JPH02201049A - Acceleration control device of internal combustion engine - Google Patents

Abstract

PURPOSE:To enhance the rate of fuel consumption without impairing the accelerating performance by restricting supply of the accelerative increased fuel from the time when shifting operation is started until a certain time has elapsed after its finish in case the shifting operation is made during accelerative operation of the engine. CONSTITUTION:On a suction passage 4 of an internal combustion engine 2 a fuel injection valve 8 and a suction throttle valve 10 are mounted in the sequence as named from the upstream side. These fuel injection valve 8 and suction throttle valve 10 are controlled by a control part 54 on the basis of outputs given by sensors 58, 62, 66, 68, 70 to sense the operating condition of the engine 2 and switches 74, 75 to sense clutching and shifting. When shift is made during accelerative operation of engine 2, supply of the accelerative increased fuel shall be restricted from the start of shifting operation until a certain while passed after its finish. This accomplishes an enhanced rate of fuel consumption without causing impairing of accelerating performance.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an acceleration control device for an internal combustion engine, and in particular, it is capable of improving fuel consumption rate without impairing acceleration performance, and is capable of reducing CO/H.
The present invention relates to an acceleration control device for an internal combustion engine that can reduce the value of harmful exhaust gas components such as carbon.

[Conventional technology]

Some internal combustion engines are equipped with a fuel injection device as a fuel supply device that supplies fuel according to operating conditions. Combustion injection devices input changes in engine operating conditions such as load, engine speed, ignition signal, cooling water temperature, intake air amount, etc. as mechanical or electrical signals, and inject fuel according to the operating conditions of the internal combustion engine. It controls the operation of valves and controls fuel injection.

In such a fuel injection device, during acceleration operation, the increased amount of fuel is injected during acceleration according to the basic injection time, or the basic injection time is left as is, and as soon as acceleration starts, acceleration is performed by asynchronous injection. By supplying increased amounts of fuel, the air-fuel ratio is enriched.

An apparatus for supplying increased fuel during acceleration in this manner is disclosed in Japanese Patent Application Laid-Open No. 62-99650. What is disclosed in this publication improves fuel efficiency and satisfies drivability after shifting by correcting the necessary and sufficient amount of acceleration fuel after the gear shift operation of the transmission during accelerating operation. It is also designed to reduce emissions.

[Problem that the invention seeks to solve]

Incidentally, the supply of acceleration increased fuel during acceleration driving is necessarily performed by operating the accelerator pedal at a certain speed. When changing gears during this acceleration operation, disengage the clutch, release the accelerator pedal, close the intake throttle valve to -H idle opening, change the gear engagement state of the transmission, and then engage the clutch. While pressing the accelerator pedal, the intake throttle valve is opened so that the engine speed reaches the gear engagement state.

However, during the period from clutch disengagement to clutch engagement during a gear shift operation, the internal combustion engine is in a state close to idling due to clutch disengagement. In other words, there is a problem in that the acceleration increase fuel is supplied even though the vehicle is in a state where the acceleration increase fuel supply is not required. Further, at this time, the accelerator pedal is pressed down quickly and greatly in order to obtain a large acceleration, which causes a problem in that an excessive amount of acceleration fuel is supplied.

For this reason, there is a problem that the fuel consumption rate decreases and the values of harmful exhaust gas components such as CO1HC increase.

[Purpose of the invention]

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to avoid excessive supply of increased fuel for acceleration when changing gears, improve fuel consumption rate without impairing acceleration performance, and improve exhaust harmful component values such as CO and HC. The object of the present invention is to realize an acceleration control device for an internal combustion engine that can reduce the acceleration by g.

[Means for solving problems]

In order to achieve this object, the present invention provides control to limit the supply of acceleration increased fuel from the start of the shift operation until a predetermined period of time has elapsed after the end of the shift operation, when a gear shift operation is performed during acceleration operation of an internal combustion engine. The present invention is characterized in that it is provided with a control means for controlling.

[Effect]

According to the configuration of the present invention, when a gear shift operation is performed during accelerating operation of the internal combustion engine, the supply of the acceleration increase fuel is restricted from the start of the gear shift operation until a predetermined period of time has elapsed after the end of the gear shift operation. By restricting the amount of acceleration in as much as possible, it is possible to reduce the supply of acceleration increase fuel in a state where the supply of acceleration increase fuel is not required when a gear change operation is performed.

〔Example〕

Next, embodiments of the present invention will be described in detail based on the drawings.

Figures 1 and 2 show an embodiment of this invention.

In FIG. 1, 2 is an internal combustion engine, 4 is an intake passage, and 6 is an exhaust passage. In the intake passage 4 of the internal combustion engine 2, a fuel injection valve 8 and an intake throttle valve 10 are sequentially provided from the upstream side. The fuel injected by the fuel injection valve 8 mixes with air to generate an air-fuel mixture. The air-fuel mixture is metered by the intake throttle valve 10 and supplied to the combustion chamber 12, where it is combusted. The exhaust gas produced by combustion is exhausted to the outside through the exhaust passage 6.

The fuel injection valve 8 constituting a fuel injection device serving as a fuel supply device is communicated with a fuel tank 16 through a fuel supply passage 14 . The fuel in the fuel tank 16 is supplied to the fuel pump 18.
It is pumped by The fuel to be pumped is passed through the fuel filter 2
0 and is supplied to the fuel injection valve 8 via the fuel supply passage 14. A fuel regulator 22 is provided in the fuel supply passage 14 . fuel regulator 2
2 introduces intake pressure into a pressure chamber 26 through a pressure guiding passage 24 that communicates one end with the intake passage 4 on the upstream side of the intake throttle valve 10, adjusts the fuel pressure to a predetermined pressure, and drains excess fuel into a fuel return passage 28. The fuel injection valve 8 constituting the fuel injection device is connected to a control section 54, which is a control means to be described later, and is operated according to the operating state of the internal combustion engine to inject fuel. .

The intake throttle valve 10 includes an idle switch 30 that is turned ON when the intake throttle valve lO is at the idle opening and turned OFF when the opening is equal to or higher than the idle opening;
An opening sensor 32 that detects an opening of 0 is provided. A bypass intake passage 34 is provided that bypasses the intake throttle valve 10 and communicates the intake passage 4 between the upstream side and the downstream side of the intake throttle valve IO. This bypass intake passage 34 is provided with a bypass intake air amount control valve 36 .

The bypass intake air amount control valve 36 increases or decreases the intake air amount and stabilizes the idle speed by opening and closing the bypass intake passage 36 when it is necessary to adjust the idle speed due to startup, high temperature, increased electrical load, etc. It is something that makes you

Further, the bypass intake passage 34 is provided with an auxiliary bypass intake passage 38 that bypasses the bypass intake air amount control valve 36. The auxiliary bypass intake passage 38 is provided with an auxiliary bypass screw 40 that is an auxiliary bypass intake amount adjuster. In addition, the code|symbol 42 is an air regulator.

Further, the exhaust passage 6 is provided in communication with one end of an exhaust gas recirculation passage 44 constituting an exhaust gas recirculation device which is an EGR device, and the other end of this exhaust recirculation passage 44 is connected to the intake passage downstream of the intake throttle valve 10. It is connected to 4. An EGR adjustment valve 46 is provided in the middle of the exhaust gas recirculation passage 44 .

The pressure chamber 48 of the EGR adjustment valve 46 is communicated with the other end of a pressure passage 50, one end of which communicates with the intake passage 4 on the upstream side of the intake throttle valve 10. A pressure control valve 52 is provided in the middle of this pressure passage 50. This pressure control valve 52 is
It is connected to a control unit 54, which will be described later, and is opened and closed depending on the operating state of the internal combustion engine 2, and operates the EGR adjustment valve 46 to adjust the amount of exhaust gas recirculation.

Devices such as the fuel injection valve 8, fuel pump 18, idle switch 30, opening sensor 32, bypass intake air amount control valve 36, and pressure control valve 52 are connected to a control section 54, which is a control means. The control unit 54 also includes an ignition coil 56 for detecting ignition signals, engine speed, etc.
, an intake temperature sensor 58 provided in the intake passage 4, a pressure sensor 62 that detects the intake pressure introduced by a pressure detection passage 60 whose one end communicates with the intake passage, and a cooling water temperature sensor provided facing the cooling water passage 64. A water temperature sensor 6G for detection, an exhaust temperature sensor 6B provided facing the exhaust gas recirculation passage 44 for detecting the recirculated exhaust gas temperature, an 02 sensor 70 provided facing the exhaust passage 6 for detecting the oxygen concentration in the exhaust gas, and a power source. The bunch lift 2 is also connected to a clutch switch 74 provided in a transmission (not shown) that is turned on when the clutch is disengaged and turned off when the clutch is engaged, a shift switch 76 that detects the gear engagement state of the transmission, and the like.

Note that 78 is a catalytic converter, 80 is a blow-by gas passage, and 82 is a PCV valve.

When the internal combustion engine 2 performs a gear shift operation during acceleration operation, the control unit 54 controls the supply of the acceleration increase fuel from the start of the gear shift operation until a predetermined time Tol has elapsed after the end of the gear shift operation. be. That is, as shown in Fig. 2, in the relationship between engine speed and vehicle speed for each gear engagement state of the transmission, when the clutch is disengaged or set to a neutral engagement state, the engine speed and vehicle speed fall in the shaded area. Until the relationship between engine speed and vehicle speed is entered in the shaded area and the predetermined time TCII has elapsed,
The operation of the fuel injection valve 8 is controlled to limit the supply of acceleration increase fuel, and the supply of acceleration increase fuel that injects the increase amount during acceleration in accordance with the basic injection time, or the supply of acceleration increase fuel by asynchronous injection is restricted. . Note that this restriction can be made by a correction coefficient for the injection time during acceleration operation. For example, it can be limited by setting the final injection time - basic injection time + (increase during acceleration or non-synchronization) x correction coefficient.

In this way, by controlling the supply of the acceleration increase fuel by the control unit 54 to limit the supply of the acceleration increase fuel, it is possible to reduce the supply of the acceleration increase fuel in a state where the supply of the acceleration increase fuel is not required when a gear shift operation is performed. .

Therefore, it is possible to avoid excessive supply of acceleration increase fuel when changing gears, and the supply of acceleration increase fuel during acceleration operation with the clutch engaged will not be reduced, which will impair acceleration performance. It is possible to improve the fuel consumption rate without causing any problems, and to reduce harmful exhaust components such as CO-HC.

FIG. 3 shows another embodiment of the invention.

In this embodiment, the control unit 54 is configured to limit the supply of acceleration increased fuel from the time when the clutch switch 74 is turned on during acceleration operation of the internal combustion engine 2 until a predetermined time TOI has elapsed after the clutch switch 74 is turned off. It is something to control.

That is, in this other embodiment, the correction coefficient is set to 0, for example.
．． 5, and according to the above formula, the amount of acceleration increased fuel is supplied at a rate 50% less than that during normal acceleration operation.

FIG. 4 shows yet another embodiment.

In this embodiment, the control unit 54 detects the triple engagement state from the time when the shift switch 76 detects the neutral engagement state when the internal combustion engine 2 is operated under acceleration, for example, when the gear is shifted from second to third gear. After that, the supply of acceleration increase fuel is controlled by setting the correction coefficient to 0.5 until a predetermined time T (11 has elapsed).Thereby, it is not necessary to supply acceleration increase fuel when changing gears. Accelerated shipping fuel supply can be reduced in conditions.

Therefore, it is possible to avoid excessive supply of increased fuel for acceleration when changing gears, improve fuel consumption rate without impairing acceleration performance, and reduce the value of exhaust harmful components such as Co-HC. Can be done.

〔Effect of the invention〕

As described above, according to the present invention, when a gear shift operation is performed during acceleration operation, the supply of acceleration increase fuel is restricted from the start of the gear shift operation until a predetermined period of time has elapsed after the end of the gear shift operation. It is possible to reduce the supply of acceleration boost fuel in a state where supply of acceleration boost fuel is not required.

For this reason, it is possible to avoid excessive supply of acceleration increase fuel when performing a gear shift operation, and there is no reduction in the supply of acceleration increase fuel during acceleration operation with the clutch engaged, so that acceleration performance is not impaired. The fuel consumption rate can be improved without any CO
・It is possible to reduce the value of exhaust harmful components such as HC.

[Brief explanation of the drawing]

Figures 1 and 2 show an embodiment of the present invention, Figure 1 is a schematic diagram of an acceleration control device, and Figure 2 is a diagram showing the relationship between engine speed and vehicle speed for each gear engagement state. . Figure 3 (
A) and (B) are timing charts of control in another embodiment. FIG. 4 (A>(B) is a timing chart of control in yet another embodiment. In the figure, 2 is an internal combustion engine, 4 is an intake passage, 6 is an exhaust passage, 8 is a fuel injection valve, and 10 is an intake passage. Throttle valve, 30 is an idle switch, 32 is an opening sensor, 54 is a control unit, 56 is an ignition coil, 58 is an intake temperature sensor, 62 is a pressure sensor, 66 is a water temperature sensor, 68 is an exhaust temperature sensor, 70
02 sensor, 74 a clutch switch, and 76 a shift switch. Figure 2 N

Claims (1)

[Claims] 1. A control means is provided for controlling the supply of acceleration increase fuel when a gear shift operation is performed during acceleration operation of the internal combustion engine, from the start of the gear shift operation until a predetermined period of time has elapsed after the end of the gear shift operation. Acceleration control device for internal combustion engines.