JP3879667B2 - Output control device for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an output control device for an internal combustion engine that adjusts the output torque of the internal combustion engine in a vehicle equipped with an automatic clutch.
[0002]
[Prior art]
As is well known, an automatic clutch that is applied to a vehicle equipped with a manual transmission and automatically engages a clutch has been put into practical use (Patent Document 1).
[0003]
In a vehicle having such an automatic clutch, when a request for driving the vehicle by a start operation or a creep operation is detected, an actuator for the clutch is operated according to the driving state of the vehicle. Then, through this operation, the clutch is engaged, and torque is transmitted from the internal combustion engine to the transmission.
[0004]
[Patent Document 1]
Special table flat 11-508350
[0005]
[Problems to be solved by the invention]
  By the way, in the vehicle equipped with the automatic clutch, when the clutch is engaged according to the start operation or the creep operation of the vehicle, depending on the engagement mode.HauchiIt is possible to cause a stall of the combustion engine.
[0006]
  BookThe invention has been made in view of such circumstances,SoThe purpose of theAvoiding internal combustion engine stallsTo provide an output control device for an internal combustion engineis there.
[0007]
[Means for Solving the Problems]
  In the following, means for achieving the above object and its effects are described.
  The invention described in claim 1 includes a clutch for intermittently transmitting torque from the internal combustion engine to the transmission, and when either a start request or a creep request from the driver is detected, the clutch is operated through operation of the actuator. An output control device for an internal combustion engine that is applied to a vehicle that performs coupling and adjusts an output torque of the internal combustion engine in response to an output request from a driver,The allowable lower limit value for the rotational speed of the internal combustion engine is set according to the rotational speed of the transmission, and the rotational speed of the internal combustion engine is equal to or greater than the allowable lower limit value for a predetermined period during engagement of the clutch. Output adjusting means for performing the process of adjusting the output torque of the internal combustion engineThis is the gist.
[0008]
In the above configuration, when the clutch is engaged through the operation of the actuator, the process of adjusting the output torque of the internal combustion engine is performed for a predetermined period so that the rotational speed of the internal combustion engine becomes equal to or higher than the allowable lower limit value. Here, when the clutch is engaged according to either the start request or the creep request by the driver, the following may be a concern. That is, if the clutch is engaged while the rotational speed of the internal combustion engine is excessively low, it can be considered that the internal combustion engine will stall. In this regard, according to the above configuration, the stall of the internal combustion engine can be suitably avoided by adjusting the output torque of the internal combustion engine with the above aspect.
[0009]
Moreover, in the above configuration, the allowable lower limit value is variably set according to the rotational speed of the transmission. Here, when the allowable lower limit value is set as a constant value, it is conceivable that the rotational speed of the internal combustion engine is lower than the rotational speed of the transmission, that is, the internal combustion engine is likely to stall. For these reasons, it can be said that it is desirable to maintain the rotational speed of the internal combustion engine at or above the rotational speed of the transmission in order to avoid the stall of the internal combustion engine accurately. In this regard, according to the above configuration, the allowable lower limit value is variably set in the above-described manner, so that stalling of the internal combustion engine can be more preferably avoided.
[0010]
According to a second aspect of the present invention, in the output control device for an internal combustion engine according to the first aspect, the output adjusting means is configured to start the engagement of the clutch from the actuator until the engagement of the clutch is completed. The gist is to perform the process of adjusting the output torque of the internal combustion engine with the period as the predetermined period.
[0011]
According to the above configuration, the process of adjusting the output torque of the internal combustion engine is performed for a period from the start of clutch engagement by the actuator to the completion of engagement of the clutch. Thereby, the effect of the invention of the first aspect can be obtained in the period.
[0012]
According to a third aspect of the present invention, there is provided a clutch for intermittently transmitting torque from the internal combustion engine to the transmission, and when either a start request or a creep request from the driver is detected, the clutch is operated through operation of the actuator. An output control device for an internal combustion engine that is applied to a vehicle that performs coupling and adjusts an output torque of the internal combustion engine in response to an output request from a driver, wherein an allowable lower limit value for a rotational speed of the internal combustion engine is set. The internal combustion engine is set according to the rotational speed of the transmission, and is set so that the rotational speed of the internal combustion engine becomes equal to or greater than the allowable lower limit value for a predetermined period during either the start operation or the creep operation of the vehicle. The gist of the present invention is to provide an output adjusting means for performing a process of adjusting the output torque.
[0013]
According to the above configuration, during either the start operation or the creep operation of the vehicle, the process of adjusting the output torque of the internal combustion engine is performed for a predetermined period so that the rotational speed of the internal combustion engine becomes equal to or higher than the allowable lower limit value. Thereby, it is possible to avoid a stall of the internal combustion engine due to an excessive decrease in the rotational speed during the start operation and the creep operation.
[0014]
Moreover, in the above configuration, the allowable lower limit value is variably set according to the rotational speed of the transmission. Here, when the allowable lower limit value is set as a constant value, it is conceivable that the rotational speed of the internal combustion engine is lower than the rotational speed of the transmission, that is, the internal combustion engine is likely to stall. For these reasons, it can be said that it is desirable to maintain the rotational speed of the internal combustion engine at or above the rotational speed of the transmission in order to avoid the stall of the internal combustion engine accurately. In this regard, according to the above configuration, the allowable lower limit value is variably set in the above-described manner, so that stalling of the internal combustion engine can be more preferably avoided.
[0015]
According to a fourth aspect of the present invention, in the output control device for an internal combustion engine according to the third aspect, the output adjusting means completes the started operation after either the start operation or the creep operation of the vehicle is started. The gist is to set the period until the predetermined period as the predetermined period.
[0016]
According to the above configuration, the process of adjusting the output torque of the internal combustion engine is performed during the period from the start of either the start operation or the creep operation of the vehicle to the completion of the started operation. Thereby, the effect of the invention of the third aspect can be obtained in the period.
[0017]
According to a fifth aspect of the present invention, in the output control device for an internal combustion engine according to any one of the first to fourth aspects, the output adjusting means is configured such that the rotational speed of the internal combustion engine is less than an allowable upper limit value for the predetermined period. The gist is to further perform the process of adjusting the output torque of the internal combustion engine.
[0018]
In the above configuration, the process of adjusting the output torque of the internal combustion engine is performed for a predetermined period so that the rotational speed of the internal combustion engine is less than the allowable upper limit value. Incidentally, when the clutch is engaged in accordance with either the start request or the creep request by the driver, there is a concern about the following in addition to the stall of the internal combustion engine. In other words, if the clutch is engaged while the rotational speed of the internal combustion engine is excessively high, it is conceivable that the life of the clutch may be reduced. In this regard, according to the above configuration, by adjusting the output torque of the internal combustion engine with the above-described mode, it is possible to suppress an excessive increase in the rotational speed, and thus it is possible to protect the clutch. .
[0019]
According to a sixth aspect of the present invention, in the output control device for an internal combustion engine according to the fifth aspect, the output adjusting means increases the allowable upper limit value as the amount of operation of an accelerator pedal provided in the vehicle increases. As shown, the gist is to variably set the allowable upper limit value.
[0020]
According to the above configuration, the allowable upper limit value is variably set so as to indicate a large value as the operation amount of the accelerator pedal of the vehicle increases. Incidentally, when the allowable upper limit value is set as a constant value, it is conceivable that the driver's output request (the amount of operation of the accelerator pedal) is not reflected in the behavior of the vehicle, leading to a decrease in drivability. In this regard, according to the above-described configuration, the allowable upper limit value is variably set in the above-described manner, so that it is possible to protect the clutch while preferably avoiding a decrease in drivability.
[0031]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
A first embodiment of an internal combustion engine output control apparatus according to the present invention will be described with reference to FIGS.
[0032]
First, the configuration of the entire apparatus will be described with reference to FIG.
In the vehicle 1, transmission of rotation from the crankshaft 11 a that is the output shaft of the internal combustion engine 11 to the transmission 12 can be interrupted through a clutch 13 (automatic clutch). That is, the crankshaft 11 a and the input shaft (input shaft 12 a) for rotation to the transmission 12 are connected via the clutch 13, whereby the rotation of the internal combustion engine 11 is transmitted to the transmission 12.
[0033]
The internal combustion engine 11 is provided with an injector INJ for injecting and supplying fuel to the engine 11. By changing the fuel injection time by the injector INJ, the magnitude of the output torque of the internal combustion engine 11 can be increased. Can be adjusted.
[0034]
The transmission 12 is provided with a gear 12g that decelerates the rotation input from the crankshaft 11a, and the rotation decelerated through the gear 12g is transmitted to the drive shaft 14. Then, the rotation is transmitted to the drive wheel 15 via the drive shaft 14, so that the vehicle 1 is driven.
[0035]
When the clutch 13 is operated through the clutch actuator 13a, the engagement state is changed. That is, the engaged state of the clutch 13 is changed from a released state (a state in which rotation is not transmitted from the crankshaft 11a to the input shaft 12a) according to an operation amount of the clutch actuator 13a (with the crankshaft 11a). The input shaft 12a is not slipped).
[0036]
When the vehicle 1 is in an idle operation state, the clutch 13 is in a released state, and the clutch 13 is engaged when the vehicle 1 is driven in any manner such as normal driving, starting operation, and creep operation. Is in a state. Note that the clutch 13 is temporarily released when the gear position of the transmission 12 is changed.
[0037]
Further, the vehicle 1 is provided with an accelerator pedal AC, a brake pedal BK and a shift lever SR that are operated by a driver, and an electronic control unit (ECU) 3 that comprehensively controls the vehicle 1.
[0038]
The ECU 3 includes data detected by the following sensors, that is,
[A] Detection data of the engine rotation speed sensor C1 that detects the engine rotation speed Ne, which is the rotation speed of the internal combustion engine 11 (rotation speed of the crankshaft 11a).
[B] Detection data of the transmission rotational speed sensor C2 that detects the transmission rotational speed Ni that is the rotational speed of the transmission 12 (the rotational speed of the input shaft 12a).
[C] Detection data of the accelerator sensor C3 that detects the amount of operation of the accelerator pedal AC (accelerator operation amount Accl).
[D] Detection data of the brake sensor C4 that detects an operation amount of the brake pedal BK (brake operation amount Brk).
[E] Detection data of the shift position sensor C5 for detecting the shift position of the shift lever SR.
Such detection data is input.
[0039]
And ECU3 is based on each said detection data.
[A] When it is determined that the output torque of the internal combustion engine 11 needs to be adjusted based on the operation of the accelerator pedal AC (output request from the driver) by the driver, the fuel injection time of the injector INJ is changed. .
[B] When it is determined that there is a request to change the gear position of the transmission 12 based on the operation of the shift lever SR by the driver, the gear position is changed.
[C] When it is determined that there is a request to drive the vehicle 1 by either the start operation or the creep operation based on the operation of the accelerator pedal AC by the driver, the clutch 13 is engaged through the control of the clutch actuator 13a. To do.
Each process is performed. Incidentally, in the present embodiment, the clutch control device includes the ECU 3 and the clutch actuator 13a.
[0040]
By the way, when the released clutch is engaged in response to a request from the driver, there is a concern that excessive wear of the clutch or stall of the internal combustion engine may occur.
[0041]
Therefore, in the present embodiment, when the clutch is engaged through the clutch control device, such an concern is solved by adjusting the output of the internal combustion engine through the processing described below. . Hereinafter, with reference to FIG. 2 to FIG. 6, processing performed at the time of clutch engagement will be described.
[0042]
First, a request determination process for determining a request from a driver will be described with reference to FIG. This process is repeatedly executed at predetermined intervals.
As shown in FIG. 2, in this process, it is first determined whether or not the vehicle 1 is in an idle operation state (step S101).
[0043]
When it is determined that the vehicle 1 is in the idling state, detection data (accelerator operation amount Accl and brake operation amount Brk) from the accelerator sensor C3 and the brake sensor C4 are read. Incidentally, the request from the driver can be determined as follows based on each detection data. That is,
[A] When the brake operation amount Brk is equal to or greater than a predetermined value, there is a request for maintaining the vehicle 1 in a stopped state (idle state).
[B] When the brake operation amount Brk is less than a predetermined value, there is a request for driving the vehicle 1 by a start operation (start request) or a request for driving the vehicle 1 by a creep operation (creep request).
It is possible to determine the driver's request in such a manner. Further, in the present embodiment, the subsequent processing can be performed without clearly determining the distinction between the start request and the creep request.
[0044]
Next, it is determined whether there is a start request or a creep request by the driver, that is, whether there is a request to drive the vehicle 1 by either the start operation or the creep operation (step S103).
[0045]
When it is determined that there is a request to drive the vehicle 1 by either the start operation or the creep operation, a clutch engagement process for engaging the clutch 13 is started (step S104). Incidentally, this clutch engagement process is performed separately from this process, and the engagement of the clutch 13 is completed by appropriately operating the clutch actuator 13a based on the driving state of the vehicle 1 or the like. Further, this process ends upon completion of clutch engagement.
[0046]
Next, joint determination / output adjustment processing (FIGS. 3 and 4) for adjusting the magnitude of the output torque of the internal combustion engine 11 is started (step S105). This connection determination / output adjustment process will be described later.
[0047]
On the other hand, when it is determined that the vehicle 1 is not in the idle operation state (step S101: No), and when it is determined that there is no request to drive the vehicle 1 by either the start operation or the creep operation (step S103: No) once ends this process.
[0048]
As described above, according to the above processing, when a request for driving the vehicle 1 by either the start operation or the creep operation is detected, the engagement of the clutch 13 is started, and the engagement determination / output adjustment is performed accordingly. Processing is performed.
[0049]
Next, the joining determination / output adjustment process will be described with reference to FIGS. This process is repeatedly executed at predetermined intervals, and includes processes in steps S201 and S202 corresponding to the joining determination process and processes in steps S203 to S211 corresponding to the output adjustment process. The output adjustment process corresponds to a process performed through the output adjustment unit.
[0050]
As shown in FIGS. 3 and 4, in this process, first, the engine rotational speed Ne, the transmission rotational speed Ni, and the accelerator operation amount Accl are read (step S201).
Then, it is determined whether or not the clutch 13 has been engaged (step S202). The completion of the engagement of the clutch 13 is determined based on, for example, whether or not the crankshaft 11a and the input shaft 12a are in a synchronously rotating state (a state where the engine rotational speed Ne and the transmission rotational speed Ni are substantially equal). Can do. That is, the following conditions
Ne ≒ Ni
Can be determined that the engagement of the clutch 13 has been completed.
[0051]
When it is determined that the engagement of the clutch 13 is not completed through the determination process, the subsequent output adjustment process is performed. When it is determined that the engagement of the clutch 13 is completed, this process is performed. Once terminated. That is, in the present embodiment, the output adjustment process is performed with a period from when the clutch 13 is engaged until the engagement is completed as a predetermined period.
[0052]
When it is determined that engagement of the clutch 13 has not been completed, the read accelerator operation amount Accl is applied to the predetermined map shown in FIG. 5 and set as the upper limit value of the rotational speed of the internal combustion engine 11. An allowable upper limit rotational speed Neu (allowable upper limit value) is calculated (step S203).
[0053]
In the predetermined map, the allowable upper limit rotational speed Neu is a value set in consideration of the durability of the clutch, and when the engine rotational speed Ne is maintained below the allowable upper limit rotational speed Neu, Protection comes to be achieved.
[0054]
Further, in the map, the correspondence relationship between these parameters is defined so that the allowable upper limit rotational speed Neu becomes a large value as the accelerator operation amount Accl increases. Incidentally, the maximum value of the allowable upper limit rotational speed Neu can be set as follows, for example. That is, it is possible to set the upper limit value of the engine rotational speed Ne allowed within the range where the clutch is protected as the maximum value of the allowable upper limit rotational speed Neu.
[0055]
Next, by applying the read transmission rotational speed Ni to the predetermined map shown in FIG. 6, an allowable lower limit rotational speed Nell (allowable lower limit value) set as a lower limit value of the rotational speed of the internal combustion engine 11 is calculated. (Step S204).
[0056]
In the predetermined map, the allowable lower limit rotational speed Nell is a value that is set in consideration of the stall mode of the internal combustion engine, and the engine rotational speed Ne is maintained at the allowable lower limit rotational speed Nell or higher. Stalls in the internal combustion engine can be avoided accurately.
[0057]
By the way, in the above map,
[A] In a region where the transmission rotational speed Ni is less than a value corresponding to the engine rotational speed Ne (idle rotational speed Neid) in the idling operation state of the vehicle 1, the allowable lower limit rotational speed Nell becomes the idle rotational speed Neid. Set to the corresponding value.
[B] In a region where the transmission rotational speed Ni is greater than or equal to the value corresponding to the idle rotational speed Neid, the allowable lower limit rotational speed Nell is set to the same value as the transmission rotational speed Ni.
The correspondence relationship of each parameter is defined in such a manner.
[0058]
Next, it is determined whether or not the relationship between the allowable upper limit rotational speed Neu and the allowable lower limit rotational speed Nell satisfies a predetermined condition. Here, as the predetermined condition, for example, the following condition can be adopted. That is, when the allowable upper limit rotational speed Neu is used as a determination value and a hysteresis characteristic is provided for the rotational speed Neu, a predetermined value (set for the hysteresis characteristic) is set from the allowable upper limit rotational speed Neu. Whether the value obtained by subtracting the predetermined rotation speed Neh) is less than the allowable lower limit rotation speed Nell is used as a predetermined condition. In other words, the following conditions
Nell> Neul-Neh
Whether or not is satisfied is determined (step S205).
[0059]
If the above condition is satisfied, the subsequent processing cannot be appropriately performed based on the allowable upper limit rotational speed Neu and the allowable lower limit rotational speed Nell, so the allowable upper limit rotational speed Neu is applied to the predetermined function Flnd. Then, the allowable lower limit rotational speed Nell is calculated again. That is, the following processing
Nell ← Flnd (Neul)
Is performed (step S206).
[0060]
On the other hand, when the above conditions are not satisfied, the allowable upper limit rotational speed Neu and the allowable lower limit rotational speed Nell calculated through the maps (FIGS. 5 and 6) are employed as they are.
[0061]
Next, it is determined whether the engine rotational speed Ne is equal to or higher than the allowable upper limit rotational speed Neu. That is, the following conditions
Ne≥Neul
Whether or not is satisfied is determined (step S207).
[0062]
When the engine rotational speed Ne is equal to or higher than the allowable upper limit rotational speed Neu, the output torque of the internal combustion engine 11 is reduced so that the engine rotational speed Ne is less than the allowable upper limit rotational speed Neu. That is, the fuel injection time Tereq of the injector INJ is adjusted so that an output torque is obtained such that the engine rotational speed Ne is less than the allowable upper limit rotational speed Neu (step S210).
[0063]
In this case, the fuel injection time Tereq is calculated based on a predetermined function Fteul that defines the relationship between the engine rotational speed Ne and the fuel injection time Tereq when the output torque of the internal combustion engine 11 is reduced. That is, the following processing
Tereq ← Fteul (Ne)
Through this, the fuel injection time Tereq is calculated.
[0064]
On the other hand, when the engine rotational speed Ne is less than the allowable upper limit rotational speed Neu, it is determined whether the engine rotational speed Ne is less than the allowable lower limit rotational speed Nell. That is, the following conditions
Ne <Nell
Whether or not is satisfied is determined (step S208).
[0065]
When the engine rotational speed Ne is less than the allowable lower limit rotational speed Nell, the output torque of the internal combustion engine 11 is increased so that the engine rotational speed Ne becomes equal to or higher than the allowable lower limit rotational speed Nell. That is, the fuel injection time Tereq of the injector INJ is adjusted so as to obtain an output torque such that the engine rotational speed Ne is equal to or higher than the allowable lower limit rotational speed Nell (step S211).
[0066]
In this case, the fuel injection time Tereq is calculated on the basis of a predetermined function Ftell that defines the relationship between the engine rotational speed Ne and the fuel injection time Tereq when increasing the output torque of the internal combustion engine 11. That is, the following processing
Tereq ← Ftel (Ne)
Through this, the fuel injection time Tereq is calculated.
[0067]
On the other hand, when the engine rotational speed Ne is equal to or higher than the allowable lower limit rotational speed Nell, the fuel injection time Tereq of the injector INJ is adjusted so that the output torque of the internal combustion engine 11 corresponding to the accelerator operation amount Accl is obtained (step S209).
[0068]
In this case, the fuel injection time Tereq is calculated based on a predetermined function Ftenrm that defines the relationship between the accelerator operation amount Accl and the fuel injection time Tereq. That is, the following processing
Tereq ← Ftenrm (Accl)
Through this, the fuel injection time Tereq is calculated.
[0069]
Thus, according to the above process, the rotation speed of the internal combustion engine 11 is less than the allowable upper limit rotation speed Neu set based on the accelerator operation amount Accl and the transmission until the engagement of the clutch 13 is completed. The output torque of the engine 11 is adjusted so as to be equal to or higher than the allowable lower limit rotational speed Nell set based on the rotational speed Ni.
[0070]
As a result, when the clutch is engaged through the clutch control device, the clutch is protected and stalling of the internal combustion engine is preferably avoided.
[0071]
Next, with reference to FIG. 7, an example of a clutch engagement mode according to each of the above processes (FIGS. 2 to 4) will be described.
For example, when a request to drive the vehicle 1 by a start operation or a creep operation is detected based on the driver's operation of the accelerator pedal AC or the like at time t71, clutch engagement processing, engagement determination / output adjustment processing, Is started (FIGS. 7A to 7C). Then, the allowable upper limit rotational speed Neu and the allowable lower limit rotational speed Nell are set through the joint determination / output adjustment process, and the output torque of the internal combustion engine 11 is adjusted based on the comparison between each determination value and the engine rotational speed Ne. (FIG. 7 [e], [f]).
[0072]
Then, if it is detected that the engagement of the clutch 13 is completed at time t72, each of the above processes is stopped, and the setting of the allowable upper limit rotational speed Neu and the allowable lower limit rotational speed Nell is canceled (FIG. 7B to FIG. 7). [F]).
[0073]
As described above in detail, according to the output control apparatus for an internal combustion engine according to the first embodiment, the excellent effects listed below can be obtained.
(1) In the present embodiment, when the clutch 13 is engaged through operation of the clutch actuator 13a, the engine rotational speed Ne is less than the allowable upper limit rotational speed Neu and greater than or equal to the allowable lower limit rotational speed Nell. The output torque of the internal combustion engine 11 is adjusted. Thereby, the stall of the internal combustion engine 11 can be suitably avoided while protecting the clutch 13.
[0074]
(2) In the present embodiment, the allowable upper limit rotational speed Neu is variably set according to the accelerator operation amount Accl. As a result, the clutch 13 can be protected while appropriately satisfying the output request from the driver.
[0075]
(3) In the present embodiment, the correspondence relationship between these parameters is defined so that the allowable upper limit rotational speed Neu is increased as the accelerator operation amount Accl increases. As a result, the engine rotational speed Ne is maintained below a value corresponding to the accelerator operation amount Accl, so that dissociation between the operation of the accelerator pedal AC and the behavior of the vehicle 1 by the driver can be suitably avoided. .
[0076]
(4) In the present embodiment, the allowable lower limit rotational speed Nell is variably set according to the transmission rotational speed Ni. Thereby, the stall of the internal combustion engine 11 can be avoided more accurately.
[0077]
(5) In the present embodiment, when the value obtained by subtracting the predetermined rotation speed Neh from the allowable upper limit rotation speed Neu is less than the allowable lower limit rotation speed Nell, the allowable upper limit rotation speed Neu is applied to the predetermined function Flnd, The allowable lower limit rotational speed Nell is calculated. Thereby, since the relationship between the allowable upper limit rotational speed Neu and the allowable lower limit rotational speed Nell is appropriately set, the output torque of the internal combustion engine 11 can be adjusted accurately.
[0078]
Note that the first embodiment can be implemented as, for example, the following form, which is appropriately changed.
In the first embodiment, the accelerator operation amount Accl is applied to the map shown in FIG. 5 to calculate the allowable upper limit rotational speed Neu. However, for example, the following changes may be made. In other words, the allowable upper limit rotation speed Neu can be calculated by applying the accelerator operation amount Accl to a predetermined function in which the relationship between the accelerator operation amount Accl and the allowable upper limit rotation speed Neu is defined. In this case, the predetermined function may be set so that the calculation result of the predetermined function indicates a relationship according to the relationship between the accelerator operation amount Accl and the allowable upper limit rotational speed Neu in the map of FIG. it can.
[0079]
In the first embodiment, the correspondence relationship between the accelerator operation amount Accl and the allowable upper limit rotational speed Neu is defined in the relationship shown in FIG. 5, but the correspondence relationship between these parameters is exemplified in the same embodiment. It is not limited to the relationship and can be changed as appropriate. In short, as long as the correspondence relationship between these parameters is defined so that the allowable upper limit rotational speed Neu is increased as the accelerator operation amount Accl increases, the configuration can be changed to an appropriate configuration.
[0080]
In the first embodiment, the allowable upper limit rotational speed Neu is variably set according to the accelerator operation amount Accl. However, other parameters can be used instead of the accelerator operation amount Accl.
[0081]
In the first embodiment, the transmission rotational speed Ni is applied to the map shown in FIG. 6 to calculate the allowable lower limit rotational speed Nell. However, for example, the following modifications can be made. . In other words, the allowable lower limit rotational speed Nell can be calculated by applying the transmission rotational speed Ni to a predetermined function in which the relationship between the transmission rotational speed Ni and the allowable lower limit rotational speed Nell is defined. In this case, the predetermined function is set so that the calculation result of the predetermined function indicates a relationship according to the relationship between the transmission rotational speed Ni and the allowable lower limit rotational speed Nell in the map of FIG. Can do.
[0082]
In the first embodiment, the correspondence relationship between the transmission rotational speed Ni and the allowable lower limit rotational speed Nell is defined in the relationship shown in FIG. 6, but the correspondence relationship between these parameters is exemplified in the same embodiment. It is not limited to the above relationship and can be changed as appropriate. in this case,
[A] In a region where the transmission rotational speed Ni is less than a value corresponding to the idle rotational speed Neid, the allowable lower limit rotational speed Nell is set using a value corresponding to the idle rotational speed Neid as a guide.
[B] In a region where the transmission rotational speed Ni is equal to or higher than the value corresponding to the idle rotational speed Neid, the allowable lower limit rotational speed Nell is set to be equal to or higher than the transmission rotational speed Ni.
It is desirable to define the correspondence between the parameters so as to satisfy the above conditions.
[0083]
In the first embodiment, the allowable lower limit rotational speed Nell is variably set according to the transmission rotational speed Ni, but other parameters can be used instead of the transmission rotational speed Ni.
[0084]
In the first embodiment, when the value obtained by subtracting the predetermined rotation speed Neh from the allowable upper limit rotation speed Neu is less than the allowable lower limit rotation speed Nell, the allowable upper limit rotation speed Neu is applied to the predetermined function Flnd. The calculation of the allowable lower limit rotational speed Nell is performed again. However, for example, it can be changed as follows. In other words, the allowable lower limit rotational speed Nell may be calculated again by applying the allowable upper limit rotational speed Neu to a predetermined map that defines the correspondence between the allowable upper limit rotational speed Neu and the allowable lower limit rotational speed Nell.
[0085]
In the first embodiment, when the value obtained by subtracting the predetermined rotation speed Neh from the allowable upper limit rotation speed Neu is less than the allowable lower limit rotation speed Nell, the allowable upper limit rotation speed Neu is applied to the predetermined function Flnd. The calculation of the allowable lower limit rotational speed Nell is performed again. However, for example, it can be changed as follows. That is, it is also possible to adopt a configuration in which the processing of the above processing (steps S205 and S206) is omitted and the joint determination / output adjustment processing (FIGS. 3 and 4) is performed.
[0086]
In the first embodiment, when the engine speed Ne is equal to or higher than the allowable upper limit speed Neul, the fuel injection time is based on a predetermined function Fteul that defines the relationship between the engine speed Ne and the fuel injection time Tereq. The Tereq is calculated, but it can be changed as follows, for example. That is, the fuel injection time Tereq can be calculated by applying the engine rotation speed Ne to a predetermined map that defines the correspondence between the engine rotation speed Ne and the fuel injection time Tereq.
[0087]
In the first embodiment, the predetermined function Fteul is a function of the engine speed Ne, but other parameters can be used instead of the engine speed Ne. In short, as long as it is a parameter related to the output torque of the internal combustion engine, the predetermined function Fteul can be set using an appropriate parameter.
[0088]
In the first embodiment, when the engine rotation speed Ne is less than the allowable lower limit rotation speed Nell, the fuel injection time is based on the predetermined function Ftel that defines the relationship between the engine rotation speed Ne and the fuel injection time Tereq. The Tereq is calculated, but it can be changed as follows, for example. That is, the fuel injection time Tereq can be calculated by applying the engine rotation speed Ne to a predetermined map that defines the correspondence between the engine rotation speed Ne and the fuel injection time Tereq.
[0089]
In the first embodiment, the predetermined function Ftel is a function of the engine speed Ne, but other parameters can be used instead of the engine speed Ne. In short, if it is a parameter related to the output torque of the internal combustion engine, the predetermined function Ftell can be set using an appropriate parameter.
[0090]
In the first embodiment, when the engine rotational speed Ne is less than the allowable upper limit rotational speed Neu and greater than or equal to the allowable lower limit rotational speed Nell, the predetermined function that defines the relationship between the accelerator operation amount Accl and the fuel injection time Tereq. Although the fuel injection time Tereq is calculated based on Ftenrm, it can be changed as follows, for example. That is, the fuel injection time Tereq can be calculated by applying the accelerator operation amount Accl to a predetermined map that defines the correspondence between the accelerator operation amount Accl and the fuel injection time Tereq.
[0091]
(Second Embodiment)
A second embodiment that embodies an output control device for an internal combustion engine according to the present invention will be described with reference to FIGS. In addition, since the structure of the whole apparatus in this Embodiment becomes a structure according to the apparatus of the said 1st Embodiment, the overlapping description is omitted.
[0092]
First, an outline of the present embodiment will be described.
In the present embodiment, until the clutch engagement by the clutch control device is completed, an allowable upper limit rotational speed is set according to the amount of operation of the accelerator pedal so that the engine rotational speed becomes less than the allowable upper limit rotational speed. In addition, the output torque of the internal combustion engine is adjusted.
[0093]
That is, this embodiment is configured to omit the setting process of the allowable lower limit rotation speed in the joint determination / output adjustment process (FIGS. 3 and 4) of the first embodiment and perform the process. ing.
[0094]
By adopting such a configuration, the clutch can be protected with simple processing.
Hereinafter, with reference to FIG. 8, the joining determination / output adjustment process in the present embodiment will be described. This process is repeatedly executed at predetermined intervals, and includes steps S301 and S302 corresponding to the joining determination process and steps S303 to S306 corresponding to the output adjustment process. The output adjustment process corresponds to a process performed through the output adjustment unit.
[0095]
Then, through a process according to the request determination process (FIG. 2) in the first embodiment,
[A] The vehicle 1 is in an idle operation state.
[B] There is a request to drive the vehicle 1 by either a start operation or a creep operation.
It is started when each condition is satisfied.
[0096]
As shown in FIG. 8, in this process, first, the engine rotational speed Ne, the transmission rotational speed Ni, and the accelerator operation amount Accl are read (step S301).
Then, it is determined whether or not the clutch 13 has been engaged (step S302). Completion of engagement of the clutch 13 can be determined, for example, based on whether or not the crankshaft 11a and the input shaft 12a are in a synchronous rotation state. That is, the following conditions
Ne ≒ Ni
Can be determined that the engagement of the clutch 13 has been completed.
[0097]
When it is determined that the engagement of the clutch 13 is not completed through the determination process, the subsequent output adjustment process is performed. When it is determined that the engagement of the clutch 13 is completed, this process is performed. Once terminated. That is, in the present embodiment, the output adjustment process is performed with a period from when the clutch 13 is engaged until the engagement is completed as a predetermined period.
[0098]
When it is determined that engagement of the clutch 13 has not been completed, the read accelerator operation amount Accl is applied to the predetermined map shown in FIG. 5 and set as the upper limit value of the rotational speed of the internal combustion engine 11. An allowable upper limit rotational speed Neu is calculated (step S303).
[0099]
Next, it is determined whether the engine rotational speed Ne is equal to or higher than the allowable upper limit rotational speed Neu. That is, the following conditions
Ne≥Neul
Whether or not is satisfied is determined (step S304).
[0100]
When the engine rotational speed Ne is equal to or higher than the allowable upper limit rotational speed Neu, the output torque of the internal combustion engine 11 is reduced so that the engine rotational speed Ne is less than the allowable upper limit rotational speed Neu. That is, the fuel injection time Tereq of the injector INJ is adjusted so as to obtain an output torque such that the engine rotational speed Ne is less than the allowable upper limit rotational speed Neul (step S306).
[0101]
In this case, the fuel injection time Tereq is calculated based on a predetermined function Fteul that defines the relationship between the engine rotational speed Ne and the fuel injection time Tereq when the output torque of the internal combustion engine 11 is reduced. That is, the following processing
Tereq ← Fteul (Ne)
Through this, the fuel injection time Tereq is calculated.
[0102]
On the other hand, when the engine rotation speed Ne is less than the allowable upper limit rotation speed Neu, the fuel injection time Tereq of the injector INJ is adjusted so that the output torque of the internal combustion engine 11 corresponding to the accelerator operation amount Accl is obtained (step S305).
[0103]
In this case, the fuel injection time Tereq is calculated based on a predetermined function Ftenrm that defines the relationship between the accelerator operation amount Accl and the fuel injection time Tereq. That is, the following processing
Tereq ← Ftenrm (Accl)
Through this, the fuel injection time Tereq is calculated.
[0104]
Thus, according to the above process, the rotation speed of the internal combustion engine 11 is less than the allowable upper limit rotation speed Neu that is set based on the accelerator operation amount Accl until the clutch 13 is completely engaged. The output torque of the engine 11 is adjusted.
[0105]
Accordingly, when the clutch is engaged through the clutch control device, the clutch is protected.
Next, with reference to FIG. 9, an example of a clutch engagement mode by the above-described processes (FIGS. 2 and 8) will be described.
[0106]
For example, when a request to drive the vehicle 1 by a start operation or a creep operation is detected based on the driver's operation of the accelerator pedal AC or the like at time t91, clutch engagement processing, engagement determination / output adjustment processing, Is started (FIGS. 9A to 9C). Then, the allowable upper limit rotational speed Neu is set by starting the output adjustment process, and the output torque of the internal combustion engine 11 is adjusted based on the comparison between the determination value and the engine rotational speed Ne (FIG. 9 [e]). .
[0107]
Then, if it is detected that the engagement of the clutch 13 is completed at time t92, each of the above processes is stopped, and the setting of the allowable upper limit rotational speed Neu is canceled (FIG. 9 [b] to [e]).
[0108]
As described above in detail, according to the output control apparatus for an internal combustion engine according to the second embodiment, the excellent effects listed below can be obtained.
(1) In the present embodiment, when the clutch 13 is engaged through the operation of the clutch actuator 13a, the output torque of the internal combustion engine 11 is adjusted so that the engine rotational speed Ne is less than the allowable upper limit rotational speed Neu. Is done. As a result, the clutch 13 can be protected.
[0109]
(2) In the present embodiment, the allowable upper limit rotational speed Neu is variably set according to the accelerator operation amount Accl. As a result, the clutch 13 can be protected while appropriately satisfying the output request from the driver.
[0110]
(3) In the present embodiment, the correspondence relationship between these parameters is defined so that the allowable upper limit rotational speed Neu is increased as the accelerator operation amount Accl increases. As a result, the engine rotational speed Ne is maintained below a value corresponding to the accelerator operation amount Accl, so that dissociation between the operation of the accelerator pedal AC and the behavior of the vehicle 1 by the driver can be suitably avoided. .
[0111]
In addition, the said 2nd Embodiment can also be implemented as the following forms which changed this suitably, for example.
In the second embodiment, the accelerator operation amount Accl is applied to the map shown in FIG. 5 to calculate the allowable upper limit rotational speed Neu. However, for example, the following changes may be made. In other words, the allowable upper limit rotation speed Neu can be calculated by applying the accelerator operation amount Accl to a predetermined function in which the relationship between the accelerator operation amount Accl and the allowable upper limit rotation speed Neu is defined. In this case, the predetermined function may be set so that the calculation result of the predetermined function indicates a relationship according to the relationship between the accelerator operation amount Accl and the allowable upper limit rotational speed Neu in the map of FIG. it can.
[0112]
In the second embodiment, the correspondence relationship between the accelerator operation amount Accl and the allowable upper limit rotational speed Neu is defined in the relationship shown in FIG. 5, but the correspondence relationship between these parameters is exemplified in the embodiment. It is not limited to the relationship and can be changed as appropriate. In short, as long as the correspondence relationship between these parameters is defined so that the allowable upper limit rotational speed Neu is increased as the accelerator operation amount Accl increases, the configuration can be changed to an appropriate configuration.
[0113]
In the second embodiment, the allowable upper limit rotational speed Neu is variably set according to the accelerator operation amount Accl. However, other parameters can be used instead of the accelerator operation amount Accl.
[0114]
In the second embodiment, when the engine speed Ne is equal to or higher than the allowable upper limit speed Neul, the fuel injection time is based on the predetermined function Fteul that defines the relationship between the engine speed Ne and the fuel injection time Tereq. The Tereq is calculated, but it can be changed as follows, for example. That is, the fuel injection time Tereq can be calculated by applying the engine rotation speed Ne to a predetermined map that defines the correspondence between the engine rotation speed Ne and the fuel injection time Tereq.
[0115]
In the second embodiment, the predetermined function Fteul is a function of the engine speed Ne, but other parameters can be used instead of the engine speed Ne. In short, as long as it is a parameter related to the output torque of the internal combustion engine, the predetermined function Fteul can be set using an appropriate parameter.
[0116]
In the second embodiment, when the engine rotational speed Ne is less than the allowable upper limit rotational speed Neu, the fuel injection time is based on a predetermined function Ftenrm that defines the relationship between the accelerator operation amount Accl and the fuel injection time Tereq. The Tereq is calculated, but it can be changed as follows, for example. That is, the fuel injection time Tereq can be calculated by applying the accelerator operation amount Accl to a predetermined map that defines the correspondence between the accelerator operation amount Accl and the fuel injection time Tereq.
[0117]
(Third embodiment)
A third embodiment of an internal combustion engine output control apparatus according to the present invention will be described with reference to FIGS. In addition, since the structure of the whole apparatus in this Embodiment becomes a structure according to the apparatus of the said 1st Embodiment, the overlapping description is omitted.
[0118]
First, an outline of the present embodiment will be described.
In the present embodiment, until the clutch engagement by the clutch control device is completed, an allowable lower limit rotational speed is set according to the rotational speed of the transmission so that the engine rotational speed becomes equal to or higher than the allowable lower limit rotational speed. In addition, the output torque of the internal combustion engine is adjusted.
[0119]
That is, this embodiment is configured to omit the setting process of the allowable upper limit rotation speed in the joint determination / output adjustment process (FIGS. 3 and 4) of the first embodiment and perform the process. ing.
[0120]
By adopting such a configuration, it becomes possible to accurately avoid a stall of the internal combustion engine with a simple process.
Hereinafter, with reference to FIG. 10, output adjustment processing in the present embodiment will be described. This process is repeatedly executed at predetermined intervals, and includes processes in steps S401 and S402 corresponding to the joining determination process, and processes in steps S403 to S406 corresponding to the output adjustment process. The output adjustment process corresponds to a process performed through the output adjustment unit.
[0121]
Then, through a process according to the request determination process (FIG. 2) in the first embodiment,
[A] The vehicle 1 is in an idle operation state.
[B] There is a request to drive the vehicle 1 by either a start operation or a creep operation.
It is started when each condition is satisfied. Moreover, this process is repeatedly performed for every predetermined period.
[0122]
As shown in FIG. 10, in this process, first, the engine rotational speed Ne and the transmission rotational speed Ni are read (step S401).
Then, it is determined whether or not the clutch 13 has been engaged (step S402). Completion of engagement of the clutch 13 can be determined, for example, based on whether or not the crankshaft 11a and the input shaft 12a are in a synchronous rotation state. That is, the following conditions
Ne ≒ Ni
Can be determined that the engagement of the clutch 13 has been completed.
[0123]
When it is determined that the engagement of the clutch 13 is not completed through the determination process, the subsequent output adjustment process is performed. When it is determined that the engagement of the clutch 13 is completed, this process is performed. Once terminated. That is, in the present embodiment, the output adjustment process is performed with a period from when the clutch 13 is engaged until the engagement is completed as a predetermined period.
[0124]
When it is determined that engagement of the clutch 13 is not completed, the read transmission rotational speed Ni is applied to the predetermined map shown in FIG. 6 and set as the lower limit value of the rotational speed of the internal combustion engine 11. An allowable lower limit rotational speed Nell is calculated (step S403).
[0125]
Next, it is determined whether or not the engine rotational speed Ne is less than the allowable lower limit rotational speed Nell. That is, the following conditions
Ne <Nell
Whether or not is satisfied is determined (step S404).
[0126]
When the engine rotational speed Ne is less than the allowable lower limit rotational speed Nell, the output torque of the internal combustion engine 11 is increased so that the engine rotational speed Ne becomes equal to or higher than the allowable lower limit rotational speed Nell. That is, the fuel injection time Tereq of the injector INJ is adjusted so as to obtain an output torque such that the engine rotational speed Ne is equal to or higher than the allowable lower limit rotational speed Nell (step S406).
[0127]
In this case, the fuel injection time Tereq is calculated on the basis of a predetermined function Ftell that defines the relationship between the engine rotational speed Ne and the fuel injection time Tereq when increasing the output torque of the internal combustion engine 11. That is, the following processing
Tereq ← Ftel (Ne)
Through this, the fuel injection time Tereq is calculated.
[0128]
On the other hand, when the engine rotational speed Ne is equal to or higher than the allowable lower limit rotational speed Nell, the fuel injection time Tereq of the injector INJ is adjusted so that the output torque of the internal combustion engine 11 corresponding to the accelerator operation amount Accl is obtained (step S405).
[0129]
In this case, the fuel injection time Tereq is calculated based on a predetermined function Ftenrm that defines the relationship between the accelerator operation amount Accl and the fuel injection time Tereq. That is, the following processing
Tereq ← Ftenrm (Accl)
Through this, the fuel injection time Tereq is calculated.
[0130]
Thus, according to the above process, the rotational speed of the internal combustion engine 11 is equal to or higher than the allowable lower limit rotational speed Nell set based on the transmission rotational speed Ni until the clutch 13 is completely engaged. The output torque of the engine 11 is adjusted.
[0131]
Thus, when the clutch is engaged through the clutch control device, the internal combustion engine can be prevented from stalling.
Next, with reference to FIG. 11, an example of a clutch engagement mode according to each of the above processes (FIGS. 2 and 10) will be described.
[0132]
For example, when a request to drive the vehicle 1 by a start operation or a creep operation is detected based on an operation of the accelerator pedal AC or the like by the driver at time t111, a clutch engagement process, a connection determination / output adjustment process, Is started (FIGS. 11A to 11C). Then, the allowable lower limit rotational speed Nell is set by starting the output adjustment process, and the output torque of the internal combustion engine 11 is adjusted based on the comparison between the determination value and the engine rotational speed Ne (FIG. 11 [e]). .
[0133]
Then, if it is detected that the engagement of the clutch 13 is completed at time t112, each of the above processes is stopped, and the setting of the allowable lower limit rotational speed Nell is canceled (FIGS. 11 [b] to [e]).
[0134]
As described above in detail, according to the output control apparatus for an internal combustion engine according to the third embodiment, the excellent effects listed below can be obtained.
(1) In the present embodiment, when the clutch 13 is engaged through the operation of the clutch actuator 13a, the output torque of the internal combustion engine 11 is adjusted so that the engine rotational speed Ne is equal to or higher than the allowable lower limit rotational speed Nell. Is done. Thereby, the stall of the internal combustion engine 11 can be avoided accurately.
[0135]
(2) In the present embodiment, the allowable lower limit rotational speed Nell is variably set according to the transmission rotational speed Ni. Thereby, the stall of the internal combustion engine 11 can be avoided more accurately.
[0136]
Note that the third embodiment can be implemented as an appropriate modification of the above, for example, as follows.
In the third embodiment, the transmission rotational speed Ni is applied to the map shown in FIG. 6 to calculate the allowable lower limit rotational speed Nell. However, for example, the following modifications can be made. . In other words, the allowable lower limit rotational speed Nell can be calculated by applying the transmission rotational speed Ni to a predetermined function in which the relationship between the transmission rotational speed Ni and the allowable lower limit rotational speed Nell is defined. In this case, the predetermined function is set so that the calculation result of the predetermined function indicates a relationship according to the relationship between the transmission rotational speed Ni and the allowable lower limit rotational speed Nell in the map of FIG. Can do.
[0137]
In the third embodiment, the correspondence relationship between the transmission rotational speed Ni and the allowable lower limit rotational speed Nell is defined in the relationship shown in FIG. 6, but the correspondence relationship between these parameters is exemplified in the same embodiment. It is not limited to the above relationship and can be changed as appropriate. in this case,
[A] In a region where the transmission rotational speed Ni is less than a value corresponding to the idle rotational speed Neid, the allowable lower limit rotational speed Nell is set with a value corresponding to the idle rotational speed Neid as a guide.
[B] In a region where the transmission rotational speed Ni is equal to or higher than the value corresponding to the idle rotational speed Neid, the allowable lower limit rotational speed Nell is set to be equal to or higher than the transmission rotational speed Ni.
It is desirable to define the correspondence between the parameters so as to satisfy the above conditions.
[0138]
In the third embodiment, the allowable lower limit rotational speed Nell is variably set according to the transmission rotational speed Ni, but other parameters can be used instead of the transmission rotational speed Ni.
[0139]
In the third embodiment, when the engine rotational speed Ne is less than the allowable lower limit rotational speed Nell, the fuel injection time is based on a predetermined function Ftel that defines the relationship between the engine rotational speed Ne and the fuel injection time Tereq. The Tereq is calculated, but it can be changed as follows, for example. That is, the fuel injection time Tereq can be calculated by applying the engine rotation speed Ne to a predetermined map that defines the correspondence between the engine rotation speed Ne and the fuel injection time Tereq.
[0140]
In the third embodiment, the predetermined function Ftel is a function of the engine speed Ne, but other parameters can be used instead of the engine speed Ne. In short, if it is a parameter related to the output torque of the internal combustion engine, the predetermined function Ftell can be set using an appropriate parameter.
[0141]
In the third embodiment, when the engine rotational speed Ne is equal to or greater than the allowable lower limit rotational speed Nell, the fuel injection time is based on the predetermined function Ftenrm that defines the relationship between the accelerator operation amount Accl and the fuel injection time Tereq. The Tereq is calculated, but it can be changed as follows, for example. That is, the fuel injection time Tereq can be calculated by applying the accelerator operation amount Accl to a predetermined map that defines the correspondence between the accelerator operation amount Accl and the fuel injection time Tereq.
[0142]
(Fourth embodiment)
A fourth embodiment that embodies an output control apparatus for an internal combustion engine according to the present invention will be described with reference to FIG. In addition, since the structure of the whole apparatus in this Embodiment becomes a structure according to the apparatus of the said 1st Embodiment, the overlapping description is omitted.
[0143]
First, an outline of the present embodiment will be described.
In the present embodiment, until the clutch engagement by the clutch control device is completed, the output of the internal combustion engine is set so that the engine rotational speed is less than the preset allowable upper limit rotational speed and equal to or higher than the allowable lower limit rotational speed. The torque is adjusted.
[0144]
That is, this embodiment uses the preset allowable upper limit rotational speed and allowable lower limit rotational speed in the joint determination / output adjustment processing (FIGS. 3 and 4) of the first embodiment. The same processing is performed.
[0145]
By adopting such a configuration, it is possible to protect the clutch and avoid the stall of the internal combustion engine with a simple process.
Hereinafter, with reference to FIG. 12, the joining determination / output adjustment processing in the present embodiment will be described. This process corresponds to a process performed through the output adjustment unit, and is repeatedly executed at predetermined intervals. Incidentally, this process is composed of processes in steps S501 and S502 corresponding to the joining determination process and processes in steps S503 to S507 corresponding to the output adjustment process, and the output adjustment process is performed through the output adjustment unit. It corresponds to.
[0146]
Then, through a process according to the request determination process (FIG. 2) in the first embodiment,
[A] The vehicle 1 is in an idle operation state.
[B] There is a request to drive the vehicle 1 by either a start operation or a creep operation.
It is started when each condition is satisfied. Moreover, this process is repeatedly performed for every predetermined period.
[0147]
As shown in FIG. 12, in this process, first, the engine rotational speed Ne, the transmission rotational speed Ni, and the accelerator operation amount Accl are read (step S501).
Then, it is determined whether or not the clutch 13 has been engaged (step S502). Completion of engagement of the clutch 13 can be determined, for example, based on whether or not the crankshaft 11a and the input shaft 12a are in a synchronous rotation state. That is, the following conditions
Ne ≒ Ni
Can be determined that the engagement of the clutch 13 has been completed.
[0148]
When it is determined that the engagement of the clutch 13 is not completed through the determination process, the subsequent output adjustment process is performed. When it is determined that the engagement of the clutch 13 is completed, this process is performed. Once terminated. That is, in the present embodiment, the output adjustment process is performed with a period from when the clutch 13 is engaged until the engagement is completed as a predetermined period.
[0149]
When it is determined that the engagement of the clutch 13 has not been completed, it is determined whether or not the engine speed Ne is equal to or higher than the allowable upper limit speed Neul set as a predetermined value. That is, the following conditions
Ne≥Neul
Whether or not is satisfied is determined (step S503). The allowable upper limit rotational speed Neu is a value set in consideration of the durability of the clutch, and the engine rotational speed Ne is maintained below the allowable upper limit rotational speed Neu to protect the clutch. It becomes like this.
[0150]
When the engine rotational speed Ne is equal to or higher than the allowable upper limit rotational speed Neu, the output torque of the internal combustion engine 11 is reduced so that the engine rotational speed Ne is less than the allowable upper limit rotational speed Neu. That is, the fuel injection time Tereq of the injector INJ is adjusted so that an output torque is obtained such that the engine rotational speed Ne is less than the allowable upper limit rotational speed Neu (step S506).
[0151]
In this case, the fuel injection time Tereq is calculated based on a predetermined function Fteul that defines the relationship between the engine rotational speed Ne and the fuel injection time Tereq when the output torque of the internal combustion engine 11 is reduced. That is, the following processing
Tereq ← Fteul (Ne)
Through this, the fuel injection time Tereq is calculated.
[0152]
On the other hand, when the engine rotation speed Ne is less than the allowable upper limit rotation speed Neu, it is determined whether or not the engine rotation speed Ne is less than the allowable lower limit rotation speed Nell set as a predetermined value. That is, the following conditions
Ne <Nell
Whether or not is satisfied is determined (step S504). The allowable lower limit rotational speed Nell is a value set in consideration of the stall mode of the internal combustion engine. When the engine rotational speed Ne is maintained at or above the allowable lower limit rotational speed Nell, the stall of the internal combustion engine is achieved. Is preferably avoided.
[0153]
When the engine rotational speed Ne is less than the allowable lower limit rotational speed Nell, the output torque of the internal combustion engine 11 is increased so that the engine rotational speed Ne becomes equal to or higher than the allowable lower limit rotational speed Nell. That is, the fuel injection time Tereq of the injector INJ is adjusted so as to obtain an output torque such that the engine rotational speed Ne is equal to or higher than the allowable lower limit rotational speed Nell (step S507).
[0154]
In this case, the fuel injection time Tereq is calculated on the basis of a predetermined function Ftell that defines the relationship between the engine rotational speed Ne and the fuel injection time Tereq when increasing the output torque of the internal combustion engine 11. That is, the following processing
Tereq ← Ftel (Ne)
Through this, the fuel injection time Tereq is calculated.
[0155]
On the other hand, when the engine rotational speed Ne is equal to or higher than the allowable lower limit rotational speed Nell, the fuel injection time Tereq of the injector INJ is adjusted so that the output torque of the internal combustion engine 11 corresponding to the accelerator operation amount Accl is obtained (step S505).
[0156]
In this case, the fuel injection time Tereq is calculated based on a predetermined function Ftenrm that defines the relationship between the accelerator operation amount Accl and the fuel injection time Tereq. That is, the following processing
Tereq ← Ftenrm (Accl)
Through this, the fuel injection time Tereq is calculated.
[0157]
Thus, according to the above process, the rotation speed of the internal combustion engine 11 is less than the preset allowable upper limit rotation speed Neu and greater than or equal to the allowable lower limit rotation speed Nell until the clutch 13 is completely engaged. Thus, the output torque of the engine 11 is adjusted.
[0158]
As a result, when the clutch is engaged through the clutch control device, the clutch is protected and stalling of the internal combustion engine is preferably avoided.
[0159]
As described above in detail, according to the output control apparatus for an internal combustion engine according to the fourth embodiment, the excellent effects listed below can be obtained.
(1) In the present embodiment, when the clutch 13 is engaged through operation of the clutch actuator 13a, the engine rotational speed Ne is less than the allowable upper limit rotational speed Neu and greater than or equal to the allowable lower limit rotational speed Nell. The output torque of the internal combustion engine 11 is adjusted. Thereby, while protecting the clutch 13, it becomes possible to avoid the stall of the internal combustion engine 11 suitably.
[0160]
In addition, the said 4th Embodiment can also be implemented as the following forms which changed this suitably, for example.
In the fourth embodiment, when the engine speed Ne is equal to or higher than the allowable upper limit speed Neul, the fuel injection time is based on a predetermined function Fteul that defines the relationship between the engine speed Ne and the fuel injection time Tereq. The Tereq is calculated, but it can be changed as follows, for example. That is, the fuel injection time Tereq can be calculated by applying the engine rotation speed Ne to a predetermined map that defines the correspondence between the engine rotation speed Ne and the fuel injection time Tereq.
[0161]
In the fourth embodiment, the predetermined function Fteul is a function of the engine speed Ne, but other parameters can be used instead of the engine speed Ne. In short, as long as it is a parameter related to the output torque of the internal combustion engine, the predetermined function Fteul can be set using an appropriate parameter.
[0162]
In the fourth embodiment, when the engine rotational speed Ne is less than the allowable lower limit rotational speed Nell, the fuel injection time is based on a predetermined function Ftel that defines the relationship between the engine rotational speed Ne and the fuel injection time Tereq. The Tereq is calculated, but it can be changed as follows, for example. That is, the fuel injection time Tereq can be calculated by applying the engine rotation speed Ne to a predetermined map that defines the correspondence between the engine rotation speed Ne and the fuel injection time Tereq.
[0163]
In the fourth embodiment, the predetermined function Ftel is a function of the engine speed Ne, but other parameters can be used instead of the engine speed Ne. In short, if it is a parameter related to the output torque of the internal combustion engine, the predetermined function Ftell can be set using an appropriate parameter.
[0164]
In the fourth embodiment, when the engine rotational speed Ne is less than the allowable upper limit rotational speed Neu and greater than or equal to the allowable lower limit rotational speed Nell, the predetermined function that defines the relationship between the accelerator operation amount Accl and the fuel injection time Tereq. Although the fuel injection time Tereq is calculated based on Ftenrm, it can be changed as follows, for example. That is, the fuel injection time Tereq can be calculated by applying the accelerator operation amount Accl to a predetermined map that defines the correspondence between the accelerator operation amount Accl and the fuel injection time Tereq.
[0165]
(Other embodiments)
Other elements that can be changed in common with the above-described embodiments include the following.
[0166]
In each of the above embodiments, the request from the driver is determined through the request determination process (FIG. 2), but the process is not limited to the configuration illustrated in each of the above embodiments, and can be changed as appropriate. . In short, an appropriate determination process can be adopted as long as the process can appropriately determine the driver's request through the operation of the accelerator pedal, the operation of the brake pedal, and the like.
[0167]
In each of the above embodiments, the joint determination / output adjustment process (FIGS. 3 and 4) is performed as one process that combines the joint determination process and the output adjustment process. It is also possible to employ a configuration that performs the output adjustment process exceptionally.
[0168]
In each of the above embodiments, the output adjustment process is performed with the period (clutch engagement period) from the start of clutch engagement until the completion of the engagement being a predetermined period. It is also possible to change this. That is,
(A) The output adjustment process is executed with a period shorter than the clutch engagement period as a predetermined period.
The present invention can also be implemented in such a manner.
[0169]
・ If you can get a good vehicle behavior,
(B) The output adjustment process is executed with a period longer than the clutch engagement period as a predetermined period.
The present invention can also be implemented in such a manner.
[0170]
-Also, regarding the timing of the start and end of output adjustment processing,
(C) The start time is set to a time different from the clutch start time.
(D) The end time is set to a time different from the time of clutch engagement completion.
In this manner, the start and end times can be changed specially.
[0171]
In addition, by appropriately combining the modified examples (a) to (d) above, output adjustment processing is performed in at least a part of the period from the start of clutch engagement until the completion of the engagement. A configuration is also possible. In short, as long as the output adjustment process is performed for a predetermined period during clutch engagement, the configuration is not limited to the configuration exemplified in each of the above embodiments, and an appropriate configuration can be adopted.
[0172]
In each of the above embodiments, the output adjustment process is performed with the period from the start of clutch engagement until the completion of the engagement being performed as a predetermined period. However, for example, the following modifications may be made. Is possible. That is, it is also possible to adopt a configuration in which the output adjustment processing is performed with a period from when the start request or the creep request is detected until the driving mode of the vehicle corresponding to the detected request is completed as a predetermined period. Incidentally, regarding the completion of the vehicle start-up operation or creep operation, for example, the following conditions, that is,
(A) The crankshaft and the input shaft of the transmission are in a synchronous rotation state.
(B) The accelerator operation amount is equal to or greater than a predetermined operation amount set according to the operating state of the internal combustion engine.
It can be determined that the same operation is completed when the above conditions are satisfied.
[0173]
In addition, when the above configuration is adopted, the following changes can be further added. That is,
(E) The output adjustment process is executed with a period shorter than the period during the start operation (start period) or the period during the creep operation (creep period) as a predetermined period.
The present invention can also be implemented in such a manner.
[0174]
・ If you can get a good vehicle behavior,
(F) The output adjustment process is executed with a period longer than the start period or the creep period as a predetermined period.
The present invention can also be implemented in such a manner.
[0175]
-Also, regarding the timing of the start and end of output adjustment processing,
(G) The start time is set to a time different from the start time of either the start operation or the creep operation.
(H) The end time is set to a time different from the completion time of either the start operation or the creep operation.
In this manner, the start and end times can be changed specially.
[0176]
-In addition, by appropriately combining the above modifications (e) to (h), at least part of the period from the start of either the start operation or the creep operation to the completion of the started operation, A configuration in which output adjustment processing is performed is also possible. In short, as long as the output adjustment processing is performed for a predetermined period during the start operation or the creep operation of the vehicle, an appropriate configuration can be adopted without being limited to the configuration exemplified above.
[0177]
In each of the above embodiments, the output torque of the internal combustion engine is adjusted when the vehicle transitions from the idle state to either the start operation or the creep operation. However, the transmission is adjusted according to the operation of the shift lever. It is also possible to perform the same adjustment when the change of the gear position is performed. That is, when the clutch temporarily released according to the operation of the shift lever by the driver is engaged, the internal combustion engine has an aspect according to each of the above embodiments until the engagement of the clutch is completed. The engine output torque can also be adjusted.
[0178]
In each of the above embodiments, an internal combustion engine in which the magnitude of the output torque is adjusted through adjustment of the fuel injection time by the injector is not limited to such an internal combustion engine, and any internal combustion engine of any configuration The present invention can also be applied. For example, when the present invention is applied to an internal combustion engine in which the magnitude of the output torque is adjusted by adjusting the opening of the throttle valve, the throttle valve is replaced with the adjustment of the fuel injection time performed in each of the above embodiments. By performing the opening degree adjustment, it becomes possible to carry out the present invention with an aspect according to the respective embodiments.
[0179]
In each of the above embodiments, the present invention has been embodied assuming the device illustrated in each of the above embodiments (FIG. 1). However, the overall configuration of the device is the same as that illustrated in each of the above embodiments. It is not limited and can be changed as appropriate. In short, in a vehicle equipped with a clutch control device that engages a clutch through operation of an actuator, the present invention can be applied to any internal combustion engine of the vehicle. The effect according to the effect can be obtained.
[Brief description of the drawings]
FIG. 1 is a schematic diagram schematically showing the overall configuration of a first embodiment that embodies an output control device for an internal combustion engine according to the present invention.
FIG. 2 is a flowchart showing a request determination process performed in the embodiment.
FIG. 3 is a flowchart showing a part of a joining determination / output adjustment process performed in the embodiment;
FIG. 4 is a flowchart showing a part of a joining determination / output adjustment process performed in the embodiment;
FIG. 5 is a map that defines a correspondence relationship between an accelerator operation amount and an allowable upper limit rotation speed used in output adjustment processing performed in the embodiment;
FIG. 6 is a map that defines a correspondence relationship between a transmission rotational speed and an allowable lower limit rotational speed used in output adjustment processing performed in the embodiment;
FIG. 7 is a timing chart showing a mode at the time of clutch engagement by request determination processing and engagement determination / output adjustment processing performed in the embodiment;
FIG. 8 is a flowchart showing a joint determination / output adjustment process performed in the second embodiment that embodies an output control device for an internal combustion engine according to the present invention;
FIG. 9 is a timing chart showing a mode at the time of clutch engagement by request determination processing and engagement determination / output adjustment processing performed in the embodiment;
FIG. 10 is a flowchart showing a continuation determination / output adjustment process performed in the third embodiment that embodies an output control apparatus for an internal combustion engine according to the present invention;
FIG. 11 is a timing chart showing a mode at the time of clutch engagement by request determination processing and engagement determination / output adjustment processing performed in the embodiment;
FIG. 12 is a flowchart showing a joint determination / output adjustment process performed in the fourth embodiment, which embodies an output control device for an internal combustion engine according to the present invention;
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Vehicle, 11 ... Internal combustion engine, 11a ... Crankshaft, 12 ... Transmission, 12a ... Input shaft, 12g ... Gear, 13 ... Clutch, 13a ... Clutch actuator, 14 ... Drive shaft, 15 ... Drive wheel, 3 ... Electronic control Device (ECU), INJ ... injector, AC ... accelerator pedal, BK ... brake pedal, SR ... shift lever, C1 ... engine rotational speed sensor, C2 ... transmission rotational speed sensor, C3 ... accelerator sensor, C4 ... brake sensor, C5 ... shift position sensor.

Claims (6)

A clutch that interrupts transmission of torque from the internal combustion engine to the transmission is applied to a vehicle that engages the clutch through operation of an actuator when either a start request or a creep request from a driver is detected. An output control device for an internal combustion engine that adjusts the output torque of the internal combustion engine in response to an output request from a driver,
  An allowable lower limit value for the rotational speed of the internal combustion engine is set in accordance with the rotational speed of the transmission, and the rotational speed of the internal combustion engine is equal to or greater than the allowable lower limit value for a predetermined period during engagement of the clutch. Output adjusting means for performing a process of adjusting the output torque of the internal combustion engine
  An output control device for an internal combustion engine characterized by the above. The output adjusting means performs a process of adjusting the output torque of the internal combustion engine with the period from the start of clutch engagement by the actuator to the completion of clutch engagement being the predetermined period.
  The output control device for an internal combustion engine according to claim 1. A clutch that interrupts transmission of torque from the internal combustion engine to the transmission is applied to a vehicle that engages the clutch through operation of an actuator when either a start request or a creep request from a driver is detected. An output control device for an internal combustion engine that adjusts the output torque of the internal combustion engine in response to an output request from a driver,
  The allowable lower limit value for the rotational speed of the internal combustion engine is set according to the rotational speed of the transmission, and the rotational speed of the internal combustion engine is set for a predetermined period during either the start operation or the creep operation of the vehicle. Output adjustment means for performing a process of adjusting the output torque of the internal combustion engine so as to be equal to or greater than the allowable lower limit value.
  An output control device for an internal combustion engine characterized by the above. The output adjusting means sets a period from when one of the start operation and the creep operation of the vehicle is started to when the started operation is completed as the predetermined period.
  The output control device for an internal combustion engine according to claim 3. The output adjusting means further performs a process of adjusting the output torque of the internal combustion engine so that the rotational speed of the internal combustion engine is less than an allowable upper limit value during the predetermined period.
  The output control device for an internal combustion engine according to any one of claims 1 to 4. The output adjusting means variably sets the permissible upper limit value so that the permissible upper limit value becomes larger as the operation amount of an accelerator pedal provided in the vehicle increases.
  The output control device for an internal combustion engine according to claim 5.

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