by the driver with his/her foot) is directly mechanically linked to the throttle, and the amount of accelerator operation usually becomes the amount of throttle adjustment.

Furthermore, as described in Japanese Patent Application Laid-Open No. 56-107925, the operating amount of the accelerator is electrically detected, fuel is supplied accordingly, and a slot is set so that air i commensurate with the fuel is supplied. There is also a known device that controls the engine to supply an air-fuel mixture to the engine that corresponds to the operation of the accelerator.

Furthermore, as described in JP-A-51-138235, in a device that electrically controls the throttle according to an accelerator signal, the control gain is changed according to the operating state of the engine (for example, cooling water temperature, etc.). It is also known that it transforms

However, the conventional device described above only changes the engine output by supplying the air-fuel mixture to the engine according to the amount of accelerator operation, and does not take into account the actual output result. Output characteristics change due to changes over time or variations in component parts.

Furthermore, during warm-up and after completion of t1161, the output changes for the same amount of accelerator operation, so there is a problem that the accelerator means changes and it is difficult to drive.

Furthermore, when the automatic shift HM t' shift is performed, there is also a problem that the output changes before and after the shift, causing a shock.

Furthermore, when changing the gear ratio for optimum control in a continuously variable transmission or the like, there is a problem that the driving horsepower changes and a constant running state cannot be maintained.

(Purpose of the Invention) The present invention was made to solve the problems of the prior art as described above, and converts the amount of accelerator operation according to a predetermined functional relationship to obtain a horsepower command value, and then calculates the horsepower command value by converting the accelerator operation amount according to a predetermined functional relationship. By detecting the deviation from the actual drive horsepower and performing feedback control so that it matches the horsepower command value, it is possible to control the accelerator operation amount and drive horsepower so that they always have a stable correspondence. The purpose is to provide a drive horsepower control device that can perform the following steps.

FIG. 1 is a block diagram showing the overall configuration of the present invention.

In FIG. 1, 51 is an accelerator means.

As this accelerator means, for example, an accelerator pedal operated by the driver's foot or a manual lever operated by the driver's hand can be used.

Further, 52 is an operation port detection means for detecting the amount of operation of the accelerator means 51.

The operation amount detection means 52 is, for example, a potentiometer that outputs a signal corresponding to the operation amount of the accelerator means 51.

Next, the function generating means 53 converts the output of the manipulated variable detecting means 52 according to a predetermined functional relationship and outputs the converted output. The output of this function generating means 53 becomes a horsepower command signal indicating a horsepower command value.

Further, the horsepower detection means 54 is a device that detects the driving horsepower of the output shaft.

The output shaft drive horsepower can be calculated by multiplying the torque and rotational speed of the output shaft.

Therefore, as the horsepower detection means 54, a device consisting of a rotary sensor that detects the rotational speed of the output shaft, such as a 1-lux sensor that detects the 1-lux of the output shaft, and arithmetic means that multiplies the outputs of both sensors is used. It can be used.

Next, the control means 55 is a means for outputting a control signal to control the actual drive horsepower to match the horsepower command value.

For example, the deviation between the actual horsepower signal corresponding to the actual driving horsepower output from the horsepower detection means 54 and the horsepower command signal corresponding to the horsepower command value given from the function generation means 53 is detected, and the This is means for outputting a control signal.

Next, 56 is a throttle driving means.

As the throttle drive means 56, for example, a device combining a solenoid valve and a negative pressure actuator, a solenoid actuator, or the like can be used.

Further, 57 is a throttle means driven by the throttle drive means 56.

This throttle means 57 is a throttle valve that adjusts the intake air amount in the case of a gasoline engine, and is a device that adjusts the fuel supply amount in the case of a diesel engine or a gas turbine engine.

As described above, the throttle means is controlled so as to eliminate any deviation between the horsepower command signal set by converting the operation amount of the accelerator means according to a predetermined functional relationship and the actual horsepower signal corresponding to the actual driving horsepower. As a result, the amount of operation of the accelerator means can always be made to correspond to the actual drive horn regardless of the warm-up state, etc., and stable driving operation can be performed.

(Example of the invention) The present invention will be described in detail below based on Examples.

FIG. 2 is a schematic configuration diagram when the present invention is applied to an automobile.

In Figure 2, start with ignition switch 1,
The output of the engine 20, whose operation and stop are controlled, is controlled by the select lever 2 to select a dynamic transmission mode such as park (P), forward (D), reverse (R), or neutral (N), and by the transmission 40. The power is transmitted and shifted, and is transmitted from the propeller shirt 1-10 to the left and right rear wheels 12L, 12R via the differential gear A711 to drive the vehicle.

The accelerator pedal 3 (corresponding to 51 in FIG. 1) controls the engine output, and the brake pedal 4 controls the braking force of the front wheels 13L, 13R and the rear wheels 12L, 12R.

Parking play 4-lever 5 controls the brake horn during parking.

” control unit 1000 (53 and 5 in Figure 1)
5) controls the engine 20 and transmission 40 in response to signals from each part.

In the present invention, the operation of the accelerator pedal 3 (corresponding to 51 in FIG. 1) is controlled by a potentiometer 31 (corresponding to 52 in FIG. 1).
The control unit 1000 processes the signal and sends the signal to an actuator (not shown) in the engine 20 (corresponding to 56 in FIG. 1), which controls the throttle valve (not shown) (corresponding to 57 in FIG. 1). ) adjust the opening degree.

Furthermore, the control unit 1000 changes its operating mode in response to data from the data input device 6.

It also outputs various data and displays them on the display device 7.

The power source is directly from the on-board battery 8 and the power relay 9
Input via .

Next, FIG. 3 is a diagram showing input/output signals to the control unit 1000.

Each signal will be explained in turn below.

First, the ignition switch signal 101 is a signal indicating the operating state B (switch position) of the ignition switch 1, and has the following five states.

(1) Lock, (2) Off, (3) Accessory-1 (4
) on, (5) start.

The operation of the engine and the like in each of these states and the structure of the ignition switch are well known.

The select signal 102 is a signal indicating the operating position of the select lever 2, and in addition to the above-mentioned P, D, R, and N ranges, there is also a range in which the shift position during forward movement is fixed.

The operation of the transmission and the like at each of these positions and the construction of the levers 1 to 411 are well known.

The accelerator signal 103 is an output signal of the potentiometer 31 which generates a voltage signal proportional to the amount of depression of the accelerator pedal 3. ' The brake signal 104 is an output signal of a potentiometer that generates a voltage signal proportional to the amount of depression of the brake pedal 4.

The parking brake signal 105 is the output signal of a potentiometer that produces a voltage signal proportional to the stroke position of the parking brake lever 5.

In addition, brake signal 104, parking brake signal 1
05 may be any signal that corresponds to an amount related to braking force, such as the pressure on the brake surface, and does not necessarily have to be a stepping gate or position signal.

Furthermore, in addition to analog voltage signals, digital code signals including the accelerator signal 103 may be obtained by an encoder.

The data human input signal 106 is a signal from the keyboard or switches of the data input device 6, and specifies the operation mode of the control unit (for example, control operation and diagnostic test mode, power performance-oriented mode and fuel efficiency-oriented mode, etc.). .

The main power source 107 is supplied from the battery 8 via the power relay 9, and is always energized! 11108 enters directly from battery 8.

The crank angle signal 120 is transmitted through slits provided at predetermined angles on a rotating disk that is directly connected to the crankshaft.
It is a pulse signal that is obtained by interrupting the signal and is generated at every predetermined angle.

The crankshaft torque signal 121 is a signal corresponding to the crankshaft torque, and is, for example, a signal from a torque sensor that converts the magnetostrictive effect caused by the torque of the crankshaft into an electrical signal and obtains a voltage signal proportional to 1 Herc. .

Airflow In signal 122 is a signal from an airflow meter that produces a signal that is inversely proportional to the amount of air intake by engine 20.

Engine temperature signal 123 is a signal from a thermistor that detects the temperature of engine cooling water.

Various signals other than torque sensors and their sources are described in detail in Japanese Patent Publication No. 5-/-185501, and torque sensors are described in Japanese Patent Publication No. 35-12.
447.

The output shaft rotation speed signal 140 is a pulse signal that is emitted at every predetermined rotation angle of the transmission output shaft, and the rotation speed can be calculated from either the period or the frequency. Basically, it is similar to the crank angle signal.

The output shaft torque signal 141 is a signal from a torque sensor that detects the torque of the transmission output shaft. These are similar to means for detecting the angle and torque of the engine crankshaft.

Next, the output signal and the general control operation will be explained.

(1) Power relay control signal 201 The power relay 9 is controlled on/off by a power relay control signal 201.

During normal engine and transmission operation (when the ignition switch is on or starting), it is naturally on and supplies the main power 107, but even when the ignition switch is off, the main power supply 107 is used to save data. Leave the relay on and continue to supply main power until the evacuation is complete.

(2) Data output signal 202 Sends data to the display device 7 to display the control status of the system (for example, gear shift position, select lever position, etc.).

It also diagnoses the system and outputs the results.

Regarding data input and output, please refer to Japanese Patent Application Laid-open No. 58-13.
140.

(3) Air amount control signal 220 Generates a drive command signal according to the accelerator signal 103, and calculates it as the product of the drive command signal and the actual horsepower signal (calculated as the product of the output shaft torque signal 141 and the output shaft rotational speed signal 140) A signal corresponding to the deviation from the air amount control signal 2 is a throttle opening command to the throttle actuator.
20 and is sent out.

The throttle actuator (corresponding to 56 in FIG. 1) constitutes a servo system and controls the air m by opening and closing the throttle in accordance with the opening command.

(For the thrower 1 actuator, please refer to the patent application filed in 1983.
39085).

In addition, when the engine is in an idle state, the idle speed is controlled to be constant.
0137).

Further, when a data human input signal instructs the vehicle to travel at a constant speed, a feedback control system is configured based on the output shaft rotational speed signal 140 to maintain the vehicle speed at a constant speed.

(4) Fuel injection amount control signal 221 The fuel injection amount control signal 221 is a pulse signal that controls the opening time of the fuel injection valve (not shown), and is basically based on the air flow rate signal 122 and the crank angle signal 120. A fuel injection time width proportional to the air taken in by the engine is calculated, various corrections are applied to it, and the result is output (the basic control of fuel injection is detailed in Japanese Patent Laid-Open No. 55125334).

(5) Ignition control signal 222 The ignition control signal 222 controls the energization time and energization cutoff timing to the primary winding of the Ibnirasin coil (not shown) in synchronization with the crank angle signal 120, and controls the ignition energy and ignition timing. It controls the

Ignition energy depends on engine speed and power source (battery 8).
) The ignition timing is controlled by the voltage to keep f constant, and the ignition timing is determined by the engine rotation speed (calculated from the crank angle signal 120).
and the crankshaft torque signal 121 (or another signal corresponding to the torque), are set in consideration of output torque, fuel consumption, exhaust, etc.
-185501).

(6) EGR control signal 223 The EGR control signal 223 is an opening (position) command signal for an EGR control valve (not shown), and includes the engine rotation speed and crankshaft torque (for No. 8 121) as well as the ignition timing. It is set in consideration of exhaust gas, fuel efficiency, etc. (The basics of EGR #JI Ill are detailed in JP-A-55-32918).

(7) Gear ratio $11111 signal y+ 240 is a signal to select the gear ratio (shift position) of the transmission 40, and the transmission 400 Å ) signal or a signal corresponding thereto (a throttle opening signal, an intake negative pressure signal, an intake air amount signal, etc. are used), with respect to the output shaft rotational speed signal 140 (i.e., vehicle speed signal),
It is determined by considering driving torque, fuel efficiency, stability, vibration noise, etc. The control signal drives a speed solenoid (not shown), changes the connection state of various clutches, and changes the gear ratio. Showa 56-24255
(detailed in ).

(8) Lockup control signal 241 The lockup control signal 241 is the transmission 4
This is a signal that controls the engagement of the direct coupling clutch provided between the input and output shafts of the 0 torque converter, and is a transmission ratio control signal @
240, the crankshaft torque signal 121 and the output shaft rotational speed signal 140 are determined in consideration of fuel efficiency, stability, vibration noise, etc.

The control signal drives a lock-up solenoid (not shown) to control the hydraulic pressure applied to the clutch, and controls the clutch to be in a completely connected state, a slightly slipped state, or a completely disconnected state (only torque transmission by the torque converter). do. (The basic control contents of lock-up, its structure, and operation are detailed in JP-A-56-24255, JP-A-56-24256, and JP-A-57-33253).

Next, we will introduce a control system that comprehensively performs the above-mentioned control.
The circuit configuration of unit 1ooo will be explained based on FIG. 4.

In FIG. 4, 1100 is a signal shaping circuit that inputs various input signals from the engine and various parts of the vehicle, removes noise from these various input signals, absorbs surges, and prevents malfunctions and surges caused by noise from the control unit 1000. The next input interface circuit 1200 amplifies and converts various input signals while preventing damage caused by
Arrange it so that it can operate correctly.

Reference numeral 1200 is an input interface circuit that performs analog-to-digital (AD) conversion of various input signals shaped by the signal shaping circuit 1100, counts the number of pulses during a predetermined time, and inputs the input signals to the next central processing unit ( CPU) 1
300 is converted into a digital code signal so that it can be read as input data, and stored in an internal register as input data.

1300 is a central processing unit@(CPtJ) which operates in synchronization with a clock signal based on an oscillation signal 1311 of a crystal oscillator 1310, is connected to each part via a bus 1320, and is connected to a mask ROM 1410 and R of a memory 1400.
Execute the program stored in the OM1420, read various input data from the registers in the input interface circuit 1200, perform arithmetic processing, calculate various output data, and send the output data to the registers in the output interface circuit 1500 at a predetermined timing. Send out.

The memory 1400 is a data storage device, and is a mask ROM.
1410, PROM1420, RAM 1430 Oyohiki! It has a holding memory 1440.

And mask +10M1410 is CPU 1300
The program executed by the IC and the data used during program execution are permanently stored in the PROM14 during IC manufacturing.
20 is a control unit 1 that stores programs and data similar to the mask ROM 1410, which can be changed depending on the car model, engine, and transmission type.
It is permanently written and stored before being incorporated into 000.

Further, the RAM 1430 is a readable and writable memory, and stores data such as data in the middle of arithmetic processing and result data that are stored in memory before being sent to the output interface circuit 1500. is not held when the main power supply 107 is turned off.

Furthermore, the storage memory 1440 stores and holds the result data and intermediate data of the arithmetic processing even when the ignition switch 1 is turned off, that is, when the car is not being driven.

1350 is an arithmetic timer circuit that enhances the functions of the CPU 1300, and includes a multiplication circuit for speeding up arithmetic processing, an interval timer that sends an interrupt signal to the CPU 1300 at every predetermined time period, and the CPU 13
00 has a 7-rerun counter for knowing the elapsed time from a predetermined event to the next event and the event occurrence time.

1500 is an output interface circuit, which connects the CPU
The output data from the
The drive circuit 16 converts it into a pulse signal having a co-tei ratio.
Send to 00.

The drive circuit 1600 is a power amplification circuit that receives the signal from the output interface circuit 1500 and amplifies the voltage and current using a transistor or the like to drive various actuators, perform display, or diagnose the control system. It also sends out a data output signal @202 to display the results.

1700 is a backup circuit, and a drive circuit 1600
CPU 1300, memory 140
0 etc. fails and does not operate normally, it receives part of the signal from the signal shaping circuit 1100 and issues the minimum necessary control output to allow the engine to rotate and drive the car, while also preventing the occurrence of a failure. A notification switching signal 1710 is issued.

1750 is a switching circuit which cuts off the signal from the output interface circuit 1500 in response to a switching signal 1710 from the backup circuit 1700;
Pass the signal from 0.

Among the above circuits, the input interface circuit 1200
, Cl' U1300, crystal oscillator 1310, memory 1
400, an arithmetic timer circuit 1350, and an output interface circuit 1500 constitute a main control circuit.

Also, backup circuit 1700 is an auxiliary control circuit.

Thus, the signal shaping circuit 1100, the drive circuit 1600, and the switching circuit 1150 constitute a processing circuit with human output common to the main control circuit and the auxiliary control circuit.

1800 is a power supply circuit that connects the main power supply 107 line to an input interface circuit 1200. CPU 1300, memory 1400, J3 and interface circuit 1500
5V constant voltage 1810 for microcomputers such as
, 5V constant voltage 1820 for backup circuit 1700
, Ibniracin switch 1 is turned on, Δ) is accepted and the signal (I
NG SW) +830, reset signal (RESET >
111140. Signal (HALT) 1850 to stop the operation of Cp U 1300, constant voltage 18 of 8 for the AD conversion circuit in the input interface circuit 1200
60. A constant voltage 1810 is applied to each of the signal shaping circuit 1100, the drive circuit 1600J3, and the common output signal processing circuit of the switching circuit 1150, and is supplied to each circuit.

In addition, the constantly energized power supply 108 is connected to the storage memory 1440.
Create a 5V constant voltage 1880 for the memory retention method 14
Output to 40.

Next, an overview of the configuration and processing flow of the control program of the electronic control unit that performs the various controls as described above will be explained with reference to FIG.

The control program is roughly divided into the following four parts.

(1) Initial setting program 3000 (2) Background program 4000 (3) Interrupt processing program 5000 (4) Reset program 3100 When the ignition switch 1 is turned on and the power is turned on, the power-on reset RESE- "Signal 184
0 is entered, the Cp IJ 1300 starts the program from (reset), and first, the initial setting program 3000 initializes the RAM 1430 and the input/output interface circuit 12.
Initialize it to 00.1500, etc.

When the initial settings are completed, the background program 4000 is then repeatedly executed.

The background program 4000 is composed of a plurality of programs for each processing item, and these programs are executed in sequence according to the sequence of programs.

When an interrupt request signal is received while a background program is being executed (in some cases, an initialization program is being executed), the program being executed is interrupted for a moment and the process moves to the interrupt processing program 5000 starting from (interrupt). ('Fin 71).

The interrupt processing program 5000 determines the type of interrupt request signal and selects which interrupt processing program to execute from among a plurality of interrupt processing programs.

After executing the selected interrupt processing program, the process returns to the background program 4000 that is currently being executed (line 72) and enters the execution period.

If a new interrupt request signal is input during the execution of the interrupt processing program, return to J3 (line 73) and check the currently executing interrupt processing program and the type of the newly input interrupt request signal. Based on this, it is determined which interrupt processing program should be executed preferentially, and depending on the result, the interrupt processing program based on the new interrupt request signal is executed first, and then the interrupted interrupt processing program is executed. Return (line 74)
Alternatively, run the currently running interrupt handling program first and then start a new interrupt handling program (line 7).
5).

Programs that are frequently used in the background program 4000 and interrupt processing program 5000 are separately set up as subprograms 3100, and can be jumped to when necessary in the flow of each program. (Line 76.78.80), a predetermined program is executed from among the plurality of subprograms, and when it is finished, the original program is returned (Line 77.79.81).

Note that while a subprogram is being executed, another subprogram may be executed, or an interrupt processing program may be executed in response to an interrupt request signal (however, this is not shown because the lines become complicated).

In addition, if it is difficult to accept an interrupt request in a series of flows in each program, it is necessary to disable the reception of interrupts (called masking) before starting a series of arithmetic processing and process them. The ban will be lifted after the

During this time, interrupt acceptance is held.

Next, the configuration of the above control program will be explained with reference to FIG.

The initial setting program 3000 is a program that starts execution from a specific address called a reset vector address at power-on reset (power-on).
Initial values of the CPU 1300, RAM 1430, input/output interface circuits 1200, 1500, etc. are set (1-preparation for execution).

In this program, after clearing all addresses of RAM used by the microcontroller,
At 00.1500, a command necessary for the operation of the arithmetic timer circuit 1350 is written, and the operation is started.

These commands include canceling the interrupt mask for interrupt signal processing, setting the timer interrupt cycle, setting the time measurement for measuring rotational speed and vehicle speed, and changing the output signal of each control. This includes setting fixed constants, setting the initial output state, etc.

As soon as the initial settings are completed, an interrupt permission command is issued to the CPU 1300, and the 3° background zologram 4000 with the start of control is executed by the CPU 130.
This is a program that is always running during normal operation of 0.
In general, things that do not require much urgency due to the characteristics of control,
Alternatively, it includes operations that require a particularly long calculation time, steady-state control constant calculations, etc., and these include c p U 130
It is executed in 0 free time.

This program includes (1) steady control data calculation program 4100, (2) low speed correction data calculation program 4200, (3) learning control program 4300, and (4) CHECK program 4400, which are executed one after another in a predetermined order. When the last program finishes executing, it moves to the first program again and repeats this process.

The interrupt processing program 5000 is a program that is started by interrupting the processing of the background program currently being executed due to various interrupts, and executes the following interrupt processing program group, followed by JOB execution priority determination. There is a group of programs whose execution is managed by the program 6000.

First, the interrupt processing program group will be explained.

(1) Timer interrupt processing program 5100 If it is a timer interrupt, first the AD conversion start zologram 5120 is executed.

Is this program a human horn interface circuit? 2(
When converting the 7υ signal manually input to J3 to 10 by switching the multiplexer and using it for -C control, At) starting the converter and switching the multiplexer, There is a program C that manages analog signal measurements.

Next, a CLOCK signal output program 5110 is executed, which is executed by the CPU 1300 and the memory 1400.
, a constant cycle CLOCK signal 8 to indicate that the output interface circuit 1500 etc. are operating normally.
This is a program to output 2026 and notify the operating status of CI) U etc. to the outside.

After R, the time-period JOB startup reservation program 5130 is started, and this program starts the time-synchronized (controlled in synchronization with a fixed time cycle) JOB processing program (more specifically, requests for JOB startup). ,JOB
The execution priority determination program 6000 is issued.

(2) Angle coincidence interrupt processing program 5200 A program that is started by an angle coincidence interrupt (an interrupt issued when the engine reaches a predetermined crank angle) and requires processing synchronized with engine rotation (angle synchronization JOB processing program) ) (more specifically, a request to start a JOB) is requested by the angle synchronized JOB start reservation program 5210.
Issued to the B execution priority determination program 6000.

(3) AD conversion end processing program 5300AD BU
Check the SSY flag to determine whether AD conversion has been completed, and if it has been completed, convert the AD conversion data to a predetermined R according to the channel data of the activated AD conversion.
A M 1430, for example, the driving pattern of the car is determined from the time series data of the AD conversion value of the accelerator signal 102, and the activation request of each driving state-specific control program described in I is sent to the JOB execution priority determination program. Departs at 6000.

(4) External interrupt processing program 5400 The external interrupt is an emergency interrupt that is issued before the power supply to the controller 1~role unit 1~ is cut off.If the external interrupt is manually operated, each interrupt Power A with the highest priority among the processing program group
At this time, the data storage program 5410 is executed, and data that needs to be stored for use in self-diagnosis, learning control, etc. is transferred from the RAM 1430 to the storage memory 1440.

(5> Rotation measurement end interrupt processing program 5500 End of measurement of engine revolution v) The judgment RPM calculation program 5510 is activated to 1st 1, and the engine rotational speed N
The CPU reads the rpm and determines the presence or absence of the engine stall prevention control program.

(6) External pulse interrupt processing program 5600 This is a program executed by key operations on the keyboard or pulse signals from an external device.

(7) A-barflow interrupt processing program 5700 Program group executed by timer overflow (8) Data reception interrupt processing program 5800 Reception data processing JOB activation reservation program 5810 activated by data reception interrupt Data received by RAM
1430, and then the received data processing J
Start the OB (more specifically, request the start of the JOB) as a JO
Issues to B execution priority determination program eooo.

Next, the JOB execution priority determination program 6000 and a group of programs whose execution is managed by it will be explained.

(1) The activation of each JOB is reserved in each interrupt processing program group in the first half of the JOB execution priority determination program 6000.

Specifically, II A M 143 corresponding to each JOB
ll 1 I+ from “0” to the specified hit of the specified location of 0
change to

Each job is assigned a priority in advance.
For example, the order of addresses and bits is determined according to their ranking.

In this program, the predetermined focus of the predetermined location in the RAM is checked in order from the one with the highest priority, and if there is a reserved program, that program is launched (starts execution) and at the same time the reservation is canceled ("1"). ″ to 0°
).

Note that after the execution of each program is completed, the program returns to the JOB execution priority determination program 6000, checks again, and returns to the background program 4000 if all programs are not reserved. - (2) Acceleration control 10 grams 6100 This program calculates optimal values (control output data) for fuel, ignition, EGR1 air, gear ratio, lockup, etc., depending on the degree of acceleration.

For example, in the case of sudden acceleration (if the accelerator signal 103 suddenly increases), the engine will increase the output (richer fuel, advance ignition, reduce EGR, increase air).
At the same time, the transmission is controlled so that the acceleration force is increased by 1q (by releasing the lockup and increasing the gear ratio).

(3) Deceleration control program 6200 This program sifts out various control output data that are optimal depending on the degree of deceleration, vehicle speed, engine rotation speed, etc.

For example, the engine is controlled to minimize fuel consumption (stopping the fuel supply or diluting the mixture),
At the same time, the gear ratio for the transmission is selected to provide the optimal sense of deceleration.

(4) Starting control program 6300 This program controls the slip rate of the drive axle to be within a predetermined range in order to prevent wheel spin during starting.

(5) Shift control program 6400 This program controls the transmission, and also controls the engine output torque, engine rotation speed, etc., in order to reduce the shock during shift.

(6) Lock-up control program 6500 This program controls the lock-up of the transmission and the output torque of the engine in order to reduce the shock when locking up and releasing the lockup.

(7) Engine stall prevention control program 6600 This program determines the engine rotation change pattern using the 1st engine strike determination and engine rotational speed (RPM) calculation program 5510, and when an engine stall occurs, the slave side This is a program that is reserved and executed when the engine is running.
Set the transmission gear ratio to neutral.

(8) Time synchronization control program 6700 This program is a program that is reserved and executed every predetermined period,
It updates and changes various data at predetermined intervals and writes control data to the output interface circuit 1500.

(9) Angle synchronization control program 6750 This program is a program that is reserved and executed at each predetermined engine (crankshaft) rotation angle, and how to update and change various data at each predetermined rotation angle and output control data interface circuit 1500 Write to, etc.

(10> Data input/output program 6800 This program is reserved and executed at predetermined time intervals or when a data reception interrupt occurs, and when receiving (inputting) data, it judges the content of the data. , memorize or change the control state.

When transmitting data (output), the data is output.

Next, the function generating means 53 and control means 55 shown in FIG. 1 will be explained in detail.

FIG. 7 shows a program for controlling the process from function generation to deviation detection.

This program is the steady control data calculation program 410 in the background program 4000.
It is set in 0.

In FIG. 7, first, at 4110, the accelerator signal 103
(corresponds to the amount of accelerator operation).

Next, in step 4120, the value of the accelerator signal 103 is converted according to a predetermined functional relationship to obtain a horsepower command signal.

This function generation is performed by reading out the horsepower command signal corresponding to the value of the accelerator signal from a data table stored in advance using a so-called table lookup.

As the functional characteristic in this case, for example, the characteristic shown by the curve Δ in FIG. 8, which will be described later, is used.

Note that if it is a linear function, you may use proportional calculation etc. to exclude it.

Next, in 4130, the output shaft torque rating 141 is read, and in 4140, the output shaft rotational speed signal 140 is read. Then, at 4150, the driving horsepower is calculated by multiplying the above 140 and 141.

Next, in step 4160, a deviation, that is, a difference between the value of the horsepower command signal and the actual horsepower signal corresponding to the driving horn is calculated.

Next, Figure 9 shows the deviation calculated in Figure 7 for throwers 1~
Flow 1 of the program that calculates the air amount control signal 220, which is the opening command signal of the valve. -1~.

This program is part of the time synchronization program 6700.

Note that this program uses a time-synchronized program to perform calculations such as differentiation and integration.

In FIG. 9, 6701, 6702. and 6703, the proportional (P), integral (■), and differential (D
).

Next, in 6704, the above Pl and D are added.

Next, in 6705, the above P, 1. The signal obtained by adding D is sent to the throttle drive means 56 as an air amount control signal.

The calculation shown in FIG. 9 above is similar to the calculation of P, I, and D control in normal feedback control.

The throttle drive means 56 is controlled by the air amount control signal 220 as described above, and the throttle means 57 is adjusted to control the engine output, thereby converting the accelerator operation (6) according to a predetermined functional relationship. Since the drive horsepower can be feedback-controlled in accordance with the value, it is possible to perform control so that the accelerator operation amount and the drive horsepower always have a predetermined relationship regardless of the warm-up state.

Furthermore, when controlled as described above, when the accelerator operation 1 is constant, the vehicle speeds up (proportional to the output shaft rotational speed) and the relationship between torque is as shown in FIG. 10.

Therefore, when the vehicle speed increases, the torque decreases, suppressing the increase in vehicle speed, and vice versa.

In other words, control to maintain a constant vehicle speed is automatically performed, making driving extremely easy.

Furthermore, as the function characteristic for converting the Acvil signal, characteristics such as those shown by curves B and C can be used in place of the characteristic A in FIG.

For example, when using the characteristics of curve B in FIG. 8, in the range m1 where the accelerator operation group is small, the change in horsepower with respect to the amount of accelerator operation is small, so low-speed driving can be performed smoothly. Fuel efficiency improves. .

In addition, when using the characteristic shown in curve C in Figure 8, the horsepower change increases with respect to the accelerator operation amount in a small range of accelerator operation amount, so a sharp response can be achieved. .

The characteristic of curve A in Fig. 8 is an intermediate characteristic between B and C described above, and at low speeds such as when starting, the change in horsepower is made small to enable a smooth start, and at medium speeds or higher, the characteristic is By generating horsepower in proportion to the amount of accelerator operation, it has a characteristic that balances smoothness and power performance.

In addition, in the characteristics shown in Fig. 8B above, a characteristic is used in which the change in drive horsepower is small with respect to the amount of accelerator operation in a range where the amount of accelerator operation is small, so when the vehicle is backing up, The iJ3 also has the effect of making driving easier on slippery roads such as snowy roads, where careful accelerator operation is required.

(Effects of the Invention) As described above, in the present invention, the drive horsepower is feedback-controlled in accordance with the value obtained by converting the accelerator operation amount according to a predetermined functional relationship. Regardless of ambient conditions, if the amount of accelerator operation is constant, the vehicle will always be driven with a constant drive horsepower corresponding to it.

Therefore, stable performance can always be maintained and vehicle operation becomes easier.

Furthermore, if the accelerator pedal is constant, the driving horsepower is also kept constant, so that no shock occurs before or after the C1 automatic shift is performed, and it is possible to control the vehicle so that the driving condition does not change.

Therefore, you can drive smoothly and safely on snowy roads.

Further, due to the characteristics shown in FIG. 10, if the amount of operation of the accelerator is kept constant, the vehicle speed is automatically controlled to be kept constant, so there are many effects such as extremely easy driving.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the overall configuration of the present invention, FIG. 2 is a schematic configuration diagram when the present invention is applied to an automobile, and FIG. 3 is a diagram showing input/output signals to the control unit T-1000. , FIG. 4 is an example of the circuit configuration of the control unit 1000, FIG. 5 is a diagram showing an overview of the configuration of the control program and the flow of processing, FIG. 6 is an example of the configuration of the control program, and FIG. 7 is an example of the configuration of the control program. 8 is a diagram showing the function characteristics of the function generating means, FIG. 9 is a flowchart showing the feedback control program, and FIG. 10 is a diagram showing the vehicle speed and deviation detection part in the control of the present invention. It is a characteristic diagram with torque. Explanation of symbols 51 Accelerator means 52 Manipulated amount detection means 53 Function generation means 54 Horsepower detection means 55 Control means 56 Throttle drive means 57 S L1 Total Means Agent Patent Attorney Junnosuke Nakamura Figure 1] ri4'j! P2 figure 3 figure 1 house 7 figure t8 figure Aku de Louis No. 1 (tan year amount 9 1 house 10 figure standard bi

Claims (1)

[Claims] An accelerator means operated by a driver, an operation amount detection means for detecting the operation amount of the accelerator means, and a horsepower for converting the signal of the operation amount detection means according to a predetermined functional relationship to command the driving horsepower of the wheels. A function generating means for outputting C as a command signal, a horsepower detecting means for detecting actual driving horsepower and outputting an actual horsepower signal corresponding to it, and detecting a deviation between the horsepower command signal and the actual horsepower signal, and detecting the deviation. A drive horsepower control device for an automobile, comprising: a control means for outputting a control signal such as (1), a throttle means for controlling engine output, and a throttle drive means for controlling the throttle means in accordance with the control signal.