JPS60164632A - Electronic control device in automobile - Google Patents

Abstract

PURPOSE:To obtain a constant output torque if the controlled amount of an accelerator is maintained constant, by providing such an arrangement that the output torque is subjected to feed-back control with the use of a value which is obtained by converting the controlled amount of the accelerator with a predetermined relation of functions. CONSTITUTION:The controlled amount of an accelerator means 51 such as, for example, an accelerator pedal, a manual lever, etc. is detected by a controlled amount detecting means 52, and is converted through a predetermined function by a function generating means 53. Further, a control means 55 computes a deviation between an actual torque signal delivered from a torque detecting means 54 which is a torque sensor for detecting the torque of an output shaft, and a torque instruction value delivered from a function generating means 53. Further, a throttle drive means 56 controls a throttle valve and a rack in accordance with the above-mentioned deviation. With this arrangement it is possible to obtain a constant output torque if the controlled amount of the accelerator is maintained constant.

Description

Detailed Description of the Invention (Field of Application of the Invention) The present invention relates to an electronic control device for controlling the driving torque of an automobile (prior art). The accelerator pedal (operated by the accelerator pedal) is directly mechanically linked to the throttle, and the amount of accelerator operation usually becomes the amount of throttle adjustment.

In addition, as described in Japanese Patent Application Laid-open No. 56-107925, the amount of operation of the accelerator is detected electrically, fuel is supplied accordingly, and the throttle is adjusted so that the amount of air 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 No. 55-160137, during warm-up the loss due to friction is large and the situation tends to become unstable, so control is performed to increase the air-fuel mixture and increase the output torque. It is also known that

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. The output characteristics change due to changes in the power supply, variations in component parts, etc.

Furthermore, since the output changes for the same accelerator operation amount during the warm-up and after the warm-up is completed, there is also the problem that the accelerator response changes and it becomes difficult to drive.

Another problem is that when an automatic transmission changes gears, the output changes before and after the shift, causing a shock.

Furthermore, there was a problem in that the torque change with respect to the amount of accelerator operation was not uniform due to the torque characteristics of the engine and transmission.

(Objective of the Invention) The present invention was made to solve the problems of the prior art as described above, and it converts the amount of accelerator operation according to a predetermined functional relationship to obtain a torque command value, and then converts the amount of accelerator operation according to a predetermined functional relationship into a torque command value. By detecting the deviation between the two and performing feedback control to match the actual generated torque with the torque command value, it is possible to control the accelerator operation amount and the output torque so that there is always a stable correspondence. The purpose is to provide a control device.

Furthermore, in the present invention, the electronic control device is configured so that the above function characteristics can be changed by the driver's operation, so that the accelerator characteristics can be selected according to the driver's preference, road conditions, etc. It also aims to provide.

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

First, in FIG. 1 (A>), 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 amount detection means for detecting the operation amount of the accelerator means 51.

This operation amount detecting means 52 may be configured such that "for example, the accelerator means 51
This is a potentiometer that outputs a signal corresponding to the amount of operation.

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.

Further, the torque detection means 54 is a torque sensor that detects the torque of the output shaft.

As this torque sensor, for example,
The sensor described in No. 47 can be used.

Next, the control means 55 is means for outputting a control signal for controlling the actual generated torque to match the torque command value.

For example, the actual torque signal corresponding to the actual output torque output from the torque detection means 54 and the function generation means 53
This means detects the deviation between the torque command value given from the torque command signal and the corresponding torque command signal, and outputs a control signal corresponding to the deviation.

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 is a throttle valve that adjusts the amount of intake air in a Ganlin engine, and in the case of a diesel engine, it is a device that adjusts the amount of fuel supplied.

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

Next, in FIG. 1(B), 58 is a data input means for inputting predetermined data by the driver's operation.

As this data input means 58, for example, a device consisting of a push button switch operated by the driver and means for generating data corresponding to the push button switch can be used.

Further, 59 is variable function generating means. The variable function generating means 59 is a function generating means that can change the function characteristics according to the data inputted by the data inputting means 58.

In addition, the same reference numerals as in FIG. 1(A) indicate the same parts.

As described above, by configuring the function characteristic for converting the amount of operation of the accelerator means 51 to be changed by the driver's operation, the optimum accelerator characteristic can be adjusted according to the driver's preference, road conditions, etc. This has the effect of making driving easier.

For example, it is now possible for the driver to select a pattern that emphasizes power performance (acceleration performance) or a pattern that emphasizes fuel efficiency, etc., depending on the driver's preference. By selecting a function characteristic that reduces the change in torque with respect to the amount of operation, driving operations can be performed easily.

(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, which is controlled to run and stop, can be controlled by the select lever 2 to park (P), forward (D), reverse (R),
A power transmission mode such as neutral (N) is selected, and the power is transmitted and shifted by the transmission 40, and is transmitted from the propeller shaft 10 to the left and right rear wheels 12L, 12R via the differential gear range gear 11 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 13m, 13R and the rear wheels 12L, 12R.

The parking brake lever 5 controls the braking force during parking.

Control unit 1ooo (53.55 in Figure 1)
．． 59) controls the engine 201 and transmission 40 in response to signals from each part.

In the present invention, the operation amount of the accelerator pedal 3 (corresponding to 51 in FIG. 1) is controlled by the potentiometer 31 (corresponding to 52 in FIG. 1).
The control unit 1000 processes the signal and sends the signal to an acticoator (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.

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

Furthermore, various data are outputted and displayed 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 (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, DlR, and N, it also has a range for fixing the shift position during forward movement.

The operation of the transmission and the like at each of these positions and the structure of the select lever are well known.

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

The brake signal 104 is the output signal of a potentiometer that provides a voltage signal proportional to the 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 a signal corresponding to an amount related to braking force, such as pressure on a brake surface, and does not necessarily have to be a depression amount 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 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 emphasis mode and fuel efficiency emphasis mode, etc.). .

The main power supply 107 is supplied from the battery 8 via the power supply relay 9, and the constantly energized power supply 108 is supplied directly from the 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 to obtain a voltage signal proportional to the torque.

Air flow signal 122 is a signal from an air 70 meter that provides a signal that is inversely proportional to the amount of air intake by engine 20.

The 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 Application Laid-Open No. 57-185501, and torque sensors are described in Japanese Patent Publication No. 35-1244.
71. : Detailed.

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. It is basically the same as the crank angle signal.

The output shaft torque signal 141 is a tightening signal 87 from a torque sensor that detects the torque of the transmission output shaft.
7. T) It is the same as the means for detecting the negative trace and torque of the axis.

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 in the starting state), it is naturally on and supplies the main power 107, but even when the ignition switch is turned off, the evacuation system is used to save data, etc. Leave the relay on and continue supplying main power until the process 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 control signal 220 Functionally generates a torque command signal according to the accelerator signal 103, and combines the torque command signal' with the output shaft torque signal 141
A signal corresponding to the deviation from the air amount control signal 22 serves as a throttle opening command to the throttle actuator.
It is sent as 0.

The throttle actuator constitutes a servo system.
The amount of air is controlled by opening and closing the throttle in accordance with the opening command. (For the throttle actuator, please refer to the patent application filed in 1973.
8-39085).

In addition, when the engine is in an idle state, the idle rotation speed is controlled to be constant (Japanese Patent Laid-Open No. 55-16
0137).

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

(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 basically the engine is controlled based on the air flow rate signal 122 and the crank angle signal 120. A fuel injection time width proportional to the intake air is calculated, various corrections are applied to it, and the result is output (the basic control of fuel injection is detailed in JP-A-55-1253.34).

(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 rotation speed and electric power 11! (Battery 8) The ignition timing is controlled to be constant regardless of the voltage, and the ignition timing is controlled according to the engine rotation speed (calculated from the crank angle signal 120) and the crankshaft torque signal 121 (or another signal corresponding to the torque). It is set in consideration of output torque, fuel efficiency, exhaust gas, etc. (Basic control of ignition is detailed in JP-A-57-185501).

(6) EGRillll signal 223 EGRIIJIII signal 223 is an EGR signal not shown.
This is a command signal for the opening (position) of the control valve, and is set in consideration of exhaust gas, fuel consumption, etc., with respect to the engine speed and crankshaft torque signal 121, which are similar to the ignition timing (EGR).
The basic control is detailed in JP-A-55-32918).

(7) The gear ratio control signal 240 is the transmission 4
This signal selects the gear ratio (shift position) of 0, and is the input shaft torque signal of the transmission 40 (i.e., the crankshaft torque signal 121 of the engine 20) or the signal corresponding thereto (throttle opening signal, suction negative pressure signal, suction air 1 signal etc.) and output shaft rotational speed signal 1
40 (i.e. single speed signal), driving torque, fuel consumption,
It is determined by considering 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.
56 and JP-A-56-24255).

(8) Lockup control signal 241 The lockup control signal 241 is the transmission 4
This is a signal that controls engagement of the direct coupling clutch provided between the input and output shafts of the 1 to 1 torque converter, and similarly to the gear ratio control signal 240, the crankshaft 1 to torque signal 121 and the output shaft rotational speed signal 140 The decision is made taking into consideration 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 fully connected state, a slightly slipped state, or a completely disconnected state (torque transmission only by the torque converter). . (The basic control contents of lock-up, its mechanism, 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 CONIT 1000 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 each weighing input signal, absorbs surges, and prevents malfunctions caused by noise from the control unit 1000. The next input interface circuit 120 prevents damage caused by surges and amplifies and converts various input signals.
Arrange it so that 0 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 ( CPLI)
1300 converts it into a digital code signal so that it can be read as input data, and stores it in an internal register as input data.

1300 is the central processing unit (CPU) and crystal oscillator 1
The mask ROM 1410 and PR of the memory 1400 operate in synchronization with a clock signal based on the oscillation signal 1311 of the memory 1400.
Execute the program stored in the OM142G, read various input data from the registers in the input interface circuit 1200, perform arithmetic processing to calculate various output data, and send the output data to the registers in the output interface circuit 1500 at a predetermined timing. Send out.

Memory 1400 is Nata's memory bag ff1F, mask RO
M1410. It has a PROM 1420, a RAM 1430, and a storage memory 1440.

The mask ROM 1410 permanently stores the 70 grams executed by the CPU 1300 and the data used when executing the program during IC manufacturing, and the PROM 1420 is a mask ROM 1410 that is likely to be changed depending on the car model, engine, and transmission type. Control D-Le Unit 10 for similar 70 grams and data
It is permanently written and stored before being incorporated into 00.

The RAM 1430 is a readable and writable memory, and stores data that is temporarily stored during arithmetic processing and result data before being sent to the output interface circuit 1500. If the power is turned off and the main power supply 107 is turned off, it will not be retained.

Furthermore, the memory retention memo 1/440 stores and retains the result data and intermediate data of the arithmetic processing even when the ignition switch 1 is turned off, that is, when the automobile is not being driven.

1350 is an arithmetic timer circuit that enhances the functions of the CP LJ 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 free-run counter for knowing the elapsed time from a predetermined event to the next event and the time when the event occurred.

1500 is an output interface circuit, and CPU1
Receive the output data from 300 into the internal register,
The drive circuit 160 converts it into a pulse signal having a predetermined timing and time width or a predetermined period and duty ratio.
Send to 0.

The drive circuit 1600 is a power amplification circuit that receives a 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 for displaying the results.

1100 is a backup circuit, and drive circuit 1600
monitor the signal of c p u 1300, memory 14
00 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. Notification switching signal 1710
emits.

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;
Passes the signal from 0.

Among the above circuits, the input interface circuit 1200
, CPU1300, crystal oscillator 1310, mehori 14
00, 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.

The signal shaping circuit 1100, drive circuit 1600, and switching circuit 1750 constitute an input/output signal processing circuit common to the main control circuit and the auxiliary control circuit.

1800 is a power supply circuit, which connects the line of the main power supply 107 to the input interface circuit 1200 and cpU 1300.
, memory 1400, and interface circuit 150
5V constant voltage 181 for microcomputers such as 0
5■ constant voltage 182 for 0° backup circuit 1700
0, signal indicating on/off of ibunirasin switch 1 -
(ING SW>1830, reset signal (RESET
) 1840, a signal to stop the operation of CP tJ 1300 (HALT>1850, 8V constant voltage 1860. for the AD conversion circuit in the input interface circuit 1200).
A constant voltage 1870 is applied to each of the common input/output signal processing circuits of the signal shaping circuit 1100, drive circuit 1600, and switching circuit 1750, 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 memory 14
Output to 40.

Next, Figure 5 shows an overview of the configuration and processing flow of the control program of the electronic control unit that performs the various controls described above.
I will explain.

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) Subprogram 3100 When ignition switch 1 is turned on and the power is turned on, the power-on reset RESET signal 1840
is entered, the cp U 1300 starts the program from (reset), and first runs the initial Jllll setting program 300.
0 initializes the RAM 1430, input/output interface circuits 1200, 1500, etc.

After 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 temporarily interrupted and the process moves to the interrupt processing program 5000 starting from (interrupt). line 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 resumes execution.

If a new interrupt request signal is input during the execution of the interrupt processing program, the process returns to (interrupt) (line 73), and the currently executed interrupt processing program and the type of the newly input interrupt request signal are displayed. 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), or run the currently running interrupt handler first and then start a new interrupt handler (line 75).
).

Background program 4000 and interrupt processing program [1
Programs that are frequently used in the program 5000 are provided separately as subprograms 3100, and when necessary in the flow of each program, jump to the subprogram (lines 76, 78, 80), and use the multiple subprograms. A predetermined program is executed from among them, and when it is finished, the original program is returned (lines 77, 79, and 81).

Note that during execution of the main program, 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 line would be complicated).

In addition, if it is difficult to accept interrupt requests during a series of flows in each program, prohibit acceptance of interrupts (called masking) before the start of a series of arithmetic processing, and then to remove the ban.

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).
Cp jl1300, RAM 1430. The initial values of the input/output interface circuits 1200, 1500, etc. are set (ie, preparations are made before execution).

In this program, after clearing all addresses of RAM used by the microcontroller, the input/output interface circuit 120
0.1500 and the command required for the operation of the arithmetic timer circuit 1350 are written and the operation is started.

These commands include canceling the interrupt mask for interrupt signal processing, setting the timer interrupt cycle, setting the measurement ttg interval for measuring the rotation speed and vehicle speed, and fixing the output signal of each control. This includes setting constants, setting the initial output state, etc.

When the initial settings are completed, an interrupt permission command is issued to the CP LJ 1300 to start control.

The background program 4000 runs on 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 particularly long operation times, 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 in a specified order. The programs are executed one after another, and when the last program finishes executing, the program 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, the AD conversion startup program 5120 is executed first.

This program [1 program is input interface circuit 120]
When converting multiple analog signals input at 0 to AD while switching the multiplexer and using them for control,
Start up the AD converter and switch the multiplexer,
This is a program that manages analog signal measurements.

Next, a CLOCK signal output program 5110 is executed, which is executed by the CPU 1300. Memory 1400. Constant cycle Ct-OCK signal 202 to indicate that the output interface circuit 1500 etc. are operating normally.
This is a program for outputting 6 and notifying the operating status of the CPU, etc. to the outside.

Finally, the time period JOB activation reservation program 5130 is activated, and this program requests the activation of a time-synchronized (controlled in synchronization with a fixed time period) JOB processing program (more specifically, requests for JOB activation). ,JOB
Issued to the execution priority determination program 6000.

(2) Angle match interrupt processing program 5200 A program that is started by the angle m match interrupt (an interrupt issued when the engine reaches a predetermined crank angle) and requires processing synchronized with engine rotation (angle synchronized JOB processing The angle synchronized JOB startup reservation program 5210 requests JOB startup (more specifically, a JOB startup request).
B execution execution priority determination grogram 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.
In addition to storing it at the address of 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 for each driving state control program, which will be described later, is determined in the JOB execution priority order. Issue to program 6000.

(4) External interrupt processing program 5400 external interrupt.
If this is an emergency interrupt that is issued prior to power-off of the seat control unit and is an external interrupt input, the power-off data saving program 5410 is executed with the highest priority among the interrupt processing program groups. Data that needs to be saved for use in self-diagnosis, learning control, etc.
Transfer from AM 1430 to storage holding memory 1440.

(5) Rotation measurement end interrupt processing program 5500 The engine stall determination RPM calculation program 5510 is activated by the engine rotation measurement end interrupt, and the engine rotation speed N r
pm and determines whether or not there is an engine stall, and issues a request to start 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) Overflow interrupt processing program 5700 This is a program executed by a timer overflow.

(8) Data reception interrupt processing program 5800 The data received by the reception data processing JOB activation reservation program 5810 activated by the data reception interrupt is stored in the RAM.
1430, and then the received data processing J
Start the OB (more specifically, request the start of the JOB) with J.
Issue to OB execution priority determination program 5ooo.

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, a predetermined bit at a predetermined location in the RAM 1430 corresponding to each JOB is changed from "O°" to 1''.

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 bits of the predetermined location in the RAM are checked in order of priority, and if there is a reserved program, the reservation is canceled at the same time as the program is started (starts execution). ''from"
O'').

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 Program 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 a large acceleration force can be obtained (by canceling zero pull-up and increasing the gear ratio).

(3) Deceleration control program 6200 This program calculates various optimal control output data according to 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) Start 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 start.

(5) Shift control program 6400 This program controls the transmission, as well as the engine output torque, engine rotation speed, etc., in order to reduce the shock during gear shifting.

(6) O-lockup control program 6500 The O-gram controls transmission lockup and engine output torque in order to reduce shocks when locking up and releasing lockup.

(7) The engine stall prevention control program 6600 program is reserved when the engine stall determination and engine rotation speed (RPM) calculation program 5510 determines the engine rotation change pattern and an engine stall is predicted to occur. This is a program that is executed to prevent engine stalling by urgently increasing engine output and setting the transmission gear ratio to neutral in order to lighten the load on the engine.

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

(9) Angle synchronization control program 6150 This program is a program that is reserved and executed at each predetermined engine (crankshaft) rotation angle, and updates and changes various data at each predetermined rotation angle and outputs control data to the interface circuit 1500. Write, etc.

(10) Data input/output cuff 0 grams 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. to store memory or change control status.

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

Next, the function generating means 53, control means 55, and variable function generating means 59 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 operation of the accelerator).

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

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

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

Next, in step 4130, the output shaft torque signal 141 (corresponding to actual torque) is read.

Next, in step 4140, the deviation, that is, the difference between the value of the torque command signal and the output shaft torque signal 141' is calculated.

Next, FIG. 9 is a flowchart of a program for calculating an air amount control signal 220, which is a throttle opening command signal, from the deviation calculated in FIG. 7.

This program is part of the time synchronization program 6700.

Note that this program uses time-synchronized 10 grams to perform calculations such as differentiation and integration.

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

Next, in 6104, the above P, I, and D are added.

Next, at 6705, a signal obtained by adding the above P, I, and D is sent to the throttle drive means 56 as an air a control signal.

The calculations in FIG. 9 above are similar to those of pXiXo control in normal feedback control.

The throttle drive means 56 is controlled by the air 9 control signal 220 as described above, and the throttle means 57 is adjusted to increase the engine output by I+111I, thereby outputting an output according to a value obtained by converting the accelerator operation amount according to a predetermined functional relationship. Since the torque can be feedback-controlled, it is possible to control the accelerator operation amount and the output torque so that they always have a predetermined relationship regardless of the warm-up state or the like.

Next, FIG. 10 is a flowchart showing a program of another embodiment of the present invention, and corresponds to (B) in FIG.

The program in FIG. 10 is 4 of the program in FIG.
The part 120 has changed from 4121 to 4125, and the other parts, namely 4110 and 4130.
The part at 4140° is the same as in FIG.

In FIG. 10, data input provided from the data input means 58 is read at 4121.

There are three types of data input, for example, a power-oriented pattern, a standard pattern, and a fuel efficiency-oriented pattern, and the driver selects one of them by operating the data input means.

Next, in 4122, the above data input is determined.

412 if the data input is a pattern emphasizing fuel efficiency.
3 and perform a table lookup of the fuel efficiency pattern torque command.

For example, the function characteristic of this fuel efficiency emphasis pattern is
A characteristic like curve B in the figure is used.

That is, according to the characteristic of curve B in FIG. 8, in a range where the amount of accelerator operation is small, the change in torque with respect to the amount of accelerator operation is small, so low-speed driving can be performed smoothly and fuel efficiency is improved.

If the data input is a power-oriented pattern, the process goes to 4125 and a table lookup of a power-oriented pattern torque command is performed.

As the functional characteristic in this case, for example, the characteristic shown in curve C in FIG. 8 is used.

According to the above-mentioned characteristics, since the torque change becomes large with respect to the accelerator operation ω', a sharp response can be realized.

Next, if the standard pattern is selected in the data input, the process goes to 4124 and a table lookup of the standard pattern torque command is performed.

As the function characteristic in this case, for example, the characteristic shown in A of FIG. 8 is used.

This characteristic is an intermediate characteristic between B and C mentioned above, and at low speeds such as when starting, the torque change is small to enable a smooth start, and at medium speeds or higher, it is proportional to the amount of accelerator operation. By generating torque, it has characteristics that balance smoothness and power performance.

In addition, in the characteristics shown in Fig. 8B above, a characteristic is used in which the change in output torque 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, This also has the effect of making driving easier when careful accelerator operation is required, such as on slippery roads such as snowy roads.

(Effects of the Invention) As described above, in the present invention, the output torque is fed back according to the value obtained by converting the operation amount of the accelerator according to a predetermined functional relationship.
Regardless of the warm-up state, if the accelerator operation amount is constant, a constant output torque corresponding to the accelerator operation amount will always be output.

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

Furthermore, if the accelerator is kept constant, the output torque is also kept constant, so no shock occurs before or after automatic gear shifting.

In addition, if the configuration is such that the function characteristics can be selected by the driver's operation, the optimal accelerator characteristics can be selected according to the driver's preferences and road conditions, making driving operations easier. It also has the effect of becoming

[Brief explanation of the drawing]

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. FIG. 3 is a diagram showing input/output signals to the control unit 1000. The figure shows an example of the circuit configuration of the Control Conit 1000, Figure 5 shows an overview of the configuration and processing flow of the Toll all program, Figure 6 is a side view of the configuration of the control program, and Figure 7 shows the functions of the present invention. A flowchart of the program showing the generation and deviation detection part, FIG. 8 is a diagram showing the function characteristics of the function generating means, FIG. 9 is a 70-chart showing the feedback control program, and FIG. 10 is another embodiment of the present invention. 2 is a flowchart showing a program. Explanation of symbols 51...Accelerator means 52...Operation amount detection means 53...Function generation means 54...Torque detection means 55...Control means 56...Throttle drive means 57...Throttle means 58...Data input means 59...Variable function generation means Agent Patent attorney Junnosuke Nakamura 4='1 Closing fu 4 (B) Cow 2 Member 78 figure Aku 1 and Aki number (Roku production amount)

Claims (1)

[Scope of Claims] 1. An accelerator means operated by the driver, an operation amount detection means for detecting the operation of the accelerator means, and a signal from the operation amount detection means that is converted in a predetermined functional relationship to detect the wheels. function generating means for outputting a torque command signal that commands the driving torque of the drive torque, torque detecting means for detecting the actual driving torque and outputting an actual torque signal corresponding to it, and a deviation between the torque command signal and the actual torque signal. An automobile comprising: a control means for detecting the t control signal and outputting a control signal to eliminate the deviation; a throttle means for controlling the engine output; and a throttle drive means for controlling the throttle means in accordance with the t control signal. Electronic control unit. 2. An accelerator means operated by the driver, an operation amount detection means for detecting the amount of operation of the accelerator means, a data input means for inputting data for selecting a new type of driving pattern operated by the driver; variable function generating means for converting the signal of the operation m detection means according to a predetermined functional relationship and outputting it as a torque command signal for commanding the drive torque of the wheels, and changing the characteristics of the function according to the data of the data input means; , a torque detecting means for detecting the actual driving torque and outputting an actual torque signal corresponding to the actual driving torque, and detecting a deviation between the torque command signal and the actual torque signal and outputting a control signal to eliminate the deviation. An electronic control device for an automobile, comprising a control means, a throttle means for controlling engine output, and a throttle drive means for controlling the throttle means in accordance with the control signal.