JPH10103108A - Idling control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase an economy running time for reducing a fuel consumption and improve a fuel consumption by operating an idle air flow rate realization device and regulating to a supply air flow rate when the shift position of a select lever is neutral or parking and an engine request load amount is less than a prescribed value. SOLUTION: During engine operation, in a control means 90, a running state is judged by inputting respective output signals of an acceleration sensor 94, an engine rotation speed sensor, a throttle sensor and a shift switch 106. When the shift position of a select lever is a neutral N or parking P and an engine request load amount (acceleration operation amount) is less than the prescribed value which is an acceleration opening trigger, the air flow rate supplied to the engine 4 is reduced by the operation of an idle air flow rate amount realization device 80. When the shift position is N or P and an accelerator pedal is pedaled largely and the acceleration operation amount becomes the prescribed value or more, the operation of the idle air flow rate realization device 80 is stopped.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an idle operation control device, and more particularly to an idle operation control device capable of performing an operation for reducing fuel consumption (eco-run operation) even when a shift position is neutral or parking.

[0002]

2. Description of the Related Art Some vehicle engines are provided with a driving system for reducing fuel consumption, that is, a so-called eco-run system, in order to save fuel.

In this eco-run system, a continuously variable transmission (CVT), for example, is connected to an engine as a transmission, and the continuously variable transmission is provided with a clutch whose clutch torque capacity can be electronically adjusted. Further, a fully closed valve capable of fully closing the intake passage is provided, an intake pipe fully closed device for operating the fully closed valve is provided, control means for operating the intake pipe fully closed device is provided, and a shift position of the select lever is provided. Performs the eco-run operation only when the vehicle is in the drive (D), and when the shift position is the neutral (N) or the parking (P), the eco-run operation is prohibited by satisfying the eco-run prohibition condition, and the normal operation is performed. .

That is, as shown in FIG. 8, when the program is started by the control means (step 302), it is determined whether or not an eco-run prohibition condition (shown by note 1 in FIG. 8) is satisfied (step 304).

In the case of YES at step 304,
The intake pipe fully closing device is operated so that the fully closed valve is fully opened (step 306), and the continuously variable transmission is controlled normally (step 308), and the program ends (step 310).

On the other hand, if the answer is NO in step 304, it is determined whether or not the idling operation condition (shown by note 2 in FIG. 8) is satisfied (step 312).

If YES in step 312,
The intake pipe fully closing device is operated so as to bring the fully closed valve into the fully closed state (step 314), and the continuously variable transmission is controlled for eco-run operation (indicated by note 3 in FIG. 8) (step 31).
6), terminate the program (step 310).

If NO in step 312, the intake pipe fully closing device is operated so that the fully closed valve is fully opened (step 318), and the continuously variable transmission is controlled normally (step 320). ), And terminate the program (step 310).

[0009] Such an eco-run system is disclosed, for example, in Japanese Patent Application Laid-Open No. 7-293292. According to the publication, during the automatic stop of the internal combustion engine, the power supply to the central processing unit of the control means is cut off to reduce power consumption, and the automatic start condition during the automatic stop of the internal combustion engine is determined. When doing so, the central processing unit of the control means is activated, thereby reducing the burden on the battery,
An object of the present invention is to enable an automatic stop for a long period of time and to prevent the automatic start / stop function of the internal combustion engine from being impaired.

[0010]

However, in the conventional eco-run system, the shift position is the drive (D).
, As shown in FIG. 9, other shift positions, in particular, neutral (N) where the clutch is released,
When an accelerator operation is performed in the parking (P), a racing state occurs, the engine speed increases, and an engine blow-up occurs. In addition, in a state where the accelerator is operated, the drive (D) is running (eco-run). When the vehicle shifts to neutral (N), the clutch is disengaged, and the engine blows up. In this way, when the engine blows up,
There is an inconvenience that the fuel consumption reduction effect is reduced.

As shown in FIG. 10, when the accelerator pedal is inadvertently operated, the accelerator pedal is inadvertently operated even when the vehicle is stopped in the neutral position (N) or the parking position (P). Therefore, there is a problem that the engine rotation speed is increased to cause abnormal heat generation of the engine and wasteful fuel is consumed. This inconvenience is likely to occur, for example, when taking a nap in a vehicle.

[0012]

SUMMARY OF THE INVENTION Accordingly, in order to eliminate the above-mentioned disadvantages, the present invention is provided with a transmission connected to an engine mounted on a vehicle, and the transmission is electronically provided with a clutch torque capacity. Is provided with an adjustable clutch, and an idle air flow rate realizing device is provided which regulates an air flow rate supplied to the engine to an air flow rate during idling operation. When a shift position of the select lever is neutral or parking, an engine required load amount is predetermined. If the value is less than the value, control means for operating the idle air flow rate realizing device to reduce the air flow rate supplied to the engine to regulate the air flow rate during idle operation is provided.

Further, a transmission is connected to an engine mounted on the vehicle, and the transmission is provided with a clutch whose clutch torque capacity can be adjusted electronically. An idle air flow rate realizing device that regulates the air flow rate at the time is provided, and when the shift position of the select lever is in the neutral or parking state and the required engine load is less than a predetermined value, the idle air flow rate realizing device is operated to operate the engine. When the flow rate of the supplied air is reduced to regulate the air flow rate during idling operation, and the shift position of the select lever is neutral or parking, the accelerator pedal is depressed greatly, and the required engine load becomes equal to or more than the predetermined value. Stop the operation of the idle air flow rate realizing device, and according to the required engine load, Characterized in that a control means for controlling the air flow to the engine.

[0014]

DESCRIPTION OF THE PREFERRED EMBODIMENTS According to the present invention, when the shift position is in a neutral or parking state, an eco-run operation is performed when the required engine load is less than a predetermined value.
Improves fuel efficiency and prevents accidental overheating of the engine even when the accelerator is inadvertently operated, prevents unnecessary air blowing, and shifts the shift position while operating the accelerator. Even when shifting from drive to neutral, the engine can be prevented from blowing up, thereby improving fuel efficiency and driving performance, and realizing racing even when racing intentionally, In addition, eco-run driving can be realized at low cost.

[0015]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an embodiment of the present invention; 1 to 7 show an embodiment of the present invention. 7, reference numeral 2 denotes a vehicle, 4 denotes an engine, 6 denotes a crankshaft, and 8 denotes a transmission (continuously variable transmission: CV).
T), 10 is a differential machine, 12 is a driving wheel. The transmission 8 includes a driving pulley 14, a driven pulley 16, and a belt 18 wound around the driving pulley 14 and the driven pulley 16.

The drive pulley 14 is composed of a drive shaft 20 and a drive-side fixed pulley piece 2 provided integrally with the drive shaft 20.
2 and a drive-side movable pulley piece 24 provided on the drive shaft 20 so as to be movable in the axial direction and not to rotate. A drive-side hydraulic chamber 28 is formed by a drive-side housing 26 on the back side of the drive-side movable pulley piece 24.

The driven pulley 16 includes a driven shaft 30 disposed in parallel with the driving shaft 20, a driven fixed pulley piece 32 provided integrally with the driven shaft 30, and a driven shaft 30.
And a driven-side movable pulley part 34 provided so as to be axially movable and non-rotatable. A driven-side hydraulic chamber 38 is formed by a driven-side housing 36 on the back side of the driven-side movable pulley piece 34. In the driven hydraulic chamber 38, the driven movable pulley piece 34 is attached to the belt 18.
A driven-side spring 40 that presses toward the side is incorporated.

The operation of the transmission 8 is controlled by various hydraulic pressures from a hydraulic control circuit 42 provided with various solenoids and valves. That is, the transmission 8 includes the driving pulley 1.
The primary pressure is applied to the driven hydraulic chamber 28 from the hydraulic control circuit 42 via the primary pressure oil passage 44, and the driven hydraulic chamber 38 of the driven pulley 16 is driven from the hydraulic control circuit 42 via the line pressure oil passage 46. By applying the line pressure, the driving-side movable pulley part 24 of the driving pulley 14 is moved in the axial direction, and the driven-side movable pulley part 34 of the driven pulley 16 is moved in the axial direction. Thus, the gear ratio is changed steplessly.

The driven shaft 30 of the transmission 8 is connected to the differential 10 via a final reduction gear mechanism 48. The differential 10 has a wheel axle 50 with wheels 12 attached thereto.
50 are connected.

A transmission path from the engine 4 to the wheels 12;
For example, a clutch (starting clutch) 5 whose clutch torque capacity can be adjusted electronically between the engine 4 and the transmission 8.
2 are provided.

The clutch 52 is operated electromagnetically, and includes a driving clutch plate 54 connected to the crankshaft 6 and a driven clutch plate 5 connected to the clutch shaft 56.
8 and a clutch solenoid 60 provided in the driven-side clutch plate 58. The clutch solenoid 60 is connected and released so as to interrupt the driving force of the engine 2, and adjusts the engine speed. is there.

A forward / reverse switching mechanism 62 is provided between the clutch shaft 56 and the drive shaft 20 of the transmission 8. The forward / reverse switching mechanism 62 includes a forward gear 64, a reverse gear 66, and a switching unit 68. The switching section 68 communicates with the select lever 70 and is operated by the operation of the select lever 70 to selectively switch between the forward gear section 64 and the reverse gear section 66.

As shown in FIG. 4, the engine 4 includes:
One end of an intake pipe 74 that forms an intake passage 72 into which intake air is guided is provided continuously. At the other end of the intake pipe 74,
An air cleaner 76 is provided. In addition, the intake passage 7
A fully closed valve 78 is provided in 2.

As shown in FIG. 4, this fully closed valve 78 is opened and closed by an idle air flow rate realizing device 80 so as to regulate the flow rate of air supplied to the engine 4 to the flow rate during idle operation.

In this embodiment, another example of the idle air flow rate realizing device 80 is shown in FIG.

That is, as shown in FIG. 5, the idle air flow rate realizing device 80 includes a fully closed valve 84 provided in the intake passage 72 upstream of the throttle valve 82 provided in the intake passage 72; It comprises an idle bypass passage 86 that bypasses 82 and the fully closed valve 84, and a fully closed solenoid 88 that operates the fully closed valve 84.

The idle air flow rate realizing device 8 in FIG.
0, as shown in FIG. 6, during idling, the fully closed solenoid 88 is turned on, the fully closed valve 84 is closed, and the air flow rate is fully closed. The solenoid 88 is turned off, the fully closed valve 84 is opened, and the air flow is controlled by the opening degree of the throttle valve 82.

The hydraulic control circuit 42 of the transmission 8, the clutch solenoid 60 of the clutch 52, and the idle air flow rate realizing device 80 of FIG. 4 or the fully closed solenoid 88 of FIG. .

The control means 90 includes the accelerator pedal 9
2, an accelerator sensor 94 for detecting an accelerator operation amount (AC) corresponding to the amount of depression, an engine speed sensor 96 for detecting rotation of the crankshaft 6 as an engine speed (NE), and a drive shaft 20 of the transmission 8. The transmission input rotation speed sensor 98 which detects the rotation of the transmission 8 as the transmission output rotation speed (NI), which is the same as the clutch output rotation speed, and the transmission output rotation speed which is the rotation of the driven shaft 30 of the transmission 8 is determined by the vehicle speed (N
V), a throttle sensor 102 that detects the opening degree of the throttle valve 82 as a throttle opening (θ), a DDT switch 104 that is an accelerator operation switch that is turned on when an accelerator pedal 92 is depressed, A shift switch 106 for detecting a shift position of the select lever 70 and an air conditioner switch 108 for detecting an operation state of an air conditioner (not shown) communicate with each other.

The control means 90 inputs various signals from various sensors, and when the shift position of the select lever 70 is neutral (N) or parking (P), the required engine load (accelerator operation amount: AC) is released. If it is less than the predetermined value (ACTR) that is the degree trigger, the idle air flow rate realizing device 80 is operated to reduce the air flow rate supplied to the engine 4 and regulate the air flow rate during idle operation,
When the shift position of the select lever 70 is neutral (N) or parking (P) and the accelerator pedal 92 is greatly depressed, and the accelerator operation amount (engine required load amount) becomes greater than or equal to a predetermined value (ACTR), The operation of the idle air flow rate realizing device 80 is stopped, and the air flow rate to the engine 4 is controlled in accordance with the accelerator operation amount (throttle opening) which is the required engine load. The predetermined value (ACTR) which is the accelerator opening trigger described above is:
Shift position is neutral (N) or parking (P)
Is the value of the accelerator operation amount when the accelerator pedal 92 is depressed to about the quarter position.

Next, the operation of this embodiment will be described with reference to the flowchart of FIG.

When the program of the control means 90 starts (step 202), it is first determined whether the shift position is neutral (N) or parking (P) (step 204).

If YES in step 204,
It is determined whether the accelerator operation amount (AC) is less than a predetermined value (ACTR), that is, whether AC <ACTR is satisfied (step 2).
06).

In step 206, if AC <ACTR, the fully-closed valves 78 and 84 are fully closed to control the eco-run operation (step 208), and the program ends (step 210).

On the other hand, if NO in step 204 and AC≥ACTR in step 206, the conventional control is performed (step 212) and the program is terminated (step 210), as shown in FIG.

As a result, in the idle running type eco-run system, when the shift position is neutral (N) or parking (P) and the accelerator operation amount (AC) is less than a predetermined value (ACTR), the eco-run operation is performed. ,
When the accelerator operation amount (AC) is equal to or more than a predetermined value (ACTR), the normal operation is performed. Therefore, as shown in FIG. Even if 52 is released, it is possible to prevent the engine 4 from blowing up.

As shown in FIG. 3, even if the accelerator pedal 92 is inadvertently operated in neutral (N) or parking (P), the occurrence of abnormality in the engine 4 is prevented, and furthermore, the eco-run operation is performed. By increasing the time, the effect of reducing fuel consumption can be improved.

Also, since a predetermined value (trigger value: ACTR) is set for the accelerator operation amount (AC), when the racing is intentionally performed as shown in FIG. 3, the racing can be realized. .

Further, the fuel consumption reduction effect can be improved by using together with the conventional eco-run system.

Further, even when the eco-run operation is performed as described above, it is possible to prevent a decrease in driving performance.

Further, since the control means 90 can cope with the eco-run system by changing a small amount of the program, no additional hardware is required, and the cost can be reduced.

Further, the structure of this embodiment can be applied to any transmission having an electronic control clutch.

[0043]

As is apparent from the above detailed description, according to the present invention, when the shift position of the select lever is neutral or parking and the required engine load is less than a predetermined value, the idle air flow rate realizing device is operated. By providing control means for reducing the air flow supplied to the engine to regulate the air flow during idle operation, the eco-run operation time can be increased and the fuel consumption reduction effect can be improved.

Further, it is possible to prevent the occurrence of an engine abnormality when the accelerator is inadvertently operated when the shift position is in the neutral or parking position, and to prevent unnecessary blowing.

Further, even when the shift position is changed from the drive to the neutral position while the accelerator pedal is operated, it is possible to prevent the engine from blowing up.

Further, since a predetermined value (trigger value) is set for the required engine load, the racing can be realized when the racing is intentionally performed.

Further, since it can be used together with the conventional eco-run system, the fuel consumption reduction effect can be improved.

Further, even when the eco-run driving of the present invention is performed, the driving performance can be maintained satisfactorily.

Further, it is only necessary to slightly change the program of the control means with respect to the conventional eco-run system, the hardware is not required, the configuration can be simplified, and the cost can be reduced.

Further, the eco-run operation according to the present invention can be applied to any transmission having an electronically controlled clutch, which can be practically advantageous.

[Brief description of the drawings]

FIG. 1 is a flowchart of idle operation control.

FIG. 2 is a time chart of idle operation control.

FIG. 3 is another time chart of the idling operation control.

FIG. 4 is a configuration diagram illustrating an example of an idle air flow rate realizing device.

FIG. 5 is a configuration diagram showing another example of the idle air flow rate realizing device.

FIG. 6 is a diagram showing the operation of the idle air flow rate realizing device of FIG. 5;

FIG. 7 is a configuration diagram of an idle operation control device provided in the vehicle.

FIG. 8 is a flowchart of a conventional idle operation control.

FIG. 9 is a time chart of one example of conventional idle operation control.

FIG. 10 is another time chart of the conventional idle operation control.

[Explanation of symbols]

 2 Vehicle 4 Engine 8 Transmission 52 Clutch 70 Select lever 78 Fully closed valve 80 Idle air flow rate realizing device 90 Control means

Claims (2)

[Claims] An engine mounted on a vehicle is provided with a transmission connected thereto. The transmission is provided with a clutch capable of electronically adjusting a clutch torque capacity, and the air flow supplied to the engine is controlled by an idle operation. An idle air flow rate realizing device that regulates the air flow rate at the time is provided, and when the shift position of the select lever is in the neutral or parking state and the required engine load is less than a predetermined value, the idle air flow rate realizing device is operated to operate the engine. An idle operation control device comprising: a control unit that reduces a supplied air flow rate and regulates the air flow rate during idle operation. 2. A transmission is connected to an engine mounted on a vehicle, and the transmission is provided with a clutch capable of electronically adjusting a clutch torque capacity, and an air flow supplied to the engine is controlled by an idle operation. An idle air flow rate realizing device that regulates the air flow rate at the time is provided, and when the shift position of the select lever is in the neutral or parking state and the required engine load is less than a predetermined value, the idle air flow rate realizing device is operated to operate the engine. When the flow rate of the supplied air is reduced to regulate the air flow rate during idling operation, and the shift position of the select lever is neutral or parking, the accelerator pedal is depressed greatly, and the required engine load becomes equal to or more than the predetermined value. The operation of the idle air flow rate realizing device is stopped, and the engine is operated in accordance with the required engine load. An idle operation control device characterized by comprising control means for controlling an air flow rate to the engine.