JPH0452386B2 - - Google Patents

Description

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

[Prior art]

When changing gears while the vehicle is running, if the internal combustion engine side rotation speed of the clutch plate does not match the transmission side rotation speed, the acceleration/deceleration shock or propeller shaft may become twisted when the clutch is engaged, or the clutch may wear out. This causes problems such as a decrease in vehicle running performance and mechanical deterioration of the propeller shaft, clutch plate, etc.

By the way, in order to solve this problem, when the clutch is engaged while the vehicle is running, the internal combustion engine side rotation speed and the transmission side rotation speed of the clutch plate should be adjusted.
In other words, it is sufficient to control the engine rotation speed so that it matches the transmission input shaft rotation speed, but in the past, as disclosed in Japanese Patent Application Laid-Open No. 57-140531, control was performed according to the load of the internal combustion engine. There has been a device that controls the actual engine speed to match the target speed determined by It all depended on the driver's driving skills. In addition, Japanese Utility Model Publication No. 59-68850 discloses that the all-speed governor pattern is used during gear shifting to match the target rotational speed when shifting gears of a diesel engine. There are people who have various habits, such as those who step on and off the accelerator, and those who don't press the accelerator at all, so if you use the all-speed governor pattern when changing gears, the all-speed governor pattern will cause the injection There is a problem that the amount may increase rapidly, resulting in a delay in convergence to the meat rotation speed and a waste of fuel.

[Purpose of the invention]

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide an engine speed control device for a vehicle internal combustion engine that can automatically control the engine speed to match the input shaft speed of a transmission when the clutch is engaged while the vehicle is running. The purpose of this 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.

[Structure of the invention]

As shown in FIG. 1, the configuration of the present invention to achieve such an object is to provide an engine speed control device for a vehicle internal combustion engine that uses an all-speed governor pattern to control the speed during a speed change. A meet rotation speed calculation means for calculating a rotation speed; a pseudo accelerator opening calculation means for calculating a pseudo accelerator opening degree for setting the engine rotation speed to the meet rotation speed according to the meet rotation speed; an engine rotational speed of an internal combustion engine for a vehicle, characterized in that the engine rotational speed of an internal combustion engine for a vehicle is characterized in that the engine rotational speed of an internal combustion engine for a vehicle is characterized in that The gist is the control device.

〔Example〕

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.
Engine speed (hereinafter also referred to as engine speed)
This control is performed by controlling the fuel injection amount supplied by the fuel injection pump.

In the figure, 1 is the fuel injection pump, 2 is the engine, 3 is the clutch, 4 is the transmission, and 5
is an accelerator pedal, 6 is a shift lever, and 10 is a control circuit. In the control circuit 10,
A process is executed in which the injection amount of fuel supplied from the fuel injection pump 1 is calculated based on detection signals from various sensors to be described later, and a drive signal for the actuator 11 provided in the fuel injection pump 1 is output.

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. It is controlled by an actuator 11 driven by an output drive signal. Further, the drive shaft 15 of the fuel injection pump 11 is linked with the rotation of the crankshaft 16 of the engine 2, and the fuel injection pump 1 is equipped with a rotation speed sensor 21 for detecting the engine rotation speed Ne. ing.

Next, 22 is a clutch sensor attached to the clutch 3 or a clutch pedal (not shown), and is used to detect whether the clutch 3 is engaged or engaged, and 23 is a clutch sensor that detects the rotational speed of the output shaft of the transmission 4 in order to detect the vehicle speed. A vehicle speed sensor 24 is a gear position sensor 2 attached to the shift lever 6 to detect the gear position of the transmission 4.
Reference numeral 5 denotes an accelerator sensor that detects the depression state of the accelerator 5, and detection signals from the aforementioned rotation speed sensor 21 and various sensors 22 to 25 are output to the control circuit 10.

The engine 2 is also provided with a water temperature sensor 26 for detecting the cooling water temperature, an intake temperature sensor 27 for detecting the intake air temperature, etc., and the detection signal thereof is configured to be output to the control circuit 10. The ON-OFF signal and the like are also output to the control circuit 10. Detection signals from these water temperature sensor 26 and intake temperature sensor 27,
Alternatively, the ON/OFF signal of the air conditioner, etc. 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.

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

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, a waveform shaping circuit 31, a multiplexer 32, an A/D converter 33, a buffer 34,
It includes a ROM 35, a RAM 36, and a drive control circuit 37. The waveform shaping circuit 31 is the rotation speed sensor 2
1 and the vehicle speed sensor 23 are shaped into a pulse waveform and input to the CPU 30. Further, analog signals detected by the gear position sensor 24, accelerator sensor 25, water temperature sensor 26, intake air temperature sensor 27, etc. are sequentially input to the A/D converter 33 via the multiplexer 32 and converted into digital signals.
It is input to the CPU 30. Next, clutch sensor 2
The disconnection/continuation signal of the clutch 3 from 2 and the ON/OFF signal from the air conditioner switch 39 are sent to the buffer 3.
4 to the CPU 30.

The ROM 35 stores a control program for calculating the fuel injection amount described later, preset pattern data, etc.
35 or temporarily stored in the RAM 36 according to the above control program, and outputs a position signal of the actuator 11 corresponding to the injection amount to the drive control circuit 37. do. Then, in the drive 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 desired fuel is injected from the fuel injection pump 1. A drive signal is output to the actuator 11 to enable injection.

Next, the calculation process of the fuel injection amount executed by the CPU 30 of the control circuit 10 will be explained with reference to the flowchart representing the control program shown in FIG. This calculation process is performed by the ignition switch.
Arithmetic processing is performed, for example, every 5 msec from when the switch is turned on until it is turned off.

When the process is started, first, in step 101, it is determined whether the vehicle speed determined 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 less than or equal to the predetermined value
The fuel injection amount Q is determined from the pattern data for normal driving as shown in FIG. A conventional injection amount calculation process is executed in which correction is made based on the cooling water temperature, intake air temperature, or load condition of the engine 2 obtained from the intake air temperature sensor 27 or the air conditioner switch 39 or the like.

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 controls 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. Move to processing. Here, the reason why we include not only that the clutch 3 is in the disengaged state but also that the vehicle speed exceeds the predetermined value This is to move to the engine speed control process from step 104 when the shaft rotation speed is above a predetermined rotation speed. This is because the shaft rotation speed is low, and if you try to match the engine rotation speed Ne to that rotation speed, there is a risk that the engine 2 will stop. Therefore, this step 1
In the process of 01, the input shaft rotation speed 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 rotation speed is equal to or higher than a predetermined value. Also, for this reason, it can be seen that the processing in step 107, which will be described later, as well as the vehicle speed sensor 23 and the gear position sensor 24 correspond to the meeting rotation speed calculating means 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 of the transmission 4 is detected based on the signal from the gear position sensor 24. It is determined whether the gear position has changed from the gear position stored in a predetermined area of the RAM 36 in the previous process. If it is determined in step 104 that the gear position has changed, the process proceeds to the next step 105, where it is determined whether the gear position is a 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 if it is determined in step 105 that the gear position is the neutral position, the process directly advances to step 107.

In step 107, the input shaft of the transmission 4 is determined 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. rotation speed, that is, clutch 3
Calculate the rotation speed of the wheel side. 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. becomes. Hereinafter, this rotational speed will be referred to as the meat rotational speed Nm.

When the engine rotation speed Nm is calculated in step 107, the following step 108 is executed, and the engine rotation speed is calculated from a predetermined map as shown in FIG. 6 using the engine rotation speed Nm as a parameter.
A pseudo accelerator position Acc' for setting Ne to the meet rotation speed Nm is determined and the process moves to step 109. Then, in step 109, the pseudo accelerator position obtained in step 108 is
Using Acc' and the actual engine rotational speed Ne determined based on the signal from the rotational speed sensor 21 as parameters, the fuel injection amount Q is determined according to the all-speed governor pattern during shifting as shown in FIG.
The pattern data for determining the pseudo accelerator position Acc' from the meet rotation speed Nm shown in Fig. 6 above is based on the intersection of the all-speed governor pattern during shifting shown in Fig. 7 and the no-load rotation curve of the engine. Data obtained by linearly dividing 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 using the pattern data shown in FIG.
Next, if the fuel injection amount Q is determined from the all-speed governor pattern data during gear shifting shown in Figure 7, the actual engine speed Ne will be the meet speed.
Nm, the clutch 3 can be smoothly connected without causing an acceleration/deceleration shock when the clutch 3 is connected, and it can also prevent twisting of the propeller shaft, wear of the clutch 3, etc. It becomes like this.

In this way, step 102 or step 1
When the fuel injection amount Q is determined in step 09, the actuator 1 is activated in accordance with the injection amount in step 110.
A position signal of 1 is output to the drive control circuit 37, and the processing of this routine is temporarily terminated.

As described in detail above, in this embodiment, when the vehicle is running normally, the process in step 102 establishes 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. When the clutch is disengaged during gear shifting, the fuel injection amount Q is calculated by Through the processing in steps 107 to 109, the fuel injection amount is determined using the all-speed governor pattern shown in FIG. Therefore, when the clutch is connected, the rotational speed on the engine side of the clutch and the rotational speed on the wheel side can be matched, which prevents acceleration/deceleration shock during gear shifting and also prevents deterioration of the power transmission part. can.

In the above embodiment, after the clutch is engaged, the fuel injection amount Q is determined according to the high and low speed governor pattern described above.
However, in that case, the fuel injection amount may increase rapidly depending on the amount of accelerator depression, so as a process after the clutch is engaged, as shown in Figure 8, the fuel injection amount is The accelerator position on the high-low speed governor pattern is determined from the injection amount Q ₁ and the actual engine speed Ne ₁ determined based on the signal from the rotation speed sensor 21.
Acc'' and calculate the fuel injection amount to the actual accelerator position.
The fuel injection amount may be gradually increased up to _Q2 according to Acc. In other words, for example, as the accelerator position for determining the fuel injection amount Q, a value obtained by increasing the accelerator position Acc'' by 5% for each process is used, and the final fuel injection amount Q is determined according to the actual accelerator position Acc. ₂ should be required.

Further, in the above embodiment, as described above, the fuel injection amount Q is determined using the high-low speed governor pattern as pattern data for normal driving, but the fuel injection amount Q is also determined using the all-speed governor pattern during normal driving. Alternatively, when the clutch is disengaged, the 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 determined.
may be made to match the meat rotation speed Nm.

Furthermore, when adjusting the engine speed Ne to the meeting speed Nm using the all-speed governor pattern as in the above embodiment, the error △N between the engine speed Ne and the meeting speed Nm is calculated, and the error △
Pseudo accelerator position by correction term according to N
The fuel injection amount Q may be determined by calculating Acc'. In this case, the correction term may be a value proportional to the rotation speed error ΔN, a value obtained by integrating the correction amount determined according to the difference ΔN, or a value combining the two.

In addition, in the above embodiment, the engine speed Ne
The meeting rotation speed Nm for matching is determined from the vehicle speed and the gear position of the transmission, that is, the rotation speed of the output shaft of the transmission and the gear ratio. An electromagnetic pick-up type rotation speed sensor is installed on the input shaft of the transmission, etc., to measure the meat rotation speed.
Nm may also be detected directly.

〔Effect of the invention〕

As detailed above, in the present invention, a pseudo accelerator opening is calculated in order to match the engine rotational speed to the engine rotational speed when shifting, and an all-speed governor pattern is used based on this pseudo accelerator opening when shifting. Since the amount of injection is determined by the amount of fuel injection, it is possible to suppress acceleration/deceleration shocks caused by differences in rotational speed, which had been a problem in the past, and achieve good vehicle running performance, regardless of differences in the driving technique of the driver. . 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 drawings]

Fig. 1 is a block diagram showing the configuration of the present invention, Figs. 2 to 7 show an embodiment of the invention, Fig. 2 is a schematic configuration diagram showing a diesel engine and its peripheral equipment, and Fig. 3 is a block diagram showing the configuration of the present invention. FIG. 4 is a block diagram showing the control circuit 10, FIG. 4 is a flowchart showing a control program executed by the control circuit 10 to calculate the fuel injection amount Q, and FIGS. 5 to 7 show the execution of the control program shown in FIG. FIG. 5 is a graph showing pattern data used during normal driving to determine the fuel injection amount Q, and FIG. 6 is a graph showing the pattern data used during normal driving to determine the fuel injection amount Q. FIG. Figure 7 is a graph representing pattern data used to set Acc'; Figure 7 is a graph representing pattern data used to determine the fuel injection amount Q used to control the engine speed when the clutch is disengaged; Figure 8 is a graph representing pattern data used to set Acc'; 2 is an explanatory diagram illustrating, as another example, the process for determining the fuel injection amount Q immediately after the clutch is engaged. 10... Control circuit, 21... Rotation speed sensor, 22...
Clutch sensor, 23...Vehicle speed sensor, 24...Gear position sensor, 30...CPU.

Claims (1)

[Scope of Claims] 1. An engine rotation speed control device for a vehicle internal combustion engine that controls the rotation speed using an all-speed governor pattern during gear shifting, comprising: a meet rotation speed calculating means for calculating a meet rotation speed during gear shifting; a pseudo accelerator opening calculating means for calculating a pseudo accelerator opening in accordance with the meeting rotational speed for setting the engine rotational speed to the meeting rotational speed; An engine rotation speed control device for a vehicle internal combustion engine, comprising a fuel injection amount calculation means for calculating a fuel injection amount during gear shifting based on a speed governor pattern.