JPS6098152A - Engine condition estimation device - Google Patents

Abstract

PURPOSE:To perform fine control/diagnosis with high responce, in an electronic controller for car engine by predicting the operating stage of engine accurately and reflecting it onto control thereby predicting future phenomena such as engine stall. CONSTITUTION:An electronic engine controller is provided with various sensors for detecting the operating state of engine or auxiliary machines, operating means 21 for performing various operations required for control or display, variour actuators functionable with correspondence to the results from the operating means 21 and display means 22. An actual operation pattern measuring means 23 will sample/store signals from sensor group 20 with predetermined period. State pattern memory means 24 is storing operating pattern data corresponding with specific engine state. Furhtermore, an engine state predicting means 25 will compare between the pattern data from measuring means 23 and memory means 24 to predict whether engine is in specific state on the basis whether they are similar patterns or not.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to an electronic control device that mainly controls the fuel supply amount, injection timing, intake air amount, ignition timing, etc. of an automobile engine, such as an internal combustion engine. This technology relates to precise control by estimating the operating state of a vehicle.

[Prior art]

As a conventional comprehensive engine electronic control system, for example, there is one shown in FIGS. 1 and 2. .

The above device is compatible with SAE paper 800056 and 80
0825, FIG. 1 is a hardware configuration diagram, and FIG. 2 is a correspondence diagram of control system sensors, signals, and actuators.

In Fig. 1, 1 is an air flow sensor that detects the amount of intake air, 2 is a throttle position switch that detects when the throttle valve is fully closed, 2 is an AAC valve that adjusts the amount of intake air to control the idle rotation speed, and 4 5 is the EGR control valve that controls the amount of exhaust gas recirculation, and 5 is the AAC valve 3 and E (
A negative pressure converter (a combination of a constant pressure valve and an on/off solenoid valve) that controls the opening with the 3R control valve 4, 6 a fuel injection valve, 7
is an oxygen sensor; 8 is an ignition coil; 9 is a distributor; 10 is a three-way catalyst; 11 is an exhaust temperature sensor;
is a crankshaft sensor that detects the rotation angle of the crankshaft,
14 is a cooling water temperature sensor, 15 is a fuel pump, 16 is a fuel pump relay, 17 is a vehicle speed sensor, and 18 is a near conditioner switch.

The above-mentioned apparatus is configured to input signals from various sensors as shown in FIG. 2 to a microcomputer (not shown) to comprehensively control various actuators as shown.

The control contents of the above device are as follows.

(1) Fuel supply amount control (Eat) according to intake air amount.

(2) Air supply amount control (ISC) that keeps the engine speed constant at idle.

(3) Ignition timing control (IGN) according to engine/engine rotational speed and engine load.

(4) Exhaust gas recirculation amount control (EGR) according to engine speed and engine load.

The above control contents are changed according to various operating conditions.

However, in the conventional device as described above, the engine operating state was estimated from only the instantaneous values of the signals from various sensors, or from the slope of data from two points at most, resulting in the following drawbacks: .

(1) It is not possible to estimate complex engine operating conditions, (2) it is not possible to accurately estimate the engine operating condition, and (6) it is not possible to accurately predict the future engine operating condition. do not have.

Therefore, it is not possible to control the engine optimally depending on the operating state of the engine, resulting in deterioration of exhaust purification performance and fuel efficiency during transient periods, and engine stalling (so-called engine stalling).
It was not possible to perform advanced control such as detecting the situation in advance and automatically performing avoidance control.

[Purpose of the invention]

The present invention has been made to solve the above problems, and an object of the present invention is to provide an electronic control device for an engine that can accurately estimate the operating state of the engine and reflect it in control.

[Summary of the invention]

FIG. 6 is a block diagram showing the overall configuration of the present invention.

First, in Figure 6 (A), 20 is the engine and auxiliary machinery (
A group of various sensors (200 in Figure 4 below) that detect the operating state of the transmission, air conditioner, etc. .210.220.230.2
50, 270, 280, etc.), 21 is a calculation means for performing various calculations for control and display, and 22 is various actuators and display means that operate according to the calculation results of the calculation means 21 (35.68. 41.42.60-170.80
etc.).

Reference numeral 26 denotes an actual operation pattern measuring means, which samples the engine operation signal given from the sensor group 20 at a predetermined period and stores the sampled data for a predetermined period as time-series pattern data.

Reference numeral 24 is a state-specific operation pattern storage means, which stores an operation pattern corresponding to a predetermined engine state (a plurality of states are possible).
remembers data.

Reference numeral 25 denotes an engine state estimating means, which compares and matches the pattern data stored in the actual operation pattern measurement means 23 and the pattern data stored in the state-specific operation pattern storage means, and determines a pattern that is similar to both. It is estimated whether the engine state at that time is a predetermined engine state based on whether or not the engine state is a predetermined engine state.

The calculation means 21 performs calculations based on the engine operating signal given from the sensor group 20 and the estimated information given from the engine state estimation means 25, and controls the actuator based on the results or displays the estimated information on the display means. View results. It is also possible to perform failure detection and self-diagnosis of control status.

As described above, the engine has a function of estimating the state of the engine, and by taking the estimated information into consideration in the control, various controls can be performed accurately and in detail.

Next, FIG. 6(B) is a block diagram showing another configuration of the present invention, and the same reference numerals as in FIG. 6(A) indicate the same components.

In FIG. 6(B), reference numeral 26 denotes an actual operation pattern feature calculating means, which calculates the characteristics of the pattern data stored in the actual operation pattern measuring means 26, that is, the average value, local maximum value, local minimum value, etc. of the pattern data. At least one of the vibration periods is calculated as characteristic data.

Reference numeral 1 and 27 denotes a state-specific operation pattern characteristic storage means, which stores characteristic data of operation pattern data corresponding to a predetermined engine condition (a plurality of conditions are possible).

28 is an engine state estimation means, and the actual operation characteristic means 2
Comparing and collating the feature data calculated in step 6 with the feature data stored in the state-specific motion pattern feature storage means 27,
Based on whether the two match within a predetermined tolerance range, it is estimated whether the engine state at that time is a predetermined engine state.

As with the device shown in Figure 6(A), if the operation pattern data is stored in a shuffled manner or compared and verified, there are problems in that the amount of memory increases and the program execution time increases. However, if the device is configured to store only the characteristic parts of the motion pattern data and compare and match, as in the device shown in FIG. 6(B), the amount of memory can be reduced.
Since the execution time of the short program is shortened, it has the advantage that it does not interfere with the execution of other control programs.

In FIGS. 5(A) and 5(B), the output of the engine state estimating means 25, 28 may be directly applied to the display means to display the estimation contents.

[Embodiments of the invention]

Hereinafter, the present invention will be described in detail based on Examples.

First, the outline of the system of the electronic control device of the present invention will be explained based on FIG.

FIG. 4 shows the case where the system is applied to a 4-stroke, 6-cylinder engine, and the objects to be controlled are as follows.

(1) Injector 6 installed in each cylinder of the engine
Fuel injection (EGI) control (EGI OL["110) performed by controlling the valve opening start timing and valve opening time of No. 5.

(2) Ignition (IGN) control (ION OUi' 120) that controls energization/cutoff of the primary coil of the ignition coil 38 and controls ignition timing and energization time.
).

(3) Exhaust gas recirculation (EGR) control (EGROUT 130 ) performed by controlling the lift amount of the EGR valve 60 using the VCM valve 40 under negative pressure.

(4) Adjust the lift amount of AAC pulp 50 to vCM valve 40
Idle rotation (ISC) control (ISCOU'l''150) is performed by controlling the amount of air bypassing the throttle valve 510 by controlling the negative pressure using the ISCOU'l''150.

The above are the main objects of control, but in addition to these, there are the following as optional controls or information output. (5
) Fuel pump 530 controlled by fuel pump relay 60
On/off control (1;'/P O1J'l' 160
) (6) Outputting fuel consumption data to the fuel consumption needle 70 (FCM OUT 170 ), (7) System self-diagnosis and checker 2000 or vehicle information providing device 25
Data exchange with 00 (CIIECK), (8) Output of alarm based on self-diagnosis results to alarm lamp 80 (A
LAI (MOUT 180), (9) Display of self-diagnosis results, etc. on the display 1900 (MONI'll''). (io
) Air conditioner control signal (A) to air conditioner relay 90 that turns on and off the near conditioner (air conditioner)
/C0UT190) control (AI I(CON)
.

In order to perform the above control and output, the following control information is obtained from the engine and each part of the vehicle.

(1) The crank angle sensor 200 built into the distribeater 520 has an I(
An OS signal 202 is obtained in which rises, dips, and falls alternately occur every 1° with the EJPA signal 201.

By counting this POS signal 202 for a predetermined period of time, an engine rotational speed signal 20 is obtained.

(2) The intake air amount Qa of the engine is detected by the air flow meter 210. Note that the intake air amount Qa is inversely proportional to the air flow meter output voltage signal (AFM) 211.

(3) The output voltage of the 02 sensor 220 changes according to the oxygen concentration in the exhaust gas, and a signal (02) 2 according to the air-fuel ratio is output.
21 is obtained.

(4) A voltage signal (Tw) 261 representative of the engine temperature is obtained by the water temperature sensor 2-0.

(5) The onboard batch 1J240 supplies electricity to each part of the control system. Control unit relay 540 is connected to control unit 1000, and main N source 24 is connected to control unit 1000.
1 and an auxiliary power source 242 that comes directly from a battery 240. The main power supply voltage signal (VB) 241 is also used as control information. Note that since the battery voltage is applied to the ON terminal 262 of the ignition switch 260 not only in the ON position but also in the S i'' A R1' position, the control unit 100 remains active even during cranking.
0 is supplied with a main power supply 241.

(6) A signal (VSP) 251 having a noise density proportional to the vehicle speed is obtained by the vehicle speed sensor 250.

(7) Ignition switch 260 is a switch that the driver operates to start and operate the engine.
AIt'l" ff1irt child! Pressure signal (5TAH1
1') 261 K Therefore, it is possible to know whether or not cranking is in progress.

(8) The throttle valve sensor 270 generates a throttle opening signal (TVO) proportional to the opening of the throttle valve.
) Outputs 271.

(9) Air conditioner switch 280 U This is a switch that closes when the near conditioner is activated, and detects whether the air conditioner is in operation based on its terminal voltage signal (A, /C) 281.

(10) Knee-i-ral switch 29 [] N: l
- This is a switch that closes when the gear position of the Transmino/mouth/ is in the neutral or parking position, and the gear position of the Transmino Norino is detected by the opening/closing signal (NEUT) 291.

- Each of the described signals is transmitted to the control unit 100.
Input/output to 0. In addition to input/output to the control unit 1000, a checker 2000 for diagnosing the control system and displaying the results is connected via a check connector 2010. It is connected to the vehicle information providing device 2500 via a data transfer connector 2510. control unit 1000id
The microcomputer is equipped with a microcomputer, which determines the control state of each controlled object based on the above control information (input signals), issues control signals (output signals), optimally controls the engine, and outputs information related to this control. Output.

21.26.24.25.26.27.2 in Figure 5 above
Functions such as 8 etc. are the same as the control unit 10 above.
Included in 0Q.

Next, we will introduce a control system that comprehensively performs the above-mentioned control.
The circuit configuration of UNINO) 1000 will be explained based on FIG.

In FIG. 5, 1100 is a signal shaping circuit which inputs various human input signals from the engine and various parts of the vehicle, removes noise from these various input signals, absorbs surges, (In addition to preventing malfunctions due to noise and destruction due to surges, various input signals are amplified and converted to prepare them so that the next input interface circuit 1200 can operate correctly.1
200 is a human interface circuit that performs analog-to-digital (AD) conversion of various input signals shaped by the signal shaping circuit 1100, counts the number of pulses during a predetermined time, and converts various input signals shaped by the signal shaping circuit 1100 to the next central processing unit. (CPU)
130[1 is converted into a digital code signal so that it can be read as manual data, and stored in an internal register as input data. 1300 is a central processing unit (CI'U) which generates an oscillation signal 161 of a crystal oscillator 1610.
The mask ILOM 1410 and Pi of the memory 1400 operate in synchronization with a clock signal based on OM 1420 and are connected to each part via the bus 1620. Various types of manual data are read from each register, arithmetic processing is performed to calculate various output data, and the output data is sent to a register in the output interface circuit 1500 at a predetermined timing. Memo 1J1400 is a data storage device, mask ROM141o: PILO
M1420.1%AM1430 and memory holding memory 1440 are included. The mask LOM 1410 permanently stores the program executed by the CPU 1300 and the data used when executing the program during IC manufacturing.
PROM 1420 is Mask I (controls the same programs and data as OM 141), which is likely to change depending on the car model and engine type.
It is permanently written and stored before being incorporated into 00[]. RAM 1430 is still readable and writable memory.
Data in the middle of arithmetic processing and result data that are temporarily stored before being sent to the output interface circuit 1500 are stored, and the stored contents are stored when the ignition switch 260 is turned off and the main power supply 241 is turned off. If it breaks, it won't hold. 1 Memory Retention Memo 1J1440 stores data as a result of arithmetic processing and data in progress.
The memory is retained even when the switch 260 is turned off, that is, when the vehicle is not being driven.

1650 is an arithmetic timer circuit that enhances the functions of the CPU 1300, and includes a multiplication circuit for speeding up arithmetic processing, an interval timer that sends an interrupt signal to the CPU 1300 at every predetermined time period, and the CPU 1300
It has a free-run counter, etc. that is used to know the elapsed time from one predetermined event to the next event and the time when the event occurred. 1500 is an output interface circuit, and the CPU
1300 to an internal register and convert it into a pulse signal with a predetermined timing and time width, or a predetermined period and data ratio.
", o"' is converted into a switching signal and sent to the drive circuit 1.
600. The drive circuit 1600 is a power amplification circuit that receives the signal from the output interface circuit 1500 and amplifies the voltage and current using a transistor or the like to drive various actuators, perform display, or control unit 1000: 1 nector 20
It sends an output signal to a checker 2000 which is connected via a checker 10 to diagnose the control system and display the results.

1700 is a backup circuit, and a drive circuit 1600
Detects failure by monitoring the signal of CI) U1600
When the memory 1400 or the like fails and does not operate normally, the engine rotates upon receiving part of the signal from the signal shaping circuit 1100 and operates the automatic gate.

It emits the minimum necessary control output possible and also emits a switching signal 1701 to notify of the occurrence of a failure.

1750 is a switching circuit, and a backup circuit 1700
The signal from the output interface circuit 1500 is cut off by the switching signal 1701 from the backup circuit 1.
The signal from 700 is passed through.

1800 is a power supply circuit which supplies stabilized power supply voltage 1810.1820.1860.1880.1890 to each part and controls the operation of CPU 1300.
It outputs a signal 1840, an I-I ALT signal 1850, a battery voltage signal 18, and the like.

Next, FIG. 6 is a block diagram showing an embodiment of a control system to which the present invention is applied and the flow of signals.

In an actual system, each block shown in FIG.
Although it is realized by the hardware shown in the figure and the program executed by C1,'U, 1300, it is shown in block diagram form 7 to make the system easier to understand.

The overall configuration and general operation will be explained below.

First, the actual operation pattern measuring means 3100 inputs various input signals 203, 211, 271, etc., samples them for a predetermined interval at predetermined intervals, and sequentially stores them to determine engine speed, intake air amount, throttle opening, etc. The actual operation pattern data 3101 is stored in the form of pattern data as to what kind of operation pattern there is in terms of speed, etc.

On the other hand, various input signals 281, 291, etc. are also input to the operation change pattern creation means 6200, and according to the movement of the signals, operation pattern data predicted as changes in engine speed, intake air amount, etc. are selected. Then, it is output as motion change pattern data 3201.

Predicted motion pattern synthesis means 3600 combines actual motion pattern data 6101 and motion change pattern data 32.
01 is input, and the two are combined and processed to create predicted operation pattern data 6501 that predicts future operation patterns such as rotation, intake air amount, throttle, etc. If the motion change pattern is zero, the predicted motion pattern data 3301 is the actual motion pattern data 61.
The same thing as 01 is K.

The actual state determining means 6400 receives various input signals 203.21.
1.251.271.281.291, etc., the state of the engine, for example, an unsteady state such as Eva engine stall, acceleration, deceleration, gear change, etc. is determined, and actual state data 6401 is output.

The state-specific operation pattern storage means 6500 distinguishes each engine state according to the actual state data 6401, and stores actual operation pattern data 3101 such as rotation, intake air amount, throttle opening, etc. when the engine state occurs. is stored as state-specific operation pattern data 3501.

``In addition to the actual operation pattern data 3101 generated and stored during engine use, the state-specific operation pattern data 6501 also includes data stored in advance at the time of manufacturing the control device, as described above.

The engine state estimation means 6600 uses the predicted operation pattern data 6601 and the state-specific operation pattern data 65.
01, and if they match or approximately match, the engine state is determined by the matching state-specific operation pattern.
It estimates that the engine state corresponds to the data and outputs engine state estimation data 6601.

The control output calculation means 6700 calculates 1 based on various input signals.
Control output (110
, 120, 130, 150, 190, etc.) are calculated and output, but the calculation method or correction data is changed depending on the engine state estimation data 01.

In the embodiment shown in FIG. 6, the configuration includes a predicted motion pattern synthesis means 6600, an actual state determination means 6400, etc., but the present invention has at least four actual motion pattern measuring means 3100, a state-based motion It can be composed of pattern storage means 6500 and engine state estimation means 6600.

That is, the output of the actual operation pattern open side means 6100 and the output of the state-specific operation pattern storage means 3500 are provided to the engine state estimation means 600 to estimate the engine state. Using the estimated results, it is possible to control the engine and diagnose the engine condition.

Next, the operation shown in FIG. 6 will be explained in detail based on an actual example.

This example is an example in which a state where the engine is likely to stall is predicted from a change in engine rotational speed, and control is performed to avoid it.

FIG. 7 is a diagram showing the engine rotation pattern before and after the engine stalls.

In FIG. 7, section A is a deceleration section. When the clutch is disengaged at the end of deceleration, the load is reduced, so the engine speed increases once and then begins to decrease again. At this time, for example, parts of the engine's fuel supply system may have changed over time, and the fuel supply 1ii- (mixture ratio) may not be appropriate, the timing of disengaging the clutch may be too late and the rotational speed may drop too much, or the ignition timing may be is not appropriate, or the throttle
If the air-fuel mixture is not stably supplied due to dirt near the valves, the engine will not stably reach an idling state and will cause a noching phenomenon, and the rotational speed will gradually decrease ( Section B), and may eventually lead to a construction strike (Section C).

Here, for example, we measure the rotation movement pattern in section D, judge whether the pattern is as shown in the figure (pattern recognition), and if it is determined that the pattern is likely to stall, that is, if the engine stalls. If it is estimated, 1) the engine can be prevented from stalling by increasing the amount of air-fuel mixture at the end of the section to increase the torque generated by the engine.

FIG. 8 shows C and P as the actual operation pattern opening means 6100.
6 is a flowchart of a program 6150 executed by U 1300.

This program is a regular interrupt program that is activated by an interrupt signal sent from the above-mentioned interval timer at regular intervals.

First, in 6151, it is determined whether it is a measurement section.

The measurement section is, for example, the section 1] in FIG. 7. This determination is made by determining deceleration based on the throttle opening and vehicle speed, determining the start of a section based on whether the engine speed has reached a predetermined value, and determining the end of the section based on whether a predetermined time has elapsed. It will be done. If it is within the measurement interval, the measured data is sequentially sampled and stored in the RAM 1430 in 3152. As a result, the actual engine rotation pattern becomes the actual operation pattern data 31.
01 is measured and stored.

Next, the operation of the operation change pattern creation means 620o will be explained using an example of an operation when an air conditioner is turned on and off.

FIG. 9 is a diagram showing changes in engine rotation speed when the air conditioner is turned on and off.

It has been experimentally known that the engine speed changes as shown in the figure, depending on whether the air conditioner is turned on or off. This rotational change pattern is stored in advance as data,
For example, when the air conditioner switch is turned on,
This is detected, and the rotational speed is predicted to change as shown in section A starting from that time.

FIG. 10 is a flowchart of a program 625o that calculates motion change pattern data 62o1. The microcomputer is stored in advance with pattern data of the change in rotational speed when the air conditioner is turned on (the value starting from the starting point of section A in Figure 9 as zero) and the change in rotational speed when the air conditioner is turned off (value starting from zero). The starting point of section B in FIG. 9 is set to zero and the pattern data is stored. The program started by the scheduled interrupt determines whether or not the air conditioner is turned on from the air conditioner switch data in 6251, and if YES, in 6252, the change when the air conditioner is turned on is stored in advance. The minute pattern data is selected and output as motion change pattern data 6201. Similarly, when off, 3253 and 6254 select and output data when off.

Next, the operation of the predicted operation pattern synthesis means 6600 will be explained using an example in which the air conditioner is turned on during deceleration.

FIG. 11 is a diagram showing changes in engine rotational speed when the air conditioner is turned on during deceleration.

In FIG. 11, when the rotational speed is changing as shown by line a during deceleration, if the air conditioner is turned on at time point (2), the rotational speed changes as shown in line b. In this case, the rotational speed is high enough so that there is no need to worry about the engine stalling. on the other hand,
If the air conditioner is turned on at time point ■, the change will occur as shown in point C, and there is a strong possibility that the rotational speed will drop significantly and the engine will stall.

FIG. 12 shows a program 6 for creating predicted motion pattern data 6301 for predicting rotation as described above.
650 is a flowchart.

First, step 6351 is executed, for example, at time points ■ and ■ in FIG. 11, and is extrapolated from the actual operation pattern data 3101 at that time point to calculate the subsequent rotational change ζ turn. That is, the extension of line a is estimated.

6ro 52, the operation change pattern data 6201,
Add to the extrapolated data. As a result, predicted motion pattern data 6601 such as [l], C, etc. is created.

In addition, if the change is gradual, do not extrapolate it, and use the rotation speed at the time of ■ and ■ as the amount of operation change) pattern data 6201
It would be good if you could just inherit it. In addition, if there is no operation such as turning on or off the air conditioner, operation change pattern data 620
Since 1 is zero, the predicted motion pattern data 3601 becomes the actual motion pattern data 101 itself. 7th
This is the case with deceleration hunting shown in the figure.

Next, FIG. 16 is a flowchart of a program 6450 for creating actual state data 3401.

First, check the engine rotation speed with 6451, and then
If the engine speed is lower than the rpm, the data 3401 is changed to data representing engine stalling at step 3452. otherwise 64
In step 56, data 6401 is set to data indicating that the engine is rotating. In addition to the engine rotation, intake air volume, oil pressure, etc. can also be used to determine whether the engine stalls.

Acceleration and deceleration from movements such as throttle and intake air amount
Any actual engine condition can also be determined.

Next, FIG. 14 is a flowchart of a program 3550 for creating state-specific operation pattern data 6501.

First, the actual state data 6401 is checked at 6551, and if the engine stalls, the actual state data 6401 is checked at 3552, and the pattern of the immediately preceding actual operation pattern data 3101 (section 1 in Fig. 7) is checked.
data) is stored as operation pattern data when the engine stalls. This data is stored in the storage memory 1440 (see FIG. 5), and the ignition switch 26
0 is turned off and the main power is turned off, the memory is retained.

As a result, the operating pattern of the engine rotation when the engine stall actually occurs while the engine is in use is stored.

In addition to the above-mentioned data, an operation pattern when the engine stalls that occurs during a development experiment is stored in advance as another driving pattern data 501 when the engine stalls. Specifically, when manufacturing the control device, the mask pillow 0M11N (:
1, P, 1 (, OM 142[1, etc.). It is also possible to store operation pattern data according to engine conditions such as acceleration and deceleration by adding a similar program.

Next, the operation of engine state estimating means 6600 will be explained.

Figure 15 shows predicted movement pattern data 6 at the time of engine stall.
601 is a diagram showing the relationship between the state-specific operation pattern data 501 and the state-specific operation pattern data 501.

In FIG. 15, line a is data stored in the state-specific operation pattern storage means 6500, and is operation pattern data 6501 when the air conditioner is turned on during deceleration and the engine stalls. Actually, the section 130 in the figure is stored, but for the sake of clarity, the state of engine rotation in sections A and C before and after it is also shown.

Line 1] is predicted operation pattern data 3301 created by the aforementioned predicted operation pattern synthesis means 6300 when the air conditioner is turned on at time point (2). Similar to the state-specific operation pattern data 3501, the state of rotation before and after is also illustrated.

The engine state estimating means 6600 is the hunting part (
Calculate the area of the quadrupled area of lines a and b in section B, and determine whether the area is larger or smaller than a predetermined value to determine whether or not the engine will stall if left as it is. If it is smaller than a predetermined value, the engine state is predicted and determined to be at risk of stalling.

Next, FIG. 16 shows a program 66 by which the engine state estimation means 3600 calculates engine state estimation data 3601.
50 is a flowchart.

First, in 6651, predicted motion pattern data 6301 and a plurality of state-specific motion pattern data 50 are stored.
The difference (33
01-3501-1) is sequentially calculated and integrated over the entire section B. As a result, the difference area data between line 1] and a in FIG. The rotational movement pattern) is relatively above line a (the rotational movement pattern when the engine actually stalls), and there is no risk of engine stalling.

If it is smaller than the predetermined value, it is determined that line ]) is relatively close to line a or below line a, and there is a strong possibility that engine stall will occur, and 6653
Then, the engine state estimation data 01 is set to data representing engine stalling.

6654.3655 and below, the second, sixth (for example, seventh)
Similar processing is performed for the engine state-specific driving pattern data (eg, the pattern data at the time of engine stall due to deceleration hunting shown in the figure).

From this, it is estimated that the rotational speed matches the rotational movement pattern that has already caused the engine to stall, or that the rotational speed becomes relatively lower than that and the engine stalls.

In addition, in this example, only the engine stall is judged, so the difference is calculated by
1, and the judgment was only whether the engine stalled or not,
If you want to identify engine states other than engine stalling, such as acceleration or deceleration, calculate and compare the area itself by integrating the absolute values of the differences, and set the engine state estimation data to different values according to the results. For example, it is possible to identify which of a plurality of motion patterns the motion pattern matches or approximately matches. Even in the case of engine stalling, there are multiple patterns, so it is possible to identify which state the engine is in.

Next, FIG. 17 is a flowchart showing a part of a program 6750 executed as the control output calculation means 6700.

This program is rotationally synchronous, that is, the angle sensor 20
This is a program that is activated by an interrupt signal from IHA (IINF signal 201) every 120 degrees of crank angle from 0.

At step 6751, engine state estimation data 6601 is checked to determine whether or not the engine is estimated to be stalled.

If it is determined that the engine will not stall, normal control is performed at 3752. Regarding the normal control contents, see 5 above.
Since it is well known from A1i1i Paper 800056.800825, etc., the description will be omitted. If it is estimated that the engine has stalled, control is performed to increase the amount of air (that is, the amount of air mixture) by ISC in step 3756 to increase the rotational torque. Specifically, two methods can be applied: increasing the ISO control target rotation speed and indirectly increasing the air amount through feedback control, and directly increasing the air amount through feedforward control of the ISC control output. However, the latter has better responsiveness. However, with the latter method, it is not possible to strictly control how much the rotation speed increases, so if you want to keep the rate of increase constant, you can control it with feed forward for a short time and gradually shift to feedback. All you have to do is take the method.

At filter 754, the ignition timing is corrected in the direction of increasing torque, that is, in the direction of advancing the ignition timing.

Note that there may be cases where the engine stalls due to lack of ignition energy, so it is also effective to increase the ignition energy, that is, increase the energization time to the ignition coil.

In 3755, EGR is reduced and controlled to improve the combustion state. In addition to this, a needle is also used to prevent engine stalling.
Controls the mixture ratio of the air-fuel mixture in the direction of increasing torque (E Ci
control) or reducing the engine load (for example, turning off the air conditioner) are also effective.

This detailed explanation has been given using the example of predicting and avoiding engine stalling, but it can also be applied to detecting acceleration/deceleration, gear changes, etc. In addition, operation data other than rotational speed, such as intake air amount signal (AP, M signal 211), throttle opening signal ('rv.

This can also be done by using a signal 271) or the like.

These will be explained below.

For example, when it comes to gear changes, it is possible to detect the presence or absence of a gear change by detecting the operation of a clutch, etc., but it is not possible to distinguish from what speed to what speed the gear change is being made. In order to distinguish between them, a complicated sensor is required to identify all gear positions, which is expensive and complicated. However, by applying the method of the present invention to detect change patterns in intake air amount, throttle opening, engine rotation, etc., and comparing them with pattern data that has been experimentally measured in advance and stored at the time of manufacturing, it is possible to External gear changes can be estimated accurately and quickly. By taking the results into consideration in the control, control suitable for each engine state can be performed. - For example, a method may be considered in which the fuel supply pattern is controlled according to the gear change pattern so as to reduce the amount of harmful exhaust gas emissions as much as possible.

Further, regarding acceleration and deceleration, it is possible to estimate not only acceleration or deceleration, but also identification of acceleration and deceleration on a slope (separately on uphill and downhill roads), and the degree of acceleration and deceleration.

This allows fine control of fuel, ignition, and EG to reduce the amount of harmful exhaust gas emissions.

Next, in the embodiments described so far, the actual operation pattern data is stored as is and compared and verified, so if there are many types of engine states to be estimated, the amount of memory will be large. Otherwise, the program execution time may become longer, which may interfere with other control operations.

In order to solve the above problem, only the features of the actual operation pattern data may be extracted and stored, and the system may be configured to be compared with previously stored feature data.

Examples thereof will be described below.

Figure 18 shows the characteristic data of the actual operation pattern data.
102 is a flowchart of a program 616o for measuring 102.

The program started by a scheduled interrupt executes the program 3150 shown in FIG. 8, and then calculates the average value Xi of the data in an initial predetermined section (section E in FIG. 7) among all measurement sections in 6161. do. In 6162, the predetermined section of the latter half (
Calculate the average value Xc of the data in section ■Pa) in FIG.

At 6166, time-series data are compared one by one, and the data at the time when the data changes from the increasing direction to the decreasing direction is calculated as local maximum value data MAX (there may be a plurality of data). 31
At 64, similarly to 6166, the data at the time of change from decrease to increase is calculated as minimum value data MIN (there may be more than one).

In step 6165, the periodic data '1'P of vibration is calculated by calculating the time between maximums, the time between minimums, or the time between maximums and minimums, or between minimums and maximums.

These data are data representing the characteristics of the pattern data, and are representative data such as average value, average slope, amplitude, period, etc. Actual operation pattern characteristic data 61
Store as 02.

Also, instead of the state-specific operation pattern data 6501,
The characteristic data 6502 of the pattern data is stored or stored in advance, and the engine state is estimated by comparing and collating it with the actual operation pattern characteristic data 6102.

As mentioned above, if the features of pattern data are extracted, organized and stored as feature data, and compared and matched, the amount of memory will be small and the calculation time will be shortened, increasing efficiency. It is good and inexpensive, and there is no possibility of interfering with other calculations.

Next, in this embodiment, a case has been described in which the engine is controlled according to the result of estimating the engine state, but the estimation function can also be used for engine diagnostic display.

FIG. 19 is a block diagram showing functions for estimating, displaying, and outputting the state of the engine, and the same parts as in FIG. 6 are indicated by the same numbers.

In FIG. 19, reference numeral 6100 is an actual operation pattern measuring means for calculating actual operation pattern data 6101 using the method described above.

Reference numeral 6500 denotes a state-specific operation pattern storage means, in which various driving pattern data 3501 when an engine stall occurs is stored in advance.

Reference numeral 6600 is an engine state estimating means that compares and collates both pattern data 31 old and 6501 as described above, and outputs engine state estimation data 3601.

This is displayed on display means such as the display 1900, checker 2000, vehicle information providing device 2500, etc. in FIGS. 4 and 5.

As a result, when an engine stall occurs, it is possible to diagnose and identify the pattern in which the engine stall occurs, obtain useful information for repairs and engine adjustments, and provide effective service.

[Effects of the Invention] As explained above, according to the present invention, (1) Estimation is performed using pattern data for a predetermined period, so that the engine state can be accurately estimated. ■ Since the estimation is based on pattern data over a predetermined period of time, multiple similar engine conditions can be estimated with good resolution. ■Similarly, complex engine conditions that are difficult to estimate using a combination of instantaneous values can be estimated. ■ Engine status can be estimated without requiring a large number of sensor signals. For example, the gear shift pattern can be estimated without a transmission gear position sensor. ■Future phenomena such as engine stalling can be predicted by comparing and matching similar patterns, allowing accurate control and diagnosis.
It has excellent effects such as being fine-grained, responsive, and inexpensive.

Furthermore, in the case of extracting the characteristics of pattern data, storing them, and comparing and collating them, it is possible to reduce the amount of memory and calculation time, and there is also the effect that efficient control can be performed.

[Brief explanation of drawings]

FIG. 1 is an example of a conventional device, FIG. 2 is a diagram corresponding to the control system of the device in FIG. 1, FIG. 6 is a block diagram showing the overall configuration of the present invention, and FIG. 4 is an electronic control system of the present invention. FIG. 5 is a circuit diagram of the control unit 1130i:l, FIG. 6 is a block diagram showing an embodiment of the control system to which the present invention is applied, and FIG. A diagram showing the engine rotation pattern, Figure 8 is a flowchart of a program executed by C1) as an actual operation pattern measurement means, and Figure 9 is a diagram showing changes in engine rotation speed when the air conditioner is turned on and off. Figure 10 is a flowchart of the program that calculates the operation change pattern data 6201, Figure 11 is a diagram showing changes in engine speed when the air conditioner is turned on during deceleration, and Figure 12 is the predicted operation pattern. The flowchart of the program for creating data 3301, FIG. 13 is the actual state data 64.
14 is a flowchart of a program to create state-specific motion pattern data 3501, and FIG. 15 shows predicted motion pattern data 6301 at engine stall and state-specific motion pattern data 3501.
A diagram showing the relationship with data 3501, FIG. 16 is a program 3650 for calculating engine state estimation data 6601.
The flowchart in FIG. 17 shows the control output calculation means 370.
Flowchart of the program executed as 0, 1st
FIG. 8 is a flowchart of a program for measuring characteristic data 3102 of actual operation pattern data, and FIG. 19 is a block diagram showing functions for estimating and displaying/outputting the engine state. Explanation of symbols 20...Sensor group 21...Calculating means 22...Actuator or display means 23...Actual operation pattern measuring means 24...Status-specific operation pattern storage means 25...Engine state estimation means 26...Actual motion pattern feature calculation means 27...Status-specific motion pattern feature storage means 28...
Engine condition estimation means agent Patent attorney Junnosuke Nakamura 1'7 figure 8 years old 10 days @ @ 14M Book 10 figure 8 to f12 figure 11 figure 10 twists 13 edges - 15 time elapsed Closed 1F16 Figure 1-14 Figure 117 Figure 118 Figure Dimensions 10

Claims (2)

[Claims] (1) A sensor that detects the operating state of the engine and auxiliary equipment, and a first means that samples the output of the sensor at a predetermined period and stores the sampled data for the predetermined period as time-series pattern data; a second means for storing operational pattern data corresponding to a predetermined engine state; pattern data measured and stored by the first means; and operational pattern data stored by the second means. A third method for estimating whether or not the engine state at that time is a predetermined engine state by comparing and collating the
and fourth means for controlling and diagnosing the engine based on the output of the sensor and the estimation result of the sixth means, and has a function of estimating the engine state by comparing pattern data. A title device characterized by: (2) a sensor for detecting the operating state of the engine; a first means for sampling the output of the sensor at a predetermined period; and storing the sampling data for the predetermined period as time-series pattern data; 5' means for calculating at least one of the average value, local maximum value, local minimum value, and vibration period as characteristic data; and storing characteristic data of operation pattern data corresponding to a predetermined engine state. A sixth means determines whether the engine state at that time is a predetermined engine state by comparing and collating the characteristic data stored by the fifth means and the characteristic data stored by the sixth means. and an eighth means for controlling and diagnosing the engine based on the output of the sensor and the estimation result of the seventh means. The claimed device has a function of estimating an engine condition through comparison.