JPS63109248A - Internal combustion engine control device - Google Patents

Abstract

PURPOSE:To prevent an erroneous internal combustion engine control during an acceleration slip control by providing a comparing means for comparing the openings of first and second throttle valves and an abnormality judging means for judging abnormality. CONSTITUTION:On receiving the opening data of first and second throttle valves T1, T2, an internal combustion engine control device M2 compares the size of both by a comparing means M3. An abnormality judging means M4 judges to be abnormal when it receives a signal indicating that the opening of the second throttle valve T2 is smaller than the opening of the first throttle valve T1 from the comparing means M3, whereas, it does not receive a signal indicat ing that an acceleration slip control is under way from an acceleration slip control device M1. Thereby, it is prevented that erroneous internal combustion engine control is carried out during acceleration slip control.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a control device for an internal combustion engine, and particularly to an internal combustion engine control device installed in a vehicle equipped with a control device that controls acceleration slip of drive wheels. It is.

[Prior Art] If the driving wheels slip against the road surface when the vehicle is accelerating, not only will it be impossible to obtain the desired acceleration, but it will also cause negative effects such as deterioration of fuel efficiency. Therefore, various techniques have been developed to control this acceleration slip. Measures are being considered.

An example of such an acceleration slip control device is a vehicle slip control device disclosed in Japanese Patent Application Laid-Open No. 61-60331 filed by the present applicant. This is a normal (first
) Separately from the throttle valve, a second throttle valve is provided in series with the throttle valve, and by adjusting the opening degree of the second throttle valve, engine output is controlled and acceleration slip is controlled.

[Problems to be Solved by the Invention] As described above, two throttle valves are arranged in series in the intake pipe, one of which is opened and closed by the driver's operation.
If the other is opened and closed independently by the acceleration slip control device, there is a risk that control of the internal combustion engine will be disrupted, especially when acceleration slip control is being performed.

For this reason, the applicant of the present application first applied for patent application No. 60-291748.
In 2006, it was proposed that an internal combustion engine control device that is informed that acceleration slip control is in progress should change part of the control of the internal combustion engine during that time. Specifically, during acceleration slip control, even if the opening of the first slip valve suddenly increases due to the driver's accelerator pedal operation, the so-called acceleration increase correction of the basic fuel injection amount will not be performed. be.

However, even though acceleration slip control is actually being performed, if the information indicating that acceleration slip control is in progress is not transmitted to the internal combustion engine control device due to some abnormality, the internal combustion engine control device Without knowing this, the internal combustion engine is controlled in accordance with the opening degree of the first throttle valve, which is opened and closed by the driver's operation of the accelerator pedal, as described above. For this reason, for example, even if the opening degree of the second throttle valve is reduced by the acceleration slip control device, when the opening degree of the first throttle valve is rapidly increased by the driver's operation of the accelerator pedal, the internal combustion engine control device The standard fuel injection amount is increased as usual.

As a result, the amount of air entering the cylinder does not struggle despite being throttled by the second throttle valve, and a large amount of fuel is supplied, resulting in an overrich mixture, which worsens exhaust gas and slows down the internal combustion engine. The problem of rotational modulation arises.

The present invention has been made in order to solve the problems of a vehicle internal combustion engine control system having such an acceleration slip control system.

[Means for Solving the Problems] The present invention, which has been made to solve the above-mentioned problems, as shown in an overview in FIG. 1 throttle valve T1, and a second throttle valve installed in the intake passage SP in series with the first throttle valve T1.
an internal combustion engine EG having a throttle valve T2; and an acceleration slip control device M1 that controls the opening degree of the second throttle valve T2 in order to control the acceleration slip when acceleration slip occurs in the drive wheels. is installed in a vehicle that controls the output of the internal combustion engine ``G'' based on at least the opening degree data of the first throttle valve T1, and indicates that acceleration slip control is being performed from the acceleration slip control device M1. When receiving the signal, in the internal combustion engine control device M2 that changes a part of the internal combustion engine control processing, a comparing means M3 that compares the opening degree of the first throttle valve T1 and the opening degree of the second throttle valve T2; , receives a signal from the comparing means M3 indicating that the opening degree of the second throttle valve T2 is smaller than the opening degree of the first throttle valve T1, and the acceleration slip control device M1
The vehicle is characterized by comprising an abnormality determining means M4 that determines that the vehicle is abnormal when it does not receive a signal indicating that the acceleration slip control is in progress, and that when the abnormality determining means M4 determines that the vehicle is abnormal, a predetermined response process is performed. The gist thereof is an internal combustion engine control device M2.

Here, the process that is partially changed during the acceleration slip control includes, for example, canceling the acceleration increase process that increases the fuel injection amount when the accelerator pedal AP is suddenly depressed, to support the acceleration slip control. This is a process performed by the internal combustion engine control device M2 for this purpose.

Further, the predetermined response processing performed by the internal combustion engine control device M2 includes, for example, canceling the acceleration amount increase processing that is normally performed when a signal indicating that acceleration slip control is not being received even if the signal is not received. This refers to the processing that is determined to be performed appropriately in the event of an abnormality, with respect to the processing that would be performed when a signal indicating that acceleration slip control is in progress is not received.

[Function] If excessive slip occurs in the drive wheels when the vehicle accelerates,
The acceleration slip control device M1 controls the internal combustion engine E by adjusting the opening degree of the second throttle valve T2 so that the acceleration slip is reduced and the drive wheels regain road grip.
Adjust the G output.

At the same time, the acceleration slip control device M1 notifies the internal combustion engine control device M2 that acceleration slip control is in progress.

The internal combustion engine control device M2 includes first and second throttle valves T1. When the opening degree data of T2 is received, comparison means M3 compares the two in magnitude. The result of this size comparison is transmitted to the abnormality determining means M4.

The abnormality determination means M4 receives a signal from the comparison means M3 indicating that the opening degree of the second throttle valve T2 is smaller than the opening degree of the first throttle valve T1, and receives from the acceleration slip control device M1 a signal indicating that the opening degree of the second throttle valve T2 is smaller than the opening degree of the first throttle valve T1. If no signal is received indicating that it is inside, it is determined that there is an abnormality. This is because the opening degree of the second throttle valve T2 is smaller than the opening degree of the first throttle valve T1, which can only occur when acceleration slip control is performed.

When the abnormality determining means M4 determines that there is an abnormality, the internal combustion engine control device M2 performs a predetermined response process accordingly.

[Example] An embodiment of the internal combustion engine control device according to the present invention will be described below.

FIG. 2 is a diagram schematically showing the structure of a portion related to the present invention of a front engine/rear drive (FR) automobile to which this embodiment is applied.

The four-cylinder fuel injection type engine 1 includes an intake pipe 2, an air flow meter 3, a fuel injection valve 4 provided for each cylinder that injects fuel into intake air, and a spark plug 5 (in the figure, the fuel injection valve 4, (The spark plug 5 is only shown for one cylinder.), the distributor 6 that supplies high voltage to the spark plug, the engine rotation speed sensor 7 consisting of a gear and an electromagnetic pickup, and a link mechanism that responds to the depression of the accelerator pedal 9. A first throttle valve 8 that is driven to adjust the intake air amount.
, a second throttle valve 10 that is provided upstream of the first throttle valve 8 and adjusts the intake air amount during acceleration slip control; a DC motor 11 that drives the second throttle valve 10; and a DC motor 11 that controls the throttle opening of the first throttle valve 8. A first throttle sensor 12 for detecting the throttle opening of the second throttle valve 10, a second throttle sensor 13 for detecting the throttle opening of the second throttle valve 10, and the like are provided. These throttle sensors 12.13 are connected to each of the above throttle valves 8.10, respectively.
It outputs a detection signal according to the opening degree of the valve. Also,
The temperature of the cooling water of the engine 1 is detected by a water temperature sensor 14 .

On the other hand, the power of the engine 1 is transmitted to the left and right rear wheels, that is, drive wheels 20 and 21 via a transmission 22, a propeller shaft 23, and the like.

Left and right drive wheels 20 and 21 are provided with left and right drive wheel speed sensors 24 and 25, respectively, and left and right front wheels, i.e. idle wheels 26 and 27, are provided with left and right idle velocity sensors 28 and 29, respectively.
is provided. These speed sensors 24, 25.2
8.29 consists of a gear that rotates in the same direction as each wheel, and an electromagnetic pickup that is fixed to the vehicle body and detects the approach of the teeth of the gear.

Among these actuators such as sensors and motors, those related to control of the engine 1 are connected to the electronic control circuit 30 for engine control, and those related to acceleration slip control are connected to the electronic control circuit 40 for acceleration slip control. Specifically, air 70 meters 3. Fuel injection valve 4. The distributor 6° engine speed sensor 7 and water temperature sensor 14 are connected to the engine control circuit 30, the DC motor 11 and the speed sensors 24, 25, 28, 29 of each wheel are connected to the acceleration slip control circuit 40, and the first slot The throttle sensor 12 and the second throttle sensor 13 are connected to both control circuits 30, 4.0. Further, a connection is also made between both control circuits 30 and 40.

Each of the engine and acceleration slip control circuits 30 and 40 is composed mainly of a microcomputer, and an outline thereof will be explained with reference to the block diagram shown in FIG. 3. The engine control circuit 30 includes a central processing unit (CPU) 31 that is detected by various sensors, calculates input data according to a control program, and performs processing such as determining the injection amount of the fuel injection valve 4. Read-only memory (ROM > 3
2. Random access memory (R
AM) 33. CP the output signals of the waveform shaping circuit and each sensor.
An input circuit 34 including a multiplexer etc. for selectively outputting to U 31. An output circuit 35 that outputs control signals to the fuel injection valve 4 and distributor 6. Data communication boat 3 receiving data from acceleration slip control circuit 40
6°CPU31. Each element such as ROM32 and input circuit 3
4. Output circuit 35. It consists of a path line 37 that connects 36 to the data communication board 1 and serves as a path for various data, and a power supply circuit 3B that supplies power to each of the above parts.

The acceleration slip control circuit 40 is also the engine control circuit 30.
It has almost the same configuration as the speed sensor 24 for each wheel. ．．
25, 28, 29 and each throttle sensor 12, 13, and processes the input data to
CPU41.1 determines the amount of rotation of 1. ROM42. RAM
43. Input circuit 44, output circuit 45. Data communication boat 46 that sends data to engine control circuit 30. It consists of a pass line 47 and a power supply circuit 48.

Hereinafter, the processing performed by the engine control circuit 30 and the acceleration slip control circuit 40 will be described with reference to a flowchart. Figure 4 shows the acceleration sleeve control circuit 40.
2 is a flowchart showing an overview of acceleration slip control processing performed by. When this processing routine starts,
First, the slip ratio S of the drive wheels 20.degree. 21 relative to the road surface is calculated (step 101). This is the driving wheel 20.21
It is determined by comparing the detection data of the speed sensor 24.25 of the idler wheel 26.27 with the detection data of the speed sensor 28.29 of the idler wheel 26.27. Based on this slip rate S, it is determined whether or not the conditions for starting acceleration slip control are satisfied (step 102). If the control conditions are satisfied, the engine control circuit 30 is first contacted via the data communication port 46. After transmitting the signal 111 I+ indicating that acceleration slip control is in progress to (step 103), the acceleration slip control process, that is, the process of driving the second throttle valve 10 by the DC motor 11 to adjust the engine output is performed. (Step 10/1). On the other hand, if it is determined in step 102 that the acceleration slip control condition is not satisfied, a signal "'Opa" indicating that the acceleration slip control 1j is to be terminated is transmitted to the engine control circuit 30 (step 105). ), performs processing for terminating acceleration slip control (step 10
6). Specifically, this process involves making the opening degree of the second throttle valve 10 larger than the opening degree of the first throttle valve 8.

After step 104 or step 106, the processing of this routine immediately ends, but thereafter this routine is repeatedly executed at predetermined intervals.

Next, the process performed in the engine control circuit 30 is performed in the fifth stage.
This will be explained with reference to flowcharts shown in FIGS. FIG. 5 shows an abnormality determination routine, which is executed by interruption at predetermined time intervals. When this routine starts, first, in step 201, the first and second throttle sensors 12, 13 are
Each throttle opening degree θ1. Read θ2.

In the next step 202, the force U speed slip control circuit 40
The signal input via the data communication port 36 is read, and its value is set in the flag Fb.

In step 203, the first and second throttle openings θ1. θ
2, and if θ1>θ2, the process proceeds to step 204; otherwise, the process proceeds to step 206. Step 2
In 04, the value of flag Fb is roughly checked, and Fb=
If O, the process advances to step 205; otherwise, the process advances to step 206 as before. In step 205, the abnormality determination flag Fa is set to the value tt 1 u. On the other hand, in step 206, Fa is set to the value 110 II. This completes the processing of the current abnormality determination routine.

In this routine, θ1>θ2, and Fb=0
When , it was judged as abnormal and Fa=1, but this
As mentioned above, it is impossible for the second throttle opening θ2 to be smaller than the first throttle opening θ1 when acceleration slip control is not in progress (Fb=O). This is to indicate that some kind of abnormality has occurred, such as a poor contact in the connector of the connection line to the control circuit 30. In this embodiment, when the signal line between the acceleration slip control circuit 40 and the engine control circuit 30 is disconnected, the human power signal of the engine control circuit 30 is t.
The logic that t O'1 is adopted.

FIG. 6 is a flowchart showing a synchronous fuel injection amount calculation routine for calculating the fuel injection amount to be injected in synchronization with 10 rotations of the engine. This process is well known and is repeatedly executed while the engine 1 is running. When the process is started, in step 401, the intake air amount Q detected by the air 70 meter 3 and the engine rotation speed N detected by the engine rotation speed sensor 7 are read. In the following step 302, a basic fuel injection amount τ0 is calculated based on the intake air amount Q and the engine rotational speed N read in the above step 301.

In the next step 303, the value of the flag Fb set in the abnormality determination routine is checked. Fb-1,
In other words, when acceleration slip control is in progress, step 3
Proceed to 04 and set the acceleration increase coefficient FTA to the value 1 (1, Q 11
Substitute. On the other hand, when Fb=1, that is, when Fb=O, the value of the abnormality determination flag Fa is roughly checked in step 305. If Fa=1 here, the process proceeds to step 304 as before, and FTA is set to the value 171. Q II
Substitute. This is because although there is no signal indicating that acceleration slip control is in progress from the acceleration slip control circuit 40, there is a possibility that acceleration slip control is being performed because the abnormality determination routine has determined that the acceleration slip control is in progress. This is for the purpose of staying. On the other hand, when Fa=O in step 305, it is certain that there is no abnormality and acceleration slip control is not being performed, so the process proceeds to step 306, and the acceleration increase coefficient calculation routine and acceleration increase coefficient reduction described below are performed. Increase coefficient FT△ of fuel injection amount during vehicle acceleration set in routine
Load.

In step 304 or step 306, the acceleration increase coefficient FT
Once the value is determined, the process proceeds to step 307, where a correction coefficient α for the fuel injection amount set in another correction coefficient calculation routine (not shown) is read, and the process proceeds to step 308. Examples of the correction coefficients read in step 307 include a conventionally known starting increase coefficient when starting the engine, a warm air increase coefficient when the engine is cold, and the like.

Next, in step 308, the basic fuel injection amount τO calculated in step 302 is corrected using the increase coefficient PTA and α of the fuel injection amount obtained above to obtain the actual fuel injection amount τ, and the processing of this routine is performed. It will end once.

The actual fuel injection amount τ obtained in this way is used when opening the fuel injection valve 4 by fuel injection valve drive control (not shown), and the actual fuel injection amount τ of fuel is injected into the engine from the fuel injection valve 4 of each cylinder. It will be injected in synchronization with the rotation of 1.

Next, FIG. 7 shows the acceleration increase coefficient calculation routine for calculating the acceleration increase coefficient FTA8 when the vehicle accelerates, as described above. This process is executed every predetermined period of time, for example, every 20 m5ec. First, in step 501, a detection signal from the first throttle sensor 12 is read and the throttle opening degree θ1 is calculated. Then, the process proceeds to the next step 502, where the deviation Δθ1 between the throttle opening θ1(n) obtained in step 501 and the throttle opening θ1(n-1) obtained when this process was executed last time is calculated as the difference Δθ1 of the throttle valve. The opening speed is calculated as the throttle opening speed (hereinafter referred to as throttle opening speed), and the process proceeds to the next step 503.

In step 503, it is determined whether the throttle opening speed Δθ1 exceeds a predetermined value of 1, and if Δθ1>K1, step 504 is executed, and if Δθ1≦1, the processing of this routine is temporarily terminated. .

In step 504, which is executed when it is determined that Δθ1>K1, a value obtained by adding a predetermined value β to the current acceleration increase coefficient PTA is calculated as the acceleration increase coefficient PTA, and the processing of this routine is temporarily terminated.

Next, the above-mentioned acceleration increase coefficient reduction routine shown in FIG. 8 is executed every predetermined time, for example, every 4 m5ec, and first in step 601 it is determined whether the acceleration increase coefficient PTA is greater than "1.0". . and PTA>1. If it is determined that it is ○, the value of PTA is set to a predetermined value γ in the next step 602.
(B is subtracted, and the processing of the -quantity water routine is ended. On the other hand, if it is determined in step 601 that PTA≦1.0, the value of T△ is set to If 1.Q T+, and - The processing of the water quantity routine is completed. In this routine, the acceleration increase coefficient FTΔ is gradually lowered in order to prevent the engine state from changing suddenly.

As described above, in this embodiment, when the driver suddenly depresses or suddenly releases the accelerator pedal 9, the fuel amount increase correction coefficient for sudden acceleration or sudden deceleration is applied by appropriately applying the C-pump in the case. Make FTA decisions. That is, basically, during acceleration slip control, PTA-1, 0 is set and acceleration increase correction is not performed. For example, if acceleration increase correction is performed when the second throttle angle θ2 is small due to acceleration slip control, the air-fuel mixture in the cylinder will become rich in fuel, resulting in deterioration of exhaust gas and
This is because it leads to irregular rotation of the engine.

On the other hand, when acceleration slip control is not in progress, the value to be applied to FT is determined so that appropriate acceleration or deceleration can be performed.

Roughly speaking, even when a signal indicating that acceleration slip control is being performed does not come from the acceleration slip control circuit 40, in this embodiment, it is appropriately determined whether hD speed slip control is really not being performed, and correct processing is performed. It is possible to do this.

Note that when the abnormality determination flag Fa becomes 1, the driver is notified of the abnormality using a lamp or the like, and this fact is stored in a memory in a diagnostic circuit (not shown) attached to the engine control circuit 30, and periodic inspections are performed. It can also be used for convenient repairs.

In the above embodiment, the determination in step 305 and the setting of the acceleration increase coefficient FT in step 304 in FIG. 6 correspond to the predetermined corresponding processing.

[Effect] By using the internal combustion engine control device including the abnormality determination means regarding acceleration slip control according to the present invention, tJ (It
It becomes more reliable to determine that continuous speed slip control is in progress.
It is possible to prevent incorrect internal combustion engine control from being performed during acceleration slip control.

[Brief explanation of the drawing]

Fig. 1 is a block diagram illustrating the outline of the present invention, Fig. 2 is a schematic configuration diagram of related parts of an automobile to which an embodiment of the present invention is applied, and Fig. 3 shows an engine control circuit and an acceleration slip control circuit. Schematic block diagram, FIG. 4 is a flowchart 1 to 1 representing the acceleration slip control routine executed by the acceleration slip control circuit, FIG. 5 is a flowchart of the abnormality determination routine executed by the engine control circuit, and FIG. 6 is the engine control circuit. FIG. 7 is a flowchart of the synchronous fuel injection amount calculation routine carried out in FIG. 7, and FIG. 8 is a flowchart of the acceleration increase coefficient reduction routine. SP... Intake passage AP... Accelerator pedal T1... First throttle valve T2... Second throttle valve... Engine 4... Fuel injection valve 8... First throttle valve 10... ...Second throttle valve 12...First throttle sensor 13...Second throttle sensor 1)-24.25, 27.28...Speed sensor 30...Engine control circuit

Claims (1)

[Scope of Claims] 1. An internal combustion engine having a first throttle valve provided in an intake passage and linked to an accelerator pedal, and a second throttle valve provided in the intake passage in series with the first throttle valve. and an acceleration slip control device that controls the opening degree of the second throttle valve in order to control the acceleration slip when acceleration slip occurs in the driving wheels, and at least the first The internal combustion engine controls the output of the internal combustion engine based on the opening degree data of the throttle valve, and also changes part of the internal combustion engine control processing when receiving a signal from the acceleration slip control device indicating that acceleration slip control is in progress. In the engine control device, a comparison means for comparing the opening degree of the first throttle valve and the opening degree of the second throttle valve, and from the comparison means,
An error occurs when a signal indicating that the opening degree of the second throttle valve is smaller than that of the first throttle valve is received, and a signal indicating that acceleration slip control is in progress is not received from the acceleration slip control device. What is claimed is: 1. An internal combustion engine control device comprising: abnormality determining means for determining that the abnormality is abnormal;