JPH0517052B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a throttle control device for an internal combustion engine with an automatic transmission.

(Prior art) Vehicles with internal combustion engines, such as automobiles,
In order to effectively utilize the output of the internal combustion engine, a transmission is provided between the internal combustion engine and the driving wheels. For example, when the vehicle travels at low speed, the gear ratio of the transmission is increased to increase the rotational speed of the internal combustion engine.

Furthermore, automatic transmission devices have recently appeared that use a hydraulic drive mechanism controlled by an electronic control device to automatically drive an internal lever for changing gears of a transmission. This device has a select actuator that drives the internal lever in the Y direction and a shift actuator that drives the internal lever in the X direction. A storage device is provided that stores data (referred to as a shift map) that stores the gear positions of the transmission. While the vehicle is driving, the electronic control unit constantly detects the vehicle speed and the amount of accelerator pedal depression, searches the shift map based on this data, and finds the optimal gear.
The shift actuator and select actuator are driven alternately by commands from the electronic control device, and the gear ratio of the transmission is automatically switched to the optimum gear ratio.

By the way, in an internal combustion engine with an electronically controlled automatic transmission as described above, when the clutch is disengaged without performing a gear shift operation, that is, without changing the gear position of the transmission, the throttle is returned at the same time as the clutch is disengaged, or Control to maintain the throttle opening was performed automatically.

(Problems with the prior art) However, according to the conventional throttle control method, depending on the degree of engagement of the clutch,
The clutch may not fully disengage and the throttle becomes fully closed, resulting in engine braking, which means rapid deceleration, or the throttle may remain open even after the clutch disengages, causing the engine to rev up. There was a problem with increased noise and vibration.

(Object of the Invention) The present invention has been made by focusing on such conventional problems, and its purpose is to enable smooth clutch disengagement without gear shifting operation, thereby improving vehicle running. It is an object of the present invention to provide a throttle control system for an internal combustion engine with an automatic transmission that allows smooth continuation of the throttle.

(Summary of the Invention) According to the present invention, an internal combustion engine with an automatic transmission that disengages a clutch and controls the throttle opening of the internal combustion engine when the accelerator pedal is in an idling state and the traveling speed of the vehicle falls below a predetermined speed. In the throttle control device, there is a throttle opening sensor that detects the throttle valve opening, an input shaft rotation sensor that detects the rotation speed of the input shaft of the transmission, and a clutch stroke that detects the engagement amount of the clutch. A sensor, means for determining the optimal throttle opening for disengaging the clutch corresponding to the rotational speed of the input shaft, and the optimal throttle opening determined by the determining means and the current throttle opening. A means for controlling the clutch to disengage when the current throttle opening is less than the optimum throttle opening by comparison, a means for determining the throttle opening corresponding to the input shaft rotational speed after the start of clutch disengagement, and a means for determining the clutch coefficient. means for determining a corresponding throttle excessive correction value; and means for determining the throttle opening based on the throttle opening corresponding to the input shaft rotational speed and the throttle opening correction value corresponding to the clutch coefficient. A throttle control device for an internal combustion engine with an automatic transmission is provided.

(Example) Next, an example of the present invention will be described in detail using the drawings.

FIG. 1 is a block diagram showing a schematic configuration of a vehicle engine, transmission, and clutch. In the figure, 1 is a gasoline engine, 1a is its throttle actuator, and 1b is a throttle valve. 2 is a clutch, and 3 is a clutch actuator for operating the clutch, which includes a clutch drive device 4 and a clutch control device 5. 6 is a parallel shaft gear type transmission, and 7 is a transmission actuator that changes the gear ratio of the transmission 6. 8 is an input shaft rotation sensor, and 9 is a wheel drive mechanism, which includes a propeller shaft, a universal joint, and the like. 10 is a vehicle speed sensor disposed in the wheel drive mechanism 9. Numeral 11 is a control lever for operating the drive, which switches a position switch 12, and a signal emitted from this position switch 12 is sent to an electronic control unit 13.
Then, in response to this signal, the electronic control device 13 gives a signal according to the position of the control lever 11 to the transmission actuator 7, and the transmission actuator 7 changes the gear ratio of the transmission 6 in accordance with the signal. That is, when the control lever 11 is in the 1st range, only the first forward speed is available, and when the control lever 11 is in the 2nd range, the first forward speed and the second forward speed are available.
When the control lever 11 is in the 3rd range, automatic shifting is performed between the first, second and third forward speeds, and when the control lever 11 is in the fourth range, the first and second forward speeds are automatically changed. Automatic shifting of 3rd and 4th speeds, when the control lever 11 is in D range, forward 1st, 2nd, 3rd, 4th and 5th
The control lever 11 is set to R.
Reverse when in range, control lever 11
When is in the N range, set the transmission to neutral.

14 is an accelerator pedal, 15 is a throttle control device, 16 is a potentiometer that detects the amount of depression of the accelerator pedal 14, and 17 is an idling switch. This throttle control device 15
has a drive section 15a that drives the throttle 1b and a control section 15b that controls it, and
Based on the signal from potentiometer 16,
The opening degree of the throttle valve 1b is controlled according to the depression position of the accelerator pedal 14. The electronic control device 13 includes a read-only memory 13a that stores necessary data such as a sequence program for controlling engine operation, transmission gear switching control data, clutch switching control data, etc., which will be described later, and a read-only memory 13a for storing calculation results, input data, etc. A data memory 13b that can be read and written to store data, a control memory 13c that stores a control program, and a processing device 1 that performs calculations and other data processing under the control of the control program and sequence program.
3d and an input/output interface circuit 13e. In this invention, electronic control device 1
3 controls the amount of air taken into the gasoline engine according to the operating conditions, and also controls the clutch and gear switching of the transmission. Therefore, in addition to the clutch switching data, the read-only memory 13a stores detailed data for controlling gear switching of the transmission.

The electronic control device 13 sequentially captures the outputs of the potentiometer 16, position switch 12, and rotation sensor 10 into the data memory 13b via the input/output interface circuit 13e, and calculates the amount of depression of the accelerator pedal 14 corresponding to this captured data. , the processing device 13d calculates and determines the optimum gear according to the instruction of the control lever 11 and the vehicle speed, and reads out and inputs the corresponding gear switching control data and clutch switching control data from the read-only memory 13a. It is output to the transmission actuator 7 and clutch actuator 3 via the output interface circuit 13e. Based on this data, the transmission actuator 7 and clutch actuator 3 are driven, and the transmission 6 and clutch 2 are operated to perform a gear change. The electronic control unit 13 constantly takes in such data, determines the gear stage, and outputs control data, thereby controlling the gear ratio of the transmission 6 so that it is always at the optimum gear ratio.

Further, the idling switch 17 detects that the foot has left the accelerator pedal 14.

In addition, the read-only memory 13a stores the optimal throttle opening TH ₁ for disengaging the clutch according to each input shaft rotation speed, as well as the optimal throttle opening TH 1 for disengaging the clutch. An opening TH ₂ and a throttle opening correction coefficient TH ₃ are stored. These TH ₁ , TH ₂
and TH ₃ maps are shown in Figures 3a, b, and c. Note that 18 is a throttle opening sensor, and 19 is a clutch stroke sensor provided on the clutch 2.

Next, the operation of the embodiment of the present invention, ie, throttle control, will be explained using the flowchart shown in FIG.

While driving the vehicle, press the accelerator pedal 1.
When the driver takes his or her foot off the accelerator pedal 14 and attempts to disengage the clutch 2, the processing device 13d determines whether or not the foot is removed from the accelerator pedal 14, that is, whether the idle switch 17 is turned on (step 1). If it is determined that the idle switch 17 is on, then the vehicle speed detected by the vehicle speed sensor 10 is stored in advance in the read-only memory 13a.
It is determined whether the vehicle speed has become equal to or less than the set vehicle speed _V0 stored in (Step 2).
Here, when it is determined that the vehicle speed is equal to V ₀ or less than V ₀ , the engine rotation speed, that is, the input shaft rotation speed is detected by the input shaft rotation sensor 8 (step 3), and the clutch stroke sensor 19 detects the engine rotation speed, that is, the input shaft rotation speed. Then, the amount of engagement of the clutch is detected (step 4). Subsequently, the throttle opening sensor 18 detects the current throttle opening.
Detect TH (step 5). Next, Figure 3a
The optimum throttle opening TH ₁ for disengaging the clutch 2 according to the input shaft rotation shown in (step 6) is output from the read-only memory 13a determined by the processing of the processing device 13d.
This optimal throttle opening TH ₁ is compared with the current throttle opening TH (step 7), and if it is determined that the current throttle opening is equal to or smaller than the optimal throttle opening ( TH≦TH ₁ ), clutch 2 is applied for the first time.
The electronic control unit 13 controls the clutch 2 to start disengaging the clutch (step 8).

In this way, when the clutch 2 begins to disengage, the read-only memory 13a determines and outputs the optimal throttle opening _TH2 shown in the map of FIG. 3b in accordance with the subsequent rotation of the input shaft. In step 9), a throttle correction coefficient TH ₃ corresponding to the clutch stroke detected by the clutch stroke sensor 19 shown in FIG. 3c is output, and this is multiplied by the throttle opening TH ₂ .
Obtain throttle opening TH ₀ (step 10). This throttle opening TH ₀ is the optimum data calculated based on the input shaft rotational speed and clutch stroke from when the clutch 2 first disengages, and this throttle opening TH ₀ is maintained thereafter (step 11).

In this way, the throttle opening degree will be smoothly controlled based on the input shaft rotation speed and clutch stroke from the time the clutch 2 starts to disengage until after it is completely disengaged, so that when the clutch is disengaged, the This eliminates all shocks transmitted to the engine, such as engine braking and engine revving, and allows the vehicle to continue running smoothly.
Vehicle ride comfort can be improved.

(Effects of the Invention) According to the present invention, when disengaging the clutch without any gear shifting operation, the current throttle opening is compared to the optimal throttle opening for disengaging the clutch stored in advance in the shift map. The clutch starts to disengage when Cutting and the throttle opening due to this cutting can be optimized. In this way, it is possible to prevent sudden deceleration due to engine braking and engine revving when the clutch is disengaged, thereby improving riding comfort and preventing noise generation.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an embodiment of a throttle control device for an internal combustion engine with an automatic transmission according to the present invention, FIG. 2 is a processing flow diagram showing the operation of the device of the present invention, and FIG. FIG. 3 is a map of throttle opening data. 1... Internal combustion engine, 2... Clutch, 6... Transmission, 8
... Input shaft rotation sensor, 10... Vehicle speed sensor, 13... Electronic control unit, 14... Accelerator pedal, 17... Idling switch, 18... Throttle opening sensor, 19... Clutch stroke sensor.

Claims (1)

[Claims] 1. In a throttle control device for an internal combustion engine with an automatic transmission, which disengages a clutch and controls the throttle opening of the internal combustion engine when the accelerator pedal is in an idling state and the vehicle travel speed falls below a predetermined speed, the throttle valve is opened. a throttle valve opening sensor that detects the rotation speed of the transmission input shaft, an input shaft rotation sensor that detects the rotation speed of the input shaft of the transmission, a clutch stroke sensor that detects the amount of engagement of the clutch, and a clutch stroke sensor that detects the rotation speed of the input shaft. a means for determining the optimal throttle opening for disengaging the clutch corresponding to the clutch, and a means for determining the optimal throttle opening for disengaging the clutch corresponding to the determination means, and comparing the optimal throttle opening determined by the determining means with the current throttle opening to determine whether the current throttle opening is optimal. a means for controlling the clutch to disengage when the throttle opening is below a certain throttle opening; a means for determining the throttle opening corresponding to the input shaft rotational speed after the start of clutch disengagement; and a means for determining the throttle opening correction value corresponding to the clutch coefficient. and means for determining the throttle opening based on the throttle opening corresponding to the input shaft rotational speed and the throttle opening correction value corresponding to the engagement amount of the clutch. Throttle control device.