JPH0867176A - Control device of engine - Google Patents

Control device of engine

Info

Publication number
JPH0867176A
JPH0867176A JP6230325A JP23032594A JPH0867176A JP H0867176 A JPH0867176 A JP H0867176A JP 6230325 A JP6230325 A JP 6230325A JP 23032594 A JP23032594 A JP 23032594A JP H0867176 A JPH0867176 A JP H0867176A
Authority
JP
Japan
Prior art keywords
engine
eco
run
control
transmission
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP6230325A
Other languages
Japanese (ja)
Other versions
JP3331773B2 (en
Inventor
Susumu Futahashi
Tatsuji Mori
Yoshinobu Yamashita
享 二橋
佳宣 山下
達治 森
Original Assignee
Suzuki Motor Corp
スズキ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Suzuki Motor Corp, スズキ株式会社 filed Critical Suzuki Motor Corp
Priority to JP23032594A priority Critical patent/JP3331773B2/en
Publication of JPH0867176A publication Critical patent/JPH0867176A/en
Application granted granted Critical
Publication of JP3331773B2 publication Critical patent/JP3331773B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Abstract

PURPOSE: To do without receiving the influence of a running resistance, and to reduce the fuel consumption, by releasing a starting clutch as well as stopping an engine, when it is detected that the engine generating torque is zero by the engine requesting load amount. CONSTITUTION: In a control means 46, a throttle opening sensor 64 to detect the opening of a throttle valve 12; an engine rotation speed sensor 64 to detect the rotation of a crankshaft 40; a gear change part input rotation sensor 66 to detect the rotation of the driving shaft 34 of a transmission 20; and some other means 70; are connected. The control means 46 inputs various signals, decides that the engine generating torque is made zero according to the engine requesting load amount, the throttle opening, and the suction pipe negative pressure value, for example, and releases the starting clutch 42 as well as stops the engine 2. Consequently, it is prevented to receive the influence of the running resistance, and the fuel consumption can be reduced.

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, at the time of decelerating traveling or constant speed traveling, it realizes an operation for reducing fuel consumption by not being influenced by traveling resistance. The present invention relates to an engine control device capable of sufficiently reducing fuel consumption.

[0002]

2. Description of the Related Art In a vehicle, a transmission is provided in a power transmission system between an engine and wheels because the characteristics of the engine are not suitable as they are.

In the engine of this vehicle, in order to perform a so-called eco-run operation for driving to reduce fuel consumption, the engine is automatically stopped when a predetermined driving determination condition is satisfied during traveling. Some are equipped with an engine stop starter for starting control.

This engine stop / start device is provided, for example, in an engine connected to a transmission equipped with a clutch. In such an engine stop / start device, as a state determination method for performing the eco-run operation, firstly, a method of connecting the clutch and stopping the fuel supply when the throttle is fully closed, and secondly, the throttle fully closed. To release the clutch and prepare to stop the vehicle at a low vehicle speed. Thirdly, at the time of decelerating traveling, the driver's intention to decelerate traveling is judged from the throttle opening and the deceleration of the vehicle to perform eco-run operation. Fourthly, there is a method of performing eco-run driving by determining the driver's intention to run at constant speed based on the throttle opening and the deceleration of the vehicle with respect to the vehicle speed during constant speed running.

An example of such an engine automatic stop / start device is disclosed in Japanese Patent Laid-Open No. 4-246252.
It is disclosed in JP-A-4-358729 and JP-A-5-1592. Japanese Patent Application Laid-Open No. 4-246252 discloses automatic restart control of an engine by operating a starter when a predetermined starting condition is satisfied when an accelerator pedal is depressed while the engine is stopped. is there. Japanese Patent Application Laid-Open No. 4-358729 discloses a case where 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 are satisfied. This is to automatically restart the engine. Japanese Patent Laid-Open No. 5-
The device described in Japanese Patent No. 1592 satisfies the stop condition that the vehicle is in a stopped state while the engine is operating, that the clutch pedal is in a depressing operation state below a predetermined level, and that the electric device is in a non-energized state. Control to stop the engine in the case of, and control to start the engine if the start condition that the clutch pedal is stepped on beyond a predetermined level after the engine is stopped due to the satisfaction of this stop condition, When the prohibition condition that the vehicle does not continue at the set vehicle speed or higher for a predetermined time or longer after the engine is started by the satisfaction of the start condition is satisfied, the engine stop is prohibited by the satisfaction of the stop condition.

[0006]

However, conventionally, in the so-called eco-run operation in which the fuel consumption is reduced, the traveling resistance is loaded during the deceleration traveling or the constant speed traveling, which is the third or fourth method described above. / Since the trigger value of the throttle opening with respect to the vehicle speed is set according to the road characteristics, it is impossible to adapt to the change in running resistance.

This running resistance is affected by the gradient of the road surface, the change of the friction coefficient, the strength of the wind, the change of the characteristics of the vehicle, and the like. Therefore, during the above-mentioned deceleration traveling or constant speed traveling,
In many cases, it was not according to the load / load characteristics.

Further, even if the throttle opening condition is satisfied, if the deceleration condition of the vehicle is not satisfied, the eco-run operation is not carried out, so that a vehicle speed sensor of high performance is required to detect the vehicle speed. .

As a result, in the conventional eco-run operation method, the eco-run operation is performed during deceleration or constant speed travel.
The inconvenience that the vehicle is affected by the running resistance, the operating time is reduced and the fuel consumption cannot be sufficiently reduced, the operating performance is lowered, and the cost is increased due to the need for an expensive sensor. was there.

[0010]

In order to eliminate the above-mentioned inconvenience, the present invention provides a transmission equipped with a start / release clutch connectable to and disengageable with an engine mounted on a vehicle, When an engine stop / start device for stopping and starting the engine is provided, and it is determined that the engine generated torque is substantially zero according to the engine required load amount, and it is determined that the engine generated torque is substantially zero according to the engine required load amount. Is provided with control means for stopping the engine and releasing the starting clutch.

[0011]

According to the structure of the present invention, the control means determines that the engine generated torque is substantially zero according to the engine required load amount, and the engine generated torque is substantially zero according to the engine required load amount. If determined, the engine is stopped and the starting clutch is released. As a result, it is possible to prevent the influence of traveling resistance during the operation for reducing the fuel consumption, especially during deceleration or constant speed traveling, and increase the operating time to reduce the fuel consumption. The amount can be sufficiently reduced and the driving performance can be further improved.

[0012]

Embodiments of the present invention will be described in detail and specifically with reference to the drawings. 1 to 8 show an embodiment of the present invention. In FIG. 8, 2 is an engine mounted on a vehicle (not shown), 4 is a control device for the engine 2, 6 is an intake manifold, 8 is an intake passage, 10 is a fuel injection valve, 12 is a throttle valve, and 14 is an air cleaner. Is. A transmission (continuously variable transmission: CVT) 20 having a transmission unit 18 is connected to the engine 2. This transmission 2
0 is a drive pulley 22, a driven pulley 24, and a belt 2 wound around the drive pulley 22 and the driven pulley 24.
6.

The drive pulley 22 includes a drive shaft 28 and a drive-side fixed pulley part 3 integrally provided on the drive shaft 28.
0, and a drive-side movable pulley portion 32 provided on the drive shaft 28 so as to be axially movable and non-rotatable.

The driven pulley 24 includes a driven shaft 34 arranged substantially in parallel with the drive shaft 28, a driven side fixed pulley portion 36 integrally provided on the driven shaft 34, and the driven shaft 3.
4 has a driven-side movable pulley piece 38 which is axially movable and non-rotatable.

The crankshaft 40 of the engine 2 and the transmission 20
Between the drive shafts 28 of the starting clutch 4 which can be connected and released.
2 are provided. Further, the engine 2 is provided with an engine stop / start device 44 as shown in FIG. The engine stop / start device 44 automatically stops and starts the engine 2 by the control means 46 when predetermined stop conditions and start conditions are satisfied.

That is, in the engine stop / start device 44, the control means 46 comprises a transmission control unit 48 and an engine control unit 50, and the transmission control unit 48 sends an engine stop request signal to the engine. When output to the engine control unit 50, the engine control unit 50 stops the operation of the fuel injection valve 10 to stop the fuel supply to the engine 2 and outputs an ignition control signal to the ignition plug 52, while transmitting the signal to the transmission. When the control unit 48 outputs a start signal to the starter 16, the starter 16 operates and the engine 2 starts.

More specifically, in the engine stop / start device 44, as shown in FIG. 7, during normal operation of the engine 2, the engine stop request signal is not output, and the fuel injection valve 10 and the spark plug 52 are not output. The engine 2 is operated normally to control the engine 2 normally, and the starter 16 is stopped. Further, while the engine 2 is stopped, the engine stop request signal is output, the operation of the fuel injection valve 10 and the ignition plug 52 is stopped, and the starter 16 is stopped. Furthermore, when the engine 2 is started, it is time to escape from the operation for reducing the fuel consumption, the engine stop request signal is not output, and the fuel injection valve 10 and the ignition plug 52 are normally operated to start the engine 2. The starter 16 is operated under normal control.

The control means 46, as shown in FIG.
An engine stopping device 54 for stopping the operation of the fuel injection valve 10, an engine starting device 56 for operating the starter 16, and a starting clutch device 58 for connecting and releasing the starting clutch 42 are provided on the output side. , Transmission section 18
Is in communication with a gear ratio adjusting device 60 for adjusting the gear ratio.

Further, as shown in FIG. 8, the control means 46 has a throttle opening sensor 62 for detecting the throttle opening (θ) of the throttle valve 12 on the input side, and the rotation of the crankshaft 40 for the engine rotation speed. The engine rotation speed sensor 64 that detects (Ne), the transmission section input rotation speed sensor 66 that detects the rotation of the drive shaft 28 of the transmission 20 as the transmission section input rotation speed (Ni), and the driven shaft 34 of the transmission 20. The vehicle speed sensor 68 that detects the rotation of the vehicle as the vehicle speed (Nv) is in communication with the other sensor 70.

The control means 46 inputs various signals,
According to the required engine load, for example, the state where the engine generated torque becomes substantially zero is determined according to the throttle opening, the intake pipe negative pressure amount, etc., and the engine generated torque becomes substantially zero by this required engine load. When it is determined that there is, the engine 2 is stopped and the starting clutch 42 is released.

Therefore, the program of the control means 46 includes a map of engine generated torque characteristics (see FIG. 4),
A map of the rotational speed trigger for eco-run (see FIG. 5) for determining the so-called eco-run operation for reducing the fuel consumption amount is incorporated.

Next, the operation of this embodiment will be described with reference to the flow chart of FIG. 1 and the time chart of FIG.

When the control means 46 starts the program (step 102), it is first determined whether or not the determination condition for the eco-run operation is satisfied (step 10).
4).

The determination condition for the eco-run operation in step 104 is based on the flowchart of FIG.

That is, as shown in FIG. 3, when the program of the judgment conditions for the eco-run operation is started (step 20)
2) First, based on the map of the rotation speed trigger for eco-run shown in FIG. 5 (step 204), it is determined whether or not the eco-run operation is in progress (step 206).

If step 206 is NO and the eco-run operation is not being performed, the transmission input speed (N
i) is compared with the first eco-run entrance speed change section input rotation speed trigger (NiTRθ1) (step 208).

In this step 208, Ni ≧ NiTRθ1
In the case of, the transmission input speed (Ni) and the second eco-run entrance transmission input speed trigger (NiTRθ2)
And (step 210).

In this step 210, Ni ≧ NiTRθ2
In the case of, the determination condition of the eco-run operation is not satisfied (step 212). In step 208, the Ni
<In the case of NiTRθ1, the determination condition for the eco-run operation is immediately not satisfied (step 212).

On the other hand, if YES in step 206 and when the eco-run operation is being performed, the transmission input speed (Ni) is compared with the first eco-run escape transmission input speed (NiTRθ3) ( Step 214).

In this step 214, Ni ≧ NiTRθ3
In the case of, the speed change unit input rotation speed (Ni) is compared with the second eco-run escape speed change unit input rotation speed (NiTRθ4) (step 216).

In step 214, Ni <NiTRθ3
And if Ni ≧ NiTRθ4 in step 216, the process proceeds to step 212 and the determination condition for eco-run operation is not satisfied.

In step 216, Ni <NiTRθ4
In this case, it is assumed that the eco-run driving determination condition is satisfied (step 218). In step 210, the Ni
<In the case of NiTRθ2, it is assumed that the determination condition of the eco-run operation is satisfied by shifting to step 218.

After the processing of steps 212 and 218, the program of the judgment conditions for this eco-run operation is ended (step 220).

When it is determined in step 104 of FIG. 1 that the determination condition for the eco-run operation is satisfied, it is determined whether a predetermined time (t 1 ) has elapsed (step 106). The predetermined time (t 1 ) in step 106 is an elapsed time trigger after the eco-run operation determination condition is satisfied.

If NO at step 106, the engine 2 is stopped (step 108), that is, the operation of the fuel injection valve 10 is stopped, and the transmission 20 is controlled normally (step 110).

If YES at step 106,
As shown in FIG. 2, the engine generated torque is substantially zero (0 kg
m), the engine 2 is stopped (step 1
12) Then, the starting clutch 42 is disengaged, and shift control of the transmission 20 suitable for the disengaged state of the starting clutch 42 is performed (step 114).

On the other hand, when it is determined in step 104 that the determination condition for the eco-run operation is not satisfied, it is determined whether the engine 2 has been started (step 116).

If NO at step 116, the engine 2 is started (step 118), that is, the starter 16 is operated, and the transmission 20 is controlled normally (step 120).

If YES at step 116,
The engine 2 is controlled normally (step 122), and the transmission 20 is also controlled normally (step 124).

Then, steps 110, 114 and 12
After processing 0 and 140, the program ends (step 126).

That is, in this embodiment, in the engine-generated torque characteristics shown in FIG. 4, the engine-generated torque is 0 kg at point a, and the output of the start clutch 42 is also released when the start clutch 42 is released. The torque of the part is 0 kgm. Therefore, the engine torque is 0k.
In the case of gm, even if the starting clutch 42 is connected / released, the torque of the output portion of the starting clutch 42 has the same value and is not affected by the running resistance. Therefore, it is possible to realize the eco-run operation by determining that the engine generated torque is approximately 0 kgm.

Further, based on the engine generated torque characteristic of FIG. 4, as shown in FIG. 5, the engine generated torque (N) at which the engine generated torque is approximately 0 kgm for each throttle opening (θ).
Find the characteristics of e). By referring to this characteristic, the input rotation speed trigger (NiTRθ1, NiTR
TRθ2) and the input rotation speed trigger (NiTRθ3, NiTRθ4) for the eco-run escape transmission unit are set. Hysteresis is provided in the eco-run escape transmission input rotation speed trigger and the eco-run escape transmission input rotation speed trigger in order to prevent escape from the entry and exit hunting of the eco-run operation.

Further, the determination condition for the eco-run operation is set not to the engine rotation speed (Ne) but to the transmission input speed (N
The reason for implementing by i) is that during eco-run operation,
As a result of the start clutch 42 being released and the engine 2 being stopped, Ne = 0 rpm and Ne <NiTRθ3.
When the start clutch 42 is connected, Ne = Ni, and the engine rotation speed (Ne) changes when the start clutch 42 is released and connected. Therefore, the input speed of the transmission unit (Ni) is equal to the input speed of the transmission unit (Ni).
This is because, even when the starting clutch 42 is disengaged, the value of the engine rotation speed (Ne) when connected can be estimated by using

Therefore, according to this embodiment, the eco-run operation is an engine stop system, and when the determination condition of the eco-run operation is satisfied, the starting clutch 42 is released and the engine 2 is automatically stopped, while the eco-run operation determination condition is satisfied. When the vehicle escapes from the vehicle, the engine 2 is automatically started to realize eco-run operation without being affected by running resistance, especially during decelerating running or constant speed running, and to increase the running time. It is possible to sufficiently reduce the fuel consumption amount and further improve the driving performance.

Further, it can be dealt with only by changing the program of the control means 46, no additional hardware is required, the structure is simple and the cost can be reduced.

Further, a high-performance vehicle speed sensor is unnecessary,
The inexpensive vehicle speed sensor 68 can be used, and the cost can be prevented from increasing.

Furthermore, the present invention can be applied to all transmissions equipped with the starting clutch 42, which is advantageous in practical use.

The present invention is not limited to the above-mentioned embodiment, and it is needless to say that various application modifications can be made.

For example, in the above-described embodiment, the case where the starting clutch 42 is in the front stage of the transmission unit 18 has been described. However, when the starting clutch 42 is in the rear stage of the transmission unit 18, the vehicle speed is released when the starting clutch 42 is released. (Nv: Corresponding to the clutch output rotation speed) and the gear ratio (Rc), the above-described embodiment can be used as it is, only by using the transmission input rotation speed (Ni) obtained by the following equation. Ni = Nv * Rc * Rg (however, Rg: gear ratio)

Although the starting clutch 42 of the continuously variable transmission (CVT) is used, the starting clutch 42 may be an electronic control clutch. Examples of the electronically controlled clutch include an electromagnetic clutch, an electronically controlled hydraulic clutch, an electronically controlled mechanical clutch, and an electronically controlled pneumatic clutch.

Furthermore, the engine control according to the present invention can be applied to an automatic transmission (A / T) or a manual transmission (M / T).

[0052]

As is apparent from the above detailed description, according to the present invention, it is determined whether the engine generated torque becomes substantially zero according to the engine required load amount, and the engine generated torque is determined by the engine required load amount. By providing a control means for stopping the engine and releasing the starting clutch when it is determined to be substantially zero, the fuel resistance is controlled so as not to be affected by running resistance, especially during deceleration running or constant speed running. Realizes operation to reduce consumption,
The operating time can be increased to sufficiently reduce the fuel consumption amount and further improve the operating performance.

Further, according to the present invention, it is possible to deal with it only by changing the program of the control means, no additional hardware is required, and the structure is simple and the cost can be reduced.

Further, a high-performance sensor is unnecessary, an inexpensive sensor can be used, and the cost can be prevented from increasing.

Furthermore, the present invention can be applied to all transmissions provided with a clutch, which can be practically advantageous.

[Brief description of drawings]

FIG. 1 is a flowchart of engine control.

FIG. 2 is a time chart of engine control.

FIG. 3 is a flowchart of determination conditions for eco-run operation.

FIG. 4 is a characteristic diagram of engine-generated torque.

FIG. 5 is a diagram illustrating a rotation speed trigger for eco-run operation.

FIG. 6 is a system configuration diagram of a stop / start device.

FIG. 7 is a diagram illustrating stop start.

FIG. 8 is a system configuration diagram of an engine control device.

[Explanation of symbols]

 2 engine 4 control device 10 fuel injection valve 12 throttle valve 16 starter 18 transmission unit 20 transmission 42 start clutch 44 stop starter device 46 control unit 48 transmission control unit 50 engine control unit 62 throttle opening sensor 68 vehicle speed sensor

─────────────────────────────────────────────────── ───

[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] 0001

[Correction method] Change

[Correction content]

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control system, and more particularly to an engine control system capable of reducing fuel consumption without being affected by running resistance and sufficiently reducing fuel consumption. Regarding the control device.

[Procedure 3]

[Document name to be amended] Statement

[Correction target item name] 0007

[Correction method] Change

[Correction content]

This running resistance is affected by road gradients, changes in friction coefficient, wind strength, changes in vehicle characteristics, and the like. Therefore, during the above-mentioned deceleration traveling or constant speed traveling,
In many cases, it is not according to the load / load characteristics.

[Procedure amendment 4]

[Document name to be amended] Statement

[Correction target item name] 0010

[Correction method] Change

[Correction content]

[0010]

In order to eliminate the above-mentioned inconvenience, the present invention provides a transmission equipped with a start / release clutch connectable to and disengageable with an engine mounted on a vehicle, An engine stop / start device for stopping and starting the engine is provided, and control means is provided for stopping the engine and releasing the starting clutch when the engine generated torque is substantially zero.

[Procedure Amendment 5]

[Document name to be amended] Statement

[Correction target item name] 0011

[Correction method] Change

[Correction content]

[0011]

According to the structure of the present invention, the control means stops the engine and releases the starting clutch when the engine generated torque is substantially zero. As a result, the operation for reducing the fuel consumption amount is performed without being affected by the running resistance, and the operation time is increased to sufficiently reduce the fuel consumption amount and further improve the driving performance. You can

[Procedure correction 6]

[Document name to be amended] Statement

[Correction target item name] 0012

[Correction method] Change

[Correction content]

[0012]

Embodiments of the present invention will be described in detail and specifically with reference to the drawings. 1 to 8 show an embodiment of the present invention. In FIG. 8, 2 is an engine mounted on a vehicle (not shown), 4 is a control device for the engine 2, 6 is an intake manifold, 8 is an intake passage, 10 is a fuel injection valve, 12 is a throttle valve, and 14 is an air cleaner. , 16
Is the starter. A transmission (continuously variable transmission: CVT) (so-called continuously variable transmission) 20 having a transmission unit 18 is connected to the engine 2 in series. The transmission 20 includes a drive pulley 22, a driven pulley 24, and a belt 26 wound around the drive pulley 22 and the driven pulley 24.

[Procedure Amendment 7]

[Document name to be amended] Statement

[Correction target item name] 0016

[Correction method] Change

[Correction content]

That is, in the engine stop / start device 44, the control means 46 comprises an engine stop / start unit 48 and an engine control unit 50, and the engine stop / start unit 48 sends an engine stop request signal to the engine. When output to the unit 50, the engine control unit 50 outputs the fuel injection valve 1
0 to stop the fuel supply to the engine 2 and output the ignition control signal to the spark plug 52, while the engine stop starter 48 outputs the start signal to the starter 16, the starter 16 operates. The engine 2 is started.

[Procedure Amendment 8]

[Document name to be amended] Statement

[Name of item to be corrected] 0025

[Correction method] Change

[Correction content]

That is, as shown in FIG. 3, when the program of the judgment conditions for the eco-run operation is started (step 20)
2), Eco-run entrance rotation speed trigger (NiTRθ1,
NiTRθ2, NiTRθ3, NiTRθ4) are set, and first, it is determined whether or not the eco-run operation is in progress (step 206) based on the map of the rotation speed trigger for eco-run shown in FIG. 5 (step 204).

[Procedure Amendment 9]

[Document name to be amended] Statement

[Correction target item name] 0041

[Correction method] Change

[Correction content]

That is, in this embodiment, in the engine-generated torque characteristic shown in FIG. 4, the engine-generated torque is 0 kgm at the point a, and the starting clutch 42 is used.
Even when is released, the torque of the output portion of the starting clutch 42 is 0 kgm. Therefore, the engine generated torque is 0
In the case of kgm, even if the starting clutch 42 is connected / released, the torque of the output portion of the starting clutch 42 has the same value, so the vehicle power characteristics are the same. Therefore, it is possible to realize the eco-run operation by determining that the engine generated torque is approximately 0 kgm.

[Procedure Amendment 10]

[Document name to be amended] Statement

[Correction target item name] 0042

[Correction method] Change

[Correction content]

Further, based on the engine generated torque characteristic of FIG. 4, as shown in FIG. 5, the engine generated torque (N) at which the engine generated torque is approximately 0 kgm for each throttle opening (θ).
Find the characteristics of e). By referring to this characteristic, the input rotation speed trigger (NiTRθ1, NiTR
TRθ2) and the input rotation speed trigger (NiTRθ3, NiTRθ4) for the eco-run escape transmission unit are set. Hysteresis is provided in the eco-run entrance speed change section input rotation speed trigger and the eco-run escape speed change section input rotation speed trigger in order to prevent escape from entry and exit hunting in eco-run operation.

[Procedure Amendment 11]

[Document name to be amended] Statement

[Correction target item name] 0044

[Correction method] Change

[Correction content]

Therefore, according to this embodiment, the eco-run operation is an engine stop system, and when the determination condition of the eco-run operation is satisfied, the starting clutch 42 is released and the engine 2 is automatically stopped, while the eco-run operation determination condition is satisfied. When you get out of the car, by automatically starting the engine 2, you can achieve eco-run operation without being affected by running resistance.
Further, the operating time can be increased to sufficiently reduce the fuel consumption amount, and further the operating performance can be improved.

[Procedure Amendment 12]

[Document name to be amended] Statement

[Correction target item name] 0052

[Correction method] Change

[Correction content]

[0052]

As is apparent from the above detailed description, according to the present invention, the control means for stopping the engine and releasing the starting clutch when the engine generated torque is substantially zero is provided. Achieving operation to reduce fuel consumption without being affected, and
The operating time can be increased to sufficiently reduce the fuel consumption amount and further improve the operating performance.

[Procedure Amendment 13]

[Document name to be amended] Statement

[Name of item to be corrected] Brief description of the drawing

[Correction method] Change

[Correction content]

[Brief description of drawings]

FIG. 1 is a flowchart of engine control.

FIG. 2 is a time chart of engine control.

FIG. 3 is a flowchart of determination conditions for eco-run operation.

FIG. 4 is a characteristic diagram of engine-generated torque.

FIG. 5 is a diagram illustrating a rotation speed trigger for eco-run operation.

FIG. 6 is a system configuration diagram of a stop / start device.

FIG. 7 is a diagram illustrating stop start.

FIG. 8 is a system configuration diagram of an engine control device.

[Explanation of reference numerals] 2 engine 4 control device 10 fuel injection valve 12 throttle valve 16 starter 18 transmission unit 20 transmission 42 start clutch 44 stop starting device 46 control means 48 engine stop starting unit 50 engine control unit 62 throttle opening sensor 68 vehicle speed sensor

[Procedure Amendment 14]

[Document name to be corrected] Drawing

[Correction target item name] All drawings

[Correction method] Change

[Correction content]

FIG.

[Fig. 2]

[Figure 4]

[Figure 5]

[Figure 6]

[Figure 7]

[Figure 3]

[Figure 8]

Claims (1)

[Claims]
1. A transmission provided with a starting clutch connectable to and disengageable from an engine mounted on a vehicle,
An engine stop / start device for stopping and starting the engine is provided, and it is determined that the engine generated torque is substantially zero according to the engine required load amount, and it is determined that the engine generated torque is substantially zero according to the engine required load amount. In some cases, the control device for the engine is provided with a control means for stopping the engine and releasing the starting clutch.
JP23032594A 1994-08-31 1994-08-31 Engine control device Expired - Fee Related JP3331773B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP23032594A JP3331773B2 (en) 1994-08-31 1994-08-31 Engine control device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP23032594A JP3331773B2 (en) 1994-08-31 1994-08-31 Engine control device

Publications (2)

Publication Number Publication Date
JPH0867176A true JPH0867176A (en) 1996-03-12
JP3331773B2 JP3331773B2 (en) 2002-10-07

Family

ID=16906069

Family Applications (1)

Application Number Title Priority Date Filing Date
JP23032594A Expired - Fee Related JP3331773B2 (en) 1994-08-31 1994-08-31 Engine control device

Country Status (1)

Country Link
JP (1) JP3331773B2 (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003056692A (en) * 2001-08-10 2003-02-26 Aisin Ai Co Ltd Automatic transmission device
JP2012030707A (en) * 2010-07-30 2012-02-16 Isuzu Motors Ltd Coasting control device
JP2012030710A (en) * 2010-07-30 2012-02-16 Isuzu Motors Ltd Coasting control device

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003056692A (en) * 2001-08-10 2003-02-26 Aisin Ai Co Ltd Automatic transmission device
JP2012030707A (en) * 2010-07-30 2012-02-16 Isuzu Motors Ltd Coasting control device
JP2012030710A (en) * 2010-07-30 2012-02-16 Isuzu Motors Ltd Coasting control device

Also Published As

Publication number Publication date
JP3331773B2 (en) 2002-10-07

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