JP4196855B2 - Automatic adapting device - Google Patents

Description

  The present invention relates to an automatic adaptation device.

  When a newer internal combustion engine is developed than before, an operation for searching for the value of an engine operation control parameter capable of obtaining an optimal engine output value, that is, an adaptation operation is performed. In this adaptation work, the optimal engine output value, for example, the optimal exhaust emission amount, is obtained over a long period of time by gradually changing the values of parameters such as the fuel injection amount and fuel injection timing based on experience. Possible values for parameters that can be searched are searched. The same is true when developing a new vehicle.

  However, even if searching for parameter matching values based on experience in this way, it becomes difficult to find the optimal parameter matching values as the number of parameters increases, and it takes a long time to find the parameter matching values. Therefore, there is a problem that not only development takes time but also a great deal of labor is required.

Therefore, an automatic adaptation apparatus that automatically performs parameter adaptation has been proposed (see Patent Document 1). In this automatic adaptation device, one parameter that has the most influence on each output value is determined in advance, that is, a combination of the output value and the parameter is determined in advance, and the parameter adaptation value of each parameter is searched. Therefore, each parameter is feedback-controlled at the same time so that the output value combined with each parameter becomes the corresponding target output value.
JP 2002-138889 A

However, in this automatic adapting device, the adapting work for obtaining the optimum acceleration drivability is not performed.
An object of the present invention is to provide an automatic adapting apparatus capable of obtaining an optimum acceleration driving performance.

  In order to achieve the above object, according to the present invention, a representative value representing an acceleration response of a vehicle, a representative value representing a shock and a representative value representing a jerk, and a representative value representing an acceleration response are predetermined. Feed forward control means for feed-forward control of the fuel injection amount so that the representative value satisfying the target value and the representative value representing the shock satisfy the predetermined target value, and the representative value representing the jerk satisfies the predetermined target value Feedback control means for performing feedback control of the fuel injection amount as described above.

  Optimum vehicle acceleration drivability can be obtained.

  Referring to FIG. 1, 1 is an engine body, 2 is an electrically controlled fuel injection valve for injecting fuel into the combustion chamber of each cylinder 3, 4 is an intake manifold, 5 is an exhaust manifold, and 6 is an exhaust turbocharger. Respectively. The intake manifold 4 is connected to the outlet portion of the intake compressor 6 a of the exhaust turbocharger 6, and the inlet portion of the intake compressor 6 a is connected to the air cleaner 8 via the intake duct 7. An intake throttle valve 10 driven by an actuator 9 such as a step motor is disposed in the intake duct 7.

  On the other hand, the exhaust manifold 5 is connected to the inlet portion of the exhaust turbine 6 b of the exhaust turbocharger 6, and the outlet portion of the exhaust turbine 6 b is connected to the exhaust pipe 12. The intake manifold 4 and the exhaust manifold 5 are connected to each other through an exhaust gas recirculation (hereinafter referred to as EGR) passage 13, and an EGR control valve 15 driven by an actuator 14 such as a step motor in the EGR passage 13. Is arranged.

  On the other hand, the fuel injection valve 2 is connected to a common rail 17 through a fuel supply pipe 16. Fuel is supplied into the common rail 17 from an electrically controlled fuel pump 18 with variable discharge amount, and the fuel supplied into the common rail 17 is supplied to the fuel injection valve 2 via each fuel supply pipe 16. A fuel pressure sensor 19 for detecting the fuel pressure in the common rail 17 is attached to the common rail 17, and a fuel pump 18 is configured so that the fuel pressure in the common rail 17 becomes a target fuel pressure based on an output signal of the fuel pressure sensor 19. The discharge amount is controlled.

  The electronic control unit 20 includes a digital computer, and includes a ROM (Read On Memory) 22, a RAM (Random Access Memory) 23, a CPU (Microprocessor) 24, and an input / output port 25 connected to each other by a bidirectional bus 21. To do. Output signals of various sensors such as a fuel pressure sensor 19, an acceleration sensor 27 for detecting vehicle acceleration, and a target setting switch 28 for a vehicle driver to set a target value for adaptive control are provided in the input / output port 25. Are input via the corresponding AD converters 26. A load sensor 30 that generates an output voltage proportional to the amount of depression of the accelerator pedal 29 is connected to the accelerator pedal 29, and an output signal of the load sensor 30 is connected to the input / output port 25 via a corresponding AD converter 26. Entered. The crank angle sensor 31 generates an output pulse every time the engine rotates by a crank angle of 15 °, for example, and this output pulse is input to the input / output port 25. On the other hand, the input / output port 25 is connected to the fuel injection valve 2, the throttle valve actuator 9, the EGR control valve actuator 14, and the fuel pump 18 through corresponding drive circuits 32.

  FIG. 2 shows the change in the vehicle acceleration G when the accelerator pedal 29 is depressed and the acceleration operation is performed during the deceleration operation in which the fuel injection is stopped. As shown in FIG. 2, when the accelerator pedal 29 is depressed, that is, when the accelerator is turned on, the vehicle acceleration G increases rapidly, and then the vehicle acceleration G once decreases and then continues to vibrate.

The higher the acceleration rate of the vehicle acceleration during acceleration operation, that is, the better the acceleration response of the vehicle during acceleration operation, the better the acceleration drivability of the vehicle is felt. In FIG. 2, if the time from when the accelerator pedal 29 is depressed (time t _o ) until the vehicle acceleration G reaches the first maximum value G _a1 is Re, the shorter the time Re, the shorter the vehicle acceleration during acceleration operation. Ascending speed of the vehicle increases, and the acceleration response of the vehicle during acceleration operation becomes good. Thus time Re when the accelerator pedal 29 is depressed in the present invention from (time t _o) until the vehicle acceleration G reaches the first maximum value G _a1 is a representative value that represents the acceleration response.

On the other hand, when the accelerator pedal 29 is depressed and the output torque of the engine increases rapidly, a large twist occurs in the power transmission system from the engine output shaft to the drive wheels. At this time, since the power transmission system generates a force in a direction to reduce the torsion angle, the vehicle acceleration G decreases by X from the maximum value G _a1 to the minimum value G _b1 . Thereafter, the power transmission system generates torsional vibration at the resonance frequency of the power transmission system, and as a result, the acceleration G of the vehicle vibrates as shown in FIG. The vibration amplitude of the vehicle acceleration G converges with time.

By the way, after the acceleration is started, when the vehicle acceleration G decreases from G _a1 to G _b1 , the vehicle deceleration G, that is, a shock is generated as the vehicle acceleration G decreases, and the vehicle deceleration G decreases as the vehicle acceleration G decreases X. That is, a shock occurs. The first maximum of the vehicle acceleration G when the rate of decrease in the vehicle acceleration G is the vehicle acceleration G is that is proportional to the oscillation period T of the vehicle acceleration G after a G _a1, hence the accelerator pedal 29 stepped on where the value X · T obtained by multiplying the oscillation period T of the vehicle acceleration G in the decrease amount X from the value G _a1 until the first minimum value G _b1 is a representative value representing the shock Sh. In the present invention, the vehicle acceleration G becomes the third maximum value G _a3 after two cycles 2T have elapsed from the time when the vehicle acceleration G has reached the first maximum value G _a1 (time t _a1 ) (time t _a3 ). One half of the elapsed time until (t _a3 -t _a1 ) is the vibration period T.

On the other hand, when the vehicle acceleration G vibrates after the vehicle acceleration G becomes G _a1 , it feels like acceleration and deceleration are repeated, and such repeated feeling of acceleration / deceleration is continued until the amplitude of vibration is reduced to some extent. Arise. Thus, the period during which the acceleration / deceleration is repeatedly felt is called jerk. Therefore, in the embodiment according to the present invention, the vehicle acceleration G reaches the first maximum value G _a1 when the accelerator pedal 29 is depressed. A time Je until the amplitude of the vibration of the vehicle acceleration G reaches a predetermined amplitude YO is a representative value representing jerk.

Each local maximum value of the vehicle acceleration G shown in FIG. 2 G _a1, G _a2, G _a3 · · · and the minimum value G _b1, G _b2, G _b3 · · · is determined from the output signal of the acceleration sensor 27 The time at which the vibration amplitude of the vehicle acceleration G becomes the predetermined amplitude YO is calculated from these maximum and minimum values. FIG. 3 shows an example of how to obtain this time.

  That is, as shown in FIG. 3, a horizontal line passing through Gy and a horizontal line passing through Gz are drawn, and a broken line passing through Gx and Gz is opposite in sign and has the same inclination and a broken line passing through Gy is drawn to show the length of each part If Δt1, Δt2, X1, X2, Y1, and Y2 as shown in FIG. 3, X1 and X2 can be calculated as shown in FIG. 3, and (Y1 + X1) and (Y2−X2) can be calculated. If (Y1 + X1) and (Y2-X2) can be calculated, the time tk when the amplitude of vibration becomes YO can be calculated, and if the time tk can be calculated, the representative value Je representing jerk can be calculated. Thus, in the embodiment according to the present invention, the representative value representing the jerk is calculated from the maximum value and the minimum value of the vehicle acceleration G.

When the accelerator pedal 29 is depressed, as shown in FIG. 4A, after the vehicle acceleration G reaches the first maximum value G _a1 , the vehicle acceleration G slightly decreases to the minimum value G _b1 , and then the vehicle in some cases the acceleration G that is a significant local maximum G _a2 than the initial maximum value G _a1. In this case, the acceleration is performed in two stages, and such an acceleration state is called two-stage acceleration.

By the way, when the first maximum value G _a1 is lower than the second maximum value G _a2 , it is not felt that the two-stage acceleration is performed, and it is felt that the first maximum value G _a1 is relatively high. When it ’s big. That is, whether or not it feels that two-stage acceleration has been performed depends on the ratio of the first maximum value G _{a1 to} the second maximum value G _a2 , and this ratio is a predetermined ratio, for example, 0.7 If it is lower than this, it will not be felt as two-stage acceleration, and if this ratio is higher than a predetermined ratio, it will be felt as two-stage acceleration.

When the acceleration is not felt, it can be considered that the vehicle acceleration G has smoothly increased to the second maximum value G _a2 when the acceleration is started. In this case, as shown in FIG. 4A, the first maximum value G _a1 and the first minimum value G _b1 are ignored, and the second maximum value G _a2 and the second minimum value G _b2 are respectively The maximum value G _a1 and the first minimum value G _b1 are considered. That is, in the embodiment according to the present invention the first relative to the vehicle acceleration first large second maximum value G _a2 than maximum value G _a1 of G, and the second maximum value G _a2 when the accelerator pedal 29 is depressed when the ratio G _a1 / G _a2 maximum value G _a1 is less than a predetermined rate, the time Re from when the accelerator pedal 29 is depressed until the vehicle acceleration G is the second local maximum G _a2 accelerates It is a representative value representing the response.

In contrast, when the ratio G _a1 / G _a2 of the first local maximum G _a1 for the second local maximum G _a2 is greater than a predetermined ratio, that is, when the 2-stage acceleration is felt to have been performed As will be described later, processing for increasing the initial maximum value G _a1 is performed to eliminate the two-stage acceleration.

On the other hand, vehicle acceleration G First of vehicle acceleration G in drops from the maximum value G _a1 is increased vehicle acceleration G is slightly after reaching a first minimal value G _b1 is maximum as shown in FIG. 4 (B) In some cases, the value G _a2 is reached, and then the vehicle acceleration G becomes the minimum value G _b2 smaller than the first minimum value G _b1 . Thus, the second maximum value G _a2 appearing between the first maximum value G _a1 and the third maximum value G _a3 cannot normally be smaller than these maximum values G _a1 , G _a3 , Therefore, the first minimum value G _b1 and the second maximum value G _a2 are considered inappropriate as data representing the extreme value.

Consequently, the proportion of the ratio G _a2 / G _a3 of the second maximum value G _a2 for the third maximum value G _a3 in the embodiment according to the present invention is predetermined, for example, the first minimum value when smaller than 1 / 1.1 remove the G _b1 and the second maximum value G _a2 from the data, the second minimum value G _b2 as the first minimum value G _b1, 3-th maximum value G _a3 is the second maximum value G _a2 . Therefore, in the embodiment according to the present invention, the third maximum value G _a3 is larger than the second maximum value G _a2 of the vehicle acceleration G when the accelerator pedal 29 is depressed, and 2 for the third maximum value G _a3 . When the ratio G _a2 / G _{a3 of the} second maximum value G _a2 is smaller than a predetermined ratio, the vehicle acceleration G is reduced to the amount of decrease in the vehicle acceleration G from the first maximum value G _a1 to the second minimum value G _b2. A value obtained by multiplying the vibration period is a representative value representing a shock.

  Next, a routine for calculating the acceleration response representative value Re, the shock representative value Sh, and the jerk representative value Je will be described with reference to FIGS.

Referring to FIGS. 5 and 6, first, at step 100, it is determined whether or not the accelerator pedal 29 has been depressed in the deceleration operation state. When it is not in the deceleration operation state or when the accelerator pedal 29 is not depressed, the processing cycle is completed. On the other hand, when the accelerator pedal 29 is depressed during the deceleration operation state, the routine proceeds to step 101 where the timer is turned on. That is, the timer is turned on at time t _{o when the} accelerator is turned on in FIG.

Next, at step 102, it is judged from the output signal of the acceleration sensor 27 whether or not the vehicle acceleration G has reached a maximum value. When the vehicle acceleration G reaches the maximum value, the routine proceeds to step 103, where the vehicle acceleration G is G _a1 if it is the first maximum value, and G _a2 , G _a3 , G according to the detected order if it is not the first maximum value. It is _a4 and the like. Next, at step 104, the time t measured by the timer is set to T _ai (i = 1, 2, 3, 4,...) According to the detection order of the maximum values. Then the detected maximum value in step 105 is determined whether a first local maximum G _a1 is detected maximum value when a first maximum value G _a1 returns to step 102. On the other hand, when the detected maximum value is not the first maximum value G _a1 , the _routine proceeds to step 111.

On the other hand, when it is determined in step 102 that the vehicle acceleration G is not at the maximum value, the routine proceeds to step 106 where it is determined from the output signal of the acceleration sensor 27 whether or not the vehicle acceleration G has reached the minimum value. When the vehicle acceleration G reaches the minimum value, the routine proceeds to step 107, where the vehicle acceleration G is set to G _b1 if it is the first minimum value, and G _b2 , G _b3 , G according to the detected order if it is not the first minimum value. _b4 etc. Next, at step 108, the time t measured by the timer is set to t _b j (j = 1, 2, 3, 4,...) According to the detection order of the minimum value. Then the detected minimum value in step 109 is determined whether a first minimum value G _b1 is detected minimum value when a first minimum value G _b1 returns to step 102. On the other hand, when the detected minimum value is not the first minimum value G _b1 , the _routine proceeds to step 117.

When the routine proceeds from step 105 to step 110, it is determined whether or not the detected maximum value is the second maximum value _Ga2 . Percentage ratio G _a1 / G _a2 of the first local maximum G _a1 for the second local maximum G _a2 proceeds to step 111 is predetermined when the detected maximum value is the second maximum value G _a2, e.g. It is determined whether or not it is smaller than 0.7, that is, whether or not it is felt that the two-stage acceleration is being performed. When G _a1 <0.7 G _a2, i.e. when the two-stage acceleration is not felt to be performed is canceled G _a1, G _b1 as shown in FIG. 4 (A) proceeds to step 112, then step In 113, G _a2 is set to G _a1 and G _b2 is set to G _b1 . Next, the routine proceeds to step 117.

On the other hand, when it is determined that the maximum value detected in step 110 is not the second maximum value G _a2 , the process proceeds to step 114 to check whether G _{a (i−1)} <(1 / 1.1) · G _ai . It is determined whether or not G _{a (i−1)} / G _ai <(1 / 1.1). For example, if i = 3, it is determined whether G _a2 / G _a3 <(1 / 1.1). In this case, if _{G a2 / G a3 <(1} / 1.1) G a1, G b1 is to be inappropriate as the data and therefore G _a in step 115 as shown in FIG. 4 (B) _(i-1) and _{Gb (j-2)} are canceled, and then in step 116 _Gai is made Ga _(i-1), and _{Gb (j-1)} is made _{Gb (i-2)} . Is done. Next, the routine proceeds to step 117. If the number representing the order of the maximum value and the minimum value is changed in steps 113 and 116, the numbers of the other maximum values and minimum values are changed in order as shown in FIGS. 4 (A) and 4 (B). It is done.

In step 117, the vibration amplitude Amp of the vehicle acceleration G is calculated. Assuming that the detected extreme value is the maximum value Gz in FIG. 3, the amplitude Amp at this time is calculated from the following equation.
Amp = Y2-X2 = (Gz-Gy)-(Y1-Y2). [Delta] t2 / ([Delta] t1 + [Delta] t2)
Next, at step 118, it is judged if the vibration amplitude Amp of the vehicle acceleration G has become smaller than a predetermined amplitude YO. When Amp ≧ Y0, the routine returns to step 102, and when Amp <Y0, the routine proceeds to step 119, where a representative value Re representing the acceleration response is calculated. Next, at step 120, a representative value Sh representing shock is calculated, and then at step 121, a representative value Je representing jerk is calculated. Next, at step 122, the timer is cleared and the processing cycle is completed.

  By the way, a predetermined target value is set for the representative value Re representing the acceleration response, the representative value Sh representing the shock, and the representative value Je representing the jerk. The representative value Re and the shock representing the acceleration response are set, respectively. Whether or not the representative value Sh and the representative value Je representing the jerk satisfy a predetermined target value is determined based on the evaluation function. This evaluation function is represented by a representative value / target value. In other words, the acceleration response evaluation function is represented by the representative value Re / target value, the shock evaluation function is represented by the representative value Sh / target value, and the jerk evaluation function is represented by the representative value Je / target value.

  In this case, it is determined that the representative value Re representing the acceleration response satisfies the target value when the representative value Re representing the acceleration response is equal to or less than the target value. Therefore, the representative value Re representing the acceleration response satisfies the target value. Is the value of the evaluation function, that is, when the evaluation value ≦ 1.0. Further, when the representative value Sh representing the shock is equal to or less than the target value, it is determined that the representative value Sh representing the shock satisfies the target value. Therefore, the representative value Sh representing the shock satisfies the target value. When ≦ 1.0. Further, when the representative value Je representing the jerk falls below the target value, the representative value Je representing the jerk is determined to satisfy the target value, and therefore the representative value Je representing the jerk satisfies the target value. When ≦ 1.0.

  In the present invention, the acceleration response is regarded as the most important, and the fuel injection amount is adapted so that the acceleration response is good. In this case, the acceleration response and the shock have a contradictory relationship, and the shock gets worse as the acceleration response is improved. However, even in this case, it is necessary that the representative value Sh representing the shock satisfies the target value. Therefore, the representative value Re representing the acceleration response is as small as possible within a range where the representative value Sh representing the shock satisfies the target value. Is done.

  By the way, it is not in time for feedback control to control acceleration response, and in the present invention, acceleration response and shock are optimized by feed forward control. On the other hand, jerk can be controlled in accordance with the state of occurrence of vibration in the power transmission system. Therefore, in the present invention, jerk is optimized by feedback control.

  Therefore, in the present invention, the detection means for detecting the representative value Re representing the acceleration response of the vehicle, the representative value Sh representing the shock, and the representative value Je representing the jerk, and the target value for which the representative value Re representing the acceleration response is predetermined. Feed forward control means for performing feed forward control of the fuel injection amount so that the representative value Sh that satisfies and represents the shock satisfies a predetermined target value, and the representative value Je that represents the jerk satisfies the predetermined target value. Feedback control means for feedback-controlling the fuel injection amount.

  Jerk is a vibration induced by shock, and as an optimization sequence, it is efficient to control the jerk after controlling the shock. Therefore, in the present invention, feedforward control is preferentially performed, and after acceleration response and shock are optimized by feedforward control, jerk is optimized by feedback control.

  This jerk is also in conflict with the acceleration response. If the acceleration response is improved, the jerk deteriorates. Therefore, in the present invention, feedback control is performed so that the jerk satisfies the target value while maintaining the state where the acceleration response satisfies the target value.

FIG. 7 shows an overall view of fuel injection amount control according to the present invention.
Referring to FIG. 7, the fuel injection amount control according to the present invention comprises a signal generating means for generating a signal representing the basic injection amount, a QJERK1 control unit for performing feedforward control, and a QJERK2 control unit for performing feedback control. As can be seen from FIG. 7, the depression amount of the accelerator pedal 29, that is, the accelerator opening and the engine speed NE are input to the basic injection amount signal generating means. The basic injection amount is stored in advance in the ROM 22 in the form of a map as a function of the accelerator opening and the engine speed NE, and the basic injection amount is calculated from this map.

Next, the QJERK1 control unit that performs feed forward control will be described.
Referring to FIG. 7, the QJERK1 controller is provided with filter means, and a basic injection amount signal is input to this filter means. The basic injection amount signal is subjected to filter processing by a filter means to generate a feed forward signal, and the basic injection amount signal is corrected by the feed forward signal. More briefly, the output signal of the filter means is multiplied by a proportional constant PG to generate a feed forward signal, and the result of subtracting the feed forward signal from the basic injection amount signal becomes the output signal of the QJERK1 control unit.

  That is, as shown in FIG. 8A, when the accelerator opening is raised to a constant value in steps, the fuel injection amount is increased stepwise by the increase of the basic injection amount, and then constant. Maintained in quantity. However, if the fuel injection amount is increased stepwise and then maintained at a constant amount, the vehicle acceleration increases and then vibrates vigorously at the resonance frequency of the power transmission system as shown in FIG. . Thus, when the vehicle acceleration vibrates violently, the shock does not satisfy the target value. Therefore, in the present invention, the vibration of the vehicle acceleration is suppressed so that the shock satisfies the target value.

  8B shows the relationship between the vibration intensity and the vibration frequency of the vehicle acceleration shown in FIG. 8A. As shown in FIG. 8B, the vibration intensity of the vehicle acceleration indicates the power transmission. It becomes highest at the resonance frequency fv of the system. The signal representing the fuel injection amount shown in FIG. 8A is a collection of vibrations of various frequencies, and if the influence of the resonance frequency component having the highest vibration intensity among these various frequencies is reduced, the vibration of the vehicle acceleration Can be suppressed. Therefore, in the embodiment according to the present invention, as shown in FIG. 9A, filter means having basic characteristics such that the gain representing the ratio of output to input decreases at the resonance frequency fv.

ここでＣＤ，ＰＧ，Ｓは制御定数を表わしている。 As this filter means, for example, a filter represented by the following transfer function can be used.

Here, CD, PG, and S represent control constants.

  When the basic injection amount signal is filtered by the filter means having the basic characteristics as shown in FIG. 9A, the fuel injection amount changes as shown in FIG. 9E. As shown in (E), the vibration of the vehicle acceleration is suppressed. The change pattern of the fuel injection amount at this time is shown in FIG. That is, at the start of fuel injection, a portion where the injection amount increases at once, that is, one portion appears, and then a portion where the fuel injection amount falls, that is, a gap portion appears.

Next, the relationship between these parts and the corners and the control constants CD, PG, S described above will be described.
The gain of the filter means has a basic characteristic that changes rapidly to an approximately V-shape that rapidly decreases after reaching the lowest point at the resonance frequency fv of the vehicle vibration, and then rapidly decreases as the vibration frequency of the vehicle vibration increases. .

With respect to this basic characteristic, as shown in FIG. 9 (B), when the high frequency side gain in the band on the high frequency side of the vehicle vibration resonance frequency fv is changed, the size of one part in FIG. 9 (F) changes. . That is, if the high frequency side gain is increased, the amount of injection at the start of injection increases, so one part in FIG. The control constant CD in the transfer function G ₁ (s) represents this high frequency side gain. Therefore, when the control constant CD is increased, one part in FIG. The acceleration response improves as the two parts increase, but the shock worsens.

  On the other hand, as shown in FIG. 9C, when the bottom point of the gain at the resonance frequency fv is changed, the size of the bottom portion in FIG. 9F changes. In other words, when the gain lowest point is lowered, the gap portion in FIG. The proportional constant PG in the QJERK1 control unit of FIG. 7 represents the size of this squeezed portion, and when the proportional constant PG increases, the stagnation portion in FIG. 9F increases. If the gap is larger, the acceleration response will be worse but the shock will be smaller.

On the other hand, as shown in FIG. 9D, when the gain change bandwidth in which the gain changes to a V-shape is changed, the time width of the gap portion in FIG. 9F changes. That is, when the gain change bandwidth is widened, the time width of the gap portion in FIG. The control constant S in the transfer function G ₁ (s) represents this gain change bandwidth. Therefore, when the control constant S is increased, the time width S of the gap portion in FIG. 9F increases. When the time width S of the gap portion increases, the acceleration response becomes worse, but the shock becomes smaller.

  As described above, in the present invention, the best acceleration response can be obtained while maintaining the shock so as to satisfy the target value by controlling the high frequency side gain, the gain bottom point and the gain change bandwidth of the filter means. That is, in the present invention, the gain of the filter means is variable according to the vibration frequency of the vehicle vibration, and the acceleration response is obtained by controlling the gain of the filter means at a predetermined specific vibration frequency determined from the resonance frequency fv of the vehicle vibration. The representative value Re to be represented satisfies a predetermined target value, and the representative value Sh representing a shock satisfies a predetermined target value.

Next, the QJERK2 control unit that performs feedback control will be described.
Referring to FIG. 7, the QJERK2 control unit is provided with a gain / phase adjustment means, and a fluctuation signal dNE / dt of the engine speed is input from the vehicle to the gain / phase adjustment means. The gain / phase adjusting means controls the feedback correction amount of the fuel injection amount so that the fluctuation amount of the engine speed converges. More briefly, the output signal Qfin of the QJERK2 control unit is the result of subtracting the output signal of the gain / phase adjustment means from the output signal of the QJERK1 control unit.

ここでＫは制御定数であり、ｆａは制御周波数である。 As the gain / phase adjusting means, for example, adjusting means represented by the following transfer function can be used.

Here, K is a control constant, and fa is a control frequency.

  The solid line in FIG. 10 shows the basic feedback control of the engine speed fluctuating with the resonance frequency of the power transmission system and the correction injection amount for suppressing the fluctuation of the engine speed. That is, as can be seen from FIG. 10, when the engine speed is decreasing, the corrected injection amount is increased, and when the engine speed is increasing, the corrected injection amount is decreased so that the corrected injection amount is decreased. With respect to the phase delay of 90 degrees. Normally, when such feedback control is performed, engine speed fluctuations can be suppressed early.

However, in practice, it is often the case that the phase lag with respect to the engine speed is made larger or smaller than 90 degrees so that fluctuations in the engine speed can be suppressed early, and the optimum fluctuation range for the corrected injection amount is also increased. Exists. By the way, when the control frequency fa is higher than the resonance frequency fv of the power transmission system in the transfer function G ₂ (s), the phase delay becomes shorter than 90 degrees as shown by the broken line in FIG. When fa is lower than the resonance frequency fv, the phase delay becomes longer than 90 degrees. That is, the transfer function G ₂ (s) has a function of changing the phase delay according to the control frequency fa. On the other hand, if the control constant K is increased in the transfer function G ₂ (s), the fluctuation range of the correction injection amount becomes large. Therefore, by controlling the control constant K, the fluctuation range of the correction injection amount can be controlled.

  Therefore, in the embodiment according to the present invention, the control constant K and the control frequency fa are searched for by changing the control constant K and the control frequency fa little by little. FIG. 11 shows the relationship among the control constant K, the control frequency fa, and the jerk evaluation point when the search is performed. Note that the region where the optimal solution indicated by the broken line in FIG. 11 exists is known in advance, and therefore the search for the optimal control constant K and the optimal control frequency fa is actually performed only within the optimal solution existing region of FIG. Is called.

  As described above, according to the present invention, the adjusting means capable of adjusting the phase lag of the fluctuation of the feedback correction amount with respect to the fluctuation of the engine speed and the fluctuation range of the feedback correction amount is provided, and the representative value Je representing the jerk is provided. Is searched for a phase delay and a fluctuation range of the correction amount for satisfying a predetermined target value.

Next, the automatic adaptation routine shown in FIG. 13 will be described.
Referring to FIG. 13, first, at step 200, acceleration response and shock optimization processing is performed. This acceleration response and shock optimization process is shown in FIG. Next, in step 300, acceleration response and jerk optimization processing is performed. This acceleration response and jerk optimization process is shown in FIG.

  Referring to FIG. 14, first, in step 201, the vehicle is run on the chassis dynamo, and after decelerating operation is performed, acceleration processing is performed. However, such processing is not performed when the vehicle is actually driven. Next, at step 202, Re, Sh, Je calculation processing shown in FIG. 5 and FIG. 6 is executed, and a representative value Re representing acceleration response, a representative value Sh representing shock, and a representative value Je representing jerk are calculated. Next, at step 203, it is judged if the acceleration response and shock optimization processing is completed. When the optimization process is completed, the process proceeds to step 300 in FIG. On the other hand, when the optimization process is not completed, the process proceeds to step 204.

  In step 204, it is determined whether or not an acceleration operation that feels a two-stage acceleration at the start of the acceleration operation has been performed. When an acceleration operation that feels that the acceleration is two-stage acceleration is performed, the routine proceeds to step 205, where a two-stage acceleration cancellation process for increasing the initial maximum value of the vehicle acceleration G is performed as shown by the broken line in FIG. In this two-stage acceleration elimination processing, the high frequency side gain and the lowest gain point are predetermined as shown in FIG. 16 in the predetermined operation sequence shown in FIG. 16 until the first maximum value becomes larger than the second maximum value. It is operated in the specified operation direction.

  That is, the operation order is the order of constant change shown in FIG. 16, and the operation direction is large and small shown in FIG. Therefore, in the two-stage acceleration elimination processing, first, the high frequency side gain (CD) is increased, and if the first maximum value does not exceed the second maximum value even when the high frequency side gain (CD) is increased, the lowest point of the gain is obtained. Is increased, that is, PG is decreased.

  On the other hand, if it is determined in step 204 that the acceleration operation that feels the two-stage acceleration is not performed, or if it is determined that the two-stage acceleration has been eliminated, the process proceeds to step 206 to optimize the acceleration response and shock. Is done. In this acceleration response and shock optimization process, first, it is determined whether the representative value Re of the acceleration response or the representative value Sh of the shock does not satisfy the corresponding target value, and the representative of the one that does not satisfy the target value. The high frequency side gain, the gain bottom point, and the gain change bandwidth are operated in the predetermined operation direction shown in FIG. 17 in the predetermined operation sequence shown in FIG. 17 so that the values satisfy the target value.

  Also in this case, the operation direction is the order of constant change shown in FIG. 17, and the operation direction is large and small shown in FIG. Therefore, for example, when the representative value Re representing the acceleration response does not satisfy the predetermined target value, the high frequency side gain (CD) is first increased, and the representative value representing the acceleration response even if the high frequency side gain (CD) is increased. When the value Re still does not satisfy the predetermined target value, the gain bottom point is increased, that is, PG is reduced, and even if the gain bottom point is increased, the representative value Re representing the acceleration response is still predetermined. When the target value is not satisfied, the gain change bandwidth (5) is reduced.

  On the other hand, when the representative value Sh representing the shock does not satisfy the predetermined target value, the gain lowest point is first reduced, that is, PG is increased, and even if the gain lowest point is reduced, the shock is reduced. When the representative value Sh representing does not satisfy the predetermined target value, the high-frequency side gain (CD) is decreased, and even if the high-frequency side gain (CD) is decreased, the representative value Sh representing the shock is still the predetermined target. When the value is not satisfied, the gain change bandwidth (S) is increased. In this way, the acceleration response and the shock are matched.

  Next, referring to the routine shown in FIG. 15 for optimizing the acceleration response and jerk, first, in step 301, the vehicle is run on the chassis dynamo and the acceleration operation is performed after the vehicle is decelerated. Is called. However, such processing is not performed when the vehicle is actually driven. Next, at step 302, Re, Sh, Je calculation processing shown in FIG. 5 and FIG. 6 is executed to calculate a representative value Re representing acceleration response, a representative value Sh representing shock, and a representative value Je representing jerk. Next, at step 303, it is judged if the acceleration response and jerk optimization processing has been completed. When the optimization process is completed, the processing cycle is completed. On the other hand, when the optimization process is not completed, the routine proceeds to step 304 where the acceleration response and jerk optimization processes are performed.

  In this optimization processing, as already described with reference to FIG. 11, the control constant K and the control frequency fa that can obtain an optimal jerk by gradually changing the control constant K and the control frequency fa in the optimum solution existence region are searched. Is done. FIG. 18 shows an embodiment of the search method. In this embodiment, first, the control constant K is increased by 0.1 while the control frequency fa is set to the resonance frequency fv. Next, when the jerk evaluation point is worse at K = 0.5 than at K = 0.4, the control frequency fa is set to (3/4) fv as indicated by the arrow, and K = 0.1. When the jerk evaluation point becomes worse when the control constant K is increased in this way, the control frequency fa is changed as shown in FIG. 18, thereby searching for the optimum values of the control constant K and the control frequency fa. .

  The target values of the representative value Re representing acceleration response, the representative value Sh representing shock, and the representative value Je representing jerk are preferably set arbitrarily according to the type of vehicle and the driver's preference. Therefore, in the embodiment according to the present invention, the target setting switch 28 (FIG. 1) for setting the target value is provided as described above.

  On the other hand, when a vehicle model is provided, feedforward control and feedback control of the fuel injection amount can be performed based on the vehicle model. That is, in this case, for example, as shown in the automatic adaptation routine of FIG. 19, acceleration response and shock are optimized by the routine shown in FIG. 14 based on the vehicle model in step 401, and then in step 402 based on the actual vehicle. 14, acceleration response and shock are optimized based on the vehicle model in step 403, acceleration response and jerk are optimized based on the vehicle model in step 403, and then in step 404 based on the actual vehicle in FIG. 15. The routine shown can optimize acceleration response and jerk. Thus, if it optimizes based on a vehicle model before optimizing based on a real vehicle, the time required for optimization can be shortened.

  As a vehicle model, as shown in FIG. 20, it is also possible to use a model that learns while constantly comparing with a real machine. When such a vehicle model is used, acceleration response, shock and jerk can be automatically adapted based on the vehicle model.

1 is an overall view of an internal combustion engine. It is a figure which shows vehicle acceleration. It is a figure for demonstrating the calculation method of jerk. It is a figure which shows vehicle acceleration. It is a flowchart for calculating a representative value Re of acceleration response, a representative value Sh of shock, and a representative value Je of jerk. It is a flowchart for calculating a representative value Re of acceleration response, a representative value Sh of shock, and a representative value Je of jerk. It is a general view of fuel injection amount control. It is a figure which shows changes, such as vehicle acceleration. It is a figure which shows changes, such as fuel injection quantity. It is a figure which shows correction | amendment injection quantity. It is a figure for demonstrating the search operation | work of a control constant and a control frequency. It is a figure for demonstrating the cancellation method of 2 step | paragraph acceleration. It is a flowchart for performing automatic adaptation. It is a flowchart for optimizing an acceleration response and a shock. It is a flowchart for optimizing acceleration response and jerk. It is a figure which shows the operation order and operation directions, such as a high frequency side gain. It is a figure which shows the operation order and operation directions, such as a high frequency side gain. It is a figure for demonstrating the search method of an optimal control constant and control frequency. It is a flowchart for performing automatic adaptation. It is a figure which shows the relationship between a vehicle model and a real machine.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine main body 20 ... Electronic control unit 27 ... Accelerometer

Claims (18)

  Detection means for detecting a representative value representing the acceleration response of the vehicle, a representative value representing the shock and a representative value representing the jerk, and a representative value representing the shock satisfying the predetermined target value and the representative value representing the acceleration response Feedforward control means for feedforward control of the fuel injection amount so as to satisfy a predetermined target value; and feedback control means for feedback control of the fuel injection amount so that a representative value representing jerk satisfies a predetermined target value; A self-adapting device equipped with   The maximum and minimum values of the vehicle acceleration change when the accelerator pedal is depressed are obtained, and based on these maximum and minimum values, the representative value representing acceleration response, the representative value representing shock, and the representative value representing jerk are calculated. The automatic adapting device according to claim 1, wherein:   The time from when the accelerator pedal is depressed until the vehicle acceleration first reaches the maximum value is the representative value that represents the response.When this representative value falls below the target value, the representative value satisfies the target value. The automatic adaptation apparatus according to claim 2, which is determined to be present.   When the second maximum value is larger than the first maximum value of the vehicle acceleration when the accelerator pedal is depressed and the ratio of the first maximum value to the second maximum value is smaller than a predetermined ratio, the accelerator The time from when the pedal is depressed until the vehicle acceleration reaches the second maximum value is the representative value that represents the response. When this representative value falls below the target value, the representative value satisfies the target value. The automatic adaptation apparatus according to claim 2, which is determined to be present.   The amount of decrease in the vehicle acceleration when the accelerator pedal is depressed from the first maximum value to the first minimum value is multiplied by the vehicle acceleration vibration period as a representative value that represents a shock, and this representative value is below the target value. 3. The automatic adaptation device according to claim 2, wherein the representative value is determined to satisfy the target value when   When the third maximum value is larger than the second maximum value of the vehicle acceleration when the accelerator pedal is depressed, and the ratio of the second maximum value to the third maximum value is smaller than a predetermined ratio A value obtained by multiplying the amount of decrease in the vehicle acceleration from the first maximum value to the second minimum value by the vibration period of the vehicle acceleration is a representative value that represents a shock, and when this representative value falls below the target value, The automatic adaptation apparatus according to claim 2, wherein the representative value is determined to satisfy the target value.   The time from when the vehicle acceleration reaches the first maximum when the accelerator pedal is depressed until the amplitude of vibration of the vehicle acceleration reaches a predetermined amplitude is a representative value representing jerk, and this representative value is The automatic adaptation device according to claim 2, wherein it is determined that the representative value satisfies the target value when the target value is less than or equal to the target value.   A signal generating means for generating a basic injection amount signal; and a filter means. The feedforward control means applies a filtering process to the basic injection amount signal by the filter means to generate a feedforward signal, and the feedforward signal The automatic adaptation apparatus according to claim 1, wherein the basic injection amount signal is corrected.   The filter means has a variable gain in accordance with the vibration frequency of the vehicle vibration, and a representative value representing an acceleration response is obtained by controlling the gain of the filter means at a predetermined specific vibration frequency determined from the resonance frequency of the vehicle vibration. 9. The automatic adaptation apparatus according to claim 8, wherein a representative value that satisfies a predetermined target value and that represents a shock satisfies a predetermined target value.   The gain of the filter means has a basic characteristic that changes rapidly to an approximately V-shape that rapidly decreases as the vibration frequency of the vehicle vibration increases and then rapidly increases after reaching the lowest point at the resonance frequency of the vehicle vibration. The gain on the high frequency side in the band on the higher frequency side than the resonance frequency of the vehicle vibration, the lowest point of the gain, and the gain change bandwidth in which the gain changes in a V shape are determined in a predetermined operation order. 2. The automatic adaptation device according to claim 1, wherein the automatic adaptation device is operated sequentially in an operation direction so that a representative value representing an acceleration response satisfies a predetermined target value and a representative value representing a shock satisfies a predetermined target value.   When the representative value representing the acceleration response does not satisfy the predetermined target value, the high frequency side gain is first increased. Even if the high frequency side gain is increased, the representative value representing the acceleration response is still the predetermined target. When the value does not satisfy the value, the gain bottom point is increased. When the representative value indicating the acceleration response still does not satisfy the predetermined target value even when the gain bottom point is increased, the gain change bandwidth is decreased. The automatic adaptation apparatus according to claim 10.   When the representative value representing the shock does not satisfy the predetermined target value, the gain lowest point is first decreased, and the representative value representing the shock is still the predetermined target even if the lower gain point is decreased. The high frequency side gain is decreased when the value is not satisfied, and the gain change bandwidth is increased when the representative value indicating the shock still does not satisfy the predetermined target value even if the high frequency side gain is decreased. Item 13. The automatic adaptation device according to Item 10.   The maximum and minimum values of the vehicle acceleration change when the accelerator pedal is depressed are obtained, and the representative value representing acceleration response and the representative value representing shock are calculated based on these maximum and minimum values, and the accelerator pedal is depressed. When the second maximum value is larger than the first maximum value of the vehicle acceleration when the vehicle is rare and the ratio of the first maximum value to the second maximum value is larger than a predetermined ratio, the acceleration is two-stage acceleration. 11. The automatic adaptation device according to claim 10, wherein when it is determined that the acceleration is determined to be two-stage acceleration, a two-stage acceleration cancellation process for increasing the initial maximum value of the vehicle acceleration is performed.   In the two-stage acceleration elimination processing, first, the high frequency side gain is increased, and if the first maximum value does not exceed the second maximum value even if the high frequency side gain is increased, the bottom point of the gain is increased. The automatic adaptation device according to claim 13.   The automatic adaptation apparatus according to claim 1, wherein the feedback control is performed after performing the feed forward control.   2. The automatic adaptation device according to claim 1, wherein the feedback control means controls the feedback correction amount of the fuel injection amount so that the fluctuation amount of the engine speed converges based on the engine speed.   The adjustment means for adjusting the phase lag of the fluctuation of the feedback correction amount with respect to the fluctuation of the engine speed and the fluctuation range of the feedback correction amount, and the representative value representing the jerk for satisfying a predetermined target value The automatic adaptation apparatus according to claim 16, wherein a phase delay and a fluctuation range of the correction amount are searched.   The automatic adaptation apparatus according to claim 1, further comprising a vehicle model, wherein feedforward control and feedback control of the fuel injection amount are performed based on the vehicle model.

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