JP3443995B2 - Engine fuel supply control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine fuel supply control device, and more particularly to a technique for suppressing the occurrence of vehicle vibration when fuel supply is restarted in an engine in which fuel supply is stopped under predetermined operating conditions. .

[0002]

2. Description of the Related Art Conventionally, so-called fuel cut during deceleration, in which the fuel supply to the engine is stopped when the driver is not stepping on the accelerator (throttle valve is fully closed) and the engine speed is higher than a predetermined value. Control is performed, and such fuel cut control prevents wasteful fuel consumption and suppresses the amount of discharged HC.

Here, when the driver depresses the accelerator and shifts to re-acceleration, the fuel supply is restarted. However, when the normal fuel supply is restarted from the stopped state of the fuel supply, the output torque of the engine is increased. Becomes larger in steps. Therefore, when the engine and the transmission are mechanically directly connected to each other in a vehicle with a manual transmission or a vehicle with an automatic transmission that engages a lockup clutch during deceleration, the engine at the time of restarting the fuel supply is Due to the stepwise change of the output torque, a torsional vibration is generated in the drive system and the vehicle vibrates back and forth, which may cause a driver discomfort.

Therefore, in Japanese Patent Laid-Open No. Sho 60-81446, when the fuel supply is switched from the fuel supply stopped state to the fuel supply state, the restart of the fuel supply to some cylinders is delayed, so that the engine output torque when the fuel supply is restarted. Has been proposed to reduce the torsional vibration generated in the drive system. Further, as described above, the applicant does not specify the partial cylinders in advance in the control for restarting the fuel supply to the partial cylinders when the fuel is restarted, but restarts the fuel supply immediately after the restart. Japanese Patent Application No. 6-171102 proposed a control for restarting fuel supply according to a predetermined cylinder selection pattern in which the selected cylinder is set as the head.

[0005]

Generally, in a continuously variable transmission, the gear ratio is controlled by the vehicle speed and the throttle opening (accelerator depression amount), so that the fuel supply stop control is performed. When the accelerator is depressed from, the fuel supply stop condition is canceled by opening the accelerator (throttle), and the shift control to a lower speed is started.

Here, when the continuously variable transmission starts shifting to a lower speed side, a negative force is temporarily applied to the drive shaft due to an increase in engine speed and a decrease in inertia of the drive system. Although it works, the acceleration of the vehicle also slows down. However, in the configuration in which fuel is supplied only to some of the cylinders when fuel supply is restarted as in the prior art, a negative force (reduction of inertia torque) is caused by the shift. If the timing at which the engine output torque is reduced overlaps with the timing at which the engine output torque is reduced by some cylinders that are not supplied with fuel, the force acting in the negative direction on the vehicle is increased, and the engine generated torque is changed stepwise. The longitudinal vibration of the vehicle may be increased rather than the case (see FIG. 9).

The present invention has been made in view of the above problems, and when the fuel supply is restarted from the stopped state of the fuel supply, the fuel is supplied only to the selected partial cylinders. An object of the present invention is to reliably prevent the vehicle vibration from being promoted by the fuel supply to the cylinders, and to surely reduce the vibration by the fuel supply to the partial cylinders.

[0008]

Therefore, a fuel supply control device for an engine according to a first aspect of the invention is a fuel supply control device for an engine, which is combined with a continuously variable transmission whose gear ratio is controlled at least in accordance with an accelerator opening degree. The device is configured as shown in FIG. In FIG. 1, the fuel supply means supplies fuel according to the operating state for each cylinder of the engine, and the fuel supply stop means stops the fuel supply by the fuel supply means under a predetermined fuel supply stop condition.

Further, the fuel supply resumption control means selects the cylinders according to a preset cylinder selection pattern when resuming the fuel supply from the fuel supply stopped state by the fuel supply stopping means.
Only some selected cylinders are supplied with fuel and others are
Fuel supply to all cylinders after stopping the fuel supply
To restart. On the other hand, the cylinder selection prohibiting means prohibits the fuel supply control by the fuel supply resuming control means when the predetermined fuel supply stop condition is released due to the change in the accelerator opening degree accompanied by the change in the gear ratio , and all cylinders Fuel to
Immediately restart supply .

In the fuel supply control device for an engine according to a second aspect of the present invention, the fuel supply resumption control means is a partial cylinder according to a predetermined cylinder selection pattern in which the cylinder to which the fuel is supplied immediately after the fuel supply is restarted is selected. Fuel only to
Therefore, after the fuel supply to the other cylinders is stopped, the fuel supply to all the cylinders is restarted. In the engine fuel supply control device according to the invention of claim 3, the predetermined fuel supply stop condition includes at least full closing of the accelerator, and the cylinder selection prohibiting means shifts within a predetermined time after the accelerator is opened. When the actual accelerator opening exceeds the predetermined accelerator opening for changing the ratio, prohibiting the fuel supply control by the fuel supply restart control means ,
The fuel supply to all cylinders was restarted immediately .

[0011]

According to the engine fuel supply control device of the first aspect of the invention, when the fuel supply is restarted from the state where the fuel supply is stopped, the normal fuel supply to all cylinders is not immediately restarted, but Preset
Fuel only for some cylinders selected according to the cylinder selection pattern
Fuel supply to other cylinders and fuel supply to other cylinders stopped
After that , by restarting the fuel supply to all the cylinders, it is possible to reduce the vehicle vibration that occurs when the fuel supply is restarted. However, when the fuel supply is restarted due to the change in the accelerator opening degree accompanied by the change in the gear ratio, the fuel supply limited to the cylinders is not performed, and the normal fuel supply state for all the cylinders is immediately returned.

During gear shifting, a negative force may temporarily act on the drive shaft due to the inertia lock closing.
If the timing of the generation of the negative force and the timing of the engine torque decrease due to the fuel supply limited to the cylinders are overlapped with each other, the vibration of the vehicle is rather increased. Therefore, the fuel is supplied to some of the cylinders only during the non-shifting period when the vehicle vibration can be surely reduced.

According to the engine fuel supply control device of the second aspect of the present invention, when the fuel supply is restarted, it is preset.
When supplying fuel to only some of the cylinders selected according to the selected cylinder selection pattern, the cylinders to be supplied with fuel (or the cylinders not supplied with fuel) are not specified in advance but restarted. Immediately after that, the fuel is supplied according to a predetermined cylinder selection pattern with the cylinder to which fuel is supplied first, so that it is possible to reliably reduce the engine torque at a timing effective for vibration reduction.

According to the engine fuel supply control device of the third aspect of the present invention, at least the full closing of the accelerator is included as the fuel supply stop condition, but the fuel supply is not restarted immediately even if the accelerator is opened. Whether or not the accelerator opening operation involves a gear shift is determined within a predetermined time, and if the opening changes to cause a change in the gear ratio within the predetermined time, the fuel according to the cylinder selection pattern is selected. Supply
Prohibit control and immediately restart fuel supply to all cylinders.
Let

[0015]

EXAMPLES Examples of the present invention will be described below. FIG. 2 shows a V-belt type continuously variable transmission 1 combined with an engine in this embodiment. Here, on the engine output shaft 2 which rotates integrally with the crankshaft (not shown) of the engine,
A hydraulic torque converter 12 including a pump impeller 4, a turbine runner 6, a stator 8 and a lockup clutch 10 is attached.

The lock-up clutch 10 is connected to the turbine liner 6 and is movable in the axial direction, and forms a lock-up clutch oil chamber 14 between the pump impeller 4 and the member 4a integral with the pump impeller 4. When the oil pressure in the lock-up clutch oil chamber 14 becomes lower than the oil pressure in the torque converter 12, the lock-up clutch 10 is pressed against the member 4a and is brought into a fastening state (directly connected state) in which the lock-up clutch 10 rotates integrally with the member 4a.

The turbine liner 6 is spline-coupled to one end of a drive shaft 22 rotatably supported by a case 20 by bearings 16 and 18. A drive pulley 24 is provided at a portion of the drive shaft 22 between the bearings 16 and 18. Drive pulley 24
Is a fixed conical plate 26 fixed to the drive shaft 22 and a fixed conical plate
A movable conical plate which is arranged opposite to 26 to form a V-shaped pulley groove and which is movable in the axial direction of the drive shaft 22 by hydraulic pressure acting on a drive pulley cylinder chamber (not shown).
It consists of 30 and.

The drive pulley 24 is connected to a driven pulley 34 by a V belt 32 so as to be able to be transmitted.
34 is provided on a driven shaft 40 that is rotatably supported on the case 20 by bearings 36 and 38. The driven pulley 34 is
A fixed conical plate 42 fixed to the driven shaft 40, and a V-shaped groove which is disposed so as to face the fixed conical plate 42 and is movable in the axial direction of the driven shaft 40 by hydraulic pressure acting on the driven pulley cylinder. It is composed of a movable conical plate 46.

The fixed conical disc 42 has a forward multi-disc clutch 48.
A forward drive gear 50 rotatably supported on the driven shaft 40 via the shaft is connectable to the forward drive gear 50.
Meshes with the ring gear 52. A reverse drive gear 54 is fixed to the driven shaft 40, and the reverse drive gear 54 meshes with an idler gear 56. Idler gear 56
It is connectable to an idler shaft 60 via a reverse multi-plate clutch 58, and another idler gear 62 meshing with the ring gear 52 is fixed to the idler shaft 60.

The ring gear 52 includes a pair of pinion gears 64.
And 66 are attached, and a pair of side gears 68 and 70 that mesh with the pinion gears 64 and 66 to form a differential 67
Output shafts 72 and 74 are connected to the output shafts 72 and 74, respectively, and the output shafts 72 and 74 respectively supported by bearings 76 and 78 extend outward from the case 20 in opposite directions. The output shafts 72 and 74 are connected to a road wheel (not shown). An internal gear type oil pump 80, which is a hydraulic power source, is provided on the right side of the bearing 18 in the drawing, but the oil pump 80 is provided with an oil pump drive shaft 82 that penetrates the hollow drive shaft 22. Driven by the engine output shaft 2.

As described above, the rotational force input from the engine output shaft 2 to the continuously variable transmission formed by combining the torque converter with the lockup clutch, the V-belt type continuously variable transmission and the differential device, the torque converter 12, the driving force. When it is transmitted to the shaft 22, the drive pulley 24, the V belt 32, the driven pulley 34, and the driven shaft 40, and then the forward multi-plate clutch 48 is engaged and the reverse multi-plate clutch 58 is released. The output shafts 72 and 74 are rotated in the forward direction via the forward drive gear 50, the ring gear 52, and the differential device 67, and conversely, the reverse multi-plate clutch 58 is engaged and the forward multi-plate clutch 48.
Is open, the reverse drive gear 54, idler gear 56, idler shaft 60, idler gear 62, ring gear
52, the output shafts 72 and 74 are rotated in the backward direction via the differential 67.

During this power transmission, the movable conical plate 30 of the drive pulley 24 and the movable conical plate 46 of the driven pulley 34 are moved in the axial direction to change the contact position radius with the V-belt 32. The rotation ratio between the driven pulley 34 and the driven pulley 34, that is, the gear ratio can be changed. For example, V of the drive pulley 24
If the width of the V-shaped pulley groove is increased and the width of the V-shaped pulley groove of the driven pulley 34 is reduced, the radius of the V-belt contact position on the drive pulley 24 side becomes smaller and the V-belt contact position on the driven pulley 34 side becomes smaller. The radius becomes large, and a large gear ratio is eventually obtained. If the movable conical plates 30 and 46 are moved in the opposite directions, the speed change ratio will be reduced in the opposite manner to the above.

Further, the torque converter 12 is provided with the lock-up clutch 10, and the oil pressure in the lock-up clutch oil chamber 14 is drained to press the lock-up clutch 10 against the member 4a integral with the pump impeller 4. , Engine output shaft (engine) and drive shaft 22 (transmission)
And can be directly connected mechanically. Here, a shift control unit 101 for controlling the gear ratio of the V-belt type continuously variable transmission 1 by controlling the hydraulic pressure (V-shaped pulley groove width) acting on the drive pulley cylinder chamber and the driven pulley cylinder chamber is provided. It is provided as shown in FIG.

The shift control unit 101 includes
Vehicle speed sensor 102 for detecting vehicle speed VSP and engine
Opening TVO (accelerator opening) of a throttle valve (not shown) that is installed in the intake system of 103 and opens and closes in conjunction with the accelerator
A detection signal from a throttle sensor 104 for detecting the above is input, and the drive pulley cylinder is arranged to match an actual gear ratio with a target gear ratio set according to the vehicle speed VSP and the throttle opening TVO. Controls the hydraulic pressure acting on the chamber and the driven pulley cylinder chamber.

Further, the shift control unit 101 is
The engagement / disengagement of the lockup clutch 10 is determined according to the vehicle speed VSP and the throttle opening TVO, and the hydraulic pressure in the lockup clutch oil chamber 14 is controlled. On the other hand, the engine 103 is provided with an electromagnetic fuel injection valve 105 for each cylinder. The fuel injection valve 105 is a fuel injection valve 105 which outputs a fuel corresponding to the pulse width of the injection pulse signal output from the engine control unit 106. Is supplied for each cylinder.

The engine control unit 106 has an air flow meter 107 for detecting the intake air amount Q of the engine in addition to the detection signal from the throttle sensor 104.
, A crank angle sensor 108 for extracting a rotation signal from a cam shaft or a crank shaft, ON at the fully closed position of the throttle valve
A detection signal from the idle switch 109 or the like is input. The crank angle sensor 108
The engine speed Ne can be calculated based on the detection signal from

The engine control unit 106
Calculates the basic injection pulse width Tp based on the intake air amount Q detected by the air flow meter 107 and the engine speed Ne calculated based on the detection signal from the crank angle sensor 108, while the basic injection pulse width Tp is calculated. Pulse width Tp
Is corrected according to the operating conditions such as the cooling water temperature to determine the final injection pulse width TI. Then, the injection pulse signal of the injection pulse width TI is individually output to the fuel injection valve 105 of each cylinder in synchronism with the intake stroke of each cylinder. Therefore, in this embodiment, the fuel supply means is
It is configured by a fuel injection valve 105 provided for each cylinder and an injection control function of each fuel injection valve 105 by a control unit 106.

Further, the engine control unit 106
Under the predetermined fuel supply stop condition, the fuel injection valve 105
The injection and supply of fuel by the above is stopped in all cylinders to suppress HC and improve fuel efficiency. The predetermined fuel supply stop condition means that the idle switch 109 is ON, the throttle valve (accelerator) is in a fully closed state, and the engine speed Ne is a deceleration state of a predetermined speed or more, and the accelerator is depressed. The fuel supply is restarted when the throttle valve is opened and the idle switch 109 is turned off, or when the engine speed Ne drops below a predetermined value even when the idle switch 109 is still on.

Here, the control for restarting the fuel supply from the fuel supply stop state during the deceleration will be described in detail with reference to the flow charts of FIGS. In this embodiment, the functions of the fuel supply resumption control means and the cylinder selection prohibition means are provided by the engine control unit 106 by software as shown in the flow charts of FIGS.

The flowchart of FIG. 4 is a routine that is executed in the fuel supply stop state during deceleration, and the fuel supply restart condition determination based on the throttle opening (accelerator opening) is performed. In the flowchart of FIG. 4, first, in S10, it is determined whether the idle switch 109 is ON or OFF.

When the idle switch 109 is in the ON state and the throttle valve maintains the fuel supply stop condition, the routine proceeds to step 11, the timer STTIMER is set to a predetermined value, and this routine is ended. On the other hand, when the accelerator is depressed and the idle switch 109 is turned off, the timer STTIMER is counted down in S12. That is, by the timer STTIMER,
Idle switch 109 turned on as a condition to stop fuel supply
The time after leaving the state will be measured.

In the next step S13, it is judged whether or not 1 is set in the fuel supply resumption flag F-recover for instructing the resumption of fuel supply from the fuel supply stop state at the time of deceleration,
When 1 has already been set, this routine is ended as it is. On the other hand, the fuel supply restart flag F-recover
If 1 is not set in step S14, the process proceeds to step S14, and it is determined whether or not the timer STTIMER is counted down to 0, that is, a predetermined time after the idle switch 109, which is a fuel supply stop condition, is switched from the ON state to the OFF state. It is determined whether or not has passed.

When the timer STTIMER is not 0 and is within the predetermined time, the routine proceeds to S15, where it is determined whether or not the throttle opening TVO exceeds the predetermined opening PSRTVO. The predetermined opening degree PSRTVO indicates the minimum opening degree at which the gear ratio is changed, and is set by the routine shown in the flowchart of FIG.

In the flowchart of FIG. 5, first, S
At 40, the vehicle speed VSP is read, and at next S41, as shown in FIG. 7, a gear ratio map for setting a gear ratio based on the vehicle speed VSP and the throttle opening TVO is referred to.
In the vehicle speed VSP condition read at 40, the minimum throttle opening TVO at which the gear ratio is changed when the throttle is opened from the fully closed state of the throttle valve is searched for,
The minimum opening TVO is set to the predetermined opening PSRTVO. That is, even if the throttle valve is opened from the fully closed state, the predetermined opening PSRTVO is the opening PSRTV.
It indicates that gear shifting is not performed until O is exceeded (see FIG. 9).

Therefore, in S15, the throttle opening TV
When it is determined that O is equal to or smaller than the predetermined opening degree PSRTVO, the throttle valve is opened by the driver's depression of the accelerator, but it is not opened by the time the gear shift is performed. However, the timer timer STTIMER
Since there is a possibility that the throttle opening TVO will exceed the predetermined opening PSRTVO within the predetermined time measured in step S15, it is determined in S15 that the throttle opening TVO is equal to or smaller than the predetermined opening PSRTVO. In this case, without setting the fuel supply resumption flag F-recover to 1, this routine is terminated and the resumption of fuel supply is suspended.

On the other hand, when it is judged at S15 that the throttle opening TVO exceeds the predetermined opening PSRTVO, the routine proceeds to S16, where the fuel supply restart flag F-recover is set to 1 in order to restart the fuel supply. On the other hand, 0 is set in the fuel injection start counter re-counter. The fuel injection start counter re-counter subtracts the number of times of injection control for supplying fuel to some cylinders selected according to a predetermined cylinder selection pattern when restarting fuel supply from the fuel supply stop state. To count,
As described later, the fuel injection start counter re-counter
Is set to 0, it is considered that the injection control according to the predetermined cylinder selection pattern has been completed, and fuel injection is normally performed to all cylinders. Therefore, when the condition for restarting the fuel supply is brought about by the opening operation of the throttle valve that accompanies the shift, the fuel is normally supplied to all the cylinders at the same time as the restart (see FIG. 9). .

On the other hand, within a predetermined time, the throttle opening TVO
Does not exceed the predetermined opening PSRTVO, it means that the accelerator is depressed and the throttle valve is opened, so that the fuel supply is restarted, but the gear change is not performed by the accelerator operation. . In this case, the process proceeds from S14 to S17, and the fuel supply restart flag F-r
While setting ecover to 1, the fuel injection start counter re
-Counter is set to a predetermined value TIMPSR, and then the fuel injection pattern (injection cylinder selection pattern) re-pattren that performs fuel injection or non-injection for each cylinder after restarting fuel supply is set to R
Read from OM and set.

The fuel injection pattern re-pattren is data indicating bit information as to whether or not to perform the injection in the order of the injection timing, starting with the cylinder having the injection timing immediately after the instruction to restart the fuel supply is given (see FIG. 8), it is set in advance to reduce the vehicle vibration generated by the rise of the torque due to the restart of the fuel supply. The routine shown in the flowchart of FIG. 6 shows the content of the injection control when the fuel supply is restarted from the fuel supply stopped state at the time of deceleration.

First, in S21, the fuel supply resumption flag F-recover is discriminated and the fuel supply resumption flag F-r is determined.
When ecover is set to 0, it is determined that the condition for stopping the fuel supply is not exceeded, and the routine proceeds to S25, where fuel injection is stopped for all cylinders. On the other hand, when the fuel supply restart flag F-recover is set to 1,
From S21 to S22, the fuel injection start counter re-cou
It is determined whether nter is 0 or not.

Here, the fuel injection start counter re-cou
If it is determined that nter is 0, proceed to S26,
Return to normal injection for all cylinders. Therefore, when the fuel supply is restarted according to the fuel injection pattern re-pattren, the fuel injection start counter re-counter is counted down from a predetermined value TIMPSR to 0, and after the pattern injection is completed, the normal injection for all cylinders is performed. It will return to injection.

On the other hand, when the condition for stopping the fuel supply is released by the opening operation of the throttle accompanied by the gear shift, the fuel injection start counter re-counter is set to 0 instead of being set to the predetermined value TIMPSR. Flag F-r
From the first time when it is determined that ecover is 1, the process proceeds to S22 → S26, and the normal injection is immediately returned to all the cylinders without performing the injection according to the injection pattern re-pattren.

After proceeding to S25 or S26, proceed to S27,
The fuel supply restart flag F-recover and the fuel injection start counter re-counter are each reset to zero to prepare for the fuel supply stop control at the next deceleration. On the other hand, when it is determined in S22 that the fuel injection start counter re-counter is not 0, the counter re-counter is counted down in S23, and then the process proceeds to S24, in which the fuel injection pattern re-p
Whether to inject or not inject is determined according to attren, 1 is set to the flag F (c) when fuel injection is performed, and 0 is set to the flag F (c) when fuel injection is stopped.

The determination of the injection / non-injection is specifically
Injection pattern as bit data indicating injection / non-injection
The information of the most significant bit of re-pattren is set to the flag F (c).
, The injection pattern re-p for each injection timing.
This is performed by shifting the data of attren to the upper side and sequentially setting each bit data of the injection pattern re-pattren to the flag F (c) from the upper side (see FIG. 8).

At S28, the flag F (c) is discriminated. If 1 is set in the flag F (c),
In S30, the fuel is injected into the cylinder at the current injection timing, but if the flag F (c) is set to 0, the process proceeds to S29 in which fuel is injected into the cylinder at the current injection timing. Stop the injection pattern
In accordance with re-pattren, fuel is injected into only some of the selected cylinders (see FIG. 8).

If the structure is such that the fuel injection at the beginning of fuel supply resumption is controlled according to the above-mentioned injection pattern re-pattren, the injection cylinder and the non-injection cylinder are not set in advance, but the cylinder that becomes the injection timing first when restarting. Since the injection / non-injection is sequentially controlled with reference to the above, it is possible to cause a reduction in the engine torque due to the non-injection at a timing effective for vibration reduction. In particular, when the fuel supply is stopped during deceleration, the lock-up clutch 10 is engaged, and when the lock-up clutch 10 remains engaged even when the fuel supply is restarted, vehicle vibration increases, The effect of the injection control by the injection pattern re-pattren becomes large.

However, in this embodiment, the injection control according to the injection pattern re-pattren is not performed when the fuel supply is restarted by performing the throttle opening operation accompanied by the gear shift (FIG. 9). reference). This is because when the gear is shifted to the low speed side by the throttle opening operation, a negative force temporarily acts on the drive shaft due to an increase in the engine speed and a decrease in the inertia of the drive system. Occurrence timing and the injection pattern re-pattren
If there is a case where a temporary decrease in engine torque due to non-injection control in accordance with the above may overlap, the vehicle vibration will be increased rather than the case where fuel injection is performed for all cylinders from the beginning. This is because it is lost (see FIG. 9).

Particularly, in the continuously variable transmission according to the present embodiment, when the gear change is performed while the lock-up clutch 10 is directly connected, the injection control according to the injection pattern re-pattren is simultaneously performed. When the closing of the inertia torque due to the gear shift and the decrease of the engine torque overlap, the vehicle vibration becomes large. Therefore, in this embodiment,
During the opening operation of the accelerator accompanied by gear shift, normal injection is performed to all the cylinders from the beginning of the restart of fuel supply so that at least the vehicle vibration is not increased (see FIG. 9).

Therefore, according to this embodiment, it is possible to surely reduce the vehicle vibration when the fuel supply is restarted by the injection control according to the injection pattern re-pattren.
It is possible to surely avoid increasing the vibration on the contrary by the pattern injection control.
Injection control according to attren can be effectively operated.

In the above description, only the resumption of the fuel supply when the throttle is opened from the fully closed state from the fuel supply stopped state during deceleration is described, but the fuel supply resumption judgment based on the engine speed is separately performed. , The idle switch is ON
If the rotation decreases as it is, the injection pattern re
-The fuel supply is restarted by injection control according to pattren or by normal injection from the beginning to all cylinders.

In the above embodiment, the V-belt type continuously variable transmission is used, but a toroidal type continuously variable transmission may be used, and an electromagnetic clutch is used instead of the torque converter 12. It may be a gear transmission. Further, when supplying fuel to some of the selected cylinders when fuel supply is resumed, the cylinders to which fuel is supplied (cylinders that do not supply fuel) may be specified in advance. As in the example, the configuration that sets the injection cylinder and the non-injection cylinder each time according to the restart timing,
It is more preferable because it has a large effect of reducing vibration.

[0051]

As described above, according to the engine fuel supply control device of the invention of claim 1, when the fuel supply is resumed from the stopped state of the fuel supply, is the continuously variable transmission operated? By configuring to determine whether or not to execute the fuel supply control for actively reducing the vehicle vibration depending on whether or not to avoid increasing the vehicle vibration on the contrary by the fuel supply control, There is an effect that the effect of reducing the vehicle vibration by the fuel supply control can be surely obtained.

According to the engine fuel supply control device of the second aspect of the present invention, the fuel is supplied according to a predetermined cylinder selection pattern in which the cylinder to which the fuel is supplied is headed immediately after the restart, so that the timing effective for vibration reduction is provided. Thus, the engine torque can be reliably reduced, and vehicle vibration can be effectively reduced. According to the engine fuel supply control device of the third aspect of the present invention, when restarting the fuel supply from the fuel supply stop condition on condition that the accelerator is fully closed, it is ensured whether or not the accelerator operation is accompanied by a shift. It is possible to control the restart of the fuel supply after making the above determination.

[Brief description of drawings]

FIG. 1 is a configuration block diagram of a fuel supply control device according to a first aspect of the invention.

FIG. 2 is a partial cross-sectional view showing a continuously variable transmission according to an embodiment.

FIG. 3 is a block diagram showing an overall system configuration in an embodiment.

FIG. 4 is a flowchart showing control for determining restart conditions in the embodiment.

FIG. 5 is a flowchart showing setting control of a throttle opening for gear shift determination in the embodiment.

FIG. 6 is a flowchart showing injection control when resuming fuel supply in the embodiment.

FIG. 7 is a diagram showing an example of a gear ratio map.

FIG. 8 is a time chart showing a state of injection according to an injection pattern in the example.

FIG. 9 is a time chart for explaining effects of the embodiment and problems of the conventional technology.

[Explanation of symbols]

1 continuously variable transmission 10 lockup clutch 12 Torque converter 24 drive pulley 32 V belt 34 Driven pulley 101 Shift control unit 102 vehicle speed sensor 103 engine 104 Throttle sensor 105 fuel injection valve 106 Engine control unit 107 Air flow meter 108 Crank angle sensor 109 Idle switch

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Satoshi Takizawa 2 Takara-cho, Kanagawa-ku, Yokohama, Kanagawa Nissan Motor Co., Ltd. (72) Yusuke Minagawa 2 Takara-cho, Kanagawa-ku, Yokohama, Nissan Nissan Motor Co., Ltd. (56) References JP-A-7-266933 (JP, A) JP-A-62-18335 (JP, A) JP-A-59-105941 (JP, A) JP-A-60-88260 (JP, A) JP-A-60-81446 (JP, A) JP-A-2-196149 (JP, A) JP-A-60-50239 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) F02D 29/00-29/06 F02D 41/00-41/40

Claims (3)

(57) [Claims] 1. A fuel supply control device for an engine, which is combined with a continuously variable transmission in which a gear ratio is controlled in accordance with at least an accelerator opening degree, the fuel supplying fuel for each cylinder of the engine according to an operating state. Supply means, fuel supply stop means for stopping fuel supply by the fuel supply means under a predetermined fuel supply stop condition, and preset when restarting fuel supply from a stopped state of fuel supply by the fuel supply stop means Cylinder selection pattern
Fuel is supplied only to some cylinders selected according to
After stopping the fuel supply to other cylinders,
That a fuel supply restart control means for resuming the fuel supply, when the escaped the predetermined fuel supply stop condition by a change in the accelerator opening degree with the change of the gear ratio, the fuel supply control by the fuel supply restart control unit Banned, all cylinders
A fuel supply control device for an engine, comprising: a cylinder selection prohibiting means for immediately restarting fuel supply to the engine. 2. The fuel supply resumption control means supplies fuel only to some of the cylinders in accordance with a predetermined cylinder selection pattern in which the cylinders to which fuel is supplied immediately after the fuel supply is restarted are selected.
The fuel supply to all the cylinders is restarted after the fuel supply to the other cylinders is stopped.
A fuel supply control device for the engine described. 3. The cylinder selection prohibiting means includes at least full closing of an accelerator as the predetermined fuel supply stop condition,
When the actual accelerator opening degree exceeds a predetermined accelerator opening degree in which the gear ratio is changed within a predetermined time after the accelerator is opened, the fuel by the fuel supply restart control means is changed.
Prohibit supply control and immediately restart fuel supply to all cylinders.
The fuel supply control device for an engine according to claim 1 or 2, which is opened .