JP2004339960A - Engine control device of manual transmission vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve response delay in the starting and gear shifting of a manual transmission vehicle on which an electronic throttle control device is mounted. <P>SOLUTION: When the depressing of a clutch pedal 6 is detected with a clutch switch 23, the control mode of the electronic throttle control device 11 is set to a start/gear shift control mode (S1, S3). The target throttle opening of a throttle valve 16 is set to a value in proportion to an accelerator opening. A feedback control is performed so that a throttle opening of the throttle valve 16 can be converged to the target throttle opening. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an engine control device for a manual transmission vehicle equipped with an electronic throttle control device, and in particular, an engine for a manual transmission vehicle that can improve response delay at the time of starting and shifting and obtain a good driving feeling. The present invention relates to a control device.
[0002]
[Prior art]
In a conventional mechanical throttle control device using a cable or a link mechanism, the responsiveness to the amount of depression of the accelerator pedal is good. For example, if the accelerator pedal is depressed strongly or released suddenly to accelerate or decelerate the vehicle, the throttle Since the opening degree of the valve changes suddenly and the engine torque changes suddenly, longitudinal vibration (snaching) of the vehicle body occurs, which causes discomfort to the driver and passengers.
[0003]
Therefore, as described in Patent Document 1, an electronic throttle control device (ETC: Electric Throttle Control) is mounted as means for reducing the longitudinal vibration of the vehicle body during acceleration / deceleration, and the driver operates the accelerator pedal. A method of detecting the amount by an accelerator opening sensor, setting a target throttle opening based on the detected accelerator opening, and feedback controlling the throttle valve opening so that the actual throttle opening matches the target throttle opening There is.
[0004]
Further, in Patent Document 1, an upper limit guard value that limits the change speed of the throttle opening is set based on the engine speed and the throttle opening, or based on the transmission shift pattern and the gear ratio, and is calculated this time. When the difference between the target throttle opening and the previously calculated target throttle opening exceeds the upper limit guard value, the value obtained by adding the upper limit guard to the previous target throttle opening is used as the final target throttle opening for this time. By setting it, the amount of change in the opening of the throttle valve is limited to mitigate vehicle longitudinal vibration.
[0005]
[Patent Document 1]
JP-A-10-47115 [0006]
[Problems to be solved by the invention]
By the way, as shown in FIG. 4, the starting operation of a vehicle equipped with a manual transmission (hereinafter referred to as “M / T vehicle”) first depresses the clutch pedal to disengage the clutch (time t <b> 1). Depressing the accelerator pedal is started (time t2), and the throttle valve is gradually opened. At that time, when the engine speed increases to a predetermined level, the clutch pedal is returned, the clutch is gradually connected, the vehicle is started in a so-called half-clutch state, and when the predetermined engine torque is reached, the clutch pedal is released and the clutch is released. Are connected (time t3).
[0007]
When the electronic throttle control device disclosed in the cited document 1 is mounted on an M / T vehicle, the speed of change in the throttle opening is limited to the upper limit when the accelerator pedal is depressed after the clutch is disengaged in order to perform a starting operation. Since it is limited by the guard value, as shown in FIGS. 4C and 4D, the throttle opening is not sufficiently opened, and the engine torque rises. As a result, the engine torque does not increase sufficiently, that is, the clutch is connected before the engine torque predicted by the driver is reached, resulting in engine stalling, acceleration performance cannot be ensured due to insufficient torque, etc. There are problems that are spoiled.
[0008]
Similarly, even if the clutch is temporarily disengaged and the accelerator pedal is released (time t4) in order to upshift after starting, the change speed of the throttle opening is limited by the guard value. As shown in (c), the throttle opening is not immediately closed, and as shown in (d) in the figure, the engine speed does not decrease to the idle speed and a response delay occurs.
[0009]
Therefore, at the stage (time t5) in which the accelerator pedal is depressed to increase the engine speed after a predetermined shift up, the engine speed has not decreased to the idle speed, and the accelerator pedal is depressed in that state. Therefore, the clutch is connected at a higher rotational speed than the rotational speed predicted by the driver.
[0010]
As a result, when the clutch is engaged (time t6), the rotational speed of the engine output shaft does not match the rotational speed of the input shaft of the transmission, and a light shock occurs, causing the driver and passenger Gives discomfort.
[0011]
Therefore, the driver needs to connect the clutch slowly after connecting the clutch slowly or by synchronizing the engine speed with the input shaft speed of the manual transmission by means of accelerator control or the like. There is an inconvenience.
[0012]
In view of the above circumstances, the present invention improves response delay when starting a manual transmission vehicle equipped with an electronic throttle control device and shift change, and does not require advanced driving skills from the driver. It is an object of the present invention to provide an engine control device for a manual transmission vehicle capable of obtaining a feeling.
[0013]
[Means for Solving the Problems]
An engine control device for a manual transmission vehicle according to the present invention includes a throttle driving means for driving a throttle valve, an accelerator opening detecting means for detecting the opening of an accelerator pedal, an engine output shaft and a manual transmission input shaft. A clutch state detecting means for detecting clutch engagement, half-clutch or clutch disengagement of the clutch, and when the clutch detection is detected by the clutch state detection means in the control device. The target throttle opening of the throttle valve is set mainly based on the accelerator opening, and when the amount of change in the throttle opening exceeds a preset guard value, the target throttle opening is determined based on the guard value. A normal control mode executing means for limiting the throttle opening and the clutch state detecting means. While detecting a clutch or clutch spacing is characterized in that a start and acceleration time control mode executing means for setting the target throttle opening in proportion to the accelerator opening.
[0014]
In this case, in the start / acceleration control mode execution means, the target throttle opening is set to 1: 1 with respect to the accelerator opening, so that the clutch is gradually engaged from the disengaged state in the half-clutch state. Since the throttle opening can be synchronized with the accelerator pedal, a good response can be obtained.
[0015]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a schematic configuration diagram of an engine control device mounted on a manual transmission vehicle.
[0016]
Reference numeral 1 in the figure denotes an engine, and a manual transmission (hereinafter simply referred to as “transmission”) 3 having a plurality of shift stages is connected to the engine 1 via a friction clutch 2 as a clutch mechanism. The friction clutch 2 includes a flywheel 4 and a clutch plate 5 facing the flywheel 4. The flywheel 4 is connected to the output shaft 1 a of the engine 1, and the clutch plate 5 is connected to the input shaft 3 a of the transmission 3.
[0017]
The friction clutch 2 is connected to a clutch pedal 6 provided at the driver's seat via a mechanical link member. When the driver steps on the clutch pedal 6, the clutch plate 5 is separated from the flywheel 4 and the power transmission between the engine 1 and the transmission 3 is cut off.
[0018]
The friction clutch 2 is in a half-clutch state at an initial stage of the pedal stroke of the clutch pedal 6, and is in a disconnected state in which the clutch plate 5 is completely separated from the flywheel 4 at an intermediate point. On the other hand, when the stepping on the clutch pedal 6 is loosened from the intermediate point, the clutch plate 5 is gradually pressed against the flywheel 4 and is brought into a completely connected state through a half-clutch state.
[0019]
An electronic throttle 12 of an electronic throttle control device (ETC) 11 is disposed on a throttle body 10 interposed in the intake system of the engine 1. In addition to the electronic throttle 12, the ETC 11 is a control unit (ECU) 13 for controlling the electronic throttle 12, and an accelerator opening sensor as an accelerator opening detecting means for detecting the amount of depression of the accelerator pedal 14 provided in the driver's seat. 15 etc.
[0020]
Further, the throttle valve 16 interposed in the throttle body 10 and the accelerator pedal 14 are not mechanically connected to each other, and the throttle valve 16 is a throttle motor 17 as a throttle driving means composed of an electric motor or the like provided therewith. The opening degree of the valve is controlled by the rotation. The throttle valve 16 is connected to a throttle opening sensor 18 for detecting the actual throttle opening of the throttle valve 16. The electronic throttle 12 is composed of a throttle motor 17, a throttle valve 16, a throttle opening sensor 18, and a throttle shaft 16a that supports the throttle valve 16.
[0021]
The throttle opening sensor 18 is a contact type sensor constituted by a potentiometer or the like or a non-contact type sensor using a Hall IC or the like. The throttle opening is detected on the basis of “sensor output”.
[0022]
A control unit (ECU) 13 as a control means is mainly configured by a microcomputer including a CPU 20, a ROM (not shown), a RAM (not shown), and the like, and an accelerator opening sensor is provided on the input side of the CPU 20. 15 is connected via an A / D converter 21, and a throttle opening sensor 18 is connected via an A / D converter 22. Further, the clutch pedal 6 is provided with a clutch switch 23 as a clutch state detecting means, and this clutch switch 23 is connected to the input side of the CPU 20. In a vehicle having a cruise control device, a switch for recognizing the release of auto-cruise is attached to the clutch pedal 6, so this recognition switch may be used as the clutch switch 23.
[0023]
The clutch switch 23 detects the connection of the friction clutch 2 and outputs an OFF signal when the clutch pedal 6 is not depressed, and outputs an ON signal when the clutch pedal 6 is depressed. Therefore, the clutch switch 23 outputs an ON signal during the clutch disengaged state in which the friction clutch 2 is completely separated from the so-called half-clutch state.
[0024]
The CPU 20 detects the actual opening of the throttle valve 16 based on the sensor output from the throttle opening sensor 18.
[0025]
On the other hand, a throttle motor 17 is connected to the output side of the CPU 20 via a drive circuit 24.
[0026]
When the driver depresses the accelerator pedal 14, a signal proportional to the depression angle (accelerator opening) of the accelerator pedal 14 is output from the accelerator opening sensor 15 to the CPU 20 via the A / D converter 21.
[0027]
On the basis of the output signal from the clutch switch 23, the CPU 20 determines whether the operation state is the normal control mode in which the friction clutch 2 is connected or the start / shift control mode in which the friction clutch 2 is separated. judge.
[0028]
In the normal control mode, a target throttle opening that is a target value of the valve opening of the throttle valve 16 is set based on the accelerator opening detected by the accelerator opening sensor 15. At that time, if the change speed of the accelerator opening exceeds a predetermined value, the target throttle opening is limited to suppress a rapid change in engine torque.
[0029]
On the other hand, when in the start / shift control mode, a target throttle opening proportional to the accelerator opening is set.
[0030]
The opening control of the throttle valve 16 is set according to a throttle opening setting routine shown in FIG. This routine is executed every set cycle after the engine is started. First, in step S1, it is checked whether the output signal from the clutch switch 23 is ON or OFF. If it is OFF, the process proceeds to step S2, and the normal control mode is set. Execute and exit the routine. On the other hand, when the clutch switch 23 is ON, the process proceeds to step S3, the start / shift control mode is executed, and the routine is exited.
[0031]
When the clutch switch 23 is OFF, the friction clutch 2 is connected and the output shaft 1a of the engine 1 and the input shaft 3a of the transmission 3 are in a direct connection state, and torque fluctuations of the engine 1 are directly transmitted to the transmission 3. A vehicle body longitudinal vibration is generated by a sudden change in engine torque.
[0032]
Therefore, in the normal control mode executed in step S2, for example, the accelerator opening detected by the accelerator opening sensor 15 and the engine speed calculated based on the output signal from the crank angle sensor (not shown). Based on the torque required by the driver (requested torque), the required torque change amount is calculated from the difference between the required torque and the previously set required torque.
[0033]
Then, when the required torque change amount is compared with the upper limit guard value, and the required torque exceeds the upper limit guard value, a value obtained by adding the upper limit guard value to the previously calculated required torque is set as the current target required torque. . When the required torque is within the upper limit guard value, the current target required torque is set with the required torque calculated this time. Then, a target throttle opening is set based on the target required torque, and feedback control is performed so that the actual throttle opening converges to the target throttle opening.
[0034]
As a result, when the required torque is within the upper guard value, acceleration performance in line with the driver's intention can be obtained, and when the required torque exceeds the upper guard value, the target required torque is the upper guard value. Since it is guarded, the occurrence of vehicle longitudinal vibration during acceleration is suppressed. The setting of the target throttle opening in the normal time control mode is disclosed in Tokuma 2002-28466 previously filed by the present applicant.
[0035]
On the other hand, in the start / shift control mode executed in step S3, a target throttle opening proportional to the accelerator opening (for example, throttle opening 1 with respect to accelerator opening 1) is set, and the throttle opening sensor 18 is set. The valve opening of the throttle valve 16 is feedback-controlled so that the actual throttle opening detected in step 1 converges to the target throttle opening.
[0036]
As a result, the response at the start and the shift operation is improved, and the engine torque at the start and the shift operation in accordance with the driver's intention can be obtained.
[0037]
Next, the relationship between the throttle opening set in the throttle opening setting routine and the engine torque with respect to the depression amount (accelerator opening) of the accelerator pedal 14 will be described with reference to the time chart shown in FIG. To do.
[0038]
When starting the vehicle from an idling state where the shift lever is set to neutral, first, the clutch pedal 6 is depressed, the friction clutch 2 is separated, and the transmission of power between the engine 1 and the transmission 3 is cut off. When the clutch pedal 6 is depressed, the clutch switch 23 is turned on and an ON signal is output to the CPU 20 (time t1).
[0039]
As a result, since the start / shift control mode is selected in the CPU 20, the target throttle opening proportional to the accelerator opening is thereafter set until an OFF signal is output from the clutch switch 23.
[0040]
Then, with the clutch pedal 6 depressed, the shift lever is set to the first speed, and then the accelerator pedal 14 is slightly depressed (time t2 to t3). Then, the valve is opened in a state proportional to the throttle opening accelerator opening, and the engine torque increases due to the increase in the engine speed. Note that the two-dot chain lines in FIGS. 3C and 3D indicate the change amount of the conventional throttle opening and the change amount of the engine torque with respect to the depression amount of the accelerator pedal 14.
[0041]
In the meantime, as indicated by a one-dot chain line in FIG. 3A, the clutch pedal 6 is gradually returned to shift the friction clutch 2 from the completely separated state to the half-clutch state, and the torque from the engine 1 is transmitted to the transmission 3. The vehicle is started. At this time, since the engine speed increases in proportion to the depression amount of the accelerator pedal 14, engine stall and torque shortage hardly occur, and a good response can be obtained.
[0042]
Thereafter, when the depression of the clutch pedal 6 is released, an OFF signal is output from the clutch switch 23 to the CPU 20. Therefore, in the CPU 20, the control mode is switched to the normal time control mode, and thereafter, until the ON signal is output from the clutch switch 23, for example, Patent Document 1 or Japanese Patent Application No. 2002-28466 filed earlier by the present applicant. The throttle opening control at the normal time as described in the above is performed.
[0043]
Next, when the clutch pedal 6 is depressed to upshift, an ON signal is output from the clutch switch 23 to the CPU 20, so that the control mode is switched to the start / shift control mode. Therefore, when the driver returns the accelerator pedal 14 at the same time as the depression of the clutch pedal 6, the throttle opening immediately follows it and immediately closes, so the engine speed is immediately reduced to the idle speed. (Time t4).
[0044]
Then, after shifting up to a predetermined level, when the clutch pedal 6 is gradually returned to shift the friction clutch 2 from the completely separated state to the half-clutch state, the torque from the engine 1 is transmitted to the transmission 3 side. At this time, since the throttle opening proportional to the accelerator opening is set, the engine rotational speed intended by the driver can be obtained. Therefore, the driver returns the clutch pedal 6 and the friction clutch 2 is completely connected. In this state (time t6), the engine speed can be matched with the speed transmitted to the drive wheel side, and a smooth speed change operation without a sense of incongruity can be performed.
[0045]
In the time chart shown in FIG. 3, the control at the time of starting and the upshift operation at the time of starting acceleration is explained. However, in the throttle opening setting routine shown in FIG. 2, when the ON signal from the clutch switch 23 is detected. Needless to say, the control mode can be applied to the downshift operation because the control mode is uniformly switched to the start / shift control mode.
[0046]
As described above, in the present embodiment, when the conventional electronic throttle control device is mounted on the M / T vehicle, an ON signal is output from the clutch switch 23 that detects the contact / separation state of the friction clutch 2. In the state where the clutch is completely disengaged, the opening degree of the throttle valve 16 (throttle opening degree) is controlled in proportion to the accelerator opening degree which is the depression amount of the accelerator pedal 14, so at the time of starting and at the time of shifting It is difficult for engine stall and torque shortage to occur, and good driving performance in line with the driver's intention can be obtained without requiring advanced driving techniques.
[0047]
Further, since the normal control mode and the start / shift control mode are determined based only on the output signal of the clutch switch 23, the configuration is simplified, for example, a switch for recognizing the release of auto-cruise, such as a cruise control device. If this switch is used as a clutch switch, the present embodiment can be applied as it is using existing equipment, so that wide versatility can be obtained.
[0048]
【The invention's effect】
As described above, according to the present invention, the start of the manual transmission vehicle equipped with the electronic throttle control device, and the response delay at the time of shift change are improved, without requiring a high level driving skill from the driver, Excellent effects such as a good driving feeling can be obtained.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram of an engine control device mounted on a manual transmission vehicle. FIG. 2 is a flowchart showing a throttle opening setting routine. FIG. 3 is a time chart showing an example of throttle opening control. Time chart showing an example of throttle opening control [Explanation of symbols]
1 Engine 1a Output shaft 2 Friction clutch 3 Manual transmission 3a Input shaft 4 Flywheel 5 Clutch plate 6 Clutch pedal 10 Throttle body 11 Electronic throttle controller 12 Electronic throttle 13 Control unit (control means)
14 accelerator pedal 15 accelerator opening sensor (accelerator opening detecting means)
16 Throttle valve 16a Throttle shaft 17 Throttle motor (throttle drive means)
18 Throttle opening sensors 21, 22 A / D converter 23 Clutch switch (clutch state detection means)
24 Drive circuit

Claims (2)

Throttle drive means for driving the throttle valve;
An accelerator opening detecting means for detecting the opening of the accelerator pedal;
A clutch interposed between the output shaft of the engine and the input shaft of the manual transmission;
Clutch state detecting means for detecting clutch engagement or half clutch or clutch disengagement of the clutch,
To the control unit,
When clutch engagement is detected by the clutch state detection means, the target throttle opening of the throttle valve is set based on the accelerator opening, and the change amount of the throttle opening is set to a preset guard value. If it exceeds, normal time control mode execution means for limiting the throttle opening based on the guard value,
When the clutch state detecting means detects a half-clutch or a clutch disengagement, it has a start / acceleration control mode execution means for setting the target throttle opening proportional to the accelerator opening. An engine control device for manual transmission vehicles. 2. The engine control device for a manual transmission vehicle according to claim 1, wherein the start / acceleration control mode execution means sets the target throttle opening to 1: 1 with respect to the accelerator opening.

Images