JPH09203334A - Output calculation device for internal combustion engine - Google Patents

Abstract

(57) [Summary] (Correction) [PROBLEMS] To provide an output calculation device of an internal combustion engine capable of calculating an appropriate output of the internal combustion engine in consideration of the characteristics of the driver and supplementing the output. SOLUTION: v1 is obtained from the estimated membership function of the rough accelerator degree when the accelerator pedal operation speed integrated value result is "small", and v2 is obtained from the estimated membership function of the rough accelerator degree when "medium". Similarly, v3 is calculated for the case of "large". When the on / off inversion frequency of the power steering switch is "small", the estimated membership function of the degree of bending road is searched to obtain u1.
Then, u2 is obtained from the estimated membership function of the degree of bend in the case of "large". These v1 to v3 and u1 to u
The predetermined table is read from 2 and the weights w1 to w3 are obtained. The correction coefficient of the engine output is calculated from the weights w1 to w3 in addition to v1 to v2 and u1 to u2 by the gravity center calculation method.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal-combustion-engine output calculation device capable of calculating or correcting the output of an internal combustion engine from the operating state of a vehicle to obtain drivability that meets the driver's demand. In particular, the present invention relates to an operation that uses fuzzy inference.

[0002]

2. Description of the Related Art Conventionally, it is discriminated whether the traveling environment of the vehicle is a congested road, a suburban road, a mountain road, or an expressway depending on the traveling state of the vehicle and the mode of operation of the driver, and the discrimination result By controlling the ignition timing of the internal combustion engine accordingly,
BACKGROUND ART Conventionally, a controllable output torque of an internal combustion engine is known (Japanese Patent Laid-Open No. 1-113561).
With this device, the determination of the driving environment is performed by the throttle valve opening,
The fuzzy inference is used based on the vehicle speed, the rotation speed of the internal combustion engine, the gear position, etc.

[0003]

However, in the conventional method, when the driver performs a rough accelerator pedal operation such as frequent and unnecessarily rapid depression and release of the accelerator, acceleration, When the deceleration is repeated and the drivability is deteriorated, or when the automatic transmission is equipped, the gears are frequently switched to cause a gear shift shock and the drivability is deteriorated.

An object of the present invention is to provide an output calculation device for an internal combustion engine which can calculate an appropriate output of the internal combustion engine in consideration of the characteristics of the driver.

[0005]

In order to achieve the above-mentioned object, an output arithmetic unit for an internal combustion engine according to claim 1 includes accelerator pedal operation detecting means for detecting an accelerator pedal operation,
In an output calculation device of an internal combustion engine having a steering detection means for detecting steering, and an output control means for controlling the output of the internal combustion engine according to the accelerator pedal operation, at least one of the accelerator pedal operation and the steering wheel is a parameter. The inference means for inferring the running state of the vehicle by the membership function, and the correction means for correcting the output of the output control means according to the output of the inference means.

According to a second aspect of the present invention, there is provided the internal combustion engine output arithmetic apparatus according to the first aspect, wherein the accelerator pedal operation includes an integrated value of a change amount of the accelerator pedal operation amount per unit time. It is characterized by

According to a third aspect of the present invention, there is provided an output arithmetic device for an internal combustion engine according to the first or second aspect, wherein the steering includes an operation frequency of the power steering device.

According to a fourth aspect of the present invention, there is provided an internal combustion engine output computing device according to any one of the first to third aspects, wherein the correction means operates when the vehicle speed is equal to or higher than a predetermined value. It is characterized by doing.

According to a fifth aspect of the present invention, there is provided an internal-combustion-engine output arithmetic apparatus according to any one of the first to fourth aspects, wherein the correction means is such that the inference means determines the frequency of operation of the accelerator pedal. It is characterized in that the output of the internal combustion engine is reduced when it is inferred that it is large and the frequency of steering is small.

According to a sixth aspect of the present invention, there is provided an internal combustion engine output arithmetic apparatus according to any one of the first to fifth aspects, wherein the internal combustion engine output is transmitted to wheels via an automatic transmission. It is characterized by being done.

According to the output calculation device of the internal combustion engine of claims 1 to 5, the inference means for inferring the running state of the vehicle by the membership function having at least one of the accelerator pedal operation and the steering as a parameter, and the output of the inference means It is equipped with a correction means for correcting the output of the output control means in accordance with the above, so when the driver performs a rough accelerator operation such as frequent unnecessarily rapid accelerator depression and release, acceleration and deceleration are performed. It is possible to prevent the drivability from being deteriorated by repeating the above.

When the corrected accelerator opening is used as it is for the search of the shift map, the throttle opening becomes small, so that the shift shock can be reduced and the frequency of gear shift itself can be reduced.

According to the output calculation device of the internal combustion engine of the sixth aspect, the shift stage is frequently switched to cause a shift shock,
As a result, deterioration of drivability can be prevented.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION The present invention will now be described in detail with reference to the preferred embodiments shown in the drawings.

FIG. 1 is a block diagram showing a configuration of an embodiment of an output arithmetic unit for an internal combustion engine of the present invention. In FIG. 1, an electronic control unit (hereinafter referred to as “ECU”) 1 is installed in a vehicle such as an automobile driven by an internal combustion engine (hereinafter simply referred to as “engine”), and the depression amount of an accelerator pedal of the vehicle. (Hereinafter referred to as "accelerator opening") An accelerator opening sensor 2 as an accelerator pedal operation detecting means for detecting θAP, a steering angle θ
A steering angle sensor 3 as steering detection means for detecting ST,
A power steering switch (PSSW) 4 and a vehicle speed sensor 5 for detecting a vehicle speed V are connected.

An accelerator opening sensor 2, a steering angle sensor 3,
The power steering switch 4 and the vehicle speed sensor 5 supply the ECU 1 with electric signals indicating the accelerator opening degree θAP, the steering angle θST, the ON / OFF state of the power steering switch 4 and the vehicle speed V, respectively. An actuator 6 as output control means is connected to the ECU 1, and a throttle valve 7 of an engine (not shown) mounted on the vehicle is connected to the actuator 6. The actuator 6 drives the throttle valve 7. An automatic transmission 8 connected to the engine is also connected to the ECU 1.

The ECU 1 shapes the input waveforms from the sensors 2, 3, 4 and 5, and corrects the voltage level, executes the AD conversion, etc., and executes the arithmetic programs and arithmetic results executed by the CPU 1b, CPU 1b. Memory circuit 1 to store
c, and an output circuit 1d for supplying a drive signal to the actuator 5 and the like. The CPU 1b constitutes an inference means and a correction means according to the device of the present invention.

The ECU 1 deduces the running state of the vehicle by a membership function having at least one of the input signal from the accelerator opening sensor 2 and the input signal from the steering angle sensor 3 or the power steering switch 4 as a parameter. The engine output correction coefficient kWR is calculated according to the inferred running state of the vehicle, and the engine output correction coefficient kWR is calculated.
The opening of the throttle valve 7 is controlled by correcting the output of the actuator 6 by WR, and the output of the engine is controlled. Specifically, for example, by estimating the rough accelerator operation from the integration of the accelerator pedal operation amount and the frequency of the steering operation and reducing the engine output by the engine output correction coefficient kWR when the rough accelerator operation is performed, Prevents deterioration of drivability.

An outline of the method for calculating the engine output correction coefficient kWR will be described below with reference to FIG. FIG. 2 is a functional block diagram of a control system executed by the output arithmetic unit of the internal combustion engine of the present invention. The functions shown in this figure are realized by arithmetic processing executed by the CPU 1b of the ECU 1 as described later.

First, the accelerator opening θAP is measured by the accelerator opening sensor 2 (block 101) and the accelerator pedal operating speed dθ / dt is calculated (block 102).
Further, the integrated value Σd of the accelerator pedal operating speed dθ / dt
Calculate θ / dt (block 103). In parallel with the measurement of the accelerator opening θAP of the accelerator opening sensor 2, ON / OFF of the power steering switch 4 is detected to monitor the frequency of steering operation (block 10).
4) The on / off reversal frequency of the power steering switch 4 is calculated (block 105). Next, block 1
Fuzzy inference based on the integrated value Σdθ / dt of the accelerator pedal operating speed dθ / dt calculated in 03 and the power steering switch on / off inversion frequency calculated in block 105 (block 106), and the engine output Output the correction coefficient kWR of the block (block 10
7).

The integrated value Σdθ of the accelerator pedal operating speed dθ / dt executed in blocks 101 to 103 of FIG.
The calculation of / dt is performed as follows. That is, the integrated value Σdθ / dt of the accelerator pedal operating speed dθ / dt
Is the calculation formula: current integrated value Σdθ / dt (n) = | current accelerator opening θAP (n) -previous accelerator opening θAP (n-1) | + previous integrated value Σdθ / dt (n-1) ... ( 1) is required. 20 msec integration by equation (1)
It is carried out every time, and the accelerator opening θAP of this time is calculated by the equation (1).
(N) and accelerator opening θAP (n-
The absolute value of the difference from 1) is integrated. In addition, the integrated value Σdθ / dt for 2 seconds until then is obtained as a calculation result every 2 seconds.

As shown in the equation (1), the degree of variation such as the depression and return of the accelerator is calculated by integrating the absolute values of the accelerator pedal operating speed dθ / dt, and the absolute accelerator pedal operating speed dθ / dt is calculated. By accumulating the values, both the accelerator depression amount and the accelerator depression amount can be monitored. Here, when the accelerator is maintained at a constant opening, the accelerator pedal operation speed dθ / dt is 0, so the integrated result is 0.

Specifically, the accelerator pedal operating speed dθ
The calculation of the integrated value Σdθ / dt of / dt is executed by the calculation processing program of the integrated value of the accelerator pedal operating speed in FIG. This processing is executed by the CPU 1b of the ECU 1 at predetermined time intervals (for example, 20 msec).

In FIG. 3, first, in step S31, it is determined whether or not the ignition (IG) is switched from off to on, and when the ignition is switched from off to on, the accelerator pedal operation speed integrated value result SDAP is reset to 0. (Step S32), the accelerator pedal operation speed integrated value DAPADD is reset to 0 (step S33),
The calculation time of the accelerator pedal operation speed integrated value result SDAP, for example, the down count timer tSDAP set to 2 sec is reset (step S34), and this processing is ended.

If the ignition remains on in step S31, | θAP (n) -θAP (n-1) | +
DAPADD (n-1) is calculated, and the result is set as the accelerator pedal operation speed integrated value DAPADD (n) this time (step S35). Where θAP (n) is the current accelerator opening, θAP (n-1) is the previous accelerator opening, DA
PADD (n-1) is the previous accelerator pedal operation speed integrated value. This step S35 is nothing but the calculation of the above equation (1).

Next, at step S36, the timer tSDA is set.
It is determined whether the count value of P is 0, and the timer tS
If the count value of DAP is not 0, this processing is immediately terminated. When the count value of the timer tSDAP becomes 0 in step S36, it is assumed that the calculation time of the accelerator pedal operation speed integrated value result SDAP has elapsed, and the accelerator pedal operation speed integrated value result SDAP is set to the current accelerator pedal operation speed integrated value DAPADD (n). Set to (Step S
37), and then the above-described steps S33 and S34 are executed, and this processing is ended.

FIG. 4 shows an example of the accelerator pedal operation speed integrated value result SDAP processed by the program of FIG.

Next, the calculation of the on / off inversion frequency NFRQPS of the power steering 4 executed in blocks 104 and 105 of FIG. 2 is performed as follows.

In this case, the power steering switch 4
Is turned on in response to an increase in the hydraulic pressure of the power steering pump when the steering wheel is steered by about 90 degrees or more, and is turned off when a constant steering angle is maintained thereafter.
Further, when the steering is returned to move the vehicle straight, it is turned on again. The on / off detection of the power steering switch 4 is performed every 20 msec, and is counted only once when the power steering switch 4 is reversed from off to on, and is not counted when it is reversed from on to off. In addition, every 10 seconds, the total count number for 10 seconds until then is used as the calculation result of the inversion frequency. Furthermore, this on /
The steering angle θST detected by the steering angle sensor 3 can also be used to calculate the off-reversal frequency NFRQPS.

Specifically, the on / off reversal frequency NFRQPS of the power steering switch 4 is calculated by the on / off reversal frequency N of the power steering switch 4 of FIG.
It is calculated by the program of the calculation process of FRQPS.
This processing is performed by the CPU 1b of the ECU 1 at predetermined time intervals (for example, 2
0 msec).

In FIG. 5, first, in step S51, it is determined whether or not the ignition (IG) is switched from off to on. When the ignition is switched from off to on, the on / off reversal frequency NF of the power steering switch 4 is determined.
RQPS is reset to 0 (step S52), the on / off inversion frequency count value nFPS of the power steering switch 4 is reset to 0 (step S53), and the on / off inversion frequency NFR of the power steering switch 4 is reset.
The down count timer tPSFRQ set to the QPS calculation time, for example, 20 msec is reset (step S54), and this processing ends.

If the ignition is still on in step S51, it is determined in step S55 whether or not the power steering switch 4 was previously turned off. If it is previously off, the power steering switch 4 is currently turned on in step S56. Or not. If the power steering switch 4 is currently turned on in step S56,
The on / off inversion frequency count value nFPS of the power steering switch 4 is incremented by 1 (step S57).

After executing step S57, or if the power steering switch 4 has not been turned off last time in step S55, or if the power steering switch 4 has not been turned on this time in step S56, step S58.
Then, it is determined whether the count value of the timer tPSFRQ is 0 or not. If the count value of the timer tPSFRQ is not 0, this process is immediately terminated, and if the count value of the timer tPSFRQ becomes 0 in step S58. ON / OFF reversal frequency NFR of the power steering switch 4
The QPS is set to the power steering switch on / off reversal frequency count value nFPS (n) this time (step S59), and then the above-described steps S53 and S54 are executed to end this processing.

FIG. 6 shows the on / off reversal frequency N of the power steering switch 4 processed by the program shown in FIG.
An example of the calculation result of FRQPS (times) is shown.

Next, referring to FIGS. 7 to 14, FIG.
The fuzzy inference in block 106 and the calculation method of the engine output correction coefficient kWR in block 107 in FIG. 2 will be described.

First, an outline of the fuzzy inference and the method of calculating the correction coefficient kWR of the engine output according to the present embodiment will be described.

The linguistic control law of this fuzzy reasoning is as follows.

In other words, the accelerator pedal operation speed integrated value result SDAP is used as the accelerator fluctuation degree, and the on / off reversal frequency NFRQPS of the power steering switch 4 is used as the steering steering frequency. Set as shown in Table 1.

[0039]

[Table 1] "Large", "Medium", "Small" in the above-mentioned linguistic control rules (Table 1)
In the degree of accelerator fluctuation divided into, "Large" is 2s
This is a case where an operation of 240 degrees or more (corresponding to a full span (Δ80 degrees) operation from fully closed to fully open (3 times or more) between ec) is performed, and "medium" is an operation of 10 to 160 degrees in 2 seconds (10 Degree corresponds to two full-span operations), and "small" indicates 5 degrees operation (corresponding to cruising travel) in 2 seconds.

Similarly, in the steering operation frequency divided into “large” and “small”, “large” is a value that does not become “large” when the vehicle turns left or right, and the on / off reversal frequency NFRQPS of the power steering switch 4 is set. Is 3 times or more, and “small” indicates that the on / off reversal frequency NFRQPS of the power steering switch 4 is 1 in order to perform normal control.
This is the case less than or equal to the number of times.

In order to express the rough accelerator degree and the bending degree as defined in Table 1 by a numerical value between 0 and 1,
Accelerator pedal operation speed integrated value result Member function SDA of rough accelerator degree with SDAP as parameter
FIG. 7 (a) shows an example of the membership function FPS of the degree of bending road with the PW and the on / off reversal frequency NFRQPS of the power steering switch 4 as parameters.
And (b). Here, FIG. 7A is a membership function SDAPW of the rough accelerator degree using the accelerator pedal operation speed integrated value result SDAP as a parameter.
7B is a graph of the membership function FPS of the degree of bending road with the power steering switch 4 ON / OFF reversal frequency NFRQPS as a parameter.

Next, the bending road degrees “small”, “large”, and the rough accelerator degrees “small”, “medium”, and “large” in the linguistic control law (Table 1) described above are set to the bending road degrees u1, respectively. u2,
Table 2 is obtained by setting w (mn) as the weight in the combination of the curved road degree u (m) and the rough accelerator degree v (n) in correspondence with the rough accelerator degrees v1, v2, and v3.

[0043]

[Table 2] The correction coefficient kWR of the engine output is the respective terms u1 to u of Table 2.
2, calculated from the values of v1 to v3 and w11 to w23 by the centroid calculation method using the equation (2).

KWR = (u1.v1.w11 + u1.v2.w12 + u1.v3.w13 + u2.v1.w21 + u2.v2.w22 + u2.v3.w23) / (u1.v1 + u1.v2 + u1.v3 + u2.v1 + u2.v2 + u2.v2 + u2.v2 + u2.v2 + u2. (2) Here, the weights w11 to w23 in Table 2 are set according to the following law. That is, (1) Cruise running state (when the rough accelerator degree is “small”, or when the rough accelerator degree is “small” or “medium” / bending road degree is “small”) The engine output is not corrected. That is, w11 = w12
= W21 = 0. (2) Rough accelerator running state (rough accelerator “large” / curved road degree “small”) The engine output is reduced and the fluctuation of the engine output relative to the accelerator fluctuation is reduced to prevent deterioration of drivability. For example, w13 = 0.5. (3) Winding running condition (rough accelerator "medium" /
Bending road degree "large") Increases engine output and improves response to accelerator pedal operation. For example, w22 = 1.5. (4) Fail-safe (rough accelerator “large” / bending road degree “large”) By not correcting the engine output, a malfunction due to noise of the accelerator opening sensor 2 and the power steering switch 4 is dealt with. That is, w23 = 0.

From the above, the values of the weights w11 to w23 are shown in Table 2.
To obtain Table 3.

[0046]

[Table 3] FIG. 8A, FIG. 8B, and FIG. 8C are graphs showing the rough accelerator degrees v1, v2, and v3. That is, FIG. 8A shows the estimated membership function SDAPW of the rough accelerator degree when the accelerator fluctuation degree is “small”.
8 (b) shows Z (v1), FIG. 8 (b) shows an estimated membership function SDAPWM (v2) of the rough accelerator degree when the accelerator degree of fluctuation is “medium”, and FIG. A rough estimation of the degree of rough accelerator in the case of "large" is shown as the SDAPWB (v3).
The graphs of FIGS. 8A, 8B, and 8C correspond to the graph of FIG.

Further, the graphs of the bending path degrees u1 and u2 are as shown in FIGS. 9 (a) and 9 (b). That is, FIG. 9A shows an estimated membership function FPSZ (u of the degree of bending road when the steering frequency is “small”.
FIG. 9 (b) shows the estimated membership function F of the degree of bending road when the steering frequency is “high”.
PSB (u2) is shown. The graphs of FIGS. 9A and 9B correspond to the graph of FIG. 7B.

The details of the fuzzy inference shown in block 106 of FIG. 2 will now be described with reference to FIG.
FIG. 10 is a flowchart showing the overall configuration of the process for realizing the fuzzy inference shown in FIG.
It is executed by the CPU 1b of No. 1 every predetermined time (for example, 20 ms).

In FIG. 10, first, step S100.
In step 1, the membership function SDAPW based on the accelerator pedal operation speed integrated value SDAP is searched for in step S1002.
The membership function FPS based on the on / off reversal frequency NFRQPS of the power steering switch 4 is detected at step S1003, and then the bending path degrees u1 and u are determined at step S1003.
2 and the degree of accelerator variation v1, v2, v3 are estimated.

Hereinafter, each of the above steps S1001 to S1001
The processing in 1003 will be described in detail.

First, the processing of step S1001 of FIG. 10 will be described with reference to FIG. Here, FIG.
10 is a flowchart showing the process of step S1001 of FIG. In this processing, from FIG. 8A, the estimated membership function SDAPWZ of the rough accelerator degree when the accelerator pedal operation speed integrated value result SDAP is “small”
8 to obtain v1 (step S1101), and FIG.
From (b) Accelerator pedal operation speed integrated value result SDAP
When v is "medium", the membership function SDAPWM of the rough accelerator degree is searched to obtain v2 (step S11).
02), and then, from FIG. 8C, the membership function SDAPWB of the rough accelerator degree when the accelerator pedal operation speed integrated value result SDAP is “large” is searched to obtain v3 (step S1103).

The process of step S1002 of FIG. 10 will be described below with reference to FIG. Here, FIG.
11 is a flowchart showing the process of step S1002 of FIG. In this processing, from FIG. 9A, the membership function FPS of the degree of bending road when the on / off inversion frequency NFRQPS of the power steering switch 4 is “small”
Z is searched to find u1 (step S1201), and then the membership function FPSB of the degree of bending path when the on / off inversion frequency NFRQPS of the power steering switch 4 is “large” is searched from FIG. 9 (b). U2 is obtained (step S1102), and this processing ends.

The correction coefficient kWR of the engine output in block 107 of FIG. 2 is set in step S110 as described above.
1 to S1103 (FIG. 11), v1 to v3, and u1 and u2 obtained in steps S1201 and S1202 (FIG. 12), in addition to the weights w11 to w23 read from Table 3 (2) Calculate by substituting it in the formula.

By correcting the output of the actuator 6 by the engine output correction coefficient kWR, the opening of the throttle valve 7 is controlled and the output of the engine is controlled.

According to the present embodiment, the vehicle running state is inferred from the membership function SDAPW of the rough accelerator degree and the membership function FPS of the curved road degree,
Engine output correction coefficient k calculated according to this inference result
Since the opening of the throttle valve 7 is controlled by correcting the output of the actuator 6 by WR to control the output of the engine, a rough accelerator operation in which the driver frequently unnecessarily abruptly depresses and releases the accelerator. In this case, it is possible to prevent deterioration of drivability due to repeated acceleration and deceleration.

When the corrected accelerator opening is used as it is for the search of the shift map, the throttle opening becomes small, so that the shift shock can be reduced and the frequency of gear shift itself can be reduced. In the automatic transmission 8 according to the present embodiment, it is possible to prevent shift gears from being frequently switched to cause a gear shift shock and eventually prevent deterioration of drivability.

In the present embodiment, the engine output correction coefficient kWR is obtained using both the membership function SDAPW of the rough accelerator degree and the membership function FPS of the curved road degree. The correction coefficient kWR of the engine output may be obtained using only one of the function SDAPW and the membership function FPS of the degree of bend.

In FIG. 13, when the vehicle is traveling straight ahead, that is, the power steering switch 4 is turned on / off.
An example of the calculation result of the engine output correction coefficient kWR when the off-reversal frequency NFROPS is 0 is illustrated. In this example, the correction coefficient kWR of the engine output is obtained using only the membership function SDAPW of the rough accelerator degree.

Engine torque correction coefficient kW as described above
It is desirable that the calculation of R is not executed when the steering operation amount is large, for example, when the vehicle is parked. Therefore, as shown in FIG. 14, the engine torque correction coefficient kW
Whether or not the calculation of R is necessary is determined. Here, FIG.
The program of the discrimination | determination process of the necessity of execution of calculation of the engine torque correction coefficient kWR is shown.

In FIG. 14, first, step S140.
In 1, it is determined whether or not the ignition (IG) is switched from ON to OFF. When the ignition is switched from ON to OFF, the engine torque correction coefficient kWR is set to 1.0 (step S1402), and this processing is ended. This allows
If the ignition is still on in step S1401, the vehicle speed V is the predetermined value VWR in step S1403.
For example, it is determined whether or not it falls below 10 km / h, and if it falls below, the engine torque correction coefficient kWR is set to 1.0 (step S1402), and this processing ends. If the vehicle speed V is equal to or higher than the predetermined value VWR in step S1403, the engine torque correction coefficient kWR is calculated (step S140).
4) Then, this process ends. As a result, the steering operation amount is large and the vehicle speed is the predetermined value V, as in the case of garage parking.
When it is below WR, the correction of the engine output can be prohibited.

[0061]

As described in detail above, according to the output computing device of the internal combustion engine of claims 1 to 5, the running state of the vehicle is inferred by the membership function having at least one of accelerator pedal operation and steering as a parameter. The rough accelerator operation is performed so that the driver frequently unnecessarily abruptly depresses and releases the accelerator, since the inference means and the correction means for correcting the output of the output control means according to the output of the inference means are provided. In this case, it is possible to prevent deterioration of drivability due to repeated acceleration and deceleration.

When the corrected accelerator opening is used for the search of the shift map as it is, the throttle opening becomes small, so that the shift shock can be reduced and the frequency of gear shift itself can be reduced.

According to the output calculation device of the internal combustion engine of the sixth aspect, the shift stage is frequently switched and a shift shock is generated.
As a result, deterioration of drivability can be prevented.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of an embodiment of an output calculation device for an internal combustion engine of the present invention.

FIG. 2 is a functional block diagram of a control system executed by the output arithmetic unit of the internal combustion engine of the present invention.

FIG. 3 is a flowchart of a calculation processing program for an accelerator pedal operation speed integrated value.

FIG. 4 is a graph showing an example of an accelerator pedal operation speed integrated value result SDAP processed by the program of the flowchart of FIG.

FIG. 5 is a flowchart of a program of a calculation process of an on / off reversal frequency of power steering.

FIG. 6 is a flow chart showing a control flow of FIG. 2 in which ON / OFF of a power steering switch executed in steps S4 and S5.
It is a graph which shows the example of the calculation result of OFF reversal frequency (times).

FIG. 7 (a) is a graph of a membership function SDAPW of a rough accelerator degree using a result of an integrated accelerator pedal operation speed as a parameter, and FIG. 7 (b) is a graph showing a frequency of on / off reversal of a power steering switch as a parameter. 7 is a graph of a membership function NFRQPS of the degree of bending path to be performed.

FIG. 8A is an estimated membership function SDAPW of the rough accelerator degree when the accelerator degree is “small”.
Fig. 5B is a graph of Z, (b) is a graph of the membership function SDAPWM of the rough accelerator degree when the accelerator fluctuation degree is "medium", and (c) is a rough graph when the accelerator fluctuation degree is "high". It is a graph of membership function SDAPWB of an accelerator degree.

FIG. 9A is a graph of a membership function FPSZ of the degree of bending road when the steering frequency is “small”, and FIG. 9B is a degree of bending road when the steering frequency is “large”. 3 is a graph of a membership function FPSB of.

10 is a flowchart showing an overall configuration of processing for realizing the fuzzy inference shown in FIG.

11 is a flowchart showing the process of step S1001 of FIG.

12 is a flowchart showing the process of step S1002 of FIG.

FIG. 13 shows a case where the vehicle is traveling straight, that is,
Power steering switch 4 on / off inversion frequency N
Engine output correction coefficient kWR when FROPS is 0
6 is a graph showing the calculation result of.

FIG. 14 is a flowchart of a program for determining whether or not the calculation of the engine torque correction coefficient kWR is necessary.

[Explanation of symbols]

 1 Electronic control unit 2 Accelerator opening sensor 3 Steering angle sensor 4 Power steering switch 5 Vehicle speed sensor 6 Actuator 7 Throttle valve

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁶ Identification number Office reference number FI technical display location G05B 13/02 G05B 13/02 N (72) Inventor Jun Takahashi 1-4, Chuo, Wako, Saitama No. 1 Stock Company Honda Technical Research Institute

Claims (6)

[Claims] 1. An internal combustion engine comprising: an accelerator pedal operation detecting means for detecting an accelerator pedal operation; a steering detecting means for detecting steering; and an output control means for controlling an output of the internal combustion engine according to the accelerator pedal operation. In an output computing device, an inference means for inferring a running state of a vehicle by a membership function having at least one of the accelerator pedal operation and the steering as a parameter, and the output of the output control means is corrected according to the output of the inference means. And an output calculating device for an internal combustion engine. 2. The output arithmetic apparatus for an internal combustion engine according to claim 1, wherein the accelerator pedal operation includes an integrated value of a change amount of the accelerator pedal operation amount per unit time. 3. The output calculation device for an internal combustion engine according to claim 1, wherein the steering includes an operation frequency of a power steering device. 4. The correcting means operates when the speed of the vehicle is a predetermined value or more.
An output calculation device for an internal combustion engine according to claim 1. 5. The correction unit reduces the output of the internal combustion engine when the inference unit infers that the accelerator pedal operation frequency is high and the steering frequency is low. 5. The output calculation device for an internal combustion engine according to any one of 1 to 4. 6. The output of the internal combustion engine is transmitted to wheels via an automatic transmission.
An output calculation device for an internal combustion engine according to any one of 1.