CN100404834C - engine control system - Google Patents

Abstract

A control system for controlling controlled target equipment (1-3) provided to an engine (11), the control system includes a main ECU (91) and sub-ECUs (92-94). The main ECU calculates at least one operation command value according to the operation state of the engine. The at least one operation command value is used to operate the controlled target device. This sub-ECU is independent from the main ECU, and controls the controlled target device non-autonomously and autonomously. In the non-autonomous control controlled target device, the sub-ECU corrects the at least one operation command value calculated by the main ECU. The sub-ECU non-autonomously controls the controlled target device by using the corrected at least one operation command value corrected by the sub-ECU. In autonomously controlling the controlled target device, when a predetermined condition is satisfied, the sub-ECU autonomously controls the controlled target device independently of the main ECU.

Description

engine control system

field of invention

The invention relates to an engine control system.

current technology

The ECU (ECU configuration) for controlling the engine is used to control a plurality of controlled target devices related to engine control, and to control some functional units installed in the vehicle. Controlled target equipment includes fuel injection equipment, supercharger, EGR equipment, etc. Functional units include safety devices, comfort enhancement devices, etc.

The ECU controls each controlled target device according to the operating state of the engine and the like.

Recently, control of controlled target devices tends to become more complicated to obtain higher-level control.

In particular, a fuel injection device for a diesel engine is used as a controlled target device. Recent tightening of exhaust regulations has increased the need for pilot injection and multiple injections. The injection volume per injection and the accuracy of injection timing also need to be improved. Thus, multiple correction processes for each injection and data (eg, graphs) for correction are required. Therefore, optimization processing for each injection becomes complicated. This results in an increase in the computational load of the ECU.

This is not limited to diesel engines. Control programs for other devices, such as for superchargers and exhaust gas recirculation (EGR) devices, also tend to become complex.

Describe the first defect. There may be a case where one controlled target device related to engine control is replaced with a controlled target device of a different version. For example, the controlled target device which the ECU has been controlling until now is replaced by a newly developed controlled target device or a controlled target device of another company. In particular, there may be a hypothetical situation in which the fuel injection device, one of the controlled target devices, is replaced by a newly developed advanced device in order to improve engine performance (for example, exhaust emission control performance).

Even in a case where only one control target device is similarly replaced, the entire ECU needs to be replaced because the conventional ECU is formed as a single unit.

ECU as a single unit means that the control unit includes a single computer.

As described above, the ECU controls a plurality of controlled target devices for engine control and some functional units installed in the vehicle. Thus, the ECU requires a large number of control programs.

Therefore, when only one controlled target device needs to be replaced, the entire ECU requiring a large number of control programs also needs to be replaced. Therefore, this requires a large amount of manpower for development, which results in a large cost. This makes it difficult to improve the function of the engine by replacing one controlled target device with other controlled target devices.

Describe the second defect. As countermeasures for the above-mentioned disadvantages, ECUs can be divided into main ECUs and sub-ECUs. The main ECU performs basic calculations. Each sub-ECU controls the corresponding controlled target device according to the operation command value calculated by the main ECU.

However, the following problems arise when the sub-ECU exclusively controls a specific controlled target device according to the operation command value of the main ECU.

For example, when carrying out a learning operation of a controlled target device controlled by a sub-ECU, it is necessary to cause the controlled target device to operate in a specific operating state suitable for the training operation.

Specifically, when performing a training operation on the fuel injection device, it is necessary to set a specific engine operating state suitable for the training operation. For example, the specific engine operating conditions include specific idling and checkout operations with checkout commands.

In this case, the main ECU needs to calculate an operation command value that establishes a specific engine operation. To achieve this, the main ECU is more closely related to the fuel injection equipment. This removes the advantage of installing a separate sub-ECU, or a sub-ECU that directly controls the controlled target device.

Describe the third flaw. When carrying out the training operation, the main ECU establishes a specific engine operation state, which is suitable for the training operation. In this way, the operation of the controlled object during the "interval between the start and end of the training operation" depends on the main ECU.

Opportunities to perform training maneuvers while driving a vehicle are generally infrequent and limited to short periods of time. Thus, training operations are often not completed.

Therefore, when the operating state becomes suitable for the training operation, it is necessary to carry out the training operation as soon as possible.

However, in the case where the main ECU conducts the training operation, the possibility of completing the training operation becomes lower because there is a control logic interruption wait time in the main ECU.

As described in the training operation above, even if the ECUs are divided into main ECUs and sub-ECUs, the sub-ECUs depend on the control commands of the main ECU. This creates two ECUs to control the controlled target device. Therefore, the sub-ECU cannot freely control the controlled target device.

In other words, the control range in which the sub-ECU controls the controlled target device is always limited by the operation of the main ECU. Therefore, the advantage of dividing the ECU into the main ECU and the sub-ECU is not sufficiently maximized.

Contents of the invention

The present invention solves the above-mentioned problems. Accordingly, an object of the present invention is to provide an engine control system that minimizes manpower for research and development in the case of replacing one controlled target device with engine control with a different version of the controlled target device.

In order to achieve the object of the present invention, there is provided a control system for controlling a controlled target device provided to an engine. The control system includes a main ECU and sub-ECUs. The main ECU calculates at least one operation command value according to the operation state of the engine, and the at least one operation command value is used to operate the controlled target device. The sub-ECU is independent from the main ECU, and controls the controlled target device non-autonomously and autonomously. In the non-autonomous control controlled target device, the sub-ECU corrects at least one operation command value calculated by the main ECU according to at least one of: the operating state of the engine, and a correction value stored in the sub-ECU to correct The at least one operation command value. The sub-ECU non-autonomously controls the controlled target device by using the corrected at least one operation command value corrected by the sub-ECU. In autonomously controlling the controlled target device, the sub-ECU autonomously controls the controlled target device independently of the main ECU when at least one of the following three conditions is met: a predetermined external operation command is sent to the sub-ECU, the external operation command Command the sub-ECU to control the controlled target equipment independently of the main ECU; the operation entrustment command is sent to the sub-ECU by the main ECU, which allows the sub-ECU to control the controlled target equipment independently of the main ECU; Operate in operating state.

Brief description of the drawings

The present invention, together with additional objects, features and benefits, will be fully understood from the following specification, appended claims and accompanying drawings, in which:

FIG. 1 is a schematic diagram showing an engine control system;

Figure 2 is a flowchart for controlling the diagnostic fail-safe control function;

Fig. 3 is a flowchart for implementing training control by sending a signal from a dedicated tool to the main ECU;

FIG. 4 is a flowchart for implementing training control by sending a signal from a dedicated tool to the injection control ECU; and

FIG. 5 is a flowchart for implementing training control during engine operation.

Detailed description of the invention

(Example)

Embodiments of the present invention will be described with reference to the accompanying drawings (FIGS. 1-5).

The basic composition of this embodiment will be described. The engine control system includes a plurality of controlled target devices and ECU (ECU configuration). The plurality of controlled target devices are related to engine control. The ECU controls the operations of the plurality of controlled target devices according to the operating state of the engine 11 .

FIG. 1 shows controlled target devices such as a common rail fuel injection device 1 , a supercharger 2 , an EGR device 3 , an intake throttle valve 4 , a glow plug 5 and a swirl control device 6 .

The common rail fuel injection device 1 will be described. The common rail fuel injection device 1 is an injection system for injecting fuel into an engine (for example, a diesel engine) 11 . The common rail fuel injection device 1 includes a common rail accumulator 12 , an injector 13 and a charge pump 14 .

The common rail accumulator 12 is an accumulator for accumulating high-pressure fuel to be supplied to the injector 13 . The common rail accumulator 12 is connected to the outlet of the supply pump 14 through a pump pipe (high-pressure oil pipe) to continuously store rail pressure, which corresponds to the fuel injection pressure. The feed pump 14 pumps high-pressure fuel. A plurality of injector pipes are connected to the common rail accumulator 12 , where each injector pipe supplies high pressure fuel to a corresponding one of the injectors 13 .

Each injector 13 is installed on a corresponding cylinder of the engine 11 to inject fuel to the cylinder. The injector 13 is connected to the downstream end of a corresponding injection pipe branched from the common rail reservoir 12 . The injector 13 has a fuel injection nozzle and a solenoid valve 15 . The injector injects high-pressure fuel stored in the common rail reservoir 12 into the cylinders. The solenoid valve 15 performs lift control of the needle, which is accommodated in the fuel injector. When the solenoid valve 15 is energized, the injector 13 injects fuel.

The supply pump 14 is a fuel pump for pumping high-pressure fuel to the common rail accumulator 12 . The supply pump 14 includes a feed pump and a high-pressure pump. The charge pump draws fuel from the fuel tank into the charge pump 14 , while the high pressure pump compresses the fuel to high pressure and pumps the fuel to the common rail reservoir 12 . The feed pump and the high pressure pump are driven by a common camshaft which is turned by the power provided by the engine 11 .

The charge pump 14 includes a suction control valve (SCV) 16 which regulates the amount of fuel drawn by the high pressure pump. The rail pressure accumulated in common rail reservoir 12 is regulated by controlling the current supplied to SCV 16 .

Supercharger 2 will be described. The supercharger 2 of the present embodiment is a variable geometry turbocharger (VGT), and includes an exhaust gas turbine 21, an intake compressor 22, and a turbo actuator 23 for varying the boost pressure.

The exhaust gas turbine 21 is an impeller surrounded by a turbine casing 21a having a helical shape. The exhaust gas turbine 21 is rotated by the exhaust gas flow through the exhaust gas line 24 .

The intake compressor 22 is an impeller connected to the exhaust gas turbine 21 via a shaft 25 and rotates integrally with the exhaust gas turbine 21 . The intake compressor 22 is surrounded by a turbine casing 22a having a spiral shape. The intake compressor 22 compresses the gas of the intake pipe 26 and supplies the compressed gas to the engine 11 by utilizing the rotational driving force of the exhaust turbine 21 . Ideally, the intercooler 27 is located inside the intake duct 26, which is located on the downstream side of the intake compressor 22, as shown by the dotted line in FIG. 1 . This satisfactorily cools the charge air, which is heated by the intake compressor 22 compressing air, and this cooled charge air can then be introduced into the engine 11 .

The turbine actuator 23 controls the boost pressure (intake pressure, which is compressed by the intake compressor 22 ) by adjusting the angle of the flapper 23 a which pushes the exhaust gas into the exhaust turbine 21 .

The EGR device 3 will be described. The EGR device 3 includes an EGR passage 31 and an EGR valve 32 .

The EGR passage 31 is a swivel passage that takes part of the exhaust gas from the exhaust gas duct 24 on the upstream side of the turbine actuator 23 and sends them back to the intake side of the engine 11 . An upstream end of the EGR passage 31 branches from the exhaust gas duct 24 , and a downstream end of the EGR passage is connected to the intake duct 26 on the downstream side of the intake compressor 22 . Ideally, the EGR cooler 33 is located within the EGR passage 31 , as shown by the dotted line in FIG. 1 . This cools the hot exhaust gases satisfactorily and then sends the cooled exhaust gases back to the intake side of the engine 11 .

The EGR valve 32 adjusts the EGR ratio of exhaust gas to newly supplied fresh gas by adjusting the amount of exhaust gas sent back to the intake side of the engine 11 through the EGR passage 31 .

The intake throttle valve 4 will be described. The intake throttle valve 4 adjusts the amount of gas (the amount of combustible gas) sent into the engine 11 by adjusting the opening degree of a butterfly valve 41 located inside the intake pipe 26 .

Glow plug 5 will be described. The glow plug 5 is a starting aid, generates heat when it is energized, and heats the fuel injected into the cylinder. The energization of the glow plug 5 is controlled by the thermal relay 51 .

The swirl control device 6 will be described. The swirl control device 6 divides the combustion chamber side of the intake channel of the intake duct 26 into a main channel 61 and a sub-channel 62 . The swirl control device 6 controls the swirl generated in the combustion chamber by adjusting the opening degree of the sub-passage 62 with the swirl valve 63 .

The ECU will be described. The ECU controls the operation of each controlled target device according to the operating state of the engine 11 . Signals from the sensors are input to the ECU to sense the operating state of the engine 11 .

Sensors connected to the ECU include revolution sensor 71 (NE sensor), angle sensor (G sensor), intake air temperature sensor 73, overall airflow sensor 74, air pressure sensor 75, exhaust gas temperature sensor 76, differential pressure sensor 78, coolant temperature Sensor 79, rail pressure sensor 81, fuel temperature sensor 82, ignition switch 83, starter switch 84, accelerator position sensor 85, clutch switch 86, neutral switch 87 and other sensors. The number of revolutions sensor 71 senses the number of revolutions of the engine per unit time. Angle sensor 72 is mounted on the engine camshaft for determining injection timing. The intake air temperature sensor 73 senses the temperature of fresh air supplied to the intake compressor 22 . The bulk airflow sensor 74 senses the amount (flow rate) of gas supplied to the intake compressor 22 . The air pressure sensor 75 senses the boost pressure on the downstream side of the intake compressor 22 . The exhaust gas temperature sensor 76 senses the exhaust gas temperature on the downstream side of the exhaust gas turbine 21 . The differential pressure sensor 78 senses the differential pressure between the pressure on the upstream side of the catalyst (DPF) 77 and the pressure on the downstream side of the catalyst (DPF) 77 . The coolant temperature sensor 79 senses the temperature of the coolant of the engine 11 . The rail pressure sensor 81 senses the rail pressure stored in the common rail reservoir 12 . The fuel temperature sensor 82 senses the temperature of the fuel compressed by the supply pump 14 (the temperature of the fuel supplied to the injector 13 ). The ignition switch 83 is operated by a passenger. The accelerator position sensor 85 senses the opening of the accelerator. The clutch switch 86 senses the operating state of the clutch. Neutral switch 87 senses a neutral state.

The main relay 88 in FIG. 1 inputs power to an injection control ECU 92 which will be described below.

A conventional ECU is described to compare the present embodiment with the prior art.

Usually, a single unit of ECU (control device with a single computer) controls the common rail fuel injection device 1 .

A conventional ECU includes a well-known microcomputer including a single CPU, a storage device, an input circuit, an output circuit, and a power supply circuit. This single CPU executes control processing and calculation processing. A storage device (for example, ROM, backup RAM, or memory such as EEPROM, RAM, etc.) stores various programs and data. A conventional ECU controls a plurality of controlled target devices according to input sensor signals input into the conventional ECU. The controlled target devices include common rail fuel injection device 1 , supercharger 2 , EGR device 3 , intake throttle valve 4 , glow plug 5 and swirl control device 6 . The input sensor signal indicates the operating state of the engine 11 and the like, such as the operating state of the passenger, the operating state of the engine 11 and the operating state of the vehicle.

The functions of the conventional ECU are briefly described as (1) to (7) below.

(1) Functions for input processing of various sensor inputs and various switch inputs

This function is used to sense the user's driving intention, perceive the surrounding environment state, and calculate the engine operating state.

(2) Function to calculate engine parameters

This function calculates target idling speed, target injection quantity, target injection timing, target rail pressure, target boost pressure, target EGR ratio, target throttle angle, whether to energize glow plugs, turbo angle, etc. during idle control.

(3) Functions for operating engine auxiliary equipment and actuators

This function operates injector 13 (solenoid valve 15), charge pump 14 (SCV 16), turbo actuator 23, EGR valve 32, intake throttle valve 4, thermal relay 51, swirl valve 63, and the like.

(4) Functions of storage and processing of various training controls and training values

(5) The function of communication processing with other control units (such as air-conditioning control equipment, hydraulic control equipment for automatic transmission, etc.)

(6) Diagnosing the function of fail-safe processing

(7) Function of post-processing disposal control during transmitter stop

The ECU of this embodiment will be explained. Compared with the traditional ECU, the ECU of this embodiment includes a main ECU (engine control ECU in FIG. 1) 91, an injection control ECU (CRS-ECU in FIG. 1, sub-ECU in FIG. (turbine ECU among Fig. 1) 93 and EGR control ECU (EGR ECU among Fig. 1) 94.

The common rail fuel injection equipment 1 is controlled by the main ECU 91 and the fuel injection control ECU 92. The supercharger 2 is controlled by the main ECU 91 and the supercharging control ECU 93. The EGR device 3 is controlled by the main ECU 91 and the EGR control ECU 94.

The intake throttle valve 4, the glow plug 5 and the swirl control device 6 are directly controlled by the main ECU 91.

The main ECU 91 is an independent computer independent of other ECUs such as the injection control ECU 92, the boost control ECU 93 and the EGR control ECU 94. The main ECU 91 includes a CPU, a storage device, an input circuit, an output circuit, and a power supply circuit. The CPU executes control processing and calculation processing. The storage device stores various programs and data. The power circuit is shared by other ECUs. The main ECU 91 includes at least a computer that performs calculations independently of other ECUs.

The main ECU 91 calculates operation command values of the common rail injection device 1, the supercharger 2 and the EGR device 3 according to the operating state of the engine 11. After that, the main ECU 91 sends the calculated operation command value to the injection control ECU 92, the boost control ECU 93 and the EGR control ECU 94. In addition, the main ECU 91 directly controls the intake throttle valve 4, the glow plug 5, and the swirl control device 6 according to the operating state of the engine 11. The operation command value of the common rail fuel injection device 1 includes a target injection quantity, a target injection timing, and a target rail pressure. The operation command value of the supercharger 2 includes a target supercharging pressure. The operation command value of the EGR device 3 includes the target EGR ratio.

Control of the common rail injection device 1 will be explained. As mentioned above, the common rail injection device 1 is controlled by the main ECU 91 and the injection control ECU 92.

The function of the main ECU 91 for controlling the common rail injection device 1 will be described. The main ECU 91 calculates an operation command value which is a base value for injection control of the common rail injection device 1 . The operation command value of the common rail fuel injection device 1 includes a target injection quantity, a target injection timing, and a target rail pressure. After that, the main ECU 91 outputs the operation command value to the injection control ECU 92. Also, the main ECU 91 outputs, to the injection control ECU 92, operating state information of the engine 11, such as coolant temperature information, switch information, and diagnosis information, in addition to the operation command value.

The function of the injection control ECU 92 will be described. The injection control ECU 92 directly controls all the actuators installed on the common rail fuel injection equipment 1. The injection control ECU 92 includes an independent computer independent of the other ECUs (main ECU 91, boost control ECU 93, and EGR control ECU 94). Likewise, the injection control ECU 92 includes a CPU, a storage device, an input circuit, an output circuit, and a power supply circuit. The CPU executes control processing and calculation processing. The storage device stores various programs and data. The power circuit is shared by other ECUs. The injection control ECU 92 includes at least a computer that performs calculations independently of other ECUs.

As will be described later, the injection control ECU 92 performs correction processing of the operation command values (target injection amount, target injection timing, and target rail pressure) input by the main ECU 91.

The sensor signal of the common rail injection device 1 is input to the injection control ECU 92. The injection control ECU 92 outputs the operation information of the common rail injection device 1, such as the measured rail pressure and diagnosis information of the common rail injection device 1, to the main ECU 91.

As described later, the injection control ECU 92 autonomously controls the common rail injection device 1 independently of the main ECU 91 in a specific manner. Sensor signals including switch signals for autonomous control are also directly input to the injection control ECU 92.

The injection control ECU 92 includes the following functions separated from the above-mentioned functions of the conventional ECU 92.

The functions of the injection control ECU 92 are briefly described as (1) to (7) below.

(1) Control functions for normal operating conditions

This function performs correction processing of operation command values (target injection quantity, target injection timing, and target rail pressure) input by the main ECU 91.

Specifically, the control function consists of two correction functions. The first correction function corrects the operation command value (target injection amount, target injection timing) input by the main ECU 91 based on the operation information (operation state of the engine 11) given by the main ECU 91 or directly input to the injection control ECU 92 and target orbital pressure). The second correction function corrects the operation command value input by the main ECU 91 based on the correction value (training value, initial correction value for correcting the difference between devices, etc.) stored in the storage device.

(2) Diagnostic fail-safe function

This function performs diagnostic fail-safe processing for the common rail fuel injection apparatus 1 , such as diagnostic fail-safe processing for the injector 13 and the charge pump 14 .

With this diagnostic fail-safe control function, in the case where the injection control ECU 92 senses a failure (such as failure) of the main ECU 91, the injection control ECU 92 autonomously controls the common rail injection system according to various sensor signals input by the injection control ECU 92. Functional components of the oil plant 1 such as injectors 13 and feed pumps 14 . The diagnostic fail-safe control function will be described later.

(3) Control functions for specific modes

This function performs various training controls for the common rail injection device 1 , such as various training controls for the injector 13 and the charge pump 14 .

The injection control ECU 92 autonomously controls the common rail injection device 1 with a control function for a specific mode, and performs a training operation of an actuator mounted on the common rail injection device 1 . Control functions for specific modes will be described later.

(4) Storage function for storing training values

This is a function for storing training values, initial correction values, etc. The training values are calculated during the training operation and the initial correction values are entered at factory generation and used to correct for differences between devices.

(5) The function of each actuator operating the common rail fuel injection equipment 1

This function operates the injector 13 (solenoid valve 15) and the charge pump 14 (SCV 16) according to the injection start timing of the injector 13, the injection amount, and the pumping amount of the high-pressure pump. The injection start timing of the injector 13 is related to the energization start timing of the solenoid valve 15 of the injector 13 . The injection amount is related to the injection period of the injector 13 or the energization period of the solenoid valve 15 of the injector 13 . The pump oil volume of the high pressure pump is related to the current supplied to SCV16.

(6) The function of communication processing with other control units (such as the main ECU 91)

(7) Function for sending the operation command value to the boost pressure 2 and the EGR device 3

With this function, instead of the ECU 91, the injection control ECU 92 calculates the operation command values of the supercharger 2 and the EGR device 3, and when the injection control ECU 92 autonomously controls the common rail injection device 1, the injection control ECU 92 will calculate the operation The command values are sent to the supercharging control ECU 93 and the EGR control ECU 94.

The diagnosis fail-safe control function will be described. The main ECU 91 has a self-diagnosis device to detect whether the main ECU 91 is operating normally. If the self-inspection means detects a failure of itself (the main ECU 91), an indication means such as a lamp is used to display "a failure has occurred" to the passenger.

The injection control ECU 92 is designed to accept a diagnosis result (such as a flag indicating a normal state) of a self-diagnostic device installed in the main ECU 91. If the main ECU 91 is determined to be malfunctioning, the injection control ECU 92 ignores the operation command values (target injection quantity, target injection timing, and target rail pressure) input by the main ECU 91. In contrast, the injection control ECU 92 autonomously controls the functional components of the common rail injection device 1, such as the injector 13 and the charge pump 14, according to various sensor signals (current operating states) input to the injection control ECU 92.

An example of the above diagnostic fail-safe control function will be described with reference to FIG. 2 . When the control program starts (starts), the self-diagnostic device installed in the main ECU 91 sends a "normal state flag" indicating that the main ECU 91 operates in a normal state to the injection control ECU 92 (step A1).

After that, at the injection control ECU 92, it is determined whether the "normal state flag" is correctly transmitted from the main ECU 91 (step A2).

If the determination at step A2 is YES (the main ECU 91 is operating in the normal state), control for the normal state is executed. In other words, the functional components of the common rail injection device 1 are controlled based on the operation command values (target injection quantity, target injection timing, and target rail pressure) given by the main ECU 91 (step A3). Specifically, the operation command value given by the main ECU 91 is corrected by the above-described control function for the normal operation state, each actuator of the common rail injection device 1 is controlled, and then the control routine is completed (END).

If the determination at step A2 is NO (the main ECU 91 is malfunctioning), the injection control ECU 92 controls the common rail injection device 1 autonomously. In other words, the injection control ECU 92 ignores the operation command value from the main ECU 91. Instead, the injection control ECU 92 autonomously controls the functional components of the common rail injection device 1 according to various sensor signals (current operating states) input to the injection control ECU 92 (step A4). The control program is then completed (END).

Control functions for specific modes will be described. When an external training command is given, or the operating state of the engine 11 is a predetermined training operating state, the injection control ECU 92 performs the training function, wherein the injection control ECU 92 autonomously controls the common rail injection device 1 independently of the main ECU 91 . Then, the injection control ECU 92 determines a correction value for correcting the command value supplied to the actuator related to the injection operation to improve the accuracy of the actuator operation.

The control function for the specific mode is divided into (A) a training function, which is executed when an external training command is given, and (B) a training function, which is executed when the operating state of the engine 11 is a predetermined training operating state Function. In the (A) training function, specific tools (such as tools for inspection and maintenance) are used at manufacturers, dealers, and service providers. The specific tool transmits specific signals such as detection and maintenance signals to the main ECU 91 or the injection control ECU 92 . This is one of the instances where an external training command is given. Then, the injection control ECU 92 ignores the operation command value from the main ECU 91 and autonomously controls the common rail injection device 1 independently of the main ECU 91 to perform a training operation of the actuator whose injection operation is controlled by the injection control ECU 92 .

In the (A) training function, the autonomous control of the injection control ECU 92 varies according to the details of the training operation given by the specific signal. By autonomous control, the injection control ECU 92 establishes an engine operating state suitable for training operation.

The (B) training function is executed when the operating state of the engine changes to a predetermined training operating state during the normal operating state, such as when the warm-up of the engine 11 is completed and idling is performed during engine stop. This is an example of a predetermined training operating state of an engine or the like. After that, the injection control ECU 92 ignores the operation command value from the main ECU 91 and autonomously controls the common rail injection device 1 independently of the main ECU 91 to perform training operation of the actuators controlled by the injection control ECU 92 .

When the injection control ECU 92 autonomously controls the common rail injection device 1 to perform the training operation, it is desirable to transmit information instructing the execution of the training operation to the main ECU 91 .

During the training operation in which the injection control ECU 92 autonomously controls the common rail fuel injection device 1, if the operation state becomes unsuitable for the training operation, such as when the passenger fully depresses the accelerator pedal, the (B) training function is designed to be interrupted or stopped The injection control ECU 92 controls the training operation of the common rail fuel injection device 1 autonomously. Specifically, the main ECU 91 is designed to output a training stop signal to the injection control ECU 92 when the operating state becomes unsuitable for the training operation. When the injection control ECU92 receives the training stop signal, the injection control ECU92 stops the autonomous control of the common rail fuel injection device 1, and immediately controls the common rail fuel injection device 1 according to the operation command value commanded by the main ECU91.

In the (B) training function, autonomous control of the injection control ECU 92 establishes a specific engine operating state suitable for training operation. The common rail injection device 1 is autonomously controlled within a range in which the autonomous control does not affect the operating state of the vehicle.

Specifically, during the training operation, the injection control ECU 92 executes controls such as idle speed control (ISC), FCCB control (uneven injection quantity compensation control), etc. to establish an engine operating state suitable for the training operation.

An example of forced training control by sending a signal from a specific tool to the main ECU 91 is described. This forced training control example, which is one of the control examples of the (A) training function, will be described with reference to FIG. 3 . In this instance, the specific tool (service tool) transmits a specific signal (service signal) to main ECU 91 to forcibly execute training control.

The main ECU 91 is designed to transmit the "service code" given by the service tool for the training operation to the injection control ECU 92 . Also, the main ECU 91 is designed to transmit the training operation execution signal generated by the injection control ECU 92 to the service tool.

When the control program is activated (started), and the main ECU 91 receives a "specific service code (for example, a command code for mandatory execution of a predetermined training operation)" transmitted by the service tool (step B1), the main ECU 91 will "injection control The ECU 92 sends a "training control execution" command (operation request command) to the injection control ECU 92 (step B2).

The injection control ECU 92 determines whether the operating state indicated by the various diagnostic information sets and the operating state of the engine 11 is suitable for training operation (step B3).

If the determination is NO (the operating state is not suitable for autonomous training) at step B3, injection control ECU 92 transmits a signal indicating that autonomous control for training operation cannot be performed to main ECU 91 (step B4). When the main ECU 91 receives a signal from the injection control ECU 92 indicating that the autonomous control for the training operation cannot be performed, the main ECU 91 transmits a signal indicating "the training operation is not performed" to the service tool. Therefore, "no training operation" can be confirmed by the service tool.

After that, the injection control ECU 92 controls the functional components of the common rail injection device 1 according to the operation command values (target injection quantity, target injection timing and target rail pressure) given by the main ECU 91 (step B5). Specifically, the injection control ECU 92 corrects the operation command value given by the main ECU 91 according to the control function for the usual operating state, and the injection control ECU 92 controls each actuator of the common rail injection device 1 . After that, the control program is completed (END).

If the determination is YES (the operating state is suitable for autonomous training) at step B3, the injection control ECU 92 ignores the operation command value given by the main ECU 91, and autonomously controls the common rail fuel injection device 1 so that the operating state becomes suitable In the training operation (step B6). The operation state suitable for the training operation includes the operation state of a specific mode for the training operation and the operation in the 1imp home mode.

After that, the injection control ECU 92 determines whether the commanded training operation is completed (step B7).

If the determination is NO at step B7 (the training operation is not completed), the injection control ECU 92 continues the control autonomously at step B6.

If the determination is YES (the training operation is completed) at step B7, the following three processes are performed (step B8).

(i) Store the determined training value in the memory device of the injection control ECU 92 (storage function for storing the training value).

(ii) The injection control ECU 92 transmits a signal indicating completion of the training operation to the service tool through the main ECU 91 .

(iii) The injection control ECU 92 stops the autonomous control and returns to normal operation in which the injection control ECU 92 controls the functional components of the common rail injection device 1 according to the operation command value given by the main ECU 91 . After that, the control program is completed (END).

A control example of forced training control by sending a signal from a specific tool to the injection control ECU 92 will be described. A forced training control example, which is one control example of the (A) training function, will be described with reference to FIG. 4 . In this instance, a specific tool (service tool) directly transmits a specific signal (service signal) to the injection control ECU 92 to forcibly execute training control.

When the control program starts (starts), and the injection control ECU 92 receives a "specific service code (such as a command code for mandatory execution of a predetermined training operation)" transmitted by a service tool (step C1), the injection control ECU 92 determines Whether the operating state indicated by the set of diagnostic information and the operating state of the engine is suitable for training operation (step C2).

If the determination is NO in step C2 (the operating state is suitable for autonomous control), the injection control ECU 92 controls the common rail fuel injection device according to the operation command values (target injection quantity, target injection timing, and target rail pressure) sent by the main ECU 91 1 functional components (step C3). Specifically, the injection control ECU 92 corrects the operation command value given by the main ECU 91 according to the above-mentioned control function for the normal operation state, and the injection control ECU 92 controls each actuator of the common rail injection device 1 .

After that, the injection control ECU 92 transmits a signal indicating "not to perform training operation" to the service tool (step C4), and completes the control routine (end). Therefore, it can be determined that "the training operation is not performed" by the service tool.

If the determination is YES (the operating state is suitable for autonomous control) at step C2, the injection control ECU 92 ignores the operation command value given by the main ECU 91, and autonomously controls the common rail fuel injection device 1 so that the operating state becomes suitable In the training operation (step C5). The operating state suitable for the training operation includes the operating state for the specific mode of operation in the training operation and the reluctant driving mode.

After that, the injection control ECU 92 determines whether the commanded training operation is completed (step C6).

If the determination is NO at step C6 (the training operation is not completed), the injection control ECU 92 continues the autonomous control at step C5.

If the determination is YES (the training operation is completed) at step C6, the following three processes are performed (step C7).

(i) Store the determined training value in the storage device of the injection control ECU92 (memory function for storing the training value)

(ii) The injection control ECU 92 transmits a signal indicating completion of the training operation to the service tool through the main ECU 91 .

(iii) The injection control ECU 92 stops the autonomous control and returns to normal operation in which the injection control ECU 92 controls the functional components of the common rail injection device 1 according to the operation command value given by the main ECU 91 . After that, the control program is completed (END).

A control example of training control during engine operation will be described. The above-mentioned (B) training function will be described with reference to FIG. 5 .

The control program starts (starts), and the injection control ECU 92 controls the functional components of the common rail injection device 1 according to the operation command values (target injection quantity, target injection timing, and target rail pressure) sent by the main ECU 91 (step D1). During this normal operation (step D1), injection control ECU 92 determines whether the operating state of engine 11 is suitable for training operation (step D2). Operational states suitable for the training operation include a situation where the mileage of the vehicle reaches a predetermined distance and the engine 11 is idling smoothly.

If the determination is NO in step D2 (the operating state is not suitable for training operation), the injection control ECU 92 controls the common rail injection according to the operation command values (target injection amount, target injection timing, and target rail pressure) sent by the main ECU 91 Functional components of device 1 (step D3). Specifically, the injection control ECU 92 corrects the operation command value given by the main ECU 91 according to the above-mentioned control function for the normal operation state, and the injection control ECU 92 controls each actuator of the common rail injection device 1 . After that, the control program is completed (END).

If the determination is YES (the operating state is suitable for training operation) in step D2, the injection control ECU 92 ignores the operation command value given by the main ECU 91, and autonomously controls the common rail fuel injection device 1 so that the operating state becomes suitable In the training operation (step D4). Operating states suitable for training operations include operating modes for training operations. This autonomous control does not affect the operating state of the vehicle and includes ISC and FCCB control.

After that, the injection control ECU 92 determines whether the commanded training operation is completed (step D5).

If the determination is NO at step D5 (the training operation is not completed), the injection control ECU 92 continues the autonomous control at step D4.

If the determination is YES (training operation completed) at step D5, the calculated training value is stored in the storage device of injection control ECU 92 (storage function for storing training value) (step D6). After that, the autonomous control for the training operation by the injection control ECU 92 is completed. The injection control ECU 92 returns to the normal operation in which the injection control ECU 92 controls the functional components of the common rail injection device 1 according to the operation command value given by the main ECU 91 (step D7). After that, the control program is completed (END).

A function for transmitting operation command values to the supercharger 2 and the EGR device 3 will be explained. When the injection control ECU 92 autonomously controls the common rail injection device 1 independently of the main ECU 91, instead of the main ECU 91, the injection control ECU 92 includes a function of calculating operation command values for the supercharger 2 and the EGR device 3, and the operation to be calculated The command value is sent to the functions of the supercharging control ECU93 and the EGR control ECU94.

Specifically, when the injection control ECU 92 executes the training control of the common rail injection device 1, the engine 11 can be kept in a certain state.

In this case, the injection control ECU 92 executing the training control commands the boost control ECU 93 to operate the supercharger 2 in "a specific operation state suitable for the training operation of the common rail fuel injection device 1". Further, the injection control ECU 92 instructs the EGR control ECU 94 so that the EGR device 3 operates in "a specific operation state suitable for the training operation of the common rail injection device 1".

Command (signal) communication between sub-ECUs is performed through a control area network (CAN) or the like that is generally already installed in a vehicle.

Therefore, the main ECU 91 is not required to calculate dedicated "operation command values for the supercharger 2 and the EGR device 3". This dedicated operation command value is dedicated to an operation in which the injection control ECU 92 executes training control.

The effect of controlling the common rail injection device 1 by the injection control ECU 92 will be described.

In the present embodiment, the ECUs of the engine control system are divided and include a main ECU 91 and an injection control ECU 92 . The main ECU 91 calculates an operation command value for the common rail injection device 1 according to the operating state of the engine 11 . The injection control ECU 92 directly controls the common rail injection device 1 according to the operation command value calculated by the main ECU 91 .

The first effect will be explained. The injection control ECU 92 includes a separate computer from that of the main ECU 91 .

The injection control ECU 92 corrects the operation command value calculated by the main ECU 91 according to the operating state of the engine 11 or a correction value stored in a storage device. After that, the injection control ECU 92 directly controls the operation of the common rail injection device 1 .

Therefore, when the common rail fuel injection device 1 is changed to a different version of the device, it is only necessary to replace the common rail fuel injection device 1 and the injection control ECU 92 with new corresponding devices. Other ECUs such as main ECU 91 are not affected. In other words, other ECUs can be used without replacement.

In this way, in the case of changing the common rail fuel injection device 1, only a new injection control ECU needs to be developed. This minimizes manpower for research and development when replacing the common rail fuel injection device 1 .

The second effect will be explained. When instructing a predetermined external operation command (for example, a situation in which an external training command is given during a detection operation), the main ECU 91 instructs an operation entrusting command (for example, a situation in which the main ECU 91 is faulty and the main ECU 91 gives a command for canceling the driving), Or the injection control ECU 92 autonomously controls the common rail injection device 1 independently of the main ECU 91 when the engine 11 is operating in a predetermined operating state (for example, the operating state becomes suitable for training operation when the vehicle is running).

In other words, the injection control ECU 92 controls the common rail injection device 1 independently of the main ECU 91 .

In this way, the direct relationship between the main ECU 91 and the common rail fuel injection device 1 is limited. Therefore, the separation effect of the injection control ECU 92 is maintained.

The third effect will be described. When instructing a predetermined external operation command (for example, a situation in which an external training command is given during a detection operation), the main ECU 91 instructs an operation entrusting command (for example, a situation in which the main ECU 91 is faulty and the main ECU 91 gives a command for canceling the driving), Or the injection control ECU 92 autonomously controls the common rail injection device 1 independently of the main ECU 91 when the engine 11 is operating in a predetermined operating state (for example, the operating state becomes suitable for training operation when the vehicle is running).

Specifically, when the operating state becomes suitable for training operation while the engine 11 is running, the injection control ECU 92 autonomously controls the common rail injection device 1 independently of the main ECU 91 .

As a result, during the training operation of the common rail fuel injection apparatus 1, the injection control ECU 92 establishes a specific operation state suitable for the training operation. Thus, the operation of the common rail injection device 1 during the "interval between the start and end of the training operation" depends on the injection control ECU 92 .

Opportunities to perform training operations while driving the vehicle are infrequent and also limited to short periods of time. Thus, training operations are often not completed.

In the present embodiment, the injection control ECU 92 performs autonomous control when the operating state becomes suitable for the training operation. In this way, there is no waiting time for the control logic in the main ECU 91 to interrupt when the training operation needs to be started. Therefore, the training operation can be started quickly.

Therefore, the possibility of completing the training operation is increased.

Control for supercharger 2 will be described. As described above, the supercharger 2 is controlled by the main ECU 91 and the supercharging control ECU 93 .

The function of the main ECU 91 for controlling the supercharger 2 will be described. The main ECU 91 calculates an operation command value (target boost value), which is a base value for boost control, to control the supercharger 2 . After that, the main ECU 91 outputs the operation command value to the boost control ECU 93 .

The function of the boost control ECU 93 will be described. The boost control ECU 93 directly controls all the actuators mounted on the supercharger 2 (in this embodiment, only the turbine actuator 23 is controlled). The boost control ECU 93 has an independent computer independent of the other ECUs (main ECU 91 , injection control ECU 92 , and EGR control ECU 94 ). The boost control ECU93 includes a CPU, a storage device, an input circuit, an output circuit, and a power supply circuit. The CPU executes control processing and calculation processing. The storage device stores various programs and data. The power circuit is shared by other ECUs. The boost control ECU 93 includes at least a computer that performs calculations independently of other ECUs.

The boost control ECU 93 corrects the operation command value (target boost value) input from the main ECU 91 .

The supercharging control ECU 93 autonomously controls the supercharger 2 independently of the main ECU 91 in a specific mode.

The effect of employing the boost pressure control ECU 93 will be described. In the present embodiment, the supercharger 2 is controlled by the main ECU 91 and the supercharging control ECU 93 . Each of the ECUs 91, 93 includes a respective independent computer.

Therefore, in the case where the supercharger 2 is replaced with a supercharger of a different version, only the supercharger 2 and the supercharging control ECU 93 need to be replaced with new corresponding devices. Other ECUs such as the main ECU 91 will not be affected. In other words, other ECUs can be used without replacement.

Thus, in the case of replacing the supercharger 2, only a new supercharging control ECU needs to be developed. This minimizes manpower for research and development in replacing the supercharger 2 .

Control of the EGR device 3 will be explained. The EGR device 3 is controlled by the main ECU 91 and the EGR control ECU 94 .

The function of the main ECU 91 for controlling the EGR device 3 will be explained. The main ECU 91 calculates an operation command value (target EGR ratio), which is a base value for EGR control, to control the EGR device 3 . Thereafter, the main ECU 91 outputs the operation command value to the EGR control ECU 94 .

The function of the EGR control ECU 94 will be explained. The EGR control ECU 94 directly controls all actuators mounted on the EGR device 3 (in this embodiment, only the EGR valve 32 is controlled). The EGR control ECU 94 includes an independent computer independent of the other ECUs (main ECU 91 , injection control ECU 92 , and supercharging control ECU 93 ). The EGR control ECU 94 includes a CPU, a storage device, an input circuit, an output circuit, and a power supply circuit. The CPU executes control processing and computation processing. The storage device stores various programs and data. The power circuit is shared by other ECUs. The EGR control ECU 94 includes at least a computer that performs calculations independently of other ECUs.

The EGR control ECU 94 corrects the operation command value (target EGR ratio) input from the main ECU 91 .

The EGR control ECU 94 autonomously controls the EGR device 3 independently of the main ECU 91 in a specific mode.

The effect of controlling the ECU 94 with EGR will be described. In the present embodiment, the EGR device 3 is controlled by the main ECU 91 and the EGR control ECU 94 . Each of the ECUs 91, 93 includes a respective independent computer.

Therefore, in the case where the EGR device 3 is replaced with a device of a different version, it is only necessary to replace the EGR device 3 and the EGR control ECU 94 with new corresponding devices. Other ECUs such as the main ECU 91 will not be affected. In other words, other ECUs can be used without replacement.

Thus, in the case of replacing the EGR device 3, only a new EGR control ECU needs to be developed. This minimizes manpower for research and development in replacing the EGR device 3 .

A modification of the present embodiment will be described. In the above embodiments, the common rail fuel injection device 1 having the two-way injectors 13 is disclosed. The injection state of the two-way injector 13 is controlled by the operation of the solenoid valve 15 . However, the common rail fuel injection device 1 may include other injectors, such as direct drive injectors including actuators that directly drive the needles, such as piezoelectric actuators, and three-way injectors.

In the above-described embodiments, the common rail fuel injection device 1 is disclosed as an example of the fuel injection device. However, the present invention can be applied to an engine control system having other fuel injection devices such as gasoline engine fuel injection devices and diesel engine fuel injection devices that do not include the common rail accumulator 12 .

Additional advantages and modifications will readily appear to those skilled in the art. Therefore, the invention in its broader aspects is not limited to the specific details, representative apparatus, and illustrated examples that have been shown and described.

Claims (7)

1. a control system is used for the controlled object equipment (1-3) that control offers motor (11), and described control system comprises:

Main ECU (91) is used for calculating at least one operational order value according to the serviceability of described motor (11), and wherein said at least one operational order value is used to operate described controlled object equipment (1-3); And

Sub-ECU (92-94), it is independent of described main ECU (91), wherein:

Described sub-ECU (92-94) is non-independently to control described controlled object equipment (1-3) from advocating peace;

In the described controlled object equipment of main control (1-3), described sub-ECU (92-94) proofreaies and correct described at least one operational order value of being calculated by described main ECU (91) according to following at least one non-:

The serviceability of described motor (11); And

Corrected value, it is stored in the storage of described sub-ECU (92-94) to proofread and correct described at least one operational order value;

Described sub-ECU (92-94) comes the non-described controlled object equipment (1-3) of independently controlling by utilizing at least one operational order value of the described correction of being proofreaied and correct by described sub-ECU (92-94); And

In the described controlled object equipment of main control (1-3), when meet the following conditions at least one the time, described sub-ECU (92-94) is independent of described main ECU (91) and independently controls described controlled object equipment (1-3):

Order described sub-ECU (92-94) to be independent of the predetermined peripheral operation order that described main ECU (91) independently controls described controlled object equipment (1-3), be sent to described sub-ECU (92-94);

Allow described sub-ECU (92-94) to be independent of the operation trust order that described main ECU (91) independently controls described controlled object equipment (1-3), sent to described sub-ECU (92-94) by described main ECU (91); And

Described motor (11) is operated under predetermined serviceability.

2. control system as claimed in claim 1, wherein:

Described controlled object equipment (1-3) comprises at least one actuator (15,16,23,32) by described sub-ECU (92-94) control; And

Described sub-ECU (92-94) carries out training and operation, sub-ECU described in the described training and operation (92-94) carry out described controlled object equipment (1-3) from main control to improve the degree of accuracy of train value down:

Bid value, it is sent to described at least one actuator (15,16,23,32); And

When meet the following conditions at least one the time, the operation amount of described at least one actuator (15,16,23,32):

The outside training order of ordering described sub-ECU (92-94) to carry out described training and operation is sent to described sub-ECU (92-94); And

Described motor (11) is operated under predetermined training and operation state.

3. control system as claimed in claim 1, wherein:

Described controlled object equipment (1) is the fuel injection equipment (1) that is used to inject fuel into described motor (11); And

Described sub-ECU (92) is used for the injection control ECU (92) that control is installed at least one actuator (15,16) of described fuel injection equipment (1).

4. control system as claimed in claim 3, wherein:

Described fuel injection equipment (1) comprising:

The high-pressure service pump (14) that is used for the pumping high pressure fuel;

Be used for the common rail reservoir (12) of storage by the high pressure fuel of described high-pressure service pump (14) pumping; And

Be used for injection and be stored in the described sparger (13) of the high pressure fuel of rail reservoir (12) altogether;

Described at least one operational order value of being calculated by described main ECU (91) is a plurality of operational order values;

Described a plurality of operational order value is goal orbit pressure, target injection timing and target emitted dose;

In the described fuel injection equipment of main control (1), described injection control ECU (92) proofreaies and correct described a plurality of operational order value according to following at least one non-:

The serviceability of described motor (11); And

Described corrected value, it is stored in described injection and controls in the described storage of ECU (92) to proofread and correct described a plurality of operational order value;

By utilizing the operational order value of described a plurality of corrections of proofreading and correct, spray that control ECU (92) is non-independently to control following content by described injection control ECU (92):

The amount of fuel that is pumped by described high-pressure service pump (14) pumping;

The injection beginning of described sparger (13) regularly; And

The injection period of described sparger (13); And

In controlling described fuel injection equipment (1) voluntarily, described injection control ECU (92) is independent of described main ECU (91) and controls following content voluntarily:

The amount of fuel that is pumped by described high-pressure service pump (14) pumping;

The injection beginning of described sparger (13) regularly; And

The injection period of described sparger (13).

5. control system as claimed in claim 1, wherein:

Described controlled object equipment (2) is the pressurized machine (2) that is used to make described motor (11) supercharging; And

Described sub-ECU (93) is used for the pressurization control ECU (93) that control is installed at least one actuator (23) of described pressurized machine (2).

6. control system as claimed in claim 1, wherein:

Described controlled object equipment (3) is the EGR equipment (3) that is used for the part waste gas of described motor (11) is sent back to the air inlet side of described motor (11); And

Described sub-ECU (94) is used for the EGR control ECU (94) that control is installed at least one actuator (32) of described EGR equipment (3).

7. control system as claimed in claim 1, wherein:

Described controlled object equipment (1-3) is the first controlled object equipment (1-3);

Described motor (11) further is provided with the second controlled object equipment (1-3); And

Described sub-ECU (92-94) is the first sub-ECU (92-94) of the described first controlled object equipment (1-3) of control, described control system further comprises another sub-ECU (92-94), wherein said another sub-ECU (92-94) is the second sub-ECU (92-94) of the described second controlled object equipment (1-3) of control, wherein:

In the described first controlled object equipment (1-3) of main control, the described first sub-ECU (92-94) is independent of described main ECU (91) and independently controls the described first controlled object equipment (1-3); And

The described first sub-ECU (92-94) replaces described main ECU (91) to calculate at least one operational order value, and the described second sub-ECU (92-94) uses described at least one operational order value to operate the described second controlled object equipment (1-3).

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