JP2937034B2 - Operation control device for vehicle having variable number of working cylinders internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an operation control device for a vehicle having a variable number of working cylinders internal combustion engine. Technology to minimize transmission to the

[0002]

2. Description of the Related Art In order to improve fuel efficiency and reduce harmful exhaust gas components while maintaining power performance, a method of reducing the total displacement during partial load operation such as steady driving or decelerating driving with a small required output is known. It is valid. As a means for realizing this, a cylinder stop mechanism that stops fuel supply to some of the cylinders and stops the valve operating mechanism of the cylinders in accordance with the operation state to shift from the all-cylinder operation mode to the cylinder-stop operation mode. An engine with a cylinder (hereinafter simply referred to as a cylinder-stop engine) is disclosed in, for example,
No. 0-150412 and the like. In a cylinder-stop engine, an operation mode switching map having the engine speed as a parameter is set, and an ECU (engine control unit) detects an engine load based on a throttle opening and an intake pipe pressure. Switching between the all-cylinder operation mode and the closed-cylinder operation mode is performed based on the map.

On the other hand, in recent automatic transmissions for automobiles, a lock-up clutch (hereinafter referred to as a damper clutch) as a direct coupling means is provided inside the torque converter in order to eliminate a decrease in fuel consumption due to slippage of the torque converter as a fluid coupling. ) Is often provided to directly connect the input side and the output side in a predetermined operation range. The damper clutch is driven and controlled by a direct connection pressure supplied through a hydraulic control valve, and the control map using the operating state of the vehicle as a parameter includes a direct connection pressure such that the input side and the output side of the torque converter do not slip. In addition to a complete direct connection area for controlling the direct connection, a non-direct connection area for controlling the clutch not to be directly connected, and a slip direct connection area for controlling the direct connection pressure so as to be engaged while slipping about several tens of revolutions are set. And TC
U (transmission control unit) determines the operating range of the damper clutch from the map based on the vehicle speed, the throttle opening, and the like, and increases or decreases the direct connection pressure to the damper clutch by duty-controlling the hydraulic control valve.

[0004]

The combination of an automatic transmission with a damper clutch and a cylinder-stop engine has the following problems. Generally, in a cylinder-less engine,
In the case of a V-type six cylinder, three cylinders in one bank are stopped, and in the case of an in-line four cylinder, two cylinders at both ends are stopped, so that the number of operating cylinders during the cylinder deactivated operation is reduced by half. Therefore, when switching between the all-cylinder operation and the closed-cylinder operation, rotation fluctuations and torque fluctuations inevitably occur, and these are transmitted to the vehicle body as switching shocks, and the riding comfort is greatly deteriorated.

Therefore, Japanese Patent Publication No. 5-86512 discloses that the lower limit of the complete direct connection area during the cylinder deactivated operation is set to a higher speed side than that during the all cylinder operation, and the damper clutch is set to the non-direct connection in the area below that. A control for preventing transmission of rotation fluctuation and torque fluctuation to a vehicle body is described. However, such control involves an essential contradiction. That is, the cylinder-stop operation and the complete direct-coupling control of the damper clutch are both aimed at improving fuel efficiency, and are obtained by cylinder-stop operation when the damper clutch is non-direct-coupled control to perform cylinder-stop operation. The improvement in fuel economy is offset by the slip of the torque converter.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and provides an operation control device that minimizes transmission of a switching shock to a vehicle body at the time of cylinder switching while ensuring a fuel efficiency reduction effect by cylinder deactivated operation. With the goal.

[0007]

In order to achieve the above object, according to the present invention, a multi-cylinder internal combustion engine is provided between a drive shaft and a driven shaft of the multi-cylinder internal combustion engine. Fluid coupling means provided, direct coupling means provided in parallel with the fluid coupling means for transmitting torque between the drive shaft and the driven shaft, adjusting means for adjusting the amount of torque transmitted by the direct coupling means, a cylinder stopping means for stopping the intake air to some cylinders of a multi-cylinder internal combustion engine, a fuel supply means for supplying fuel to the combustion chambers of the multi-cylinder internal combustion engine, the idle luck
An operation control device for a vehicle having an idle intake air amount adjusting means for adjusting an intake air amount at the time of rotation, an operating state detecting means for detecting an operating state of the multi-cylinder internal combustion engine, All air cylinder operation and a portion Te in order to perform switching between cylinder operation, and control means for outputting a command signal to said adjusting means and the cylinder stop means and said fuel supply means based on the output of the operating condition detecting means The control means, when it is determined based on the output of the operation state detection means that the operation state should be switched from full cylinder operation to partial cylinder operation, the torque transmission amount of the direct coupling means Output a torque transmission amount reduction command signal for temporarily reducing the fuel supply amount to the adjusting means, and after a first predetermined time has elapsed from the output, the fuel supply means stops the fuel supply to the partial cylinder. A supply stop instruction signal, outputs a cylinder deactivation command signal for stopping the intake air to some cylinders in the cylinder stopping means, further advance of the fuel supply stop signal, A
Temporarily increase the intake air volume by the idle intake volume adjustment means
An operation control device for a vehicle having a variable-operating-cylinder internal combustion engine, which outputs an intake air amount increase signal to be operated, is proposed.

Preferably, as a preferred mode of the control means, the control means outputs the torque transmission amount reduction command signal after a lapse of a second predetermined time after outputting the intake air amount increase signal. .

[0009] Incidentally, the control means outputs the intake air amount increasing signal and said torque transmission amount reduction command signal simultaneously
It may be something . In a preferred aspect of the present invention, the control means outputs the fuel supply stop command signal first , and after a lapse of a third predetermined time, outputs the cylinder stop command signal. It is good to output.

Further, a preferred embodiment of the first aspect of the present invention is as follows.
When the control means determines that the operating state should be switched from partial cylinder operation to full cylinder operation based on the output of the operating state detecting means, the torque transmission amount of the direct coupling means is determined. Outputting a torque transmission amount reduction command signal to temporarily reduce the torque transmission amount to the adjusting means, and stopping the output of the fuel supply stop command signal and the cylinder stop command signal after a lapse of a fourth predetermined time from the output. Can also .

In this case , it is preferable that the control means stops the output of the fuel supply stop command signal after a fifth predetermined time has elapsed since the output of the cylinder stop command signal was first stopped.

[0012]

In the operation control device according to the first aspect, when the engine is switched from all-cylinder operation to partial-cylinder operation, a torque transmission amount reduction command signal is first output from the control means to the adjustment means, and the torque transmission of the direct coupling means is performed. The amount gradually decreases. When the first predetermined time has elapsed and the torque transmission amount has been sufficiently reduced, and the rotation fluctuation and torque fluctuation have been absorbed by the fluid coupling means, a fuel supply stop command signal is output to the fuel supply means. At the same time, a cylinder stop command signal is output to the cylinder stopping means, and switching to partial cylinder operation is performed.

On the other hand, the control means controls the fuel supply stop signal.
Output an intake air amount increase signal to the idle intake air amount adjusting means prior to the output of, and when the torque increases with a time delay,
Switching to partial cylinder operation is performed by the cylinder stopping means. Specifically, when the operation delay of the idle intake air amount adjusting means is larger than the operation delay of the direct coupling means, the operation of the direct coupling means after the second predetermined time has elapsed after the start of the operation of the idle air amount adjusting means. to initiate actuation, it causes the tuning and the reduction of the increase in torque transmitting amount of torque.

[0014] Incidentally, in a case the operation delay of idle intake air amount adjusting means and the operation delay of the direct coupling means are equal,
The intake amount increase signal and the torque transmission amount decrease signal are simultaneously output.
Output , the torque increases and the amount of torque transmitted decreases.
Tunes. In a preferred aspect of the operation control device according to the first aspect, after the supply of fuel by the fuel supply unit is stopped, the excess fuel is discharged after a third predetermined time has elapsed, and then the introduction of intake air is stopped by the cylinder stop unit. Done.

According to the operation control device of the first aspect, when the engine is switched from partial cylinder operation to full cylinder operation,
What also is first outputted torque transmission amount reduction instruction signal to the adjusting means from the control means, the torque transmission amount of the direct coupling means gradually reduces. The amount of torque transmitted elapsed fourth predetermined time has sufficiently decreased, from a state where the rotation fluctuation and torque fluctuation is absorbed by the fluid coupling means, the fuel supply stop command signal to the fuel supply means output Is stopped, the output of the cylinder stop command signal to the cylinder stopping means is stopped, and switching to the all-cylinder operation is performed.

In this case , after the output of the cylinder stop command signal to the cylinder stopping means is first stopped, the fuel supply by the fuel supply means is started after the fifth predetermined time has elapsed and the intake and exhaust valves have started to operate completely. Will be resumed.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a schematic configuration diagram of an engine control system to which an operation control device according to the present invention is applied. In FIG. 1, reference numeral 1 denotes an in-line four-cylinder gasoline engine (hereinafter, simply referred to as an engine) with a cylinder rest mechanism for an automobile, and an intake port 2 formed in a cylinder head 20 is provided for each cylinder.
An intake pipe 9 including an air cleaner 5, an air flow sensor 6, a throttle valve 7, an ISC (idle speed controller) 8, and the like is connected via an intake manifold 4 to which the fuel injector 3 is attached. The exhaust port 10 is connected via an exhaust manifold 11 to an exhaust pipe 14 having an O ₂ sensor 12, a three-way catalyst 13, and a muffler (not shown). In the engine 1, a spark plug 16 is arranged in a combustion chamber 15,
Rotor plate 1 directly attached to crankshaft 17
A crank angle sensor 19 for detecting the rotation of the motor 8 is attached.

The cylinder head 20 has a built-in hydraulic cylinder rest control device 21 as cylinder stopping means. The basic structure of the cylinder rest control device 21 is disclosed in Japanese Patent Application Laid-Open No. 60-15041.
This is the same as that described in Japanese Patent Publication No. 2 (1995) -210, in which the camshaft and the rocker arm are separated by the operation of a hydraulic piston (not shown), and the valve mechanisms of the first and fourth cylinders are stopped in a closed state. In FIG. 1, reference numeral 22 denotes a throttle sensor for detecting the opening .theta.TH of the throttle valve 7, reference numeral 23 denotes a water temperature sensor for detecting the cooling water temperature TW, reference numeral 24 denotes an atmospheric pressure sensor for detecting the atmospheric pressure Ta, and reference numeral 25 denotes an intake air temperature Ta. This is an intake air temperature sensor.

In the vehicle cabin, an input / output device (not shown) and a storage device (RO) containing a large number of control programs are provided.
M, RAM, BURAM, etc.), central processing unit (CP
U), an ECU (engine control unit) 26 including a timer counter and the like is installed, and performs comprehensive control of the engine 1. That is, detection information from the various sensors described above is input to the input side of the ECU 26,
26 calculates the optimum values such as the fuel injection amount and the ignition timing from the detected information, and also controls the drive of the ISC 8 and the cylinder closing control device 21 in addition to the fuel injector 3 and the spark plug 16. Reference numeral 27 in the figure denotes an ignition coil, EC
A high voltage is output to the ignition plug 16 in response to a command from U26.

On the other hand, in FIG. 2, an automatic transmission 30 is connected to the rear end of the engine 1, and the output is transmitted to driving wheels (not shown) via the automatic transmission 30. The automatic transmission 30 includes the torque converter 3
1, a transmission main body 32 and a hydraulic controller 33, which are driven and controlled by a TCU (transmission control unit) 34 installed in a vehicle interior or the like. The transmission main body 32 incorporates hydraulic friction engagement elements such as a hydraulic clutch and a hydraulic brake in addition to a plurality of sets of planetary gears. In addition to the hydraulic passage formed integrally, various control valves and T
A solenoid valve for hydraulic control, which is duty-driven by the CU 34, is housed.

On the other hand, the TCU 34 includes an input / output device (not shown) and a storage device (RO) containing a large number of control programs.
M, RAM, BURAM, etc.), central processing unit (CP
U), a timer counter, and the like. On the input side, an electromagnetic pickup type Ne sensor 36 for detecting the engine speed Ne via a flywheel ring gear 35 and the like, and a turbine speed NT of the torque converter 31 are provided. An NT sensor 37 for detecting, an NO sensor 38 for detecting the rotational speed NO of the transfer drive gear (not shown), and an oil temperature sensor 39 for detecting the oil temperature of hydraulic oil discharged from an oil pump (not shown) in the torque converter 31 are connected. ing. The TCU 34 receives a cylinder stop signal SMD from the ECU 26 during cylinder stop operation, a gear position detection switch (inhibitor switch, etc.) for detecting a gear position, an idle switch for detecting a closed state of a throttle valve, and the like. Various sensors and switches are connected.

The torque converter 31 includes a housing 4
0, a casing 41, a pump 42, a stator 43, a turbine 44, and the like. The pump 42 is connected via a casing 41 to a drive shaft 45 serving as an input shaft. The stator 43 is connected to the housing 40 via a one-way clutch 46, and the turbine 44 is connected to an input shaft 47 of the transmission main body 32, which is an output shaft. Further, in the torque converter 31, a wet single plate type damper clutch 48 is interposed between the casing 41 and the turbine 44, and the drive shaft 45 and the input shaft 47 can be directly connected by engagement of the damper clutch 48. It has become. The damper clutch 48 includes oil passages 49, 50
Through, driven by hydraulic oil supplied from the damper clutch hydraulic control circuits 60.

The control valve 61 forming the center of the damper clutch hydraulic control circuits 60, both ends of the spool valve 63, the spool valve 63 for controlling the hydraulic pressure supplied to the damper clutch 48 is driven by the electromagnetic valve 62 of the normally-closed , A left end chamber 64 and a right end chamber 65, oil passages 66 and 67 for introducing pilot pressure to both chambers 64 and 65, a spring 68 for urging the spool valve 63 rightward in the drawing, and the like. The oil passage 66 to the left end chamber 64 is connected to the solenoid valve 62 via the branch oil passage 69. When the solenoid valve 62 is in the closed state (ie, OFF position), the left end chamber 64 and the right end chamber 65 are connected to each other. Are balanced, the spool valve 63 biased by the spring 68 moves rightward. Also,
When the solenoid valve 62 is in the released state (ie, the ON position), the pilot pressure on the left end chamber 64 side is released, and the right end chamber 65 is released.
The spool valve 63 moves to the left by being urged by the pilot pressure on the side. The orifices 66a and 69a are formed in the oil passage 66 and the branch oil passage 69, respectively, to prevent a sudden change in pilot pressure.

When the spool valve 63 moves rightward, a torque converter lubricating oil pressure (release pressure) is applied between the casing 41 and the damper clutch 48 via the oil passage 49.
Is supplied, and at the same time, the working oil is discharged from the casing 41 via the oil passage 50. Then, the damper clutch 48 is released (non-direct connection state), and the rotation of the drive shaft 45 is transmitted to the input shaft 47 via the pump 42 and the turbine 44. On the other hand, when the spool valve 63 moves to the left, the casing 41 passes through the oil passage 49.
Hydraulic oil is discharged between the hydraulic fluid and the damper clutch 48, and at the same time, an apply pressure based on the pressure regulation of the control valve 61 is supplied into the casing 41 through the oil passage 50. Then, the damper clutch 48 is brought into the connected state (completely directly connected state), and the rotation of the drive shaft 45 is directly transmitted to the input shaft 4.
7 is transmitted.

The connection / disconnection of the damper clutch 48 and the supply hydraulic pressure are determined by the position of the spool valve 63, that is, the pressure difference between the pilot pressure supplied to the left end chamber 64 and the right end chamber 65. It is controlled by duty driving. That is, the TCU 34 sets the solenoid valve 62
Is driven at a relatively high duty ratio, the pilot pressure in the left end chamber 64 is discharged through the branch oil passage 69, the spool valve 63 moves to the left end, and the damper clutch 48 is directly connected by the action of the above-described apply pressure. State. When the solenoid valve 62 is driven at a duty ratio of 0% (that is, when it is not driven at all), the left end chamber 64 and the right end chamber 6 are not driven.
Since the pilot pressure in the valve 5 is balanced, the spool valve 63 is urged by the spring 68 to move to the right end, and the damper clutch 48 is not directly connected by the action of the release pressure described above. When driven at a predetermined duty ratio, a low applied pressure state can be created, and the damper clutch 48 is brought into a slip directly connected state.

The control procedure in this embodiment will be described below with reference to the control flowcharts of FIGS. 3 to 8 and the time charts of FIGS. 9 to 11. In the present embodiment, while the engine 1 is operating in all cylinders, at a predetermined control interval,
The cylinder transition control subroutine shown in the flowcharts of FIGS. 3 and 4 is repeatedly executed.

When this subroutine is started, the ECU
26 first reads the operation information detected by the various sensors described above in step S1 of FIG. 3 and stores it in the RAM. Next, the ECU 26 determines in step S3 that the throttle opening θTH
It is determined whether or not a condition (cylinder deactivation condition) for performing the cylinder deactivation operation is satisfied based on the vehicle speed and the vehicle speed V. If the determination is No (No), the process returns to the start without performing the subsequent processing.

On the other hand, when the cylinder closing condition is satisfied and the determination in step S3 is Yes (affirmative) (point a in FIG. 9), E
The CU 26 resets to 0 a release counter CRE used in the all-cylinder transition control subroutine described later in step S5. Thereafter, in step S7, the ECU 26 sets the value of the start counter CST to the set value CS1 (0 ms in this embodiment).
Is determined to be within the range of the set value CS2 and, if the determination is No, the drive of the ISC 8 is controlled by the ISC drive control subroutine in step S9. The start counter CST has its initial value set to 0 when the engine 1 is started, and is reset to 0 also in an all-cylinder transfer control subroutine described later. The ISC drive control subroutine is a subroutine for controlling the drive of the ISC 8 based on the target idle speed, the target ISC valve opening, and the like. However, since the subroutine is not directly related to the present invention, its details will not be described here.

Immediately after the cylinder deactivation condition is satisfied, the determination in step S7 becomes Yes. Therefore, the ECU 26 determines in step S11 that IS
A valve opening command to make the valve opening larger than usual is output to C8 (point a in FIG. 9). Upon receipt of the valve opening command, the ISC 8 starts to open the valve. However, since the valve element opens and closes due to the rotation of the step motor, the ISC 8 is opened with a predetermined operation delay as shown in FIG. As a result, the amount of intake air passing through the intake manifold 4 of the engine 1 increases, but the rise of the output shaft torque is further delayed due to the pressure accumulation effect of the intake manifold and the like.

After outputting the valve opening command in step S11,
The ECU 26 determines in step S13 of FIG.
It is determined whether or not the value of ST is equal to or greater than a set value CS3 (CS1 <CS3 <CS2). If this determination is No, step S
At 15, the program returns to the start after adding the value 1 to the start counter CST. When the determination in step S13 becomes Yes after the second predetermined time (CS3-CS1) has elapsed, the ECU 26
Turns on the cylinder stop signal SMD in step S17 and
34 (point b in FIG. 9). Then, according to a damper clutch control subroutine described later, the TCU 34 reduces the drive duty ratio, and the damper clutch 48 starts to shift to the slip directly connected or non-directly connected state.

After turning on the cylinder stop signal SMD in step S17, the ECU 26 then determines in step S19 whether or not the value of the start counter CST has exceeded a set value CS4 (CS3 <CS4 <CS2). If this determination is No, the process returns to the start after adding the value 1 to the start counter CST in step S15. When the first predetermined time (CS4-CS 3) has elapsed the determination in step S19 becomes Yes, ECU 2
In step S21, the fuel injection of the cylinders in the closed cylinder (the first and fourth cylinders) is stopped in step S21 (point c in FIG. 9). Then, since the output source decreases from four cylinders to two cylinders, the output shaft torque of the engine 1 decreases.
By opening C8, the decrease can be kept very small.
Note that FIG. 9 shows a case where the determination in step S3 is Yes.
In the case where the fuel injection is stopped at a point, there is shown a variation of the output shaft torque by a two-dot chain line. Here, for the first predetermined time, the damper clutch 48 is turned on after the cylinder stop signal SMD is turned on.
Is a time for shifting from the direct connection state to the slip direct connection state or the non-direct connection state. By delaying the stop of the fuel injection in this manner, the switching shock is absorbed by the torque converter 31. Note that the first predetermined time is obtained by performing a bench test or the like.

After stopping the fuel injection in step S21,
The ECU 26 then proceeds to step S23 where the start counter CST
Is determined to be greater than or equal to the set value CS5 (CS4 <CS5 <CS2). If this determination is No, step S1 is performed.
At step 5, the process returns to the start after adding the value 1 to the start counter CST. After the fuel injection is stopped, a third predetermined time (CS5−
If CS4) has elapsed and the determination in step S23 is Yes, the ECU 26 determines in step S25 that the cylinder deactivation control device 21
And outputs the cylinder stop command signal to stop the valve operating mechanism of the cylinder stop cylinder (point d in FIG. 9). In this embodiment, the fuel injection and the stop of the valve train are not performed at the same time, for the following reason. That is, immediately after stopping fuel injection,
Has residual fuel in air intake manifold 4 and combustion chamber 15, when stopping the valve system in this state, confined within the combustion chamber 15 without being exhausted residual fuel explodes, resulting torque variation Such a problem occurs.

After the cylinder stop command signal is output in step S25, if the determination in step S7 is No , the ECU 26
Controls the ISC 8 by the ISC drive control subroutine instead of the valve opening command in step S9 (e in FIG. 9).
point). As a result, the engine 1 shifts to the normal cylinder-stop operation state. Thereafter, the TCU 34 determines in step S27 that the value of the start counter CST has reached the upper limit value CSL (for example, 255).
It is determined whether or not it has become equal. If this determination is No, the process returns to the start after adding the value 1 to the start counter CST in step S15. If the value of the start counter CST becomes equal to the upper limit value CSL and the determination in step S27 is Yes, the process directly returns to the start without proceeding to step S15. This is because unnecessary addition to the start counter CST is not performed after the control is completed.

On the other hand, in this embodiment, when the engine 1 is in the cylinder-stopped operation, the flow charts shown in FIGS. 5 and 6 and the time chart of FIG.
The all cylinder transfer control subroutine is repeatedly executed. When this subroutine is started, the ECU 26 first executes a process shown in FIG.
In step S31, the operation signals detected by the various sensors are read and stored in the RAM. Next, in step S33, the ECU 26 determines whether or not the condition for performing the cylinder deactivation operation (cylinder deactivation condition) is continuously satisfied. If this determination is Yes, the process returns to the start without performing the subsequent processing.

On the other hand, the cylinder stop condition is not satisfied and step S33
Is negative (point g in FIG. 10), the ECU
26 resets the start counter CST used in the cylinder-stop transition control subroutine described above in step S35 to zero. Thereafter, the ECU 26 determines in step S37 whether the value of the release counter CRE has become larger than the set value CR1, and if this determination is No, the ECU 26 proceeds to step S37 in FIG.
At 39, the process returns to the start after adding the value 1 to the release counter CRE. If the determination in step S37 is Yes, the ECU 26 sets the cylinder stop signal SMD to O in step S41.
The FF is output to the TCU 34 (point h in FIG. 10).
Then, according to a damper clutch control subroutine described later, the TCU 34 reduces the drive duty ratio, and the damper clutch 48 starts to shift to the slip directly connected or non-directly connected state.

After turning off the cylinder stop signal SMD in step S41, the ECU 26 then determines in step S43 in FIG. 6 whether the value of the release counter CRE has become equal to or greater than the set value CR2 (CR2> CR1). If the determination is No, the process returns to the start after adding the value 1 to the release counter CRE in step S39. When the determination in step S43 becomes Yes after the fourth predetermined time (CR2-CR1) has elapsed, the ECU determines
In step S45, the output of the cylinder deactivation command signal to the cylinder deactivation control device 21 is stopped, and the valve operating mechanism of the cylinder deactivated cylinder is operated again (point i in FIG. 10).

After stopping the output of the cylinder stop command signal in step S45, the ECU 26 determines in step S47 whether or not the value of the release counter CRE has become equal to or greater than the set value CR3 (CR3> CR2). If No, step S3
After adding the value 1 to the release counter CRE at 9, the process returns to the start. Then, when the fifth predetermined time (CR3-CR2) has elapsed and the determination in step S47 is Yes, the ECU 26
In step S49, the fuel injection of the cylinders in the closed cylinder is restarted (FIG. 1).
J point in 0). Here, the fourth predetermined time and the fifth predetermined time are times for shifting the damper clutch 48 from the direct connection state to the slip direct connection state or the non-direct connection state after turning off the cylinder stall signal SMD. The switching shock is reduced by delaying the restart of the switching.

Next, in step S51, the ECU 26 determines whether or not the value of the release counter CRE has become equal to the upper limit value CRL. If this determination is No, the value 1 is added to the release counter CRE in step S39. Return to start later. Also, the value of the release counter CRE becomes equal to the upper limit value CRL,
If the determination in step S53 is Yes, step S3
Do not go to 9 and return to the start.

On the TCU 34 side, the damper clutch 48 shown in the flowcharts of FIGS. 7 and 8 and the time chart of FIG.
Are repeatedly executed. When this subroutine is started, the TCU 34
First, in step S61 of FIG. 7, it is determined whether the damper clutch 48 is in a completely directly connected state or a slip directly connected state.
If this determination is No, the process returns to the start without performing the subsequent processing. This is because when the damper clutch 48 is in the non-directly connected state, even if the operating state of the engine 1 is switched between all cylinders and the closed cylinder, the switching shock is absorbed by the torque converter 31. . Then, step S61
Is YES, the TCU 34 next determines in step S63 whether or not the cylinder-stop signal SMD from the ECU 26 is ON.

If the cylinder stop condition is satisfied during the all-cylinder operation on the engine 1 side, the determination in step S63 is Yes, but T
The CU 34 further performs a previous cylinder stop signal SMD in step S65.
Is determined to be ON. Then, the cylinder deactivation signal S
Immediately after the MD is turned ON, the determination in step S65 is No. Therefore, the TCU 34 substitutes the initial value CDI (for example, 256) for the down counter CD in step S67. Thereafter, the TCU 34 determines in step S in FIG.
At 69, the current drive duty ratio D (n) of the damper clutch 48 is calculated by the following equation, and the solenoid valve 62 is driven based on the calculated drive duty ratio D (n).

D (n) = D (m) -X ・ (CD / CDI) where D (m) is the drive duty ratio immediately before the cylinder stop signal SMD is turned on, and X is the value at the time of cylinder switching. The duty ratio reduction amount (for example, 15 to 20%). Immediately after the shift to the cylinder-stop operation, the value of CD / CDI becomes 1, so that the current drive duty ratio D (n) is the same as the previous drive duty ratio D (m) with the duty ratio reduction amount X unchanged. This is the value obtained by subtraction (point v in FIG. 11).

As a result, in FIG.
3 moves rightward, and the casing 41 moves through the oil passage 50.
The hydraulic oil starts to be discharged from. As a result, the damper clutch 48 gradually shifts from a completely directly connected state or a close directly connected state to a non-directly connected state or a close directly connected state. Drive duty ratio D in step S69
After completing the calculation of (n), the TCU 34 proceeds to step S7.
At 1, it is determined whether the drive duty ratio D (n) is a positive value. This is because the immediately preceding drive duty ratio D (m) may fall below the duty ratio reduction amount X depending on the throttle opening θTH. If this determination is No, the drive duty ratio D (m) is determined in step S73.
(N) is set to 0. Then, the TCU 34 determines whether or not the value of the down counter CD has become 0 in step S75. Since this determination is No immediately after the cylinder stop signal SMD is turned on, the TCU 34 determines in step S77 C
Subtract 1 from the value of D and return to start.

The TCU 34, which has returned to the start, determines YES in step S65 this time, so that step S69
Then, the current drive duty ratio D (n) is calculated again, and the solenoid valve 62 is driven. At this time, since the value of the down counter CD is reduced in step S77, the value of CD / CDI becomes smaller than 1 and the current drive duty ratio D (n)
Is a value slightly larger than the previous drive duty ratio D (n-1).

As described above, every time the TCU 34 repeats a series of processes, the value of the down counter CD is decreased by 1 in step S77, and the drive duty ratio D (n) gradually increases. The hydraulic oil is continuously discharged. At the time when the ECU 26 stops the fuel injection of the cylinders that have been stopped, the damper clutch 48 has completely transitioned to the slip direct connection state or the non-direct connection state.
The switching shock is absorbed by the torque converter 31. Finally, when the value of the down counter CD becomes 0 and the determination in step S75 becomes Yes, the TCU 34 feedback-controls the drive duty ratio D (n) based on a map (not shown) in step S79, and a damper clutch control subroutine. And the cylinder switching control is terminated (point w in FIG. 11).

On the other hand, if the cylinder-stopping condition is not satisfied during the cylinder-stopping operation on the engine 1 side, the cylinder-stopping signal SMD is turned off and the determination in step S63 is No.
Further, at step S81, it is determined whether or not the previous cylinder stop signal SMD was ON. Then, the cylinder stop signal SMD is OF
Immediately after it becomes F, the determination in step S81 is Y
Since the answer is es, the TCU 34 substitutes the initial value CDI for the down counter CD in step S67. After a while, TC
U34 calculates the current drive duty ratio D (n) of the damper clutch 48 in step S69, drives the solenoid valve 62 with this (point x in FIG. 11), and uses the value of the down counter CD in step S77. Decrease 1 and return to start.

After the second time, since the determination in step S81 is No, the process does not proceed to step S67, but the current drive duty ratio D (n) is calculated in step S69 to drive the electromagnetic valve 62. In this case as well, the TCU 34 reduces the drive duty ratio D (n) once, gradually increases it, and returns to the damper clutch control subroutine as in the case of shifting from the all-cylinder operation to the cylinder-stop operation (FIG. 11). Of y
In the meantime, the torque converter 31 absorbs the switching shock at the time of restarting the fuel injection of the cylinders that have been stopped.

As described above, in this embodiment, when the engine 1 shifts between the all-cylinder operation and the closed cylinder operation, the engine 1
Side, and the damper clutch 48 is temporarily set to the slip direct connection or the non-connection state, so that the switching shock is absorbed by the torque converter 31 and the fuel consumption can be significantly reduced. .

The description of the concrete embodiment has been completed.
Embodiments of the present invention are not limited to this embodiment. For example, in the above-described embodiment, the cylinder stop signal SMD is output to the TCU 34 after a predetermined time has elapsed from the opening of the ISC 8 in the cylinder stop transition subroutine, but these may be performed simultaneously. Further, in the cylinder switching control subroutine, the drive duty ratio D (n) is reduced with a constant duty ratio reduction amount X. However, the duty ratio reduction amount is set in accordance with the immediately preceding drive duty ratio D (m). It may be determined. Further, in the above-described embodiment, the value of the duty ratio reduction amount X is the same at the time of shifting to the closed cylinder and at the time of shifting to all the cylinders, but a different value may be used. Further, the specific procedure of the control can be changed without departing from the gist of the present invention.

[0049]

As described above in detail, according to the operation control device of the first aspect of the present invention, the torque transmission amount of the direct coupling means during the switching from the full cylinder operation to the partial cylinder operation is reduced. A torque transmission amount reduction command signal to be temporarily reduced is output to the adjusting means, and after a first predetermined time has elapsed from the output, a fuel supply stop command signal and a cylinder stop command signal are output. While the switching shock in the above is absorbed by the fluid coupling means, deterioration of fuel efficiency due to slip of the fluid coupling means is prevented after the cylinder switching,
Fuel efficiency and ride comfort are both achieved.

According to the operation control device of the first aspect of the present invention, the intake air amount increasing signal is output to the idle intake air amount adjusting means prior to the fuel supply stop signal.
The reduction in torque due to the cylinder-stop operation is offset by the increase in torque due to the increase in the intake air amount, and the switching shock is reduced. Yo
More specifically , a torque transmission amount reduction command signal is output after a second predetermined time has elapsed since the output of the intake air amount increase signal .
Lever, size than the operating delay of the actuation delay is directly coupling means of the idle air quantity adjusting means without having, in phase and the reduction of the increase and the torque transmission amount of the torque switching shock is reduced.

On the other hand, the operation of the idle intake air amount adjusting means
If the operation delay is equal to the operation delay of the
Te is also output an intake amount increases signal and torque transmission amount reduction command signal simultaneously, and a reduction in the increase in torque transmitting amount of torque switching shock is reduced synchronously.

More specifically, after a third predetermined time has passed since the output of the fuel supply stop command signal, the cylinder stop command signal is output.
Is output, the intake of the intake air is stopped after the surplus fuel is discharged, and the residual fuel explodes and is confined in the combustion chamber without being exhausted, so that there is no problem such as a fluctuation in torque.

On the other hand , the operation control device according to the first aspect of the present invention
When switching from partial cylinder operation to full cylinder operation ,
It is also possible to output a torque transmission amount reduction command signal for temporarily reducing the torque transmission amount of the direct coupling means to the adjusting means.
Can, and, while the said output after a lapse of a fourth predetermined time, if stopping the output of the fuel supply stop instruction signal and the cylinder deactivation command signal, switching shock in the cylinder switching is absorbed by the fluid coupling means After the cylinder switching, deterioration of fuel efficiency due to slippage of the fluid coupling means is prevented, and both fuel efficiency and ride comfort are achieved.

[0054] In this case, specifically, after the elapse of a fifth predetermined time from the stop of the output of the cylinder deactivation command signal, if the output of the fuel supply stop command signal is stopped, the intake and exhaust valves fully actuated After the start of the fuel supply, the fuel supply by the fuel supply means is restarted, so that waste of the fuel, generation of the rich mixture, and the like are prevented.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of an engine control system to which an operation control device according to the present invention is applied.

FIG. 2 is a schematic configuration diagram of a power train to which the operation control device according to the present invention is applied.

FIG. 3 is a flowchart illustrating a procedure of a cylinder-stop shift control subroutine.

FIG. 4 is a flowchart illustrating a procedure of a cylinder-stop transition control subroutine.

FIG. 5 is a flowchart showing a procedure of an all-cylinder transfer control subroutine.

FIG. 6 is a flowchart showing a procedure of an all-cylinder transfer control subroutine.

FIG. 7 is a flowchart showing a procedure of a cylinder switching control subroutine of a damper clutch.

FIG. 8 is a flowchart showing a procedure of a cylinder switching control subroutine of a damper clutch.

FIG. 9 is a time chart showing a change in an engine operation state at the time of cylinder shift.

FIG. 10 is a time chart showing a change in an engine operating state at the time of shifting to all cylinders.

FIG. 11 is a time chart showing changes in the operating state of the damper clutch.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 3 Fuel injection valve 8 ISC 21 Cylinder rest control device 26 ECU 30 Automatic transmission 31 Torque converter 34 TCU 48 Damper clutch

────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code FI F02D 41/04 315 F02D 41/04 315 (56) References JP-A-59-208138 (JP, A) JP-A-59-224432 (JP, a) JP Akira 60-60039 (JP, a) JitsuHiraku Akira 59-156135 (JP, U) JitsuHiraku Akira 60-24836 (JP, U) (58 ) investigated the field (Int.Cl. ⁶ , DB name) F02D 17/02 F02D 29/00 F02D 41/02 F02D 41/04

Claims (1)

(57) [Claims] 1. A multi-cylinder internal combustion engine, fluid coupling means provided between a drive shaft and a driven shaft of the multi-cylinder internal combustion engine, and a drive shaft and a driven shaft provided in parallel with the fluid coupling means Direct coupling means for transmitting torque to and from a shaft; adjusting means for adjusting the amount of torque transmitted by the direct coupling means; cylinder stopping means for stopping the introduction of intake air to some cylinders of the multi-cylinder internal combustion engine; idling intake volume to adjust the fuel supply means for supplying fuel to the combustion chambers of the internal combustion engine, the intake air amount during idling
An operation control device for a vehicle, comprising: an adjustment unit; an operation state detection unit configured to detect an operation state of the multi-cylinder internal combustion engine; and performing switching between all-cylinder operation and partial cylinder operation according to the operation state. Control means for outputting a command signal to the adjusting means, the cylinder stopping means, and the fuel supply means based on the output of the operating state detecting means, the control means based on the output of the operating state detecting means When it is determined that the operation state should be switched from all-cylinder operation to partial-cylinder operation, a torque transmission amount reduction command signal for temporarily reducing the torque transmission amount of the direct coupling means is sent to the adjusting means. And a fuel supply stop command signal for stopping the fuel supply to the partial cylinder after the first predetermined time has elapsed from the output. Outputting a cylinder deactivation command signal for stopping the intake air to some cylinders, further advance of the fuel supply stop signal, idling intake volume
The amount of intake air that temporarily increases the amount of intake air by the adjusting means
An operation control device for a vehicle having a variable number of working cylinders internal combustion engine, which outputs an increase signal .