CN102510939A - Vehicle control device - Google Patents
Vehicle control device Download PDFInfo
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- CN102510939A CN102510939A CN2010800307128A CN201080030712A CN102510939A CN 102510939 A CN102510939 A CN 102510939A CN 2010800307128 A CN2010800307128 A CN 2010800307128A CN 201080030712 A CN201080030712 A CN 201080030712A CN 102510939 A CN102510939 A CN 102510939A
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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
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- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The present invention increases drivability when changing gears in a vehicle provided with a manual transmission. When the operation speed of a clutch pedal is determined to be at least a predetermined value (A) (YES in step S11), an engine control device calculates (step 12) the timing (Toff) for a clutch mechanism (13) to move to a cutoff state on the basis of the operation speed of the clutch pedal. Next, the engine control device (10) acquires (step 13) a throttle aperture (TA), and calculates (step S14) the speed (dTA) of change in the throttle aperture (TA) that results in the current throttle aperture (TA) becoming zero in the timing (Toff). Also, the engine control device (10) corrects the throttle aperture (TA) in a manner such that a throttle valve (25) closes at the speed (dTA) of change, and controls (step 15) an electronic throttle device (26) in a manner so as to have the corrected throttle aperture.
Description
Technical field
The present invention relates to be equipped with control gear to the vehicle of the internal-combustion engine of manual transmission transmission of drive force.
Background technique
Generally, the vehicle that is equipped with manual transmission possesses manual clutch, from the rotation of the motor output that is made as internal-combustion engine via manual clutch to the gear transmission that constitutes manual transmission.
As the manual clutch that is equipped on such vehicle; Adopt the dry type single plate friction clutch; Engage with the clutch disk of flywheel and the input shaft that is connected in gear that the operation of clutch pedal correspondingly will be connected in the output shaft of motor or separate, can will switch between the transmit mode of gear transmission and the dissengaged positions that will rotate cut-out thus from the rotation of motor output.
In addition, gear generally is made up of engagement type, synchromesh manual transmission often.Such gear has input side main shaft (second), outlet side main shaft and jack shaft, on these axles, is respectively arranged with a plurality of gears.And the gear that is disposed on input side or the outlet side main shaft constitutes a plurality of gear pairs that often mesh and constitute with the gear that is disposed on the jack shaft.The gear that is arranged at each main shaft in addition can idle running respectively on axle.
In addition, on the side of the gear that is arranged at each main shaft, can link sleeve respectively.Sleeve can move on axle direction through the range fork that is connected with shift level, and when being connected on axle direction, move corresponding with the operation of shift level of sleeve and with a gear, this gear is fixed in main shaft through sleeve.Therefore, the output of motor rotation with the gear that is fixed in main shaft through sleeve and with the gear ratio speed change of the gear of this gear engagement, to the driving wheel transmission.
If the variable speed operation in the vehicle that possesses such manual transmission and manual clutch describes; At first the driver operates speed change lever then and makes gear form desirable gear while the accelerator pedal that is operated being resetted step on clutch pedal and carry out clutch is transferred to the operation of dissengaged positions from transmit mode.Then, bend the throttle and engine speed is risen, thus clutch pedal is slowly resetted and operate clutch is slowly transferred to transmit mode from separated state, will be through gear from the driving force of motor to the driving wheel transmission.In this variable speed operation; The driver is through when speed change begins, will make accelerator pedal operation that resets and the optimize operation that clutch pedal is stepped on; When speed change finishes, will make the operation that clutch pedal resets and will speed up the optimize operation that pedal is stepped on, and can carry out level and smooth driving.
In the vehicle that possesses such manual transmission, when speed change, the coordination of the operation of the clutch pedal of the above-mentioned that kind of needs and the operation of accelerator pedal, but the operation of this coordination can both easily not carried out for all drivers.For example; When the beginning of variable speed operation; When stepping on of clutch pedal finish to lag behind with respect to stepping on of accelerator pedal; Fuel sprays and finishes in motor; So the driving based part between motor and driving wheel is applied from the negative torque of driving wheel to the motor transmission, puts aside as torsional torque (
れ ト Le Network).If under this state, clutch pedal is stepped on, then will put aside in the torsional torque release that drives based part, produce bruit de froissement perhaps to the vehicle transmitting vibrations through driving based part collision each other with play.
The control gear of the vehicle that is described below is disclosed out: in the vehicle that has carried such manual transmission; Step on end, beginning during speed change at accelerator pedal; Spray through carry out fuel at motor; Reduce negative generation of torque, be suppressed at when clutch pedal stepped on and driving bruit de froissement, the vibration (for example, with reference to patent documentation 1) that based part produces.
The control gear control of this patent documentation 1 disclosed vehicle is equipped on the output of the motor of the vehicle that possesses manual transmission and manual clutch; Begin when the time point of stepping on end under the situation of operation of clutch pedal at accelerator pedal; Make the underspeeding of motor output of the release that is accompanied by accelerator pedal than common height; Under the situation of the operation that does not begin clutch pedal, make motor output with the common reduction that underspeeds.
Thus; The control gear of patent documentation 1 disclosed vehicle can be reduced under the situation that begins speed change and put aside in the torsional torque that drives based part, so can when clutch is transferred to separation (cut-out) state, reduce bruit de froissement, the vibration that is caused by the collision that drives between the based part.
The existing technology document
Patent documentation 1: the spy opens the 2006-161561 communique
Summary of the invention
Invent problem to be solved
Yet in the control gear of above-mentioned vehicle in the past, the service speed of clutch pedal is not considered in the output of the motor when speed change control.Therefore; Under the situation that the service speed of clutch pedal lags behind, when clutch is transferred to dissengaged positions, be created in and drive the possibility that the based part savings has torsional torque, under the situation that the service speed of clutch pedal shifts to an earlier date, when clutch is transferred to dissengaged positions, have the rise possibility of (blow け and go up the Ga Ru) of engine speed on the contrary.Therefore; The rotating speed of bruit de froissement, vibration or motor that such patent documentation 1 is put down in writing is caused by the collision that drives between the based part can not be suppressed at clutch fully and transfer to dissengaged positions the time rises; As a result, the problem that has the cornering ability in the time of fully to improve speed change.
The present invention carries out in order to solve above-mentioned problem in the past, and its purpose is to be provided at the control gear of the vehicle of the cornering ability in the vehicle that possesses manual transmission, in the time of can improving speed change.
The control gear of the vehicle among the present invention; In order to reach above-mentioned purpose; It possesses switching unit, handover operation unit, requires output judging unit and control unit; Said switching unit can be with the dissengaged positions of the power cut between internal-combustion engine and the driving wheel with transmit between the transmit mode of this power and switch, and said handover operation unit is used for said switching unit is operated so that it switches between said dissengaged positions and said transmit mode, and said requirement output judgment unit judges is for the size of the requirement output of said internal-combustion engine; Said control unit is controlled the output of said internal-combustion engine according to the size of said requirement output; It is characterized in that possessing: the service speed detection unit, it detects the service speed of said handover operation unit; With the output calibration unit, it is proofreaied and correct the output of said internal-combustion engine according to the service speed that is gone out by said service speed detection, makes that the output of said internal-combustion engine stops when said switching unit has been transferred to said dissengaged positions.
Through this structure; The control gear of vehicle is proofreaied and correct the output of internal-combustion engine according to the service speed of handover operation unit; So even the operation of the handover operation unit that when in speed change, is undertaken by the driver increases under the unsuitable situation of coordination of operation with output; Also can be when having transferred to dissengaged positions with switching unit the output of internal-combustion engine become 0 mode and proofread and correct; Prevent the generation of vibration that causes in the release of the torsional torque that drives based part by putting aside to prevent that the rotating speed of internal-combustion engine from rising.
Preferably, it is characterized in that: said output calibration unit calculates the cut-out correct time that said switching unit becomes dissengaged positions based on the service speed that is gone out by said service speed detection, correct time the output of said internal-combustion engine is stopped in said cut-out.
Through this structure; The correct time that becomes dissengaged positions correct time near switching unit that the control gear of vehicle can make the output of internal-combustion engine stop; So when switching unit has been transferred to dissengaged positions; Can prevent the generation of vibration that causes in the release of the torsional torque that drives based part by putting aside to prevent that the rotating speed of internal-combustion engine from rising.
Preferably; It is characterized in that: said output calibration unit is to be condition more than the predetermined threshold value with the service speed that is gone out by said service speed detection; Is first predetermined value when above at said switching unit from the size of the said requirement output of said transmit mode when said dissengaged positions has begun to shift, and the output of said internal-combustion engine stopped.
Through this structure, the control gear of vehicle becomes correct time of dissengaged positions at switching unit, does not fully descend, is judged as in the output of internal-combustion engine to produce under the situation that rotating speed rises, and the output of internal-combustion engine is stopped.Thus, can when speed change, prevent the generation that rotating speed rises.In addition; Under the situation that the service speed of handover operation unit shifts to an earlier date, compare with situation about lagging behind;, switching unit becomes big when becoming dissengaged positions in bruit de froissement, the vibration of putting aside between the parts that when the torsional torque that drives based part discharges, produce; So the control gear of vehicle carries out the correction to the output of internal-combustion engine under the situation that the service speed of handover operation unit shifts to an earlier date; When switching unit becomes dissengaged positions, make to put aside and reduce, can prevent thus to produce vibration at vehicle in the torsional torque that drives based part.
Preferably; It is characterized in that: said output calibration unit is to be condition more than the predetermined threshold value with the service speed that is gone out by said service speed detection; Be second predetermined value littler when following at said switching unit from the size of the said requirement output of said transmit mode when said dissengaged positions has begun to shift, the output of said internal-combustion engine increased transfer to said dissengaged positions up to said switching unit than said first predetermined value.
Through this structure; The control gear of vehicle; The correct time that shifts to an earlier date in the correct time that becomes dissengaged positions than switching unit; Under the situation that the output that is judged as internal-combustion engine stops, the output of internal-combustion engine is increased, can prevent thus has torsional torque at driving based part savings when switching unit becomes dissengaged positions.Thus, can prevent when speed change, to produce by driving the vibration that based part collision each other causes through torsional torque is discharged.In addition; Under the situation that the service speed of handover operation unit shifts to an earlier date, compare with situation about lagging behind;, switching unit becomes big when becoming dissengaged positions in bruit de froissement, the vibration of putting aside between the parts that when the torsional torque that drives based part discharges, produce; So the control gear of vehicle carries out the correction to the output of internal-combustion engine under the situation that the service speed of handover operation unit shifts to an earlier date; When switching unit becomes dissengaged positions, make to put aside and reduce, can prevent thus to produce vibration at vehicle in the torsional torque that drives based part.
Preferably, it is characterized in that: the output of said internal-combustion engine is proofreaied and correct in said output calibration unit so that the torque capacity of said switching unit is followed in the output torque of said internal-combustion engine.
Through this structure; Thereby the control gear of vehicle is because the torque capacity (torque capacity) that switching unit begins to shift switching unit to dissengaged positions from transmit mode when beginning to descend; Mode to follow the torque capacity of switching unit from from internal-combustion engine to the output torque of switching unit transmission is controlled internal-combustion engine; Can prevent thus has torsional torque at driving based part savings when switching unit becomes dissengaged positions, can prevent that the rotating speed that produces internal-combustion engine from rising.
More preferably, it is characterized in that: possess the air quantity of suction regulon, this unit is regulated the air quantity that is inhaled into said internal-combustion engine; Said output calibration unit is proofreaied and correct the output of said internal-combustion engine through controlling said suction air quantity regulon.
Through this structure; The control gear of vehicle is when switching unit is transferred to dissengaged positions; Can the suitably output of controlling combustion engine through the air quantity that regulate to suck internal-combustion engine, prevent the generation that the rotating speed of bruit de froissement that the release by torsional torque causes and generation of vibration, internal-combustion engine rises.
More preferably, it is characterized in that: possess the fuel feed regulon, the delivery volume of the fuel that the said internal-combustion engine of this unit subtend is supplied with is regulated; Said output calibration unit is proofreaied and correct the output of said internal-combustion engine through controlling said fuel feed regulon.
Through this structure; No matter whether the control gear of vehicle is in the vehicle boarded unit that the air quantity of regulating the suction internal-combustion engine is arranged; Can both regulate the output of internal-combustion engine, so can when switching unit is transferred to dissengaged positions, prevent the generation that the rotating speed of bruit de froissement that the release by torsional torque causes and generation of vibration, internal-combustion engine rises.
The invention effect
According to the present invention, in possessing the vehicle of manual transmission, the cornering ability in the time of can improving speed change.
Description of drawings
Fig. 1 is the summary construction diagram that is equipped with the vehicle of the control gear in the 1st mode of execution of the present invention.
Fig. 2 is the summary construction diagram of the motor in the 1st mode of execution of the present invention.
Fig. 3 is the sectional view of the clutch mechanism in the 1st mode of execution of the present invention.
Fig. 4 is the time diagram (タ イ ミ Application グ シ ヤ one ト) of the motor output calibration control in the 1st mode of execution of the present invention.
Fig. 5 is the figure of the time diagram of the motor output calibration control in expression the 1st mode of execution of the present invention.
Fig. 6 is the flow chart of the motor output calibration control in expression the 1st mode of execution of the present invention.
Fig. 7 is the figure of the time diagram of the motor output calibration control in expression the 2nd mode of execution of the present invention.
Fig. 8 is the flow chart of the motor output calibration control in expression the 2nd mode of execution of the present invention.
Fig. 9 is the figure of the time diagram of the motor output calibration control in expression the 3rd mode of execution of the present invention.
Figure 10 is the figure of protection (the ガ one De) mapping in expression the 3rd mode of execution of the present invention.
Figure 11 is the flow chart of the motor output calibration control in expression the 3rd mode of execution of the present invention.
Embodiment
(the 1st mode of execution)
Below, referring to figs. 1 through Fig. 6 the control gear of the vehicle 1 in the 1st mode of execution of the present invention is described.At first, describe for structure.
As shown in Figure 1; The Power Train that is equipped on vehicle 1 mainly possesses: the motor 11 that is made as internal-combustion engine; Can the operation through the driver realize the manual transmission 12 of speed change and can cut off from the clutch mechanism 13 of motor 11 to the transmission of the torque of manual transmission 12.
Closure 25 can be arranged at suction tude 23 rotationally, is rotated by actuator.Actuator according to after the depression amount of the accelerator pedal 61 stated closure 25 is rotated.
On outlet pipe 28, the exhaust emission control catalyst 31 that is provided with gas exhaust manifold 27 and constitutes by three-way catalyst, the exhaust of 19 discharges is discharged to the outside of motor 11 via gas exhaust manifold 27, exhaust emission control catalyst 31 from the firing chamber.
Near each intake valve 17, be provided with the sparger 29 that is used for burner oil.In addition, above each firing chamber 19, be provided with the spark plug 16 that is used for gasoline and the igniting of Air mixing gas.
Sparger 29 by after open during 10 energisings of the engine controlling unit stated, to firing chamber 19 burner oils.Injected fuel constitutes mixed gas through in firing chamber 19, mixing mutually with inhaled air.
As shown in Figure 2, motor 11 has a plurality of cylinders 15 that form firing chamber 19, and each cylinder 15 can be taken in to to-and-fro motion piston 38.Piston 38 is connected with bent axle 32 via connecting rod 39, and the to-and-fro motion of piston 38 converts to through connecting rod 39 and rotatablely moves, and transmits to the bent axle 32 as output shaft.
And then motor 11 possesses: intake valve 66, and it is used for the opening portion that connects suction tude 23 and firing chamber 19 is opened and closed; With exhaust valve 67, it is used for the opening portion that connects outlet pipe 28 and firing chamber 19 is opened and closed.
When this admission cam shaft 69 and exhaust cam shaft 70 rotations, intake valve 66 and exhaust valve 67 are pressed respectively, under the state that each valve is pressed, opening portion is by opening.
Working angle changeable mechanism 74 possesses the middle driving mechanism 75 and Control Shaft 76 that is arranged at each cylinder 15.Middle driving mechanism 75 possesses: be arranged at input arm 77 and output arm 78 on the Control Shaft 76, and be present in the sliding gear 79 that the transmission of power between Control Shaft 76, input arm 77 and the output arm 78 is used.
When Control Shaft 76 was axially mobile, sliding gear 79 moved rotation on one side to equidirectional on one side, so the relative phase difference on the swaying direction of input arm 77 and output arm 78 is changed.Corresponding with this relative phase difference, the working angle CA of intake valve 66 changes continuously.Engine controlling unit 10 is through switching on control action angle changeable mechanism 74, the working angle CA of change intake valve 66 to not shown electric motor.
Vehicle 1 also possesses CKP 81, cam angle sensor 82, working angle sensor 83, Air flow meter 84 and throttle sensor 85.
Turn back to Fig. 1, bent axle 32 is connected in the input shaft 33 of the input shaft that constitutes manual transmission 12 via clutch mechanism 13.As the clutch mechanism 13 of the switching unit among the present invention, with the rotation of bent axle 32 to transmit mode that input shaft 33 transmits with will between the dissengaged positions of the transmission cut-out of input shaft 33, switch.The transmit mode of this clutch mechanism 13 and the migration of the state between the dissengaged positions are clutch stroke Cstr corresponding to the depression amount of the clutch pedal of being operated by the driver 35; Under the state of clutch pedal 35 not being stepped on; Clutch mechanism 13 becomes transmit mode, and the rotation of bent axle 32 is transmitted to input shaft 33.On the other hand, under the state that clutch pedal 35 is stepped on, clutch mechanism 13 becomes separated state, will cut off to the transmission of the rotation of input shaft 33 from bent axle 32.Here, in this mode of execution, the handover operation unit that clutch pedal 35 constitutes among the present invention.
Some rotational delaies with input shaft 33 of a plurality of train of gearings of manual transmission 12 through having mutually different gear ratio make output shaft 36 rotations.In addition, manual transmission 12 switches the power transfer path between input shaft 33 and the output shaft 36 according to the operation of driver to shift level 37, sets and the corresponding velocity ratio of this bang path.
Next, for the structure of the clutch mechanism in this mode of execution 13, describe with reference to sectional view shown in Figure 3.Clutch mechanism 13 is made up of the friction clutch of so-called dry type single plate formula.This clutch mechanism 13 possesses: with the flywheel 42 of the circular plate shape of bent axle 32 one rotations; Clutch disk 43 with the rotation of input shaft 33 one; The circular pressure plate 44 that clutch disk 43 is pushed to flywheel 42 sides; Give the discoid diaphragm spring 45 of pressing force and the clutch cover 46 that rotates with flywheel 42 one to pressure plate 44.
In addition, clutch disk 43 is embedded in input shaft 33 by spline.Therefore, clutch disk 43 and the rotation of input shaft 33 one can move to the axle direction of input shaft 33 simultaneously.
For diaphragm spring 45, supporting portion 45c is by the end 46a clamping of clutch cover 46, and peripheral part 45a contacts with pressure plate 44, and central part 45b contacts with the top of release sleeve 55.
Near clutch pedal 35 (with reference to Fig. 1), be provided with not shown master cylinder.This master cylinder is made up of piston and liquid chamber, and the top of this piston is linked to clutch pedal 35.Master cylinder is accompanied by the operation of clutch pedal 35, and its piston is come in and gone out with respect to cylinder portion and moved.
In addition, near withdrawal fork 54, be provided with splitter cylinder 52.This splitter cylinder 52 is made up of piston and liquid chamber, and the top of this piston is linked to the end (upper end portion of Fig. 2) of withdrawal fork 54.
The cylinder portion of master cylinder is communicated with via clutch pipe arrangement 53 with the cylinder portion of splitter cylinder 52.And, be filled with clutch fluid in the cylinder portion of master cylinder, the cylinder portion of splitter cylinder 52 and the inside of clutch pipe arrangement 53.
Turn back to Fig. 1, the driving wheel 59 about the output shaft 36 of manual transmission 12 is connected in via transmission shaft 56, differential gear 57 and live axle 58.
Vehicle 1 also is equipped with the engine controlling unit 10 of the control gear that constitutes vehicle 1.Engine controlling unit 10 is made up of well-known ECU (Electronic Control Unit).Engine controlling unit 10 controls are from the size of the torque of motor 11 outputs.
In addition, engine controlling unit 10 based on from each above-mentioned sensor and after the signal of each sensor input of stating, the ignition timing of the aperture of the closure 25 of control electronic throttle device 26, the fuel injection amount of sparger 29 and correct time, spark plug 16 etc.
Vehicle 1 also possesses engine rotation speed sensor 40, transfer input shaft speed sensors 64 and vehicle speed sensor 65.
Engine rotation speed sensor 40 is to the signal of the rotating speed of engine controlling unit 10 output expression bent axles 32, and engine controlling unit 10 is based on this input engine speed Ne.
In addition, vehicle 1 possesses accelerator pedal 61 and quickens jaw opening sensor 62.Acceleration jaw opening sensor 62 is made up of the position transducer of the electronic type of for example using Hall element; When operating accelerator pedal 61 by the driver; To the signal of engine controlling unit 10 output expression acceleration aperture Apedal, said acceleration aperture Apedal representes the position of accelerator pedal 61.The correct time that the aperture of the closure 25 of engine controlling unit 10 control electronic throttle devices 26, the fuel of sparger 29 spray and the ignition timing of spark plug 16 are so that motor 11 generates and quickens the corresponding engine torque Tereq that requires of aperture Apedal.Therefore, in this mode of execution, quicken jaw opening sensor 62 and engine controlling unit 10 and constitute requirement output judging unit the size that requires torque of internal-combustion engine is judged.In addition, engine controlling unit 10 constitutes the control unit of the output of the big or small controlling combustion engine of output as requested.
In addition, vehicle 1 possesses clutch stroke sensor 63.Clutch stroke sensor 63 is to the depression amount of engine controlling unit 10 transmissions with clutch pedal 35, promptly with the corresponding signal of clutch stroke Cstr.This clutch stroke sensor 63 directly detects the clutch stroke through contacting with clutch pedal 35; But be not limited thereto, also can detect the operating state such as operating state of above-mentioned master cylinder or splitter cylinder 52 and the operating state of the member that clutch stroke Cstr correspondingly changes.
Therefore, in this mode of execution, clutch stroke sensor 63 and engine controlling unit 10 constitute the service speed detection unit of the service speed that detects the handover operation unit.
In addition, engine controlling unit 10 calculates clutch mechanism 13 becomes dissengaged positions from transmit mode Toff in correct time (regularly) based on the service speed of clutch pedal 35.
In addition, engine controlling unit 10 is proofreaied and correct throttle opening TA based on present acceleration aperture Apedal, make motor 11 output correct time Toff become 0.
Specifically; Engine controlling unit 10 becomes the Toff in correct time of dissengaged positions from transmit mode based on present acceleration aperture Apedal and clutch mechanism 13; Calculate the pace of change Δ TA of throttle opening TA; And proofread and correct, make that the pace of change with the corresponding throttle opening TA of operation of accelerator pedal 61 becomes the pace of change Δ TA that calculates.That is, the output of 10 pairs of motors 11 of engine controlling unit is proofreaied and correct, and makes that 11 the output of Toff motor becomes 0 in correct time, i.e. the output of motor 11 stops.Therefore, in this mode of execution, the output calibration unit that engine controlling unit 10 constitutes among the present invention.
In addition, engine controlling unit 10 reduces at clutch stroke Cstr under the situation that waits the operation disruption that is judged as the clutch pedal 35 that is undertaken by the driver based on the signal from 63 inputs of clutch stroke sensor, with the correction end of throttle opening.
Next, using Fig. 4 and time diagram shown in Figure 5 that the motor output calibration of engine controlling unit 10 is controlled describes.
At first, use Fig. 4 to describe with respect to the situation that the operation of accelerator pedal 61 lags behind for the operation of clutch pedal 35.In addition, in Fig. 4,, replace quickening aperture Apedal and clutch stroke Cstr, use the output torque Te of motor 11 and the torque capacity Tclt of clutch mechanism 13 to describe in order to make explanation easily.In addition, the torque capacity Tclt of solid line 93 expressions and the corresponding clutch mechanism 13 of clutch stroke Cstr, the output torque Te of solid line 92 and 95 expression motors 11.
At first, at moment T1, carry out the reset operation of accelerator pedal 61 by the driver.Engine controlling unit 10 is at moment T2, based on the signal from 63 inputs of clutch stroke sensor, detects and begun clutch pedal 35 stepped on (with reference to solid line 93).
Then, engine controlling unit 10 is when calculating the service speed of clutch pedal 35, based on the service speed of clutch pedal 35, calculation time Toff.In addition, in Fig. 4, T5 is corresponding to moment Toff constantly.
Suppose that the output torque Te of motor 11 becomes 0 (with reference to dotted line 94) at the moment T4 more Zao than moment T5 when the output calibration of not carrying out for motor 11 here.Therefore; Become the moment T5 of dissengaged positions from transmit mode at clutch mechanism 13; The negative torque that generation is transmitted to motor 11 from driving wheel 59 has torsional torque at driving based part savings such as bent axle 32, input shaft 33, the gear class that constitutes manual transmission 12 and output shafts 36.
Therefore; Engine controlling unit 10 is when calculating moment Toff; Become the pace of change dTA that 0 mode (with reference to solid line 95) is calculated throttle opening with the output torque Te of motor 11 at moment Toff, control electronic throttle device 26 and closure 25 being closed with the pace of change dTA of throttle opening.Therefore, in this mode of execution, the suction air quantity regulon that engine controlling unit 10 and electronic throttle device 26 constitute among the present invention.
Here, the pace of change dTA of throttle opening through calculation engine control gear 10 beginning for the time difference Δ T of the moment T3 of the output calibration of motor 11 and T5 constantly and be used in constantly that the detected throttle opening TA of T3 obtains divided by time difference Δ T.
Next, use Fig. 5 that the operation of clutch pedal 35 is described with respect to the situation that the operation of accelerator pedal 61 shifts to an earlier date.In addition, in Fig. 5, the torque capacity Tclt of solid line 96 expressions and the corresponding clutch mechanism 13 of clutch stroke Cstr, the output torque Te of solid line 97 and 99 expression motors 11.
At first, at moment T1, begin (returning) operation (with reference to solid line 97) that resets of accelerator pedal 61 by the driver.Engine controlling unit 10 is at moment T2; When going out based on input to begin clutch pedal 35 stepped on (with reference to solid line 96) from clutch stroke sensor 63 input; Calculate the service speed of clutch pedal 35, calculate clutch mechanism 13 becomes dissengaged positions from transmit mode Toff in correct time based on the service speed that calculates.In addition, in Fig. 5, T4 is corresponding to moment Toff constantly.
Suppose that the output torque Te of motor 11 becomes 0 (with reference to dotted line 100) at the moment T5 that lags behind than moment T4 when the output calibration of not carrying out for motor 11 here.Therefore, to the moment T5, has the possibility of the rotating speed rising that produces motor 11 at the moment T4 that becomes dissengaged positions from clutch mechanism 13 from transmit mode.
Therefore; Engine controlling unit 10 is when calculating moment Toff; Become the pace of change dTA that 0 mode (with reference to solid line 99) is calculated throttle opening with the output torque Te of motor 11 at moment Toff, control electronic throttle device 26 and closure 25 being closed with the pace of change dTA of throttle opening.
Next, with reference to Fig. 6 the action of motor output calibration control is described.In addition, the processing of explanation realizes through the program that is stored in ROM in advance below, detects with clutch stroke sensor 63 that to begin clutch pedal 35 is stepped on be that condition begins the execution undertaken by CPU.
As shown in Figure 6, at first, engine controlling unit 10 judges whether the service speed dCstr of clutch pedal 35 is predetermined value A [mm/s] above (step S11).
This predetermined value A is set at following speed: even have under the situation of torsional torque at driving based part savings such as bent axle 32, input shaft 33, the gear class that constitutes manual transmission 12 and output shafts 36; When transferring to dissengaged positions, transmit mode can not produce bruit de froissement, vibration between the driving based part that the release by torsional torque causes, the speed when perhaps the driver can feel vibration giocoso at clutch mechanism 13 at vehicle 1 yet; Confirm through measuring in advance.In addition, predetermined value A also can be 0.At this moment, engine controlling unit 10 is no matter the service speed of clutch pedal 35 how, is carried out the control of motor output calibration when speed change always.
Next, engine controlling unit 10 calculates clutch mechanism 13 and transfers to the Toff in correct time (step S12) of dissengaged positions from transmit mode, and obtain throttle opening TA (step S13) based on the service speed of clutch pedal 35.
Next, engine controlling unit 10 calculate make present throttle opening TA correct time Toff become the pace of change dTA (step S14) of 0 throttle opening TA.
Next, engine controlling unit 10 is proofreaied and correct throttle opening TA with the mode that pace of change dTA closes with closure 25, controls electronic throttle device 26 (step S15) with the mode that becomes the throttle opening after this correction.
As stated; Engine controlling unit 10 in this mode of execution is according to the service speed dCstr of clutch pedal 35 and the output of motor 11 is proofreaied and correct; So even the driver increases under the unsuitable situation of coordination of operation the operation of clutch pedal 35 and output when speed change; The output of the motor 11 of the time point through clutch mechanism 13 being transferred to dissengaged positions from transmit mode is proofreaied and correct; Also can prevent by bruit de froissement, the generation of vibration put aside between the driving based part that the release of the torsional torque that drives based part causes, or prevent that the rotating speed of motor 11 from rising.
In addition; The correct time that becomes dissengaged positions correct time near clutch mechanism 13 from transmit mode that the control gear of vehicle 1 can make the output of motor 11 stop; So at clutch mechanism 13 when transmit mode is transferred to dissengaged positions; Can prevent by bruit de froissement, the generation of vibration put aside between the driving based part that the release of the torsional torque that drives based part causes, or prevent that the rotating speed of motor 11 from rising.
In addition; In the superincumbent explanation, become the situation that the mode of pace of change dTA proofreaies and correct for engine controlling unit 10 with throttle opening and be illustrated, but be not limited thereto; Also can throttle opening TA be reduced, become 0 at moment Toff throttle opening.
In addition, in the superincumbent explanation, for engine controlling unit 10 based on transfer to from the calculated signals clutch mechanism 13 of clutch stroke sensor 63 input from transmit mode dissengaged positions correct time Toff situation be illustrated.Yet engine controlling unit 10 also can replace clutch stroke sensor 63 and use a plurality of Isolating Switch to calculate clutch mechanism 13 is transferred to dissengaged positions from transmit mode Toff in correct time.In this case, engine controlling unit 10 is from the service speed of time difference calculating clutch pedal 35, and the said time difference is the time difference that switches to the correct time of connection (ON) signal from the signal that 2 Isolating Switch are imported respectively from disconnection (OFF) signal.
In addition; Engine controlling unit 10 also can replace throttle opening TA is proofreaied and correct; And directly the value from the acceleration aperture of quickening jaw opening sensor 62 inputs is proofreaied and correct; According to the output of the control of the acceleration aperture after proofreading and correct motor 11, make thus motor 11 output correct time T1 become 0.
In addition; For engine controlling unit 10 through throttle opening is proofreaied and correct correct time Toff the output of motor 11 0 the situation of being made as is illustrated; But be not limited thereto, engine controlling unit 10 also can be through the control fuel injection amount correct time Toff the output of motor 11 is made as 0.Through the output of such control motor 11, for example can suppress in the diesel vehicle that does not possess closure, when speed change, to produce bruit de froissement, vibration between the driving based part that the release by torsional torque causes.Therefore, in this mode of execution, the fuel feed regulon that engine controlling unit 10 constitutes among the present invention.
In addition; In the superincumbent explanation; For engine controlling unit 10 calculate clutch mechanismes 13 from transmit mode transfer to dissengaged positions Toff in correct time, be illustrated to become the situation that 0 mode controls in Toff motor 11 output in this correct time; But under to look like the 2nd mode of execution illustrated; Engine controlling unit 10 also can be proofreaied and correct the output of motor 11 through the size of acceleration aperture Apedal according to the time point of the operation of beginning clutch pedal 35, and 0 the mode of becoming with the output of transferring to the time point motor 11 of dissengaged positions from transmit mode at clutch mechanism 13 is controlled.
(the 2nd mode of execution)
With reference to Fig. 7 and Fig. 8 the engine controlling unit in the 2nd mode of execution of the present invention is described.
In addition; The structure of the engine controlling unit in the structure of the engine controlling unit in the 2nd mode of execution and above-mentioned the 1st mode of execution is roughly same; For various structural elements; Use and Fig. 1 extremely same symbol of the 1st mode of execution shown in Figure 6 describe, and especially only are described in detail for difference.
Therefore, engine controlling unit 10 is under the situation more than the predetermined value B [mm/s] in the service speed of clutch pedal 35, the motor output calibration control below carrying out.Here, predetermined value B constitutes the pre-set threshold among the present invention, likewise sets with predetermined value A in above-mentioned the 1st mode of execution.
In the control of motor output calibration, engine controlling unit 10 obtains the acceleration aperture Apedal of clutch pedal 35 beginnings by the accelerator pedal 61 of the time point of driver's operation.
Quickening aperture Apedal is that predetermined value C is when above; Having the time point of transferring to dissengaged positions from transmit mode at clutch mechanism 13 and quicken aperture and do not become 0, produce the possibility that the rotating speed of motor 11 rises, is 0 so engine controlling unit 10 will be proofreaied and correct from the value of the acceleration aperture Apedal that quickens jaw opening sensor 62 inputs.In addition, engine controlling unit 10 will be made as throttle opening TA level and smooth (な ま) control break of carrying out usually at 0 o'clock.Therefore; Engine controlling unit 10 in this mode of execution constitutes the output calibration unit; It is to be condition more than the pre-set threshold with the service speed that is gone out by the service speed detection; The size that begins the requirement output when transmit mode is transferred to dissengaged positions at switching unit is under the situation more than the 1st predetermined value, and the output of internal-combustion engine is stopped.In addition, predetermined value C constitutes the 1st predetermined value among the present invention.
In addition, engine controlling unit 10 also can be set predetermined value C according to the service speed dCstr of clutch pedal 35.In this case, service speed dCstr is big more, and predetermined value C sets greatly more.
On the other hand; If it is 0 that the driver begins to operate the acceleration aperture of accelerator pedal 61 of the time point of clutch pedal 35; The time point of then transferring to dissengaged positions from transmit mode at clutch mechanism 13 has torsional torque driving the based part savings; Produce the bruit de froissement that drives between the based part, the vibration of vehicle 1, increase so engine controlling unit 10 makes from the acceleration aperture Apedal that quickens jaw opening sensor 62 inputs.Therefore; It is to be condition more than the pre-set threshold that engine controlling unit 10 in this mode of execution constitutes with the service speed that is gone out by the service speed detection; Size that switching unit begins the requirement output when transmit mode is transferred to dissengaged positions for the situation below the 2nd predetermined value littler than the 1st predetermined value under, make the output of internal-combustion engine increase the correcting unit till switching unit is transferred to dissengaged positions.In addition; In this mode of execution; For the acceleration aperture Apedal corresponding with the 2nd predetermined value is that 0 situation describes; But as the acceleration aperture Apedal corresponding with the 2nd predetermined value, so long as than 0 greatly than the little value of C and quicken aperture Apedal at the time point that clutch mechanism 13 has been transferred to dissengaged positions from transmit mode and can become 0 value and get final product.
The time diagram of the variation of the output torque Te of torque capacity Tclt and the motor 11 of the clutch mechanism 13 when Fig. 7 is the speed change of expression vehicle 1; The torque capacity Tclt of solid line 101 expression clutch mechanismes 13, the output torque Te of solid line 102 and 104 expression motors 11.In addition, in the explanation below, be that situation more than the predetermined value B describes for the service speed of clutch pedal 35.
At first, engine controlling unit 10 is at moment T1, detects by the driver to have begun operation clutch pedal 35, calculates the service speed of clutch pedal 35.In addition, through the operation of clutch pedal 35, the torque capacity Tclt of clutch mechanism 13 begins descend (with reference to solid line 101).
Next, engine controlling unit 10 obtains the value of quickening aperture Apedal at moment T2.At this moment; The driver lags behind to the operation of accelerator pedal 61; Keep under the condition with higher at the output torque Te of such motor 11 shown in solid line 102,, become the moment T4 that 0 moment T3 lags behind at torque capacity Tclt than clutch mechanism 13 along with the reduction of common acceleration aperture Apedal; The output torque Te of motor 11 becomes 0 (with reference to dotted line 103), rises so produce rotating speed.In addition, near moment T4, to become curve-like especially be that execution by level and smooth control causes for dotted line 103.
Therefore, it is 0 that engine controlling unit 10 will speed up aperture Apedal correction at moment T2, and will be for the level and smooth control break of throttle opening TA.Thus, the output torque Te of motor 11 reduces, and T3 becomes 0 in the moment.In addition, the time lag of time representation till closure 25 is closed from moment T2 to moment T3.
On the other hand; The driver to the operation of accelerator pedal 61 in advance, become at moment T2 output torque Te of such motor 11 shown in solid line 104 under 0 the situation; 13 torque capacity Tclt becomes 0 moment T3 from moment T2 to clutch mechanism; The negative torque that generation is transmitted to motor 1 from driving wheel 59 has torsional torque at driving based part savings.
Therefore, engine controlling unit 10 is to add that the mode of Δ Apedal proofreaies and correct quickening aperture Apedal in during from moment T2 to moment T3, so that become 0 in the output torque of moment T3 motor 11.Thus, the output torque Te of motor 11 increases, and T3 becomes 0 in the moment.
Next, with reference to Fig. 8 the action of motor output calibration control is described.In addition, the processing of explanation realizes through the program that is stored in ROM in advance below, detects with clutch stroke sensor 63 that to begin clutch pedal 35 is stepped on be that condition begins the execution undertaken by CPU.
As shown in Figure 8, at first, engine controlling unit 10 judges whether the service speed dCstr of clutch pedal 35 is predetermined value B [mm/s] above (step S21).
This predetermined value B is set at the speed of following degree: even have under the situation of torsional torque at driving based part savings; When transmit mode is transferred to dissengaged positions, also can not produce the bruit de froissement between the driving based part that the release by torsional torque causes, the vibration of vehicle 1 at clutch mechanism 13, perhaps the driver can feel vibration giocoso; Confirm through measuring in advance.
Next, engine controlling unit 10 judges whether quicken aperture Apedal is predetermined value C above (step S22).Predetermined value C as stated, if be hypothesis do not carry out to the output of motor 11 correction, then quicken aperture at the time point that clutch mechanism 13 is transferred to dissengaged positions from transmit mode and do not become 0 aperture, confirm through measuring in advance.
On the other hand, engine controlling unit 10 (is denied) to transfer to step S25 in step S22 being judged as under the situation of acceleration aperture Apedal less than predetermined value C.
In step S25, engine controlling unit 10 judges whether acceleration aperture Apedal is 0.
To quicken aperture Apedal be under 0 the situation (being) in step S25 to engine controlling unit 10 being judged as, and transfers to step S26, quickening to add that correction value delta Apedal is up to becoming Toff in correct time on the aperture Apedal.
On the other hand, to quicken aperture Apedal be not (in step S25 not) under 0 the situation to engine controlling unit 10 being judged as, and transfers to and return.
As stated; Engine controlling unit 10 in this mode of execution is more than the predetermined value B and will puts aside and under the situation that the torsional torque of driving based part is sharply eliminated, carry out the control of motor output calibration in the service speed of clutch pedal 35, so can reliably prevent the vibration in vehicle 1 generation.
In addition, the acceleration aperture Apedal when operation clutch pedal 35 is under the situation more than the predetermined value C, and will speed up aperture Apedal correction is 0, so can prevent that at clutch mechanism 13 rotating speed of motor 11 from rising when transmit mode is transferred to dissengaged positions.
In addition; Under the acceleration aperture Apedal of operation during clutch pedal 35 is 0 situation; Quickening to add correction value delta Apedal on the aperture Apedal, so when transmit mode is transferred to dissengaged positions, can prevent to cause and driving based part savings torsional torque by negative torque at clutch mechanism 13.
In addition, in the superincumbent explanation, transfer to the situation of carrying out the control of motor output calibration under the situation of dissengaged positions for engine controlling unit 10 at clutch mechanism 13 from transmit mode and be illustrated.Yet engine controlling unit 10 also can be transferred to from dissengaged positions at clutch mechanism 13 and carry out the control of motor output calibration under the situation of transmit mode.
In this case, engine controlling unit 10 obtains acceleration aperture Apedal in that to detect clutch pedal 35 above and when beginning to return for for example above-mentioned predetermined value B [mm/s].Then, engine controlling unit 10 is predetermined value when above at this acceleration aperture Apedal, so that the mode that the acceleration aperture Apedal that obtains reduces is proofreaied and correct, carries out the output control of motor 11 based on the value of proofreading and correct.Quicken the service speed of the reduction of aperture, calculate the correct time that arrives predefined torque capacity Tclt,, make motor 11 generate the output torque Te of predefined motor 11 in this correct time based on clutch pedal 35.Here, so-called predefined torque capacity Tclt is the torque capacity of clutch mechanism 13 when transferring to transmit mode; The output torque Te of so-called predefined motor 11 is output torques of obtaining through measuring with the mode of the vibration that when clutch mechanism 13 is transferred to transmit mode, do not produce the bruit de froissement that drives between the based part, vehicle 1.
On the contrary, when detecting clutch pedal 35 for predetermined value B [mm/s] more than and the time point that begins to return to quicken aperture be under the situation below the predetermined value, the mode of the acceleration aperture of being obtained with increase is proofreaied and correct.This increasing amount also and reduction obtain through measuring with the mode of the vibration that when clutch mechanism 13 is transferred to transmit mode, do not produce the bruit de froissement that drives between the based part, vehicle 1 equally.
In addition; In the superincumbent explanation, situation about controlling in the following manner for engine controlling unit 10 is illustrated: according to the size of the acceleration aperture Apedal of the time point of the operation of beginning clutch mechanism 13 to the output of motor 11 proofread and correct, the output of transferring to the time point motor 11 of dissengaged positions at clutch mechanism 13 from transmit mode thus becomes 0; But also can be as following the 3rd mode of execution be illustrated; Engine controlling unit 10 makes the output torque of motor 11 follow the torque capacity of clutch mechanism 13 when speed change, prevents thus to produce the bruit de froissement between the driving based part that the release by torsional torque causes, the vibration of vehicle 1 when transmit mode is transferred to dissengaged positions at clutch mechanism 13.
(the 3rd mode of execution)
With reference to Fig. 9 to Figure 11 the engine controlling unit in the 3rd mode of execution of the present invention is described.
In addition; The structure of the engine controlling unit in the structure of the engine controlling unit in the 3rd mode of execution and above-mentioned the 1st mode of execution is roughly same; For each structural element; Use and Fig. 1 extremely same symbol of the 1st mode of execution shown in Figure 6 describe, and especially only are described in detail for difference.
The time diagram of the variation of the output torque Te of torque capacity Tclt and the motor 11 of the clutch mechanism 13 when Fig. 9 is the speed change of expression vehicle 1; The torque capacity Tclt of solid line 106 expression clutch mechanismes 13, the output torque Te of solid line 107 expression motors 11.
When the speed change of vehicle 1; The driver to the operation of accelerator pedal 61 situation with respect to the output torque Te of the operation hysteresis of clutch pedal 35, motor 11 such torque capacity Tclt that surpasses clutch mechanism 13 shown in dotted line 108 under; As stated; Produce torsional torque driving based part, thus at clutch mechanism 13 when transmit mode is transferred to dissengaged positions, produce the bruit de froissement that drives between the based part, the vibration of vehicle 1.
Therefore; Engine controlling unit 10 is beginning under the situation that clutch pedal 35 is stepped on; Torque capacity Tclt based on the calculated signals clutch mechanism of importing from clutch stroke sensor 63 13; So that the output torque Te of motor 11 follows the torque capacity Tclt (with reference to solid line 107) of clutch mechanism 13, regulate the output of motor 11 in other words according to the service speed of clutch pedal 35.
Clutch torque mapping is to make from the depression amount of the clutch pedal 35 of clutch stroke sensor 63 inputs and the corresponding mapping of torque capacity Tclt of clutch mechanism 13, is stored in ROM in advance.
In addition, engine controlling unit 10 is when obtaining throttle opening TA based on the signal from throttle sensor 85 inputs, and the output torque Te of motor 11 is obtained in mapping with reference to engine torque.
The output torque Te of motor 11 calculates through quickening aperture Apedal and engine speed Ne.Engine controlling unit 10 is stored in ROM in advance with the engine torque mapping, and said engine torque mapping will speed up aperture Apedal and engine speed Ne is corresponding with the output torque Te of motor 11.In addition, engine controlling unit 10 is proofreaied and correct the output torque Te that shines upon the motor 11 that obtains from engine torque under the situation of the control of the output torque of carrying out adjusting motors 11 such as valve timing control.
In addition; Engine controlling unit 10 begin with clutch pedal 35 step on, the difference of the output torque Te of torque capacity Tclt and the motor 11 of such clutch mechanism 13 that obtains is under the situation below the predetermined value shown in the arrow 109 as stated, the mode that does not enlarge at least with this difference begins the correction of the output torque Te of motor 11.Here, be set at not can be owing to the departure of the torque capacity Tclt of clutch mechanism 13, the change of external cause etc. cause that the output torque Te of motor 11 surpasses the torque capacity Tclt of clutch mechanism 13 for predetermined value.
At this moment, engine controlling unit 10 is carried out the output control of motor 11 based on the protection mapping that is stored in ROM in advance.
The protection mapping is shown in figure 10; Be the mapping that is described below: the torque capacity Tclt of clutch mechanism 13 is made as protection value Tguard, will converts indication engine torque Teins to through the engine torque Tereq that requires that present acceleration aperture Apedal, engine speed Ne and engine torque mapping calculate through protection value Tguard protection; The indication engine torque Teins that engine controlling unit 10 makes motor 11 outputs calculate through the protection mapping.
Thus; The correct time of the output torque Te of motor 11 before the moment T4 is that T3 becomes 0; The torque capacity Tclt that said moment T4 is a clutch mechanism 13 becomes for 0 the moment, so can prevent torsional torque arranged driving the based part savings at clutch mechanism 13 when transmit mode is transferred to dissengaged positions.
Next, with reference to Figure 11 the action of motor output calibration control is described.In addition, the processing of explanation realizes through the program that is stored in ROM in advance below, detects with clutch stroke sensor 63 that to begin clutch pedal 35 is stepped on be that condition begins the execution undertaken by CPU.In addition, in this mode of execution, also can be same with above-mentioned mode of execution 1 and 2, be to carry out the control of motor output calibration under the situation more than the predetermined value only at the service speed dCstr of clutch pedal 35.
Shown in figure 11, at first, engine controlling unit 10 is when getting access to acceleration aperture Apedal and engine speed Ne, and the torque capacity Tclt (step S31) of clutch mechanism 13 is calculated in mapping with reference to clutch torque.
Next, engine controlling unit 10 is based on by quickening jaw opening sensor 62 detected acceleration aperture Apedal when calculating throttle opening TA, with reference to engine torque mapping calculation requirement engine torque Tereq (step S32).
Next, engine controlling unit 10 is set requiring the protection value Tguard (step S33) of engine torque Tereq with reference to protection mapping shown in Figure 10.
Next, 10 pairs of engine controlling units calculate in step S32 require engine torque Tereq and the protection value Tguard that in step S33, sets compare (step S34).Engine controlling unit 10 requires engine torque Tereq to surpass under the situation of protection value Tguard (in step S34 not) being judged as, and transfers to step S35.On the other hand, require engine torque Tereq to surpass under the situation of protection value Tguard (in step S34 being) being judged as, transfer to step S36.
Under the situation of transferring to step S35, engine controlling unit 10 will require engine torque Tereq to be set at target engine torque Teins.And the mode that becomes this target engine torque Teins with the output torque Te of motor 11 is controlled electronic throttle device 26.
On the other hand; Under the situation of transferring to step S36; Engine controlling unit 10 is worth Tguard with protection and is set at target engine torque Teins, and controls electronic throttle device 26 with the mode that the output torque Te of motor 11 becomes this target engine torque Teins.
Next, engine controlling unit 10 judges whether the torque capacity Tclt of clutch mechanism 13 becomes 0.Engine controlling unit 10 becomes under 0 the situation (in step S37 being) being judged as torque capacity Tclt, transfers to and returns.
On the other hand, do not become under 0 the situation (in step S37 not) being judged as torque capacity Tclt, transfer to step S31.
As stated; The engine controlling unit in this mode of execution 10 is because clutch mechanism 13 begins to control when thereby the torque capacity Tclt that transmit mode is transferred to dissengaged positions clutch mechanism 13 begins to descend, through the mode of following the torque capacity Tclt of clutch mechanism 13 with the output torque Te that transmits to clutch mechanism 13 from motor 11 output of motor 11; Can prevent has torsional torque driving the based part savings at clutch mechanism 13 when transmit mode becomes dissengaged positions, and can prevent that the rotating speed that produces motor 11 from rising.
As stated, the control gear of the vehicle among the present invention plays the effect of the cornering ability in the time of can improving speed change in possessing the vehicle of manual transmission, as being equipped with to the control gear of the vehicle of the internal-combustion engine of manual transmission transmission of drive force and useful.
Symbol description
1: vehicle
10: engine controlling unit
11: motor
12: manual transmission
13: clutch mechanism
15: cylinder
17: suction port
18: relief opening
19: the firing chamber
25: closure
26: the electronic throttle device
29: sparger
32: bent axle
33: input shaft
35: clutch pedal
36: output shaft
37: shift level
38: piston
39: connecting rod
40: engine rotation speed sensor
43: clutch disk
44: pressure plate (platen)
46: clutch cover
52: splitter cylinder
54: withdrawal fork
55: release sleeve
56: transmission shaft
59: driving wheel
61: accelerator pedal
62: quicken jaw opening sensor
63: the clutch stroke sensor
76: Control Shaft
85: throttle sensor
Claims (7)
1. the control gear of a vehicle; The control gear of this vehicle possesses switching unit, handover operation unit, requires output judging unit and control unit; Said switching unit can be with the dissengaged positions of the power cut between internal-combustion engine and the driving wheel with transmit between the transmit mode of this power and switch; Said handover operation unit is used for said switching unit is operated so that it switches between said dissengaged positions and said transmit mode, and said requirement output judgment unit judges is for the size of the requirement output of said internal-combustion engine, and said control unit is controlled the output of said internal-combustion engine according to the size of said requirement output; It is characterized in that possessing:
The service speed detection unit, it detects the service speed of said handover operation unit; With
The output calibration unit, it is proofreaied and correct the output of said internal-combustion engine according to the service speed that is gone out by said service speed detection, makes that the output of said internal-combustion engine stops when said switching unit has been transferred to said dissengaged positions.
2. the control gear of vehicle as claimed in claim 1; It is characterized in that: said output calibration unit is based on the service speed that is gone out by said service speed detection; Calculate said switching unit and become cut-out correct time of dissengaged positions, correct time the output of said internal-combustion engine is stopped in said cut-out.
3. the control gear of vehicle as claimed in claim 1; It is characterized in that: said output calibration unit is to be condition more than the predetermined threshold value with the service speed that is gone out by said service speed detection; Is first predetermined value when above at said switching unit from the size of the said requirement output of said transmit mode when said dissengaged positions has begun to shift, and the output of said internal-combustion engine stopped.
4. the control gear of vehicle as claimed in claim 1; It is characterized in that: said output calibration unit is to be condition more than the predetermined threshold value with the service speed that is gone out by said service speed detection; Be second predetermined value littler when following at said switching unit from the size of the said requirement output of said transmit mode when said dissengaged positions has begun to shift, the output of said internal-combustion engine increased transfer to said dissengaged positions up to said switching unit than said first predetermined value.
5. the control gear of vehicle as claimed in claim 1, it is characterized in that: the output of said internal-combustion engine is proofreaied and correct in said output calibration unit so that the torque capacity of said switching unit is followed in the output torque of said internal-combustion engine.
6. like the control gear of any described vehicle in the claim 1 to 5, it is characterized in that:
Possess the air quantity of suction regulon, this unit is regulated the air quantity that is inhaled into said internal-combustion engine;
Said output calibration unit is proofreaied and correct the output of said internal-combustion engine through controlling said suction air quantity regulon.
7. like the control gear of any described vehicle in the claim 1 to 5, it is characterized in that:
Possess the fuel feed regulon, the delivery volume of the fuel that the said internal-combustion engine of this unit subtend is supplied with is regulated;
Said output calibration unit is proofreaied and correct the output of said internal-combustion engine through controlling said fuel feed regulon.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2010/005183 WO2012025951A1 (en) | 2010-08-23 | 2010-08-23 | Vehicle control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102510939A true CN102510939A (en) | 2012-06-20 |
| CN102510939B CN102510939B (en) | 2013-07-24 |
Family
ID=45722985
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201080030712.8A Expired - Fee Related CN102510939B (en) | 2010-08-23 | 2010-08-23 | Vehicle control device |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP5062366B2 (en) |
| CN (1) | CN102510939B (en) |
| DE (1) | DE112010005819B4 (en) |
| WO (1) | WO2012025951A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106194440A (en) * | 2014-10-21 | 2016-12-07 | 现代自动车株式会社 | Control the method for air shut-off valve in diesel hybrid vehicle |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2016088223A1 (en) * | 2014-12-03 | 2016-06-09 | アイシン精機株式会社 | Vehicle driving device |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5912140A (en) * | 1982-07-12 | 1984-01-21 | Mazda Motor Corp | Throttle valve controlling apparatus for engine |
| CN1191949A (en) * | 1996-11-27 | 1998-09-02 | 本田技研工业株式会社 | Dynamic transmission device for vehicle |
| JP2004231021A (en) * | 2003-01-30 | 2004-08-19 | Hitachi Ltd | Vehicle control device and method for coordinating/controlling vehicle speed control and speed-change control |
| JP2006207430A (en) * | 2005-01-26 | 2006-08-10 | Toyota Motor Corp | Control device for vehicle |
| CN1963265A (en) * | 2005-11-09 | 2007-05-16 | 日产自动车株式会社 | Drive control for a vehicle |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006161561A (en) | 2004-12-02 | 2006-06-22 | Toyota Motor Corp | Fuel injection control device for internal combustion engine |
-
2010
- 2010-08-23 WO PCT/JP2010/005183 patent/WO2012025951A1/en active Application Filing
- 2010-08-23 JP JP2011513810A patent/JP5062366B2/en not_active Expired - Fee Related
- 2010-08-23 DE DE112010005819.9T patent/DE112010005819B4/en not_active Expired - Fee Related
- 2010-08-23 CN CN201080030712.8A patent/CN102510939B/en not_active Expired - Fee Related
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5912140A (en) * | 1982-07-12 | 1984-01-21 | Mazda Motor Corp | Throttle valve controlling apparatus for engine |
| CN1191949A (en) * | 1996-11-27 | 1998-09-02 | 本田技研工业株式会社 | Dynamic transmission device for vehicle |
| JP2004231021A (en) * | 2003-01-30 | 2004-08-19 | Hitachi Ltd | Vehicle control device and method for coordinating/controlling vehicle speed control and speed-change control |
| JP2006207430A (en) * | 2005-01-26 | 2006-08-10 | Toyota Motor Corp | Control device for vehicle |
| CN1963265A (en) * | 2005-11-09 | 2007-05-16 | 日产自动车株式会社 | Drive control for a vehicle |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106194440A (en) * | 2014-10-21 | 2016-12-07 | 现代自动车株式会社 | Control the method for air shut-off valve in diesel hybrid vehicle |
| CN106194440B (en) * | 2014-10-21 | 2020-11-27 | 现代自动车株式会社 | Method for controlling air control valve in diesel hybrid vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| DE112010005819B4 (en) | 2014-01-16 |
| JP5062366B2 (en) | 2012-10-31 |
| WO2012025951A1 (en) | 2012-03-01 |
| JPWO2012025951A1 (en) | 2013-10-28 |
| CN102510939B (en) | 2013-07-24 |
| DE112010005819T5 (en) | 2013-06-06 |
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