JP3852633B2 - Engine deceleration control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an engine deceleration control device, and in particular, two dashpot control required values are set individually by two dashpot control maps corresponding to the presence or absence of fuel cut control, and depending on the presence or absence of fuel cut control. The present invention relates to an engine deceleration control device that performs two types of dashpot control and can reduce deceleration shock according to each situation with and without fuel cut control.
[0002]
[Prior art]
Some engines are provided with an injector for supplying fuel. And this injector is controlled electronically and fuel injection control is performed.
[0003]
In addition, the engine is provided with a bypass passage that bypasses the throttle valve of the intake passage, an idle speed control (ISC) valve is provided in the middle of the bypass passage, and the idle speed control (ISC) valve is controlled to be opened and closed. Some perform adjustments and perform idle operation control.
[0004]
In addition, there is a dashpot control for slowing down the closing operation of the idle speed control (ISC) valve.
[0005]
As the engine deceleration control device, there is one disclosed in JP-A-9-53491. The engine control device disclosed in this publication is directed to the engine when it is confirmed that the engine is in a decelerating state when the engine speed mounted on the vehicle is equal to or higher than a preset reference speed. In an engine control device having a fuel cut control means for stopping fuel supply, an accelerator detection means for detecting that the accelerator pedal is depressed, and the accelerator pedal is depressed by the accelerator detection means when the fuel cut control is executed. When this is detected, a release timing delay means for delaying the timing for canceling the fuel cut control is provided to effectively improve fuel efficiency.
[0006]
[Problems to be solved by the invention]
By the way, in a conventional engine deceleration control device, generally, as a measure for reducing exhaust gas at the time of deceleration, when the idling (IDL) is ON, which is equal to or higher than a predetermined engine speed and the throttle opening is small, that is, in an idling operation state. The fuel cut (F / C) control is performed.
[0007]
However, if the fuel cut (F / C) control is performed at the moment when the throttle valve is returned, there is a disadvantage that the shock is great, the drivability is deteriorated, and it is disadvantageous for practical use.
[0008]
As a countermeasure against this inconvenience, even if the fuel cut control condition is satisfied, the fuel cut control is not performed immediately, and the fuel cut control is performed after a certain delay time has elapsed since the fuel cut control condition was satisfied. is there.
[0009]
Here, the fuel cut (F / C) control will be described. As shown in the flowchart of FIG. 6, after the control program is started, the engine speed Ne is set to a predetermined engine speed F / CNe (in the embodiment, “ (Use as “NeFC”) is determined (200).
[0010]
If the determination (200) is NO, the process proceeds to return, and if the determination (200) is YES, a determination is made as to whether IDL = ON (202).
[0011]
If the determination (202) is NO, the process proceeds to return, and if the determination (202) is YES, a certain delay time (also simply referred to as “delay”) has elapsed since the fuel cut control condition is satisfied. A determination is made as to whether or not (204).
[0012]
When the determination (204) is NO, the determination (204) is repeatedly performed until a certain delay time elapses. When the determination (204) is YES, as shown in FIG. / C) Control (206) is executed.
[0013]
After the fuel cut (F / C) control is executed (206), it is determined (208) whether or not the engine speed Ne is less than the F / C return Ne that is the fuel cut return engine speed. ) Is NO, the process proceeds to determination (210) of whether or not IDL = OFF, and when the determination (208) is YES, the process proceeds to F / C return (212) to return to fuel cut. After / C return (212), the process proceeds to return.
[0014]
In the determination (210) of whether or not IDL = OFF described above, if the determination (210) is NO, whether or not the engine speed Ne is less than the F / C return Ne that is the fuel cut return engine speed. Returning to the determination (208), if the determination (210) is YES, the process shifts to the F / C return (212) that returns to the fuel cut, and after the F / C return (212), shifts to the return.
[0015]
In addition, as a measure for reducing exhaust gas during deceleration, the dashpot control of the idle speed control (ISC) valve is performed together with the fuel cut (F / C) control described above, and bypass air is introduced so that intake negative pressure does not increase. In this way, there is one that reduces unburned gas, suppresses sudden changes in engine torque, and reduces deceleration shock.
[0016]
That is, for example, as shown in FIG. 7, when a predetermined condition is established, a set condition for setting the dashpot control value (DASH2) is set in advance, and the dashpot control value (DASH2) is set as the only dashpot as shown in FIG. It is obtained from a pot control map (also referred to as “Ne table”).
[0017]
And as shown in FIG. 9, the damping condition in dashpot control is also set.
[0018]
The ISC dashpot (DP) control will be described. As shown in the flowchart of FIG. 10, is the throttle valve return speed ΔTA exceeding the predetermined dashpot control set speed DPTA after the control program starts? When the determination (300) is NO, the process proceeds to return, and when the determination (300) is YES, the engine speed Ne is controlled to perform dashpot (DP) control. The process proceeds to determination (302) as to whether or not the predetermined engine speed DPNe to be executed is exceeded.
[0019]
When the determination (302) is NO, the process proceeds to return. When the determination (302) is YES, the dashpot control value (from the unique dashpot control map (also referred to as “Ne table”)) The initial value DP is set to A (304), and dashpot control is performed as shown in FIG.
[0020]
At this time, in dashpot control, time decay (306) is performed until DP = 0 (see FIG. 11), and after DP = 0, the process proceeds to return.
[0021]
However, in the case where the fuel cut (F / C) control and the idle speed control (ISC) valve dashpot control are adopted, the magnitude of the deceleration shock differs depending on the presence or absence of the fuel cut (F / C) control during deceleration. However, there is only one type of dashpot control as described above, and when the fuel cut (F / C) control is performed when the dashpot control is performed (also referred to as “remaining”), FIG. As shown, there is a disadvantage that the shock is large.
[0022]
[Means for Solving the Problems]
Accordingly, in order to eliminate the above-described disadvantages, the present invention provides an injector for injecting and supplying fuel to the engine, a bypass passage for bypassing the throttle valve in the intake passage of the engine, and an idle speed control valve in the middle of the bypass passage. When the engine is in an idling state during deceleration, the idle speed control valve is dash-pot controlled, and the fuel cut control of the injector is performed after a certain delay time has elapsed since the fuel cut control condition is satisfied. In the engine deceleration control device having a control means to perform, the control means has two dashpot control first and second settings that are separately set according to the presence or absence of fuel cut control of the injector and according to the engine speed. 2 maps available In the first map with fuel cut control, the dash pot control is controlled to be within a certain delay time until the fuel cut control is started, while in the second map without fuel cut control, the dash pot control is performed. Is controlled to be executed longer than the predetermined delay time, and any dashpot control is performed when the return speed of the throttle valve exceeds a predetermined dashpot control set speed. .
[0023]
DETAILED DESCRIPTION OF THE INVENTION
By inventing as described above, there are two first and second maps for dashpot control that are set separately according to the presence or absence of the fuel cut control of the injector and according to the engine speed, and the first one having the fuel cut control. In one map, the dashpot control is controlled so as to be within a certain delay time until the fuel cut control is started, while in the second map without the fuel cut control, the dashpot control is made longer than the certain delay time. Control is performed so that any dashpot control is performed when the return speed of the throttle valve exceeds a predetermined dashpot control set speed, with or without fuel cut control. The deceleration shock is reduced according to the situation.
[0024]
【Example】
Embodiments of the present invention will be described below in detail with reference to the drawings.
[0025]
1 to 5 show an embodiment of the present invention. In FIG. 2, 2 is an engine, 4 is a deceleration control device, 6 is an air cleaner, 8 is an intake pipe, 10 is a throttle body, 12 is an intake manifold, 14 is an intake passage, 16 is an exhaust pipe, and 18 is an exhaust passage. .
[0026]
The intake passage 14 includes a first intake passage 14-1 provided between the air cleaner 6 and the throttle body 10, a second intake passage 14-2 formed in the throttle body 10, and a second intake passage 14-2. And a third intake passage 14-3 formed in the intake manifold 12 connected via the surge tank 20.
[0027]
An intake air temperature sensor 22 for detecting intake air temperature is provided on the upstream side of the intake pipe 8 forming the first intake passage 14-1, and an air flow meter is provided in the second intake passage 14-2 from the upstream side. 24 and the throttle valve 26 are disposed, and the downstream side of the third intake passage 14-3 communicates with the combustion chamber 30 of the engine 2 via the intake valve 28. The exhaust passage 18 communicates with the combustion chamber 30 through an exhaust valve 32.
[0028]
A throttle sensor 34 for detecting the throttle opening of the throttle valve 26 is provided.
[0029]
A fuel tank 36 is provided, and a canister 38 is provided between the fuel tank 36 and the intake system of the engine 2. That is, the surge tank 20 of the engine 2 and the canister 38 are connected by the purge passage 40, a purge valve (VSV) 42 is provided in the middle of the purge passage 40, and the canister 38 and the fuel tank 36 are connected by the evaporation passage 44, A two-way valve 46 is provided in the middle of the evaporation passage 44, and an atmospheric opening passage 48 is provided in the canister 38.
[0030]
A fuel pump 50 is provided in the fuel tank 36, and the fuel pump 50 and an injector 52 provided in the engine 2 are provided in communication with each other through a fuel supply passage 54. A fuel filter 56 and a pressure regulator 58 for making the fuel supply pressure from the injector 52 substantially constant are provided from the 50 side. The pressure regulator 58 has a fuel return passage 60 that is opened and closed by the intake pipe pressure and returns the excess pressure to the fuel tank 36.
[0031]
A water temperature sensor 62 for detecting the coolant temperature of the engine 2 is provided, and a crank angle sensor 64 used as a vehicle speed sensor for detecting a crank angle of a crankshaft (not shown) and outputting a vehicle speed detection signal is provided.
[0032]
Further, a catalytic converter 66 is provided in the middle of the exhaust passage 18 of the engine 2, an O2 sensor 68 is provided in the middle of the exhaust passage 18 upstream of the catalytic converter 66, and in the middle of the exhaust passage 18 downstream of the catalytic converter 66. A fuse type temperature sensor 70 is provided.
[0033]
Further, a starter signal to be communicated is output via the intake air temperature sensor 22, the air flow meter 24, the throttle sensor 34, the purge valve 42, the water temperature sensor 62, the crank angle sensor 64, the O2 sensor 68, the fuse type temperature sensor 70, and the igniter 72. An ignition switch (IG SW) 74, a PCV valve 76, a battery 78 for detecting battery voltage, an A / C controller (not shown) for outputting an ON signal of an air conditioner (A / C) not shown, An AT controller (not shown) for outputting a D-range signal, a P / S pressure switch (not shown) for outputting a P / S signal, and an electric load signal diode (not shown) for outputting an electric load signal And a diagnostic monitor coupler (not shown) for outputting diagnostic switch signals to the control means 80, respectively. Continue to provide to.
[0034]
A bypass passage 82 for bypassing the throttle valve 26 in the intake passage 14 of the engine 2 is provided, and an idle speed control (ISC) valve 84 is provided in the middle of the bypass passage 82, and the control means 80 is in an idle operation state during deceleration. In this case, the idle speed control valve 84 is dash-pot controlled, and the fuel cut control of the injector 52 is performed after a certain delay time has elapsed from the time when the fuel cut control condition is satisfied.
[0035]
That is, as shown in FIG. 4, when the idling operation state (IDL ON) is established at the time of deceleration, the initial value DP of the idle speed control valve 84 is set and the dash pot control is performed to maintain a constant from the IDL ON time. Fuel cut control is performed after the delay time has elapsed.
[0036]
The controller 80 is provided with two dashpot control maps corresponding to the presence or absence of fuel cut control of the injector 52.
[0037]
More specifically, the control means 80 has two dash pot control first and second maps according to the presence or absence of fuel cut control of the injector 52. In the first map with fuel cut control, The pot control is controlled so as to be within a certain delay time until the fuel cut control is started.
[0038]
In other words, the control means 80 has a relationship between the engine speed Ne and a predetermined engine speed NeFC.
Ne ≧ NeFC
In other words, that is, the first map with fuel cut control (see FIG. 3), Ne <NeFC
In this case, that is, there is a second map (see FIG. 3) when there is no fuel cut control, and the first map and the second map are selectively used according to the presence or absence of fuel cut control.
[0039]
Further, the dashpot control in the first map having the fuel cut control is performed by the control means 80 so as to be within a certain delay time until the fuel cut control is started, as shown in FIG.
[0040]
Here, the embodiment of the dash pot control will be described. In the example shown in FIG. 4, the initial values of the first map and the second map set in accordance with the presence or absence of the fuel cut control are made different.
[0041]
That is, the initial value DP in the first map with fuel cut control is set to A, and B is set to the initial value DP larger than this value A by the second map without fuel cut control. is there. At this time, the attenuation speeds of the first and second maps are substantially equal.
[0042]
Further, as shown in FIG. 5, the initial values of the first and second maps are made the same, and the attenuation rates in the first and second maps are changed, that is, the attenuation rates in the first map with fuel cut control are changed. Further, it is possible to adopt a policy in which the speed is set to be larger than the attenuation speed in the second map without the fuel cut control.
[0043]
Next, the operation will be described along the flowchart for ISC dashpot (DP) control in FIG.
[0044]
When the ISC dashpot (DP) control program starts (100), it is determined whether the throttle valve return speed ΔTA exceeds a predetermined dashpot control set speed DPTA (102).
[0045]
When the determination (102) is NO, the routine proceeds to return (114). When the determination (102) is YES, the engine speed Ne is a predetermined engine that executes dashpot (DP) control. The process proceeds to determination (104) of whether or not the rotational speed is DPNe or more.
[0046]
If the determination (104) is NO, the process proceeds to return (114). If the determination (104) is YES, the presence / absence of fuel cut (F / C) control is determined (106).
[0047]
In the determination (106) of the presence or absence of fuel cut (F / C) control, if YES, that is, if there is fuel cut control, the initial value DP of dashpot control is set to A by the first map (108). Then, time attenuation is performed until the initial value DP becomes 0 (zero) (112), and the process proceeds to return (114).
[0048]
In the determination of the presence or absence of the fuel cut (F / C) control (106), if NO, that is, if there is no fuel cut control, the initial value DP of the dashpot control is set to B by the second map (110 Then, time attenuation is performed until the initial value DP becomes 0 (zero) (112), and the process proceeds to return (114).
[0049]
Thereby, two required values for dashpot control can be set individually by the two first and second maps for dashpot control according to the presence or absence of fuel cut control, and according to the presence or absence of fuel cut control. Two types of dashpot control are performed, and the deceleration shock can be reduced according to the situation with and without the fuel cut control, which is practically advantageous.
[0050]
Further, since it can be dealt with only by changing the program in the control means 80, it is easy to manufacture, the cost can be kept low, and it is economically advantageous.
[0051]
Further, the control means 80 performs the dashpot control by controlling the dashpot control within a certain delay time until the fuel cut control is started in the first map having the fuel cut control. The fuel cut (F / C) control is not performed at all when it is broken (also referred to as “remaining”), and the occurrence of a shock can be reliably prevented.
[0052]
【The invention's effect】
As described above in detail, according to the present invention, an injector for injecting fuel to the engine is provided, a bypass passage for bypassing the throttle valve of the intake passage of the engine is provided, and an idle speed control valve is provided in the middle of the bypass passage, Control means for performing dashpot control of the idle speed control valve when the engine is in an idling state during deceleration and performing fuel cut control of the injector after a certain delay time has elapsed since the fuel cut control condition is satisfied The control means has two dashpot control first and second maps that are set separately according to the presence or absence of fuel cut control of the injector and according to the engine speed, Fuel cut control In a certain first map, the dashpot control is controlled so as to be within a certain delay time until the fuel cut control is started, while in the second map without the fuel cut control, the dashpot control is performed with a certain delay time. Since control is performed so that the dashpot control is performed for a longer time, and the speed at which the throttle valve returns exceeds the predetermined dashpot control set speed, two dashpot controls are performed according to the presence or absence of fuel cut control. With the dashpot control map, two dashpot control required values can be set individually, and two types of dashpot control depending on the presence or absence of fuel cut control will be performed. Depending on the situation with and without fuel cut control Click can be reduced, which is advantageous in practical use. Further, since it can be dealt with only by changing the program in the control means, it is easy to manufacture, the cost can be kept low, and it is economically advantageous.
[Brief description of the drawings]
FIG. 1 is a flowchart for ISC dashpot (DP) control of an engine deceleration control device according to an embodiment of the present invention.
FIG. 2 is a schematic configuration diagram of an engine deceleration control device.
FIG. 3 shows two dashpot control maps and damping conditions according to the presence or absence of fuel cut control between the first map when there is fuel cut control under the set condition and the second map when there is no fuel cut control. FIG.
FIG. 4 is a time chart of the engine deceleration control device.
FIG. 5 is a time chart of an engine deceleration control apparatus showing another embodiment of the present invention.
FIG. 6 is a flowchart for fuel cut (F / C) control showing the prior art of the present invention.
FIG. 7 is a diagram showing setting conditions for dashpot control.
FIG. 8 is the only map for dashpot control.
FIG. 9 is a diagram showing damping conditions for dashpot control.
FIG. 10 is a flowchart for ISC dashpot (DP) control.
FIG. 11 is a time chart of the engine deceleration control device.
[Explanation of symbols]
2 Engine 4 Deceleration control device 6 Air cleaner 8 Intake pipe 10 Throttle body 12 Intake manifold 14 Intake passage 16 Exhaust pipe 18 Exhaust passage 20 Surge tank 22 Intake temperature sensor 24 Air flow meter 26 Throttle valve 34 Throttle sensor 36 Fuel tank 38 Canister 52 Injector 58 Pressure regulator 62 Water temperature sensor 64 Crank angle sensor 66 Catalytic converter 68 O2 sensor 70 Fuse type temperature sensor 74 Ignition switch (IG SW)
80 Control means 82 Bypass passage 84 Idle speed control (ISC) valve

Claims (1)

When an injector that supplies fuel to the engine is provided, a bypass passage that bypasses the throttle valve in the intake passage of the engine is provided, and an idle speed control valve is provided in the middle of the bypass passage. the idle speed control valve while dashpot control, the deceleration control apparatus for an engine having a control means for performing fuel cut control of the injector after the fuel cut control condition has passed a certain delay time from the time when established, the The control means has two first and second maps for dashpot control that are set separately according to the presence or absence of fuel cut control of the injector and according to the engine speed, and a first map having fuel cut control In The dashpot control is controlled to be within a certain delay time until the fuel cut control is started, while the dashpot control is performed longer than the certain delay time in the second map without the fuel cut control. And controlling one of the dashpots when the return speed of the throttle valve exceeds a predetermined dashpot control set speed .

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