JP3637746B2 - Control device for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for an internal combustion engine. State of accelerator pedal operation amount The eco-run entrance determination is made by the accelerator pedal operation amount trigger set in advance according to the If the change in the accelerator pedal operation amount is small, select a low accelerator pedal operation amount trigger and in case of high Accelerator pedal operation amount trigger Selected Make it easier to enter the Eco-Run, If the change in accelerator pedal operation amount is small, select a low accelerator pedal operation amount trigger, Gradually accelerator Continuously If you return it high Accelerator pedal operation amount trigger Selected Make it easier to enter Eco-Run, and When the change in the accelerator pedal operation amount is small, select a low accelerator pedal operation amount trigger. When the accelerator is gradually returned continuously, select a high accelerator pedal operation amount trigger. In case if the accelerator gradually Continuously Compared to the case of returning high Accelerator pedal operation amount trigger Selected With the control means that facilitates eco-run entry and has the function of entering eco-run before the accelerator is fully closed, the driver's driving intention and the feeling of discomfort (shock) are reflected, and drivability at the time of eco-run entry The present invention relates to a control device for an internal combustion engine that achieves both a fuel saving effect by eco-run.
[0002]
[Prior art]
In the internal combustion engine of this vehicle, a so-called eco-run (automatic fuel-saving operation) system for eco-run operation that reduces fuel consumption automatically stops the internal-combustion engine when the eco-run condition is satisfied (engine stop) System eco-run) and forcibly set to idle operation state (idle operation system eco-run).
[0003]
As a control device for the internal combustion engine, there is one disclosed in JP-A-8-189395. The engine automatic start / stop device disclosed in this publication performs fuel cut control when the fuel cut condition of the fuel cut control is not satisfied and the automatic stop condition is satisfied, and the automatic stop condition is being satisfied. Control means for automatically stopping the engine by controlling the clutch to the released state, controlling the engine automatically when the automatic start condition is satisfied, and controlling the clutch to the normal state when the clutch normal control condition is satisfied The fuel cut control time of the engine is lengthened to extend the effective range of engine brake by fuel cut control until the engine is automatically stopped, reducing fuel consumption and making engine brake more effective.
[0004]
In addition to the above application, the applicant of the present invention is not limited to the above-mentioned application, one that performs eco-run control when traveling at a constant vehicle speed, one that performs eco-run control during non-throttle fully closed deceleration, Many applications have been filed for eco-run control in response to changes.
[0005]
[Problems to be solved by the invention]
By the way, in the conventional control device for an internal combustion engine, when the accelerator pedal is operated while traveling, the eco-run entrance determination is as follows: `` A trigger for the accelerator pedal operation amount according to the vehicle speed is provided, and the actual accelerator pedal operation amount is set. This is done by comparing with the trigger value. When the actual accelerator pedal operation amount is lower than the trigger value, the eco-run is entered.
[0006]
The trigger reflects engine characteristics, and no consideration is given to the driver's intention and feeling.
[0007]
For this reason, the eco-run is entered in a situation that the driver does not want to induce a sense of incongruity (for example, a shock), or the eco-run does not enter the situation that the driver desires, and the fuel saving effect cannot be obtained.
[0008]
That is, in the situation where the eco-run condition is established when the fuel saving effect is emphasized, as shown in FIG. 11, if the accelerator pedal operation amount trigger ACTR1 is set higher than the accelerator pedal operation amount AC, The eco-run condition is established by the accelerator pedal operation amount trigger ACTR1 set to be high, so that the eco-run entry is performed, and a sense of incongruity (shock) is easily induced.
[0009]
In addition, in the situation where the eco-run condition is satisfied when emphasizing drivability (also referred to as “drivability”), as shown in FIG. 12, if the accelerator pedal operation amount trigger ACTR1 is set lower than the accelerator pedal operation amount AC, the driver Therefore, the eco-run condition is not satisfied by the accelerator pedal operation amount trigger ACTR1 set low, and the eco-run entry is not performed, and the fuel saving effect cannot be obtained.
[0010]
As a result, it is difficult to achieve both the drivability at the time of entering the eco-run and the fuel saving effect by the eco-run, and there is an inconvenience that the usability is poor.
[0011]
Here, focusing on the driver's driving intention and how to feel a sense of incongruity (shock), the accelerator pedal operation can be summarized as follows.
(1) When the accelerator pedal operation amount is almost constant
When traveling on land. It is in a state sensitive to the occurrence of discomfort (shock).
(2) When the accelerator pedal operation amount decreases continuously and gradually
If you want to gradually reduce the driving force of the car. It is relatively tolerant to the occurrence of discomfort (shock).
(3) When the accelerator pedal is suddenly returned, but the feet remain on the accelerator pedal (that is, with the feet on the accelerator pedal)
If you want to reduce the acceleration of the car. It is tolerant to the occurrence of a sense of incongruity (shock).
[0012]
When entering the eco-run, the driving wheel torque often changes, and this torque change is easily felt as a sense of incongruity (shock).
[0013]
However, as apparent from the summary of the accelerator pedal operation described above, it can be understood that the driver feels a sense of incongruity (shock) depending on the driver's driving intention, and that the driving intention can be discriminated depending on the operation state of the accelerator pedal.
[0014]
For this reason, if the ease of entering the eco-run can be changed by operating the accelerator pedal, it will be difficult to enter the eco-run in situations where it is easy to feel uncomfortable (shock). It was possible to make it easier to achieve this, and both the drivability when entering the eco-run and the fuel-saving effect of the eco-run could be achieved, and improvements were desired.
[0015]
Next, a description will be given along the flowchart for eco-run conditions of FIG.
[0016]
When the program of the control means is started (400), it is first determined whether or not the eco-run switch is ON (402). If this determination (402) is YES, whether or not the eco-run prohibition condition is satisfied. When the determination (402) is NO, the eco-run condition is not satisfied (406), and the program is terminated (424).
[0017]
If the determination (404) of whether or not the eco-run prohibition condition is satisfied is NO, the process proceeds to the determination (408) of whether or not the eco-run condition is satisfied and whether or not the eco-run prohibition condition is satisfied. If the determination (404) is YES, the eco-run condition is not satisfied (406), and the program is terminated (424).
[0018]
If the determination (408) of whether or not the above-described eco-run condition is satisfied is NO, the process proceeds to determination (410) of whether or not the accelerator pedal is being operated, and determination whether or not the eco-run condition is satisfied ( If 408) is YES, a determination is made that the eco-run condition is not satisfied (412), and the program is terminated (424).
[0019]
If the determination (410) as to whether or not the accelerator pedal is being operated is YES, the process proceeds to a determination (414) as to whether or not the change in the accelerator pedal operation amount AC is small, and whether or not the accelerator pedal is being operated. If the determination (410) is NO, it is determined that the eco-run condition is satisfied when the accelerator pedal is not operated (416), and the program is terminated (424).
[0020]
Further, when the determination (414) as to whether or not the change in the accelerator pedal operation amount AC is small (414), the process proceeds to the setting (418) of the accelerator pedal operation amount trigger ACTR1 and the change in the accelerator pedal operation amount AC is small. If the determination (414) is NO, the program is terminated (424).
[0021]
After setting the accelerator pedal operation amount trigger ACTR1 (418), the accelerator pedal operation amount AC and the accelerator pedal operation amount trigger ACTR1 are compared and determined (420). In the comparison determination (420), the accelerator pedal is operated. The operation amount AC is less than the accelerator pedal operation amount trigger ACTR1, that is,
AC <ACTR1
In this case, after the eco-run condition is satisfied (422), the program is terminated (424), and in the comparison determination (420), the accelerator pedal operation amount AC is greater than or equal to the accelerator pedal operation amount trigger ACTR1, that is,
AC ≧ ACTR1
In this case, the program is terminated as it is (424).
[0022]
Here, symbols * 1 to * 5 described in the flowchart of FIG. 13 are listed.
* 1: Examples of eco-run prohibition conditions
(1) When the selector position is other than D (drive) or N (neutral)
(2) When the engine is cold
(3) When battery charge is insufficient
(4) Immediately after sudden deceleration
Examples of eco-run prohibition conditions for the engine-stop-type eco-run system
(The following items are added to the above items.)
(1) Air conditioner in use
(2) When the electrical load is large
(3) When waiting for a right turn
(4) Immediately after engine restart
* 2: The determination that the eco-run condition is not satisfied is performed by, for example, comparing and comparing an accelerator pedal operation amount and an eco-run escape determination accelerator pedal operation amount trigger.
* 3: The determination of the establishment of the eco-run condition when the accelerator pedal is not operated is performed by, for example, comparing the vehicle speed with a vehicle speed trigger for determining the eco-run condition.
* 4: For example, −2 ≦ d / dt · AC ≦ 2 (% / 60 msec)
D / dt · AC is the differential value of the accelerator pedal operation amount AC.
* 5: In an actual program, a determination time (for example, 0.5 sec) is provided, and an eco-run is established when AC <ACTR1 for 0.5 sec.
This is for the purpose of preventing erroneous determination.
[0023]
For reference, the idling operation method of the eco-run system will be described. In the idling operation type eco-run system, in order to perform idling operation when the eco-run condition is satisfied, control means to which various input signals are input, and the driver's accelerator Regardless of pedal operation state, a fully-closed device that electrically closes the air flow in the engine intake pipe to a fully closed state of the throttle, and a transmission path between the internal combustion engine and the drive wheels, regardless of the driver's operation And a transmission path releasing device for releasing the motor.
[0024]
For this purpose, there is a method of using a clutch (not shown) capable of electrically adjusting the torque capacity.
[0025]
Specific measures for the fully closed device include a measure for providing a fully closed valve in the middle of the intake pipe and a measure for employing a by-wire throttle (throttle actuator).
[0026]
A method for providing a fully closed valve in the middle of the intake pipe will be described. Here, the same components as those in the embodiment will be described with the same reference numerals. As shown in FIG. 14, a fully closed valve 46 is provided upstream or downstream of the throttle valve 44 disposed in the middle of the intake pipe 42 that communicates the internal combustion engine 2 and the air cleaner 40. The fully closed valve 46 and the throttle valve And an idling operation intake passage 48 that bypasses the valve 44, and is controlled by the control means 12 (or "control means 24", which will be described as "control means 12" here) to open and close the fully closed valve 46. A solenoid 50 is provided.
[0027]
At this time, the throttle valve 44 is provided to open and close in conjunction with the depression of the accelerator pedal 52.
[0028]
Further, as shown in FIG. 15, a measure for adopting a by-wire type throttle (throttle actuator) is that a throttle valve 44 is disposed in the middle of an intake pipe 42 that connects the internal combustion engine 2 and the air cleaner 40, and this throttle valve 44 is bypassed. An intake passage 48 for idling operation is provided, and a drive motor 54 for controlling the open / close state of the throttle valve 44 by the control means 12 is provided.
[0029]
At this time, after the depression amount of the accelerator pedal 52 is detected by the throttle sensor 56, the throttle valve 44 is input to the control means 12, and the control means 12 controls the drive motor 54 according to the detection signal. A signal is output.
[0030]
The transmission path releasing device has the following measures depending on the type of clutch.
[0031]
When the clutch is an electric clutch such as an electromagnetic clutch, a powder clutch, or a SCVT hydraulic clutch, the magnitude of the torque capacity of the clutch can be adjusted according to the magnitude of the electric quantity that controls the clutch. It can be used.
[0032]
When the clutch is a hydraulic clutch such as a conventional AT clutch or a negative pressure clutch, a hydraulic circuit including an actuator (solenoid or motor) for adjusting the pressure applied to the clutch. Or it is necessary to change to a negative pressure circuit.
[0033]
Further, in the case of a mechanical clutch such as a clutch of an MT vehicle, a mechanism is adopted that realizes adjustment of the torque capacity of the clutch in accordance with the displacement amount of an actuator (motor or solenoid) that can convert an electric amount into a displacement amount. There is a need.
[0034]
Furthermore, in other cases including various transmissions, it is necessary to provide a mechanism capable of electrically switching the shift position input of the transmission to the neutral position.
[0035]
When the transmission is a conventional AT (staged), a hydraulic clutch or a negative pressure clutch is generally used as the clutch.
[0036]
In this case, specifically, a neutral part is provided during the combination of the shifting solenoids, and a switching part is provided in the middle of the clutch-applied hydraulic path in the hydraulic circuit. This switching part is, for example, a path according to the solenoid electrical command. It is set as the structure which can be released.
[0037]
Next, the engine stop method of the eco-run system will be described. In order to stop the engine when the eco-run is established, the control means to which various input signals are input and the start of the internal combustion engine electrically regardless of the driving operation of the driver. An engine starter that performs the operation, an engine stop device that electrically stops the internal combustion engine regardless of the driving operation of the driver, and an electrical transmission between the internal combustion engine and the drive wheels regardless of the driving operation of the driver A transmission path release device that releases the path is required.
[0038]
For this purpose, there is a method of using a clutch (not shown) capable of electrically adjusting the torque capacity.
[0039]
In the engine stop type eco-run system, as shown in FIG. 16, the control means 12 to which various input signals are input includes an eco-run control unit 58, an engine control unit 60, and an AT control unit 62.
[0040]
When the eco-run control unit 58 outputs an engine stop request signal to the engine control unit 60, the engine control unit 60 stops the operation of the fuel injection valve 64 by the fuel supply control signal. On the other hand, when the eco-run control unit 58 outputs an engine start control signal to the starter 66, the starter 66 is activated to start the internal combustion engine.
[0041]
When the eco-run control unit 58 outputs a clutch release request signal to the AT control unit 62, the AT control unit 62 releases the clutch 4 by the clutch control signal.
[0042]
Since there are various measures as specific measures for the engine starting device, typical examples are disclosed below.
(1) An engine starting motor (starting motor) is used.
(2) Energy is stored during engine rotation and used at start-up. Measures for storing energy include those using hydraulic pressure, air pressure, and inertia (flywheel).
(3) The above (1) and (2) are used in combination. For example, there is a case where a motor that also serves as a flywheel is used.
[0043]
As specific measures for the engine stop device, there are a method for stopping the fuel supply and a method for stopping the ignition. At the same time, it is necessary to release the transmission path between the internal combustion engine and the drive wheels by the transmission path release device.
[0044]
The transmission path releasing device is the same as that described in the idling operation method of the eco-run system described above.
[0045]
Referring to the duty setting flowchart of the ISC solenoid in FIG. 17, when the duty setting program is started (500), it is determined whether or not a feedback condition at the engine speed is satisfied (502).
[0046]
If the determination (502) is NO, the process proceeds to the end of the duty setting program (514). If the determination (502) is YES, the engine speed NE and the target engine speed NESP are transferred. And the comparison with the sum of the engine speed dead zone width NEAD (504).
[0047]
In this comparison determination (504), the engine speed NE is less than the sum of the target engine speed NESP and the engine speed dead zone NEAD, that is,
NE <(NESP + NEAD)
In this case, the process shifts to the comparison determination (506) between the engine rotation speed NE and the difference between the target engine rotation speed NESP and the engine rotation speed dead band NEAD. In the comparison determination (504), the engine rotation speed NE is shifted to. Is greater than or equal to the sum of the target engine speed NESP and the engine speed dead zone NEAD, that is,
NE ≧ (NESP + NEAD)
In this case, the duty reduction amount DNED of the ISC solenoid is subtracted from the duty DNE of the ISC solenoid to obtain the duty DNE of the ISC solenoid before the upper and lower limit processing (508).
[0048]
In the comparison determination (506), the engine speed NE is equal to or less than the difference between the target engine speed NESP and the engine speed dead zone NEAD, that is,
NE ≤ (NESP-NEAD)
In this case, the duty increase amount DNEU of the ISC solenoid is added to the duty DNE of the ISC solenoid to obtain the duty DNE of the ISC solenoid before the upper and lower limit processing (510), and in the comparison determination (506), the engine speed NE is set to the target engine. Exceeding the difference between the rotational speed NESP and the engine rotational speed dead band NEAD, that is,
NE> (NESP-NEAD)
In this case, the process proceeds to the end of the duty setting program (514).
[0049]
Further, after obtaining the duty DNE of the ISC solenoid before the upper and lower limit processing in the processing (508) and processing (510), the upper and lower limit processing (512) is performed, and the processing is shifted to the end of the duty setting program (514).
[0050]
[Means for Solving the Problems]
Accordingly, in order to eliminate the above-described disadvantages, the present invention provides an engine stop type eco-run system that automatically stops the internal combustion engine when an eco-run condition is satisfied, or an idle operation type eco-run system that forcibly sets an idle operation state. And a control device for an internal combustion engine having a control means for performing a comparative determination of an accelerator pedal operation amount for an eco-run entrance determination State of accelerator pedal operation amount The accelerator pedal operation amount trigger is set in advance according to the When the change in the accelerator pedal operation amount is small, select a low accelerator pedal operation amount trigger, Above Accelerator pedal sudden return in case of high The accelerator pedal operation amount trigger Selected The eco-run entrance is facilitated, and a function of entering the eco-run before the accelerator is fully closed is provided in addition to the control means.
It also has an engine stop type eco-run system that automatically stops the internal combustion engine when the eco-run condition is satisfied, or an idle operation type eco-run system that forces the engine to idle. In a control device for an internal combustion engine having a control means for performing comparison determination, State of accelerator pedal operation amount The accelerator pedal operation amount trigger is set in advance according to the When the change in the accelerator pedal operation amount is small, select a low accelerator pedal operation amount trigger, Gradually Continuously If you return it high The accelerator pedal operation amount trigger Selected The eco-run entrance is facilitated, and a function of entering the eco-run before the accelerator is fully closed is provided in addition to the control means.
Furthermore, it has an engine stop type eco-run system that automatically stops the internal combustion engine when the eco-run condition is satisfied, or an idle operation type eco-run system that forces the engine to idle. In a control device for an internal combustion engine having a control means for performing comparison determination, State of accelerator pedal operation amount The accelerator pedal operation amount trigger is set in advance according to the When the change in the accelerator pedal operation amount is small, select a low accelerator pedal operation amount trigger, and when the accelerator is gradually returned continuously, select the high accelerator pedal operation amount trigger, Above Accelerator pedal sudden return in case of The Gradually accelerator Continuously Compared to the case of returning high The accelerator pedal operation amount trigger Selected The eco-run entrance is facilitated, and a function of entering the eco-run before the accelerator is fully closed is provided in addition to the control means.
[0051]
DETAILED DESCRIPTION OF THE INVENTION
By inventing as mentioned above, when judging the eco-run entrance, State of accelerator pedal operation amount The eco-run entrance determination is made by the accelerator pedal operation amount trigger set in advance according to the If the change in the accelerator pedal operation amount is small, select a low accelerator pedal operation amount trigger and in case of high Accelerator pedal operation amount trigger Selected Make it easier to enter the Eco-Run, If the change in accelerator pedal operation amount is small, select a low accelerator pedal operation amount trigger, Gradually accelerator Continuously If you return it high Accelerator pedal operation amount trigger Selected Make it easier to enter Eco-Run, and When the change in the accelerator pedal operation amount is small, select a low accelerator pedal operation amount trigger. When the accelerator is gradually returned continuously, select a high accelerator pedal operation amount trigger. In case if the accelerator gradually Continuously Compared to the case of returning high Accelerator pedal operation amount trigger Selected Make it easy to enter the eco-run, and control the vehicle to enter the eco-run before the accelerator is fully closed. The drivability of the vehicle and the fuel saving effect by eco-run are compatible.
[0052]
【Example】
Embodiments of the present invention will be described below in detail with reference to the drawings.
[0053]
1 to 10 show an embodiment of the present invention.
[0054]
In the embodiment of the present invention, an eco-run operation of an idle operation method or an engine stop method is adopted.
[0055]
For example, there are those shown in FIGS. 2 and 3 as a control device for an internal combustion engine of an idle operation system. In FIG. 2, 2 is an internal combustion engine mounted on a vehicle (not shown), and 4 is a clutch that can be controlled to a connected / released state constituting a transmission path for driving force.
[0056]
The internal combustion engine 2 is provided with an intake pipe full-close device 6 that converts an air flow rate flowing through an intake passage (not shown) of an intake pipe (not shown) into an air flow rate during idle operation with the throttle valve substantially fully closed. A transmission path releasing device 8 for releasing the clutch 4 that constitutes the transmission path between 2 and the drive wheels (not shown) is provided.
[0057]
The intake pipe fully closing device 6 is provided with a fully closed valve (not shown) in an intake passage upstream of a throttle valve (not shown), and a fully closed solenoid (not shown) as an actuator for opening and closing the fully closed valve. ), And an intake passage for idle operation (not shown) that connects the intake passage on the upstream side of the fully closed valve and the downstream side of the throttle valve is provided.
[0058]
In the eco-run operation, the intake pipe full-close device 6 turns on the full-valve solenoid so that the full-close valve is fully closed, and the intake pipe is fully closed to supply the air flow rate through the idle operation intake passage. Regulate the air flow during idle operation.
[0059]
On the other hand, during normal operation, the intake pipe full-close device 6 is opened and closed by operating an accelerator pedal (not shown) by turning off the full-valve solenoid and opening the fully-closed valve so that the intake pipe is fully opened. Adjust the throttle valve according to the throttle opening.
[0060]
The transmission path releasing device 8 is provided with, for example, a clutch solenoid (corresponding to a “solenoid 30” described later) as an actuator for releasing the clutch 4. The transmission path releasing device 8 releases the clutch 4 by the clutch solenoid during the eco-run operation, and normally connects and releases it during the normal operation.
[0061]
The intake pipe fully closing device 6 and the transmission path releasing device 8 are connected to the control means 12 of the control device 10 of the vehicle internal combustion engine 2. Input means 14 for inputting various signals of the vehicle and the internal combustion engine 2 is connected to the control means 12.
[0062]
The input means 14 includes, for example, a throttle opening sensor that detects the throttle opening, a rotation speed sensor that detects the engine rotation speed, a water temperature sensor that detects the coolant temperature, a vehicle speed sensor that detects the vehicle speed, and an accelerator pedal depression operation. It consists of various sensors and switches such as a DDT switch for detecting the brake pedal and a brake switch for detecting the depression of the brake pedal.
[0063]
The input unit 14 inputs various signals such as a throttle opening signal, an engine rotation speed signal, a water temperature signal, a vehicle speed signal, a DDT switch signal, and a brake switch signal to the control unit 12. The control means 12 determines whether or not the eco-run condition is satisfied based on these input signals, and controls the operation of the intake pipe full closing device 6 and the transmission path releasing device 8.
[0064]
As shown in FIG. 3, when the control is started (200), the control means 12 determines the eco-run condition (202), and determines whether the eco-run condition is satisfied (204).
[0065]
If the determination (204) is YES, the air flow rate supplied to the internal combustion engine 2 by the intake pipe full closing device 6 is set to the air flow rate during idle operation with the throttle valve substantially fully closed (206), and the transmission path release device 8 Thus, the clutch solenoid is driven to release the clutch 4 that constitutes the transmission path of the driving force of the internal combustion engine 2 (208), and the process ends (210).
[0066]
If the determination (204) is NO, the air flow rate supplied to the internal combustion engine 2 is set to the air flow rate of the throttle valve opening corresponding to the operation of the accelerator pedal (212), and the clutch 4 is normally controlled (214). , And ends (210).
[0067]
Further, there are those shown in FIG. 4 and FIG. 5 as the control device for the engine stop type internal combustion engine. In FIG. 4, 2 is an internal combustion engine mounted on a vehicle (not shown), and 4 is a clutch that can be controlled to a connected / released state constituting a transmission path for driving force.
[0068]
The internal combustion engine 2 is provided with an engine stop device 16 that stops driving of a fuel injection valve and / or a spark plug (not shown) to stop the internal combustion engine 2, and drives the starter (not shown) to drive the internal combustion engine 2. An engine starting device 18 for starting is provided, and a transmission path releasing device 20 for releasing a clutch 4 constituting a transmission path from the internal combustion engine 2 to a drive wheel (not shown) is provided.
[0069]
The stop of the internal combustion engine 2 by the engine stop device 16 includes fuel supply stop and ignition stop. The engine stop device 16 of this embodiment stops the internal combustion engine 2 by stopping driving of the fuel injection valve in order to realize fuel saving.
[0070]
The internal combustion engine 2 is started by the engine starter 18 by starting with the starter or by storing energy during rotation of the internal combustion engine 2 by hydraulic pressure, air pressure, inertia (flywheel), etc., and starting with the stored energy. For example, the starter 48 and the stored energy are used in combination. Assume that the engine starter 18 of this embodiment starts the internal combustion engine 2 by driving a starter.
[0071]
The transmission path releasing device 20 is provided with, for example, a clutch solenoid (corresponding to “solenoid 30” described later) as an actuator for releasing the clutch 4.
[0072]
The engine stop device 16, the engine start device 18, and the transmission path release device 20 are connected to the control means 24 of the control device 22 of the vehicle internal combustion engine 2. Input means 26 for inputting various signals of the vehicle and the internal combustion engine 2 is connected to the control means 24.
[0073]
The input means 26 includes, for example, a throttle opening sensor that detects the throttle opening, a rotation speed sensor that detects the engine rotation speed, a water temperature sensor that detects the coolant temperature, a vehicle speed sensor that detects the vehicle speed, and an accelerator pedal depression operation. It includes various sensors and switches such as a DDT switch for detecting the brake pedal and a brake switch for detecting the depression of the brake pedal.
[0074]
The input means 26 inputs various signals such as a throttle opening signal, an engine rotation speed signal, a coolant temperature signal, a vehicle speed signal, a DDT switch signal, and a brake switch signal to the control means 24. The control means 24 determines whether or not the eco-run condition is established based on these input signals, controls the engine stop device 16, the engine start device 18 and the transmission path release device 20, and controls the fuel injection valve (or spark plug) and The operation of the starter and the clutch 4 is controlled.
[0075]
The control means 24 is provided with an eco-run control unit (not shown), an engine control unit that constitutes the engine stop device 16, and a transmission control unit that constitutes the transmission path release device 20, and the fuel injection valve is provided by the engine control unit. In addition, the driving / stopping of the spark plug is controlled, and the connection / release of the clutch 4 is controlled by the transmission control unit.
[0076]
As shown in FIG. 5, when the control is started (300), the control means 24 determines the eco-run condition (302), and determines whether the eco-run condition is satisfied (304).
[0077]
If this determination (304) is YES, the engine stop device 16 stops driving the fuel injection valve to stop the fuel supply to stop the internal combustion engine 2 (306), and the transmission path release device 20 uses the clutch for the clutch. The solenoid is driven to release the clutch 4 constituting the driving force transmission path of the internal combustion engine 2 (308), and the process is ended (310).
[0078]
If the determination (304) is NO, it is determined whether or not the internal combustion engine 2 has been started (312). If this determination (312) is YES, the fuel is normally controlled (314), the clutch 4 is normally controlled (316), and the process is terminated (310).
[0079]
If the determination (312) is NO, the engine starter 18 drives the starter to start the internal combustion engine 2 (318), supplies fuel (320), and controls the clutch 4 normally (322). The process ends (310).
[0080]
The transmission path releasing device 20 has the following measures according to the type of clutch.
[0081]
When the clutch is an electric clutch such as an electromagnetic clutch, a powder clutch, or a SCVT hydraulic clutch, the magnitude of the torque capacity of the clutch can be adjusted according to the magnitude of the electric quantity that controls the clutch. It can be used.
[0082]
When the clutch is a hydraulic clutch such as a conventional AT clutch or a negative pressure clutch, a hydraulic circuit including an actuator (solenoid or motor) for adjusting the pressure applied to the clutch. Or it is necessary to change to a negative pressure circuit.
[0083]
Further, in the case of a mechanical clutch such as a clutch of an MT vehicle, a mechanism that adjusts the amount of torque of the clutch according to the amount of displacement of an actuator (motor or solenoid) that can convert the amount of electricity into the amount of displacement is adopted. There is a need.
[0084]
Furthermore, in other cases including various transmissions, it is necessary to provide a mechanism capable of electrically switching the shift position input of the transmission to the neutral position.
[0085]
When the transmission is a conventional AT (staged), a hydraulic clutch or a negative pressure clutch is generally used as the clutch.
[0086]
In this case, specifically, a neutral part is provided during the combination of the shifting solenoids, and a switching part is provided in the middle of the clutch-applied hydraulic path in the hydraulic circuit. This switching part is, for example, a path according to the solenoid electrical command. It is set as the structure which can open | release.
[0087]
Here, the hydraulic circuit 28 for the eco-run system of FIG. 6 is disclosed as a switch provided in the middle of the clutch-applied hydraulic path in the hydraulic circuit.
[0088]
At this time, an ON-OFF switching solenoid 30 of the hydraulic circuit 28 is added, and the path 32 is blocked by the solenoid 30 in accordance with an electrical command. FIG. 7 discloses details of the solenoid 30.
[0089]
At the time of eco-run, the solenoid 30 is turned on, that is, released, and the line pressure from the manual valve 34 is drained. Therefore, the hydraulic pressure is not applied from the manual valve 34 to the forward clutch 36, and the clutch is released. The transmission path with the internal combustion engine is interrupted.
[0090]
Further, at the time of non-eco-run, that is, normal time, the solenoid 30 is turned off, that is, closed, and the line pressure flows from the manual valve 34 to the forward clutch 36 to perform the existing AT control.
[0091]
As described above, the clutch 30 can be released and connected by the ON / OFF control of the solenoid 30, the means for opening and closing the intake pipe is operated when the eco-run condition is satisfied, the intake pipe is fully closed, and the solenoid 30 is turned ON, that is, By releasing the clutch, the clutch is released and idling is realized.
[0092]
And the said control means 12 and 24 perform the comparison determination of the accelerator pedal operation amount for eco-run entrance determination, State of accelerator pedal operation amount The accelerator pedal operation amount trigger is set in advance according to the When the change in the accelerator pedal operation amount is small, select a low accelerator pedal operation amount trigger, Above Accelerator pedal sudden return in case of high The accelerator pedal operation amount trigger Selected Make it easier to enter the Eco-Run, If the change in accelerator pedal operation amount is small, select a low accelerator pedal operation amount trigger, Gradually Continuously If you return it high The accelerator pedal operation amount trigger Selected Make it easier to enter Eco-Run, and Select a low accelerator pedal operation amount trigger when the change in the accelerator pedal operation amount is small, select a high accelerator pedal operation amount trigger when the accelerator is gradually returned continuously, Above Accelerator pedal sudden return in case of The Gradually accelerator Continuously Compared to the case of returning high The accelerator pedal operation amount trigger Selected It has the function of making it easy to enter the eco-run and performing the eco-run before the accelerator is fully closed.
[0093]
More specifically, the control means 12 and 24 perform eco-run entry determination by an accelerator pedal operation amount trigger corresponding to the accelerator pedal return state for a predetermined time after the return operation of the accelerator pedal is detected.
[0094]
In other words, the conventional operation amount of the accelerator pedal is almost constant, and only the eco-run entry is performed when the change is small, but the operation amount of the accelerator pedal is continuously decreasing gradually or Even if the pedal is suddenly returned, the eco-run entry is allowed.
[0095]
Further, three ACTR1, ACTR2, and ACTR3 are set separately as accelerator pedal operation amount triggers. The accelerator pedal operation amount triggers ACTR1, ACTR2, and ACTR3 are set according to the vehicle speed as shown in FIG. 8, and are set higher when the vehicle speed is high.
[0096]
At this time, the accelerator pedal operation amount trigger ACTR1 is set low, and the other accelerator pedal operation amount triggers ACTR2 and ACTR3 are set high, making it difficult to perform eco-run input in a state sensitive to a sense of incongruity (shock). On the contrary, in a state that is tolerant of a sense of incongruity (shock), it is easier to enter the eco-run. In other words, both the drivability when entering the eco-run and the fuel saving effect by the eco-run are intended.
[0097]
In addition, as shown in FIG. 9, after the sudden decrease in the accelerator pedal operation amount AC after the rapid return detection of the accelerator pedal, for example,
d / dt · AC <-3 (% / 60msec)
In this case, for a predetermined time, for example, 2.0 seconds, the eco-run entry determination is performed using the accelerator pedal operation amount trigger ACTR3 as in the case where the accelerator pedal is suddenly returned. This is because “accelerator pedal rapid return can be detected by a sudden decrease in the amount of accelerator pedal operation, but the sudden decrease is completed instantaneously”.
[0098]
If the determination of the accelerator pedal operation amount trigger ACTR3 is completed in a short time in accordance with the rapid return detection, it is not sufficient that the accelerator pedal operation amount is rapidly decreased, and erroneous determination occurs frequently. Therefore, it is necessary to ensure a sufficient determination time (for example, 0.5 sec) for determination of the accelerator pedal operation amount trigger ACTR3.
[0099]
In addition, when the accelerator pedal is gradually returned, the eco-run condition is satisfied as shown in FIG. 10 in a state where the accelerator pedal operation amount AC gradually decreases, for example,
−1 ≧ d / dt · AC ≧ −4 (% / 60 msec)
In the comparison determination between the accelerator pedal operation amount AC and the accelerator pedal operation amount trigger ACTR2
AC <ACTR2
Then, the eco-run condition is satisfied.
[0100]
Next, the operation of the embodiment will be described based on the flowchart of FIG.
[0101]
When the program of the control means starts (100), it is first determined whether or not the eco-run switch is ON (102). If this determination (102) is YES, whether or not the eco-run prohibition condition is satisfied. If the determination (102) is NO, the eco-run condition is not satisfied (106), and the program is ended (138).
[0102]
If the determination (104) of whether or not the eco-run prohibition condition is satisfied is NO, the process proceeds to the determination (108) of whether or not the eco-run condition is satisfied and whether or not the eco-run prohibition condition is satisfied. If the determination (104) is YES, the eco-run condition is not satisfied (106), and the program is ended (138).
[0103]
If the determination (108) of whether or not the above-mentioned eco-run condition is satisfied is NO, the process proceeds to determination (110) of whether or not the accelerator pedal is being operated and determination whether or not the eco-run condition is satisfied ( If 108) is YES, a determination is made that the eco-run condition is not satisfied (112), and the program is ended (138).
[0104]
If the determination of whether or not the accelerator pedal is being operated (110) is YES, the process proceeds to a determination (114) of whether or not the accelerator pedal operation amount AC is gradually decreasing. If the determination (110) of whether or not the operation is in progress is NO, it is determined that the eco-run condition is satisfied when the accelerator pedal is not operated (116), and the program is ended (138).
[0105]
Further, in the determination (114) of whether or not the accelerator pedal operation amount AC is gradually decreasing continuously, if this determination (114) is YES, the setting of the accelerator pedal operation amount trigger ACTR2 (FIG. 8) ( 118), and after setting the accelerator pedal operation amount trigger ACTR2 (118), the process proceeds to comparison determination (120) between the accelerator pedal operation amount AC and the accelerator pedal operation amount trigger ACTR2.
[0106]
In the comparison determination (120) between the accelerator pedal operation amount AC and the accelerator pedal operation amount trigger ACTR2, the accelerator pedal operation amount AC is greater than or equal to the accelerator pedal operation amount trigger ACTR2, that is,
AC ≧ ACTR2
In this case, the process proceeds to a determination (122) as to whether or not the change in the accelerator pedal operation amount AC is small, and a determination as to whether or not the accelerator pedal operation amount AC described above is gradually decreasing (114). ), If the determination (114) is NO, the process proceeds to determination (122) as to whether or not the change in the accelerator pedal operation amount AC is small.
[0107]
Furthermore, in the comparison determination (120), the accelerator pedal operation amount AC is less than the accelerator pedal operation amount trigger ACTR2, that is,
AC <ACTR2
In this case, after the eco-run condition is satisfied (134), the program is terminated (138).
[0108]
In the determination (122) of whether or not the change in the accelerator pedal operation amount AC is small, if the determination (122) is YES, the process proceeds to determination (124) of whether or not the accelerator pedal is immediately returned. If the determination (122) is NO, the process proceeds to determination (126) as to whether or not the accelerator pedal operation amount AC is rapidly decreasing.
[0109]
Here, in the determination (124) of whether or not the accelerator pedal is immediately returned, if the determination (124) is NO, the process proceeds to the setting (128) of the accelerator pedal operation amount trigger ACTR1 according to FIG. If the determination (124) is YES, the process proceeds to the setting (130) of the accelerator pedal operation amount trigger ACTR3 shown in FIG.
[0110]
Further, in the determination (126) of whether or not the accelerator pedal operation amount AC is rapidly decreasing, if the determination (126) is YES, that is, if the accelerator pedal is suddenly returned, the accelerator pedal operation amount trigger ACTR3 according to FIG. When the determination (126) is NO, that is, when the accelerator pedal is not suddenly returned, the program is ended (138) as it is.
[0111]
After the setting of the accelerator pedal operation amount trigger ACTR1 (128) described above, a comparison determination (132) between the accelerator pedal operation amount AC and the accelerator pedal operation amount trigger ACTR1 is performed. In the comparison determination (132), the accelerator pedal operation amount AC is Less than accelerator pedal operation amount trigger ACTR1, that is,
AC <ACTR1
In this case, after the eco-run condition is satisfied (134), the program is ended (138), and in the comparison determination (132), the accelerator pedal operation amount AC is greater than or equal to the accelerator pedal operation amount trigger ACTR1, that is,
AC ≧ ACTR1
In this case, the program is terminated as it is (138).
[0112]
Further, after setting the accelerator pedal operation amount trigger ACTR3 (130), the accelerator pedal operation amount AC is compared with the accelerator pedal operation amount trigger ACTR3 (136). In the comparison determination (136), the accelerator pedal operation amount AC is Less than accelerator pedal operation amount trigger ACTR3, that is
AC <ACTR3
In this case, after the eco-run condition is satisfied (134), the program is terminated (138), and in the comparison determination (136), the accelerator pedal operation amount AC is greater than or equal to the accelerator pedal operation amount trigger ACTR3.
AC ≧ ACTR3
In this case, the program is terminated as it is (138).
[0113]
Here, symbols * 1 to * 5 described in the flowchart of FIG. 1 are listed.
* 1: Examples of eco-run prohibition conditions
(1) When the selector position is other than D (drive) or N (neutral)
(2) When the engine is cold
(3) When battery charge is insufficient
(4) Immediately after sudden deceleration
Examples of eco-run prohibition conditions for the engine-stop-type eco-run system
(The following items are added to the above items.)
(1) Air conditioner in use
(2) When the electrical load is large
(3) When waiting for a right turn
(4) Immediately after engine restart
* 2: The determination that the eco-run condition is not satisfied is performed by, for example, comparing and comparing an accelerator pedal operation amount and an eco-run escape determination accelerator pedal operation amount trigger.
* 3: The determination of the establishment of the eco-run condition when the accelerator pedal is not operated is performed by, for example, comparing the vehicle speed with a vehicle speed trigger for determining the eco-run condition.
* 4: For example, −2 ≦ d / dt · AC ≦ 2 (% / 60 msec) where d / dt · AC is the differential value of the accelerator pedal operation amount AC.
* 5: In an actual program, a determination time (for example, 0.5 sec) is provided, and an eco-run is established when AC <ACTR1 for 0.5 sec.
This is for the purpose of preventing erroneous determination.
ACTR1, ACTR2, and ACTR3 are accelerator pedal operation amount AC triggers, that is, accelerator pedal operation amount triggers.
(ACTR1 ≦ ACTR2, ACTR1 ≦ ACTR3)
[0114]
As a result, it is possible to make an eco-run entry determination reflecting the driver's intention of driving and the feeling of discomfort (shock) by the control means 12 and 24, and to achieve both the drivability at the time of eco-run entry and the fuel saving effect by the eco-run. This is practically advantageous.
[0115]
In addition, after the sudden decrease of the accelerator pedal operation amount AC after the sudden return detection of the accelerator pedal, for example,
d / dt · AC <-3 (% / 60msec)
In this case, for a predetermined period of time, for example, 2.0 seconds, the determination of the eco-run entrance is performed by using the accelerator pedal operation amount trigger ACTR3 as in the case of the rapid return of the accelerator pedal, so that the determination is reliably performed. It is possible to prevent erroneous determination and improve control reliability.
[0116]
Further, since it can be dealt with only by changing the program in the control means 12, 24, there is no possibility that the configuration will be complicated, the cost can be kept low, and it is economically advantageous.
[0117]
【The invention's effect】
As described above in detail, according to the present invention, the engine stop type eco-run system that automatically stops the internal combustion engine or the idle operation type eco-run system that forcibly enters the idling operation state when the eco-run condition is satisfied is provided. In the control device for an internal combustion engine having a control means for performing a comparative determination of the accelerator pedal operation amount for the eco-run entrance determination State of accelerator pedal operation amount Depending on the situation, the accelerator pedal operation amount trigger is set in advance, and the eco-run entry determination is performed by the accelerator pedal operation amount trigger. If the change in the accelerator pedal operation amount is small, select a low accelerator pedal operation amount trigger and in case of high Accelerator pedal operation amount trigger Selected Make it easier to enter the Eco-Run, If the change in accelerator pedal operation amount is small, select a low accelerator pedal operation amount trigger, Gradually accelerator Continuously If you return it high Accelerator pedal operation amount trigger Selected Make it easier to enter Eco-Run, and When the change in the accelerator pedal operation amount is small, select a low accelerator pedal operation amount trigger. When the accelerator is gradually returned continuously, select a high accelerator pedal operation amount trigger. In case if the accelerator gradually Continuously Compared to the case of returning high Accelerator pedal operation amount trigger Selected Easily enter the eco-run, and add the function to enter the eco-run before the accelerator is fully closed, added to the control means, so that the control means reflect the driver's driving intention and the feeling of discomfort (shock) The eco-run entry determination can be performed, and the drivability at the time of entering the eco-run and the fuel saving effect by the eco-run can be made compatible, which is practically advantageous.
[Brief description of the drawings]
FIG. 1 is a flowchart for controlling an internal combustion engine control apparatus according to an embodiment of the present invention;
FIG. 2 is a system configuration diagram of a control device for an idling operation type internal combustion engine;
FIG. 3 is a flowchart for control of a control device for an internal combustion engine of an idle operation system.
FIG. 4 is a system configuration diagram of a control device for an engine stop type internal combustion engine.
FIG. 5 is a control flowchart of the control device for the engine stop type internal combustion engine.
FIG. 6 is a diagram showing a hydraulic circuit of the eco-run system.
FIG. 7 is a schematic enlarged sectional view of a solenoid.
FIG. 8 is a diagram showing an accelerator pedal operation amount trigger for establishing an eco-run condition.
FIG. 9 is a time chart showing a state in which an eco-run condition is satisfied when the accelerator pedal is suddenly returned.
FIG. 10 is a time chart showing a state in which an eco-run condition is satisfied when the accelerator pedal is gradually returned.
FIG. 11 is a time chart showing the state of establishment of an eco-run condition when emphasizing fuel saving, showing the prior art of the present invention.
FIG. 12 is a time chart showing a state in which an eco-run condition is satisfied when emphasis is placed on drivability.
FIG. 13 is a control flowchart of the control device for the internal combustion engine.
FIG. 14 is a schematic view of a fully-closed device showing a first example of an engine intake pipe.
FIG. 15 is a schematic view of a fully-closed device showing a second example of an engine intake pipe.
FIG. 16 is a schematic view of a start / stop device.
FIG. 17 is a flowchart for setting the duty of an ISC (idle speed control) solenoid;
[Explanation of symbols]
2 Internal combustion engine
4 Clutch
6 Intake pipe fully-closed device
8 Transmission path release device
10 Control device
12 Control means
14 Input means
16 Engine stop device
18 Engine starter
20 Transmission path release device
22 Control device
24 Control means
26 Input means
28 Hydraulic circuit
30 Solenoid for ON-OFF switching
32 routes
34 Manual valve
36 Forward clutch
AC accelerator pedal operation amount
ACTR1, ACTR2, ACTR3 Accelerator pedal operation amount trigger

Claims (5)

It has an engine stop type eco-run system that automatically stops the internal combustion engine when the eco-run condition is met, or an idle operation type eco-run system that forces the engine to idle. the control apparatus for an internal combustion engine having a control unit for performing, with provided preset accelerator pedal operation amount trigger, performs economical running admission judgment by the accelerator pedal operation amount triggers in accordance with the state of the accelerator pedal operation amount, accelerator pedal When the change in the operation amount is small, select a low accelerator pedal operation amount trigger, and in the case of the accelerator pedal sudden return , select a high accelerator pedal operation amount trigger to facilitate the eco-run entry. The function to enter the eco-run before fully closing Control apparatus for an internal combustion engine, characterized in that provided in addition to the control means. It has an engine stop type eco-run system that automatically stops the internal combustion engine when the eco-run condition is met, or an idle operation type eco-run system that forces the engine to idle. the control apparatus for an internal combustion engine having a control unit for performing, with provided preset accelerator pedal operation amount trigger, performs economical running admission judgment by the accelerator pedal operation amount triggers in accordance with the state of the accelerator pedal operation amount, accelerator pedal change of the operation amount and select the low accelerator pedal operation amount triggers when made small, and easily perform the selected economy running admission high the accelerator pedal operation amount triggers when returning the accelerator gradually continuously , An opportunity to enter the eco-run before the accelerator is fully closed The control apparatus for an internal combustion engine, characterized in that provided in addition to the control means. It has an engine stop type eco-run system that automatically stops the internal combustion engine when the eco-run condition is met, or an idle operation type eco-run system that forces the engine to idle. the control apparatus for an internal combustion engine having a control unit for performing, with provided preset accelerator pedal operation amount trigger, performs economical running admission judgment by the accelerator pedal operation amount triggers in accordance with the state of the accelerator pedal operation amount, accelerator pedal When the change in the operation amount is small, a low accelerator pedal operation amount trigger is selected. When the accelerator is gradually returned continuously, the high accelerator pedal operation amount trigger is selected . the ratio in the case of back gradually continuously the acceleration in the case Te select high the accelerator pedal operation amount triggered easily performed eco-run entrance, an internal combustion engine in which the accelerator is a function of performing eco-run admission before fully closed, characterized in that provided in addition to the control means Control device.   The control device for an internal combustion engine according to any one of claims 1 to 3, wherein the control means makes an eco-run entry determination by an accelerator pedal operation amount trigger corresponding to an accelerator pedal return state for a predetermined time after detecting an accelerator pedal return operation. .   The control device for an internal combustion engine according to any one of claims 1 to 4, wherein the accelerator pedal operation amount trigger is set according to a vehicle speed, and is set high when the vehicle speed is high.

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