WO2012023206A1 - 車両用エンジンの制御装置 - Google Patents
車両用エンジンの制御装置 Download PDFInfo
- Publication number
- WO2012023206A1 WO2012023206A1 PCT/JP2010/064079 JP2010064079W WO2012023206A1 WO 2012023206 A1 WO2012023206 A1 WO 2012023206A1 JP 2010064079 W JP2010064079 W JP 2010064079W WO 2012023206 A1 WO2012023206 A1 WO 2012023206A1
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- WIPO (PCT)
- Prior art keywords
- engine
- clutch
- power transmission
- transmission system
- inertia
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
- F02D41/022—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the clutch status
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/602—Pedal position
Definitions
- the present invention relates to a vehicle engine control device, and more particularly to a fuel cut of an engine.
- Patent Document 1 in a vehicle equipped with a manual transmission (manual transmission), when a condition for stopping fuel injection is satisfied when shifting the manual transmission, the fuel injection is not immediately stopped when the condition is satisfied. A delay time is set, and the fuel injection is stopped after the delay time elapses. In particular, a technique is disclosed in which the delay time is set shorter at the time of upshifting than at the time of downshifting.
- the delay time is set as described above, the fuel injection is quickly stopped at the time of upshift, and the decrease in engine speed is accelerated, so the engine speed at the time of upshift is adjusted quickly. As a result, a quick shift is possible. Further, since the fuel injection is continued during the downshift as compared with the upshift, a decrease in the engine rotational speed is suppressed, so that the engine rotational speed during the downshift is quickly adjusted, and a quick shift is possible. .
- the fuel cut return rotational speed at which the fuel injection to the engine is restarted is determined in advance, and the engine rotational speed is reduced to the fuel cut return rotational speed. Then, fuel injection is performed again and the engine is returned.
- the fuel cut return rotational speed is such that the lower the rotational speed, the longer the fuel cut is performed and the better the fuel consumption. However, this rotational speed is determined during fuel injection in consideration of the load on the engine. The speed is set so that the engine can be restored.
- the fuel cut return rotational speed engages a clutch that selectively interrupts power transmission between a power transmission system including the manual transmission and the engine.
- Patent Document 1 does not describe any means for solving the problem.
- the present invention has been made in the background of the above circumstances, and its object is to control a vehicle engine that performs so-called fuel cut that stops fuel injection when a predetermined fuel cut condition is satisfied. It is an object of the present invention to provide a control device for a vehicle engine that can improve fuel efficiency by extending the time during which the fuel injection is stopped.
- the gist of the present invention is (a) a control device for a vehicle engine that stops fuel injection when a predetermined fuel cut condition is satisfied, and (b) fuel injection is performed.
- a control device for a vehicle engine that stops fuel injection when a predetermined fuel cut condition is satisfied
- fuel injection is performed.
- the engine can be started even when fuel injection is started at a lower rotational speed than when the inertia ratio is large, that is, the engine can be returned to operation. Therefore, when the ratio of inertia of the power transmission system acting on the rotation of the output shaft of the engine is small, even if fuel injection is started at a lower rotational speed than when the ratio of inertia of the power transmission system is large, the engine Since the startability of the engine is ensured and the time during which the fuel injection is stopped is extended, the fuel consumption can be improved.
- a clutch capable of interrupting power transmission between the engine and the power transmission system is interposed between the engine and the power transmission system, and (b) The ratio of the inertia of the power transmission system acting on the rotation of the output shaft of the engine is small when the clutch is released, and (c) the inertia of the power transmission system acting on the rotation of the output shaft of the engine When the ratio is large, the clutch is engaged.
- Fuel injection is started at a lower engine speed than when the clutch with a large clutch is engaged.
- the clutch is released, the power transmission between the engine and the power transmission system is interrupted and the load on the engine is reduced, so that fuel injection is performed from a state where the engine is at a lower rotational speed than when the clutch is engaged. Even if the engine is started, it is possible to return to the engine operation, and the startability of the engine is ensured. Therefore, when the clutch is released, the ratio of the inertia of the power transmission system acting on the rotation of the output shaft of the engine is small. Even when fuel injection is started at a lower rotational speed than when the clutch is engaged, the engine startability is improved. Is ensured and the time during which the fuel injection is stopped is extended, so that the fuel consumption can be improved.
- a clutch capable of interrupting power transmission between the engine and the power transmission system is interposed between the engine and the power transmission system, and (b) the power The transmission system is configured to include a transmission, and (c) the ratio of the inertia of the power transmission system acting on the rotation of the output shaft of the engine is small when the clutch is engaged, and The transmission is in a neutral state, and (d) the ratio of the inertia of the power transmission system acting on the rotation of the output shaft of the engine is large when the clutch is engaged and the speed change It is when the machine is in a gear stage formation state. In this way, when the clutch is engaged and the transmission is in the neutral state, the power transmission path is interrupted by the transmission even if the clutch is engaged.
- the load on the engine decreases.
- the transmission is in the gear stage formation state, a power transmission path is formed between the engine and the drive wheels, so that the ratio of the inertia of the power transmission system acting on the rotation of the output shaft of the engine increases. , The load on the engine increases.
- the transmission is in the neutral state, the load on the engine decreases as the inertia ratio of the power transmission system acting on the rotation of the output shaft of the engine decreases. Even if fuel injection is started from this time, it is possible to return to engine operation and to ensure engine startability. Therefore, when the transmission is in the neutral state, the engine startability is ensured even when the fuel injection is started at a lower rotational speed than when the gear stage is formed, and the time during which the fuel injection is stopped is reduced. Therefore, fuel consumption can be improved.
- a clutch capable of interrupting power transmission between the engine and the power transmission system is interposed between the engine and the power transmission system, and (b) an output of the engine
- the ratio of the inertia of the power transmission system acting on the rotation of the shaft is configured to decrease as the clutch stroke of the clutch increases, and (c) the engine rotation speed at which the fuel injection is started is determined by the clutch clutch of the clutch. It is characterized by being set to a lower value as the stroke becomes larger. In this way, as the clutch stroke increases, the ratio of the inertia of the power transmission system acting on the rotation of the output shaft of the engine decreases, so the load on the engine decreases.
- the engine rotation speed at which fuel injection is started decreases as the clutch stroke increases, but the load on the engine is also reduced, so that the engine operates even when fuel injection is started from the low engine speed state. It is possible to return to, and engine startability is ensured. Therefore, as the clutch stroke increases, even if the engine speed at which fuel injection is started is set to a low value, engine startability is ensured and the time for which fuel injection is stopped is extended. , Fuel economy can be improved.
- the engine speed at which the fuel injection is started is set to a lower value as the clutch operating speed is further increased.
- the clutch operating speed is high, the clutch is predicted to be quickly released. Therefore, even if the rotational speed at which the fuel injection of the engine is started decreases, the clutch is released and the engine is released. As the load on the engine becomes smaller, it becomes possible to return to engine operation. Moreover, since the time during which fuel injection is stopped is extended, fuel efficiency can be improved.
- the ratio of the inertia of the power transmission system acting on the rotation of the output shaft of the engine is determined based on the clutch stroke which is the operation amount of the clutch pedal. In this way, by detecting the clutch stroke, it is possible to determine the ratio of inertia of the power transmission system that acts on the rotation of the output shaft of the engine. Since the clutch engagement state and the clutch stroke are in a one-to-one relationship, the clutch transmission state based on the clutch stroke, in other words, the ratio of the inertia of the power transmission system acting on the rotation of the engine output shaft. Can be judged.
- the predetermined fuel cut condition corresponds to a case where the vehicle is decelerating and the engine rotational speed is higher than a preset rotational speed at which fuel injection is started.
- the inertia of the power transmission system is the sum of the inertias (inertial forces) of the rotating members constituting the power transmission path from the engine rotating with the engine to the drive wheels. It corresponds to what was excluded. Specifically, this corresponds to the sum of inertial forces including a transmission, a differential gear device, an axle, and the like.
- the clutch is a friction clutch in which the transmission torque capacity of the clutch gradually decreases as the clutch stroke increases, and the clutch is completely released when the clutch stroke exceeds a predetermined value.
- the clutch since the torque capacity of the clutch gradually decreases in proportion to the clutch stroke, the load on the engine gradually decreases as the clutch stroke increases, and when the clutch stroke exceeds a predetermined value, the clutch is completely The torque transmission between the engine and the power transmission system is interrupted.
- the transmission is constituted by a synchronous mesh type manual transmission, and the engagement state of the clutch is adjusted in accordance with a clutch stroke change based on a depression operation of a clutch pedal by a driver.
- FIG. 1 is a skeleton diagram illustrating a schematic configuration of a vehicle drive device to which the present invention is applied. It is a figure which shows schematically the structure for engaging and releasing the schematic structure of the clutch of FIG. 1, and a clutch according to a driver
- FIG. 1 is a skeleton diagram illustrating a schematic configuration of a vehicle drive device 10 to which the present invention is applied.
- the vehicle drive device 10 is for an FF (front engine / front drive) vehicle. 14, a manual transmission 16, a final reduction gear 18, and the like.
- the manual transmission 16 is disposed in a common housing 20 together with the final reduction gear 18 to constitute a transaxle.
- the manual transmission 16 is immersed in a lubricating oil filled in a predetermined amount in the housing 20. It comes to be lubricated with.
- the manual transmission 16 is provided with a plurality of transmission gear pairs 28a to 28e having different gear ratios between a pair of parallel input shaft 24 and output shaft 26 and constantly meshing, and the transmission gear pairs 28a.
- a parallel shaft type constant mesh transmission mechanism provided with a plurality of mesh clutches 30a-30e corresponding to -28e and any of the three clutch hub sleeves 32a, 32b, 32c of the mesh clutches 30a-30e And a shift / select shaft 34 that shifts the gear position in order to change the gear position so that a forward fifth gear is established.
- the input shaft 24 and the output shaft 26 are further provided with a reverse gear pair 36, which meshes with a reverse idle gear provided on a counter shaft (not shown) to establish a reverse gear.
- the input shaft 24 is connected to the clutch output shaft 37 of the clutch 14 by a spline portion 35, and the output gear 26 is disposed on the output shaft 26 and meshed with the ring gear 40 of the final reduction gear 18. Yes.
- the meshing clutches 30a to 30e are all constantly meshing synchronous meshing clutches.
- the gear ratio (the rotational speed of the input shaft 24 / the output shaft 26) is increased.
- the first gear position having the highest rotation speed) is established, and the engagement gear 30d is engaged, whereby the second gear position having the second largest gear ratio is established and the engagement clutch 30c is engaged.
- the third gear position with the third largest gear ratio is established, and the engagement gear 30b is engaged to establish the fourth gear position with the fourth largest gear ratio, and the engagement clutch 30a is engaged.
- the fifth shift speed with the smallest speed ratio is established.
- the final reduction gear 18 is of a bevel gear type, and drive shafts 44R, 44L are connected to the pair of side gears 42R, 42L shown in FIG. 1 by spline fitting or the like, respectively, and left and right front wheels (drive wheels) 46R, 46L is driven to rotate.
- FIG. 2 shows a schematic structure of the clutch 14 inserted between the engine 12 and the power transmission system of FIG. 1, and for engaging and releasing the clutch 14 in accordance with a driver's clutch pedal operation.
- the mechanism is shown schematically.
- the clutch 14 includes a flywheel 52 attached to a crankshaft 50 that functions as an output shaft of the engine 12, a clutch disk 56 disposed on the clutch output shaft 37, a pressure plate 60 disposed on a clutch housing 58, and a pressure plate.
- a diaphragm spring 62 that transmits power by pressing the clutch disk 56 by urging 60 to the flywheel 52 side, a clutch release cylinder 64 that functions as a clutch actuator, and a flywheel through the release fork 66 by the clutch release cylinder 64 Release three that displaces (disconnects) the clutch 14 by moving the inner end of the diaphragm spring 62 to the flywheel 52 side (left direction in the figure) by being moved to the 52 side (left direction in the figure). And it is configured with a 68.
- the electronic control unit 84 is configured to include a microcomputer, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM.
- the electronic control unit 84 represents a signal representing the engine rotational speed Ne from the engine rotational speed sensor 86 and a rotational speed of the input shaft 24 of the manual transmission 16 from the input shaft rotational speed sensor 88 (input shaft rotational speed Ni).
- a signal representing the lever position SS is supplied from the sensor 98.
- a signal representing a vehicle speed V from a vehicle speed sensor (not shown), a signal representing a throttle valve opening ⁇ TH from a throttle valve opening sensor, a signal representing an intake air amount Q from an intake air amount sensor, and an engine water temperature from an engine cooling water temperature sensor.
- a signal indicating foot brake ON / OFF, and the like are supplied from the brake switch.
- the electronic control unit 84 controls the fuel injection amount and injection timing of the fuel injection valve 94, controls the ignition timing of the spark plug with an igniter (not shown), and electronically controls with a throttle actuator such as an electric motor.
- the output state of the engine 12 is controlled by controlling the opening / closing of the throttle valve opening ⁇ TH of the throttle valve 96.
- FIG. 3 is a functional block diagram for explaining the main part of the control operation of the electronic control unit 84.
- each means surrounded by a one-dot chain line indicates a part of the function of the electronic control unit 84.
- the deceleration traveling determination means 102 shown in FIG. 3 determines whether or not the vehicle is in a deceleration traveling state.
- the deceleration travel determination means 102 determines the deceleration travel of the vehicle based on, for example, whether the accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 93 has become zero, that is, whether the depression of the accelerator pedal has been released. To do.
- the fuel cut control means 104 determines that the vehicle is in a decelerating running state by the deceleration running judgment means 102, and the fuel cut return rotation speed Nercv (fuel cut return rotation) at which the engine speed Ne at that time is preset. When the speed is greater than or equal to (speed), the fuel injection to the engine 12 is stopped. Specifically, the fuel injection is stopped by temporarily closing the fuel injection valve 94. By executing the fuel cut control means 104, the fuel consumption is reduced, so that the fuel consumption is improved. Further, the fuel cut control means 104 resumes the fuel injection by the fuel injection valve 94 and returns the engine 12 when the engine speed Ne decreases to the fuel cut return rotational speed Nercv.
- the return of the engine 12 corresponds to a state in which the fuel injected into the cylinder of the engine 12 is burned and the engine 12 is operated again.
- the condition in which the vehicle is in a decelerating running state and the engine rotational speed Ne is equal to or higher than the fuel cut return rotational speed Nercv corresponds to the predetermined fuel cut condition of the present invention.
- the fuel cut return rotational speed Nercv is obtained in advance by experiments and calculations.
- the fuel cut return rotational speed Nercv is set based on the state in which the clutch 14 capable of intermittently connecting the power transmission path between the engine 12 and the power transmission system is engaged.
- the inertia inertial force
- the rotation speed Nercv is set to a rotation speed in consideration of the inertia. Specifically, the rotational speed at which the engine 12 can be restored in a state where the inertia of the power transmission system is applied to the engine 12 is obtained by experiments or the like.
- the inertia of the power transmission system corresponds to the total sum of inertias (inertial forces) of the rotating members constituting the power transmission path between the clutch 14 and the drive wheels 46, and specifically, rotates together with the engine 12.
- the inertia of the power transmission system acts on the engine 12, the inertia acts to suppress a change in the engine rotational speed Ne when the engine rotational speed Ne is increased when the engine is restored. Therefore, the rotational speed Ne of the engine 12 is increased. It becomes a load (resistance) when raising.
- the ratio of the power transmission system inertia that acts on the rotation of the crankshaft 50 of the engine 12 in the power transmission system inertia decreases. Even when the clutch 14 is engaged, when the manual transmission 16 is in the neutral state, the power transmission path is interrupted in the manual transmission 16, so that the crankshaft 50 of the engine 12 rotates. The ratio of the inertia of the power transmission system that acts on the engine becomes small. On the other hand, when the clutch 14 is engaged and a predetermined gear stage is formed in the manual transmission 16, the power transmission path between the engine 12 and the drive wheels 46 is Therefore, the inertia ratio of the power transmission system that acts on the rotation of the crankshaft 50 of the engine 12 is increased.
- the fuel cut return rotational speed Nercv is set based on the case where the inertia ratio of the power transmission system acting on the engine 12 is large, that is, the state where the clutch 14 is completely engaged.
- the cut return rotational speed Nercv was set to a high value.
- the inertia of the power transmission system does not act on the engine 12, that is, it acts on the rotation of the crankshaft 50 of the engine 12. Since the ratio of the inertia of the power transmission system is small, when the engine 12 is returned, the load applied to the engine 12 is smaller than when the clutch is engaged. Therefore, when the clutch is disengaged, even if the fuel cut return rotational speed Nercv is set to a lower rotational speed than when the clutch is engaged, the load on the engine 12 is small, so the engine 12 can be returned.
- the ratio of the inertia of the power transmission system that acts on the rotation of the crankshaft 50 that functions as the output shaft of the engine 12 among the inertia of the power transmission system is small, that is, the load on the engine 12 is small.
- the fuel cut return rotational speed Nercv for starting fuel injection to the engine 12 is set to a low rotational speed.
- the range of engine speed Ne where fuel cut is executed is expanded to improve fuel efficiency.
- the ratio of the inertia of the power transmission system that acts on the rotation of the crankshaft 50 of the engine 12 changes according to the engagement state of the clutch 14, by detecting the engagement state of the clutch 14, The size can be determined.
- the engaged state of the clutch 14, specifically, whether the clutch 14 is in an engaged state (fully engaged) or a released state is an operation amount of the clutch pedal 70 detected by the clutch stroke sensor 90. This can be determined based on the clutch stroke CS. This is because the engagement state of the clutch 14 can be determined by detecting the clutch stroke CS because the clutch stroke CS and the engagement state of the clutch 14 are in a one-to-one relationship.
- the clutch stroke CS is zero, that is, when the clutch pedal 70 is not depressed at all, the clutch 14 is engaged (completely engaged), and the power transmission system acting on the rotation of the crankshaft 50 of the engine 12 is engaged.
- the percentage of inertia increases.
- the clutch pedal 70 is depressed, the clearance of the clutch 14 is preliminarily formed until the predetermined clutch stroke CS. Therefore, the clutch stroke CS is not changed as when the clutch 14 is engaged.
- Exceeds the value CS1 the clutch 14 gradually slips (semi-engaged), and as the clutch stroke CS increases, the transmission torque capacity of the clutch 14 decreases and acts on the rotation of the crankshaft 50 of the engine 12.
- the ratio of inertia in the power transmission system decreases.
- the obtained fuel cut return rotational speed Nercv is stored in the storage means 106 shown in FIG.
- the fuel cut return rotational speed Nercv is obtained not only by the fuel cut return rotational speed Nercv corresponding to the clutch stroke CS but also by the experiment or calculation in advance as a value corresponding to the clutch operation speed CS ′ which is the rate of change of the clutch stroke CS.
- the storage means 106 stores in the storage means 106.
- the clutch operation speed CS ' is high, it is predicted that the clutch 14 is quickly released even if the clutch stroke CS has the same value. Accordingly, the fuel cut return rotational speed Nercv is set to a low value based on the fact that the clutch 14 is predicted to be released as the clutch operation speed CS ′ increases.
- the clutch operating speed CS ' is obtained by the clutch operating speed calculating means 108 shown in FIG.
- the clutch operation speed calculation means 108 calculates the clutch operation speed CS 'at the moment by differentiating the clutch operation speed CS' with the clutch stroke CS sequentially detected by the clutch stroke sensor 90 over time.
- FIG. 4 is an example of a two-dimensional table showing the fuel cut return rotational speed Nercv (rpm) with respect to the clutch stroke CS and the clutch operation speed CS ′ stored in advance in the storage means 106.
- the fuel cut return rotational speed Nercv is defined by a two-dimensional table based on, for example, the clutch stroke CS and the clutch operation speed CS ′ as shown in FIG.
- the fuel cut return rotational speed Nercv decreases. This is because, as described above, as the clutch stroke CS increases, the ratio of the inertia of the power transmission system that acts on the rotation of the crankshaft 50 of the engine 12 via the clutch 14 decreases. Further, as the clutch operation speed CS ′ increases, the fuel cut return rotational speed Nercv decreases. This is because, as described above, when the clutch operation speed CS ′ increases, it is predicted that the clutch 14 is quickly released.
- the fuel cut return rotational speed Nercv is determined from the two-dimensional table based on the current clutch stroke CS and the clutch operation speed CS ′. Specifically, based on the two-dimensional table, the fuel cut return rotational speed Nercv corresponding to the current clutch stroke CS and clutch operating speed CS ′ is obtained by an interpolation method or the like.
- FIG. 5 shows a tendency of the fuel cut return rotational speed Nercv with respect to the clutch stroke CS in the two-dimensional table of FIG.
- the rotational speed Nercv is set to the highest value N1 when the clutch is engaged.
- the fuel cut return rotational speed Nercv is gradually reduced.
- the clutch stroke CS exceeds the clutch stroke CS1
- the transmission torque capacity of the clutch 14 is gradually decreased with the increase of the clutch stroke CS, so the ratio of the inertia of the power transmission system acting on the rotation of the crankshaft 50 of the engine 12 is also the same. Gradually reduced. Therefore, the fuel cut return rotational speed Nercv is set to a low value as the clutch stroke CS increases.
- the fuel cut return rotational speed Nercv becomes a constant value at the lowest value N2.
- the clutch stroke CS reaches the clutch stroke CS2
- the clutch 14 is completely disengaged, so that the power transmission path between the engine 12 and the power transmission system is cut off, so that the power acting on the rotation of the crankshaft 50 of the engine 12
- the ratio of inertia in the transmission system is the smallest. Therefore, even if the fuel cut return rotational speed Nercv is set to a low value N2, the rotational resistance (load) at the time of starting the engine 12 is small, so that the engine 12 can be returned.
- the fuel cut control means 104 sets the fuel cut return rotational speed Nercv to the rotational speed N2 when the manual transmission 16 is in the neutral state regardless of the value of the clutch stroke CS. Even when the manual transmission 16 is in the neutral state, the power transmission path between the engine 12 and the drive wheels 46 is interrupted, so the inertia of the power transmission system acting on the rotation of the crankshaft 50 of the engine 12 This is because the ratio of is reduced. Whether or not the manual transmission 16 is in the neutral state is determined based on a signal representing the lever position SS from the lever position sensor 98 provided in the shift operation device 99.
- FIG. 6 shows a control operation for sequentially setting the fuel cut return rotational speed Nercv for returning the engine 12 by performing fuel injection from a part of the control operation of the electronic control unit 84, that is, the fuel cut control at the time of vehicle deceleration traveling, to an optimal value.
- This is a flowchart for explaining the operation, and is repeatedly executed with a very short cycle time of, for example, about several milliseconds to several tens of milliseconds.
- step SA1 (hereinafter, step is omitted) corresponding to the vehicle deceleration determination means 102, it is determined whether or not the vehicle is in a decelerating running state. Note that the vehicle decelerating state is determined based on, for example, whether or not the current accelerator opening Acc is zero. If SA1 is negative, the routine is terminated. On the other hand, if SA1 is positive, the clutch stroke CS is detected in SA2 corresponding to the fuel cut control means 104. Next, in SA3 corresponding to the clutch operation speed calculation means 108, the clutch operation speed CS 'is calculated by time-differentiating the clutch stroke CS detected sequentially.
- SA4 corresponding to the fuel cut control means 104 and the storage means 106
- a two-dimensional table of the fuel cut return rotational speed Nercv defined by the clutch stroke CS and the clutch operation speed CS ′ shown in FIG. 4 is obtained by SA2 and SA3.
- the fuel cut return rotational speed Nercv at the present time is calculated.
- SA5 corresponding to the fuel cut control means 104
- SA6 corresponding to the fuel cut control means 104
- fuel injection is stopped by closing the fuel injection valve 94 (fuel cut).
- the optimum fuel cut return rotational speed Nercv at that time is sequentially calculated, and fuel injection is performed based on the calculated fuel cut return rotational speed Nercv.
- stop is sequentially determined.
- the fuel cut return rotational speed Nercv is a value corresponding to the value of the clutch stroke CS, in other words, the ratio of the inertia of the power transmission system acting on the rotation of the crankshaft 50 of the engine 12, that is, the engagement state of the clutch 14.
- the fuel cut return rotational speed Nercv is set to a lower rotational speed than when the fuel cut return rotational speed Nercv is set based on the state where the clutch 14 is completely engaged. Therefore, since the rotation area in which the fuel cut is performed is expanded, the time during which the fuel cut is performed is increased and the fuel efficiency is improved.
- FIG. 7 is a time chart for explaining the effect of the control operation realized by executing the control operation based on the flowchart of FIG.
- FIG. 7 shows actual machine data obtained by experimentally detecting each state of the vehicle in the vehicle to which this control is applied.
- the horizontal axis represents time
- the vertical axis represents engine rotational speed Ne, vehicle speed V, clutch stroke CS, clutch operation speed CS ′, and fuel cut return rotational speed Nercv in order from the top of the figure.
- the clutch stroke CS increases, the clutch 14 is gradually released, and in the clutch stroke CS2, the clutch 14 is completely released.
- the fuel cut return rotational speed Nercv decreases to the rotational speed N2 accordingly.
- the engine rotational speed Ne increases, but the engine rotational speed Ne gradually decreases as a result of the fail cut.
- the vehicle speed V gradually decreases as the fuel cut is executed.
- the release of the clutch pedal 70 is released after a lapse of a predetermined time from the time t2, so that the fuel cut return rotational speed Nercv is returned to the rotational speed N1, but the engine rotational speed Ne is higher than the rotational speed N1.
- the fuel cut is continuously performed, and the engine rotation speed Ne and the vehicle speed V are reduced.
- the clutch pedal 70 is depressed again and the clutch stroke CS becomes the clutch stroke CS2, the fuel cut return rotational speed Nercv decreases to the rotational speed N2.
- the engine rotational speed Ne is reduced to the rotational speed N2, and the region where the fuel cut is performed is expanded.
- the fuel injection of the engine 12 is started when the engine rotation speed Ne is reduced to the rotation speed N1, for example, as indicated by a broken line, the engine rotation speed Ne is maintained at a high state and the fuel consumption is deteriorated. .
- the ratio of the inertia of the power transmission system that acts on the rotation of the crankshaft 50 that is the output shaft of the engine 12 when the ratio of the inertia of the power transmission system that acts on the rotation of the crankshaft 50 that is the output shaft of the engine 12 is small, it acts on the rotation of the crankshaft 50 of the engine 12.
- the fuel injection is started at a lower fuel cut return rotational speed Nercv than when the inertia ratio of the power transmission system to be operated is large.
- the load acting on the engine 12 is smaller than when the ratio of the inertia of the power transmission system is large.
- the engine can be started even when fuel injection is started at a lower rotational speed than when the inertia ratio is large, that is, the engine can be returned to operation. Therefore, when the ratio of inertia of the power transmission system acting on the rotation of the crankshaft 50 of the engine 12 is small, fuel injection is started at a lower rotational speed than when the ratio of inertia of the power transmission system is large. Since the startability of the engine 12 is ensured and the time for which the fuel injection is stopped is extended, the fuel consumption can be improved.
- the power transmission path is set by the manual transmission 16 even if the clutch 14 is engaged. Therefore, the load on the engine 12 decreases as the inertia ratio of the power transmission system acting on the rotation of the crankshaft 50 of the engine 12 decreases.
- the manual transmission 16 is in the gear stage formation state, a power transmission path is formed between the engine 12 and the drive wheels 46, so that the inertia of the power transmission system acting on the rotation of the crankshaft 50 of the engine 12 is established. As the ratio increases, the load on the engine 12 increases.
- the load on the engine 12 decreases as the ratio of the inertia of the power transmission system acting on the rotation of the crankshaft 50 of the engine 12 decreases. Even if fuel injection is started from the low rotational speed state, it is possible to return to the engine 12 operation and to ensure engine startability. Therefore, when the manual transmission 16 is in the neutral state, the startability of the engine 12 is ensured and the fuel injection is stopped even when the fuel injection is started at a lower rotational speed than when the gear stage is formed. Since time is extended, fuel consumption can be improved.
- the ratio of the inertia of the power transmission system that acts on the rotation of the crankshaft 50 of the engine 12 decreases, so the load on the engine 12 decreases.
- the fuel cut return rotational speed Nercv at which fuel injection is started decreases as the clutch stroke CS increases, but the load applied to the engine 12 also decreases in the same manner. Therefore, the fuel injection starts from the low rotational speed state of the engine 12. Even if the engine is started, it is possible to return to the engine operation and to ensure engine startability.
- the fuel cut return rotational speed Nercv at which the fuel injection is started is set to a lower value as the clutch operation speed CS ′ further increases.
- the clutch 14 is predicted to be quickly released. Therefore, even if the rotational speed at which the fuel injection of the engine 12 is started decreases, the clutch 14 Is released and the load on the engine 12 decreases, the engine 12 can be returned to operation. Moreover, since the time during which fuel injection is stopped is extended, fuel efficiency can be improved.
- the ratio of the inertia of the power transmission system acting on the rotation of the crankshaft 50 of the engine 12 is determined based on the clutch stroke CS that is the operation amount of the clutch pedal 70. In this way, it is possible to determine the magnitude of the inertia of the power transmission system that acts on the crankshaft 50 of the engine 12 by detecting the clutch stroke CS. Since the engagement state of the clutch 14 and the clutch stroke CS are in a one-to-one relationship, the engagement state of the clutch 14 based on the clutch stroke CS, in other words, the power acting on the rotation of the crankshaft 50 of the engine 12. The ratio of inertia of the transmission system can be determined.
- the present invention is applied to the manual transmission 16 in which the gear stage is switched by the driver's manual operation.
- the present invention is not limited to the manual transmission 16 that is manually operated.
- the present invention can also be applied to an AMT (Automatic-Manual-Transmission) type vehicle that automatically performs switching.
- AMT Automatic-Manual-Transmission
- the present invention is applied to the clutch 14 provided between the engine 12 and the manual transmission 16.
- the present invention is not limited to the clutch 14 of the manual transmission 16.
- the present invention can also be applied to a lock-up clutch provided in a torque converter of a transmission.
- the fuel cut return rotational speed Nercv is determined based on the clutch stroke CS and the clutch operation speed CS ′. However, the fuel cut return rotational speed Nercv is determined only based on the clutch stroke CS. It does not matter.
- the fuel cut return rotational speed Nercv when the clutch 14 is in the slip state, the fuel cut return rotational speed Nercv is set to decrease as the clutch stroke CS increases. 14 may be set to the same fuel cut return rotational speed Nercv as that at the time of complete engagement, and the fuel cut return rotational speed Nercv may be reduced when the clutch 14 is completely released.
- the magnitude of the inertia of the power transmission system applied to the engine 12, in other words, the engagement state of the clutch 14 is determined based on the clutch stroke CS, but is not limited to the clutch stroke CS.
- the engagement of the clutch 14 is determined from the rotational speed difference between the front and rear of the clutch 14, specifically, the rotational speed difference between the engine rotational speed Ne and the rotational speed of the input shaft 24 (input shaft rotational speed Ni) of the manual transmission 16 You may judge the magnitude
Abstract
Description
14:クラッチ
50:クランクシャフト(エンジンの出力軸)
70:クラッチペダル
84:電子制御装置(制御装置)
Claims (6)
- 所定の燃料カット条件を満たした場合に燃料噴射を停止する車両用エンジンの制御装置であって、
燃料噴射が停止された走行時において、前記エンジンと共に回転する動力伝達系のイナーシャのうち、該エンジンの出力軸の回転に作用する該動力伝達系のイナーシャの割合が小さいときは、該エンジンの出力軸の回転に作用する動力伝達系のイナーシャの割合が大きいときと比較して、低いエンジン回転速度で燃料噴射が開始されることを特徴とする車両用エンジンの制御装置。 - 前記エンジンと前記動力伝達系との間には、該エンジンと該動力伝達系との間の動力伝達を断続可能なクラッチが介挿されており、
前記エンジンの出力軸の回転に作用する動力伝達系のイナーシャの割合が小さいときとは、該クラッチの開放時であり、
前記エンジンの出力軸の回転に作用する動力伝達系のイナーシャの割合が大きいときとは、該クラッチの係合時であることを特徴とする請求項1の車両用エンジンの制御装置。 - エンジンと動力伝達系との間には、該エンジンと該動力伝達系との間の動力伝達を断続可能なクラッチが介挿されており、
前記動力伝達系は変速機を含んで構成されており、
前記エンジンの出力軸の回転に作用する動力伝達系のイナーシャの割合が小さいときとは、前記クラッチの係合時であって、且つ、該変速機がニュートラル状態であり、
前記エンジンの出力軸の回転に作用する動力伝達系のイナーシャの割合が大きいときとは、前記クラッチの係合時であって、且つ、前記変速機がギヤ段形成状態にあるときであることを特徴とする請求項1の車両用エンジンの制御装置。 - エンジンと動力伝達系との間には、該エンジンと該動力伝達系との間の動力伝達を断続可能なクラッチが介挿され、
前記エンジンの出力軸の回転に作用する動力伝達系のイナーシャの割合は、該クラッチのクラッチストロークが大きくなるに従って小さくなるように構成され、
前記燃料噴射が開始されるエンジン回転速度は、該クラッチのクラッチストロークが大きくなるに従って低い値に設定されていることを特徴とする請求項1の車両用エンジンの制御装置。 - 前記燃料噴射が開始されるエンジン回転速度は、さらにクラッチ操作速度が高くなるに従って、低い値に設定されていることを特徴とする請求項4の車両用エンジンの制御装置。
- 前記エンジンの出力軸に作用する動力伝達系のイナーシャの大きさは、クラッチペダルの操作量であるクラッチストロークに基づいて判断されることを特徴とする請求項2乃至4のいずれか1の車両用エンジンの制御装置。
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CN201080068644.4A CN103080510B (zh) | 2010-08-20 | 2010-08-20 | 车辆用发动机的控制装置 |
US13/818,004 US8574127B2 (en) | 2010-08-20 | 2010-08-20 | Vehicle engine control device |
JP2012529467A JP5708650B2 (ja) | 2010-08-20 | 2010-08-20 | 車両用エンジンの制御装置 |
PCT/JP2010/064079 WO2012023206A1 (ja) | 2010-08-20 | 2010-08-20 | 車両用エンジンの制御装置 |
EP10856163.0A EP2607670B1 (en) | 2010-08-20 | 2010-08-20 | Control device for vehicle engine |
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PCT/JP2010/064079 WO2012023206A1 (ja) | 2010-08-20 | 2010-08-20 | 車両用エンジンの制御装置 |
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EP (1) | EP2607670B1 (ja) |
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CN104421025B (zh) * | 2013-09-11 | 2017-11-24 | 上海汽车集团股份有限公司 | 混合动力汽车减速断油控制方法 |
JP6094892B2 (ja) * | 2013-10-16 | 2017-03-15 | 本田技研工業株式会社 | 車両の制御装置 |
US9567920B2 (en) * | 2015-03-30 | 2017-02-14 | Fca Us Llc | Rev-matching without gear or clutch position sensors |
DE102015213372A1 (de) * | 2015-07-16 | 2017-01-19 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Betreiben eines Antriebssystems mit einer Start-Stopp-Betriebsart |
DE102017209653A1 (de) * | 2017-06-08 | 2018-12-13 | Zf Friedrichshafen Ag | Verfahren und Steuergerät zum Betreiben eines Kraftfahrzeugs |
US11339740B1 (en) * | 2021-02-04 | 2022-05-24 | Ford Global Technologies, Llc | Methods and system for managing fuel cut off for hybrid vehicles |
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- 2010-08-20 US US13/818,004 patent/US8574127B2/en active Active
- 2010-08-20 WO PCT/JP2010/064079 patent/WO2012023206A1/ja active Application Filing
- 2010-08-20 EP EP10856163.0A patent/EP2607670B1/en not_active Not-in-force
- 2010-08-20 CN CN201080068644.4A patent/CN103080510B/zh not_active Expired - Fee Related
- 2010-08-20 JP JP2012529467A patent/JP5708650B2/ja active Active
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JPH05231214A (ja) * | 1992-02-25 | 1993-09-07 | Mazda Motor Corp | エンジンの燃料制御装置 |
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EP2607670A1 (en) | 2013-06-26 |
US8574127B2 (en) | 2013-11-05 |
CN103080510B (zh) | 2015-10-21 |
JPWO2012023206A1 (ja) | 2013-10-28 |
EP2607670B1 (en) | 2019-05-22 |
JP5708650B2 (ja) | 2015-04-30 |
CN103080510A (zh) | 2013-05-01 |
US20130196820A1 (en) | 2013-08-01 |
EP2607670A4 (en) | 2018-03-28 |
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