JP2018178722A - Electronic control unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology for suppressing the reduction of torque which is generated by an internal combustion engine.SOLUTION: An ECU 30 comprises a command part 46, an estimation part 47 and a correction part 48. The command part calculates command torque being torque which is required for an engine 20 on the basis of a drive state of a vehicle. The estimation part acquires a drive signal of an injector 21 which is generated by an injection control region 38, and calculates generation torque being torque which is estimated to be generated by the engine on the basis of the drive signal. The correction part acquires the generation torque and the command torque, and when the generation torque is smaller than the command torque, sets a correction value for increasing an injection amount of fuel which is injected and supplied by the injector for at least one of an output period of the drive signal and a start period of the drive signal. A monitor part 36 determines whether or not there is a possibility of a malfunction in at least one of the estimation part, the command part and the correction part.SELECTED DRAWING: Figure 2

Description

  The present disclosure relates to technology for injecting and supplying fuel to an internal combustion engine by being mounted on a vehicle and driving a fuel injection valve.

  There is known a technique of calculating a target torque, setting an injection amount based on the target torque, and driving a fuel injection valve so as to inject and supply fuel of the injection amount to an internal combustion engine (see Patent Document 1) ).

U.S. Pat. No. 8,912,745

  In the technique of Patent Document 1, a signal for driving a fuel injection valve is calculated based on a target torque. The target torque is calculated, for example, based on the driving state of the vehicle, such as the accelerator opening degree and the engine rotation speed. Further, in the technique of Patent Document 1, when a failure occurs in the configuration for calculating the target torque, a signal (hereinafter, drive signal) for driving the fuel injection valve is calculated using the monitoring torque instead of the target torque. . The monitoring torque is calculated independently of the target torque.

  However, in the technique of Patent Document 1, even if the monitoring torque is used, when a failure occurs in the configuration for calculating the drive signal, the drive signal is not properly calculated, and for example, the torque generated by the internal combustion engine decreases. The problem of can arise.

  One aspect of the present disclosure provides a technique for suppressing reduction in torque generated by an internal combustion engine in an electronic control device mounted on a vehicle.

  One aspect of the present disclosure is an electronic control device, which is mounted on a vehicle and injects and supplies fuel to an internal combustion engine by driving a fuel injection valve. The electronic control device includes a command unit (46), an estimation unit (47), a correction unit (48), and a monitoring unit (36). The command unit calculates a command torque which is a torque required of the internal combustion engine based on the driving state of the vehicle. The estimation unit acquires a drive signal generated by a drive signal unit that generates a drive signal that is a signal for driving a fuel injection valve based on an operating state of a vehicle, and estimates that an internal combustion engine is generated based on the drive signal. Calculate the generated torque which is the torque to be

  The correction unit acquires the generated torque and the command torque, and when the generated torque is less than the command torque, at least one of the output period of the drive signal and the start timing of the drive signal, A correction value for increasing the injection amount is set. The monitoring unit determines whether or not at least one of the estimation unit, the command unit, and the correction unit has a possibility of failure.

  In such a configuration, if a failure occurs in the drive signal unit and an inappropriate drive signal is generated, and if the generated torque is less than the command torque, the injection amount is increased relative to the drive signal. The correction value is set. The correction value is generated by the command unit, the estimation unit, and the correction unit, and the command unit, the estimation unit, and the correction unit determine whether there is a possibility of failure by the monitoring unit.

  With such a configuration, for example, the correction value is set when there is no possibility of failure in at least one of the estimation unit, the command unit, and the correction unit, etc., according to the result of the determination by the monitoring unit. It is possible to set the correction value. As a result, since the correction value for increasing the injection amount is appropriately set by the configuration having no possibility of failure, it is possible to suppress the reduction of the torque.

  In addition, the reference numerals in parentheses described in this column and the claims indicate the correspondence with the specific means described in the embodiment described later as one aspect, and the technical scope of the present disclosure It is not limited.

FIG. 1 is a block diagram showing the configuration of a fuel injection system. The symbol block diagram showing the function of ECU. FIG. 2 is a block diagram showing the configuration of a drive output unit. The figure which demonstrates a mode that the present drive signal after correction | amendment is produced | generated by setting the correction value of an output period. 6 is a flowchart of correction processing. The figure which demonstrates a mode that the present drive signal after correction | amendment is produced | generated by setting the correction value of start time. The figure which demonstrates a mode that the present drive signal after correction | amendment is produced | generated by setting the correction value of an output period, and the correction value of start time. The figure which demonstrates a mode that a correction value is set with respect to the signal for performing main injection among drive signals.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.
First Embodiment
[1-1. Constitution]
The fuel injection system 1 shown in FIG. 1 is, for example, for supplying fuel to a four-cylinder diesel engine 20 (hereinafter referred to as an engine 20) for an automobile. The fuel injection system 1 includes an electronic control unit (hereinafter, ECU) 30 that controls the fuel injection system 1. ECU is an abbreviation of Electronic Control Unit. The fuel injection system 1 may include a crank angle sensor 11, a vehicle speed sensor 12, and an accelerator sensor 13 as sensors for detecting the driving state of the vehicle. The fuel injection system 1 may also include an engine 20 and an injector 21.

  The injector 21 injects and supplies fuel to the engine 20. Although FIG. 1 shows an engine 20 provided with four injectors 21, that is, a four-cylinder engine 20, the engine 20 is not limited to four cylinders, and any number of cylinders may be used. It may be provided. Also, the engine 20 may be a gasoline engine.

  The crank angle sensor 11 detects a crank angle of the engine 20 and a rotational speed NE of the engine 20 based on the crank angle. The vehicle speed sensor 12 detects the speed (hereinafter, vehicle speed) V of the vehicle. The accelerator sensor 13 detects an accelerator opening degree ACC that represents the amount of operation of the accelerator by the driver. The rotational speed sensor 11, the vehicle speed sensor 12, and the accelerator sensor 13 each output a detection result to the ECU 30.

  The ECU 30 includes a microcomputer 35 having a CPU 31 and a semiconductor memory (hereinafter, memory 32) such as a RAM, a ROM, and a flash memory. Further, the ECU 30 includes a monitoring unit 36 and a drive output unit 37.

  Various functions of the ECU 30 are realized by the ECU 30 executing a program stored in a non-transitional tangible storage medium. In this example, the memory 32 corresponds to a non-transitional tangible storage medium storing a program. Also, by executing this program, a method corresponding to the program is executed. The ECU 30 may include one microcomputer or a plurality of microcomputers.

  The ECU 30 has a target torque calculation unit 41, an injection amount calculation unit 42, a rotation angle calculation unit 45, and a command unit 46, as shown in FIG. , An estimation unit 47, and a correction unit 48. In the present embodiment, a case will be described where the method for realizing these elements constituting the ECU 30 is software.

  However, the method for realizing these elements constituting the ECU 30 is not limited to software, and part or all of the elements may be realized using one or more hardware. For example, when the above function is implemented by an electronic circuit that is hardware, the electronic circuit may be implemented by a digital circuit including a large number of logic circuits, an analog circuit, or a combination thereof.

  In the present embodiment, the microcomputer 35 includes an injection control area 38 and a monitoring area 39. The injection control area 38 includes a target torque calculation unit 41 and an injection amount calculation unit 42. The injection control area 38 generates a drive signal which is a signal for driving the injector 21 by these configurations.

  The monitoring area 39 includes a rotation angle calculation unit 45, a command unit 46, an estimation unit 47, and a correction unit 48. With these configurations, the monitoring area 39 sets a correction value for the drive signal with respect to at least one of the output period of the drive signal and the start timing of the drive signal.

  Here, software for realizing the configuration of the monitoring area 39 is protected by a memory protection function or the like of the microcomputer 35. The memory protection function may include, for example, a function of detecting that the injection control area 38 has an unauthorized access to the monitoring area 39. Unauthorized access includes, for example, software for realizing the configuration of the monitoring area 39, and rewriting of a memory used for the software, etc. by software for realizing the configuration of the injection control region 38. obtain.

  Also, the memory protection function may include, for example, a function of detecting that an error has occurred in software that implements the configuration provided in the monitoring area 39. The microcomputer 35 outputs a pulse signal (hereinafter referred to as a monitoring pulse) at a predetermined cycle to the monitoring unit 36, and stops the output of the monitoring pulse when the above-mentioned improper access or software error is detected. .

Then, each composition with which injection control field 38, surveillance field 39, and drive output part 37 are provided is explained.
[Injection control area]
The target torque calculation unit 41 acquires the driving state of the vehicle, and sets a certain torque based on the acquired driving state of the vehicle. The torque is a torque to be generated by the engine 20, and the injection amount calculation unit 42 is an amount of fuel required to generate the torque, and represents an amount of fuel to be injected and supplied to the injector 21. Set. Then, the injection amount calculation unit 42 generates a drive signal for driving the injector 21 so as to cause the engine 20 to inject and supply the set injection amount of fuel. The generated drive signal is output to the drive output unit 37.

  Here, the driving state of the vehicle is represented by the detection results by the sensors 11 and 13 that detect the state of the vehicle, such as the rotational speed NE and the accelerator opening degree ACC. Since these detection results change according to the intention of the driver who operates the vehicle, the driving state of the vehicle referred to here is the driving state of the vehicle that the driver intends, that is, the driver requests. It can be said that.

  That is, it can be said that the above-mentioned torque set by the target torque calculation unit 41 is a torque required of the engine 20. Hereinafter, the torque required for the engine 20, which is calculated by the target torque calculation unit 41, is referred to as a target torque.

  Specifically, the target torque calculation unit 41 acquires the rotational speed NE and the accelerator opening degree ACC as the driving state of the vehicle, and uses a map in which the rotational speed NE and the accelerator opening degree ACC are associated with the target torque. Target torque according to the acquired rotational speed NE and the acquired accelerator opening degree ACC. The map is stored in advance in the memory 32.

  Further, the injection amount calculation unit 42 acquires the target torque and the vehicle speed V, and uses the map in which the target torque and the vehicle speed V are associated with the injection amount, the injection amount according to the target torque and the acquired vehicle speed Set The map is stored in advance in the memory 32. The injection amount calculation unit 42 thus sets the amount of fuel required to cause the engine 20 to generate the target torque as the injection amount.

  The injector 21 injects and supplies fuel while the drive signal is output, and stops the injection supply when the drive signal is not output. The injection amount calculation unit 42 sets an output period of the drive signal and a start timing of the drive signal so that the fuel of the set injection amount is supplied to the engine 20. The output period of the drive signal represents a period during which the drive signal is output to the injector 21. The start timing of the drive signal represents a timing when the output of the drive signal to the injector 21 is started.

  The drive signal is output in synchronization with the rotation angle of the engine 20 (hereinafter, the rotation angle). Here, 720 ° CA is set as a rotation angle for one cycle (hereinafter, one combustion cycle) of the combustion cycle (hereinafter, combustion cycle) of the engine 20. The combustion cycle includes four strokes of suction, compression, explosion and exhaust in one combustion cycle. CA is an abbreviation of Crank Angle. The start timing of the drive signal is represented by the rotation angle in one combustion cycle. The unit is CA. The output period of the drive signal is expressed in units of time (for example, sec).

  In the present embodiment, the start timing of the drive signal is set after a predetermined period of time in the combustion cycle, when the piston (not shown) provided in the cylinder is located at the top dead center. The predetermined period is stored in advance in the memory 32. However, the present invention is not limited to this, and the start timing of the drive signal may be set arbitrarily.

  The injection amount calculation unit 42 sets a period required for causing the injector 21 to inject the fuel of the set injection amount at the start timing of the drive signal as the output period of the drive signal. The output period of the drive signal is set based on a map in which the start timing and the injection amount of the drive signal are associated with the output period of the drive signal. The map is stored in the memory 32.

As described above, the injection control area 38 outputs the drive signal to the drive output unit 37 over the output period of the drive signal when the start timing of the drive signal is reached for each combustion cycle.
Next, respective configurations of the monitoring area 39 will be described.

[Monitoring area]
The rotation angle calculation unit 45 acquires a crank angle from the crank angle sensor 11, and calculates a rotation angle based on the crank angle. The rotation angle represents, for example, 720 ° CA as one combustion cycle, and indicates to which angle in one combustion cycle the acquired crank angle corresponds. The unit of rotation angle is ° CA. The rotation angle calculation unit 45 outputs the calculated rotation angle, for example, every 6 ° CA or 20 ° CA. Since the configuration for calculating the rotation angle in this manner is known in various documents, detailed description will be omitted here.

  The command unit 46 calculates a command torque. The command torque is a torque that is calculated by the command unit 46 based on the above-described operating condition of the vehicle, and represents the torque required of the above-described engine 20. That is, similar to the target torque calculation unit 41, the command unit 46 acquires the rotational speed NE and the accelerator opening degree ACC as the driving state of the vehicle. The command unit 46 calculates a command torque according to the rotational speed NE and the accelerator opening ACC, using a map in which the rotational speed NE and the accelerator opening ACC are associated with the command torque.

  However, in the present embodiment, the map used by the command unit 46 is stored in advance in the area of the memory 32 which is not shared with the configuration included in the injection control area 38 (hereinafter, not shared area). Not shared here means that at least rewriting is not performed. That is, even if a failure occurs in the injection control region 38, the command unit 46 does not rewrite the injection control region 38 in which the failure occurred, so that the command torque can be calculated without being affected by the failure. Is configured.

In the present embodiment, the command unit 46 is configured to calculate the command torque for each combustion cycle.
The estimation unit 47 acquires the drive signal generated by the injection control area 38. In the present embodiment, the drive signal is obtained by being branched from the input to the OR circuit 53 in the drive output unit 37 described later, but is not limited to this. The estimation unit 47 calculates the generated torque based on the acquired drive signal. The generated torque is a torque estimated to be generated by the engine 20 as the injector 21 is driven according to the drive signal and the fuel is injected and supplied to the engine 20.

  The estimation unit 47 first specifies the start timing of the drive signal, the output period of the drive signal, and the end timing of the drive signal based on the acquired drive signal. The start timing of the drive signal represents the rise timing of the drive signal by the rotation angle in one combustion cycle, and the end timing of the drive signal represents the fall timing of the drive signal by the rotation angle in one combustion cycle It is. The output period of the drive signal represents a period from the rise of the acquired drive signal to the fall thereof.

  The estimation unit 47 acquires the rotation angle from the rotation angle calculation unit 45, and specifies the start timing of the acquired drive signal and the end timing of the acquired drive signal based on the acquired rotation angle. Further, the estimation unit 47 specifies an output period of the acquired drive signal using a free running timer (not shown) included in the microcomputer 35.

  Next, the estimation unit 47 calculates the generated torque based on the acquired start timing of the drive signal and the output period of the acquired drive signal. The estimation part 47 calculates the generated torque according to the start time of the acquired drive signal and the output period of the acquired drive signal using the map which matched the start timing and the output period, and the generated torque. The map is stored in advance in the non-shared area of the memory 32 in the same manner as the map used by the command unit 46.

  The estimation unit 47 outputs the generated torque to the correction unit 48 for each combustion cycle. Further, the estimation unit 47 outputs the end timing of the acquired drive signal to the correction unit 48 for each combustion cycle. The present invention is not limited to this, and the estimation unit 47 outputs, to the correction unit 48, at least one of the generated torque, the acquired drive signal start timing, and the acquired drive signal end timing for each combustion cycle. Can be configured as follows.

  The correction unit 48 acquires the generated torque from the estimation unit 47 and acquires the command torque from the command unit 46 in the current combustion cycle (hereinafter referred to as the current combustion cycle), and when the generated torque is less than the command torque, The correction value is set to the drive signal acquired by the estimation unit 47 in the combustion cycle of

  In other words, the correction unit 48 acquires the command torque which is the command torque and the past command torque in the combustion cycle of the past combustion cycle, and the generated torque which is the generated torque and the past generation torque in the combustion cycle of the past combustion cycle. Then, when the generated torque in the past is less than the command torque in the past, the correction unit 48 sets a correction value for the drive signal acquired by the estimation unit 47, which is the current drive signal in the current combustion cycle.

  The correction value is set to increase the injection amount of fuel by the injector 21. In the present embodiment, the correction unit 48 sets a correction value for the output period of the current drive signal. The correction unit 48 obtains the difference between the past generated torque and the past command torque, and a longer period corresponding to the obtained difference than the output period of the past drive signal corresponds to the current drive signal after correction. The correction value of the output period is set so as to be the output period. Here, the past drive signal is a drive signal acquired by the estimation unit 47, and means a drive signal one combustion cycle past the current combustion cycle. The drive signal acquired by the above-described estimation unit 47 corresponds to the past drive signal here.

  The correction unit 48 sets the correction start timing and the correction output period as the correction value of the output period. The correction start time refers to the time when the drive output unit 37 starts to output the correction pulse. The correction pulse is a signal used to correct the current drive signal. The correction start timing is represented by the rotation angle in the combustion cycle, and the correction output period is a period in which the drive output unit 37 outputs a correction pulse.

  The correction unit 48 first obtains the end timing of the past drive signal from the estimation unit 47, and sets the end timing of the past drive signal as the correction start timing. Next, based on a map in which the magnitude of the torque generated by engine 20 and the time for driving injector 21 are associated, correction unit 48 corresponds to an injector corresponding to the difference between the generated torque in the past and the command torque in the past. The drive time of 21 is calculated, and the drive time is specified as a correction output period. The map is stored in advance in a non-shared area in the memory 32. Then, the correction unit 48 outputs the correction start timing and the correction output period to the drive output unit 37.

[Monitoring department]
The monitoring unit 36 is configured to acquire a monitoring pulse output by the memory protection function of the microcomputer 35.

  While the monitoring pulse is acquired, the monitoring unit 36 is configured to determine that at least one of the command unit 46, the estimation unit 47, and the correction unit 48 has no possibility of failure. The fact that no failure has occurred means that no unauthorized access or software error has been detected in the monitoring area 39.

  The monitoring unit 36 is configured to determine that at least one of the command unit 46, the estimation unit 47, and the correction unit 48 has a possibility of failure when the monitoring pulse is not acquired for a predetermined period or more. It is done. The monitoring unit 36 outputs a failure occurrence signal to the drive output unit 37 when at least one of the command unit 46, the estimation unit 47, and the correction unit 48 has a possibility of failure. The failure occurrence signal is a signal indicating that at least one of the command unit 46, the estimation unit 47, and the correction unit 48 has a possibility of failure.

[Drive output section]
When the monitoring unit 36 determines that there is no possibility of failure, the drive output unit 37 acquires the current drive signal and the correction value of the output period, and based on the acquired correction value of the output period, the drive signal And corrects the output period, and outputs the corrected drive signal to the injector 21. The drive output unit 37 uses the current drive signal as the drive signal.

  Specifically, as shown in FIG. 3, the drive output unit 37 includes a matching circuit 51, a timer 52, and an OR circuit 53. The matching circuit 51 acquires the rotation angle from the rotation angle calculation unit 45, and acquires the correction start time from the correction unit 48. The matching circuit 51 repeatedly compares the acquired rotation angle with the correction start timing, and outputs a correction start request to the timer 52 when the rotation angle matches the correction start timing.

  The timer 52 is configured to obtain the correction output period from the correction unit 48. The timer 52 is configured to output a correction pulse during a correction output period, as shown in FIG. 4, triggered by the output of the correction start request from the matching circuit 51.

The OR circuit 53 acquires the current drive signal, generates a corrected current drive signal which is the logical sum of the current drive signal and the correction pulse, and outputs the corrected current drive signal to the injector 21.
As a result, as shown in FIG. 4, the output period of the current drive signal after correction is set longer than the output period of the current drive signal before correction. In particular, in the present embodiment, the output period of the corrected current drive signal is set to be longer than the output period of the current drive signal before the correction by an amount corresponding to the difference between the past generated torque and the past command torque. .

  That is, since the injection amount by the injector 21 can be increased by the amount corresponding to the difference between the past generated torque and the past command torque, the torque generated by the engine 20 can be increased by the amount corresponding to the difference. it can. As a result, in the current combustion cycle, the reduction in torque generated by the engine 20 is suppressed.

  In the present embodiment, the drive output unit 37 supplies power to the matching circuit 51 and the timer 52 so that the timer 52 does not output the correction pulse when the failure occurrence signal is output from the monitoring unit 36. It is configured to stop. As a result, the current drive signal input to the OR circuit 53 is output to the injector 21 as it is. That is, in the drive output unit 37, when at least one of the command unit 46, the estimation unit 47, and the correction unit 48 has a possibility of failure, the current drive signal is output to the injector 21 as it is.

  In this manner, in the ECU 30, the current drive that is the drive signal in the combustion cycle following the combustion cycle in which the past drive signal is acquired by the correction unit 48 based on the past drive signal acquired by the estimation unit 47. A correction value for the signal is set, and the drive output unit 37 outputs the corrected current drive signal to the injector 21.

[1-2. processing]
Next, the correction process performed by the correction unit 48 will be described using the flowchart of FIG. The correction process is repeatedly performed for each combustion cycle.

In S10, the correction unit 48 acquires the past command torque and the past generated torque as described above, and determines whether the past generated torque is less than the past command torque.
Here, the correction unit 48 ends the present correction processing when the past generated torque is equal to or more than the past command torque. Thereby, the correction value of the output period is not set. In the present embodiment, the initial value of the correction value of the output period is set to 0, and is stored in advance in the memory 32. When the correction value of the output period is not set, 0 is used as the correction value of the output period, so the current drive signal is output from the drive output unit 37 to the injector 21 as it is.

On the other hand, when the generated torque is less than the command torque, the correction unit 48 shifts the process to S20.
In S20, the correction unit 48 sets the correction value of the output period and the correction start timing as described above.

In S30, the correction unit 48 outputs the correction value of the output period and the correction start timing to the matching circuit 51 of the drive output unit 37. Then, the present correction processing is ended.
[1-3. effect]
According to the first embodiment described above, the following effects can be obtained.

  (1a) The ECU 30 determines whether at least one of the command unit 46, the estimation unit 47, the correction unit 48, the command unit 46, the estimation unit 47, and the correction unit 48 has a possibility of failure. And a monitoring unit 36. When the generated torque is less than the command torque calculated based on the driving state of the vehicle by the command unit 46, the estimation unit 47, and the correction unit 48, the ECU 30 increases the injection amount of the fuel supplied by the injector 21. Set the correction value to make it

  As a result, for example, when at least one of the command unit 46, the estimation unit 47, and the correction unit 48 has no possibility of failure, the correction value is set by these configurations, etc. Accordingly, it becomes possible to set the correction value. In this case, a correction value for increasing the injection amount is set, and a correction value is set when there is no possibility of a failure in command unit 46, estimation unit 47, and correction unit 48. By setting the correction value which is not appropriate by the above, it is possible to suppress the decrease in torque occurring against the driving condition of the vehicle, ie against the driver's intention.

  (1b) If the drive output unit 37 determines that there is no possibility of failure in at least one of the command unit 46, the estimation unit 47, and the correction unit 48 by the monitoring unit 36, the drive signal and the above-described A correction value is obtained, the output period of the drive signal is corrected based on these correction values, and the drive signal after correction is output to the injector 21.

  As a result, the drive signal after correction has a longer output period than the drive signal before correction. That is, since the injection quantity by the injector 21 can be increased, the torque generated by the engine 20 can be increased. As a result, even if the past drive signal is not properly generated due to the failure of the injection control area 38, it is possible to suppress the decrease in the torque generated by the engine 20.

  (1c) The drive output unit 37 sends the drive signal to the injector 21 when it is determined by the monitoring unit 36 that at least one of the command unit 46, the estimation unit 47, and the correction unit 48 has a possibility of failure. Output. The drive signal here is a drive signal before the correction based on the correction value is performed. That is, the drive output unit 37 outputs the drive signal generated in the injection control area 38 to the injector 21 as it is, when there is a possibility of failure.

  As a result, when at least one of the command unit 46, the estimation unit 47, and the correction unit 48 has a possibility of a failure, the torque generated by the engine 20 by setting an incorrect correction value due to the failure. Can be suppressed.

  (1d) The drive output unit 37 is configured to generate a drive signal for each combustion cycle of the engine 20. The command unit 46 calculates a command torque for each combustion cycle, and the estimation unit 47 calculates a generated torque for each combustion cycle. The correction unit 48 acquires a past command torque and a past generated torque, and sets a correction value for the current drive signal when the past generated torque is less than the past command torque. Here, the drive output unit 37 uses the current drive signal as the drive signal.

As a result, the reduction of the torque generated by the engine 20 can be suppressed by a simple configuration in which the correction value is set for the current drive signal.
(1e) The correction unit 48 is a correction value for the output period, and the output period of the drive signal after correction is generated earlier than the output period of the drive signal in the past combustion cycle which is the drive signal. It is configured to set a correction value to be lengthened according to the difference between the torque and the command torque in the past.

  In particular, in the present embodiment, the correction unit 48 makes the output period of the drive signal after correction longer than the output period of the drive signal in the past according to the difference between the generated torque in the past and the command torque in the past. The value is configured to set.

  As a result, even if the past drive signal is not properly generated due to the failure of the injection control area 38, if the past generated torque is less than the past command torque, after correction according to these differences Since the output period of the drive signal of (1) is extended, the same effect as (1b) can be obtained.

[1-4. Modified example]
In the above embodiment, the correction unit 48 sets the correction output period and the correction start time as a correction value for the output period, and the output period of the drive signal after correction is more than the output period of the past drive signal. According to the difference between the past generated torque and the past command torque, the length is increased, but the invention is not limited to this.

  (1) The correction unit 48 sets a correction value for the output period, which makes the output period of the drive signal after correction longer by a predetermined period than the output period of the past drive signal. It may be configured to The current drive signal may be used as the drive signal. The predetermined period may be stored in the memory 32. The current drive signal may be used as the drive signal. As a result, it is possible to suppress a decrease in torque generated by the engine 20 with a simple configuration.

  (2) The correction unit 48 is a correction value for the start time, and the difference between the generation torque of the past and the command torque of the past is the difference between the start time of the drive signal after correction and the start time of the past drive signal. The correction value to be advanced according to may be set. The current drive signal may be used as the drive signal.

  For example, the correction unit 48 may specify a correction output period corresponding to the difference between the past generated torque and the past command torque based on the map, as in the above embodiment. The correction unit 48 acquires the start time of the drive signal in the past from the estimation unit 47, and sets the time when the start time of the drive signal in the past is advanced by an amount corresponding to the correction output period as the correction start time. Good. The correction start time is represented by a rotation angle. The correction unit 48 may be configured to output the correction start timing and the correction output period as the correction values for the start timing to the drive output unit 37 as in the above embodiment.

  Thus, as shown in FIG. 6, the start timing of the corrected current drive signal corresponds to the difference between the generated torque in the past and the command torque in the past than the start timing of the current drive signal before correction, It is set quickly. That is, since the injection amount by the injector 21 can be increased by the amount corresponding to the difference between the past generated torque and the past command torque, the torque generated by the engine 20 can be increased by the amount corresponding to the difference. it can.

  The correction value for the start time is preferably set when the start time of the current drive signal before correction is set later than the top dead center in the combustion cycle as described above.

  (3) The correction unit 48 sets a correction value for the start time, which makes the start time of the drive signal after correction a predetermined period earlier than the start time of the past drive signal. It may be configured as follows. As a result, it is possible to suppress a decrease in torque generated by the engine 20 with a simple configuration. As in (2), it is desirable that the correction value for the start timing be set when the start timing of the current drive signal before correction is set later than the top dead center in the combustion cycle.

(4) As shown in FIG. 7, the correction unit 48 may be configured to set both the correction value for the output period and the correction value for the start timing.
[2. Second embodiment]
The basic configuration of the second embodiment is the same as that of the first embodiment, so the difference will be described below. The same reference numerals as those in the first embodiment denote the same components, and reference is made to the preceding description.

  In the second embodiment, the drive signal is a signal for causing the injector 21 to execute the main injection and at least one of the after injection following the main injection and the pilot injection before the main injection in the combustion cycle. Good. FIG. 8 shows drive signals for causing the injector 21 to execute the pilot injection, the main injection, and the after injection. In addition, it is not limited to this, a drive signal may make injector 21 perform pilot injection and main injection, and may make main injection and after injection perform. Good.

  The main injection causes the engine 20 to generate a torque according to the driving state of the vehicle. The pilot injection is performed to pre-mix air and fuel before ignition by the main injection. In the after injection, fuel is injected after the main injection to purify the exhaust gas by burning smoke which is an unburned component generated in the cylinder by the main injection.

  The drive signal is not limited to these, and although not shown, it may include a signal for causing the injector 21 to execute the pre-injection. The pre-injection suppresses the rapid combustion in the main injection by injecting the fuel before the main injection and burning the fuel in the cylinder before the main injection.

Then, as shown in FIG. 8, the correction unit 48 may be configured to set a correction value for a signal for executing the main injection among such drive signals.
According to such a second embodiment, the correction value is set for the signal for performing the main injection, so temporarily than when the correction value is set for the injection other than the main injection, The reduction in torque can be effectively suppressed.

[3. Other embodiments]
As mentioned above, although embodiment of this indication was described, this indication can be variously deformed and implemented, without being limited to the above-mentioned embodiment.

  (3a) In the above embodiment, the correction unit 48 uses the command torque and the generated torque in the combustion cycle of one combustion cycle past as the past command torque and the past generated torque, respectively. is not. The correction unit 48 may use the command torque and the generated torque in the past two combustion cycles as the past command torque and the past generated torque, respectively.

  (3b) In the above embodiment, when the failure occurrence signal is output from the monitoring unit 36, the drive output unit 37 is configured to output the current drive signal as it is to the injector 21, but is limited to this. It is not a thing. The drive output unit 37 can be configured not to output the drive signal to the injector 21 when the failure occurrence signal is output from the monitoring unit 36.

  (3c) In the said embodiment, although the driving | running state of the vehicle was represented by the detection result by the sensors 11 and 13, it is not limited to this. For example, the target torque calculation unit 41 may be configured to calculate the target torque based on an instruction signal from another ECU that indicates the driving state of the vehicle, or the command unit 46 may calculate the command torque. It may be configured.

  (3d) In the above embodiment, the correction unit 48 specifies the correction output period based on the map, and the map associates the magnitude of the torque generated by the engine 20 with the time for driving the injector 21. It was However, it is not limited to this. The map is, for example, a map in which the magnitude of the torque generated by the engine 20 is associated with the time for driving the injector 21 and may be represented at each correction start time.

(3e) The engine 20 may be a gasoline engine.
(3f) The multiple functions of one component in the above embodiment may be realized by multiple components, or one function of one component may be realized by multiple components . Also, a plurality of functions possessed by a plurality of components may be realized by one component, or one function realized by a plurality of components may be realized by one component. In addition, part of the configuration of the above embodiment may be omitted. In addition, at least a part of the configuration of the above-described embodiment may be added to or replaced with the configuration of the other above-described embodiment. In addition, all the aspects contained in the technical thought specified from the wording described in the claim are an embodiment of this indication.

  (3g) In addition to the above-described ECU 30, a program for causing the ECU 30 to function, a non-transient actual recording medium such as a semiconductor memory storing the program, a fuel injection control method, and the like to realize the present disclosure in various forms. You can also.

[4. Correspondence between the embodiment and the claims]
The engine 20 corresponds to an internal combustion engine, and the injector 21 corresponds to a fuel injection valve.
The ECU 30 corresponds to an electronic control unit, and the injection control area 38 corresponds to a drive signal unit.

  30 ECU, 36 monitoring unit, 46 command unit, 47 estimation unit, 48 correction unit.

Claims (7)

An electronic control unit (30) mounted on a vehicle and injecting and supplying fuel to an internal combustion engine by driving a fuel injection valve,
A command unit (46) that calculates a command torque that is a torque required for the internal combustion engine based on the driving state of the vehicle;
Acquiring the drive signal generated by a drive signal unit that generates a drive signal that is a signal for driving the fuel injection valve based on an operating state of the vehicle, and generating the internal combustion engine based on the drive signal An estimation unit (47) that calculates a generated torque that is an estimated torque;
The generated torque and the command torque are acquired, and when the generated torque is less than the command torque, the fuel injection valve supplies the fuel injection valve for at least one of the output period of the drive signal and the start timing of the drive signal. A correction unit (48) for setting a correction value for increasing the injection amount of the fuel to be
A monitoring unit (36) that determines whether or not there is a possibility of failure in at least one of the estimation unit, the command unit, and the correction unit;
An electronic control unit comprising: The electronic control device according to claim 1, wherein
When it is determined by the monitoring unit that there is no possibility of the failure, the drive signal and the correction value are acquired, and based on the correction value, the output period of the drive signal and the start timing of the drive signal A drive output unit (37) that corrects at least one of the above and outputs the corrected drive signal to the fuel injection valve
An electronic control unit further comprising The electronic control device according to claim 2, wherein
The electronic control unit, wherein the drive output unit outputs the drive signal to the fuel injection valve when it is determined by the monitoring unit that there is a possibility of the failure. The electronic control device according to any one of claims 2 to 3, wherein
The drive signal unit is configured to generate the drive signal for each combustion cycle of the internal combustion engine,
The command unit calculates the command torque for each of the combustion cycles,
The estimation unit calculates the generated torque for each of the combustion cycles,
The correction unit acquires the past command torque in the past combustion cycle and the past generated torque in the past combustion cycle, which is the command torque, and the past generated torque is the past torque. And setting the correction value for the current drive signal in the current combustion cycle, which is less than the past command torque.
The electronic control unit, wherein the drive output unit uses the current drive signal as the drive signal. The electronic control device according to claim 4, wherein
The correction unit is a correction value for the output period, and makes the output period of the drive signal after the correction longer than the output period of the drive signal which is the drive signal and in the past combustion cycle. Electronic control device to set the correction value. The electronic control device according to claim 4 or 5, wherein
The correction unit is a correction value for the start time, and corrects the start time of the drive signal after the correction earlier than the start time of the drive signal in the past combustion cycle, which is the drive signal. Set value, electronic control unit. The electronic control device according to any one of claims 1 to 6, wherein
The drive signal is a signal for causing the fuel injection valve to execute a main injection and at least one of an after injection following the main injection and a pilot injection before the main injection in the combustion cycle,
The correction unit sets the correction value for a signal for performing the main injection among the drive signals.

Images