JPH02238152A - Control device for engine - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control device that performs engine torque control.

(Prior Art) Conventionally, a motor functions as a motor by applying a positive torque in the same direction as the engine torque generation direction to the output shaft of an engine, and functions as a charging device to apply a reverse torque in the opposite direction. 2. Description of the Related Art The technology of a starter charging device, a so-called selternator, is known, for example, as seen in Japanese Patent Publication No. 81-54949.

The above-mentioned selternator has a rotating field pole on the output shaft of the engine, an excitation coil inside the rotating field pole, and a stator coil outside the rotary field pole, and performs a driving function as a motor by controlling the energization of the stator coil and the excitation coil. This provides a positive torque to the engine output shaft, and also provides a power generation function to provide a reverse torque to the output shaft. In addition, when this selternator technology is used, positive torque is applied to the engine output shaft during engine startup, acceleration, and very low speed clutch engagement, etc., increasing starting cranking rotation, improving acceleration, and increasing clutch engagement during clutch engagement. It can prevent engine stoppage, etc., but it can also increase reverse torque during deceleration to increase engine braking effect, and it also prevents torque fluctuations that occur periodically on the output shaft as the engine is running, corresponding to the combustion cycle. It is possible to perform suppression control, etc.

When applying positive torque to the engine output shaft,
It is necessary to detect the rotation angle of this engine output shaft and perform current control according to this rotation angle. To do this, normally, a reference position signal that is generated once every ignition interval or an integral multiple of one revolution of the output shaft, The absolute crank angle is detected based on the angle signal generated at every fixed crank angle at a cycle shorter than the reference position signal, and the operation of a torque device such as a synchronous motor is controlled based on the absolute angle. There is.

(Problem to be Solved by the Invention) However, in the above-mentioned device, a malfunction such as a short circuit or disconnection occurs in some of the plurality of sensors for detecting the absolute crank angle, and the predetermined detection signal is not output. If the input to the control means is no longer received, a malfunction may occur and desired torque control may not be performed, and for example, the function of applying positive torque to the engine output shaft may not be obtained.

In other words, when controlling a torque device to function as a motor when the engine accelerates, the absolute angle of the engine rotation is detected using the reference position signal and angle signal as described above, and the angle is controlled accordingly. 《
is for time control, but if either the reference position sensor or the angle sensor serving as the phase detection means fails or the harness is disconnected and the signal is no longer input, the absolute crank angle cannot be detected. I can't do it,
There is a possibility that the motor function as described above cannot be obtained, predetermined torque control cannot be performed, and acceleration performance may deteriorate. In addition, there are other types of torque control that require outputting a signal to the above-mentioned torque device according to the rotation angle of the output shaft, such as torque fluctuation suppression control that suppresses torque fluctuations due to combustion, cranking start motor start control, and very low speed control. Also in torque assist control during clutch engagement, etc., there is a problem in that predetermined torque control cannot be performed unless a desired signal is input from the sensor.

In view of the above circumstances, the present invention provides an engine control device that ensures execution of torque control as much as possible even when signals from some sensors of the phase detection means are no longer input due to occurrence of a failure or the like. The purpose is to provide the following.

(Means for Solving the Problems) In order to achieve the above object, the control device of the present invention uses a reference position sensor that outputs a signal at the reference position of the engine output shaft and an angle sensor that outputs a signal at each predetermined angle. A phase detection means for detecting the phase of engine rotation is provided, and a torque control means is provided for controlling the engine torque according to the output of the phase detection means, and when one sensor of the phase detection means fails, the other sensor outputs The present invention is configured to include a pseudo signal creation means for creating a pseudo signal based on the above torque control means and operating the torque control means.

FIG. 1 is an overall configuration diagram for clearly showing the configuration of the present invention.

The output shaft 2 of the engine 1 is provided with a torque device 3, which includes, for example, rotating field poles, an excitation coil inside the poles, and a stator coil outside the poles, and which operates as an electric motor or a generator by switching the energization control. Torque control means 4 that controls the device 3 to function as a motor to apply a positive torque to the engine output shaft 2, or the torque device 3 to function as a generator to provide a reverse torque to the engine output shaft 2;
will be established.

Further, phase detection means 5 is provided for detecting the absolute phase of rotation of the output shaft of the engine 1. The phase detection means 5 is
It is composed of a reference position sensor 38 that outputs a signal at a reference position and an angle sensor 39 that outputs a signal at each predetermined angle.A phase signal based on the signals of both sensors 38 and 39 is output to the torque control means 4 and In the operating state, a drive signal corresponding to the above-mentioned phase is output, the torque device 3 functions as a motor, and torque control is executed to apply a forward torque to the engine output shaft or a reverse torque as a generator.

On the other hand, one sensor 38 or 3 of the phase detection means 5
9 is provided, and when an abnormality in the sensor is detected by the failure detection means 6, a correction is made based on the output of one sensor to compensate for the output of the other sensor, which corresponds to a phase signal. A pseudo signal creating means 7 is provided for creating a pseudo signal such as a frequency signal or a pseudo phase signal. The signal from the pseudo signal generating means 7 is outputted to the torque control means 4 to execute torque control.

(Function) In the engine control device as described above, a drive signal is output from the torque control means to the torque device in response to the absolute crank angle determined based on the signal of the phase detection means using the reference position sensor and the angle sensor. While performing predetermined torque control, if signals from some sensors of the phase detection means are no longer input, a pseudo signal is created to supplement the signal from one sensor from the signal from the other sensor. ,
It performs torque control. That is, for example,
When the reference position sensor fails, the engine rotation speed is determined from the angle sensor signal and a pseudo signal with a frequency corresponding to this rotation speed is created. Also, when the angle sensor fails, the angle is determined by frequency division of the reference position signal. When obtaining the signal, angular velocity fluctuations are added to create a pseudo angle signal.

(Example) Embodiments of the present invention will be described below along with the drawings.

Example 1 FIG. 2 is an overall configuration diagram of a specific example.

A flywheel 15 is attached to one end of the output shaft 2 of the engine 1 (example of 6 cylinders).
The outer circumferential portion of 5 is provided on the rotating field pole 16. The rotating field poles 16 are made of a ferromagnetic material and are integrally coupled via a non-magnetic material by a pair of comb-shaped magnetic poles or the like such that the magnetic pole portions are alternately located in the circumferential direction. An excitation coil 17 is provided inside the rotating field pole 16, and this excitation coil 17 is for exciting the rotating field pole 16.
It is attached to the fixed side via. This excitation coil 17 faces the rotating field pole 16 with a slight gap in between. On the other hand, a stator coil 19 is provided on the outer periphery of the rotating field pole 16 with a predetermined gap in between. It is attached to the fixed side. A torque device 3 that applies positive torque or reverse torque to the engine output shaft 2 by these
(synchronous motor).

A clutch device 23 is disposed outside the flywheel 15 to connect and disconnect power transmission between the engine output shaft 2 and the transmission drive shaft 22. The torque device 3, clutch device 23, and the like are covered by a housing 24 attached to the engine 1.

The control system of the torque device 3 includes a field controller 25 that controls the field current flowing through the excitation coil 17, a three-phase AC stator that adjusts the voltage that flows through the excitation coil 17, and a three-phase AC stator that is applied to the stator coil 19. The field controller 25 and the main circuit section 26 include an engine control unit 2.
A control signal from 7 is output, and a forward torque or a reverse torque is applied to the engine output shaft 2 to perform torque control (cranking start control, acceleration assist control, alternator charging control, etc.).

Signals from various sensors are input to this engine control unit 27 in order to detect the operating state of the engine. That is, the ignition signal and starter signal from the key switch 30 (starter switch),
A signal from the brake switch 34 that outputs an on signal when the brake is depressed, a signal from the neutral switch 36 that outputs an on signal when the transmission is in a neutral state, and a signal from the clutch switch 37 that outputs an on signal when the clutch is disengaged. A signal is input. In addition, signals from a reference position sensor 38 that outputs a signal at a reference position at every predetermined angle with respect to the rotation of the engine output shaft 2, and an angle sensor 39 that sequentially detects a crank angle are inputted via an amplifier 29. . Further, a throttle opening signal from a throttle sensor 33 that detects the opening of a throttle valve 32 installed in an intake passage 31 of the engine 1 is inputted.

A specific structural example of the main circuit section 26 and the field controller 25 is shown in FIG. The main circuit section 26 includes a step-up chopper 41 to which battery voltage is connected via a reactor 40 and increases to a predetermined voltage VC, an inverter 42 and a smoothing capacitor 43 that form a three-phase alternating current to be applied to the stator coil 19 of the torque device 3. Preparation, gate amplifier 44-47
becomes energized when the input is low level. Further, the base amplifier 48 of the field controller 25 that controls the field current is energized when the input level is at a high level.

Next, FIG. 4 shows an example of the internal configuration of the control unit 27, in which the signal from the reference position sensor 38 (G signal) and the signal from the angle sensor 39 (NE signal) are each passed through a waveform shaping circuit 50. The signal is input to the CPU 51 as an interrupt signal.

As shown in FIG. 9, the G signal from the reference position sensor 38 is output every 720' at 25'' before the top dead center of the first cylinder, while the NE signal from the angle sensor 39 is output every 1°. Signals from the starter switch 30, neutral switch 36, and clutch switch 37 are input to the input port 53 via a digital buffer 52, and analog signals from the throttle sensor 33, boosted voltage VC, and battery voltage VB are outputted to the input port 53. is an anal mouth buffer
54, and is inputted via an A/D converter 55. CPU51
The calculation results are outputted from the output ports P1 to P5 via the output buffer 56, and are configured to perform boost duty control and three-phase output control by setting the time to programmable timers PTM1 to PTM13 that perform timing control. has been done. Also, a gate 57 for switching the clock CLK of the programmable timers PTMI to 13 to the angle signal (NE signal) and the E clock of the CPU 51;
58 are arranged.

In the power generation state, the field controller 25 controls the excitation coil 17 based on a control signal output from the engine control unit 27 so as to maintain the voltage value at a predetermined value corresponding to the terminal voltage of the battery 35. The alternator charging control is performed by adjusting the field current of the alternator.

In order to control the current to the stator coil 19 in order to make the torque device 3 act as a synchronous motor, the output lines of an inverter 42 are connected to the U, V, and W phase terminals of one stator coil. A switching signal is output from the engine control unit 27 according to the energization angle of each phase of U, V, and W, and the stator coil 19
Start control and acceleration assist control are performed by controlling the magnetic field generated by the rotating field pole 16 so that the magnetic field always has a constant phase difference with respect to the magnetic field generated by the rotating field magnetic pole 16.

Furthermore, when a failure occurs in the reference position sensor 38 or the angle sensor 39 during torque control, the engine control unit 27 controls the rotating magnetic field for driving the torque device 3 as a synchronous motor. This is handled by switching the clock, switching from angle control to time control, etc., and applies positive torque.

The processing of the engine control unit 27 is performed by the fifth
This will be explained along the flowcharts shown in FIGS. FIG. 5 shows a background routine, and its outline is that after starting, initialization is performed in step S1, and step S1 is initialized.
Step 2 calculates the engine speed, and steps S3 to S7 input signals from each sensor and switch. Then, in steps S8 and S9, it is determined whether or not it is the time of starting (during cranking), and at the time of starting, the mode is set to starter mode O in step SIO.

In addition, if it is not the time of starting, steps SLI to S1B
It is determined whether the acceleration assist condition is satisfied or not, and when starting acceleration assist, the mode is set to acceleration assist mode 1 in step S17. Further, if the acceleration assist condition is not satisfied but the conditions of steps S18 to S20 are satisfied, the mode is set to alternator mode 2 in step 521.

After setting each mode as described above, step S
In starter mode 0 and acceleration assist mode 1 in which the duty of the boost chopper 41 is controlled in steps 22 to S32 and the torque device 3 is driven as a synchronous Tanabata, boost control is performed to a predetermined voltage of 33V.

FIG. 6 shows the interrupt routine when the G signal from the reference position sensor 38 is input. After the interrupt is started, the interrupt time is read (S40), and step S41 is executed in response to input of a noise signal, etc. The failure state of the G signal is determined by step S42, and whether the NE signal from the angle sensor 39 has failed is determined by step S42. If there is no failure, the counter value CNE is cleared in step S43. On the other hand, when the NE signal fails, the fail control is performed in steps S44 to S55, and the fail flag FNE is set (S48).

Also, FIG. 7 shows an interrupt routine that accompanies the input of the NE signal from the angle sensor 39. After starting the inklab, the interrupt time is read (S60), and step Sol is executed in response to input of a noise signal, etc. A fail state of the NE signal is determined, and in steps S82 to S85, the TDC period for calculating the engine rotation speed Ne is determined, and the NE signal is counted up. Furthermore, in step S66, G
It is determined whether the signal has failed or not by checking that the count value of the NE signal exceeds 720. If the signal has not failed, the mode is determined in step S67, and in the case of alternator mode 2, The battery voltage VB is determined in step 368, and if it is higher than the predetermined voltage 14.7V, the field current is cut in step S69, while if it is lower than the predetermined voltage 14.7V, step S7
When set to 0, the output port controls the field current.

In addition, in the case of starter mode 0 and acceleration mode 1, the inverter 42
The motor drive is controlled by the operation of the motor. This inverter control applies a field current every 30 degrees in step S72, and in step S73, the energization start angle and energization period determine the energization timing and drive torque of each phase of U, V, and W with respect to the engine rotation speed. and step S74
In step S75, each angle value is set in each PTMI to 12, and in step S75, output port control is performed to start the PTM. In the above control, as shown in FIG. 10(A), the odd-numbered first-stage PTMs start at a timing of <30@ based on the G signal, and the odd-numbered PTMs are set at an energization start angle AS.
When UI to ASW2 are set and the set angle elapses using the input of the NE signal as a clock, the even numbered second stage P
A signal is output to the TM, and energization period angles ACUI to ACW2 are set in the even-numbered PTMs that start upon receiving this signal, and the signal is output to each phase of the stator coil 19 of the torque device 3. It is.

On the other hand, when it is determined in step 36B that the G signal has failed, the fail control is performed in steps 576 to S80, and the fail flag FG is set (S
7 [i).

Furthermore, FIG. 8 shows an inter-interrupt routine at the end of energization to the U1-phase stator coil 19 due to the operation of PTM2. After the inter-interrupt starts, fail of the G signal and NE signal is determined in steps S90 and S91, Steps S92 to S9 when one of the signals fails
4 performs the fail control.

To explain in detail the G signal fail control, the seventh
When G signal fail is determined in step S6B of the figure,
In order to cope with the fact that the reference position of the rotation of the output shaft 2 becomes unknown for normal control and the timing of every 30° of the inverter control in steps S71 to S75 cannot be set, first, a fail flag is set in step S7B. FG
At the same time, in step S77, a signal for switching the PTM clock from the NE signal to the E clock signal is output to the gates 57 and 58, thereby changing from angle control to time control. Then, in step S7g, the mode is determined, and in the case of starter mode 0 and acceleration mode 1, in step S79, the period TR (corresponding to 30°) of the rotating magnetic field is set to 0.9 times the period TT/4 at the engine rotation speed. Set to
From this period TR, in step S80, the energization start time TSU is determined.
I to TSW2 and energization periods TCU1 to TCW2 are calculated and set so that a rotating magnetic field having a higher frequency than the engine rotation is generated. Then, step S90 in FIG.
Based on the determination, the process proceeds to step S92 to determine the mode,
In the case of starter mode 0 and acceleration mode 1, in step S93, each time value is set in each PTMI to 12, and in step 394, output port control is performed to start the PTM at the end of energization to the U1 phase stator coil 19. .

In the above control, as shown in FIG. 10(B), the odd-numbered first stage PTM starts at the timing when the energization to the U1 phase stator coil 19 ends, and the energization start is set based on the E clock signal. When time elapses, a signal is output to the even-numbered second-stage PTMs to start, control the energization time, and obtain driving force by forming a rotating magnetic field with a higher frequency than the engine rotation.

Furthermore, in the NE signal failure control, if it is determined that the NE signal has failed in step S42 in FIG.
First, because the angle clock cannot be used for TM,
After clearing the NE signal counter in step S44,
In steps S45 to S47, the G signal period TG is determined, and a pseudo TDC period TT (original to 12Q') is calculated, and a fail flag FNE is set in step 848. Then, in step S49, the PTM clock is set to NE.
The gate 57 switches the signal from the signal to the E clock signal.
．． 58 and change from angle control to time control.

Subsequently, the mode is determined in step S50, and in the case of starter mode 0 and acceleration mode 1, step S51 is performed.
Similarly to when the G signal fails, the period TR of the rotating magnetic field is set to 0.9 times the period TT/4 at the engine rotation speed, and from this period TR, the energization start time TS is set in step S52.
UI to TSW2 and the energization period TCUI to TCW2 are calculated and set so that a rotating magnetic field with a higher frequency than the engine rotation is generated. In addition, in the case of alternator mode 2, the routine of FIG. 7 does not substantially operate due to the NE signal failure, so steps S88 to
Charging control according to the battery voltage VB similar to the process in S70 is performed in steps 553 to S55.

Furthermore, in accordance with the setting of the fail flag FNE, the above-mentioned time values are set to each PTM in steps 392 to S94 as in the case of the G signal fail based on the determination in step S9L of FIG.
I to 12, and this PTM is activated at the end of energization to the U1 phase stator coil 19. The timing chart for this control is the same as when the G signal fails.
This is done as shown in Figure 0 (B), and the driving force is obtained by forming a rotating magnetic field with a higher frequency than the engine rotation.

In the embodiment described above, when the reference position sensor 38 or the angle sensor 39 for detecting the absolute crank angle fails, the formation of the rotating magnetic field for the stator coil 19 is switched from angle control to time control, and rotation having a frequency higher than the engine rotation speed is performed. The driving torque of a synchronous motor can be obtained by setting the magnetic field.

Embodiment 2 FIG. 11 shows the control unit of this embodiment,
In this example, when the NE signal fails, a pseudo NE signal is created in consideration of rotational changes and used in place of the NE signal.

The control unit 27' includes a PTM 14 that outputs a pseudo NE signal, and clock C of each programmable timer PTM1 to PTM13 when the NE signal fails.
Gates 59 and 60 are provided to switch LK from the NE signal to the pseudo NE signal of PTM14. The rest of the structure is the same as that of the previous example shown in FIG. 4, and the same components are given the same reference numerals and the explanation thereof will be omitted.

The processing of the control unit 27' will be explained with reference to the flowchart of FIG. Note that the background routine is the same as the previous example shown in FIG. FIG. 12 shows the interrupt routine when the G signal from the reference position sensor 38 is input. After starting the interrupt, the interrupt time is read in step S100, and the interrupt time is read in step S10.
1, it is determined whether or not the NE signal from the angle sensor 39 has failed.
The determination is made based on whether the input has been made 0 times, and if no failure has occurred, the counter value CNE is cleared in step S102.

On the other hand, when the NE signal fails, the NE signal counter is cleared in step S103, and then step 8104
In steps 8106 to 8106, the G signal period TG is determined, and the pseudo TDC period TT (corresponding to 120 degrees) is calculated, and in step S107, the fail flag FNE is set. Further, in step S108, a signal for switching the interrupt for each PTMI-13 clock and NE signal from the NE signal to a pseudo NE signal by PTM14 is output to the gate 59.60. Subsequently, in step S109, the pseudo NE signal period TNEl,
Calculate j. Then, this pseudo NE signal period T N
E I. The value of j is set in the PTM 14 in step S110, and output port control for operating the PTM 14 is performed in step Sill.

Pseudo NE signal period TNE in step S109 above
The map for determining the value is set to have characteristics as shown in FIG. 12, for example. When an engine is in operation, the rotational speed of its output shaft changes periodically in response to combustion in each cylinder, and the time required for the crank angle to rotate 1 degree changes depending on each crank angle. In addition, the time varies depending on the engine speed, and the pseudo NE signal period TNE is set corresponding to both. Then, the PTM 14 is sequentially activated with the pseudo NE signal period TNE read from such a map to generate pseudo NE signals at the same intervals as the NE signal from the angle sensor 39, and when the NE signal fails, the above pseudo NE signal is activated. N.E.
It is used as a signal to execute similar control.

Note that the magnitude of speed fluctuations with respect to engine rotation in the map changes depending on other operating conditions such as engine load, and by making these corrections, it is possible to form a more accurate pseudo NE signal. I can do it.

The interlab routine when the NE signal is input in this example is not shown, but steps Sol, 88B, and 37 are included in the interlab routine of FIG. 7 of the previous example.
It is processed by a normal routine from which the fail processing of steps 6 to 880 is deleted, and the interlab routine corresponding to FIG. 8 is not required.

In this example, by forming an accurate pseudo NE signal when the angle sensor 39 fails, it is possible to apply a larger positive torque when driving the torque device 3 as a synchronous motor, and accurate angle control is required. It is also possible to implement torque fluctuation suppression control that suppresses torque fluctuations by adding forward torque and reverse torque during one cycle of torque fluctuations corresponding to a combustion cycle.

In the above embodiment, an example was explained in which the torque control includes a starter mode, an acceleration assist mode, and an alternator mode, but there is also a very low-speed torque assist mode during clutch engagement, and a deceleration assist mode that increases the engine braking action during deceleration. The present invention can also be applied to various controls, such as a torque fluctuation suppression mode that suppresses torque fluctuations corresponding to the combustion cycle of engine rotation, as needed.

(Effects of the Invention) According to the present invention as described above, a drive signal is sent from the torque control means to the torque device in response to the absolute crank angle determined based on the signal of the phase detection means using the reference position sensor and the angle sensor. On the other hand, when signals from some sensors of the phase detection means are no longer input, a pseudo signal is generated from the signal of the other sensor to supplement the signal from one sensor. By creating this and performing torque control, torque control can be performed even when a failure occurs in some of the sensors in the phase detection means.

[Brief explanation of drawings]

Fig. 1 is an overall configuration diagram to clarify the configuration of the present invention, Fig. 2 is an overall configuration diagram of an engine control device showing a first embodiment of the invention, and Fig. 3 is a main circuit section and field A circuit diagram showing a specific example of the structure of the controller, Fig. 4 is a configuration diagram showing the internal structure of the control unit, Fig. 5 is a flowchart showing the background routine of the control unit, and Figs. 6 to 8 are interlabs. Fig. 9 is an explanatory drawing showing an example of inputting a reference position signal and an angle signal, Fig. 10 is a time chart showing the operation of the inverter in a normal state and when a sensor fails, and Fig. 11 is a flowchart showing the routine. A configuration diagram showing the internal structure of the control unit in the second embodiment, FIG. 12 is a flowchart showing the interlab routine in the second embodiment, and FIG. 13 is a pseudo signal formation map in the second embodiment. FIG. 1...Engine, 2...Output shaft, 3.
... Torque device, 4 ... Torque control means, 5 ... Phase detection means, 6 ... Failure detection means, 7 ... Pseudo signal Creation means, 16...
... Rotating field pole, 17 ... Excitation coil, 19
...Stator coil, 25 ... Field controller, 26 ... Main circuit section, 27.27'
...Engine control unit, 38.
...Reference position sensor, 39...Angle sensor. Diagram

Claims (1)

[Claims] (1) A phase detection means is provided to detect the phase of engine rotation using a reference position sensor that outputs a signal at the reference position of the engine output shaft and an angle sensor that outputs a signal at every predetermined angle, and the output of the phase detection means is In an engine control device equipped with a torque control means for controlling engine torque accordingly, when one sensor of the phase detection means fails, a pseudo signal is created based on the output of the other sensor and the torque control means is actuated. An engine control device characterized in that it is provided with pseudo signal creation means.