JPS6060039A - Drive controller for car - Google Patents

Abstract

PURPOSE:To reduce torque shock associated to cylinder number control, by providing means for releasing the lock-up clutch temporarily when exchanging the number of working cylinder through a cylinder number controller. CONSTITUTION:Under engine 1 operation, control circuit 13 will decide whether it is the lock-up region or not on the basis of outputs from engine rotation sensor 18, throttle valve opening sensor 19 and water temperature sensor 20 and if it is YES, the lock-up clutch 16 is coupled. Then, on the basis of said sensor output, it is decided whether it is reduced cylinder operation area or not and if it is full cylinder operating region, shutter valves 11b, 11c are closed by an actuator 12 to switch to reduced cylinder operation. At the same time, on the condition that it is under lock-up state, lock-up release signal is produced from an actuator 17 to release the lock-up clutch 16 temporarily.

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention relates to drive control bi in an automobile equipped with a multi-cylinder engine having a cylinder number control device and a 1-lux converter with a lock-up clutch. The present invention relates to measures to prevent torque shock that occurs when the number of operating cylinders is switched by the above-mentioned gap control device.

(Prior art) Conventionally, in order to improve the fuel efficiency of an engine, a multi-cylinder engine has been equipped with a cylinder number control device that changes the number of operating cylinders depending on the operating condition. For example, the fuel supply to some cylinders is cut off to stop that cylinder for one period, thereby avoiding an increase in the load on other operating cylinders and improving fuel efficiency.

So-called cylinder number control engines are known. for example,
Publication No. 55-78135 states that there is a problem with closing the shutter valves installed in the intake passages of some cylinders (shitotsuta valve system), or Japanese Patent Publication [1t (54-57)].
No. 009 discloses that the intake valves of some cylinders are kept fully open (valve direct system), and JP-A-54-20223 discloses that the intake valves of some cylinders are kept fully open.
It has been shown that by stopping the squirt valve (fuel cut method), fuel supply to some cylinders is cut off, and in both cases, some cylinders are operated with increased load. As a result, the intake negative pressure is lowered (becomes closer to atmospheric pressure), and the bumping loss is reduced.

However, in such a cylinder number controlled engine,
When the number of operating cylinders is switched by the cylinder number control device, there is a problem in that a torque shock occurs due to a change in the number of operating cylinders.

On the other hand, in automatic transmissions of automobiles, the output from the engine is sent to the transmission via a torque converter. A lock-up clutch with a mechanically connected 0-pin shaft is known, and the lock-up operation of the lock-up clutch eliminates the power transmission loss of the 1-lux converter and improves fuel efficiency. There is something like C.

(Objective of the Invention) The object of the present invention is to develop the above-mentioned cylinder number limited υ11-L engine and U
By combining a pull-up clutch and a four-wheel torque converter, it is possible to improve fuel efficiency while reducing the torque shock associated with controlling the number of cylinders.

(Configuration of the Invention) In order to achieve the above object, the configuration of the present invention is to install a multi-cylinder engine that controls the cylinder number control I3i position to avoid changing the number of operating cylinders depending on the operating condition, and to output the output of the engine. The vehicle is configured to enter a -C transmission via a 1-lux converter with a lock-up clutch, and the above-mentioned cylinder number control device controls the number of cylinders in operation. A lock-up release means is provided to allow the torque converter to absorb and alleviate torque fluctuations when changing the number of cylinders in operation.

(Effects of the Invention) Therefore, according to the present invention, when switching the number of operating cylinders, when the number of cylinders is controlled in the engine and the lock-up clutch - f = J is in the automatic! It is possible to temporarily release the lock-up clutch and absorb and alleviate torque fluctuations during switching using the existing 1- to 1-lux converter, making it possible to effectively reduce torque shock associated with cylinder number control with a simple configuration. It is something.

(Example) Hereinafter, an example of the present invention will be described in detail based on the drawings.

FIG. 1 shows an embodiment in which the present invention is applied to an automobile equipped with an engine that controls the number of cylinders using a shutter valve system. In the figure, 1 indicates four cylinders 2a, first to fourth.
The first cylinder 28 to the fourth cylinder 2d are connected to the first intake passage 38 to the fourth intake passage 3d, respectively, and the exhaust passage 4 is connected to the first cylinder 28 to the fourth cylinder 2d. It is communicated. The intake passage 5 upstream of the gathering part of the first intake passage 38 to the fourth intake passage 3d is provided with throttle valves 1 to 6 that are operated by, for example, an accelerator pedal or the like to control the amount of intake air. A fuel injection valve 7 is provided upstream of the valve G, and an air flow sensor 8 is provided further upstream of the fuel injection valve 7 for detecting the amount of intake air. The above fuel 1'+ 111 (FJ
The valve 7 has a body density meter 8a of the air flow sensor 8.
A known fuel f′3 is inputted with the intake air length signal outputted by
1 The injection pulse signal outputted by the injection control circuit 9 drives the injection valve to inject a predetermined amount of fuel that matches the intake air m.

Among the intake passages 38 to 3d, the second intake passage 3b and the third intake passage 3C, which communicate with the second cylinder 2b and the third cylinder 2C, respectively, are fixed to a common valve shaft 10 so that the shaft 10 is not rotated. shutter valve 1111.11 that opens the second and third intake passages 3b and 3c by opening the second and third intake passages 3b and 3c;
G is placed. An electromagnetic actuator 12 is connected to the valve shutters 71 to 10, and the actuator 12 is normally operated by the shutter valve 11b.
.

The valve jab 1-10 is set at a rotational position with 11c between the two, and a drive signal (
When the panning is performed (ON signal), the valve shaft 10 is rotated to open the shutter valve 1 i b .

11c is set to the fully open state.

Reference numeral 14 denotes a transmission to which the output from the multi-cylinder engine 1 is input via a torque converter 15; 16 is a2 tnoted.

An electromagnetic actuator 17 is connected to the lock-up clutch 16, and the actuator 17 controls the oil pressure of the lock-up clutch 1G in response to a lock-up signal or a release signal from the control circuit 13, and controls the lock-up clutch 1G. Clutch '16 is driven into a lock-up state or a released state.

The control circuit 13 is composed of a microcomputer, etc., and includes an engine rotation sensor 18 for detecting the engine rotation speed N, and a slot for detecting the engine load based on the opening degree θ of the throttle valve 6. Outputs from the I~LE valve interval sensor 19, the water temperature sensor 20 that detects the engine temperature T based on the engine coolant temperature trace, and the shift position sensor 21 that detects the position of the shift lever of the transmission '14. has been entered. And the shutter valve 11b,
110, a known method is used to obtain the engine speed N signal from the engine speed range 18, the throttle valve opening θ signal from the throttle valve opening sensor 19, and the water temperature sensor 20. Based on the engine temperature T signal,
When the engine temperature T is above a predetermined value (warm-up completion temperature), the throttle valve opening θ (that is, the engine load) is At low rotation and low load 04 below a predetermined value, a drive signal is output to the actuator 12 for the shutter valves 1111' and 11C, whereby the shutter valves i1b and 11c become fully closed and the second and third cylinders 2b , 2c is cut off and the fuel supply to the second . The third cylinders 2b and 2c are stopped, and the other '1st and fourth cylinders 2a,
Reduced cylinder operation is performed by operating only 2b. On the other hand, that
In other operating ranges, a drive signal is not output to the first cutout 12, and all-cylinder operation is performed by operating the first to fourth all cylinders 2a to 2d, with the A and ivy valves 11b and 11c remaining fully open. Therefore, a shutter valve type cylinder number control device is constructed that changes the number of operating cylinders depending on the operating state. Here, in J5, the cylinder reduction operation during low rotation and low load operation is to reduce the pumping L1 speed and improve fuel efficiency as described above, and cylinder reduction operation is performed when the engine temperature is low and cold. The reason why this is not the case is that when the engine humidity is low, fuel atomization is poor to begin with, resulting in unstable combustion.The reason for this is to prevent engine operation instability from increasing due to reduced-cylinder operation.

In addition, the lock-up clutch 16 is determined by a known method based on the engine rotational speed N signal from the engine rotational sensor '18 and the throttle opening θ signal from the thrower valve 19, as shown in FIG. According to Mapup. When the engine is in the lock-up region defined by the engine speed and the throttle valve opening (engine negative vJ), the lock-up signal (ON signal) is output to the actuator 17 for the lock-up clutch 16. The clutch 1G is operated in lock-up mode to eliminate power transmission by mechanical connection of the input and output shafts of the torque converter 15 and improve fuel efficiency, while outputting a release signal (OFF signal) to the actuator 17 in other areas. The lock-up clutch 16 is released from the lock-up state. Furthermore, for the transmission 14,
The transmission 14 is positioned at a predetermined shift position based on shift 1-position signals from shift 1 to position sensor 'j-21.

The above are the functions of the control circuit 13 that have been performed conventionally, but below, the operation of the control circuit 13, which is a characteristic part of the present invention, will be explained with reference to FIG.

FIG. 2 mainly shows a speed routine as part of the main routine for controlling the transmission 14. After moving to star 1, first, in the first step S1, each output from the engine rotation speed sensor 18, the throttle 1 to the valve opening sensor 19, and the water temperature sensor 1 to 20 (engine rotation v1.N
, throttle valve clearance θ, and engine dryness 1 & T signals), and based on these signals, the second steering knob S2 determines whether or not it is in the lock-up region from the map shown in Fig. 4. Zuru. Y[ES] is the lockup area.
In the case of (4L, the lock-up flag RFLG is set to "1'' in the third step S3, and
A lock-up signal is issued to lock-up the lock-up clutch 16, and the process proceeds to the seventh step S7. On the other hand, in the case of No, which is not in the lock-up area, the process proceeds to the fifth step S.
5 sets the lockup flag RFLc to II O++,
Then, in the sixth step S6, a 1 cock-up release signal fa is issued to release the lock-up operation of the lock-up clutch 16, and the process proceeds to a seventh step 87.

Next, in the seventh step S7, each of the above-mentioned Renly 18
Based on the output of .about.20, it is determined from the map shown in FIG. 3 whether or not the current operating state is in the reduced cylinder operating range. Then, in the case of YES in the reduced cylinder operation range, the eighth step S8
It is determined whether or not the reduced cylinder flag PF Lc is 0'', that is, whether the previous operating state was in the all cylinder operating range.If NO, it is determined that the reduced cylinder operation is continuing. Then, the program immediately moves to the twelfth step S12, sets the cylinder reduction flag PFLG to II and III, and returns to the start.

On the other hand, if the previous operating state is YES in the all-cylinder operating range, it is determined that it is time to switch from all-cylinder operation to reduced-cylinder operation, and the process proceeds to the ninth step s9, where the lock-up flag RFL& is set. It is determined whether or not '1''r exists, that is, whether it is locked up or not, and if YES, in the 10th step S Io, a lock-up release signal is issued to release the lock-up operation of the lock-up clutch 16. The process proceeds to the 11th step Su, while if the answer is No, the process immediately proceeds to the 11th step So.Next, in the 11th step S++, the actuator 12 is turned on to reduce cylinder operation.
The N signal is issued to fully open the shutter valves 11b and lle, and the 12th art switch is activated to
Set L c to 1°° and return to star 1~.

On the other hand, if the determination in the seventh step S7'r is "No" indicating that the cylinder is not in the reduced cylinder operating range (all cylinder operating range), then in the 13th step S13 the reduced cylinder flag PF Lc is "1°". In other words, it is determined whether or not the previous operating state was in the reduced cylinder operating range.If NO, it is determined that all cylinder operation is continuing, and the process immediately proceeds to step 17 817, where the reduced cylinder flag is set. Set PFLC to O” and return to the start. - YE, the previous operating state was in the reduced cylinder operating range
In the case of S, it is determined that it is necessary to switch from reduced cylinder operation l1ifp+ to full cylinder operation 11, and the process proceeds to the 14th step S14, where the first
Lockup flag RFLG is “1” at 4 steps S rate
In other words, it is determined whether or not it is locked up. If YES, a lock-up release signal is issued at the 15th step S+s, and the L1 pull-up ramp 16 is activated.
The lock-up operation is released and the 16th step S1
Proceed to step 6, while if NO, proceed directly to step 16, step 8.
Move on to 16. Next,! At step S116, an OFF signal is issued to the actuator 12 to operate on all cylinders, and the shutter valves 1111 and 110 are set to all states, and at step S17, the reduced cylinder flag PFLG is set to "O".
The program then returns to the start, and one routine is thus completed. I'm here at J5, and the above 7. 8th. 9th. 10th step S7-・S10 OJ, and 7th step. 13th. 14th.
By the fifteenth step 571S13 to S+s, when switching from all-cylinder operation to reduced-cylinder operation and from reduced-cylinder operation to all-cylinder operation, that is, when switching the number of operating cylinders, L
It constitutes a lock-up release means for temporarily releasing the one-up clutch 1G.

Therefore, in order to switch the number of operating cylinders by the cylinder number θi control device t, the cock-up clutch 16 is temporarily released, and the output of the multi-cylinder engine 1 is transferred via the 1-lux converter 15. Since it is input to machine 14,
The 1-lux fluctuation that occurs during the switching 11ff of the number of operating cylinders is absorbed by the torque converter 15 and alleviated by -C absorption, making it possible to reduce the 1-lux shock associated with air volume control to 4 effects. .

Moreover, the reduction of the above-mentioned torque shock is achieved by using the existing torque converter 15, which requires no new mechanism or device and requires a simple configuration, making it easy and inexpensive. It has the advantage of being practical.

Note that the present invention is not limited to the above-mentioned embodiment, but includes six other various modifications. For example, in the above embodiment, an example was shown in which the application was applied to a 4-cylinder engine, but
It can also be applied to other multi-cylinder engines, including 6-cylinder,
Engines with a large number of cylinders, such as 8-cylinder engines, are particularly effective.

Furthermore, it goes without saying that the number of cylinders that are paused during reduced-cylinder operation is arbitrary as long as it is part of the total number of cylinders.

Further, in the above embodiment, a shutter valve type device was described as the cylinder number control device, but the present invention also includes other features.
Of course, the present invention can also be applied to the above-mentioned valve select 1 one-way type or fuel cut type.

[Brief explanation of the drawing]

The drawings show one embodiment of the present invention, and FIG. 18 shows the overall outline.
The configuration diagram, Figure 2 shows the construction of the engine as part of the control circuit, and Figure 3 and Figure 4 respectively show maps of the reduced cylinder operating range and the lock flap range. It is. 1...Multi-cylinder engine, 28-2d...1st to 4th
Cylinder, 1111.1'IC...Shutter valve, 12
...Actuator, 13...lllllll circuit,
14...Transmission, 15...Torque converter, 16
... [1. Clutch, 17.. Actuator, 18.. Engine rotation speed sensor, 19.. Thrower 1 to 1 valve toggle temperature included. 20.. Water temperature.

Claims (1)

[Claims] (1) Equipped with a multi-cylinder engine with a number control device that changes the number of operating cylinders depending on the operating condition, and inputs the output of one engine to the transmission via a torque converter with a lock-up clutch. 1. A drive control device for an automatic vehicle, characterized in that a release means is provided for temporarily releasing a lock-up clutch when the number of operating cylinders is switched by the cylinder number control illumination device.