JPH01113561A - Engine control system - Google Patents
Engine control systemInfo
- Publication number
- JPH01113561A JPH01113561A JP62270202A JP27020287A JPH01113561A JP H01113561 A JPH01113561 A JP H01113561A JP 62270202 A JP62270202 A JP 62270202A JP 27020287 A JP27020287 A JP 27020287A JP H01113561 A JPH01113561 A JP H01113561A
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- Japan
- Prior art keywords
- vehicle
- engine control
- control method
- engine
- frequency
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 claims description 28
- 230000008859 change Effects 0.000 claims description 9
- 230000035945 sensitivity Effects 0.000 claims description 4
- 230000003044 adaptive effect Effects 0.000 claims description 3
- 230000005540 biological transmission Effects 0.000 abstract 1
- 238000005259 measurement Methods 0.000 description 20
- 239000000446 fuel Substances 0.000 description 11
- 239000011159 matrix material Substances 0.000 description 7
- 238000011156 evaluation Methods 0.000 description 6
- 238000002347 injection Methods 0.000 description 6
- 239000007924 injection Substances 0.000 description 6
- 238000004364 calculation method Methods 0.000 description 5
- 238000006243 chemical reaction Methods 0.000 description 5
- 230000006978 adaptation Effects 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000004043 responsiveness Effects 0.000 description 3
- 238000004458 analytical method Methods 0.000 description 2
- 230000001186 cumulative effect Effects 0.000 description 2
- 230000003111 delayed effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000007774 longterm Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000009466 transformation Effects 0.000 description 2
- 230000001052 transient effect Effects 0.000 description 2
- 206010000117 Abnormal behaviour Diseases 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000014509 gene expression Effects 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 238000005070 sampling Methods 0.000 description 1
- 238000003786 synthesis reaction Methods 0.000 description 1
- 230000002194 synthesizing effect Effects 0.000 description 1
Landscapes
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、エンジン制御用の電子燃料噴射装置。[Detailed description of the invention] [Industrial application field] The present invention is an electronic fuel injection device for engine control.
点大装置に係り、特に運転環境に適合する運転特性と、
各運転環境の中で運転者の好みを満すのに好適なエンジ
ン制御方式に関する。Regarding large point equipment, especially the operating characteristics that suit the operating environment,
The present invention relates to an engine control method suitable for satisfying driver preferences in various driving environments.
市販車のエンジン制御用電子装置は、従来よりできるだ
け多くの車利用者（３！！転者や搭乗者）が。The electronic device for controlling the engine of a commercially available car is designed to be used by as many car users (3!! drivers and passengers) as possible.
多用する運転（走行）環境で好むと思われる運転特性に
、エンジン制御特性を適合させてきた。いわゆる最大公
約数的な適合（マツチング）が施こされていた。適合と
は、エンジン制御装置を車の利用者の要求を満たすよう
に、調整することを言う。Engine control characteristics have been adapted to suit the driving characteristics preferred in frequently used driving environments. So-called greatest common divisor matching was applied. Adaptation refers to adjusting the engine control device to meet the needs of the vehicle user.
スロットルバルブの電子制御では。electronic control of the throttle valve.
ｕｓｐ ４，５９７，０４９号に示されるように、アク
セルペダルとスロットル開度との関係を電気的に変更す
る方法も採られている。As shown in USP No. 4,597,049, a method has also been adopted in which the relationship between the accelerator pedal and the throttle opening is electrically changed.
従来のエンジンの電子制御は、エンジンの数行程の平均
的な状態に対して制御を加える方法が採られていた。短
期間の１１御が主機能であったため、運転環境や運転者
の好み（感性）の計測という、数十、数百行程という長
期間の計測判別は組み込まれていなかった。判別のため
の長期の計測期間を評価期間と定義する。Conventional electronic engine control has adopted a method of applying control to the average state of the engine over several strokes. Since the main function was short-term control, long-term measurement and discrimination over tens or hundreds of strokes, such as measuring the driving environment and driver's preferences (sensitivity), was not incorporated. The long-term measurement period for determination is defined as the evaluation period.
上記の最大公約数的な適合は、あらゆる運転環境や多く
の運転者の感性に合うものではなかった。The above-mentioned greatest common denominator adaptation does not suit all driving environments or the sensibilities of many drivers.
また、アクセルペダルからスロットルバルブ開度への感
度変更を、上記特許のように、アクセルペダルの動き（
ストロークとその速度）だけがら判定し実施する方法は
、空吹しゃダブルクラッチのときにも応動するという開
運があった。In addition, the sensitivity change from the accelerator pedal to the throttle valve opening can be changed by the movement of the accelerator pedal (
This method, which is based only on the stroke and its speed, has the good fortune of being able to respond even when the engine is running dry or double clutching.
本発明の目的は、車の利用者の中にある運転性に関する
不満足な点を解消することにある。An object of the present invention is to eliminate dissatisfaction among car users regarding drivability.
上記目的は、運転者の運転操作を、エンジン制御装置に
内蔵される計算機により、ある期間計測し、計測結果に
よって運転環境を判別分類し１分類結果に応じてエンジ
ンの制御特性を運転環境に適合させることによって達成
される。このために、車の状態と運転者の操作状況を数
十以上の行程で、計測し、演算処理する。The above purpose is to measure the driver's driving operations for a certain period of time using a computer built into the engine control device, distinguish and classify the driving environment based on the measurement results, and adapt the engine control characteristics to the driving environment according to the classification results. This is achieved by letting To do this, the vehicle's condition and the driver's operating conditions are measured and processed over dozens of steps.
運転環境（すなわち走行環境）を判別するための計測変
数としては、アクセルペダルの位置（角度）と移動速度
、車速、エンジン回転数、加速度。The measurement variables used to determine the driving environment (that is, the driving environment) include the position (angle) and travel speed of the accelerator pedal, vehicle speed, engine rotation speed, and acceleration.
ギヤの位［（ＭＴ車）、シフト操作、ステア速度。Gear position [(MT car), shift operation, steering speed.
ブレーキ頻度などがある。Brake frequency etc.
これらの計測変数には、各運転環境における運転者の運
転特性に関する感性あるいは好みの表現も含まれている
。These measured variables also include expressions of the driver's sensibilities or preferences regarding driving characteristics in each driving environment.
運転環境と運転感性の各計測変数への現われ方を定性的
経験的に分析したところ、第１表に示す結果を得た。運
転者がある環境の中で、感性に応じて運転走行している
状態を運転状態と定義する。A qualitative empirical analysis of how the driving environment and driving sensitivity appear in each measured variable resulted in the results shown in Table 1. A driving state is defined as a state in which a driver drives in a certain environment according to his or her sensibilities.
上記分析結果から、各計測変数に関する、ファジィ理論
のメンバシップ関数を設定する、例えば。From the above analysis results, membership functions of fuzzy theory regarding each measurement variable are set, for example.
ある車種では、第４図のように設定する。For some car models, settings are made as shown in Figure 4.
メンバシップ関数を用いての運転性適応制御方式は第３
図に示すような機能構成となる。The drivability adaptive control method using the membership function is the third method.
The functional configuration is as shown in the figure.
メンバシップ関数が与えられると、各計測変数にメンバ
シップ関数を適用することにより、計測値の大、中、小
の出現頻度が算出できる。各計測変数の大、中、小の出
現頻度を基に、出現頻度から運転状態への変換行列演算
を行うと、各運転状態の出現確率が得られる。各運転状
態の出現確率の中の最大なものがある基準レベルを館え
ておれば、それを評価期間中の運転状態の推定値とする
ことができる。When a membership function is given, the frequency of occurrence of large, medium, and small measurement values can be calculated by applying the membership function to each measurement variable. By performing a conversion matrix calculation from the appearance frequency to the driving state based on the large, medium, and small appearance frequencies of each measurement variable, the appearance probability of each driving state can be obtained. If a reference level with the maximum probability of occurrence of each driving condition is established, this can be used as the estimated value of the driving condition during the evaluation period.
運転状態が特定できたら、それに応じる制御方式を選択
し、制御パラメータを変更する。制御パラメータとして
は、点火時期を選び調整する。Once the operating state has been identified, select the appropriate control method and change the control parameters. As a control parameter, ignition timing is selected and adjusted.
ある定められた期間（評価期間）にサンプリングされた
計測値は、ファジィ論理のメンバシップ関数によって、
大、中、小に分類し、分類毎の出現頻度を計数する。こ
の方法は、評価期間内の車の状態と運転者の操作状況が
、統計的に認識できる。その結果は、運転環境や運転者
の好みなどの運転状態を識別する基礎データを与える。The measured values sampled during a certain period (evaluation period) are determined by membership functions of fuzzy logic.
Classify into large, medium, and small, and count the frequency of appearance for each classification. This method allows statistical recognition of the vehicle condition and driver operation status within the evaluation period. The results provide basic data that identifies driving conditions such as the driving environment and driver preferences.
出現頻度から運転状態を算出する変換行列は、各運転状
態での各計測変数の大、中、小の出現確率をあらかじめ
設定しておく。変換行列値は、出現確率値と考えて連結
値を設定してもよい。あるいは、計測変数が運転状態推
定に寄与するかしないかによって、■又は０の値をとっ
てもよい。また、他計測変数又は化分類に比較して寄与
の高い分類のウェイトを大きくしてもよい。このように
変換行列の値を任意に設定することにより、各計測変数
の特性を活かして、運転状態の識別ができる。さらに、
計測変数毎に得られた各運転状態の推定値を、適切な計
測変数に関して加算すると、運転状態の識別がより高い
確度で行える。In the conversion matrix for calculating the driving state from the appearance frequency, the large, medium, and small appearance probabilities of each measurement variable in each driving state are set in advance. The conversion matrix value may be considered as an appearance probability value and a connected value may be set. Alternatively, it may take a value of ■ or 0 depending on whether the measured variable contributes to the driving state estimation or not. Furthermore, the weight of a classification that has a high contribution compared to other measurement variables or classifications may be increased. By arbitrarily setting the value of the conversion matrix in this way, the driving state can be identified by taking advantage of the characteristics of each measurement variable. moreover,
When the estimated values of each driving state obtained for each measured variable are added for the appropriate measured variable, the driving state can be identified with higher accuracy.
以下、本発明の一実施例を第１図で説明する。 An embodiment of the present invention will be described below with reference to FIG.
運転者は運転環境に応じて運転操作を行う。運転操作は
、アクセルペダル１．ブレーキペダル２゜ステア３の角
度Ｏｔｈ、 θｂｒ、Ｏｓｔを角度計ｇＪ器４，５．６
でそれぞれ計測する。スロットルバルブ７はアクセルペ
ダルに機械的に結合されている。アクセルペダルの動き
は、スロットルバルブ角度Ｏｔｈで計測される。ギヤの
シフト状況は。The driver performs driving operations according to the driving environment. Driving operations are performed using the accelerator pedal 1. Brake pedal 2° Steer 3 angle Oth, θbr, Ost using angle meter gJ 4, 5.6
Measure each. The throttle valve 7 is mechanically coupled to the accelerator pedal. The movement of the accelerator pedal is measured by the throttle valve angle Oth. What is the gear shift situation?
ギヤ位置検出器８で計測される。エンジンの回転数Ｎは
エンジン回転計９で計測される。これらの計測値は、車
速ひも含めて、状態判別装置１０に加えられる。The gear position detector 8 measures the position. The engine rotation speed N is measured by an engine tachometer 9. These measured values, including the vehicle speed, are added to the condition determination device 10.
状態判別装置１０では、これらの計測値の継時的な値を
処理する。処理内容としては、主要な計測値の差分をと
る。計測のサンプリング時点をｔ 、’ ｔ ＋ ｌ
、 ｔ ＋ ２ 、・・・とすると、主要変数の差分
値は次式で得られる。The state determination device 10 processes these measured values over time. The processing involves taking the differences between the main measured values. Let the measurement sampling time be t,' t + l
, t + 2, ..., the difference value of the main variable can be obtained by the following equation.
八ｌｈ （ｔ） ＝ Ｏｔｈ （ｔ ＋ １） −
１１１ｔｈ （ｔ）Δ Ｏｓｔ （ｔ） ＝１７ｓ
ｔ （ｔ＋１） −１７ｓｔ （ｔ）Δｖ （
ｔ）＝ｖ （ｔ＋１） −ｖ （ｔ）ΔＮ （ｔ
）＝Ｎ （ｔ＋１）−Ｎ （ｔ）状態判別装置１０
では、差分値を含めた計測値をファジィ論理のメンバシ
ップ関数に適用し、各計測変数の出現頻度を求め、それ
を変換行列を介して運転状態を推定し、その状態に応じ
た制御パラメータの変更値を燃料噴射装置１１と点火時
期制御装置に出力する。8lh (t) = Oth (t + 1) −
111th (t) Δ Ost (t) = 17s
t (t+1) −17st (t)Δv (
t)=v (t+1) −v (t)ΔN (t
)=N (t+1)-N (t) Status determination device 10
Now, we apply the measured values including the difference values to the membership function of fuzzy logic to find the frequency of appearance of each measured variable, estimate the operating state via a transformation matrix, and calculate the control parameters according to the state. The changed value is output to the fuel injection device 11 and the ignition timing control device.
燃料噴射量＠１１では、燃料噴射量を計算する。Fuel injection amount @11 calculates the fuel injection amount.
空気流量計１３で計測される吸入空気量Ｑ８とエンジン
回転数Ｎにより、インジェクタ１４の開弁時間Ｔ、が次
式で求められる。The valve opening time T of the injector 14 is determined by the following equation based on the intake air amount Q8 measured by the air flow meter 13 and the engine rotation speed N.
Ｔ ｉ＝ ｋ Ｍ−に−Ｑ ａ ／ Ｎここでｋは変換
係数である。ｋＭは運転環境や運転性に関する好みを設
定する係数で、１．０近傍の値を採る。T i = k M- to - Q a /N where k is the transformation coefficient. kM is a coefficient that sets preferences regarding the driving environment and drivability, and takes a value near 1.0.
燃料量を変更すると、空燃比を変えることになる。空燃
比の変更が好ましくないときには１点火時期制御装置１
２で１点火プラグＩ５の点火時期を調整する。応答性や
排気ガス規制の面からは、運転環境への適応制御として
は、点火時期制御の制御パラメータを適応させることが
望ましい。過度状態の制御は応答性の面から点火時期制
御に頼る必要がある。一方、燃費の面からは、燃料噴射
量の制御に依存する場合もあり得る。このため、環境適
応と運転性に関する好みへの適応は、点火時期制御を主
体に、燃料噴射制御を補助に実施する。Changing the amount of fuel will change the air-fuel ratio. When changing the air-fuel ratio is not desirable, the ignition timing control device 1
2 adjusts the ignition timing of 1 spark plug I5. From the viewpoint of responsiveness and exhaust gas regulations, it is desirable to adapt control parameters for ignition timing control as adaptive control to the driving environment. In order to control transient conditions, it is necessary to rely on ignition timing control from the viewpoint of responsiveness. On the other hand, in terms of fuel efficiency, it may depend on control of the fuel injection amount. For this reason, adaptation to environmental and drivability preferences is carried out mainly through ignition timing control, with fuel injection control as an aid.
状態判別装置１０の中の機能を第２図のフローチャート
と、第３図の計算の概念図とにより説明する。第２図の
プログラムはタイマ割込２１により起動する。運転環境
や運転者の操作結果を表わす計測変数は各種センサを介
して、ブロック２２で計測される。時間変化を知りたい
変数はブロック２３で差分化する。差分化された変数も
計測変数に加える。これらの計測値を経時的にメンバシ
ップ関数を介して、各計測値を大、中、小のグループに
ブロック２４で分類する。各グループにどの程度の確か
さで分類されるかの確率がメンバシップ関数値として与
えられる。タイマ割込毎のメンバシップ関数値をブロッ
ク２５で累計する。ブロック２６では、タイマ割込の回
数αが、所定回数Ｑｘかどうかを比較する。タイマ周期
にＱｘを乗じたものが、運転環境を評価する期間となる
。The functions in the state determination device 10 will be explained with reference to the flowchart in FIG. 2 and the conceptual diagram of calculation in FIG. 3. The program shown in FIG. 2 is activated by a timer interrupt 21. Measurement variables representing the driving environment and the driver's operation results are measured in block 22 via various sensors. Variables whose changes over time are desired are differentiated in block 23. The differentiated variables are also added to the measurement variables. A block 24 classifies these measured values into large, medium, and small groups over time via a membership function. The probability of classification into each group is given as a membership function value. The membership function value for each timer interrupt is accumulated in block 25. In block 26, it is compared whether the number of timer interrupts α is equal to a predetermined number of times Qx. The timer period multiplied by Qx becomes the period for evaluating the driving environment.
タイマ割込回数ＱがＱｘよりも小さいときは、ブロック
２７でＱの値を１増やして、ブロック２８で終る。When the number of timer interrupts Q is smaller than Qx, the value of Q is increased by 1 in block 27, and the process ends in block 28.
タイマ割込回数ＱがＱｘになった場合には、ブロック２
９でメンバシップ関数値の累計値をＱｘによって除し、
各計測変数（ｉ）の大、中、小のグループ（ｋ）毎の出
現頻度Ｆｋｔを得る。ブロック３０では、タイマ割込回
数ａと累計値に初期値を設定する。When the number of timer interrupts Q reaches Qx, block 2
Divide the cumulative membership function value by Qx by 9,
The frequency of appearance Fkt for each large, medium, and small group (k) of each measurement variable (i) is obtained. In block 30, initial values are set for the timer interrupt count a and the cumulative total value.
運転状態の推定のための計算は、ブロック３１で次式の
行列計算を行う。For the calculation for estimating the driving state, block 31 performs matrix calculation of the following equation.
Ｄ、、＝ Σ Ｍｊ ｋ −Ｆｋ □ここで。D,, = Σ Mj k − Fk □ Here.
Ｆｋｔ＝計測変数の出現頻度
Ｍ ｊ ｋ ＝出現頻度から状態への変換行列：状態選
択のウェイト
Ｄ、ｉ＝各状態（ｊ）の可能性を示す値ｉ＝計測変数の
番号二車速（Ｖ）。Fkt = appearance frequency of measurement variable M j k = conversion matrix from appearance frequency to state: state selection weight D, i = value indicating the possibility of each state (j) i = number of measurement variable 2 vehicle speed (V) .
ｄＮ／ｄｔ、θｔｈ、Δθｔｈ、 Ｇｅａｒ。dN/dt, θth, Δθth, Gear.
回・転数（Ｎ）
ｊ＝状態の番号：渋滞、 Ｇｅｎｔｌｅ、 Ｎｏｒｍａ
ｌ。Number of revolutions (N) j = State number: Traffic jam, Gentle, Norma
l.
Ｓ ｐｏｒｔ、ｙ を高速
に＝計測値のグループ番号：小、中、大評価期間中の運
転状態の決定は、ブロック３２で前記０．＋１の中で計
測変数（ｉ）に関して適切なものを合成し、合成結果の
中から、最も大きな値をとる状態（ｊ）を選ぶことによ
り行われる。S port, y to high speed = group number of measurement values: small, medium, large The determination of the operating state during the evaluation period is made in block 32 by the above 0. This is done by synthesizing appropriate values for the measurement variable (i) among +1, and selecting the state (j) that takes the largest value from the synthesis results.
その最大値をり、とすると、次式のようになる。Letting the maximum value be ri, the following equation is obtained.
Ｄ Ｊ ” ｍ ａ Ｘ Σ Ｄｊ ｉ点火時期Ｏａ
ｄは、ブロック３３で次式により決定される。D J ” m a X Σ Dj i Ignition timing Oa
d is determined in block 33 by the following equation.
０ａａ＝ｆ （ＤＪＩ ＤｊｍａＸ＋ θａｄ）上式は
、最大トルク時の点火時期ｏａｄを、Ｄ、ｊが最大１〜
ルク時のＤ ｊ ｍ ａ Ｘからのずれに応じて決める
ものである。点火時期の変化範囲を狭ばめ得る場合には
・、次式で近似する。0aa=f (DJI DjmaX+ θad) The above formula calculates the ignition timing oad at maximum torque when D and j are maximum 1 to
It is determined according to the deviation from D j m a If the range of change in ignition timing can be narrowed, approximate it using the following formula.
ブロック３４で本プログラムは終り、次のタイマ割込が
来るまで待つ。The program ends at block 34 and waits until the next timer interrupt arrives.
第３図は、上記第２図の計算の流れを、概念的に示す。FIG. 3 conceptually shows the flow of the calculation shown in FIG. 2 above.
ある評価期間の計測値を第２図の手順で処理する。第３
図の例では、Ｄｊｌとして、車速によるものと、車速と
エンジン回転数変化ｄＮ／ｄｔとスロットルバルブ変化
Δ（１１ｔｈの３種の合成とを比較表示している。後者
の方がＤｌの選択にとって有効なことを示している。Measured values for a certain evaluation period are processed according to the procedure shown in FIG. Third
In the example in the figure, Djl is displayed for comparison between vehicle speed and a combination of vehicle speed, engine speed change dN/dt, and throttle valve change Δ(11th).The latter is more suitable for selecting Dl. It shows that it is effective.
第４図は、第３図中のメンバシップ関数の部分をある車
種の車に関して設定した例を示す。FIG. 4 shows an example in which the membership function part in FIG. 3 is set for a certain type of car.
運転環境を渋滞路、市街路、郊外路、山道、高速道路に
分けることにより、それぞれの走行の特徴をとらえるこ
とができる。各走行の特徴は１次の計測変数により感知
できる。By dividing the driving environment into congested roads, city roads, suburban roads, mountain roads, and expressways, it is possible to understand the characteristics of each type of driving. The characteristics of each run can be sensed by first-order measurement variables.
高速道路走行では、車速が大きく、ギヤはほとんど切り
換えない。このことより、車速は大、ギヤはトップギヤ
で切り換えが小の出現頻度の高い場合は、高速道路走行
と判定する。高速道路走行時は、点火時期は許容最大ト
ルクになるように進める。しかし、車種によっては、運
転性に関する好みから、点火時期を遅らせて。When driving on a highway, the vehicle speed is high and gears are hardly changed. From this, if the vehicle speed is high, the gear is top gear, and the gear change is small, it is determined that the vehicle is traveling on a highway. When driving on a highway, advance the ignition timing to reach the maximum allowable torque. However, depending on the car model, the ignition timing may be delayed due to preferences regarding driveability.
″梓通（Ｎｏｒｍａｌ） ”又は１′穏和（Ｇｅｎｔ、
１６） ”の感性に合うようにする。``Normal'' or 1' Gent,
16) Make sure it matches the sensibilities of ``.
渋滞路では、前進、停止の繰り返えしのため、車速が低
く、ブレーキ頻度が高い。この場合には緩慢な加速が望
ましく１点火時期は遅らせるようにする。運転性に関す
る好みが″緩和″の場合と同様の点火時期に調整する。On congested roads, vehicles repeatedly move forward and stop, resulting in low vehicle speeds and high braking frequency. In this case, slow acceleration is desirable and the ignition timing should be delayed by one. Adjust the ignition timing to be the same as when the preference regarding drivability is "relaxation".
郊外路での走行は、交差点が市街地に比べて少ないため
、制限速度近傍の車速で運転する。このため、制限速度
近くの車速を維持し、しかもステアを動かす頻度と範囲
が小さいときには、郊外路走行と判定する。この場合に
は、特に点火時期の調整は新たに加えず、この判定以前
の運転性に関する好みの点火時期調整を維持する。その
理由は。When driving on suburban roads, there are fewer intersections than in urban areas, so drivers drive at speeds close to the speed limit. Therefore, when the vehicle speed is maintained close to the speed limit and the frequency and range of steering operations are small, it is determined that the vehicle is driving on a suburban road. In this case, no new adjustment of the ignition timing is made, and the desired ignition timing adjustment regarding drivability prior to this determination is maintained. The reason is.
定速走行時は、許容最大１−ルク近くのエンジン回転に
するのが、排気ガスや燃費の面で好ましく、運転性の好
みは過度状態のときに現われるからである。郊外路の定
速走行では運転者の好みは感知が困難である。また感知
の必要性もない。When driving at a constant speed, it is preferable to keep the engine revolution close to the maximum permissible 1-lux in terms of exhaust gas and fuel efficiency, and this is because preference for drivability becomes apparent when the vehicle is in an excessive state. When driving at a constant speed on suburban roads, it is difficult to detect driver preferences. There is also no need for sensing.
市街地での走行は交差点が多い。このためブレーキとス
テアの両操作の頻度が高い。アクセルとブレーキの両ペ
ダルの切り換えが多いということは、過度状態が多く、
運・訳者の好みが現われやすい。このため、市Ｕテ地走
行では、運ｆ？、環境と運転の″大″の頻度が高い場合
には。Driving in the city involves many intersections. For this reason, both brake and steering operations are required frequently. Frequently switching between the accelerator and brake pedals means that there are many excessive situations,
Luck and the translator's preferences tend to show up. For this reason, when driving on the city surface, it is difficult to find luck. , if the environment and the frequency of driving are high.
″゛軽快 Ｓ ｐｏｒｔｙ）″と判定し、″小″の頻度
の高い場合には″穏和″と判定する。If the frequency of "small" is high, it is determined to be "mild".
山地走行では、カーブが多いため加速、減速を繰り返し
ながらステアを頻度高く動かす。このため、ブレーキと
アクセルの両ペダルの踏み替えの頻度が高く、しかもス
テアの動きの頻度が高い場合には山道と判定する。山道
では加減速の繰り返しが多いため、運転性に関する好み
も現われやすい。市街地走行と同様に、ｄＮ／ｄｔ（又
はΔＮ）の大小の頻度で、″軽快″と″穏和″を判別す
る。When driving in mountains, there are many curves, so the steering wheel is moved frequently while accelerating and decelerating repeatedly. Therefore, if the frequency of switching between the brake and accelerator pedals is high, and the steering movement is also high, it is determined that the vehicle is on a mountain road. Because there are many repeated accelerations and decelerations on mountain roads, preferences regarding drivability are likely to emerge. Similar to city driving, "light" and "gentle" are determined based on the frequency of dN/dt (or ΔN).
運転中には突差に加速して障害物を回避することが必要
な場合がある。運転性に関する好みとして゛′穏和″を
選んだ運転者が急速にアクセルペダルを踏んだ場合には
、′軽快″に切り替える。この場合には、パ軽快″に切
り替わったことをランプ、又は岳で知らせる。While driving, it may be necessary to accelerate suddenly to avoid obstacles. If a driver who has selected ``gentle'' as his preference regarding drivability depresses the accelerator pedal rapidly, the mode is switched to ``light''. In this case, a lamp or mountain will notify you that the mode has changed to "Pakikai".
運転性に関する好みは、アクセルペダルだけでもある程
度は感知できる。しかし、これだけでは空吹しゃダブル
クラッチのようにギヤがニュートラルのときの異常動作
も含まれるため判定の確度が低い、″軽快″な運転を好
む者は急加速、急減速の動作が多いため、アクセルとブ
レーキの両ペダルの位置変化とその速度の大小によって
確度の高い判定が可能となる。さらに、車速、エンジン
回転数、ギヤ位置の計測値の大小の頻度をとり入れると
より確度は高まる。Preferences regarding drivability can be detected to some extent just by using the accelerator pedal. However, this alone has low accuracy of judgment because it includes abnormal behavior when the gear is in neutral, such as a double clutch. Highly accurate determination is possible based on changes in the position of both the accelerator and brake pedals and the magnitude of their speed. Furthermore, accuracy can be further improved by incorporating the frequency of the measured values of vehicle speed, engine speed, and gear position.
走行環境や運転性に関する好みの実現方法としては、点
火時期を調整する方法を用いる。この方法が、他の方法
に比べて費用追加がなく、プログラムの変更だけで実施
できる。特に適応の要請は過度状態にあるため、点火時
期：Ａ整は応答性の面でも優れている。A method of adjusting ignition timing is used to achieve preferences regarding the driving environment and drivability. This method requires no additional cost compared to other methods and can be implemented by simply changing the program. In particular, since the need for adaptation is in a transient state, ignition timing: A adjustment is also excellent in terms of responsiveness.
運転性に関する好みで″軽快″が選ばれた場合には、車
の許容最大トルクの出る点火時期を選択する。If "light" is selected as a preference for drivability, select the ignition timing that produces the maximum allowable torque of the vehicle.
本発明によ九ば、車が遭遇するあらゆる走行環境を小桟
の計算機で識別判定でき、その走行環境に適合したエン
ジン特性を得ることができるので。According to the present invention, every driving environment that a car encounters can be identified and determined by a small computer, and engine characteristics suitable for the driving environment can be obtained.
快適な運転性２乗心地の良さの確保の面で効果がある。Comfortable drivability 2 This is effective in ensuring good riding comfort.
さらに、運転環境を判別した上で、各環境内で運転者の
運転性に関する感性や好みを識別判定できるため、環境
毎に異なる運転者の好みをエンジンの制御特性に反映す
ることができる。これにより、多くの運転者の運転感性
に適合した車を提供することが可能となる。Furthermore, after determining the driving environment, it is possible to identify and determine the driver's sensibilities and preferences regarding drivability within each environment, so that the driver's preferences, which vary depending on the environment, can be reflected in the engine control characteristics. This makes it possible to provide a vehicle that suits the driving sensibilities of many drivers.
エンジンの制御特性を゛′穏和′″やパ普通″に適応さ
せた車でも、急激なアクセル操作により′″軽快″なエ
ンジン特性に変更できるので、危険・回避も可能となる
。Even in a car whose engine control characteristics are adapted to ``gentle'' or normal, it is possible to change the engine characteristics to ``light'' by abruptly operating the accelerator, making it possible to avoid danger.
従来のエンジン特性に比較して、多様なエンジン特性を
ＴＰＯ（時間・場所・機会）に応じて得ることができる
ので、広い階層の利用者の満足を得ることができる。Compared to conventional engine characteristics, it is possible to obtain a variety of engine characteristics depending on TPO (time, place, opportunity), thereby satisfying a wide range of users.
第１図は本発明の一実施例の構成図、第２図は第１図の
状態判別装置１０に含まれる計算機のプログラム処理手
順のフローチャート、第３図は第２図における処理の具
体的内容の概念図、第４図は第３図に含まれるメンバシ
ップ関数の一例を示す図である。FIG. 1 is a block diagram of an embodiment of the present invention, FIG. 2 is a flowchart of a program processing procedure of a computer included in the state determination device 10 shown in FIG. 1, and FIG. 3 is a detailed content of the processing in FIG. 2. FIG. 4 is a diagram showing an example of the membership functions included in FIG. 3.
Claims (12)
境を渋滞路，市街路，郊外路，山道，高速道路のいずれ
かと判別し、エンジン制御機能を運転環境に適応させる
ことを特徴とするエンジン制御方式。1. The system is characterized by determining whether the vehicle is driving in a congested road, a city road, a suburban road, a mountain road, or an expressway based on the vehicle condition and the driver's actions, and adapts the engine control function to the driving environment. Engine control method.
え頻度の低いときには、高速道路走行と判定し、車速が
低く、ブレーキ頻度の高いときには、渋滞路走行と判定
する第１項のエンジン制御方式。2. The engine control method according to item 1, which monitors the vehicle speed during a certain period, and determines that the vehicle is traveling on a highway when the vehicle speed is high and the gear change frequency is low, and determines that the vehicle is traveling on a congested road when the vehicle speed is low and the braking frequency is high.
動きの頻度や範囲が小さいときに、郊外路走行と判定す
る第１項のエンジン制御方式。3. The engine control method according to item 1, which determines that the vehicle is running on a suburban road when the vehicle speed remains close to the speed limit for a certain period and the frequency and range of steering movements are small.
高いときには、市街地走行と判定する第１項のエンジン
制御方式。4. The engine control method of item 1 determines that the vehicle is driving in an urban area when the frequency of both steering movement and brake operation during a certain period is high.
ペダル踏み替えの両頻度が高いときに、山道走行と判定
する第１項のエンジン制御方式。5. The engine control method according to item 1, which determines that the vehicle is traveling on a mountain road when the steering movement and the frequency of changing the brake and accelerator pedals are both high during a certain period.
関する好み（感性）をも判別し、エンジン制御のパラメ
ータを、その好みにも適合させる第１項乃至第５項いず
れか１項のエンジン制御方式。6. The engine according to any one of paragraphs 1 to 5, which also determines the driver's preferences (sensitivity) regarding drivability in the determined driving environment, and adapts engine control parameters to the preferences. control method.
軽快”の要求と判定し、軽快な制御方式を迅速に採る第
６項のエンジン制御方式。7. When the driver depresses the accelerator pedal rapidly, “
The engine control method described in item 6 determines that the request is "light" and quickly adopts a light control method.
ーキペダルの動き（位置と速度）の範囲と頻度により、
判定する第６項のエンジン制御方式。8. The drivability preferences are determined by the range and frequency of the movement (position and speed) of the accelerator and brake pedals.
The engine control method in Section 6 to be determined.
ーキペダルの動きのほか、車速，エンジン回転数，ギヤ
位置により判定する第６項のエンジン制御方式。9. 7. The engine control method according to claim 6, wherein the preference regarding drivability is determined based on the movement of the accelerator pedal and the brake pedal, as well as vehicle speed, engine rotational speed, and gear position.
応制御を点火時期調整によって行う、第１項乃至第６項
いずれか１項のエンジン制御方式。10. 7. The engine control method according to any one of paragraphs 1 to 6, wherein adaptive control according to preferences regarding the driving environment and drivability is performed by adjusting ignition timing.
だけ行う第１０項のエンジン制御方式。11. 10. The engine control method according to item 10, wherein the ignition timing adjustment is performed only in an excessive state of engine rotation.
れたときに、エンジンの許容最大トルクが得られるよう
に、点火時期を調整する第７項のエンジン制御方式。12. 8. The engine control method according to item 7, wherein when "lightness" is selected as the preference regarding drivability, the ignition timing is adjusted so that the maximum allowable torque of the engine is obtained.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP27020287A JP2594980B2 (en) | 1987-10-28 | 1987-10-28 | Engine control method |
| KR1019880010507A KR940000039B1 (en) | 1987-08-19 | 1988-08-18 | Electronic engine control apparatus |
| DE8888113527T DE3876036T2 (en) | 1987-08-19 | 1988-08-19 | ELECTRONIC MOTOR CONTROL UNIT. |
| EP88113527A EP0304089B1 (en) | 1987-08-19 | 1988-08-19 | Electronic engine control apparatus |
| US07/622,217 US5189621A (en) | 1987-05-06 | 1990-12-03 | Electronic engine control apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP27020287A JP2594980B2 (en) | 1987-10-28 | 1987-10-28 | Engine control method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01113561A true JPH01113561A (en) | 1989-05-02 |
| JP2594980B2 JP2594980B2 (en) | 1997-03-26 |
Family
ID=17482950
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP27020287A Expired - Lifetime JP2594980B2 (en) | 1987-05-06 | 1987-10-28 | Engine control method |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2594980B2 (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5410477A (en) * | 1991-03-22 | 1995-04-25 | Hitachi, Ltd. | Control system for an automotive vehicle having apparatus for predicting the driving environment of the vehicle |
| US5611310A (en) * | 1995-01-18 | 1997-03-18 | Honda Giken Kogyo Kabushiki Kaisha | Driving force-calculating system and control system incorporating same for automotive vehicles |
| JPH10154002A (en) * | 1996-09-26 | 1998-06-09 | Yamaha Motor Co Ltd | Synthetic control system |
| JP2008022630A (en) * | 2006-07-13 | 2008-01-31 | Denso Corp | Brushless alternator for vehicles |
| US7809487B2 (en) | 2007-09-14 | 2010-10-05 | Ford Global Technologies, Llc | Method and system for controlling a motive power system of an automotive vehicle |
| US20150006040A1 (en) * | 2013-06-26 | 2015-01-01 | Fiat Group Automobiles S.P.A. | Control of operation of an automotive gear shift system |
-
1987
- 1987-10-28 JP JP27020287A patent/JP2594980B2/en not_active Expired - Lifetime
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5410477A (en) * | 1991-03-22 | 1995-04-25 | Hitachi, Ltd. | Control system for an automotive vehicle having apparatus for predicting the driving environment of the vehicle |
| US5611310A (en) * | 1995-01-18 | 1997-03-18 | Honda Giken Kogyo Kabushiki Kaisha | Driving force-calculating system and control system incorporating same for automotive vehicles |
| JPH10154002A (en) * | 1996-09-26 | 1998-06-09 | Yamaha Motor Co Ltd | Synthetic control system |
| JP2008022630A (en) * | 2006-07-13 | 2008-01-31 | Denso Corp | Brushless alternator for vehicles |
| US7809487B2 (en) | 2007-09-14 | 2010-10-05 | Ford Global Technologies, Llc | Method and system for controlling a motive power system of an automotive vehicle |
| US20150006040A1 (en) * | 2013-06-26 | 2015-01-01 | Fiat Group Automobiles S.P.A. | Control of operation of an automotive gear shift system |
| US9410619B2 (en) * | 2013-06-26 | 2016-08-09 | Fiat Group Automobiles S.P.A. | Control of operation of an automobile gear shift system |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2594980B2 (en) | 1997-03-26 |
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