JPH0867175A - Control device of engine - Google Patents

Abstract

PURPOSE: To realize an ecconomy run operation without receiving the influence of a running resistance, by disconnecting a clutch when an idle operating condition including a condition to make the engine generating torque zero is accomplished. CONSTITUTION: While a control means 54 makes a starting clutch 16 in the connecting and the opened conditions by a starting clutch operating device 22 according to the signals from sensors 56 to 62, it controls the gear change ratio of a continuously variable transmission 24 by a gear change ratio regulating device 42, and controls a solenoid for full closing valve in order to regulate the air flow rate fed to the engine 2, to the air flow rate at the idlining condition, by an idling air flow rate realizing device 44. The control means 54 controls the starting clutch 16 to make into the opening condition, as well as regulates the air flow rate fed to the engine 2 to the air flow rate in the idling condition by the idling air flow rate realizing device 44, when the idling operating condition including the condition to make the engine generating torque almost zero according to the throttle opening is accomplished.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control device, and in particular, it is possible to realize an eco-run operation that is not affected by running resistance, avoid deterioration of drivability, and increase the eco-run operation time. Therefore, it is possible to improve the fuel consumption reduction effect, use a low-priced sensor that does not require a high-performance vehicle speed sensor, and implement it at low cost. The present invention relates to an engine control device that can be applied only to a program change without requiring additional wear and can be applied to any transmission having a starting clutch that can be electronically controlled to a connected / disengaged state.

[0002]

2. Description of the Related Art Since an engine mounted on a vehicle is unsuitable for running when its characteristics remain unchanged, a transmission is provided in a power transmission system between the engine and wheels. Further, some engines are provided with a control device that controls the engine to an operating state including an idle state including a stopped state under a predetermined condition to perform a so-called eco-run operation in order to reduce fuel consumption.

Some engine control devices control the engine from a non-idle operating state to an idle operating state under predetermined conditions, and those that stop and start the engine under predetermined conditions.

As such an engine control device,
For example, JP-A-4-246252 and JP-A-4-3
Some are disclosed in Japanese Patent No. 58729, Japanese Patent Laid-Open No. 5-1592, and the like.

The control device disclosed in Japanese Patent Application Laid-Open No. 4-246252 automatically restarts the engine by operating the starter when a predetermined starting condition is satisfied when the accelerator pedal is depressed while the engine is stopped. It is for starting control.

The control device disclosed in Japanese Unexamined Patent Publication No. 4-358729 discloses a condition in which a predetermined time has elapsed since the engine was stopped while the engine was stopped, a condition in which the transmission is in a neutral state, and a condition in which the vehicle is in a stopped state. If and are satisfied, the engine is automatically restart-controlled.

The control device disclosed in Japanese Patent Laid-Open No. 5-1592 discloses that the vehicle is in a stopped state while the engine is operating, the clutch pedal is in a depressing operation state less than a predetermined value, and the electric equipment is in a non-energized state. When the stop condition is satisfied, the engine is controlled to be stopped, and when the start condition is satisfied that the clutch pedal is depressed more than a predetermined amount after the engine is stopped by the satisfaction of this stop condition. Controls to start the engine, and if the prohibition condition that the vehicle does not continue at the set vehicle speed or higher for a predetermined time or longer is satisfied after the engine is started due to the satisfaction of the start condition, the engine is stopped due to the satisfaction of the stop condition. Is prohibited.

Some engines mounted on vehicles are connected with a transmission equipped with a starting clutch.
As such a transmission, for example, there is a continuously variable transmission. The continuously variable transmission changes the radius of gyration of a belt wound around a drive pulley and a driven pulley to continuously control a gear ratio.

As a control device for reducing the fuel consumption of an engine to which such a continuously variable transmission is connected, there is, for example, one disclosed in Japanese Patent Laid-Open No. 4-2788841. The control device disclosed in Japanese Laid-Open Patent Publication No. 4-278884 has a flywheel having clutches at the front and the rear between the engine and the continuously variable transmission, and is used when the vehicle is stopped or the engine is stopped while the vehicle is running. In addition, the transmission path is disengaged by the front and rear clutches of the flywheel, and the inertia of the flywheel drives auxiliary equipment.

[0010]

By the way, the eco-run operation in the control device for performing the eco-run operation by controlling the engine to an operation state including the idle state or less including the stop state under the predetermined conditions is as follows. Throttle valve fully closed (clutch connected.
Stop fuel. ), 2. When the throttle valve is fully closed (clutch open, low vehicle speed, in preparation for vehicle stop), 3. During deceleration (from the throttle opening to the vehicle speed and the deceleration of the vehicle,
Eco-run operation is performed by judging the driver's willingness to decelerate. ),
4. During constant speed running (eco-run operation by determining the driver's intention to run at constant speed based on the throttle opening relative to the vehicle speed and the deceleration of the vehicle), the conditions are met.

However, the above-mentioned conditions, particularly, 3. And 4. In the case of (1), the throttle opening trigger value with respect to the vehicle speed is set in accordance with the running resistance of the vehicle to the load / load characteristics of the vehicle. The running resistance is affected by changes in road gradient, friction coefficient, wind strength, changes in vehicle characteristics, etc., and often does not follow the road / road characteristics.
In addition, the above 3. In the case of the condition (1), even if the throttle opening condition is satisfied, if the vehicle deceleration condition is not satisfied, the eco-run operation is not performed, so the eco-run operation execution range is narrowed and the eco-run operation time is reduced. There is an inconvenience, and there is an inconvenience that a highly accurate vehicle speed sensor is required to accurately determine the deceleration.

For this reason, the conventional control device has a disadvantage that the running resistance is influenced by the eco-run operation, the fuel consumption reduction effect is reduced due to the reduction of the time for the eco-run operation, and a high-performance vehicle speed sensor is provided. Since it is not possible to implement it by using an inexpensive sensor, there is an inconvenience of cost increase.Drivability deteriorates because the clutch transmitting the engine torque is released during the eco-run operation during traveling. There is an inconvenience.

[0013]

Therefore, in order to eliminate the above-mentioned inconvenience, the present invention connects a transmission to an engine mounted on a vehicle through a start clutch that can be controlled to be connected / released. An idling air flow rate realization device that regulates the air flow rate supplied to the engine to the air flow rate during idling operation, and sets the idling operation condition to bring the engine in the non-idle operating state into the idling operating state.
As an example, if the engine operating torque is set to a state where the engine generated torque becomes zero according to the engine required load amount, and if the idle operation condition is satisfied including the state where the engine generated torque becomes zero according to the engine required load amount, A control means is provided for restricting an air flow rate supplied to the engine by the idle air flow rate realizing device to an air flow rate during idle operation and controlling the starting clutch to be in a disengaged state.

[0014]

According to the structure of the present invention, the engine control device causes the control means to generate the engine generated torque according to the engine load demand as one of the idle operating conditions for putting the engine in the non-idle operating state into the idle operating state. When the idle operating condition is satisfied, including the state where the engine generated torque becomes zero according to the engine load demand, the air supplied to the engine by the idle air flow rate realization device is set. By controlling the flow rate to the air flow rate during idle operation and controlling the starting clutch to be in the released state, it is possible to perform the eco-run operation in a state where the engine generated torque becomes zero, and as a result, the running resistance changes. The eco-run operation can be carried out without being affected by the Can be carried out economical running operation by the use of inexpensive sensors without requiring speed sensors performance is possible.

[0015]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 8 show an embodiment of the present invention. In FIG. 6, 2 is an engine mounted in the vehicle,
4 is a crankshaft, 6 is an air cleaner, 8 is an intake pipe, 10
Is an intake passage, and 12 is a throttle valve. As shown in FIG. 7, the throttle valve 12 is opened / closed in conjunction with the operation of the accelerator pedal 14 to open / close the intake passage 10.

A starting clutch 16 which can be controlled to be in a connected / disengaged state is connected to the engine 2. The starting clutch 16 is capable of adjusting the torque capacity, and has a drive side clutch plate 18 connected to the crankshaft 4 and a driven side clutch plate 20 that is brought into contact with and separated from the drive side clutch plate 18. The starting clutch 16 is operated so that the driving clutch plate 18 and the driven clutch plate 20 are brought into contact with or separated from each other by the starting clutch operating device 22 so as to intermittently drive the driving force of the engine 2.

A transmission such as a continuously variable transmission (CVT) 24 is provided to the engine via a starting clutch 16.
Are connected. The continuously variable transmission 24 has a drive pulley 26, a driven pulley 28, and a belt 30 wound around the drive pulley 26 and the driven pulley 28.

The drive pulley 26 has a drive side fixed pulley portion 32 fixed to a drive shaft 30 having one end connected to the driven side clutch plate 20 of the starting clutch 16 and an axial direction of the drive shaft 30. And a drive-side movable pulley portion 34 provided so as to be movable and non-rotatable. The driven pulley 28 is provided on a driven side fixed pulley portion 38 fixed to a driven shaft 36 arranged parallel to the drive shaft 30, and on the driven shaft 36 so as to be axially movable and non-rotatable. And a driven side movable pulley section piece 40. The driven shaft 3
Reference numeral 6 is connected to the wheels via a final reduction mechanism, a differential mechanism, etc., which are not shown.

The continuously variable transmission 24 is a gear ratio adjusting device 4.
2, the driving-side movable pulley part 34 of the driving pulley 26 and the driven-side movable pulley part 40 of the driven pulley 28 are relatively moved toward and away from the driving-side fixed pulley part 32 and the driven-side fixed pulley part 38. Then, the groove widths of the drive pulley 26 and the driven pulley 28 are relatively increased / decreased to increase / decrease the radius of gyration of the belt, thereby changing the gear ratio.

The engine 2 is provided with an idle air flow rate realizing device 44 which regulates the air flow rate supplied to the engine 2 to the air flow rate during idle operation. As shown in FIG. 7, the idling air flow rate realizing device 44 is provided with a fully closed valve 46 in the intake passage 10 on the upstream side of the throttle valve 12, and a fully closed solenoid 48 for opening and closing the fully closed valve 46.
Is provided on the upstream side of the fully closed valve 46 and the throttle valve 12
An idle operation intake passage 50 communicating with the intake passage 10 on the downstream side is provided. Intake passage 50 for idle operation
Supplies a predetermined amount of air to the engine 2 so that the engine 2 is in an idle operation state when the intake pipe 8 is fully closed by the closing operation of the fully closed valve 44.

The idle air flow rate realizing device 44 is shown in FIG.
As shown in FIG. 3, during normal operation of the engine 2 (during non-idle operation), the fully closing solenoid 48 is turned off to open the fully closing valve 46, and the intake pipe 8 is fully opened to set the intake flow rate to the throttle valve. While adjusting by the throttle opening degree of 12, the fully closed valve solenoid 48 is turned on to close the fully closed valve 46 during the idle operation of the engine 2 by the control device 52 described later, and the intake pipe 8 is fully closed. The intake air flow rate is regulated to the air flow rate during idle operation, which is circulated through the idle operation intake passage 50.

The starting clutch operating device 22, the gear ratio adjusting device 42, and the full-valve closing solenoid 48 of the idle air flow rate realizing device 44 are connected to the control means 54 of the control device 52 of the engine 2.

The control means 54 includes a throttle sensor 56 for detecting the throttle opening of the throttle valve 12 and an engine speed sensor 5 for detecting the engine speed Ne.
8, a transmission portion input rotation speed sensor 60 for detecting a transmission portion input rotation speed Ni input to the drive shaft 30 of the continuously variable transmission 24, and a rotation speed of a driven shaft 36 of the continuously variable transmission 24 as a vehicle speed Nv. The vehicle speed sensor 62 for detecting is connected, and in addition, a select position detecting sensor for detecting the position of a shift lever (not shown), a brake operating switch for detecting the operating state of the brake device, and the temperature of the cooling water for the engine 2 are detected. A water temperature sensor, etc. are connected.

The control means 54 is responsive to various signals input from the sensors 56 to 62 to start clutch operating device 2
2 to control the starting clutch 16 in the connected / released state,
The gear ratio adjusting device 42 controls the gear ratio of the continuously variable transmission 24, and the idling air flow rate realizing device 44 regulates the air flow rate supplied to the engine 2 to the air flow rate during idle operation. Control 48.

The control means 54 has a state in which the engine generated torque becomes zero in accordance with the throttle opening which is the required engine load as one of the idle operating conditions for putting the engine 2 in the non-idle operating state into the idle operating state. It is set and provided. The control means 54 controls the air flow rate supplied to the engine 2 by the idle air flow rate realizing device 44 during the idle operation when the idle operation condition is satisfied including the state where the engine generated torque becomes zero according to the throttle opening. The starting clutch 1
6 is controlled to be released.

The engine load requirement can be obtained from the throttle opening of the throttle valve 12 and the intake negative pressure in the intake passage. In this embodiment, the throttle opening detected by the throttle sensor 56 will be described as an engine required load amount.

Next, the operation will be described with reference to FIGS.

The control device 52 of the engine 2 includes the control means 5
As shown in FIG. 1, when the program is started by step 4 (step 100), it is determined whether or not the idle operating condition for bringing the engine 2 in the non-idle operating state to the idle operating condition is satisfied (step 102).

Judgment of idle operating conditions (step 10
2), as shown in FIG. 2, when the determination is started (step 102-2), the throttle opening provided by setting the state where the engine generated torque becomes zero according to the throttle opening which is the required engine load. The degree-rotational speed trigger map is read (step 102-4), and it is determined whether or not the engine is idling (step 102-6).

In this judgment (step 102-6), if the engine 2 is in the non-idle operation state and NO,
Speed change input rotation speed Ni and throttle opening-rotation speed trigger map for running eco-run NiTR
It is compared with θ1 (step 102-8).

In this judgment (step 102-8),
When the speed change portion input rotation speed Ni is equal to or higher than the rotation speed trigger NiTRθ1 for entering the eco-run (Ni ≧ NiTRθ1),
Speed change input rotation speed Ni and throttle opening-rotation speed trigger map for running eco-run NiTR
It is compared with θ2 (step 102-10).

In this determination (step 102-10), if the speed change portion input rotation speed Ni is equal to or higher than the eco-run entrance rotation speed trigger NiTRθ2 (Ni ≧ NiTRθ2), the idle operation condition is not satisfied (step 102-1).
2) and ends (step 102-14).

In the judgment (step 102-8),
When the speed change unit input rotation speed Ni is less than the eco-run entrance rotation speed trigger NiTRθ1 (Ni <NiTRθ1),
It is determined that the idle operation condition is not satisfied (step 102-1).
2) and ends (step 102-14).

Further, the judgment (step 102-10)
In the case where the speed change portion input rotation speed Ni is less than the eco-run entrance rotation speed trigger NiTRθ2 (Ni <NiTRθ2), the throttle opening is in the region where the engine generated torque becomes substantially zero, and the idle operating condition is satisfied ( Step 102-16), and ends (step 102-1).
4).

On the other hand, in the judgment (step 102-6), when the engine 2 is in the idling state and YES, the transmission speed input rotation speed Ni and the throttle opening-rotation speed trigger map for the eco-run escape are shown. Ni
It is compared with TRθ3 (step 102-18).

In this determination (step 102-18), if the speed change section input rotation speed Ni is equal to or higher than the eco-run escape speed rotation trigger NiTRθ3 (Ni ≧ NiTRθ3), the speed change section input rotation speed Ni and the throttle opening-rotation. Rotational speed trigger Ni for escape of eco-run of speed trigger map
It is compared with TRθ4 (step 102-20).

In this determination (step 102-20), if the speed change portion input rotation speed Ni is less than the eco-run escape rotation speed trigger NiTRθ4 (Ni <NiTRθ4), the throttle is opened in a region where the engine generated torque becomes substantially zero. However, it is determined that the idle operation condition is satisfied (Step 1
02-16) and the process ends (step 102-14).

In the above determination (step 102-18), if the speed change portion input rotation speed Ni is less than the eco-run escape rotation speed trigger NiTRθ3 (Ni <NiTRθ3), the idle operating condition is not satisfied (step 102-1).
2) and ends (step 102-14).

Further, the judgment (step 102-20)
If the speed change portion input rotation speed Ni is equal to or higher than the eco-run escape rotation speed trigger NiTRθ4 (Ni ≧ NiTRθ4), the idle operation condition is not satisfied (step 102).
-12), and ends (step 102-14).

When the flow chart shown in FIG. 2 ends (step 102-14), the flow returns to the flow chart shown in FIG.

Judgment of the idle operating conditions (step 1
In 02), when the idle operation condition is satisfied,
It is determined whether or not the elapsed time trigger t ₁ after establishment has elapsed (step 104).

In this determination (step 104), if the determination is NO without elapse of the elapsed time trigger t ₁ after establishment,
The fully closed valve solenoid 48 of the idling air flow rate realization device 44 is turned on to close the fully closed valve 46, and the intake pipe 8 is fully closed, so that the intake flow rate is distributed through the idle operation intake passage 50. The air flow rate at that time is regulated (step 106), the normal continuously variable transmission 24 is controlled (step 108), and the process ends (step 110).

In the judgment (step 104), if YES after elapse of the elapsed time trigger t ₁ after establishment,
The fully closed valve solenoid 48 of the idling air flow rate realization device 44 is turned on to close the fully closed valve 46, and the intake pipe 8 is fully closed, so that the intake flow rate is distributed through the idle operation intake passage 50. The continuously variable transmission 24 for the eco-run operation is regulated to the air flow rate at the time (step 112).
Is controlled (step 114), and the process ends (step 110).

Continuously variable transmission 24 for the eco-run operation
Control (step 114), the starting clutch operating device 22 controls the starting clutch 16 to the open state, and the gear ratio adjusting device 42 shifts the continuously variable transmission 24 to a state suitable for the opening state of the starting clutch 16. Control.

On the other hand, in the determination of the idle operation condition (step 102), if the idle operation condition is not satisfied, it is determined whether the elapsed time trigger t ₂ after the failure is satisfied has passed (step 116).

In this judgment (step 116), when the elapsed time trigger t ₂ after the failure is not satisfied and the answer is NO, the fully closing solenoid 48 of the idling air flow rate realizing device 44 is turned on to fully close the valve. 46 to close the intake pipe 8
Is fully closed and the intake flow rate is adjusted to the idle operation intake passage 5
The air flow rate during idle operation is regulated by 0 (step 118), the normal continuously variable transmission 24 is controlled (step 120), and the process is terminated (step 11).
0).

In the judgment (step 116), if YES after elapse of the elapsed time trigger t ₂ after not being satisfied, the fully closing valve 48 of the idling air flow rate realizing device 44 is turned off and the fully closing valve 46 is opened. Is opened, the intake pipe 8 is fully opened, and the intake flow rate is adjusted by the throttle opening of the throttle valve 12 (step 122), and the normal continuously variable transmission 24 is controlled (step 12).
4) and ends (step 110).

Thus, the control device 52 for the engine 2
Is the idling operating condition 1 for making the engine 2 in the non-idling operating state idle by the control means 54.
As an example, the state where the engine generated torque becomes zero according to the throttle opening which is the required engine load is set and provided.
When the idle operation condition is satisfied including the state where the engine generated torque becomes zero according to the throttle opening, the air flow rate supplied to the engine 2 by the idle air flow rate realizing device 44 is regulated to the air flow rate during the idle operation. At the same time, the starting clutch 16 is controlled to be released.

As a result, the control device 52 can carry out the eco-run operation in the state where the engine generated torque becomes zero, and as a result, the eco-run operation can be carried out without being affected by the change in the running resistance. Therefore, the implementation range of the eco-run operation can be expanded, and the eco-run operation can be implemented by using a low-priced sensor without requiring a high-performance vehicle speed sensor.

That is, in the engine 2, as shown in FIG.
The engine generated torque is zero (0
kgm). On the other hand, the starting clutch 16
Indicates that the torque of the drive shaft 30 of the continuously variable transmission 24, which is the clutch output side, is zero (0 kgm) when the clutch is opened.
become.

Therefore, the engine generated torque is zero (0 kg
In the case of m), the running resistance of the drive shaft 30 of the continuously variable transmission 24, which is the clutch output side, becomes zero (0 kgm) regardless of whether the starting clutch 16 is in the connected state or the released state. Not affected by.

If the control device 52 of the engine 2 determines that the engine generated torque is zero (0 kgm) and carries out the eco-run operation, the eco-run operation independent of the change in running resistance is realized. Focusing on the fact that it is possible, the control is performed as described above.

In the above embodiment, in order to determine that the engine generated torque becomes zero (0 kgm), each throttle opening (θ _c , θ ₁ , θ ₂ is determined based on the engine generated torque characteristic shown in FIG. , Θ ₃ , θ _w ), the engine speed Ne characteristic that the engine generated torque becomes zero (0 kgm) is obtained, and referring to this engine speed Ne characteristic, as shown in FIG.
~ Set NiTRθ4.

Each eco-run rotation speed trigger NiTRθ includes an eco-run entrance rotation speed trigger NiTRθ1 · Ni.
TRθ2 and eco-run escape speed trigger NiTRθ
Set 3 and NiTRθ4. The eco-run entry rotational speed triggers NiTRθ1 and NiTRθ2 and the eco-run escape rotational speed triggers NiTRθ3 and NiTRθ4 are provided with hysteresis in order to prevent hunting during entry and exit of the eco-run operation.

In the control device 52, as shown in FIG. 3, the speed change portion input rotation speed Ni is equal to the rotation speed trigger N for each eco-run.
For iTRθ, NiTRθ1 ≦ Ni <NiTRθ
2. When NiTRθ3 ≦ Ni <NiTRθ4), the eco-run operation is performed.

It should be noted that the determination based on the speed change portion input rotation speed Ni instead of the engine rotation speed Ne is because the starting clutch 16 is controlled to the open state during the eco-run operation and the engine rotation speed Ne becomes an idle value, so that Ne <NiTR
Because θ3 is established and the vehicle escapes from the eco-run operation, and Ne = ni when the starting clutch 16 is connected. Therefore, when the starting clutch 16 is changed from the released state to the connected state, the engine rotation speed Ne changes. Then, since the transmission unit input rotational speed Ni matches the transmission unit input rotational speed N,
This is because if i is used, it is possible to estimate the engine rotation speed Ne when the starting clutch 16 is engaged even when the starting clutch 16 is disengaged.

As a result, the control device 52 for the engine 2
When the idling operation condition is satisfied by the control means 54 including the state where the engine generated torque becomes zero according to the throttle opening degree, the idling air flow rate supplied to the engine 2 by the idling air flow rate realizing device 44 is operated. By controlling the air flow rate at the time and controlling the start clutch 16 to be in the disengaged state, the eco-run operation can be performed in a state where the engine generated torque becomes zero.
As a result, eco-run operation can be performed without being affected by changes in running resistance, the range of eco-run operation can be expanded, and a low-performance sensor can be used without requiring a high-performance vehicle speed sensor. Will allow eco-run operation.

Therefore, the control device 52 of the engine 2 is
Can realize an eco-run operation that is not affected by running resistance by performing an eco-run operation in a state where the engine-generated torque is zero, and a driver by opening the oscillation clutch when the engine-generated torque is zero. It is possible to avoid deterioration of stability, increase the time for eco-run operation by expanding the range of eco-run operation, improve the fuel consumption reduction effect, and reduce the cost of the sensor without the need for a high-performance vehicle speed sensor. Can be carried out at low cost. In addition, the control device 52 of the engine 2
Is applicable to any transmission that has a starting clutch that can be controlled electronically in the connected / disengaged state by responding to a program change without adding any hardware to the existing device. is there.

The control device 52 of the engine 2 is
In order to control the starting clutch 16 in the connected / disengaged state,
Any clutch that can adjust the torque capacity may be used, such as an electromagnetic clutch, an electronically controlled hydraulic clutch, an electronically controlled mechanical clutch, and an electronically controlled cylinder block pneumatic clutch.
It can be an electronically controlled clutch. Further, the control device 52 can be applied not only to the continuously variable transmission 24 but also to a normal manual gear transmission, a torque converter type automatic transmission, a gear type automatic transmission, and the like. Furthermore, in the above-described embodiment, the case where the starting clutch 16 is in the front stage of the speed change unit has been described, but even when the starting clutch 16 is in the rear stage of the speed change unit, the vehicle speed (N
v: Corresponding to the clutch output rotation speed) and the gear ratio (Rc), the above-described embodiment can be used as it is by simply using the transmission input rotation speed (Ni) obtained by the following equation. Ni = Nv * Rc * Rg (however, Rg: gear ratio)

[0060]

As described above, according to the present invention, the control device of the engine is controlled by the control means when the idling operation condition is satisfied including the condition that the engine generated torque becomes zero according to the throttle opening. By controlling the air flow rate supplied to the engine by the hour air flow rate realization device to the air flow rate during idle operation and controlling the start clutch to be released, eco-run operation is performed with the engine generated torque being zero. As a result, it is possible to carry out eco-run operation that is not affected by changes in running resistance, it is possible to extend the scope of eco-run operation, and without the need for a high-performance vehicle speed sensor. Eco-run operation can be carried out by using inexpensive sensors.

Therefore, this engine control device can realize the eco-run operation which is not affected by the running resistance by executing the eco-run operation in the state where the engine-generated torque becomes zero, and the engine-generated torque becomes zero. It is possible to avoid the deterioration of drivability due to the release of the oscillation clutch in the above condition, and to extend the range of the eco-run operation to increase the time of the eco-run operation. Since it can be implemented by using an inexpensive sensor without requiring the vehicle speed sensor, it can be implemented at low cost. In addition, this engine control unit can cope with only the change of the program without adding any hardware to the existing unit, and any shift with a starting clutch that can be electronically controlled to the connected / released state. It can be applied to machines.

[Brief description of drawings]

FIG. 1 is a flowchart of control of a control device for an engine showing an embodiment of the present invention.

FIG. 2 is a flow chart of idle operation condition determination.

FIG. 3 is a timing chart of control of an engine control device.

FIG. 4 is a diagram showing characteristics of engine generated torque.

FIG. 5 is a diagram showing a map of throttle opening-rotational speed trigger.

FIG. 6 is a system configuration diagram of an engine control device.

FIG. 7 is a system configuration diagram of an idle air flow rate realization device.

FIG. 8 is a diagram illustrating an operation of the idling air flow rate realization device.

[Explanation of symbols]

 2 engine 8 intake pipe 10 intake passage 12 throttle valve 14 accelerator pedal 16 starting clutch 22 starting clutch operating device 24 continuous variable transmission 26 drive pulley 28 driven pulley 30 belt 42 gear ratio adjusting device 44 idle air flow rate realizing device 46 fully closed Valve 48 Solenoid for fully closing valve 50 Intake passage for idle operation 52 Control device 54 Control means 56 Throttle sensor 58 Engine rotation speed sensor 60 Transmission unit input rotation speed sensor 62 Vehicle speed sensor

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[Procedure amendment]

[Submission date] November 22, 1994

[Procedure Amendment 1]

[Document name to be amended] Statement

[Name of item to be amended] Claims

[Correction method] Change

[Correction content]

[Claims]

[Procedure Amendment 2]

[Document name to be amended] Statement

[Correction target item name] 0008

[Correction method] Change

[Correction content]

Some engines mounted on vehicles are connected with a transmission equipped with a starting clutch.
As such a transmission, for example, there is a continuously variable transmission (so-called continuously variable transmission) that continuously changes the gear ratio. The continuously variable transmission changes the radius of gyration of a belt wound around a drive pulley and a driven pulley to continuously control a gear ratio.

[Procedure 3]

[Document name to be amended] Statement

[Correction target item name] 0009

[Correction method] Change

[Correction content]

As a control device for reducing the fuel consumption of an engine to which such a continuously variable transmission is connected, there is, for example, one disclosed in Japanese Patent Laid-Open No. 4-2788841. The control device disclosed in Japanese Unexamined Patent Publication No. 4-278884 has a flywheel having a clutch in front and rear between the engine and the continuously variable transmission, and stops the engine when the vehicle is stopped or while the vehicle is running. At that time, the transmission path is disengaged by the front and rear clutches of the flywheel, and the accessories are driven by the inertia of the flywheel.

[Procedure amendment 4]

[Document name to be amended] Statement

[Correction target item name] 0013

[Correction method] Change

[Correction content]

[0013]

Therefore, in order to eliminate the above-mentioned inconvenience, the present invention connects a transmission to an engine mounted on a vehicle through a start clutch that can be controlled to be connected / released. An idling air flow rate realization device that regulates the air flow rate supplied to the engine to the air flow rate during idling operation, and sets the idling operation condition to bring the engine in the non-idle operating state into the idling operating state.
As an example, the engine generated torque is set to be substantially zero, and when the idle operation condition is satisfied including the state where the engine generated torque is substantially zero, the engine is supplied to the engine by the idle air flow rate realization device. It is characterized in that a control means is provided for restricting the air flow rate to the air flow rate during idle operation and for controlling the starting clutch to be in a disengaged state.

[Procedure Amendment 5]

[Document name to be amended] Statement

[Correction target item name] 0014

[Correction method] Change

[Correction content]

[0014]

According to the structure of the present invention, the engine control device controls the control means to set the engine generated torque to substantially zero as one of the idle operating conditions for setting the engine in the non-idle operating state to the idle operating state. When the idle operation condition is satisfied, including the state where the engine generated torque is set to be substantially zero, the air flow rate supplied to the engine by the idle air flow rate realization device is regulated to the air flow rate during the idle operation. By controlling the starting clutch to be in the released state, it is possible to carry out eco-run operation in a state where the engine generated torque is approximately zero, and as a result, eco-run operation that is not affected by changes in running resistance is carried out. It is possible to extend the range of eco-run operation and to reduce the cost without requiring a high-performance vehicle speed sensor. It can be carried out economical running operation by the use of a sensor.

[Procedure correction 6]

[Document name to be amended] Statement

[Name of item to be corrected] 0025

[Correction method] Change

[Correction content]

The control means 54 has a state in which the engine generated torque becomes substantially zero according to the throttle opening which is the required engine load amount as one of the idle operating conditions for putting the engine 2 in the non-idle operating state into the idle operating state. Is set and provided. The control means 54 idles the air flow rate supplied to the engine 2 by the idling air flow rate realizing device 44 when the idle operation condition is satisfied including the state where the engine generated torque becomes substantially zero according to the throttle opening. The air flow rate at the time is regulated and the starting clutch 16 is controlled to be in the released state.

[Procedure Amendment 7]

[Document name to be amended] Statement

[Correction target item name] 0048

[Correction method] Change

[Correction content]

Thus, the control device 52 for the engine 2
Is the idling operating condition 1 for making the engine 2 in the non-idling operating state idle by the control means 54.
As an example, the engine operating torque is set to be substantially zero according to the throttle opening which is the required engine load, and the idle operating condition including the state where the engine generating torque is substantially zero according to the throttle opening is set. When it is satisfied, the air flow rate realization device 44 controls the air flow rate supplied to the engine 2 to the air flow rate during the idle operation, and controls the starting clutch 16 to be in the released state.

[Procedure Amendment 8]

[Document name to be amended] Statement

[Correction target item name] 0049

[Correction method] Change

[Correction content]

As a result, the control device 52 can carry out the eco-run operation in a state where the engine-generated torque is substantially zero, and as a result, the eco-run operation is not affected by the change in the running resistance. As a result, the range of eco-run operation can be expanded, and eco-run operation can be performed by using a low-priced sensor without requiring a high-performance vehicle speed sensor.

[Procedure Amendment 9]

[Document name to be amended] Statement

[Correction target item name] 0051

[Correction method] Change

[Correction content]

Therefore, when the torque generated by the engine is zero (0 kgm) without being affected by the running resistance, the continuous variable speed change on the clutch output side is performed regardless of whether the starting clutch 16 is in the connected state or the released state. The torque of the drive shaft 30 of the machine 24 also becomes zero (0 kgm).

[Procedure Amendment 10]

[Document name to be amended] Statement

[Name of item to be corrected] 0057

[Correction method] Change

[Correction content]

As a result, the control device 52 for the engine 2
When the idling operation condition is satisfied by the control means 54 including the state where the engine generated torque becomes substantially zero according to the throttle opening, the idling air flow rate realizing device 44.
By controlling the flow rate of the air supplied to the engine 2 to the air flow rate during the idle operation and controlling the starting clutch 16 to be in the disengaged state, the eco-run operation is performed with the engine generated torque being substantially zero. As a result, it is possible to carry out eco-run operation that is not affected by changes in running resistance, it is possible to extend the scope of eco-run operation, and at the same time, a high-performance vehicle speed sensor is not required and it is inexpensive. It becomes possible to carry out eco-run operation by using the sensor.

[Procedure Amendment 11]

[Document name to be amended] Statement

[Name of item to be corrected] 0058

[Correction method] Change

[Correction content]

Therefore, the control device 52 of the engine 2 is
Can realize an eco-run operation that is not affected by running resistance by performing an eco-run operation when the engine-generated torque is substantially zero, and release the starting clutch when the engine-generated torque is almost zero. It is possible to avoid the deterioration of drivability due to the above, and to extend the range of eco-run operation to increase the time for eco-run operation, to improve the fuel consumption reduction effect, and at a low price without the need for a high-performance vehicle speed sensor. It can be implemented at low cost by using various sensors. In addition, the control device 5 of the engine 2
No. 2 is applicable to any transmission that has a starting clutch that can be electronically controlled to be in a connected / disengaged state and can be handled only by changing a program without adding hardware to an existing device. Is.

[Procedure Amendment 12]

[Document name to be amended] Statement

[Correction target item name] 0060

[Correction method] Change

[Correction content]

[0060]

As described above, according to the present invention, the control device for the engine realizes the idling air flow rate realizing device when the idling operation condition is satisfied by the control means including the state where the engine generated torque becomes substantially zero. By controlling the air flow rate supplied to the engine to the air flow rate during idle operation and controlling the start clutch to be in the released state, the eco-run operation can be performed with the engine generated torque being substantially zero. As a result, it is possible to carry out eco-run operation that is not affected by changes in running resistance, it is possible to extend the range of eco-run operation, and a low-cost sensor that does not require a high-performance vehicle speed sensor. The eco-run operation can be carried out by using it.

[Procedure Amendment 13]

[Document name to be amended] Statement

[Correction target item name] 0061

[Correction method] Change

[Correction content]

Therefore, this engine control device can realize the eco-run operation which is not affected by the running resistance by performing the eco-run operation in a state where the engine-generated torque is substantially zero, and the engine-generated torque is substantially equal. It is possible to avoid the deterioration of drivability due to opening the oscillation clutch in the state where it becomes zero, and it is possible to increase the time for eco-run operation by expanding the range of implementation of eco-run operation and enhance the fuel consumption reduction effect. It can be implemented at low cost because it can be implemented by using an inexpensive sensor without requiring a high-performance vehicle speed sensor. In addition, this engine control unit can cope with only the change of the program without adding any hardware to the existing unit, and any shift with a starting clutch that can be electronically controlled to the connected / released state. It can be applied to machines.

[Procedure Amendment 15]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 5

[Correction method] Change

[Correction content]

[Figure 5]

[Procedure Amendment 16]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 6

[Correction method] Change

[Correction content]

[Figure 6]

Claims (1)

[Claims] 1. An engine mounted on a vehicle, which is provided with a transmission connected to the engine via a start clutch that can be connected / disengaged to control the air flow rate supplied to the engine to the air flow rate during idle operation. An idle air flow rate realization device is provided, and a state in which the engine generated torque becomes zero according to the required engine load is set and provided as one of the idle operation conditions for setting the engine in the non-idle operation state to the idle operation state. When the idle operation condition is satisfied including a state where the engine generated torque becomes zero according to the engine load demand, the air flow rate supplied to the engine by the idle air flow rate realization device is set to the air flow during idle operation. A control means for controlling the flow rate and controlling the starting clutch to be in a disengaged state is provided. Control device.