JP2004052584A - Starting travel control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a starting travel control device for a vehicle, allowing smooth start or creeping speed travel of the vehicle with simple operation of a clutch without worsening the fuel consumption of the vehicle. <P>SOLUTION: Generation stop control means 62 puts the electric generation of a generator 20 to be rotationally driven by an engine 10 into a temporarily stopped condition at starting the vehicle in the stopped condition. The output toque of the engine 10 is increased by torque consumed for the rotation of the generator 20 at starting the vehicle, and smooth start or creeping speed travel of the vehicle is allowed with simple operation of connecting/disconnecting the clutch 14 without worsening the fuel consumption of the vehicle. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention provides a vehicle of a type in which the power of the engine is transmitted to a transmission via a clutch while the generator is rotated and driven by the engine. Further, the present invention relates to a vehicle start traveling control device capable of starting a vehicle only by an operation of engaging a clutch.
[0002]
[Prior art]
For example, as in a vehicle having a clutch that is opened and closed in association with a manual operation and a parallel shaft type transmission that is shifted by the manual operation, the power of the engine is transmitted to the transmission via the clutch. Vehicles of this type are known. In such a vehicle, the vehicle is started only by engaging the clutch by operating the clutch pedal without operating the accelerator pedal while the shift lever is positioned at a predetermined gear position, for example, when entering the garage. Or running at very low speed. However, when such a vehicle starts or travels at a low speed, a load is applied to the engine that is rotating at idle, so the rotation of the engine becomes unstable and the vehicle can start smoothly or run at a low speed. There was an inconvenience that there were cases where it was not possible.
[0003]
On the other hand, when the vehicle speed is a low vehicle speed equal to or lower than a predetermined value and the throttle opening is lower than the predetermined value, the engine rotation speed is increased from the idle rotation in accordance with the operating position of the clutch. A start (slow speed) travel control device has been proposed. For example, the apparatus described in Japanese Patent Application Laid-Open No. 2001-263138 is that. According to this, in a state where the shift lever is located at a predetermined gear position, when starting the vehicle or running at a very low speed only by engaging the clutch by operating the clutch pedal without operating the accelerator pedal, Since the engine rotation speed is higher than the idle rotation, the rotation of the engine does not become unstable, and the vehicle can be started smoothly or run at a low speed.
[0004]
[Problems to be solved by the invention]
By the way, in the above-mentioned conventional vehicle start traveling control device, since the engine speed is increased from the idling speed, there is a disadvantage that the fuel efficiency of the vehicle deteriorates.
[0005]
The present invention has been made in view of the above circumstances, and an object of the present invention is to start a vehicle smoothly or run at a low speed only by operating a clutch without deteriorating fuel efficiency of the vehicle. It is an object of the present invention to provide a start control device for a vehicle that can be started.
[0006]
[First means for solving the problem]
The gist of the present invention to achieve the above object is to provide a vehicle start / run control device of a type including a generator that is rotationally driven by an engine and in which the power of the engine is transmitted to a transmission via a clutch. In this case, the vehicle includes a power generation stop control unit that temporarily stops power generation by the generator when the vehicle starts from a stopped state.
[0007]
[Effect of the first invention]
With this configuration, the power generation stop control means temporarily stops the power generation by the generator that is rotationally driven by the engine when the vehicle starts from a stopped state, so that the generator is not activated when the vehicle starts. Since the output torque of the engine is increased by the amount of torque consumed for rotation, the vehicle can be started smoothly or run at a low speed only by operating the clutch without deteriorating the fuel efficiency of the vehicle.
[0008]
[Other aspects of the first invention]
Here, preferably, a secondary battery functioning as a power supply of the vehicle, and a charge amount determining means for determining whether the charge amount of the secondary battery is equal to or more than a predetermined value are provided, The control means stops the temporary stop of the power generation by the generator when the charge amount determination means determines that the charge amount of the secondary battery is smaller than a predetermined value. With this configuration, in a vehicle provided with a secondary battery functioning as a power supply, when the charge amount of the secondary battery is smaller than a predetermined value, the charge of the secondary battery is prioritized, so that the engine in the vehicle Operation is guaranteed.
[0009]
Preferably, the power generation stop control means determines whether a return condition from the power generation stop control is satisfied based on the fact that the rotation speed of the engine has exceeded a predetermined determination value. The power generation stop by the power generation stop control means is terminated when the return condition satisfaction determination means determines that the return condition is satisfied. With this configuration, it is determined that the return condition from the power generation stop control is satisfied because the engine rotation speed exceeds the predetermined determination value, and the power generation stop by the power generation stop control unit is automatically terminated. Therefore, unnecessary power generation stoppage when the vehicle has already reached a certain speed is eliminated.
[0010]
Preferably, clutch release operation determining means for determining whether or not the clutch release operation has been performed is provided, and the power generation stop control means performs the clutch release operation by the clutch release operation determination means. If it is determined that the power generation has stopped, the power generation stop by the power generation stop control means is terminated. According to this configuration, when it is determined that the clutch release operation has been performed, the power generation stop by the power generation stop control means is automatically terminated, so that it is unnecessary in a vehicle in which power transmission is cut off by releasing the clutch. Power generation stoppage is eliminated.
[0011]
[Second means for solving the problem]
According to another aspect of the present invention, there is provided an ignition timing adjusting device capable of changing an ignition timing of an engine, wherein the power of the engine is transmitted to a transmission via a clutch, A start traveling control device for a vehicle of a type in which the output of the engine is temporarily increased when the vehicle is started from a stopped state, and when the clutch is disengaged, the rotation speed of the engine is increased or the engine speed is increased. Another object of the present invention is to include retard control means for executing retard control of the engine when the rotation speed increase rate is equal to or more than a predetermined value.
[0012]
[Effect of the second invention]
With this configuration, when the engine speed increases or the engine speed increase rate exceeds a predetermined value, the engine retard control is executed by the retard control means, and the output of the engine is reduced. Since it is lowered, overshoot of the engine speed is preferably suppressed when the power transmission path is opened by the release operation of the clutch.
[0013]
[Another aspect of the second invention]
Preferably, the retard control means includes a clutch disengagement operation determining means for determining whether or not the clutch disengagement operation has been performed, and the clutch disengagement operation determination means performs the clutch disengagement operation. If it is determined that the ignition has not been performed, the ignition timing of the engine is retarded. With this configuration, the retard control for reducing the output of the engine is started before the clutch is connected to the power transmission path, that is, before the clutch is disengaged.
[0014]
Preferably, the vehicle further includes start assist control means for executing start assist control for operating an engine output increasing device to assist the start of the vehicle. When assist control is being performed, the engine retard control is executed. In this way, when the start assist control is being performed, the overshoot of the engine speed due to the clutch release operation is suppressed.
[0015]
Preferably, the retard control means includes an elapsed time determination means for determining whether an elapsed time from the end of the start assist control by the start assist control means is within a predetermined determination time. If the elapsed time determination unit determines that the elapsed time is within a predetermined determination time, the ignition timing of the engine is retarded regardless of the end of the start assist control. . In this way, even if the start assist control is terminated, the ignition timing of the engine is retarded in a state where the engine rotational speed is increasing due to a response delay, so that the engine rotational speed at the end of the start assist control is reduced. Is suppressed.
[0016]
Preferably, the retard control means includes an overshoot determining means for determining whether or not an overshoot of the engine rotational speed has occurred, and the overshoot determining means determines that the engine rotational speed is overshoot. When it is determined that the ignition has occurred, the ignition timing of the engine is retarded. This has the advantage that the ignition timing of the engine is retarded when the occurrence of overshoot of the engine rotational speed is actually determined.
[0017]
Preferably, the retard control means includes a retard amount calculating means for calculating a retard amount based on an actual engine rotational speed increase rate and an overshoot rotational speed from a relationship stored in advance, The ignition timing of the engine is retarded by the retard amount calculated by the angle amount calculating means. In this way, the retard amount according to the actual engine speed increase rate and the overshoot speed is calculated, and the ignition timing of the engine is retarded by the retard amount. The overshoot of the engine rotation speed is appropriately suppressed as compared with the case where the vehicle is turned. The above relationship is preferably set so that the overshoot amount of the engine rotation speed and the retardation amount of the ignition timing increase as the rate of increase of the engine rotation speed increases.
[0018]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
[0019]
FIG. 1 is a diagram illustrating a configuration of a control device according to an embodiment of the present invention and a vehicle power transmission device to which the control device is applied. In FIG. 1, an output of an engine 10 such as a gasoline engine as a power source is mechanically connected to a clutch pedal 12 and a stepped transmission 16 is transmitted via a clutch 14 which is disengaged (opened / closed) by the operation. And transmitted from an output shaft 18 of the stepped transmission 16 to driving wheels via a differential gear unit and an axle (not shown).
[0020]
The generator 20 is connected to the crankshaft of the engine 10 via a belt 22 and is driven to rotate by the engine 10. The generator 20 is an AC generator called an alternator, and is configured to generate and output AC power when its stator is excited. The intake pipe 24 of the engine 10 is connected to an accelerator pedal 26 and has an opening degree θ according to the operation amount. _TH The idle speed of the engine 10 is set to, for example, about 650 rpm. _IDL And an ISC valve 30 provided in parallel with the throttle valve 28 to control the pressure. The ISC valve 30 functions as an engine output increasing device that increases the output torque of the engine 10 during start assist control. Further, the engine 10 is provided with an ignition timing adjusting device 32 capable of adjusting the ignition timing (timing).
[0021]
The stepped transmission 16 is, for example, a constant-mesh parallel-shaft transmission, and includes a plurality of gear pairs that are selectively meshed by operating a shift operation lever 34, and gears corresponding to the plurality of gear pairs. By selecting a gear or a gear ratio, for example, a first gear to a fifth gear are achieved. The vehicle is provided with a secondary battery 36 such as a lead battery and an electronic control unit 40.
[0022]
The electronic control unit 40 has an engine speed N detected by the engine speed sensor 42. _E , The rotational speed N of the output shaft 18 of the stepped transmission 16 detected by the vehicle speed sensor 44 _out , The operation amount A of the accelerator pedal 26 detected by the accelerator opening sensor 46 _CC The operation signal CL of the clutch pedal 12 detected by the clutch pedal sensor 48, the terminal voltage signal B from the voltage sensor 50 indicating the terminal voltage of the rechargeable battery 36 for determining the charge amount of the rechargeable battery 36, and the like Is supplied.
[0023]
FIG. 2 is a functional block diagram for explaining a main part of the control function of the electronic control unit 40, that is, a start traveling or a low-speed traveling control function. Here, starting running or low-speed running control refers to operating the clutch pedal 12 and the shift operating lever 34 without operating the accelerator pedal 26 when entering the garage, for example, to shift the shift operating lever 34 to the lowest gear. In order to enable the vehicle to start, run at a low speed, and run backward by operating the clutch pedal 12 so as to be engaged and half-clutched, the output torque of the engine 10 is increased by a predetermined value so as not to stall the engine 10. Control.
[0024]
In FIG. 2, after the shift operation lever 34 is operated to, for example, a low gear, the start assist control means 60 operates the clutch pedal 12 exclusively to operate the clutch pedal 12 to start the vehicle, run at a low speed, and run backward. To prevent the engine 10 from being stalled and the engine speed N _E Target idle speed N _IDL The engine speed has exceeded a predetermined value, or the engine speed N _E Is the target idle speed N _IDL When it is detected that the engine speed falls below a predetermined value, the engine speed N _E The output torque of the engine 10 is adjusted, for example, by the engine rotation speed N by adjusting the opening of the ISC valve 30 and, if necessary, the fuel injection amount so as to recover the engine speed. _E Is the target idle speed N _IDL Or, it is raised until a target value set near it is reached. The start assist control by the start assist control means 60 includes, for example, that the vehicle speed is an extremely low vehicle speed equal to or lower than a predetermined value, the throttle opening θ _TH Is extremely small value equal to or less than a predetermined value, the transmission 16 is shifted to the gear for treatment, and the foot brake or the parking brake is not operated.
[0025]
The power generation stop (cut) control means 62 controls the engine speed N _E Target idle speed N _IDL During the start assist control by the start assist control means 60, which is started by detecting the decrease from the start, the power generation by the generator 20 connected to the engine 10 is temporarily stopped so that the generator Assuming that the torque consumed in the engine 20 is substantially zero, the torque transmitted from the engine 10 to the transmission 16 is increased by the amount of the torque consumed in the generator 20 so as to compensate for the shortage of the output torque of the engine 10. I do. The power generation stop control means 62 executes the above-described power generation stop control under the condition that the charge amount of the secondary battery 36 is not shortage below a predetermined value. When it is in the state, the power generation stop control is not executed. The power generation stop control means 62 determines whether the engine rotation speed N has been reached when a preset return condition (power generation stop control end condition) is satisfied, for example, when the start assist control ends. _E Exceeds a first rise determination value set in advance to, for example, about 1000 rpm, or when the engine speed N _E When the increase width from the start of the power generation stop control exceeds a second rise determination value set in advance to, for example, about 200 rpm, the power generation stop control is terminated. The power generation stop control means 62 executes the power generation stop control under the condition that the clutch 14 is engaged (closed). However, when the clutch 14 is released (disconnected), the power generation stop control is stopped. The control is not executed or the power generation stop control is ended.
[0026]
Therefore, the power generation stop control means 62 determines, for example, whether or not the state of charge of the secondary battery 36 is greater than or equal to a predetermined value, that is, whether the secondary battery 36 is not in a shortage state, for example, by the terminal voltage of the secondary battery 36 The charge amount determination means 64 which determines based on the specific gravity of the engine, and whether or not a preset return condition (condition for terminating power generation stop control) is satisfied, for example, the engine speed N _E Exceeds a first rise determination value set in advance to, for example, about 1000 rpm, or the engine speed N _E A return condition satisfaction determining means 66 for determining whether the rise width from the start of the power generation stop control exceeds a second rise determination value set in advance to, for example, about 200 rpm, and a disengaged (disengaged) state of the clutch 14. And a clutch disengagement operation determining means 68 for determining whether or not the above is based on a signal from the clutch pedal sensor 48.
[0027]
The retard control means 70 controls the engine rotation speed N _E Target idle speed N _IDL During the start assist control by the start assist control means 60 which is started when the decrease from the engine speed is detected, the engine speed N _E (Rpm / sec) and the amount of overshoot (the target idle speed N _IDL Is calculated based on the amount that exceeds (rpm), and the output of the engine 10 is reduced by controlling the ignition timing of the engine 10 to be delayed by the amount of retardation. Rotation speed N _E Sharp rise or overshoot. This engine speed N _E Sudden rise or overshoot occurs, for example, when the clutch 14 is released (disengaged) and the load on the engine 10 is suddenly reduced. Even if the ISC valve 30 is closed to end the start assist control, a response is generated. The overshoot continues for a predetermined time corresponding to the delay. For this reason, the retard control means 70 controls the engine speed N _E When the rise of the clutch 14 is detected, the retard control is started. On the other hand, when the release state of the clutch 14 is determined based on the signal from the clutch pedal sensor 48, the predetermined time t corresponding to the duration of the overshoot is determined. _D Within the above, the above-mentioned retard control is executed. The relationship stored in advance for calculating the retard amount is, for example, as shown in FIG. _E The amount of retardation is set to increase as the rate of increase (rpm / sec) and the amount of overshoot increase, and is determined experimentally in advance.
[0028]
Therefore, the retard control means 70 controls, for example, the engine rotational speed N _E Overshoot determining means 72 for determining whether or not an overshoot has occurred, and an engine rotational speed N _E Whether the increase rate of the engine exceeds a predetermined value, that is, the engine speed N _E And the actual engine speed N based on a relationship stored in advance shown in FIG. 3, for example. _E (Rpm / sec) and the amount of overshoot (the target idle speed N _IDL And an elapsed time t after the clutch 14 is released. _EL Is a predetermined time t _D And a clutch-disengagement operation determining unit 80 for determining whether or not the clutch 14 is in the released (disengaged) state based on a signal from the clutch pedal sensor 48. The engine speed N that appears quickly during the disconnection operation of the clutch 14 during the start assist control. _E Is determined and the engine speed N _E Is determined to have exceeded the predetermined value, the retard control is started even before the start assist end determination or the clutch 14 disconnection determination, and a predetermined time t after the clutch 14 disconnection operation. _D , The retard control is continued, and the time t has elapsed since the clutch 14 was disengaged. _EL Is a predetermined time t _D When it exceeds, the retard control is ended.
[0029]
FIGS. 4 and 5 are flowcharts for explaining a main part of the control operation of the electronic control unit 40. FIG. 4 is a flowchart illustrating power generation for increasing the torque transmitted from the engine 10 during the start assist control. FIG. 5 shows the stop control operation, and FIG. _E 3 shows an ignition timing retard control operation for suppressing overshoot of the ignition timing. The step in FIG. 4 corresponds to the power generation stop control means 62, and the step in FIG.
[0030]
In FIG. 4, in step (hereinafter, step is omitted) SA <b> 1, whether or not the start assist control is being performed is determined based on a signal from start assist control means 60, for example. If the determination at SA1 is denied, the power generation stop control is prohibited at SA2. However, if the determination in SA1 is affirmative, in SA3 corresponding to the charge amount determination means 64, it is determined whether or not the charge amount of the secondary battery 36 of the vehicle is equal to or more than a predetermined value, that is, is not in a shortage state. . When the determination at SA3 is denied, the power generation stop control at SA2 is prohibited, but when the determination at SA3 is affirmed, the engine speed N is determined at SA4 corresponding to the return condition satisfaction determination means 66. _E Exceeds a first rise determination value set in advance to, for example, about 1000 rpm, or the engine speed N _E Whether a preset return condition (a condition for terminating power generation stop control) is satisfied based on whether or not a rise width from the start of the power generation stop control exceeds a second predetermined increase determination value of, for example, about 200 rpm. It is determined whether or not. If the determination of SA4 is affirmative, the power generation stop control prohibition of SA2 is executed, but if the determination of SA4 is denied, the disconnection operation of the clutch 14 is performed in SA5 corresponding to the clutch disconnection operation determination means 68. Is determined. If the determination of SA5 is affirmative, the power generation stop control prohibition of SA2 is executed, but if the determination of SA5 is denied, the generator 20 is increased in SA6 in order to increase the torque transmitted from the engine 10. Power generation stop control for stopping the power generation of the vehicle is performed.
[0031]
In FIG. 5, at SB1, it is determined whether or not the clutch 14 has been disconnected. If the determination at SB1 is negative, it is determined at SB2 whether the start assist control is being performed. If the determination at SB2 is affirmative, at SB3 corresponding to the overshoot determination means 72, the engine speed N _E Whether the overshoot occurs in the engine speed N _E Is determined, for example, when it exceeds a determination value set at about 1200 rpm. If the determination in SB3 is affirmative, the control proceeds to SB4 corresponding to the rotation rate increase determination means 74, in which the engine speed N _E Of the engine speed N _E Is determined based on the fact that the change rate (rpm / sec) exceeds a preset determination value of, for example, about +50 rpm / sec. If the determination at SB4 is affirmative, at SB5 corresponding to the retard amount calculating means 76, for example, the actual engine speed N is determined from the relationship stored in advance shown in FIG. _E (Rpm / sec) and the amount of overshoot (the target idle speed N _IDL The amount of retard of the ignition timing is calculated based on the amount exceeding (rpm). Next, at SB6, the ignition timing of the engine 10 is controlled so as to achieve the calculated retard amount, and the overshoot is suppressed.
[0032]
If the clutch 14 is disengaged to stop the vehicle, the determination at SB1 is affirmative. Therefore, at SB7 corresponding to the elapsed time determination means 78, the elapsed time t since the clutch 14 is disengaged is determined. _EL Is a predetermined judgment value t set in advance. _D It is determined whether it is within. If the determination in SB7 is affirmative, the engine rotation speed N is increased due to a response delay despite the end of the start assist control and the power generation stop control. _E Is in an overshoot state, the above steps SB3 and below are executed again to suppress overshoot. The same applies to the case where the start assist control ends and the determination of SB2 is denied. However, if the determination at SB7 is negative, or if the engine speed N _E If the determination of SB3 or SB4 is denied because the overshoot is not determined or is not a sharp rise, the ignition timing retard control is prohibited or terminated in SB8.
[0033]
FIG. 6 shows a time chart obtained by the above control operation. As shown in FIG. 6, the clutch pedal 12 at the depressed position is slightly returned, and half-engagement of the clutch 14 is started (t in FIG. 6). ₁ Time), the engine speed N _E Is started (t in FIG. 6). ₂ At this point, the start assist control is started, the ISC valve 30 is opened, the output torque of the engine 10 is increased, the power generation stop control is started, and the power generation state of the generator 20 is stopped (t in FIG. 6). ₃ Therefore, even if the vehicle is started without the accelerator pedal 26 being depressed, the engine speed N _E Target idle speed N _IDL Is suppressed. Even if the clutch 14 is fully engaged and the vehicle is running at a very low speed, the engine speed N _E Target idle speed N _IDL Is suppressed (t in FIG. 6). ₄ From that point). When the clutch 14 is disengaged to stop the traveling of the vehicle (t in FIG. 6). ₅ Since the load on the engine 10 is suddenly reduced, the start assist control is terminated and the ISC valve 30 is closed or the power generation stop control is terminated and the power generation by the generator 20 is started. The engine speed N _E Is the target idle speed N _IDL Overshoot occurs. This engine speed N _E During the rapid rise of the engine speed, the highly responsive retard control is started and the output of the engine 10 is immediately suppressed. _E Overshoot is suppressed.
[0034]
As described above, according to the present embodiment, the power generation stop control unit 62 temporarily stops the power generation by the generator 20 that is rotationally driven by the engine 10 when the vehicle starts moving from the stopped state. Therefore, the output torque of the engine 10 increases by the amount of torque consumed by the rotation of the generator 20 when the vehicle starts moving, so that the vehicle can be smoothly operated only by connecting and disconnecting the clutch 14 without deteriorating the fuel efficiency of the vehicle. Can be started or run at a very low speed.
[0035]
Further, according to the present embodiment, the secondary battery 36 functioning as a power source of the vehicle and the charge amount determining means 64 for determining whether the charge amount of the secondary battery 36 is equal to or more than a predetermined value are provided. The power generation stop control means 62 stops the temporary stop of the power generation by the generator 20 when the charge amount determination means 64 determines that the charge amount of the secondary battery 36 is smaller than a predetermined value. Therefore, in a vehicle provided with the secondary battery 36 functioning as a power supply, the charge of the secondary battery 36 is prioritized when the vehicle starts to be subjected to the start assist control. Is guaranteed.
[0036]
Further, according to the present embodiment, the power generation stop control means 62 determines the rotation speed N of the engine 10. _E Exceeds a predetermined determination value, for example, the engine speed N _E Exceeds a first rise determination value set in advance to, for example, about 1000 rpm, or the engine speed N _E A return condition for determining whether or not the return condition from the power generation stop control is satisfied based on whether or not the rise width from the start of the power generation stop control exceeds a second rise determination value set in advance to, for example, about 200 rpm. If the return condition establishment determination means 66 determines that the return condition has been satisfied, the power generation stop control means 62 terminates the power generation stop. _E The power generation stop by the power generation stop control means 62 is automatically terminated by the rise of the vehicle speed, so that unnecessary power generation stop when the vehicle has already reached a certain vehicle speed is eliminated.
[0037]
Further, according to the present embodiment, the clutch disconnection operation determining means 68 for determining whether or not the release (disconnect) operation of the clutch 14 has been performed is provided. When it is determined that the clutch 14 has been released, the power generation stop by the power generation stop control means 62 is terminated. Therefore, when it is determined that the clutch 14 has been released, the power generation is stopped. Since the stop of the power generation by the stop control means 62 is automatically terminated, unnecessary stop of the power generation in the vehicle in which the power transmission is cut off by releasing the clutch 14 is eliminated.
[0038]
Further, according to the present embodiment, the ignition timing adjusting device 32 capable of changing the ignition timing of the engine 10 and the power of the engine 10 are transmitted to the transmission 16 via the clutch 14 to start the vehicle from a stopped state. In this case, the start assist control means 60 of a type for temporarily increasing the output of the engine and the rotational speed N of the engine 10 during the release operation of the clutch 14 are described. _E And the retard control means 70 for executing retard control of the engine 10 when the rate of increase of the engine 10 or the rate of increase of the rotational speed of the engine 10 becomes a predetermined value or more. If the rate of increase or the rate of increase in the rotational speed of the engine 10 is equal to or greater than a predetermined value, the retard control of the engine is executed by the retard control means 70 to reduce the output of the engine 10. When the power transmission path is opened by the release operation, the engine rotational speed N _E Overshoot is suitably suppressed.
[0039]
Further, according to the present embodiment, the retard control means 70 includes the clutch disengagement operation determining means 80 for determining whether or not the release operation of the clutch 14 has been performed. When it is determined that the release operation has not been performed, the ignition timing retard control of the engine 10 is started. Therefore, the engine is started before the clutch 14 connected to the power transmission path is disconnected. The retard control for lowering the output of No. 10 is started.
[0040]
Further, according to the present embodiment, the start assist control means 60 for executing the start assist control for opening the ISC valve 30 functioning as the engine output increasing device by a predetermined amount to assist the start of the vehicle is provided. The control means 70 performs the retard control of the engine 10 during the start assist control by the start assist control means 60, that is, before starting the start assist control. Engine speed N associated with _E Overshoot is suitably suppressed.
[0041]
Further, according to the present embodiment, the retard control means 70 determines the elapsed time t from the end of the start assist control by the start assist control means 60. _EL Is a preset determination time t _D The elapsed time determination means 78 for determining whether or not the elapsed time is within _EL Is a preset determination time t _D If the start assist control is determined to be within the range, the ignition timing of the engine 10 is retarded regardless of the end of the start assist control. Rotation speed N _E In the state where is increased, the ignition timing of the engine 10 is retarded, thereby suppressing an increase in the engine rotational speed at the end of the start assist control.
[0042]
Further, according to the present embodiment, the retard control means 70 controls the engine rotation speed N _E Overshoot determining means 72 for determining whether or not an overshoot has occurred. _E If it is determined that the overshoot has occurred, the ignition timing of the engine 10 is retarded. Therefore, even before the start assist control ends, the engine rotational speed N _E There is an advantage that the ignition timing of the engine 10 is retarded when the occurrence of the overshoot is actually determined.
[0043]
Further, according to the present embodiment, the retard control unit 70 calculates the retard amount based on the actual engine rotational speed increase rate and the overshoot rotational speed (overshoot amount) from the relationship stored in advance. Since the ignition timing of the engine 10 is retarded by the retard amount calculated by the retard amount calculating means 76, the actual engine rotational speed increase rate and the overshoot rotational speed are reduced. Since the ignition timing of the engine 10 is retarded by the corresponding retard amount, the overshoot of the engine rotational speed is appropriately suppressed as compared with the case where the ignition timing is uniformly retarded by a fixed amount.
[0044]
As mentioned above, although one Example of this invention was described based on drawing, this invention is applied also in another aspect.
[0045]
For example, in the above-described embodiment, the retard control means 70 controls the engine rotational speed N _E Although the ignition timing of the engine 10 is retarded in order to suppress the overshoot, the injection timing is retarded when the engine 10 is a diesel engine.
[0046]
In the above-described embodiment, during the start assist control, the power generation stop control by the power generation stop control means 62 and the retard control by the retard angle control means 70 are simultaneously performed. Only one of the controls may be executed.
[0047]
Further, in the above-described embodiment, during the start assist control by the start assist control means 60, the ISC valve 30 is opened by a predetermined amount in order to increase the output torque so as not to reduce the rotation of the engine 10. The throttle valve 28 may be opened by a predetermined amount from its fully closed position by driving using an actuator. In this case, the throttle actuator and the throttle valve 28 function as an engine output increasing device.
[0048]
Further, the clutch 14 of the above-described embodiment is mechanically connected to the clutch pedal 12 and is disengaged (opened / closed) by the operation. However, the clutch 14 is not operated by the clutch pedal 12 or other operating bodies. The engagement release (opening / closing) operation may be performed by an electromagnetic actuator that is operated in association therewith.
[0049]
Although not specifically exemplified, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.
[Brief description of the drawings]
FIG. 1 is a diagram illustrating a configuration of a vehicle drive device including an electronic control device according to an embodiment of the present invention.
FIG. 2 is a functional block diagram illustrating a main part of a control function of the electronic control device of FIG. 1;
FIG. 3 is a chart showing an example of a relationship used for calculating a retard amount in a retard amount calculating means of FIG. 2;
4 is a flowchart illustrating a main part of a control operation of the electronic control device of FIG. 1, and is a diagram illustrating a power generation cut control routine during start assist control.
5 is a flowchart illustrating a main part of a control operation of the electronic control device in FIG. 1, and is a diagram illustrating a retard control routine during start assist control. FIG.
FIG. 6 is a time chart illustrating the control operation of the electronic control device of FIG. 1 or the control operation of FIGS. 4 and 5;
[Explanation of symbols]
10: Engine
20: Generator
32: ignition timing adjustment device
36: Secondary battery
40: Electronic control unit (starting travel control unit)
44: ignition timing adjustment device
62: power generation stop control means
64: Charge amount determination means
66: Return condition satisfaction determination means
68: clutch disconnection operation determination means
70: retard control means
72: overshoot determination means
76: retard amount calculating means
78: elapsed time determination means
80: clutch disengagement operation determining means

Claims (10)

A start / run control device for a vehicle including a generator that is rotationally driven by an engine, and in which power of the engine is transmitted to a transmission via a clutch,
A start and stop control device for a vehicle, comprising: power generation stop control means for temporarily stopping power generation by the generator when the vehicle starts from a stop state. A secondary battery functioning as a power supply for the vehicle;
Charge amount determination means for determining whether the charge amount of the secondary battery is equal to or more than a predetermined value,
The power generation stop control means stops the temporary stop of power generation by the generator when the charge amount determination means determines that the charge amount of the secondary battery is smaller than a predetermined value. 1 is a vehicle start control device. The power generation stop control unit includes a return condition satisfaction determination unit that determines whether a return condition from the power generation stop control is satisfied based on the rotation speed of the engine exceeding a predetermined determination value, 3. The vehicle starting and running control device according to claim 1, wherein the power generation stoppage by the power generation stop control means is terminated when the return condition satisfaction determination means determines that the return condition is satisfied. Clutch disengagement operation determining means for determining whether the clutch release operation has been performed is provided,
The power generation stop control means terminates the power generation stop by the power generation stop control means when the clutch disconnection operation determination means determines that the clutch release operation has been performed. Start control system for such a vehicle. An ignition timing adjustment device capable of changing the ignition timing of the engine, wherein the power of the engine is transmitted to a transmission via a clutch, and the output of the engine is temporarily increased when the vehicle starts from a stopped state. Start control device for a vehicle of the type
The clutch control device further includes a retard control unit that executes retard control of the engine when the rotational speed of the engine increases or a rate of increase in the rotational speed of the engine becomes equal to or more than a predetermined value during the release operation of the clutch. Vehicle start control device. The retard control means includes clutch disengagement operation determining means for determining whether or not the clutch disengagement operation has been performed, and when the clutch disengagement operation determination means determines that the clutch disengagement operation has not been performed. 6. The starting control apparatus for a vehicle according to claim 5, wherein the ignition timing of the engine is retarded. Start assist control means for executing start assist control for operating an engine output torque increasing device provided in the vehicle to increase the engine output torque at the time of start of the vehicle,
7. The start traveling control device for a vehicle according to claim 5, wherein the retard control unit retards the ignition timing of the engine when the start assist control is being performed by the start assist control unit. The retard angle control means includes an elapsed time determination means for determining whether or not an elapsed time from the end of the start assist control by the start assist control means is within a predetermined determination time. When the elapsed time is determined to be within a predetermined determination time, the ignition timing of the engine is retarded regardless of termination of the start assist control. Start running control device. The retard control means includes overshoot determination means for determining whether or not an overshoot of the engine speed has occurred, and the overshoot determination means determines the occurrence of overshoot of the engine speed. 8. The starting control device for a vehicle according to claim 7, wherein the ignition timing of the engine is retarded in the case where the engine starts. The retard control means includes a retard amount calculating means for calculating a retard amount based on an actual engine rotational speed increase rate and an overshoot rotational speed from a relationship stored in advance, and the retard amount calculating means calculates the retard amount. 10. The starting control device for a vehicle according to claim 5, wherein the ignition timing of the engine is retarded by the retarded amount.

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