JPH07310571A - Controller for internal combustion engine with clutch - Google Patents

Abstract

PURPOSE:To expand a fuel cut area so as to improve running fuel consumption of a vehicle by determining that it is in a control area, in which fuel injection is temporarily stopped, if a deceleration condition of the vehicle is determined when control quantity for a clutch arranged between an engine output shaft and a continuously variable transmission is the predetermined value or more. CONSTITUTION:A controller for an internal combustion engine provided with a clutch comprises an electromagnetic clutch connection condition controlling means 51 controlling a connection condition of an electromagnetic clutch on the basis of a vehicle speed signal, a number of engine revolutions signal, and an accelerator opening signal, and a deceleration determining means 52 determining whether the vehicle is in a deceleration condition or not on the basis of the number of engine revolutions signal and the accelerator opening signal. When it is determined that control quantity for the electromagnetic clutch is the predetermined value or more and the vehicle is in a vehicle deceleration condition by means of a fuel cut zone determining means 53, it is determined as a fuel cut zone so that a fuel cut means 55 is operated, and as result, fuel supply to an ink injector is cut off. On the other hand, in this process, output torque is controlled on the basis of output torque correction quantity decided by an output torque correction quantity deciding means 54.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an internal combustion engine with a clutch provided with, for example, an electromagnetic clutch between an engine output shaft and a continuously variable transmission.

[0002]

2. Description of the Related Art As a conventional control device for a clutch-equipped internal combustion engine, for example, a clutch control device for an electromagnetic clutch-type continuously variable transmission disclosed in Japanese Patent Laid-Open No. 60-161224 is known. This clutch control device, when using an electromagnetic clutch and a continuously variable transmission in combination, optimally controls the electromagnetic clutch in each state of vehicle traveling to obtain a desired vehicle traveling performance and to maintain a steady traveling state. At least a reverse excitation mode, a start mode, a drag mode, and two types of direct connection modes depending on the accelerator pedal depression state are provided. Then, this clutch control device determines the mode in accordance with various input signals for determining each select position and the traveling state, and controls the exciting current of the electromagnetic clutch to control the transmission torque of the electromagnetic clutch. Control.

In addition to the above electromagnetic clutch control device, the fuel injection amount of the engine and the optimum ignition timing are set by various input signals for determining the operating state of the engine,
A control device for an internal combustion engine that controls a fuel injection valve (injector) and an ignition coil according to a set fuel injection amount and ignition timing is generally known.

In the control device for the internal combustion engine, the control for temporarily stopping the fuel supply (fuel cut) at the time of vehicle deceleration is based on the engine speed Ne, and various factors are additionally considered. I'm doing it. For example, most commonly, the fuel cut is executed when it is determined that the engine speed Ne is higher than the fuel cut determination speed Ne1 and the throttle opening is fully closed. In this way, in the conventional control device, fuel is not consumed when the vehicle decelerates, so that the traveling fuel efficiency of the vehicle is improved. Since the effect of improving the running fuel consumption becomes larger as the fuel cut region is expanded, it is desired to set the fuel cut determination rotation speed Ne1 as low as possible.

[0005]

However, as described above, the conventional device is configured such that the internal combustion engine, the clutch, and the continuously variable transmission are independently controlled, and the fuel cut determination rotation is performed. The number Ne1 is set to be high at least so that the vehicle is in a decelerated state in which the clutch is engaged so that engine stall does not occur, so that the fuel cut region is narrowed and the fuel cut time cannot be taken long. As a result, there is a problem that the traveling fuel efficiency becomes poor.

Further, since the clutch engagement state (transmission torque) is not taken into consideration even after returning from fuel cut, when the fuel cut is canceled and the engine is returned from fuel cut when the transmission torque is small, the engine is When the number of revolutions drops, and on the other hand, when returning from the fuel cut in the state where the transmission torque is large, there is a problem that the decrease in the engine brake appears as a returning shock to the vehicle.

The present invention has been made in order to solve the above-mentioned problems, and expands the fuel cut region to improve the running fuel efficiency of the vehicle, and at the same time, reduces the engine speed when returning from the fuel cut. Another object of the present invention is to obtain a control device for an internal combustion engine with a clutch that does not cause a return shock to the vehicle.

[0008]

A control device for an internal combustion engine with a clutch according to a first aspect of the present invention includes a clutch between an engine output shaft and a continuously variable transmission, and at least the connection state of the clutch is determined. In a control device for an internal combustion engine with a clutch, which includes an engine speed, an accelerator release, and a clutch connection state control means for controlling based on a stepped state, based on a stepped state of the accelerator and the engine speed, a vehicle When the control amount controlled by the deceleration determination means for determining the deceleration state and the clutch engagement state control means is a predetermined value or more and the deceleration state of the vehicle is determined by the deceleration determination means, the fuel of the engine is The fuel of the engine is determined by the fuel cut zone determination means that determines that the control region is to temporarily stop the injection and the determination output of the fuel cut zone determination means. It is obtained by a fuel cut means for temporarily stopping the morphism.

A control device for an internal combustion engine with a clutch according to a second aspect of the present invention is the control device according to the first aspect, wherein the clutch is an electromagnetic clutch and the clutch connection state control means sets the connection state. The exciting current of the electromagnetic clutch is controlled.

A control device for an internal combustion engine with a clutch according to a third aspect of the present invention is the control device according to the first or the second aspect, wherein the deceleration determining means has an accelerator open and an engine speed. When is equal to or more than a predetermined value, it is determined that the vehicle is in a decelerating state.

According to a fourth aspect of the present invention, there is provided a control device for an internal combustion engine with a clutch according to the third aspect, wherein the predetermined value of the engine speed at which the deceleration determination means determines the vehicle deceleration is: The engine temperature is changed depending on at least one of the engine cooling water temperature, the oil temperature, and the engine body temperature for detecting the engine warm-up state.

A control device for an internal combustion engine with a clutch according to a fifth aspect of the present invention is the control device according to the third or fourth aspect, wherein the engine rotation speed for determining the deceleration of the vehicle by the deceleration determining means. A predetermined value of the number and a predetermined value of the control amount controlled by the clutch engagement state control means for determining that the fuel cut zone determination means is a control region for temporarily stopping the fuel injection of the engine, The judgment is made to have a hysteresis by making a difference between the judgment when the fuel cut is to be performed and the return judgment when the fuel cut is to be canceled.

A control device for an internal combustion engine with a clutch according to a sixth aspect of the present invention is the control device according to any one of the first to fifth aspects, wherein the fuel cut is performed by the determination output of the fuel cut zone determination means. When it is determined to be medium, output torque correction amount determining means for determining the engine output torque correction amount at the time of return for canceling fuel cut based on the control amount from the clutch engagement state control means, and the fuel cut zone. The fuel cut recovery determination means for determining the transition to the operation state in which the fuel cut is canceled by the determination output of the determination means, and the output at the time of recovery when the fuel cut is canceled by the determination output of the fuel cut recovery determination means. And output torque control means for increasing or decreasing the engine output torque by the engine output torque correction amount determined by the torque correction amount determining means. Than it is.

According to a seventh aspect of the present invention, in the control device for a clutch internal combustion engine according to the sixth aspect, the engine output torque correction amount is obtained as a correction amount of the ignition timing of the engine. Is.

Further, a control device for an internal combustion engine with a clutch according to an eighth aspect of the present invention is the control device according to the sixth aspect, wherein the engine output torque correction amount is obtained as a correction amount of a fuel injection amount of the engine. It is a thing.

A control device for an internal combustion engine with a clutch according to a ninth aspect of the present invention is the control device according to any one of the sixth to eighth aspects, wherein the output torque correction amount determining means is the engine speed. And the control amount from the clutch engagement state control means, the engine output torque correction amount is determined.

[0017]

According to the control device for an internal combustion engine with a clutch according to claim 1 of the present invention, at least the clutch connection is achieved by providing the fuel cut zone determination means with a determination reference based on the control amount of the clutch engagement state control means. When the state control is equal to or greater than a predetermined value, that is, when the vehicle is decelerating in a state where the clutch can transmit torque, fuel cut is performed and the fuel cut region can be expanded.

Further, according to the control device for an internal combustion engine with a clutch according to claim 2 of the present invention, the clutch connection state control means controls the exciting current of the electromagnetic clutch by making the clutch an electromagnetic clutch. The clutch connection state can be controlled with.

Further, according to the control device for an internal combustion engine with a clutch according to a third aspect of the present invention, the deceleration determining means determines that the vehicle is in the decelerating state when the accelerator is open and the engine speed is equal to or higher than a predetermined value. It is possible to make a determination and easily determine the deceleration state.

Further, according to the control device for an internal combustion engine with a clutch according to a fourth aspect of the present invention, the deceleration determining means depends on at least one of the engine cooling water temperature, the oil temperature, and the engine body temperature. By changing the predetermined value of the engine speed for the determination, the deceleration determination can be accurately obtained according to the operating state of the engine.

Further, according to the control device for an internal combustion engine with a clutch according to a fifth aspect of the present invention, it is possible to provide a hysteresis between the case of performing the fuel cut and the case of canceling the fuel cut. Hunting can be prevented.

Further, according to the control device for an internal combustion engine with a clutch according to a sixth aspect of the present invention, the engine output torque control corresponding to the connection state of the clutch at the time of fuel cut recovery is executed, so that the transmission torque of the clutch is transmitted. When the vehicle is decelerating when the vehicle is decelerating, the fuel cut return shock can be reduced by reducing the engine generated torque, and the engine speed when the clutch transmission torque becomes small and the engine is returned from the fuel cut. Can be prevented by increasing the engine generated torque.

Further, according to the control device for an internal combustion engine with a clutch according to a seventh aspect of the present invention, by correcting the ignition timing, it is possible to prevent a return shock or a drop in the engine speed when canceling the fuel cut. .

Further, according to the control device for an internal combustion engine with a clutch according to claim 8 of the present invention, by correcting the fuel injection amount, it is possible to prevent a return shock or a drop in the engine speed when canceling the fuel cut. it can.

Further, according to the control device for an internal combustion engine with a clutch according to claim 9 of the present invention, the output torque correction amount determining means determines the engine output torque based on the control amount of the clutch engagement state and the engine speed. Since the correction amount is determined, efficient control can be performed.

[0026]

【Example】

Example 1. An embodiment of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a block diagram conceptually showing the first embodiment, in which 51 is a vehicle speed signal described later,
An electromagnetic clutch connection state control means for controlling a connection state of an electromagnetic clutch serving as a clutch based on the engine speed signal and the accelerator opening signal, 52 is a vehicle decelerating based on the engine speed signal and the accelerator opening signal Deceleration determining means for determining whether the fuel is in the state, 53 is a fuel cut zone determining means for determining whether the fuel is in the cut zone based on the output signals of the clutch connection state control means 51 and the deceleration determining means 52. , 54 are output torque correction amount determining means for determining the output torque correction amount based on the output signals of the clutch connection state control means 51 and the fuel cut zone determination means 53,
Reference numeral 55 denotes fuel cut means for causing the injector to cut fuel based on the output of the fuel cut zone determination means 53, and reference numeral 56 controls output torque based on the outputs of the fuel cut zone determination means 53 and the output torque correction amount determination means 54. Output torque control means.

FIG. 2 is a configuration diagram showing the overall configuration of a control device for an internal combustion engine with an electromagnetic clutch according to the first embodiment. In FIG. 2, 1 is an engine which is an internal combustion engine, 26 is an intake pipe, 27 is an intake manifold, 13 is an accelerator pedal, 11 is an accelerator switch for detecting a depressed state of the accelerator, and 12 is an accelerator for detecting the magnitude of the accelerator opening. An opening switch, 20 is a throttle valve that moves in conjunction with the accelerator pedal 13, 10 is an injector that supplies fuel to the engine 1, 17 is a semiconductor type pressure sensor that measures the amount of air taken into the engine 1, and 18 is an engine. Reference numeral 1 is a thermistor type water temperature sensor for detecting the cooling water temperature, and 28 is an exhaust pipe.

In FIG. 2, reference numeral 31 is a crank angle sensor for outputting a pulse signal corresponding to the crank angle of the engine 1, and 21 is for sparking to a spark plug (not shown) provided for each cylinder of the engine 1. Of the ignition coil, 19 is an electronic control unit, 22 is an igniter that controls the ignition coil 21 by a signal from the electronic control unit 19, 30 is a battery, and 29 is an ignition key switch.

The output shaft 2 of the engine 1 is connected to the input shaft 4 of the continuously variable transmission 3 via an electromagnetic clutch 5. The output shaft 9 of the continuously variable transmission 3 is mechanically connected to the drive wheels of the vehicle via a speed reducer (not shown).

The electromagnetic clutch 5 is a drive member 23 attached to the output shaft 2 of the engine 1 and a driven member 2 spline-coupled to the input shaft 4 of the continuously variable transmission 3.
5, these drive members 23 and driven members 25
An electromagnetic iron powder (electromagnetic powder) enclosed in a gap between the magnet and the magnet and an exciting coil 24 wound around the driven member 25 are provided.

Here, in the electromagnetic clutch 5, when an exciting current is applied to the exciting coil 24, magnetic lines of force generated between the drive member 23 and the driven member 25 through the gap cause the electromagnetic powder to be coupled to the gap in a chain shape. Then, the driven member 25 is slidably coupled to the drive member 23 by the coupling force resulting from this, and the clutch is engaged. On the other hand, when the exciting current is cut, the coupling force between the drive member 23 and the driven member 25 due to the electromagnetic powder disappears and the clutch is disengaged. Thus, the electromagnetic clutch 5 is a clutch that transmits torque by the electromagnetic coupling force.

The torque transmission characteristics of the electromagnetic clutch 5 are shown in FIG. As shown in FIG. 4 (a), the torque transmission force of the electromagnetic clutch 5 is almost proportional to the exciting current of the exciting coil 24, and if the exciting current is kept constant as shown in FIG. 4 (b), Even if the drive member 23 and the driven member 25 slip, the torque transmission force becomes constant regardless of the difference in rotational speed (slip rotational speed). As described above, the torque transmission force of the electromagnetic clutch 5 is uniquely determined by the exciting current of the exciting coil 24.

The continuously variable transmission 3 is of a metal belt type,
A primary pulley 6 and a secondary pulley 7 having variable effective diameters provided on the input shaft 4 and the output shaft 9, respectively.
And a metal belt 8 wound around these pulleys 6 and 7. By controlling the belt engagement radius of the pulleys 6 and 7 by a hydraulic device (not shown), the gear ratio between the input shaft 4 and the output shaft 9 can be continuously changed.

The exciting current of the electromagnetic clutch 5 is controlled by an electronic control unit 19 using a microcomputer system. The electronic control unit 19 includes a vehicle speed pulse from a vehicle speed pulse generator 16 which is a vehicle speed signal corresponding to the vehicle speed from a cable outlet of the speedometer, an ignition pulse corresponding to the engine speed from the primary side of the IG coil 21. , A detection signal of an accelerator switch 11 which is installed at a position of the accelerator pedal 13 and detects the depression state of the accelerator, a detection signal of an accelerator opening switch 12 which detects the magnitude of the accelerator opening, and a position of a select lever 14 of the transmission. The detection signals of the range switch 15 that is installed in the vehicle and detects the select positions of the parking (P), neutral (N), forward drive (D), sporty drive (DS), and reverse reverse (R) ranges are input respectively. Has been done.

In the electronic control unit 19, the crank angle sensor 31, the pressure sensor 17, the water temperature sensor 18,
By using the input information of the vehicle speed pulse generator 16 and the like, the fuel injection amount and the optimum ignition timing of the engine 1 are calculated by a well-known method, and the injector is injected so that the fuel is injected for a predetermined time corresponding to the fuel injection amount. In addition to controlling 10, the igniter 22 is controlled so as to obtain the optimum ignition timing.

FIG. 3 is a detailed block diagram of the electronic control unit 19. In the figure, a microcomputer 100 includes a counter 201 for measuring the rotation cycle of the engine 1, a timer 202 for measuring the driving time of various outputs, and an A / D converter 203 for converting an analog input signal into a digital signal. , Input digital signal to CPU2
00, a RAM 205 as a work memory, a ROM 206 storing programs such as a flowchart described later with reference to FIG. 6, a CPU 2
An output port 207 for outputting a command signal of 00, a common bus 208, first to third input interface circuits 101 to 103, first and second output interface circuits 104 and 106, and the like.

The signal from the crank angle sensor 31 is waveform-shaped by the first input interface circuit 101 and input to the microcomputer 100 as an interrupt signal. And every time this interrupt signal is generated,
The CPU 200 of the microcomputer 100 reads the value of the counter 201, calculates the cycle of engine rotation from the difference between the read value and the previously read value, and stores it in the RAM 205. The second input interface circuit 102 outputs analog output signals from the pressure sensor 17, the water temperature sensor 18, etc. to the A / D converter 203 after removing noise components and amplifying them.

The third input interface circuit 10
Reference numeral 3 is for converting the ON / OFF signal of the accelerator switch 12 or the like, the level of the vehicle speed pulse signal or the like into a digital signal level and outputting it to the input port. Further, the first output interface circuit 104 performs a process such as amplification on the drive output from the output port 207 to inject the injector 10 and
It is output to the igniter 22 and the like. In addition, the third output interface circuit 106 performs processing such as D / A conversion and amplification on the command from the CPU 200 and outputs the command to the electromagnetic clutch 5.

Next, the control of the electromagnetic clutch 5 by the electronic control unit 19 will be described. FIG. 5 is a diagram collectively showing the control mode classifications of the electromagnetic clutch 5. As shown in the figure, there are five types depending on the engine speed, the range switch, the accelerator pedal being released or depressed, and the vehicle speed. A corresponding mode is selected from the control modes of. It should be noted that there is a transient mode when moving between the modes to reduce shock.

Here, each mode will be described. In the reverse excitation mode 60, a current in the opposite direction to the normal direction is passed through the excitation coil 24 to make the clutch torque a minimum value. This is because the hysteresis of the current-torque characteristic is taken into consideration, and the residual magnetism is removed by passing the current in the opposite direction. In the zero mode 61, the exciting current is set to zero. In other words, it is a mode corresponding to normal clutch off.

Further, in the extremely low speed range including the stop when the accelerator pedal 13 is released, the drag mode 62 is set. In this drag mode 62, the drag current flows through the exciting coil 24, and a slight drag torque is generated, so that there is no drag. The gears in the stage transmission 3 are reduced, and the static friction torque of the belt portion is reduced to enable a smooth start. Also, this drag current decreases as the vehicle speed increases,
Even when the engine speed drops below the normal idle speed, the drag current is corrected to be reduced. The direct connection mode 63 is a mode corresponding to normal clutch on, in which a predetermined exciting current is applied to the exciting coil and the engagement of the clutch is locked up. Further, the direct connection current is set lower when the accelerator is released than when the accelerator is depressed, and the direct connection current when the accelerator is released is set so that the clutch torque is close to the limit at which engine braking works.

Further, in the start mode 64, the exciting current is controlled based on a predetermined arithmetic expression so as to match the transmission torque required at the start.

Next, FIG. 6 is a flow chart showing the contents of the basic control executed in the electronic control unit 19. This process is repeatedly executed every predetermined period.
First, in step S101, it is determined whether or not the accelerator pedal 13 is depressed, that is, the accelerator pedal 1 in the first embodiment.
It is determined whether or not the accelerator switch 12 provided in No. 3 is turned on. If the accelerator pedal 13 is depressed, the process proceeds to step S109, and the fuel cut flag FFC is set to zero so that the fuel is supplied normally.

If it is determined in step S101 that the accelerator pedal 13 is not depressed, the process proceeds to step S102 to determine whether or not the shift position is in the travel range, that is, in the first embodiment, the select lever of the transmission. It is determined whether or not any of the running range (D, DS, R range) switches among the range switches 14 provided in 14 is on. If it is not the driving range here, the process proceeds to step S108.

If it is determined in step S102 that the vehicle is in the running range, the process proceeds to step S103, in which the exciting current Iout of the electromagnetic clutch 5 and the predetermined value IoutF are set.
Compare with C. If it is determined that Iout ≦ IoutFC, the process proceeds to step S108. Step S
At 108, the engine speed Ne is compared with the predetermined value NeFC2. If it is determined here that Ne ≦ NeFC2, the process proceeds to step S109, and the fuel cut flag FFC
To FFC = 0. If it is determined in step S108 that Ne> NeFC2, step S106.
Go to.

In step S103, Iout>
When it is determined to be IoutFC, the process proceeds to step S104, and the engine speed Ne and the predetermined value NeFC1 are compared. Here, when it is determined that Ne ≦ NeFC1,
In step S109, the fuel cut flag FFC = 0
Set to.

In step S104, Ne> NeF
If it is determined to be C1, the process proceeds to step S105, and the engine output torque correction amount is set. Here, the setting of the engine output torque correction amount in the first embodiment will be described with reference to FIG. In the first embodiment, the exciting current I of the electromagnetic clutch 5
The ignition timing correction amount ADVI corresponding to out is set with the characteristic shown in FIG. 7, and the ignition timing of the engine is corrected by this ignition timing correction amount ADVI to change the generated torque. This FIG. 7 is an experimentally obtained optimum ignition timing correction amount for the exciting current Iout.

When the engine speed Ne is higher than NeFC2 in step S108, step S108 is performed.
106. In this case, the torque correction amount setting in step S105 is not made, but this is the step that is executed only when the engine is isolated from the torque transmission system, and the NeFC2 Is set higher than NeFC1, so engine stall or vehicle body shock does not occur at the time of fuel cut recovery even if the torque correction amount is not set.

When the engine output torque correction amount is set in step S105, next step S10.
6, the fuel cut flag FFC is set to 1 so as to stop the fuel supply.

Next, in step S107, the base fuel injection amount and the base ignition timing are calculated based on the above-mentioned input information for detecting the operating state of the engine 1. If the fuel cut flag FFC is FFC = 1 based on the fuel cut flag FFC set in steps S106 and S109, the fuel injection amount is set to zero. Further, if the fuel cut flag FFC is FFC = 0, the correction amount set in step S105 and the correction amounts other than these (details such as water temperature correction and acceleration / deceleration correction are omitted) are the base fuel injection amount and the base ignition timing. The optimum fuel injection amount and the optimum ignition timing are calculated by correcting

The correction processing of the correction amount set in step S105 will be described in detail. The fuel cut flag FFC
However, during the predetermined period after the change from 1 to 0, that is, during the predetermined period after the fuel cut is canceled and the fuel cut is resumed, the torque correction amount (ignition timing correction amount ADVI) set in step S105 is The calculated base ignition timing is added and corrected, and the correction amount is reduced so that the torque correction amount becomes zero after a lapse of a predetermined period. This reduction processing is performed together with the description of FIG. 9 described later. Further, the process of driving the injector 10 and the igniter 22 by the optimum fuel injection amount and the optimum ignition timing calculated here is performed by a drive routine (not shown).

In step S101, the fuel cut is not performed when the accelerator pedal 13 is depressed, when the driver wants the driving force from the engine when the accelerator is depressed by the driver to some extent. Because it can be considered. The present invention is not limited to this detection means, as long as the engine load can be determined to be idle, and the determination may be made by detecting the opening of the throttle valve 20, for example.

In step S102, the shift position is in the non-running range, or in step S103, the exciting current Iou of the electromagnetic clutch 5 is reached.
When it is determined that t is equal to or less than the predetermined value IoutFC, it is considered that the engine 1 is in a state of being isolated from the series of torque transmission systems, and if fuel cut is performed at this time, engine stall may occur. However, even in this case, if the amount of fuel corresponding to the idle continues to be supplied after the engine speed has risen during racing or the like, the return to the idle engine speed deteriorates. Therefore, in the first embodiment, the fuel is cut off when the engine speed is equal to or higher than the predetermined value NeFC2 at which the engine stall does not occur.

Further, in step S103, if the predetermined value IoutFC is set too low, engine stall may occur at the time of stop, and if it is set too high, the effect of fuel cut, that is, reduction of fuel consumption, or engine braking may occur. The effect of securing the effectiveness of is reduced. Therefore, it is preferable that the predetermined value IoutFC is set to a value as small as possible within a range of about 1.2 A in which engine stall does not occur, as shown in FIG. 9C.

Further, in step S104, the predetermined value NeFC1 which is the engine speed for fuel cut determination is
According to the determination output of step S103, the engine 1 is connected to a series of torque transmission systems, that is, the risk of engine stall is reduced, and a predetermined engine speed at the time of fuel cut recovery, that is, a value substantially equal to the engine idle speed. Is set. Further, this predetermined value NeFC1 differs from the engine idle speed by the above-mentioned reason, that is, the predetermined value NeFC1 varies depending on the warm-up state of the engine. Therefore, it is desirable that NeFC1 is set as a function of the engine water temperature, the engine oil temperature, the engine body temperature, or the like. For example, Fig. 8 shows NeFC against engine water temperature.
1 shows the characteristics set experimentally, and the engine oil temperature and the engine body temperature can be obtained similarly to FIG. Further, if a control device having a well-known idle speed control function which is not described in the first embodiment is adopted, the target idle speed used in this idle speed control may be the predetermined value NeFC1. The same applies to the NeFC2 described above, and FIG. 10 shows the characteristics of the NeFC2 experimentally set with respect to the engine water temperature.

Further, the above-mentioned steps S103 and S10
4, in S108, when the determined value is near the predetermined value, hunting may occur at the time of fuel cut and at the time of fuel supply, so the predetermined values NeFC1 and NeFC
2, IoutFC is set to have two different values of the fuel cut determination value and the fuel cut return value, that is, values having so-called hysteresis.

Here, FIG. 9 is a time chart at the time of fuel cut for supplementary explanation of the operation according to the flowchart of FIG. In this time chart, as shown in (a), at time t1, the driver changes the accelerator pedal 13 from the depressed state to the released state, that is, the accelerator switch 12 changes from on to off, and the engine operating state is fuel cut ( F / C) state. After that, as shown in (b),
Conventionally, the fuel cut is determined by the engine speed Ne1, so the fuel cut is resumed at time t2. However, since the first embodiment is configured as described above, the predetermined value of the engine speed Ne1 for determining the fuel cut can be set to NeFC1 lower than the conventional value. Further, as shown in (c), the recovery from the fuel cut is recovered at time t3 when the exciting current Iout of the electromagnetic clutch 5 becomes the predetermined value IoutFC or less. As described above, the fuel cut time becomes longer from the conventional section A to B (d).

In the first embodiment, for example, time t2.
When the driver depresses the accelerator pedal 13 and the accelerator switch 12 changes as shown by the dotted line in FIG. 9A, the fuel cut is resumed at time t2 regardless of the engine speed Ne and the exciting current Iout. Conventionally, when returning from the fuel cut here, the F / C return shock occurs in the vehicle because the engagement state of the electromagnetic clutch 5 is substantially direct. Therefore, in the first embodiment, as shown in (e), the ignition timing correction amount ADVI is set during fuel cut,
The F / C return shock is prevented from occurring by performing the retard correction as shown in (f) from the base ignition timing by the correction amount θA set when the fuel cut is returned at the time t2. Further, when the fuel cut is resumed at time t3, the engine speed drop occurs because the engagement state of the electromagnetic clutch 5 is a transitional state from the half clutch to the disengagement. Therefore, in the first embodiment, the ignition timing correction amount A during the fuel cut
The DVI is set as shown in (e), and the correction amount θB set when the fuel cut is returned at time t3 is changed from the ignition timing by (f).
Since the advance angle is corrected as described above, it is possible to prevent the engine speed from dropping.

Regarding the correction amount reduction processing described above, for example, when returning from fuel cut, the above-described correction amounts θA and θB are held for a predetermined number of times of ignition, and thereafter every predetermined number of times of ignition. The correction amount can be decreased by a predetermined angle. Specifically, for example, the number of ignitions that holds the correction amount can be set to 25, and thereafter, the correction amount can be decreased by 1 ° CA for every four ignitions. . Also, θA, θB
May be distinguished on the advance side and the retard side, and the inclination for reducing the correction may be changed.

Example 2. In the first embodiment, the means for setting the engine generated torque correction amount is set in step S10.
According to the relationship between the exciting current Iout of the electromagnetic clutch 5 and the ignition timing correction amount shown in FIG. 5, the ignition timing correction amount to be corrected at the time of returning from the fuel cut is set. The correction amount setting means is not limited. That is, it suffices if the engine torque generated at the time of fuel cut recovery can be optimized according to the coupling state of the engine and the series of torque transmission systems below the transmission, that is, the transmission state of the torque of the electromagnetic clutch. The engine generated torque correction amount may be set so as to prevent a drop in the number of revolutions and reduce the return shock to reduce the torque. Therefore, for example, the engine generated torque correction amount is set as a correction amount of the fuel injection amount other than the first embodiment, and the correction amount can be increased or decreased to change the average air-fuel ratio of the engine by the correction amount. You may do it.

From this point of view, FIG. 11 shows the correction amount of the fuel injection amount obtained in the same manner as in FIG. 7, where the horizontal axis shows the exciting current and the vertical axis shows the correction amount as a ratio to the base injection amount. ing. 12 and 13 are respectively shown in FIG. 9 (e).
It corresponds to (f), (a) shows the correction amount with respect to time by a ratio, and (f) shows the fuel injection amount which is the same correction result with respect to time on the vertical axis. Then, the reduction process for the correction amount of the fuel injection amount is, for example,
Each of P _A and P _B can be reduced / increased by 0.5 mcc every 4 ignitions.

Still further, step S10 of the first embodiment.
The predetermined time for holding the correction amount used in the correction amount process of No. 7 and the reduction amount of the correction amount may be set in step S105 according to the torque transmission state of the electromagnetic clutch 5.

As the torque transmission state of the electromagnetic clutch, the exciting current Io of the electromagnetic clutch 5 in the first embodiment is used.
Although only ut is used, as another embodiment, an optimum engine output correction amount for the integrated value of this exciting current Iout and the engine speed Ne is experimentally obtained as in the first embodiment, and the calculated value is calculated. Even if the correction amount is determined by using, it is possible to perform accurate control. Further, it is also possible to provide a correction amount and a correction amount setting means for the torque increase and the torque decrease, respectively, to perform the correction.

Further, in the embodiment, the electromagnetic clutch has been described as an example of the clutch, but it is obvious that the present invention can be applied to other clutches such as a hydraulic clutch in addition to the electromagnetic clutch.

[0065]

The control device for an internal combustion engine with a clutch according to claim 1 of the present invention includes a clutch between the engine output shaft and the continuously variable transmission, and the clutch connection state is at least the engine speed, Also, in a control device for an internal combustion engine with a clutch, which includes a clutch engagement state control means for controlling the accelerator release and the depression state, a deceleration state of the vehicle is determined based on the depression state of the accelerator and the engine speed. Deceleration determining means for controlling, and the control amount controlled by the clutch engagement state control means is a predetermined value or more,
Further, when the deceleration determination means determines the deceleration state of the vehicle, it is determined by the fuel cut zone determination means that determines that it is a control region in which fuel injection of the engine is temporarily stopped, and the determination output of the fuel cut zone determination means. Since the fuel cut means for temporarily stopping the fuel injection of the engine is provided, it is possible to expand the fuel cut area by performing the fuel cut during vehicle deceleration in which the clutch can transmit torque. Play.

A control device for an internal combustion engine with a clutch according to a second aspect of the present invention is the control device according to the first aspect, wherein the clutch is an electromagnetic clutch, and the clutch engagement state control means determines the engagement state. Since the exciting current of the electromagnetic clutch is controlled, in addition to the above effects, the clutch engagement state control means can control the engagement state of the clutch by controlling the excitation current of the electromagnetic clutch. The effect is that it becomes easier.

A control device for an internal combustion engine with a clutch according to a third aspect of the present invention is the control device according to the first or second aspect, wherein the deceleration determining means has an accelerator open and the engine speed is Is determined to be in a deceleration state when the vehicle is in a deceleration state. Therefore, in addition to the above effect, the deceleration determination means is in a deceleration state when the accelerator is open and the engine speed is equal to or more than a predetermined value. Therefore, it is possible to easily determine the deceleration state.

According to a fourth aspect of the present invention, there is provided a control device for an internal combustion engine with a clutch according to the third aspect of the present invention, wherein the predetermined value of the engine speed for determining the vehicle deceleration by the deceleration determining means is: Since the change is made depending on at least one of the engine cooling water temperature, the oil temperature, and the engine body temperature for detecting the engine warm-up state, in addition to the effect of claim 3, the deceleration determination means is the engine cooling water. According to at least one of the temperature, the oil temperature, and the engine body temperature, a predetermined value of the engine speed for deceleration determination can be changed, and the deceleration determination can be accurately obtained according to the operating state of the engine. Produce an effect.

A control device for an internal combustion engine with a clutch according to a fifth aspect of the present invention is the control device according to the third or fourth aspect, wherein the engine rotation speed for determining deceleration of the vehicle by the deceleration determination means. A predetermined value of the number and a predetermined value of the control amount controlled by the clutch engagement state control means for determining that the fuel cut zone determination means is a control region for temporarily stopping the fuel injection of the engine, Since there is a difference between the determination when the fuel cut is to be performed and the return determination when the fuel cut is to be cancelled, and hysteresis is provided, hunting between them can be prevented.

Further, a control device for an internal combustion engine with a clutch according to a sixth aspect of the present invention is the control device according to any one of the first to fifth aspects, wherein a fuel cut is made by a determination output of the fuel cut zone determination means. When it is determined to be medium, output torque correction amount determining means for determining the engine output torque correction amount at the time of return for canceling fuel cut based on the control amount from the clutch engagement state control means, and the fuel cut zone. The fuel cut recovery determination means for determining the transition to the operation state in which the fuel cut is canceled by the determination output of the determination means, and the output at the time of recovery when the fuel cut is canceled by the determination output of the fuel cut recovery determination means. And output torque control means for increasing or decreasing the engine output torque by the engine output torque correction amount determined by the torque correction amount determining means. Therefore, in addition to the effects of claims 1 to 5, the engine output torque control corresponding to the clutch engagement state at the time of fuel cut recovery is performed, so that the vehicle deceleration state occurs when the clutch transmission torque is large. The fuel cut recovery shock that occurs when the engine is disengaged can be reduced by reducing the engine generated torque, and the engine generated torque can be increased by reducing the engine speed when the clutch transmission torque is reduced and the engine is recovered from fuel cut. By doing so, there is an effect that it can be prevented.

According to a seventh aspect of the present invention, there is provided a control device for an internal combustion engine with a clutch according to the sixth aspect, wherein the engine output torque correction amount is obtained as a correction amount of the ignition timing of the engine. Therefore, in addition to the effect of the sixth aspect, by correcting the ignition timing, it is possible to prevent a return shock or a drop in the engine speed when canceling the fuel cut.

Further, a control device for an internal combustion engine with a clutch according to an eighth aspect of the present invention is the control device according to the sixth aspect, wherein the engine output torque correction amount is obtained as a correction amount of a fuel injection amount of the engine. Therefore, claim 6
In addition to the above effect, by correcting the fuel injection amount, it is possible to prevent a return shock or a drop in the engine speed when canceling the fuel cut.

A control device for an internal combustion engine with a clutch according to a ninth aspect of the present invention is the control device according to any one of the sixth to eighth aspects, wherein the output torque correction amount determining means is the engine speed. Since the engine output torque correction amount is determined based on the control amount from the clutch engagement state control means, the engine output torque correction amount is further determined in addition to the effects of claims 6 to 8. Therefore, it is possible to increase the amount of information to be used and to perform highly accurate correction.

[Brief description of drawings]

FIG. 1 is a block diagram conceptually showing a first embodiment.

FIG. 2 is an overall configuration diagram of a first embodiment.

FIG. 3 is a block diagram of an electronic control unit according to the first embodiment.

FIG. 4 is a torque transmission characteristic diagram of an electromagnetic clutch.

FIG. 5 is a diagram showing each control mode region of the electromagnetic clutch of the first embodiment.

FIG. 6 is a flowchart for explaining processing contents in the electronic control unit according to the first embodiment.

FIG. 7 is a diagram showing an example of an ignition timing correction amount map according to the first embodiment.

FIG. 8 NeFC used for fuel cut determination in Example 1
It is a characteristic diagram of 1.

FIG. 9 is a time chart for explaining processing contents in the electronic control unit according to the first embodiment.

FIG. 10 NeFC used for fuel cut determination in Example 1
2 is a characteristic diagram of FIG.

FIG. 11 is a diagram showing an example of a fuel injection amount correction amount map according to the second embodiment.

FIG. 12 is a time chart showing a fuel injection amount correction amount according to the second embodiment.

FIG. 13 is a time chart showing the fuel injection amount of the second embodiment.

[Explanation of symbols]

1 internal combustion engine (engine), 3 continuously variable transmission, 5 electromagnetic clutch, 10 injector, 12 accelerator switch, 15 range switch, 16 vehicle speed pulse generator, 19 electronic control unit, 21 ignition coil, 2
2 igniters, 31 crank angle sensor.

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI technical display area F02P 5/15

Claims (9)

[Claims] 1. A clutch connection state control means for providing a clutch between an engine output shaft and a continuously variable transmission, and for controlling a connection state of the clutch based on at least an engine speed, an accelerator release state, and a depression state. In a control device for an internal combustion engine with a clutch including, based on the accelerator pedal depression state and the engine speed, deceleration determination means for determining the deceleration state of the vehicle, and is controlled by the clutch engagement state control means. When the control amount is equal to or more than a predetermined value, and when the deceleration determination means determines the deceleration state of the vehicle, the fuel cut zone determination means determines that the control region is to temporarily stop the fuel injection of the engine; Fuel cut means for temporarily stopping the fuel injection of the engine by the judgment output of the cut zone judgment means; The control device of the pitch with the internal combustion engine. 2. The clutch is an electromagnetic clutch,
The control device for a clutch-equipped internal combustion engine according to claim 1, wherein the clutch engagement state control means controls an exciting current of the electromagnetic clutch as the engagement state. 3. The deceleration determining means determines that the vehicle is in a decelerating state when the accelerator is open and the engine speed is equal to or higher than a predetermined value. Control device for internal combustion engine with clutch. 4. The predetermined value of the engine speed for determining the deceleration of the vehicle by the deceleration determining means is at least one of an engine cooling water temperature, an oil temperature, and an engine body temperature for detecting an engine warm-up state. The control device for an internal combustion engine with a clutch according to claim 3, wherein the control device is changed depending on the control. 5. A predetermined value of the engine speed for determining the deceleration of the vehicle by the deceleration determining means, and a control region for temporarily stopping the fuel injection of the engine by the fuel cut zone determining means. The predetermined value of the control amount controlled by the clutch connection state control means is made different between the determination when the fuel cut is to be performed and the return determination when the fuel cut is to be canceled so that the hysteresis is provided. The control device for an internal combustion engine with a clutch according to claim 3 or 4, characterized in that. 6. The engine output at the time of return for canceling the fuel cut based on the control amount from the clutch engagement state control means when it is determined by the determination output of the fuel cut zone determination means that the fuel is being cut. An output torque correction amount determining means for determining a torque correction amount, a fuel cut recovery determining means for determining a transition to an operation state in which the fuel cut is canceled, and the fuel cut recovery by the determination output of the fuel cut zone determining means. Output torque control means for increasing / decreasing the engine output torque by the engine output torque correction amount determined by the output torque correction amount determination means when the fuel cut is canceled by the determination output of the determination means. A control device for an internal combustion engine with a clutch according to any one of claims 1 to 5. 7. The control device for an internal combustion engine with a clutch according to claim 6, wherein the engine output torque correction amount is obtained as a correction amount of an ignition timing of the engine. 8. The control device for an internal combustion engine with a clutch according to claim 6, wherein the engine output torque correction amount is obtained as a correction amount of a fuel injection amount of the engine. 9. The output torque correction amount determining means determines the engine output torque correction amount based on the engine speed and the control amount from the clutch engagement state control means. A control device for an internal combustion engine with a clutch according to any one of claims 6 to 8.