JPS6345977B2 - - Google Patents

Description

[Detailed description of the invention]

The present invention relates to a control device for an internal combustion engine used in an automobile. As a conventional internal combustion engine control device, the
As disclosed in Japanese Patent No. 33225, a proper half-clutch state is created by adjusting the throttle valve opening to move the clutch using fluid pressure. However, in this method, the engine operation control means that adjusts the operating state of the internal combustion engine and the transmission mechanism operation control means that adjusts the operation of the transmission mechanism are not controlled in relation to each other, resulting in insufficient compatibility and low output. The problem was that fuel consumption, harmful exhaust components, and noise increased. An object of the present invention is to improve driving performance by optimally matching the output characteristics of an internal combustion engine and the transmission characteristics of a transmission mechanism. A feature of the present invention is that the internal combustion engine control device (a) couples the internal combustion engine and the driven wheels of the automobile in order to mutually control the control amount of the engine operation control means and the transmission mechanism operation control means. a transmission mechanism; (b) at least one engine operation control means for controlling operation of the internal combustion engine; (c) at least one transmission mechanism operation control means for controlling operation of the transmission mechanism; (d) operation of the internal combustion engine. an engine operation detection means for detecting the state of the transmission mechanism; and a transmission mechanism operation detection means for detecting the operation state of the transmission mechanism; (e) controlling the engine operation control means based on information from the engine operation detection means and the transmission mechanism operation detection means; The present invention is comprised of a common control signal generating means for generating an engine operation control signal and a transmission mechanism operation control signal for the transmission mechanism operation control means having a specific relationship with the engine operation control signal. FIG. 1 is an explanatory diagram of a control device for an internal combustion engine, which is an embodiment of the present invention. The internal combustion engine 29 and the driven wheels 30 are connected to a torque converter 20, which is a transmission mechanism.
Clutch 17, brake 18 and planetary gear mechanism 1
They are mechanically coupled via 9. internal combustion engine 2
The engine operation control means for controlling the operation of the engine 9 comprises a fuel control device 26, an ignition timing control device 27, and an exhaust recirculation control device 28, which are connected to an internal combustion engine 29 and are operated by the output of the microprocessor 24. The microprocessor 24 is an electrical logic operation device with a memory section, and has a plurality of terminals 25. From these terminals 25, the number of rotations of the internal combustion engine, the temperature of each part, the load, the amount of intake air, the opening of the throttle valve, and the crankshaft are output. Information from various sensors such as the angle, position of the exhaust recirculation control valve, intake pressure, and exhaust composition is input. Its configuration and operation can be explained, for example, in Japanese Patent Application No. 1983-
No. 45795. On the other hand, the transmission mechanism control means for controlling the state of the transmission mechanism is provided with a clutch 17 for controlling the reduction ratio and a servo 16 for turning on and off the brake 18.
In order to control this, a 2nd-3rd speed control valve 11, a low speed adjustment valve 12, a speed change valve 13, a low speed suppression valve 14, a transition valve 15, etc. are installed. These valves are composed of electromechanical conversion elements such as electromagnetic solenoids, and control the hydraulic pressure transmitted from the pump 2 to the servo 16 using electrical output signals from the microprocessor 24, turning the clutch 17 and brake 18 on and off. It is something to control. In order to keep the oil pressure of each of the above-mentioned valves and torque converter 20 constant, check valve 5, control pressure adjustment valve 3, converter pressure adjustment valve 4, modulator valve 6,
A throttle valve 7, a downshift valve 8, a modulator valve 9, and a compensating stator valve 10 are provided. Some of these valves can be omitted if the microprocessor 24 is provided with a control function. The pump 2 may be an internal gear pump, a vane type pump, or the like, and its discharge pressure is approximately 5 to 15 kg/cm ² . Oil with relatively low viscosity is used as hydraulic oil for hydraulic systems. One of the functions of the second control device group (various valves 11 to 15) is the reduction ratio of the transmission element (generally the ratio of the rotation speed N _e of the internal combustion engine 29 to the rotation speed of the final drive machine on the load 30 side). , which is determined by the speed ratio of the transmission and the reduction ratio of the final drive, but here they are collectively referred to as the reduction ratio). In FIG. 1, the output of the microprocessor 24 controls the control valves 11 to 11.
14 is actuated to connect or disconnect clutches 17 labeled c ₁ , c ₂ , c ₃ , and c ₄ . This combination controls the reduction ratio as shown in Table 1. Although the torque converter 20 is illustrated as the main clutch of the transmission element, a fluid coupling, a hydraulic clutch, a magnetic clutch, a friction clutch, etc. may also be used.

[Table] The clutch 17 that switches the planetary gear mechanism 19 can be a wet multi-plate clutch, a conical clutch, a band brake, a one-way clutch, etc., and its friction materials include sawn lumber made of asbestos and cellulose fibers,
A quasi-metallic material made of inorganic powder, a sintered metallic material, etc. are used. The reduction ratio and rotational force transmission characteristics of the transmission element will be explained below. Now, if the rotation speed of the axle is Nv, the rotation speed of the internal combustion engine is Ne, and the reduction ratio is x, then x=Ne/Nv... (1) Also, if the vehicle speed (load) is V and the radius of the tire is R, then , Nv=60/2πR・V...(2) If the running resistance on the load side is F, the torque T of the internal combustion engine is T=1/xF・R...(3). If x is too large for the given V and F, Ne will increase and engine friction, pumping loss, etc. will increase. It also results in increased noise and fuel consumption. On the other hand, if x is too small, the engine will enter the range of the engine's power mixture ratio and will consume a large amount of fuel. For example, x=1, T=10Kg・m, Ne=
What was hot at 2000rpm is x=1.4 and T=7.2Kg・
If m, Ne = 2800 rpm, the fuel efficiency is 220
from 260g/ps・h, an increase of approximately 20%. Also, x=0.6, T=16.7Kg・m, Ne=
At 1200rpm, the fuel consumption rate becomes 235g/ps・h, an increase of about 7%. Therefore, information regarding the required F/V is input from the sensor group (for F, information regarding the intake negative pressure of the internal combustion engine, throttle valve opening, shaft torque, etc.) (1),
The logical operations of equations (2) and (3) are executed by the microprocessor 24, information regarding the first and second control device groups (for example, reduction ratio) is output, and the reduction ratio is adjusted within a range that does not enter the output range. By operating the second control device group so that the fuel consumption rate becomes a small value, it becomes possible to reduce the fuel consumption rate. FIG. 2 is a diagram showing changes in engine speed and vehicle speed at startup, where the horizontal axis shows elapsed time from startup, and the vertical axis shows vehicle speed and engine speed. In general, in the case of manual shifting, the minimum rotational speed of the engine
Assuming that Nemin is 1000 rpm, the gear ratio is changed so as not to fall below this value. That is, when the gear shift position is 1st gear, the clutch is slid to point a, and when the gear shift position is 4th gear, the clutch is slid to point b, and during this time, the vehicle speed gradually increases. FIG. 3 is a block diagram showing an example of a fuel control device.
01 is installed. In the case of Fig. 2, as the vehicle speed and engine speed increase, the opening degree of the throttle valve 101 is increased, and the torque of the engine 29 is increased beyond the load resistance, thereby preventing the engine speed from decreasing and stalling. To prevent this, the output of the microprocessor 24 directly operates the throttle valve drive device 102 to open the throttle valve 101. As this throttle valve drive device 102, an electric motor, suction negative pressure, hydraulic servo mechanism, or the like is used. The magnitude of the load resistance is calculated by inputting information regarding the weight of the vehicle, tire friction, coefficient, reduction ratio, slope of the road surface, etc. to the microprocessor 24.
Or measure the change in the rotation speed of the engine 29,
The load resistance can be indirectly measured by opening the throttle valve 101 so that it does not fall below Nemin.
On the other hand, the opening degree of the throttle valve 101 and the torque of the engine 29 are determined by the values of the first parameter group such as the rotation speed, and a signal indicating the required opening degree is output from the microprocessor 24 to the throttle valve driving device 102. Ru. In the case of a diesel engine, an injection amount control device 1 that controls the amount of fuel injection supplied to the injection nozzle 103
04 is controlled in the same manner as the throttle valve 101 described above to prevent engine 29 from misfiring. fluid clutch,
In the case of a fluid torque converter, the load and engine 29
Since the load resistance does not directly act on the engine 29 even if the engine 29 is connected, the engine 29 will not stall.
However, if the throttle valve opening and the amount of fuel injected are not provided to maintain the torque required for the pump blades 21 to idle, the pump stalls. That is, it is one of the requirements of the present invention that the fuel control device 26, which is one of the first control device group, is provided with a means for limiting a decrease in the rotational speed. As the above-mentioned means for limiting the rotation speed drop, the throttle valve 1
A stopper 105 is installed to restrict the movement of the throttle valve lever 106 of 01. Since this stopper 105 is of a screw type, the limit position can be adjusted. In the case of diesel engines, it is appropriate to mechanically limit the stroke of the fuel pump piston. As can be seen from Figure 2, starting from 1st gear can minimize slip loss.
When switching from 1st gear to 4th gear after the time indicated by point c, the engine speed decreases from 5000 rpm to 1200 rpm, causing the clutch to slip. In this case, you can prevent the clutch from slipping by connecting it when the engine speed drops from 5000rpm to 1200rpm. If the clutch is engaged when the engine speed is lower than this, the clutch will slip and the engine will speed up. At this time, the inertial energy of the engine rotating parts is transferred, and if the clutch is engaged in a region where the engine speed is high, the inertial energy is given to the vehicle side. Therefore, by effectively utilizing this inertial energy, fuel consumption can be saved. Figure 4 is a diagram explaining the rotation transmission mechanism of the engine.
Rotation of drive shaft 201 rotated by engine 29 rotates gear 204 via clutch 203 . The rotation of gear 204 is transmitted to gear 205 meshing with gear 204, causing driven shaft 206 to rotate. FIG. 4a shows a case where the rotation of the engine 29 is transmitted to the gear 204, and the driven shaft 206 is rotated at a speed of 1/5 by the combination of the gears 204 and 205 with a reduction ratio x=5. . That is, the rotation speed of the engine 29 is 5000 rpm, and the driven shaft 206 is rotated at 1000 rpm. Next, when the clutch 203 is released, the gear ratio x is set to 1, and the clutch 203 is connected again, the driven shaft 206 is at 1000 rpm, as shown in Figure 4b. , the torque determined by the capacity of the clutch 203 acts, and the rotation speed of the engine 29 starts from 5000 rpm.
Gradually reduce speed to 1000rpm. At this time, the inertial energy of the drive shaft 201 is transmitted to the driven shaft 204 side. In the case of a fluid clutch or a liquid torque converter, the rotation speed of the drive shaft 201 is high, so the transmitted torque is large and inertial energy can be easily transmitted. As mentioned above, the clutch 203 causes a slipping phenomenon, but the relationship between the vehicle speed V and the engine rotation speed Ne at this time is Ne _e = 60V x / 2πR ... (4), while the shaft torque is T =R/xF...(5). Now, considering the case of acceleration with V=λt and F constant, e=60・x/2πR・Neλ・t (6), and the smaller x/N _e , the smaller e becomes. Also, the time t ₀ at which e=1 becomes t ₀ =2πRNe/λ・60・x (6′), so the loss L from 0 to t ₀ is L=∫to0RF・60/2πR・λtdt ……(6″) ∝F・t ₀ ²・λ As can be seen from equation (6″), in order to reduce the loss L at the time of starting, reduce F and Ne, and x
need to be increased. In order to maintain Ne constant, a second control device group inputs information on a second related parameter group to the microprocessor 24, and simultaneously controls the transmitted torque and engine torque to match them. This is possible by doing so. Generally, the maximum transmission torque of the clutch 203 is greater than the maximum torque of the engine 29, so it is inevitable that Ne will decrease in the coupled state of the maximum transmission torque. Therefore, the transmitted torque itself is controlled. Figure 5 is a sectional view showing an example of a friction clutch.
Pressure plate 302 is pushed by pressure spring 303;
Friction plate 308 transmits the torque of flywheel 301 to transmission shaft 304 via spline joint 305 . The transmitted torque at this time is adjusted by controlling the force of the pressure spring 303 by the operation force of the operation cylinder 312 via the cutoff lever 307, the cutoff bearing 310, and the operation yoke 311. This operating force changes the hydraulic pressure acting on the operating cylinder 312 to the control valve 313.
controlled by adjusting the . When the hydraulic pressure of the operating cylinder 312 is increased, the pressure spring 3
03 is compressed, the force pushing the friction plate 308 becomes weaker, and the transmitted torque becomes smaller. When the transmitted torque is smaller than the engine torque, the engine speed does not decrease. The control valve 313 is controlled by the microprocessor 24.
is controlled via the connecting means by the output of. 6 and 7 are cross-sectional views showing how the clutch case 306 and the pressure plate 302 are connected. clutch case 306
and the pressure plate 302 are movably connected by a spring band steel 309. In the case of an electromagnetic clutch, an electromagnetic solenoid is used in place of the hydraulic cylinder 312 in FIG. FIG. 8 is a sectional view of the centrifugal clutch. Since the torque transmitted between the drive shaft 401 and the driven shaft 402 depends on the rotation speed, when the load is large, the engine rotation speed tends to increase, causing slip loss. Therefore, the direct coupling clutch 32 shown in FIG. 1 is used in combination to control the transmitted torque in accordance with the engine speed and load, which are the information of the first parameter group. FIG. 9 is a diagram showing the relationship between the rotational speed and torque of a centrifugal clutch. Torque is proportional to the square of the rotational speed, and its characteristics are similar to those of a fluid clutch. FIG. 10 is a sectional view showing the structure of an electromagnetic powder type automatic clutch, in which an excitation coil 503 is disposed in a driving member 501, and an electromagnetic powder 504 is provided in a gap between it and a driven member 502.
is interposed. When the excitation coil 503 is energized, the electromagnetic particles are connected in a chain and transmit torque. The transmitted torque is proportional to the amount of excitation current and is not affected by slip. The electromagnetic powder is an ellipsoid close to a sphere with a diameter of 60μ or less, and a 12% C _r - F _e alloy is used.
Note that the gap where the electromagnetic powder 504 exists is 0.6~
It is about 0.8mm. FIG. 11 is a diagram showing the relationship between the excitation current and the transmitted torque of the electromagnetic powder type automatic clutch, and shows that there is a proportional relationship. If you want to increase the transmitted torque in proportion to the square of the engine speed, as with a fluid clutch, in addition to the microprocessor 24, you can use a dynamo, ignition pulse signal, variable resistance control using the accelerator pedal, etc. The current of the excitation coil 503 may be controlled according to the above. FIG. 12 is a diagram showing the relationship between engine speed and torque, and torque T increases in proportion to the square of the engine speed. If the resistance of the car when starting is T ₀ , the car remains stationary until the engine speed reaches N ₀ . Now, if the torque of the engine is T _e and the angular velocity is ωe, then T _e −T=I _e dωe/dt (7) where I _e is the inertia of the rotating part of the engine. Moreover, if T=kωe ² , then T _e =kωe ² +I _e dωe/dt (8). Therefore, when the throttle valve is opened to generate T _e , the engine is accelerated by the difference between T _e -T in FIG. 12 and reaches point B. In these cases, the vehicle will be accelerated by the difference between T and _T0 . FIG. 13 is a diagram showing changes in the angular velocity ωe of the engine side drive shaft and the angular velocity ωv of the driven shaft, where the horizontal axis shows elapsed time and the vertical axis shows ωe. A slip occurs until t ₀ when ωe = ωv. If such a transmitted torque is applied, ωe at the time of starting will be reduced and the engine will not misfire. If T _e <T ₀ , the slip continues at the point N ₀ ' in Figure 12. Figure 14 is a diagram showing the relationship between vehicle speed and transmitted torque. Considering the engine braking effect and the durability of the clutch, a constant rated torque is provided regardless of the engine speed above a certain vehicle speed. It's causing a slip. Releasing the clutch during gear changes when switching the planetary gear mechanism 19 is performed by cutting off the current in the excitation coil 503 shown in FIG. 10, and passing a small amount of current in the opposite direction to eliminate residual magnetism. ing. In this case, if the clutch starts with the planetary gear in top gear, the clutch is likely to burn out, so information regarding the gear position is input to the microprocessor 24 to change the current in the excitation coil 503 when in top gear. In this way, a control circuit is added that controls the transmitted torque and lowers the stall rotational speed, making it practically impossible to start in top gear. In addition, to prevent a stopped car from creeping while idling, the position of the accelerator pedal is detected when the speed is below the governor speed, and when the pedal is released, the microprocessor 24 outputs a signal to reduce the excitation current of the clutch. I try to let them do it. In Fig. 13, when the rated transmission torque is set in the region where ωv is small, the transmission torque suddenly changes, so
The starting feeling is impaired. If the governor speed setting value during deceleration is too low,
The engine is more likely to stall due to the delay in the onset of sudden braking. Also, if it is too high, the clutch torque discontinuity when going downhill will be emphasized, which will impair the feeling of rolling. To prevent these, the microprocessor 2
In step 4, the appropriate transmission torque is logically calculated and the output is used for operation. A torque converter 20 shown in FIG. 1, a friction clutch shown in FIG. 5, a centrifugal clutch shown in FIG.
The transmission torque of the magnetic particle clutch shown in FIG. 0 is controlled by the output of the microprocessor 24 as described above. In addition, the state of the engine is determined by the transmission torque of the transmission element,
It depends on the reduction ratio of the gear mechanism 19. From this, if the throttle valve opening is set to a constant opening,
Ne and T are constant, and F can be accelerated at a constant value at vehicle speed V=λt. On the other hand, if the clutch is connected when Ne=60V/2πR・x<Nemin (9), the engine will easily stall. When climbing a hill, if the amount of accelerator depression is small, Ne < Nemin tends to occur. Increasing the amount of depression of the accelerator to prevent this has the disadvantage of increasing slippage, which increases loss. Therefore, under the condition Ne > Nemin, Ne is Nmin
It is most effective to maintain the clutch plate close to Ne and connect the clutch plate when the vehicle speed matches Ne. To do this, information regarding Ne is input to the engine torque, transmission torque, and the microprocessor 24, and the above information regarding the optimal throttle valve opening and transmission torque is output from the microprocessor 24, and the first and second controls are A group of devices can be controlled. In Figure 2, the clutch is slipping for about 2.5 seconds between points 0 and a. If the clutch is connected before this point, Ne<Nemin and the engine will stall. Now, if Ne = 1000 rpm and the fuel flow rate when the throttle valve is fully open is 4/h, approximately 2.5 cc of fuel will be consumed in 2.5 seconds, and 1.25 cc of fuel will be wasted due to slippage. If Ne=2000rpm, 2.5cc of fuel will be wasted. FIG. 15 is a diagram showing the change in rotational speed with respect to the clutch capacity T. When the clutch capacity is small and the engine is operated with a constant torque Te, T=Te−Ge/gk ² dωe/dt...(10) Here, G _e is the weight of the rotating part of the engine, and ωe is the engine is the angular velocity of rotation. When T=Te, ωe=0, and when T>Te, the rotational speed decreases as shown in FIG. 15. This is because T is compensated for by the inertial force of the engine rotating portion shown in the second term on the right side of equation (10). When actually starting a car, the driver depresses the accelerator pedal while releasing the clutch pedal to gradually engage the clutch. Therefore, since the torque changes as shown in FIG. 16, in the region where the engine torque Te is larger than the transmitted torque T, the engine speed does not decrease. FIG. 16 is a diagram showing the relationship between engine torque and transmitted torque at the time of starting. This shows a situation in which the clutch is operated so that the engine torque is greater than the transmitted torque to accelerate the start. In order to perform this clutch operation more appropriately, it is possible to input information on the engine torque and transmission torque to the microprocessor 24, and output a signal to determine the magnitude of the torque, thereby operating the throttle valve and clutch pedal appropriately. can. The relationship between the engine's rotational inertia and the angular acceleration of the engine's rotation is, before clutch engagement and synchronization, angular acceleration = engine torque + rotational inertia - resistance / vehicle inertia, but after synchronization, angular acceleration = engine's It acts like torque - resistance/vehicle inertia + rotational inertia. Figure 17 shows the engine rotation speed Ne and the drive shaft rotation speed.
FIG. 3 is a diagram showing the relationship with N _d . The rotational speed of the drive shaft increases rapidly up to the clutch connection point J, but once the clutch is engaged, power (engine torque) is consumed to increase the engine rotational inertia, and the rotational speed increases slowly. Generally, the weight W of the vehicle is 1000Kg, the inertia equivalent weight Wt of the rotating parts excluding the engine is 300Kg, the weight Ge of the rotating parts of the engine is 7.5Kg, and the rotation radius of the rotating parts of the engine k
When the effective radius R of the drive shaft is 0.32 m, the total reduction ratio i is 15, and the power transmission efficiency n is 0.9, the inertial force I is expressed by the following equation, and its value is as follows. I = (W + Wt) R ² /g + ni ² k ² Ge / g ... (11) I = 13.3 + 1.55 Now, if the transmitted rotational force T is 5 Kg・m and the rolling resistance coefficient μ is 0.02, then angular acceleration = 0.9 ×15×5−1000×0.02×0.3/13.3 =4.6rad/ ^s2 . The angular acceleration of the engine is 4.6 x 15 = 69 rad/s ² . Therefore, it takes about 2.3 seconds to reach 1500 rpm (157 rad/s). On the other hand, when the clutch is engaged, the angular acceleration is dω/dt=61.5/14.85=4.14rad/ ^s2 . Normally, the torque transmitted by the clutch is set to 1.5 to 2.5 times the maximum torque of the engine. As can be seen from the above, in order to prevent the engine from stalling when the clutch is engaged, it is sufficient to operate the clutch in a state where Te>T. As can be seen from equation (10), in this state
dωe/dt>0 can be maintained. At this time, when you release the clutch pedal, the value of T = Temax・(1.5 to 2.5) is displayed, so even if you fully depress the accelerator pedal,
dωe/dt<0, and the engine speed Ne decreases. Therefore, information regarding the angular velocity of the engine, the angular velocity of the driven shaft, or the acceleration of both can be input to the microprocessor 24, and information regarding the timing of engagement of the clutch can be outputted to prevent the engine from stalling. To quickly increase the angular velocity of the drive wheels, the vehicle's inertia and resistance must be reduced and the transmitted torque must be increased. If the transmitted torque is constant, as seen from equation (10), increase the engine torque Te,
The larger the inertia of the engine, the smaller the deceleration rate of the engine speed, so it is desirable that the engine torque Te be larger.
That is, when the specifications of the clutch are given, the transmission torque is given, and the control system at this time is such that the microprocessor 24 executes the following process. (1) Give the initial rotation speed Neo and press the accelerator pedal to the maximum torque in the economical driving range. (2) At this time, adjust the amount of clutch depression so that the transmitted torque becomes T ₀ '. (3) When the rotation speed of the drive wheels increases and reaches Neo, engage the clutch. (4) If the clutch is engaged before the point in (3),
The engine speed will be below Neo. in this case
Adjust the amount of clutch depression so that T ₀ ′ is achieved. (5) If the clutch is engaged after point (3), the acceleration of the car will decrease by the amount that the engine speeds up. In this case, the slip time generally increases, so (6) Release the accelerator pedal to reduce engine torque and engage the clutch early. Figure 18 is a diagram showing the relationship between the transmitted torque and the slip rotation speed, where the transmitted torque T is the engine torque Te.
The larger the value, the shorter the slip time. When switching from point A to point B in FIG. 2, the engine is decelerated, so T occurs even if Te=0, as seen from equation (10). When the clutch is connected at point A, the 15th
Since the rotation speed changes as shown in the figure, it is necessary to ensure Te such that Ne does not fall below the limit rotation speed. Furthermore, in order to keep the angular acceleration of the vehicle constant, it is necessary to adjust T by adjusting the amount by which the clutch is depressed. T is the engine speed to be reduced
The rate of decrease in Ne becomes smaller. The above is one of the main points of the present invention, by controlling the accelerator pedal, that is, the opening degree of the throttle valve according to the rotational transmission force of the clutch, and controlling the rotational transmission force according to the clutch sliding speed. The goal is to ensure optimal operation at all times, reduce fuel consumption, and purify exhaust gas. Note that when a large load is applied, such as during braking, the clutch applies torque T to the engine while slipping, so the rotational speed decreases even when the throttle valve is fully open. In this case, it is necessary to disengage the clutch before the rotational speed drops to the limit rotational speed. The control device of this embodiment determines the rotational speed of the engine and load, measures the slippage of the transmission element, inputs this slippage information to a microprocessor, calculates the optimum reduction ratio, and calculates the optimum clutch transmission force. Information is output and the transmission elements are controlled manually or by various control valves. In this way, the vehicle can be operated with the optimal reduction ratio and optimal clutch transmission, resulting in improved operational performance, fuel savings, and exhaust gas purification. Furthermore, since the absolute value of the vehicle speed is measured, changes in tire diameter, etc. can be calculated by a microprocessor using the relationship in equation (2), and the optimum reduction ratio and optimum clutch transmission force can be corrected. This also has the advantage of being able to detect abnormalities in tire air pressure, wear, etc. On the other hand, since a hydraulic clutch, a magnetic powder clutch, or the like can be used as the clutch, there is an advantage that a direct connection state with no power loss can be created. This magnetic powder clutch and the gear train of the gear transmission can be controlled by a servo motor, and has the advantage that overtop (speed increase ratio 0.7 to 0.85) control can be added. The embodiment shown in Fig. 1 shows the case of an automatic cycle engine, but in the case of a diesel engine, a fuel injection amount control device and an injection timing control device are used as the first control device group. Become. The internal combustion engine control device of the present invention has the effect of improving the compatibility between the engine and the load, improving driving performance, achieving fuel economy, and reducing harmful component gas emissions and noise.

[Brief explanation of drawings]

Fig. 1 is an explanatory diagram of a control device for an internal combustion engine which is an embodiment of the present invention, Fig. 2 is a diagram showing changes in engine speed and vehicle speed at startup, and Fig. 3 is an example of a fuel control device. 4 is an explanatory diagram of the rotation transmission mechanism of the engine, FIG. 5 is a sectional view showing an example of a friction clutch, and FIGS. 6 and 7 are sectional views showing how to connect the clutch case and pressure plate. Figure 8 is a sectional view of the centrifugal clutch, Figure 9 is a diagram showing the relationship between the rotation speed and torque of the centrifugal clutch, Figure 10 is a sectional view of the electromagnetic powder automatic clutch, and Figure 11 is a diagram showing the relationship between the rotation speed and torque of the centrifugal clutch. 12 to 18 are diagrams showing the relationship between the excitation current and transmission torque of the electromagnetic powder type automatic clutch, and FIGS. 12 to 18 are diagrams showing various relationships between the rotation of the engine and the transmission element. 11-15...second control device group, 16-23,
32...Transmission element, 24...Microprocessor, 2
5...Sensor terminal, 26-28...First control device group, 29...Internal combustion engine, 30...Load, 31...Display device.

Claims (1)

[Claims] 1. (a) A transmission mechanism that connects an internal combustion engine to driven wheels of an automobile; (b) At least one engine operation control means that controls the operation of the internal combustion engine; (c) The transmission mechanism at least one transmission mechanism operation control means for controlling the operation of the internal combustion engine; (d) engine operation detection means for detecting the operation state of the internal combustion engine; and transmission mechanism operation detection means for detecting the operation state of the transmission mechanism; (e) An engine operation control signal of the engine operation control means based on information from the engine operation detection means and the transmission mechanism operation detection means, and a transmission mechanism operation control of the transmission mechanism operation control means that has a specific relationship with the engine operation control signal. A control device for an internal combustion engine comprising a shared control signal generating means for generating a signal.