JPS60256530A - Rotation controller of internal-combustion engine for car - Google Patents

Abstract

PURPOSE:To reduce shock upon reclutching by controlling the fuel injection such that the engine rotation will match with the rotation of input shaft under declutched travelling condition where the rotation of the input shaft of transmission is higher than predetermined level. CONSTITUTION:It is provided with an engine rotation sensor 21 arranged on a fuel injection pump 1, a clutch sensor 22 for detecting the condition of a clutch 3, a car speed sensor 23, a sensor 24 for detecting the gear position of transmission 4, etc. and their output signals are fed to a control circuit 10. When the rotation of input shaft of the transmission 4 to be calculated from the gear position of the transmission 4 and the car speed is higher than predetermined level under declutched condition, the control circuit 10 will control an actuator 11 for injection control arranged on the fuel injection pump 1.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an engine speed control device for a vehicle internal combustion engine,
Specifically, the present invention relates to an engine speed control device for a vehicle internal combustion engine that controls the engine speed of the internal combustion engine to match the input shaft speed of a transmission when the clutch is disengaged while the vehicle is running.

[Prior art] When changing gears while the vehicle is running, if the rotation speed of the internal combustion engine side of the clutch plate and the rotation speed of the transmission side do not match, acceleration/deceleration shock, twisting of the propeller shaft, etc. may occur when the clutch is engaged, or Clutch wear occurs, leading to problems such as reduced vehicle running performance and mechanical deterioration of propeller shafts, clutch plates, etc.

By the way, in order to solve this problem, when the clutch is engaged while the vehicle is running, it is necessary to make sure that the rotation speed of the clutch plate on the internal combustion engine side and the rotation speed on the transmission side, that is, the engine rotation speed and the input shaft rotation speed of the transmission, match. However, in the past, for example,
As disclosed in Japanese Patent No. 140531, there was a device that controlled the actual engine speed to match the target speed determined according to the load of the internal combustion engine.
No control device has been devised to solve the above problem, and the only solution has been to rely on the driving skills of the driver who operates the accelerator pedal and clutch pedal.

[Object of the Invention] Therefore, the present invention provides an engine speed control device for a vehicle internal combustion engine that can automatically control the engine speed and the input shaft speed of the transmission to match when the clutch is engaged while the vehicle is running. By providing this, the purpose is to reduce the acceleration/deceleration shock that occurs when changing gears, regardless of the driving technique of the driver, and to suppress mechanical deterioration of the propeller shaft, clutch plate, etc.

[Configuration of the Invention] As shown in FIG. 1, the configuration of the present invention to achieve the above object includes an engine rotational speed detection means (■) for detecting the engine rotational speed of the internal combustion engine (■), and an on/off state of the clutch (■). A clutch state detection means (■) for detecting the rotation speed of the input shaft of the transmission V; and an input shaft rotation speed detection means (2) for detecting the input shaft rotation speed of the transmission (V), and the disengaged state of the clutch is detected by the clutch state detection means (■). , and the above input shaft rotation speed detection means ■
When the input shaft rotation speed of the transmission V detected by the input shaft rotation speed is equal to or higher than the predetermined rotation speed, the internal combustion engine is adjusted such that the engine rotation speed detected by the engine rotation speed detection means (■) matches the input shaft rotation speed. (2) Engine speed control means Vl for controlling the fuel injection amount or intake air amount.

The subject matter is an engine speed control device for a vehicle internal combustion engine, which is characterized by comprising:

[Example] a, l' Embodiments of the present invention will be described below with reference to the drawings.

FIG. 2 is a schematic system diagram showing a diesel engine equipped with the engine speed control device of this embodiment and its peripheral devices.
Also called engine rotation speed. ) is controlled by controlling the fuel injection amount supplied by the fuel injection pump.

In the figure, 1 is a fuel injection pump, 2 is an engine, 3 is a clutch, 4 is a transmission, 5 is an accelerator pedal, 6 is a shift lever, and 110 is a control circuit. A process of calculating the injection amount of fuel supplied from the fuel injection pump 1 based on the detection signal and outputting a drive signal for the actuator 11 provided in the fuel injection pump 1 is executed.

The fuel injection pump 1 injects fuel supplied from the fuel tank 12 via the feed pump 13 into each cylinder of the engine 2 through the injector 14, and the injection amount is calculated by the control circuit 10. The actuator 11 is driven by the drive signal outputted from the
controlled by Further, the drive shaft 15 of the fuel injection pump 11 is arranged to rotate in conjunction with the rotation of the crankshaft 16 of the engine 2, and the fuel injection pump 1 is provided with the engine rotation speed detection device for detecting the engine rotation speed Ne. A rotation speed sensor 21 corresponding to means (2) is attached.

Next, 22 is a clutch sensor that is attached to the clutch 3 or a clutch pedal (not shown) and corresponds to the clutch state detection means (2) for detecting the disengaged/engaged state of the clutch 3, and 23 is a clutch sensor that is attached to the transmission 4 for detecting the vehicle speed. 24 is 1-
A gear position sensor 25 is attached to the shift lever 6 to detect the first gear position of the transmission 4, and an accelerator sensor 25 detects the depressed state of the accelerator 5. or 2
Detection signals from various sensors 5 are output to a control circuit 10.

The engine 2 also includes a water temperature sensor 26 for detecting the cooling water temperature, and an intake temperature sensor 27 for detecting the intake air temperature.
etc., and the detection signal thereof is configured to be outputted to the control circuit 10, and the ON-OFF signal of the air conditioner, etc. is also configured to be outputted to the control circuit 10. The detection signals from the water temperature sensor 26 and intake temperature sensor 27, or the ON-OFF signal of the air conditioner, etc.
It will be used as a parameter to increase the amount of fuel when the engine is cold or when the engine is under high load.

Further, the actuator 11 is provided with a sensor for detecting its state, and the control circuit 10 monitors the state of the actuator 11 so that fuel can be supplied in an injection amount determined based on signals from the various sensors. It is configured to output a drive signal while detecting it.

Next, the configuration of the control circuit 10 is shown in FIG. 3 and will be described. As shown in the figure, the control circuit 10 is composed of a CPU 30 and includes a waveform shaping circuit 31, a multiplexer 32, an A/D converter 33, a buffer 34, an R10M35, a RAM 36, and a drive control circuit 37. The waveform shaping circuit 31 shapes detection signals corresponding to the engine rotational speed and vehicle speed output from the rotational speed sensor 21 and the vehicle speed sensor 23 into a pulse waveform, and inputs the pulse waveform to the CPU 30 . In addition, the gear position sensor 24,
Analog signals detected by the accelerator sensor 25, water temperature sensor 26, intake temperature sensor 27, etc. are sequentially input to the A/D converter 33 via the multiplexer 32, converted to digital signals, and input to the CPU 30. Next, the clutch 3 disengagement/engagement signal from the clutch sensor 22, the ON-OFF signal from the air conditioner switch 39, etc. are input to the CPU 30 via the buffer 34.

The ROM 35 stores a control program for calculating the fuel injection amount described later, preset pattern data, etc., and the data stored in the ROM 35 or the data temporarily stored in the RAM 36 by the CPLI 30 is stored in the ROM 35. is used to calculate the fuel injection amount according to the above control program, and the actuator 11 corresponding to the injection amount is
The position signal is output to the drive control circuit 37. Then, drive control... (In the control circuit 37, the signal from the sensor that detects the state of the actuator 11 provided in the actuator 11 matches the position signal of the actuator 11 output from the CPU 30, and the fuel injection pump The actuator outputs a drive signal to the actuator 11 so that the desired fuel can be injected.

Next, the calculation process of the fuel injection amount executed by C, PLJ 30 of the control circuit 10 will be explained along with the flowchart representing the control program shown in FIG. This arithmetic processing is performed, for example, in 5. from when the ignition switch is turned on until it is turned on to the OF and F states. Arithmetic processing is performed every m5ec.

When the process is started, first, in step 101, it is determined whether the vehicle speed based on the detection signal from the vehicle speed sensor 23 is less than or equal to a predetermined value X. If the vehicle speed is below a predetermined value Xg, the process moves to step 102, where the engine rotation speed Ne determined by the rotation speed, the detection signal from the sensor 21h1, etc., and the actual accelerator position ACC determined by the detection signal from the accelerator sensor 25 are determined. Determine the fuel injection amount Q from the pattern data for normal driving as shown in FIG. A conventional injection amount calculation process is executed, such as correction based on the air temperature or the load condition of the engine 2.

On the other hand, if it is determined in step 101 that the vehicle speed exceeds the predetermined value If it is connected, the process moves to step 102 and the above-described injection amount calculation process is executed.

Next, if it is determined in step 101 that the vehicle speed exceeds the predetermined value A series of engine speed control processes, such as controlling the fuel injection amount so that the engine speed when the clutch is disengaged matches the input shaft speed of the transmission 4, so that acceleration/deceleration shock does not occur during gear shifting. Transition. Here, the reason why we include not only that the clutch 3 is in a disengaged state but also that the vehicle speed exceeds a predetermined value X as a condition for shifting to this engine speed control processing is because at least the input shaft rotation of the transmission 4 is required. This is to move to the engine rotation speed control process from step 104 when the number of rotations is equal to or higher than a predetermined rotation speed. This is because the engine speed Ne is low, and if an attempt is made to match the engine speed Ne to that speed, the engine 2 may be stopped. Therefore, in the process of step 101, the rotational speed of the input shaft of the transmission 4 may be determined from the gear position of the transmission 4 and the vehicle speed, and it may be determined whether or not this rotational speed is equal to or higher than a predetermined value. Also, for this reason, it can be seen that the vehicle speed sensor 23 and the gear position sensor 24 correspond to the above-mentioned input shaft rotational speed detecting means (2) in this embodiment.

When the above vehicle speed and clutch 3 conditions are satisfied and engine speed control during gear shifting is started, first in step 104 the gear position of the transmission 4 is detected based on the signal from the gear position sensor 24, and the gear position is detected. is RAM3
It is determined whether the gear position has changed from the gear position in the previous process stored in the predetermined area of No. 6. If it is determined in this step 104 that the gear position has changed, the process proceeds to the next step 105, where it is determined whether or not the gear position is the neutral position.

If the gear position is not the neutral position, the process moves to the next step 106, the gear position stored in a predetermined area of the RAM 36 is changed to the gear position found this time, and the process moves to the following step 107.

On the other hand, if it is determined in step 104 that the gear position has not changed since the previous process, or
Gear position is neutral at 05 11! If it is determined that ", the process directly proceeds to step 107.

In step 107, the input shaft of the transmission 4 is rotated using the gear position stored in a predetermined area of the RAM 36 and the vehicle speed determined based on the signal from the vehicle speed sensor 23 used in step 101. In other words, the number of rotations of the clutch 3 on the wheel side is calculated. This rotational speed changes from moment to moment as the vehicle speed changes depending on the coasting state of the vehicle, and in this embodiment, the fuel injection amount is controlled to match the engine rotational speed to this rotational speed. That will happen. Hereinafter, this rotational speed will be referred to as the meet rotational speed N111.

When the engine rotation speed N111 is calculated in step 107, the following step 108 is executed, and the engine rotation speed Ne is calculated as the engine rotation speed Nl11 from a predetermined map as shown in FIG. 6 using the engine rotation speed N111 as a parameter. The process proceeds to step 109, in which the pseudo accelerator position Acc' is determined. Then, in step 109, the pseudo accelerator position Ace' determined in step 1108 and the actual engine rotation speed Ne determined based on the signal from the rotation speed sensor 21 are used as parameters. Adjust the fuel injection amount Q according to the all speed governor pattern. The pattern data for setting the pseudo accelerator position ACC' from the meet rotation speed N111 shown in FIG. 6 above is the intersection of the all-speed governor pattern during shifting shown in FIG. 7 and the engine no-load rotation curve. The data obtained by linearly internally dividing the data is stored in advance. This is because the engine is operating under no load when shifting, that is, when the clutch 3 is disengaged.As mentioned above, the pseudo accelerator position is determined based on the pattern data shown in Figure 6, and then the gear shifting shown in Figure 7 is performed. By setting the fuel injection amount Q based on the all-speed governor pattern data, the actual engine speed Ne can be controlled to match the meet speed Nm, without causing acceleration/deceleration shock when the clutch 3 is engaged. The clutch 3 can be connected smoothly, and furthermore, twisting of the propeller shaft, wear of the clutch 3, etc. can be prevented.

In this way, when the fuel injection IQ is determined in step 102 or step 109, a position signal of the actuator 11 corresponding to the injection amount is outputted to the drive control circuit 37 in step 110, and the processing of this routine is temporarily terminated. .

As described in detail above, in this embodiment, when the vehicle is running normally, the fuel is controlled by the so-called high-low speed governor pattern in which the injection amount is increased or decreased simply by the amount of depression of the accelerator as shown in FIG. 5, as shown in FIG. The injection amount Q is calculated, and if the clutch is disengaged during gear shifting, steps 107 to 109 are performed so that the engine speed Ne can be quickly and accurately controlled to the meet speed Nll, which is the input shaft speed of the transmission 4. Through this process, the fuel injection amount is adjusted using the all-speed governor pattern shown in FIG. Therefore, when connecting the clutch, make sure to
@@ga,. . qoatt,=e-5°, thereby preventing acceleration/deceleration shock during gear shifting and also preventing deterioration of the power transmission portion. In this embodiment, the series of control processes executed in steps 104 to 109 corresponds to the rotation speed control means (2) described above.

In the above embodiment, after the clutch is engaged, the fuel injection amount Q is increased according to the above-mentioned high-low speed governor pattern, but in this case, it is considered that the fuel injection amount will increase rapidly depending on the amount of accelerator depression. Therefore, as a process after the clutch is connected, as shown in FIG. Set the accelerator position Ace',
The fuel injection amount may be gradually increased to the fuel injection amount Q2 corresponding to the actual accelerator position Acc. In other words, for example, as the accelerator position for increasing the fuel injection amount by 1Q, the accelerator position ACC is changed to 5 for each process.
The fuel injection amount Q2 corresponding to the actual accelerator position AJC can be finally determined by using the values increased by %.

Furthermore, in the above embodiment, as described above, the high and low speed governor pattern is used as the pattern data for normal driving to adjust the fuel injection amount Q, but the all speed governor pattern is also used during normal driving to inject fuel. The quantity Q may be increased, and when the clutch is disengaged, a pseudo accelerator position @Acc- is determined from the no-load curve and the all-speed governor pattern as in this embodiment, and the engine speed Ne is adjusted to the meet speed Nm. You can do it like this. 5 Furthermore, when adjusting the engine speed Ne to the meet speed N1m using the all-speed governor pattern as in the above embodiment, calculate the error ΔN between the engine speed Ne and the meet speed Nm, and adjust the speed according to the error ΔN. The fuel injection 11Q may be turned on by correcting the accelerator position ACC or the engine rotational speed Ne using the correction term □. In this case, the correction term may be a value proportional to the rotational speed error ΔN, a value obtained by integrating the correction amount determined according to the error ΔN, or a value combining the two.

Further, in the above embodiment, the engine rotation speed Nm for matching the engine rotation speed Ne is determined by the vehicle speed and the gear position of the transmission, that is, the output shaft rotation speed of the transmission and the gear ratio. An electromagnetic pickup-type rotation speed sensor may be provided on the side rotation shaft of the wheel or the input shaft of the transmission to directly detect the meet rotation speed fl++.

Although the embodiment of the present invention has been described above with respect to rotation speed control by fuel injection control of a diesel engine, the present invention can also be applied to a gasoline engine. In this case, in a gasoline engine, the engine speed cannot be controlled simply by controlling the amount of fuel injection, but it is necessary to control the engine speed by controlling the amount of intake air. An intake air amount control valve that can electrically control the amount of flowing air may be provided to control the engine speed to match the engine speed.

[Effects of the Invention] As detailed above, the engine speed control device of the present invention includes an engine speed detection means, a clutch state detection means, and an input shaft rotation speed detection means, and the clutch is disengaged. , and is configured to control the fuel injection amount or the intake air amount of the internal combustion engine in order to make the engine speed match the input shaft speed when the transmission input shaft speed is equal to or higher than a predetermined value. ing. Therefore, when the clutch is first disengaged when changing gears of a vehicle, and then reconnected, it is possible to match the rotational speed of the clutch on the wheel side and the engine side, thereby eliminating the acceleration/deceleration shock caused by the difference in rotational speed, which was a problem in the past. and improve vehicle running performance.
You will be able to do q. It is also possible to suppress deterioration of the power transmission section such as twisting of the propeller shaft and wear of the clutch due to this acceleration/deceleration shock.

[Brief explanation of the drawing]

Fig. 1 is a block diagram showing the configuration of the present invention, Figs. 2 to 7 show an embodiment of the invention, and Fig. 2 shows a diesel engine and its peripheral equipment. lSchematic configuration diagram,
FIG. 3 is a block diagram showing the control circuit 10, FIG. 4 is a flowchart showing a control program executed in the control circuit 10 to calculate the fuel injection amount Q, and FIGS.
5 is a graph showing pattern data used when executing the control program shown in FIG. 4, FIG. 5 is a graph showing pattern data used during normal driving to adjust the fuel injection amount Q, and FIG. The figure is a graph showing pattern data used to set the pseudo accelerator position @Acc' according to the meet rotation speed N111, and Fig. 7 is a graph showing the fuel injection amount Q used when executing engine rotation speed control when the clutch is disengaged. A graph representing pattern data for determining the
Figure 8 shows another example of fuel injection fi immediately after clutch connection.
It is an explanatory view explaining processing when setting Q. ■...Internal combustion engine■...l! Functional rotation speed detection means G, 3...Clutch IV...Clutch state detection means V, 4...Transmission VI...Input shaft rotation speed detection means vi...Rotation speed control means 10...・Control circuit 21...Rotational speed sensor 22...Clutch sensor 23...Vehicle speed sensor 24...Gear position, sensor 30...CPU Agent Patent attorney Tsutomu Ashioki and one other person Figure 7, Figure 2 Figure 3-0 Figure 5 Figure 6 m

Claims (1)

[Scope of Claims] Engine rotation speed detection means for detecting the engine rotation speed of an internal combustion engine; clutch state detection means for detecting the disengaged/engaged state of the clutch; and input shaft rotation speed for detecting the input shaft rotation speed of the transmission. and a transmission input shaft rotation speed detected by the input shaft rotation speed detection means is a predetermined rotation speed. or more, engine speed control means for controlling the fuel injection amount or intake air amount of the internal combustion engine so that the engine speed detected by the engine speed detection means matches the input shaft speed; An engine speed control device for a vehicle internal combustion engine, characterized by comprising: