JPH0425167B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a fuel supply system that controls a fuel supply means that controls the amount of fuel supplied to an internal combustion engine in a vehicle such as an automobile equipped with an automatic clutch. The present invention relates to a fuel supply control device, and particularly to a fuel supply control device that controls the amount of fuel supplied in accordance with the engagement amount of a clutch when starting or accelerating from a state where the clutch is disengaged.

BACKGROUND OF THE INVENTION In vehicles, a clutch is used as a device for connecting and disconnecting engine power to drive wheels. On the other hand, with recent advances in technology, automatic clutch devices that automatically perform this clutch operation have come into use. This automatic clutch device is configured to control the engaged state of the clutch by driving an oil cylinder that operates the clutch operation body, and the oil is controlled depending on the driving state of the vehicle such as the engine speed and the position signal of the accelerator pedal. It drives the cylinder. For example, an electronic control device is configured to determine the operating position of an oil cylinder based on an engine rotational speed signal and an accelerator pedal position signal, and when the vehicle is started, the amount of depression of the accelerator pedal and the rotation of the engine are determined. The electronic control unit calculates the clutch operation position from the above-mentioned numbers, and under the control of the electronic control unit, the clutch operating body is gradually moved from the disengaged position, through the half-clutch position, to the engaged position, and the vehicle is smoothly started. Similarly, the clutch is engaged and disengaged when changing gears in an automatic transmission.

In vehicles with such automatic clutches, the clutch is disengaged when starting or at low speeds, and when attempting to accelerate from this state by stepping on the accelerator, the clutch is used to achieve smooth acceleration without impact, as described above. It is precisely controlled. That is, as shown in the time vs. clutch engagement amount characteristic diagram in Fig. 1, the engagement amount increases from time t ₀ , reaches 100% (clutch engagement) at time t ₁ , and at time t ₀ , the engagement amount increases. Between t1 and _t1 , the clutch is in a half-clutch state. On the other hand, in a gasoline engine, for example, the opening of the throttle valve that controls the amount of fuel and air supplied to the engine is controlled by the amount of accelerator pedal depression, independent of the clutch, increasing the amount of fuel and air. , increases the engine speed. The prior art for engine throttle control also includes generating a control signal as a function of the difference between the engine throttle setting and the accelerator pedal setting, such that the engine throttle moves in a direction corresponding to the accelerator pedal setting, and The technology is disclosed in Japanese Patent Application Publication No. 2005-119002, which discloses a technology that adjusts the speed at a speed corresponding to the magnitude of the control signal and, when the engine throttle setting substantially corresponds to the accelerator pedal setting, restarts regulation of the engine throttle according to the accelerator pedal setting. Akira
It is disclosed in Publication No. 56-154148.

Problems with the Prior Art As described above, in conventional control devices of this type, the clutch and the fuel supply means were controlled independently, so the engine speed rose until the clutch was fully engaged, causing the engine to run dry. , there was a problem that it caused discomfort to the driver. At the same time, there is also the problem that the relationship between engine speed and vehicle speed is not linear (1:1) until the clutch is fully engaged, making it extremely difficult for the driver to operate the accelerator when starting the vehicle. is occurring,
Furthermore, since the clutch slips when the engine speed is high, there is a problem in that it is disadvantageous in terms of fuel efficiency and clutch wear.

OBJECT OF THE INVENTION It is an object of the present invention to provide an automatic system capable of preventing the fuel supply means from abnormally supplying fuel to the engine in accordance with the accelerator until the clutch is fully engaged, thereby preventing the engine speed from becoming high. The present invention provides a fuel supply control device for a vehicle with a clutch.

SUMMARY OF THE INVENTION In the present invention, the amount of engagement of the clutch is detected by the amount of clutch engagement detection means provided on the clutch, and the amount of depression of the accelerator is detected by the amount of depression detection means provided on the accelerator pedal. The degree of opening of the fuel supply means is determined based on the amount of depression and the amount of engagement. That is, in the present invention,
The degree of depression of the accelerator pedal and the degree of opening of the fuel supply means are not controlled in a one-to-one relationship, but the degree of opening of the fuel supply means is corrected by the amount of engagement of the clutch. Therefore, when the amount of engagement of the clutch is large (that is, the clutch is in contact), the amount of depression of the accelerator pedal and the degree of opening of the fuel supply means are controlled to have a linear relationship of 1:1, but when the amount of engagement is In a state where the clutch is disengaged or partially engaged, the amount of depression of the accelerator pedal is discounted in accordance with the amount of engagement, and the opening degree of the fuel supply system is controlled.

Embodiment FIG. 2 is a block diagram of an embodiment for realizing the present invention. In the figure, 1 is a gasoline engine, which includes a throttle valve as a fuel supply means for controlling the intake amount of fuel and gas. It is a thing,
The clutch includes a flyhole 1a, a throttle valve actuator 1b, and a throttle opening sensor 1c, 2 is a clutch body which is a well-known friction clutch, and has a release lever 2a, and 3 is a clutch actuator. In order to control the amount of engagement of the clutch body 2, the piston rod 3a drives the release lever 2a, and the position of the piston rod 3a is detected as the amount of clutch engagement by a position sensor 3b. 4 is a hydraulic mechanism. a hydraulic pump 4a disposed in the hydraulic circuit;
It has an accumulator 4b and a reserve tank 4c, and 5a and 5b are a supply solenoid valve and a discharge solenoid valve, respectively, which are arranged in the hydraulic circuit and supply or discharge hydraulic pressure to the clutch actuator 3. be. 6 is a drive device including a transmission and a final reduction device, and a clutch 2
The input shaft 6a is connected to the input shaft 6a, and the left and right drive axles 6b, 6c, and includes a synchronized mesh transmission and a hydraulically controlled transmission actuator.7 is a rotation sensor; 6a for detecting the rotation speed; 8 a vehicle speed sensor for detecting the vehicle speed from the rotation speed of the drive shaft 6c; 10 an engine rotation sensor for detecting the rotation speed of the flyhole 1a. This is for detecting the rotation speed of the engine 1. Reference numeral 9 denotes an electronic control device composed of a microcomputer, which is a read-only device that stores a processor 9a that performs arithmetic processing, and a control program for controlling the transmission, clutch 2, and throttle actuator 1b of the drive device 6. It consists of a memory (ROM) 9b, an output port 9c, an input port 9d, a random access memory (RAM) 9e that stores calculation results, etc., and an address/data bus (BUS) 9f that connects these. . The output port 9c is connected to the supply and discharge solenoid valves 5a and 5b that operate the clutch actuator 3, the transmission actuator of the transmission mechanism 6, and the throttle actuator 1b of the engine 1, and is connected to the control actuator that controls these. Output a signal. On the other hand, the input port is for various sensors 3
b, 7, 8, 10 and an accelerator pedal described later,
It is connected to the brake pedal and receives these detection signals. 11 is an accelerator pedal, and a sensor 11a detects the amount of depression of the accelerator pedal 11.
12 is a brake pedal, and has a sensor 12a (potentiometer) for detecting the amount of depression of the brake pedal 12.

Next, to explain the operation of the configuration shown in FIG. 2, first, the transmission is controlled by periodically receiving a detection signal (detection pulse) SPS from the vehicle speed sensor 8 from the input port 9d.
The processor 9a calculates the vehicle speed SPD, and the RAM 9e
and receives the depression amount AP of the accelerator pedal 11 from the sensor 11a via the input port 9d,
The vehicle speed SPD is stored in RAM9e and also as part of the program in ROM9b.
The gear position is determined from the shift map corresponding to the depression amount AP, and the gear change control signal TCS for the gear position is sent to the transmission actuator via the output port 9c to control it. The transmission actuator is connected to the above-mentioned hydraulic mechanism, and the built-in select and shift actuators are hydraulically controlled to operate the transmission and synchronously engage the desired gear position. At the same time, during the gear shifting operation, the clutch is controlled to be described later, and an automatic gear shifting operation is executed.

On the other hand, the clutch is controlled during the above-mentioned speed change operation, when starting, and when stopping. During the above-mentioned speed change operation, the processor 9a sends a clutch disengagement signal CLC to the discharge solenoid valve 5b via the output port 9c prior to the speed change operation. By opening the valve 5b and releasing the hydraulic pressure applied to the clutch actuator 3, the piston rod 3a is returned to the right, the release lever 2a is returned to the right, and the clutch is disengaged. Next, at the end of the gear shifting operation, the processor 9a outputs a clutch engagement signal.
Supply CLS to output port 9 to solenoid valve 5a
The valve 5a is opened by sending the piston rod 3a through the clutch actuator 3, and the piston rod 3a is gradually moved to the left by applying hydraulic pressure to the clutch actuator 3. As a result, the release lever 2a gradually moves to the left, and the clutch 2 changes from the disengaged state to the half-clutch state, and then to the engaged state, as shown in FIG. At this time, the engagement amount of clutch 2
Since CLT corresponds to the position of the piston rod 3a, the detection signal CLTS of the position sensor 3b which detects the position of the piston rod 3a has a magnitude corresponding to the amount of engagement. Therefore, the processor 9a can know the engagement amount CLT of the clutch 2 by receiving the detection signal CLTS through the input port 9d, and the detected engagement amount CLT is stored in the RAM 9e. The clutch is also controlled to disengage when the vehicle speed drops below a certain value, and the processor 9a receives the detection signal SPS from the vehicle speed sensor 8.
When the vehicle speed SPD obtained by this becomes less than a predetermined value, a clutch disengagement signal CLC is generated.

Now, when the accelerator pedal 11 is depressed while the clutch is disengaged at the time of starting or running at low speed, the clutch engagement is controlled. At this time, clutch 2 itself is
As described above, this is done by detecting the start of depression of the accelerator pedal 11 from the depression amount and issuing the clutch contact signal CLS, but the opening degree of the throttle valve is further controlled as follows. This will be explained using the processing flow diagram in FIG. accelerator pedal 11
The depression amount AP is periodically read from the sensor 11a via the input port 9d and stored in the RAM 9e.
Next, input the engagement amount CLT of clutch 3 to port 9d.
The processor 9a calculates the throttle valve opening signal THR using the following equation.

THR=AP×CLT/100 However, CLT=0 to 100 Next, the current throttle opening is detected from the throttle opening sensor 1c via the input port 9d, and compared with the calculated opening signal THR.

If the throttle opening is larger than the opening signal THR, the throttle actuator 1b is moved to the closing side, and if the throttle opening is smaller than the opening signal THR, the throttle actuator 1b is driven to the opening side. The signal SVC is sent to the throttle actuator 1b via the output port 9c. If the throttle opening degree and the opening degree signal THR are equal, the throttle actuator 1b is left as is.
As a result, the throttle valve operates in the opening or closing direction, and the engine speed is controlled accordingly.

The above calculation is as follows in the clutch disengaged and engaged states:
Instead, when a request for clutch engagement is generated from the clutch disengaged state by the accelerator pedal 11 or the drive position selection operation of the select lever (not shown), the clutch is operated together with the clutch engagement. As a result, such calculations are not performed when the clutch is engaged or disengaged, and the amount of depression of the accelerator pedal becomes the opening degree signal of the throttle valve as it is, improving response. Of course, such calculations may be performed while the clutch is engaged or disengaged.

By performing throttle control in this manner, the engine speed will gradually increase. That is, as shown in FIG. 4, if the amount of depression of the accelerator pedal 11 changes as shown in FIG. 4A, and the amount of engagement of the clutch changes as shown in FIG. 4B, in the present invention, the engine speed is It gradually rises as shown by curve a in FIG. 4C. On the other hand, in the conventional method, the curve changes as shown by curve b in FIG. 4C. Although the above embodiment is applied to a gasoline engine, it can also be applied to a diesel engine by replacing the opening/closing control of the throttle valve with the injection amount control of the fuel injection pump. Therefore, the present invention also extends to a fuel supply control device for a diesel engine.

Effects of the Invention As explained above, according to the present invention, in a vehicle equipped with an automatic clutch, the fuel supply means is controlled by the amount of engagement of the clutch and the amount of depression of the accelerator pedal, so that the clutch is not disengaged. Even if you press the accelerator pedal when changing from a closed state to a closed state, the engine will not rev higher than necessary, and the engine will not start racing.In addition, it will also make it easier to operate the accelerator. arise. or,
It is also possible to improve fuel efficiency and reduce clutch wear, making it extremely useful in practice.

Although the present invention has been described with reference to one embodiment, various modifications can be made within the scope of the present invention, and these are not excluded from the scope of the present invention.

[Brief explanation of drawings]

Fig. 1 is a clutch engagement amount characteristic diagram, Fig. 2 is a block diagram of an embodiment according to the present invention, Fig. 3 is a processing flow diagram of an embodiment according to the present invention, and Fig. 4 explains the effects of the present invention. FIG. In the figure, 1...engine, 1b...throttle valve actuator, 2...clutch body, 3...
...Clutch actuator, 3b...Position sensor (engagement amount detector), 9...Electronic control device, 11
...Accelerator pedal, 11a...Press amount detection sensor.

Claims (1)

[Claims] 1. It has an accelerator pedal sensor means, an actuator means for operating the engine fuel supply means, a clutch position detecting means, and a throttle opening detecting means, and a signal of the engagement amount of the clutch outputted from the clutch position detecting means. The throttle valve opening signal is calculated by comparing the accelerator pedal depression amount signal output from the accelerator pedal sensor means and corrected by the clutch engagement amount, and detected by the throttle opening detection means. If the throttle opening is larger than the calculated throttle valve opening signal, the throttle valve tends to close, and if it is smaller, the throttle valve tends to open. A fuel supply control device for a vehicle with an automatic clutch, characterized in that the actuator means for operating the fuel supply means of the engine is controlled by the following.