JP2004270473A - Engine rotation synchronizing control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine rotation synchronizing control device capable of stopping overshoot without leaving deviation, and to precisely perform synchronizing rotation. <P>SOLUTION: The engine rotation synchronizing control device is equipped with an engine rotation sensor 8 for detecting the rotation speed of the engine, a clutch rotation sensor 22 for detecting the rotation speed of a clutch, and a transmission electronic control unit 80 for calculating a requested injection amount according to the difference in the rotation speeds of these and matching the rotation speed of the engine to the rotation speed of the clutch rotation speed. When calculating the requested injection amount by the transmission electronic control unit 80, an engine torque zero injection amount is added to a PD control value of a proportional term and a differential term based on the difference between the clutch rotation speed and the engine speed. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

【００３０】
このようにして、本実施例では、回転合わせ時の要求噴射量ｑ_ｒｅｑを算出するにあたって、目標回転数との回転差ΔＮｅに基づいた比例項と微分項とのＰＤ制御値にエンジントルクゼロ噴射量を加算するようにしたので、偏差を残さずにオーバーシュートを消すことができ、補正値を入れることなく精度良く回転合わせを行うことができる。この結果、変速チューニングの容易化と変速ショックの更なる低減が図れる。
【００３１】
尚、本発明は上記実施例に限定されず、本発明の要旨を逸脱しない範囲で、各種変更が可能であることはいうまでもない。例えば、本発明のエンジンの回転合わせ制御を変速時のクラッチ回転数以外の回転合わせ制御（アイドル回転数等）にも適用することができる。
【００３２】
【発明の効果】
以上説明したように請求項１の発明によれば、エンジントルクゼロ噴射量を算出する手段を設け、燃料噴射量制御手段では、回転合わせ時の要求噴射量を算出するにあたって、目標回転数との回転差に基づいた比例項と微分項とのＰＤ制御値に前記エンジントルクゼロ噴射量を加算するようにしたので、偏差を残さずにオーバーシュートを消すことができ、補正値を入れることなく精度良く回転合わせを行うことができる。
【００３３】
請求項２の発明によれば、回転合わせ時の目標回転数をクラッチ回転数としたので、請求項１の効果にくわえて、変速チューニングの容易化と変速ショックの更なる低減が図れる。
【図面の簡単な説明】
【図１】本発明の一実施例によるエンジンの回転合わせ制御装置を搭載した車両の駆動系を示す概略図である。
【図２】同じく回転合わせ制御のブロック図である。
【図３】同じくエンジントルクマップである。
【図４】同じく回転合わせ制御結果の比較図である。
【図５】従来の回転合わせ制御のブロック図である。
【符号の説明】
１ ディーゼルエンジン、２ 出力軸、３ クラッチ装置、４ 歯車式変速機、６ 燃料噴射ポンプ、８ エンジン回転センサ、９ ラック位置センサ、１０フライホイール、１１ プレッシャスプリング、１２ クラッチ板、１３ アウタレバー、１６ エアシリンダユニット、１７ クラッチストロークセンサ、２０ 入力軸、２２ クラッチ回転センサ、３０ エア通路、３１ 三方電磁弁（ＭＶＸＹ）、３２ エアタンク、３３ エア通路、３４ 電磁弁（ＭＶＳＴ）、６０ チェンジレバー、６２ 変速段選択スイッチ、６４ ギヤシフトユニット、６６ 電磁弁、６７ エア通路、６８ ギヤ位置スイッチ、７６ 出力軸、７８ 車速センサ、８０ 変速機用電子制御ユニット（ＥＣＵ）、８２ エンジン用電子制御ユニット（ＥＣＵ）[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a rotation adjustment control device for an engine such as a diesel engine.
[0002]
[Prior art]
Although a torque converter is used in an automatic transmission for a small vehicle, a large vehicle such as a bus or a truck has a large driving torque, so that it is difficult to transmit the driving torque by the torque converter.
[0003]
For this reason, in large vehicles, automatic transmissions having a mechanical transmission similar to a manual transmission and a clutch device that can be automatically connected and disconnected are generally used. According to such an automatic transmission, automatic shifting can be performed while automatically engaging and disengaging the clutch in accordance with the shifting timing.
[0004]
In an automatic transmission, a shift operation is performed after the engine speed reaches a synchronous speed (clutch speed) (for example, see Patent Document 1). Specifically, for example, as shown in FIG. 5, in an engine control unit or the like (not shown), the proportional term (P) is determined according to the rotation difference ΔNe between the target engine speed (clutch speed) and the actual engine speed. Term), the integral term (I term) and the derivative term (D term), and the required injection amount q _req is calculated to synchronize the engine speed with the clutch speed.
[0005]
[Patent Document 1]
JP 2000-328975 A
[Problems to be solved by the invention]
By the way, in the synchronous control (rotation adjustment control) as described above, the integral term (I term) eliminates the deviation among the three terms of the PID, but at the time of shift-up (engine speed> target speed). In contrast, as shown in FIG. 4, it acts in the direction in which the deviation increases, resulting in overshoot (see FIG. 4A). Further, there is a problem that a deviation remains if the integral term (I term) is eliminated in order to eliminate the overshoot (see FIG. 4B).
[0007]
Therefore, an object of the present invention is to provide an engine rotation control device that can eliminate overshoot without leaving a deviation and can perform rotation adjustment with high accuracy.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, an engine speed adjustment control device according to claim 1 of the present invention comprises: an engine speed detecting means for detecting an engine speed; and a target speed setting for setting a target engine speed. Means for calculating a required injection amount in accordance with the rotational difference between the engine and a fuel injection amount control means for adjusting the engine speed to a target engine speed. Means for calculating the fuel injection amount, wherein the fuel injection amount control means calculates the required injection amount by adding the engine torque zero to a PD control value of a proportional term and a derivative term based on a rotation difference from a target rotation speed. The injection amount is added.
[0009]
Thus, the overshoot can be eliminated without leaving a deviation, and the rotation can be accurately adjusted without entering a correction value.
[0010]
According to a second aspect of the present invention, in the engine rotation control device, the target rotational speed of the engine is a clutch rotational speed.
[0011]
Thereby, shift tuning can be facilitated and shift shock can be further reduced.
[0012]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an engine rotation control device according to the present invention will be described in detail with reference to the drawings using embodiments.
[0013]
[Example]
FIG. 1 is a schematic diagram showing a drive system of a vehicle equipped with an engine rotation control device according to one embodiment of the present invention, FIG. 2 is a block diagram of the rotation control, FIG. 3 is an engine torque map, and FIG. FIG. 9 is a comparison diagram of the result of the rotation adjustment control.
[0014]
As shown in FIG. 1, an output shaft 2 of a diesel engine (hereinafter, referred to as an engine) 1 mounted on a vehicle such as a truck or a bus is connected to a gear type transmission (hereinafter, simply referred to as a transmission) via a clutch device 3. 4 is connected. As a result, the output of the engine 1 is transmitted to the transmission 4, and the transmission 4 shifts. The transmission 4 is an automatic transmission having, for example, seven forward speeds (first to seventh speeds) in addition to the reverse speed. The clutch device 3 is configured such that when the transmission 4 is automatically shifted, connection and disconnection control is automatically performed accordingly.
[0015]
The engine 1 is provided with a fuel injection pump (hereinafter, referred to as an injection pump) 6 for supplying fuel to the engine 1. The injection pump 6 is a device that operates the pump by the output of the engine 1 transmitted via a pump input shaft (not shown) to inject fuel. The injection pump 6 is provided with a control rack (not shown) for adjusting a fuel injection amount, and further provided with a rack position sensor 9 for detecting a rack position (control rack position) RW of the control rack. Have been. In the vicinity of the pump input shaft, an engine speed sensor for detecting the speed of the pump input shaft and detecting the speed of the output shaft 2 of the engine 1, that is, the engine speed Ne, based on the speed is used. Means) 8 are provided.
[0016]
The clutch device 3 is an ordinary mechanical friction clutch in which a clutch plate 12 is brought into pressure contact with a flywheel 10 by a pressure spring 11 to be in a connected state, while a clutch plate 12 is separated from the flywheel 10 to be in a disconnected state. Operation can be automatically performed. That is, the air cylinder unit 16 functioning as a clutch connection / disconnection actuator is connected to the clutch plate 12 via the outer lever 13. An air tank 32 is connected to the pressure chamber of the air cylinder unit 16 via an air passage 30 serving as an air supply passage and a three-way solenoid valve (MVXY) 31. On the other hand, the air release chamber (with a return spring interposed) of the air cylinder unit 16 communicates with the air discharge port of the three-way solenoid valve 31 via an air passage 33 and a solenoid valve (MVST). Accordingly, the air cylinder unit 16 is automatically operated by ON / OFF control of the three-way solenoid valve 31 and the solenoid valve 34, whereby the clutch plate 12 is moved and the connection and disconnection of the clutch are automatically performed.
[0017]
Specifically, when the three-way solenoid valve 31 is turned on and pressurized air from the air tank 32 is supplied to the pressure chamber of the air cylinder unit 16, the outer lever 13 rotates clockwise in FIG. I do. As a result, the clutch plate 12 moves in a direction away from the flywheel 10, and the clutch device 3 changes from the connected state to the disconnected state. On the other hand, when the three-way solenoid valve 31 and the solenoid valve 34 are turned off and the pressurized air in the pressure chamber of the air cylinder unit 16 is released to the atmosphere from the air passage 33, the outer lever 13 is moved by the contraction operation of the air cylinder unit 16 in the figure. Rotates counterclockwise. Thereby, the clutch plate 12 moves in a direction approaching the flywheel 10, and the clutch device 3 changes from the disconnected state to the connected state. This connection state is maintained by the pressure spring 11. The automatic connection and disconnection of the clutch is performed in accordance with the automatic transmission of the transmission 4 as described above.
[0018]
The outer lever 13 is provided with a clutch stroke sensor 17 for detecting a clutch connection / disconnection state via a link mechanism. On the input shaft 20 of the transmission 4, a clutch rotation sensor 22 for detecting the rotation speed of the input shaft 20, that is, the clutch rotation speed is provided.
[0019]
The change lever 60 is a select lever for switching the range of the transmission 4. The change lever 60 is connected to a gear position selection switch 62. The shift position selection switch 62 detects a range position (a parking range (P range), a neutral range (N range), a drive range (D range), etc.) of the change lever 60 when the change lever 60 is operated. It is. The shift position selection switch 62 is connected to a transmission electronic control unit (ECU) 80. As will be described later, the ECU 80 includes a gear shift unit 64 for meshing gears of the transmission 4, that is, switching gear positions. It is connected to the. Thus, when a detection signal of each range is supplied from the gear position selection switch 62 to the ECU 80, the gear shift unit 64 operates according to the signal, and the gear position of the transmission 4 is switched.
[0020]
The gear shift unit 64 includes a plurality of electromagnetic valves (only one is shown in FIG. 1) 66 that is operated by an operation signal from the ECU 80 and a plurality of power cylinders (not shown) that operate a shift fork (not shown) in the transmission 4. (Not shown). These power cylinders of the gear shift unit 64 are connected to the above-described air passage 30 via the electromagnetic valve 66 and the air passage 67, and thus operate when pressurized air is supplied from the air tank 34. That is, when an operation signal is given from the ECU 80 to the solenoid valve 66, each power cylinder operates according to the operation signal, and accordingly, the meshing state of the gear transmission 4 is appropriately changed.
[0021]
A gear position switch 68 as a gear position sensor for detecting each gear position is provided near or in the gear shift unit 64 of the transmission 4, and a current gear position signal is output from the gear position switch 68. It is output to the ECU 80. On the output shaft 76 of the transmission 4, a vehicle speed sensor 78 for detecting the vehicle speed V based on the rotation speed of the output shaft 76 is provided.
[0022]
Reference numeral 82 in FIG. 1 indicates an engine electronic control unit (ECU) provided separately from the ECU 80. The ECU 82 supplies a signal from the ECU 80 to an electronic governor (not shown) in the injection pump 6 according to information from each sensor or accelerator opening VA information from an accelerator opening sensor (not shown). And controls the driving of the engine 1. That is, when a command signal is supplied from the ECU 82 to the electronic governor, the control rack operates to increase or decrease the fuel, and the increase or decrease of the engine speed Ne is controlled.
[0023]
The ECU 80 includes a microcomputer (CPU), a memory, and an interface as an input / output signal processing circuit. On the input side of the ECU 80, the above-described engine rotation sensor 8 and rack position sensor 9 are connected via the ECU 82, and the clutch stroke sensor 17, the clutch rotation sensor 22, the gear position selection switch 62, the gear position switch 68, the vehicle speed The sensors 78 and the like are connected to each other, and information from these sensors and the like is input.
[0024]
On the other hand, the above-described three-way solenoid valve 31, the solenoid valves 34 and 66, the ECU 82, and the like are connected to the output side of the ECU 80. The memory of the ECU 80 includes a read-only ROM in which a flowchart (not shown) is written as a program and data, and a writable RAM.
[0025]
For example, in the ROM, when the range position is set to the D range, a shift map (not shown) for determining the target shift speed based on each value of the vehicle speed V, the accelerator opening VA, and the engine speed Ne is shown. Is stored. Therefore, when the range position is in the D range, the target shift speed is determined from the shift map based on the vehicle speed V, the accelerator opening VA, or the engine speed Ne. Then, the ECU 80 supplies a shift signal corresponding to the target shift speed to each of the solenoid valves 66 of the gear shift unit 64 to set the gear to the target shift speed. As a result, automatic shift control is performed.
[0026]
By the way, as described above, when the automatic shift control is performed by the ECU 80, the connection / disconnection operation of the clutch device 3 is performed in accordance with the execution of the automatic shift control. The gear shifting operation is performed after the rotation speed reaches the synchronous rotation speed (clutch rotation speed). That is, the rotation adjustment control is performed by the ECU 80 (engine rotation adjustment control device).
[0027]
More specifically, when the ECU 80 presses the clutch plate 12 against the flywheel 10 by the contraction operation of the air cylinder unit 16 at the time of shifting, that is, when the clutch device 3 is connected, first, the clutch detected by the clutch rotation sensor 22 is detected. The rotation speed is set to the target rotation speed (target rotation speed setting means). Next, the required injection amount q _req is calculated in accordance with the rotation difference between the target rotation speed and the engine rotation speed detected by the engine rotation sensor 8, and the rotation speed of the engine 1 is adjusted to the target rotation speed (fuel injection). Quantity control means).
[0028]
In calculating the required injection amount q _req , as shown in FIG. 2, a PD control value of a proportional term (P term) and a differential term (D term) based on the rotation difference ΔNe from the target rotation speed. Is added to the engine torque zero injection amount. The engine torque zero injection amount is an injection amount for canceling the engine brake by the drive system torque, and is calculated from the engine torque Te and the engine speed Ne from the engine torque map shown in FIG. can do.
[0029]
Incidentally, the engine torque Te is obtained by the following equation.
(Equation 1)

[0030]
As described above, in the present embodiment, when calculating the required injection amount q _req at the time of rotation adjustment, the engine torque zero injection is added to the PD control value of the proportional term and the differential term based on the rotation difference ΔNe from the target rotation speed. Since the amounts are added, the overshoot can be eliminated without leaving a deviation, and the rotation can be accurately adjusted without entering a correction value. As a result, shift tuning can be facilitated and shift shock can be further reduced.
[0031]
It is needless to say that the present invention is not limited to the above embodiment, and various changes can be made without departing from the spirit of the present invention. For example, the rotation adjustment control of the engine of the present invention can be applied to rotation adjustment control (idle rotation speed and the like) other than the clutch rotation speed during shifting.
[0032]
【The invention's effect】
As described above, according to the first aspect of the present invention, the means for calculating the engine torque zero injection amount is provided, and the fuel injection amount control means calculates the required injection amount at the time of rotation adjustment by using the target rotational speed. Since the engine torque zero injection amount is added to the PD control value of the proportional term and the differential term based on the rotation difference, the overshoot can be eliminated without leaving a deviation, and the accuracy can be reduced without adding a correction value. The rotation can be adjusted well.
[0033]
According to the second aspect of the present invention, since the target rotational speed at the time of rotation adjustment is set to the clutch rotational speed, in addition to the effect of the first aspect, it is possible to facilitate shift tuning and further reduce shift shock.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing a drive system of a vehicle equipped with an engine rotation control device according to an embodiment of the present invention.
FIG. 2 is a block diagram of the rotation adjustment control.
FIG. 3 is also an engine torque map.
FIG. 4 is a comparison diagram of the result of the rotation adjustment control.
FIG. 5 is a block diagram of a conventional rotation adjustment control.
[Explanation of symbols]
Reference Signs List 1 diesel engine, 2 output shaft, 3 clutch device, 4 gear transmission, 6 fuel injection pump, 8 engine rotation sensor, 9 rack position sensor, 10 flywheel, 11 pressure spring, 12 clutch plate, 13 outer lever, 16 air Cylinder unit, 17 clutch stroke sensor, 20 input shaft, 22 clutch rotation sensor, 30 air passage, 31 three-way solenoid valve (MVXY), 32 air tank, 33 air passage, 34 solenoid valve (MVST), 60 change lever, 62 gear Selection switch, 64 gear shift unit, 66 solenoid valve, 67 air passage, 68 gear position switch, 76 output shaft, 78 vehicle speed sensor, 80 electronic control unit (ECU) for transmission, 82 electronic control unit (ECU) for engine

Claims (2)

Engine speed detecting means for detecting the engine speed,
Target speed setting means for setting a target speed of the engine;
Fuel injection amount control means for calculating a required injection amount according to these rotation differences and adjusting the engine speed to the target speed;
In an engine rotation control device provided with
Means for calculating the engine torque zero injection amount is provided,
When calculating the required injection amount, the fuel injection amount control means adds the engine torque zero injection amount to a PD control value of a proportional term and a differential term based on a rotation difference from a target rotation speed. The engine rotation control device. 2. The engine rotation control device according to claim 1, wherein the target engine speed is a clutch speed.

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