JP2013079604A - Control apparatus of vehicle including manual transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control apparatus which can favorably maintain start controllability in a vehicle mounted with an internal combustion engine having a supercharger.SOLUTION: In the vehicle including an engine having a turbocharger, a manual transmission, and a clutch device located between the engine and the manual transmission, the control apparatus determines whether intake air is supercharged upon starting a vehicle. When the supercharge is performed, a control gain of a throttle opening with respect to an accelerator opening is controlled in such a way that the higher a supercharging presser is, the smaller the control gain is. When the clutch device is completely released, the control gain of the throttle opening with respect to the accelerator opening is set smaller than when the clutch device is in a half-clutch state upon starting the vehicle. As a result, the behavior upon starting the vehicle is suppressed, during the supercharging of the intake air, and the favorable start controllability is maintained.

Description

  The present invention relates to a vehicle control device including a manual transmission. In particular, the present invention relates to an improvement in the control of an internal combustion engine when the vehicle starts.

  Conventionally, for example, as disclosed in Patent Document 1 and Patent Document 2 below, in a vehicle equipped with a manual transmission (manual transmission), there is a clutch between the engine (internal combustion engine) and the manual transmission. The transmission state of the driving force is adjusted between the engine and the manual transmission by engaging and releasing the clutch.

  For example, when the vehicle is started, the manual transmission is shifted to, for example, the first gear while the clutch is released by the clutch release operation (clutch pedal depression operation), and the clutch engagement operation is performed while the accelerator pedal is depressed. (Clutch pedal depression release operation) is performed, and along with this, the driving force of the engine is gradually transmitted to the driving wheels via the manual transmission.

  When starting the vehicle, if the throttle opening is determined only according to the accelerator opening (if the throttle opening is uniquely determined according to the accelerator opening), depending on the clutch engagement state, A slight change in the accelerator opening may greatly affect the behavior of the vehicle. In view of this point, Patent Document 1 discloses that an engine torque command value is smoothed according to the state of the clutch.

JP 2004-308538 A JP 2006-233911 A

  By the way, in a vehicle equipped with an engine having a supercharger (for example, a turbocharger), even if the intake air is supercharged by this supercharger, a slight change in the accelerator opening at the start of the vehicle may cause the vehicle behavior. May be greatly affected. For example, if the clutch is in the semi-engaged state (so-called half-clutch state) when the vehicle starts, the engine speed increases as the accelerator pedal is depressed, and the turbocharger increases as the exhaust pressure increases. When the boost pressure of intake air increases due to the operation of the engine, the engine torque rises rapidly, and the vehicle start characteristics change significantly before and after the turbocharger starts to start, and the start controllability changes greatly. there is a possibility.

  In view of this point, the inventors of the present invention focus on making it possible to maintain good start controllability by changing the engine control at the start of the vehicle according to the supercharging state of the supercharging device. The present invention has been reached.

  The present invention has been made in view of such points, and an object of the present invention is to provide a control device capable of maintaining good start controllability in a vehicle equipped with an internal combustion engine having a supercharging device. is there.

-Summary of invention-
The outline of the present invention taken to achieve the above object is that the output characteristics of the internal combustion engine are adjusted in accordance with the supercharging state by the supercharging device, and the vehicle behavior occurs in the supercharging state. In consideration of the ease, the output characteristics of the internal combustion engine are set to be lower than when the engine is not supercharged.

-Solution-
Specifically, the present invention includes an internal combustion engine having a supercharging device, a manual transmission, a clutch device that connects and disconnects the internal combustion engine and the manual transmission, and the internal combustion engine according to the state of the clutch device. It is intended for a vehicle control device that can change the output characteristics of the vehicle. The vehicle control device is provided with output characteristic control means for setting the output characteristic of the internal combustion engine to be lower when starting the vehicle and during supercharging of intake air by the supercharging device than when non-supercharging of intake air. .

  In addition, “at the time of starting the vehicle” in the present invention is not only “at the time of starting from the vehicle stopped state” but also “a period in which the clutch device is still in a semi-engaged (half-clutch) state immediately after starting the vehicle”. It is a concept that includes.

  Due to this specific matter, when the vehicle starts, when the intake air is supercharged by the supercharging device, the output characteristics of the internal combustion engine are set lower than when the intake air is not supercharged. . In other words, even in a situation where there is a possibility that the output of the internal combustion engine can be largely obtained due to the supercharging of the intake air by the supercharging device, by setting the output characteristics of the internal combustion engine low, the vehicle The vehicle behavior (for example, sudden start, etc.) resulting from the rapid increase of the output of the internal combustion engine at the time of start is suppressed, so that good start controllability can be maintained. That is, when the vehicle starts, the start controllability is maintained by suppressing a significant change in the start controllability when the supercharger makes a transition from a non-supercharged intake state to a supercharged state.

  Specific examples of the configuration of the output characteristic control means include the following. That is, when the vehicle starts, the output characteristic of the internal combustion engine is set to be lower as the supercharging pressure of the intake air from the supercharging device is higher.

  As a result, even in a situation where the supercharging pressure of the intake air by the supercharging device gradually changes, the output characteristics of the internal combustion engine can be appropriately adjusted correspondingly, and the start controllability of the vehicle is further improved. Can be stabilized.

  As specific means for setting the output characteristic of the internal combustion engine low, specifically, adjustment of the throttle valve opening, adjustment of the fuel injection amount from the fuel injection valve, adjustment of the exhaust gas recirculation amount, supercharger Adjustment of the flow rate of the exhaust gas that bypasses.

  Specifically, in the case of adjusting the throttle valve opening according to the accelerator opening by the driver, when the vehicle starts, the throttle valve opening increases as the intake air supercharging pressure increases. It is set as a small setting.

  Further, in the case of adjusting the fuel injection amount from the fuel injection valve according to the accelerator opening by the driver, when the vehicle starts, the higher the supercharging pressure of the intake air by the supercharging device, The fuel injection amount is set to be small.

  Further, an apparatus for adjusting the exhaust gas recirculation amount for recirculating the exhaust gas of the internal combustion engine to the intake system is provided with an EGR valve for adjusting the exhaust gas recirculation amount. The higher the supercharging pressure is, the larger the opening of the EGR valve is set to increase the exhaust gas recirculation amount.

  For adjusting the flow rate of the exhaust gas that bypasses the supercharger, a wastegate valve is provided for adjusting the flow rate of the exhaust gas. The higher the supply pressure is, the larger the opening of the wastegate valve is set to increase the flow rate of exhaust gas that bypasses the supercharging device.

  As a means for setting the output characteristics of these internal combustion engines low, any one of them may be used, or a plurality of them may be used in combination.

  Further, as a specific configuration for changing the output characteristics of the internal combustion engine in accordance with the state of the clutch device, the internal combustion engine is more effective when the state of the clutch device is a semi-engaged state than when it is a fully-engaged state. The engine output characteristics are set low. Further, when the clutch device is in the fully released state, the output characteristics of the internal combustion engine are set lower than in the semi-joint state.

  This is because the smaller the torque capacity of the clutch device (the more the clutch device is in the semi-engaged state than the fully-engaged state, and the clutch device is in the semi-joined state). (In the fully released state, the internal combustion engine is more likely to blow up with respect to changes in the accelerator opening.) The internal combustion engine's output characteristics are set low, thereby suppressing the internal combustion engine's blow-up. Reduced fuel consumption and improved drivability.

  Furthermore, when the rotational speed of the internal combustion engine is equal to or higher than a predetermined speed or the intake pressure downstream of the supercharging device in the intake system is equal to or higher than a predetermined value, it is determined that the intake air is being supercharged by the supercharging device. It is said.

  In the present invention, when the vehicle starts, the output characteristics of the internal combustion engine are adjusted in accordance with the supercharging state of the supercharging device. Is set low. Thereby, the behavior at the time of vehicle start can be suppressed, and a significant change in start controllability can be suppressed.

It is a figure which shows schematic structure of the power train mounted in the vehicle which concerns on embodiment. It is a figure which shows the structure of an engine and its intake / exhaust system. It is a figure which shows schematic structure of a clutch apparatus. It is a figure which shows the outline of the shift pattern of a 6-speed manual transmission. It is a block diagram which shows the structure of control systems, such as engine ECU. It is a flowchart figure which shows the operation | movement procedure of control at the time of vehicle starting. It is a figure which shows the target throttle opening setting map at the time of supercharging.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the present invention is applied to an FR (front engine / rear drive) type vehicle will be described.

  FIG. 1 shows a schematic configuration of a power train mounted on a vehicle according to the present embodiment. In FIG. 1, reference numeral 1 denotes an engine (internal combustion engine; travel drive source), MT denotes a manual transmission, 6 denotes a clutch device, and 9 denotes an engine ECU (Electronic Control Unit).

  In the power train shown in FIG. 1, the rotational driving force (torque) generated by the engine 1 is input to the manual transmission MT via the clutch device 6, and an appropriate gear ratio (driver shift) is input by the manual transmission MT. The gears are shifted by a gear ratio selected by lever operation and transmitted to the left and right rear wheels (drive wheels) T, T via the propeller shaft PS and the differential gear DF. The manual transmission MT mounted on the vehicle according to the present embodiment is a synchronous mesh type manual transmission with six forward speeds and one reverse speed.

  Hereinafter, the overall configuration of the engine 1, the clutch device 6, the control system, and the like will be described.

-Overall configuration of engine 1-
FIG. 2 is a diagram showing a schematic configuration of the engine 1 and its intake / exhaust system. In FIG. 2, only the configuration of one cylinder of the engine 1 is shown.

  The engine 1 in this embodiment is, for example, a four-cylinder gasoline engine, and includes a piston 12 that forms a combustion chamber 11 and a crankshaft 13 that is an output shaft. The piston 12 is connected to the crankshaft 13 via a connecting rod 14, and the reciprocating motion of the piston 12 is converted into rotation of the crankshaft 13 by the connecting rod 14.

  A signal rotor 15 having a plurality of protrusions (teeth) 16 on the outer peripheral surface is attached to the crankshaft 13. A crank position sensor (engine speed sensor) 81 is disposed near the side of the signal rotor 15. The crank position sensor 81 is, for example, an electromagnetic pickup, and generates a pulse-shaped signal (output pulse) corresponding to the protrusion 16 of the signal rotor 15 when the crankshaft 13 rotates.

  A water temperature sensor 82 that detects the engine water temperature (cooling water temperature) is disposed in the cylinder block 17 of the engine 1.

  A spark plug 2 is disposed in the combustion chamber 11 of the engine 1. The ignition timing of the spark plug 2 is adjusted by the igniter 21. The igniter 21 is controlled by the engine ECU 9.

  An intake passage 3 and an exhaust passage 4 are connected to the combustion chamber 11 of the engine 1. An intake valve 31 is provided between the intake passage 3 and the combustion chamber 11. By opening and closing the intake valve 31, the intake passage 3 and the combustion chamber 11 are communicated or blocked. An exhaust valve 41 is provided between the exhaust passage 4 and the combustion chamber 11. By opening and closing the exhaust valve 41, the exhaust passage 4 and the combustion chamber 11 are communicated or blocked. The opening / closing drive of the intake valve 31 and the exhaust valve 41 is performed by each rotation of the intake camshaft (not shown) and the exhaust camshaft 41a to which the rotation of the crankshaft 13 is transmitted.

  The intake passage 3 includes an air cleaner 32, a hot-wire air flow meter 83, an intake air temperature sensor 84 (built in the air flow meter 83), an intake pressure sensor 80, and an electronically controlled throttle that adjusts the intake air amount of the engine 1. A valve 33 is arranged. The throttle valve 33 is driven by a throttle motor 34. The opening degree of the throttle valve 33 is detected by a throttle opening degree sensor 85.

  A fuel injection injector (fuel injection valve) 35 is disposed in the intake passage 3. Fuel of a predetermined pressure is supplied from the fuel tank to the injector 35 by a fuel pump, and fuel is injected into the intake passage 3 when the injector 35 is opened. This injected fuel is mixed with intake air to form an air-fuel mixture and introduced into the combustion chamber 11 of the engine 1. The air-fuel mixture (fuel + air) introduced into the combustion chamber 11 passes through the compression stroke of the engine 1 and is then ignited and burned by the spark plug 2. Due to the combustion of the air-fuel mixture in the combustion chamber 11, the piston 12 reciprocates and the crankshaft 13 rotates.

Two three-way catalysts 42 and 43 are disposed in the exhaust passage 4 of the engine 1. These three-way catalysts 42 and 43 have an O ₂ storage function (oxygen storage function) for storing (storing) oxygen, and it is assumed that the air-fuel ratio has deviated from the stoichiometric air-fuel ratio to some extent by this oxygen storage function. In addition, HC, CO and NOx can be purified.

An air-fuel ratio sensor (A / F sensor) 86 is provided upstream of the upstream side three-way catalyst 42 in the exhaust passage 4, and an oxygen sensor (O ₂ sensor) 87 is provided upstream of the downstream side three-way catalyst 43. Each is arranged.

  Further, the engine 1 is provided with a supercharging device (turbocharger) 5. The turbocharger 5 includes a turbine wheel 52 and a compressor wheel 53 that are connected via a turbine shaft 51. The compressor wheel 53 is disposed facing the intake passage 3, and the turbine wheel 52 is disposed facing the exhaust passage 4. For this reason, the turbocharger 5 performs a so-called supercharging operation in which the compressor wheel 53 is rotated using the exhaust flow (exhaust pressure) received by the turbine wheel 52 to increase the intake pressure.

  Further, an upstream side of the throttle valve 33 in the intake passage 3 is provided with an intercooler 36 for forcibly cooling the intake air whose temperature has been raised by supercharging in the turbocharger 5.

  On the other hand, the exhaust passage 4 is provided with an exhaust bypass passage 47 for allowing a part of the exhaust gas to flow through the turbine wheel 52 of the turbocharger 5. A wastegate valve 48 is provided in the exhaust bypass passage 47. Is provided. When the waste gate valve 48 is opened, a part of the exhaust gas bypasses the turbine wheel 52 of the turbocharger 5 and flows into the exhaust bypass passage 47. Thereby, the rotation speed of the turbocharger 5 itself is controlled, and a stable supercharging pressure (boost pressure) can be obtained.

  The intake passage 3 and the exhaust passage 4 are connected by an exhaust gas recirculation passage (EGR passage) 44. The EGR passage 44 is configured to reduce the combustion temperature by reducing a part of the exhaust gas to the intake passage 3 and supplying the exhaust gas to the combustion chamber 11 again, thereby reducing the amount of NOx generated. In addition, the EGR passage 44 is opened and closed steplessly by electronic control, and an exhaust gas passing through (refluxing) the EGR passage 45 and the EGR passage 44 that can freely adjust the exhaust gas flow rate flowing through the EGR passage 44. An EGR cooler 46 for cooling the gas is provided. These EGR passage 44, EGR valve 45, EGR cooler 46, etc. constitute an EGR device (exhaust gas recirculation device).

-Clutch device 6
FIG. 3 shows a schematic configuration of the clutch device 6. As shown in FIG. 3, the clutch device 6 includes a clutch mechanism 60, a clutch pedal 70, a clutch master cylinder 71, and a clutch release cylinder 61.

  The clutch mechanism 60 is provided so as to be interposed between the crankshaft 13 and the input shaft (input shaft) IS of the manual transmission MT (see FIG. 1), and is driven from the crankshaft 13 to the input shaft IS. Transmits or cuts off the force, or changes the transmission state of the driving force. Here, the clutch mechanism 60 is configured as a dry single-plate friction clutch. Note that other configurations may be adopted as the configuration of the clutch mechanism portion 60.

  Specifically, a flywheel 62 and a clutch cover 63 are attached to a crankshaft 13 that is an input shaft of the clutch mechanism 60 so as to be integrally rotatable. On the other hand, a clutch disk 64 is splined to an input shaft IS that is an output shaft of the clutch mechanism 60. Therefore, the clutch disk 64 can slide along the axial direction (left and right direction in FIG. 3) while rotating integrally with the input shaft IS. A pressure plate 65 is disposed between the clutch disk 64 and the clutch cover 63. The pressure plate 65 is in contact with the outer end of the diaphragm spring 66 and is urged toward the flywheel 62 by the diaphragm spring 66.

  A release bearing 67 is slidably mounted on the input shaft IS along the axial direction. In the vicinity of the release bearing 67, a release fork 68 is rotatably supported by a shaft 68a, and one end (the lower end in FIG. 3) is in contact with the release bearing 67. Then, one end portion (the right end portion in FIG. 3) of the rod 61a of the clutch release cylinder 61 is connected to the other end portion (the upper end portion in FIG. 3) of the release fork 68. Then, when the release fork 68 is operated, the clutch mechanism 60 is engaged / released (engaged / disengaged).

  The clutch pedal 70 is configured by integrally forming a pedal portion 72 a as a stepping portion at a lower end portion of a pedal lever 72. A position near the upper end of the pedal lever 72 is rotatably supported about a horizontal axis by a clutch pedal bracket (not shown) attached to a dash panel that partitions the vehicle compartment and the engine compartment. The pedal lever 72 is applied with a biasing force in a turning direction toward the near side (driver side) by a pedal return spring (not shown). When the driver depresses the pedal portion 72a against the urging force of the pedal return spring, the release operation of the clutch mechanism portion 60 is performed. Further, the release operation of the clutch mechanism 60 is performed when the driver releases the stepping operation of the pedal portion 72a (these release and connection operations will be described later).

  The clutch master cylinder 71 has a structure in which a piston 74 and the like are incorporated in a cylinder body 73. The piston 74 is connected to one end portion of the rod 75 (left end portion in FIG. 3), and the other end portion (right end portion in FIG. 3) of the rod 75 is connected to the intermediate portion of the pedal lever 72. Yes. A reserve tank 76 for supplying a clutch fluid (oil) that is a working fluid into the cylinder body 73 is provided on the upper portion of the cylinder body 73.

  The clutch master cylinder 71 is adapted to generate hydraulic pressure when the piston 74 moves in the cylinder body 73 by receiving an operation force generated by the driver depressing the clutch pedal 70. At this time, the driver's stepping operation force is transmitted from the intermediate portion of the pedal lever 72 to the rod 75, and hydraulic pressure is generated in the cylinder body 73. The hydraulic pressure generated in the clutch master cylinder 71 is changed according to the stroke position of the piston 74 in the cylinder body 73.

  The hydraulic pressure generated by the clutch master cylinder 71 is transmitted to the clutch release cylinder 61 by the oil in the hydraulic pipe 77.

  As with the clutch master cylinder 71, the clutch release cylinder 61 has a configuration in which a piston 61c and the like are incorporated in a cylinder body 61b. The other end portion (the left end portion in FIG. 3) of the rod 61a is connected to the piston 61c. The stroke position of the piston 61c is changed according to the hydraulic pressure received by the piston 61c.

  In the clutch device 6, the release fork 68 is operated in accordance with the hydraulic pressure in the clutch release cylinder 61, so that the clutch mechanism 60 is engaged and released. In this case, the clutch engagement force (clutch transmission capacity) of the clutch mechanism unit 60 is changed in accordance with the depression amount of the clutch pedal 70.

  Specifically, when the depression amount of the clutch pedal 70 is increased, oil is supplied from the clutch master cylinder 71 to the clutch release cylinder 61, and the hydraulic pressure in the clutch release cylinder 61 is increased, the piston 61c and the rod 61a are 3, the release fork 68 connected to the rod 61 a is rotated (see arrow I in FIG. 3), and the release bearing 67 is pushed toward the flywheel 62. Further, the movement of the release bearing 67 in the same direction causes the inner end portion of the diaphragm spring 66 to elastically deform in the same direction. Accordingly, the urging force of the diaphragm spring 66 on the pressure plate 65 is weakened. For this reason, it will be in the half clutch state to which the pressure plate 65, the clutch disc 64, and the flywheel 62 are joined, sliding. When the urging force is further weakened, the pressure plate 65, the clutch disc 64, and the flywheel 62 are separated, and the clutch mechanism 60 is released. As a result, power transmission from the engine 1 to the manual transmission MT is interrupted. In this case, when the depression amount of the clutch pedal 70 exceeds a predetermined amount, the clutch mechanism 60 is completely disengaged (the clutch transmission capacity is 0%).

  On the other hand, when the depression amount of the clutch pedal 70 is reduced, the oil is returned from the clutch release cylinder 61 to the clutch master cylinder 71, and the hydraulic pressure in the clutch release cylinder 61 is lowered, the piston 61c and the rod 61a are moved to the left in FIG. Moved in the direction. As a result, the release fork 68 is rotated (see arrow II in FIG. 3), and the release bearing 67 is moved to the side away from the flywheel 62. Along with this, the urging force to the pressure plate 65 by the outer end portion of the diaphragm spring 66 increases. At this time, a frictional force, that is, a clutch engagement force is generated between the pressure plate 65 and the clutch disk 64 and between the clutch disk 64 and the flywheel 62. When the clutch engagement force increases, the clutch mechanism 60 is engaged, and the pressure plate 65, the clutch disk 64, and the flywheel 62 rotate together. Thereby, the engine 1 and the manual transmission MT are directly connected. In this case, when the operation amount of the clutch pedal 70 is less than a predetermined amount, the clutch mechanism 60 is completely engaged (the clutch transmission capacity is 100%).

  Further, the clutch device 6 is provided with a clutch stroke sensor 8B that transmits an output signal corresponding to the operation amount (depression amount) of the clutch pedal 70. The clutch stroke sensor 8B detects the amount of operation of the clutch pedal 70 by the driver by detecting the position of the rod 61a of the clutch release cylinder 61, for example. Then, the detection signal of the clutch stroke sensor 8B is output to the engine ECU 9, whereby the engaged state of the clutch mechanism unit 60 can be recognized, whereby the current clutch torque capacity (the clutch mechanism unit 60 can be transmitted). The maximum torque value). The position where the clutch stroke sensor 8B is disposed is not limited to the vicinity of the rod 61a of the clutch release cylinder 61, and the amount of movement of the clutch pedal 70 is detected by being disposed near the clutch pedal 70. Alternatively, it may be arranged in the vicinity of the release bearing 67 to detect the amount of movement of the release bearing 67.

  Further, an output rotation speed sensor 8C (see FIG. 1) is disposed in the vicinity of the output shaft of the manual transmission MT (a shaft connected to the propeller shaft PS). The output rotational speed sensor 8C detects the rotational speed (output shaft rotational speed, output shaft rotational speed) of the output shaft and outputs a rotational speed signal to the engine ECU 9. The rotation speed of the rear wheel T is obtained by dividing the rotation speed of the output shaft detected by the output rotation speed sensor 8C by the gear ratio (final reduction ratio) of the differential gear DF, thereby calculating the vehicle speed. It is possible to do.

-Shift pattern-
Next, the shift pattern (shift gate shape) of the shift gate that is arranged on the floor in the passenger compartment and guides the movement of the shift lever will be described.

  FIG. 4 schematically shows a shift pattern of the 6-speed manual transmission MT in the present embodiment. The shift lever L indicated by a two-dot chain line in the figure is configured to be able to perform a selection operation in the direction indicated by an arrow X in FIG. 4 and a shift operation in a direction indicated by an arrow Y orthogonal to the selection operation direction.

  In the select operation direction, the 1st-2nd speed select position P1, the 3rd-4th speed select position P2, the 5th-6th speed select position P3 and the reverse select position P4 are arranged in a line.

  The shift lever L can be moved to the first speed position 1st or the second speed position 2nd by the shift operation (operation in the arrow Y direction) at the first speed-2 speed select position P1. When the shift lever L is operated to the first speed position 1st, the first synchromesh mechanism provided in the transmission mechanism of the manual transmission MT is operated to the first speed establishment side to establish the first speed stage. When the shift lever L is operated to the 2nd speed position 2nd, the first synchromesh mechanism is operated to the 2nd speed establishment side to establish the 2nd speed stage.

  Similarly, the shift lever L can be moved to the 3rd speed position 3rd or the 4th speed position 4th by a shift operation at the 3rd speed-4th gear select position P2. When the shift lever L is operated to the 3rd speed position 3rd, the second synchromesh mechanism provided in the transmission mechanism of the manual transmission MT operates to the 3rd speed establishment side to establish the 3rd speed stage. When the shift lever L is operated to the 4th speed position 4th, the second synchromesh mechanism operates to the 4th speed establishment side, and the 4th speed stage is established.

  Further, the shift lever L can be moved to the fifth speed position 5th or the sixth speed position 6th by a shift operation at the fifth speed-6th speed select position P3. When the shift lever L is operated to the fifth speed position 5th, the third synchromesh mechanism provided in the transmission mechanism of the manual transmission MT operates on the fifth speed establishment side to establish the fifth speed stage. Further, when the shift lever L is operated to the sixth speed position 6th, the third synchromesh mechanism is operated to the sixth speed establishment side, and the sixth speed stage is established.

  Furthermore, the shift lever L can be moved to the reverse position REV by a shift operation at the reverse select position P4. When the reverse position REV is operated, all the synchromesh mechanisms are in a neutral state, and the reverse idler gear provided in the transmission mechanism of the manual transmission MT is operated to establish a reverse gear.

-Control system-
Various controls such as the operating state of the engine 1 described above are controlled by the engine ECU 9. As shown in FIG. 5, the engine ECU 9 includes a CPU (Central Processing Unit) 91, a ROM (Read Only Memory) 92, a RAM (Random Access Memory) 93, a backup RAM 94, and the like.

  The ROM 92 stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU 91 executes arithmetic processing based on various control programs and maps stored in the ROM 92. The RAM 93 is a memory that temporarily stores calculation results in the CPU 91, data input from each sensor, and the like. The backup RAM 94 is a non-volatile memory that stores data to be saved when the engine 1 is stopped.

  The ROM 92, CPU 91, RAM 93, and backup RAM 94 are connected to each other via a bus 97, and are connected to an external input circuit 95 and an external output circuit 96.

  In addition to the intake pressure sensor 80, crank position sensor 81, water temperature sensor 82, air flow meter 83, intake air temperature sensor 84, throttle opening sensor 85, air-fuel ratio sensor 86, oxygen sensor 87, the external input circuit 95 is operated. An accelerator opening sensor 88 that detects the opening of an accelerator pedal (not shown) operated by a person, a cam angle sensor 89 that detects the rotational position of the camshaft, a clutch stroke sensor 8B, an output rotation speed sensor 8C, and the like. It is connected. Since the configuration and function of each sensor are well known, description thereof is omitted here.

  On the other hand, a throttle motor 34 for driving the throttle valve 33, an injector 35, an igniter 21, an EGR valve 45, a waste gate valve 48, and the like are connected to the external output circuit 96.

  The engine ECU 9 executes various controls of the engine 1 based on the detection signals of the various sensors. For example, known ignition timing control of the spark plug 2, fuel injection control of the injector 35 (air-fuel ratio feedback control based on the outputs of the air-fuel ratio sensor 86 and the oxygen sensor 87), drive control of the throttle motor 34, and the like are executed. .

-Control at vehicle start-
Next, vehicle start control, which is a feature of this embodiment, will be described. In this vehicle start control, when the vehicle starts from a stationary state, it is determined whether or not the intake air is supercharged by the turbocharger 5, and the output of the engine 1 is determined according to the intake air supercharging state. The characteristic is adjusted.

  Specifically, when the vehicle starts in a state where the intake air is supercharged by the turbocharger 5 (when supercharging), the vehicle starts when the intake air is not supercharged (when not supercharging) The output characteristic of the engine 1 is set to be smaller than that of the engine 1 (for example, the throttle opening is set to be small even when the accelerator opening is the same; the output characteristic is controlled by the output characteristic control means). When the intake air is supercharged, the output characteristic of the engine 1 is set to be smaller as the supercharging pressure is higher.

  As a typical means for setting the output characteristics of the engine 1 to be small, correction is made to reduce the throttle valve 33 that is set according to the amount of depression of the accelerator pedal (accelerator opening) (accelerator). The output of the engine 1 is suppressed by reducing the control gain (or throttle valve opening) of the throttle valve opening relative to the opening.

  The means for adjusting the output characteristics of the engine 1 are not limited to the opening degree of the throttle valve 33, and various means such as the fuel injection amount from the injector 35 and the recirculation amount of EGR gas can be mentioned. Now, the case where the output characteristic of the engine 1 is adjusted by adjusting the opening of the throttle valve 33 will be described as a representative.

  Hereinafter, the vehicle start control will be specifically described with reference to the flowchart of FIG.

  The flowchart shown in FIG. 6 is executed every several milliseconds after the engine 1 is started. Alternatively, it is executed every several milliseconds after the vehicle stops.

  First, in step ST1, it is determined whether or not the vehicle is starting. Specifically, for example, when the following conditions (1) to (3) are both satisfied, it is determined that the vehicle is starting.

(1) The vehicle speed is a predetermined vehicle speed (for example, 5 km / h) or less,
(2) The gear stage of the manual transmission MT is the first speed stage or the second speed stage,
(3) The clutch device 6 is in a fully released state or a half-clutch state,
Whether or not the vehicle speed is equal to or lower than a predetermined vehicle speed is determined based on the output of the output rotation speed sensor 8C. The determination of the gear position of the manual transmission MT is performed based on the output of a shift position sensor (not shown) that detects the operation position of the shift lever L, for example. Furthermore, the state determination of the clutch device 6 is performed based on the output of the clutch stroke sensor 8B.

  The conditions for determining when the vehicle starts are not limited to these, and other conditions may be added, or only two of the above conditions (for example, a shift position sensor). For those that do not have the above conditions (1) and (3)) may be used.

  When the vehicle is not started, that is, when the vehicle is stopped or the vehicle is running and the determination at step ST1 is NO, the control is returned as it is without executing the vehicle start control.

  On the other hand, when the vehicle is starting and when YES is determined in step ST1, the process proceeds to step ST2, and whether or not the current operating state of the engine 1 is in a state where the intake air is supercharged by the turbocharger 5. Determine whether. Specifically, the determination operation is a supercharged state of intake air by the turbocharger 5 when the engine speed is equal to or higher than a predetermined speed, or when the intake pressure in the intake passage 3 is equal to or higher than a predetermined pressure. Is determined. Specifically, the engine speed is calculated based on the detected value of the crank position sensor 81. For example, when the engine speed is 1500 rpm or more, the turbine wheel 52 is rotated by the exhaust gas exhaust pressure. Thus, it is determined that the turbocharger 5 is supercharging the intake air. The intake pressure is calculated based on the detection value of the intake pressure sensor 80. For example, when the intake pressure is 20 kPa or more, it is determined that the turbocharger 5 is supercharging the intake air. These determination threshold values (determination threshold values for determining whether or not the intake air is supercharged) are not limited to the above values, and the inertia of the turbine wheel 52 in the turbocharger 5 and the friction at various locations inside the turbocharger 5. It is set as appropriate according to the size of.

  If the turbocharger 5 is not supercharging the intake air and the determination in step ST2 is NO, the process proceeds to step ST3, where the target throttle opening during non-supercharging is determined. The non-supercharging target throttle opening determined here is set to a larger value as the accelerator opening is larger, and the state of the clutch device 6 is compared between a fully released state and a semi-engaged (half-clutch) state. In some cases, the semi-joint state is set as a larger value. Specifically, a target throttle opening map (hereinafter referred to as a “non-supercharging target throttle opening map”) for setting the non-supercharging target throttle opening in accordance with the accelerator opening and the state of the clutch device 6. Is stored in the ROM 92, and in step ST3, the target throttle opening (target throttle opening in a state where the intake air is not supercharged) is determined with reference to the non-supercharging target throttle opening. Is done. For example, in the case of the same accelerator opening, the target throttle opening set in the fully released state is set to 1/3 with respect to the target throttle opening set in the semi-joint state. The hour target throttle opening map is stored in the ROM 92. As a result, it is possible to prevent the engine speed from being increased when the accelerator opening is increased when the clutch device 6 is fully released. The above value is not limited to this, and can be set as appropriate.

  Note that the target throttle opening set in the half-engaged state of the clutch device 6 and the target throttle opening set in the fully-released state are compared with the target throttle opening set in the fully engaged state of the clutch device 6. Is set to be small. For example, when the accelerator opening is the same, the target throttle opening set in the semi-joint state is set to 1/2 with respect to the target throttle opening set in the fully joint state. This value is not limited to this and is set as appropriate.

  After the target throttle opening is thus determined, the process proceeds to step ST6, where the opening of the throttle valve 33 is controlled so that the target throttle opening is obtained. In other words, in a situation where the turbocharger 5 is not supercharged with intake air, a control gain according to the current accelerator opening and the state of the clutch device 6 (in a situation where intake air supercharging described later is being performed). Therefore, the opening degree of the throttle valve 33 is controlled with a control gain larger than the control gain.

  On the other hand, when the intake air is supercharged by the turbocharger 5 and YES is determined in step ST2, the process proceeds to step ST4 to calculate the supercharging pressure, and then proceeds to step ST5. Accordingly, a target throttle opening degree (hereinafter referred to as “supercharging target throttle opening degree”) is determined.

  As a method for calculating the supercharging pressure in step ST4, a predetermined value is calculated from the engine speed calculated based on the detected value of the crank position sensor 81 or the intake pressure calculated based on the detected value of the intake pressure sensor 80. The supercharging pressure is obtained from the above equation or the map stored in the ROM 92.

  Further, as a method for determining the supercharging target throttle opening in step ST5, specifically, the supercharging target throttle opening is determined according to the following supercharging target throttle opening setting map. Hereinafter, the supercharging target throttle opening setting map will be described.

  FIG. 7 is a diagram showing an example of the supercharging target throttle opening setting map. As shown in FIG. 7, the target throttle opening setting map at the time of supercharging is such that the target throttle opening set for the amount of depression of the accelerator pedal is changed according to the supercharging pressure by the turbocharger 5. It has become.

  In this supercharging target throttle opening setting map, the larger the accelerator opening, the larger the target throttle opening is set. In addition, when the supercharging pressure by the turbocharger 5 is compared, the target throttle opening when the supercharging pressure is high is lower than the target throttle opening when the supercharging pressure is low even if the accelerator opening is the same. It is set up. Specifically, when the accelerator opening is A1 in the figure and the supercharging pressure by the turbocharger 5 is low (corresponding to the target throttle opening line α on the side where the supercharging pressure is low shown in FIG. 7). In the case of supercharging pressure), the target throttle opening is set to T2 in the figure, whereas when the supercharging pressure by the turbocharger 5 is high (on the side where the supercharging pressure shown in FIG. In the case of the supercharging pressure corresponding to the target throttle opening line β), the target throttle opening is set to T1 in the figure.

  This is because, in a situation where the supercharging pressure is relatively high, the rate of change of the engine torque with respect to the change in the accelerator opening increases, and the possibility of causing behavior to the vehicle increases. The higher the is, the smaller the target throttle opening (the control gain of the throttle valve opening relative to the accelerator opening) is set.

  In FIG. 7, only two (α, β) are shown as target throttle opening lines set according to the supercharging pressure. The target throttle opening line is set, and an appropriate target throttle opening is determined according to the accelerator opening and the boost pressure.

  Further, in the vehicle start control at the time of supercharging, the supercharging target throttle opening determined in step ST5 is different between the fully released state of the clutch device 6 and the semi-engaged (half clutch) state. It has become. This will be specifically described below.

  When the clutch device 6 is in the fully released state, the target throttle opening is set to be smaller than that in the half-engaged (half-clutch) state. As a specific method for varying the target throttle opening in accordance with the state of the clutch device 6 in the situation where supercharging by the turbocharger 5 is performed as described above, first, the output of the clutch stroke sensor 8B is used. Based on this, it is determined whether the state of the clutch device 6 is a fully released state or a semi-engaged (half-clutch) state. Then, as a supercharging target throttle opening setting map, a supercharging target throttle opening setting map (hereinafter referred to as a “fully releasing map”) and a clutch that are referred to when the clutch device 6 is in a fully released state. A supercharging target throttle opening setting map (hereinafter referred to as a “half-clutch map”) to be referred to when the device 6 is in a semi-engagement (half-clutch) state is created in advance. As these maps, even when the accelerator opening and the same supercharging pressure are the same, the target throttle opening during supercharging obtained from the map during full release is the target throttle opening during supercharging obtained from the half-clutch map. It is set to be obtained as a value smaller than the degree. For example, when the supercharging target throttle opening setting map shown in FIG. 7 is a half-clutch map, the fully released map is the same accelerator opening and the same supercharging pressure as compared to the map shown in FIG. Even so, the target throttle opening is created as a small value. More specifically, in the case of the same accelerator opening and the same supercharging pressure, the supercharging target throttle obtained in the fully released map is compared to the supercharging target throttle opening obtained in the half-clutch map. Each map is created so that the opening degree is set to 1/3.

  Also in this case, the target throttle opening set in the semi-engaged state of the clutch device 6 and the target throttle opening set in the fully released state are the target set in the fully engaged state of the clutch device 6. It is set smaller than the throttle opening. For example, in the case of the same accelerator opening and the same supercharging pressure, the target throttle opening set in the semi-joint state is set to 1/2 with respect to the target throttle opening set in the fully joint state. The This value is not limited to this and is set as appropriate.

  Such a supercharging target throttle opening setting map is stored in the ROM 92, the supercharging pressure by the turbocharger 5, the accelerator opening, and the state of the clutch device 6 (completely released state or semi-joined) The target throttle opening at the time of supercharging suitable for it is calculated | required according to whether it is a state.

  As a method for making the target throttle opening at the time of supercharging different between the fully released state and the half-engaged (half-clutch) state of the clutch device 6, there are two types of target throttle openings at the time of supercharging as described above. Instead of storing the setting map, the supercharging target throttle opening is obtained from one supercharging target throttle opening setting map (for example, the supercharging target throttle opening setting map shown in FIG. 7). If the clutch device 6 is in a semi-engaged (half-clutch) state, the supercharged target throttle opening is used as it is, while the clutch device 6 is in a fully released state. In such a case, the target throttle opening at the time of supercharging obtained above is corrected by decreasing a predetermined ratio (for example, corrected by decreasing by 30%), and the value is used as the target throttle opening at supercharging. Et That.

  After the target throttle opening (the target throttle opening at the time of supercharging) is determined as described above, the routine proceeds to step ST6, where the opening of the throttle valve 33 is controlled. In other words, in the situation where the turbocharger 5 is performing supercharging of the intake air, the current supercharging pressure, the accelerator opening, and the state of the clutch device 6 (completely released state or semi-engaged state). The degree of opening of the throttle valve 33 is controlled with a control gain corresponding to the above.

  As described above, in the present embodiment, the opening degree of the throttle valve 33 is controlled even in a situation where the output of the engine 1 can be largely obtained due to the supercharging of the intake air by the turbocharger 5. By changing the control gain of the throttle valve opening relative to the accelerator opening, the output characteristic of the engine 1 is set low. For this reason, the behavior (for example, sudden start etc.) of the vehicle resulting from the large output of the engine 1 at the time of vehicle start can be suppressed, and good start controllability can be maintained. That is, when the vehicle starts, the start controllability can be maintained by suppressing a significant change in the start controllability when the turbocharger 5 transitions from the non-supercharged state to the supercharged state.

(Modification)
In the embodiment described above, the output characteristics of the engine 1 are adjusted by controlling the opening of the throttle valve 33. Not limited to this, the output characteristics of the engine 1 may be adjusted by the following means.

  (1) First, the output characteristic of the engine 1 is adjusted by controlling the fuel injection amount from the injector 35. In this case, when the intake air is supercharged by the turbocharger 5, the fuel injection amount from the injector 35 is corrected to be smaller than when the intake air is not supercharged (the output characteristics of the engine 1 are lowered). Set). Also in this case, the fuel injection amount is corrected in accordance with the fuel injection amount map created in the same manner as the target throttle opening map in the above-described embodiment. Other configurations and operations are the same as those in the above-described embodiment.

  (2) Moreover, what adjusts the output characteristic of the engine 1 by controlling the recirculation | reflux amount of EGR gas is also mentioned. In this case, when the intake air is supercharged by the turbocharger 5, the opening degree of the EGR valve 45 is increased as compared with the case where the intake air is not supercharged, thereby increasing the recirculation amount of the EGR gas. Correction is performed (the output characteristic of the engine 1 is set low). Also in this case, the EGR gas recirculation amount is corrected according to the EGR rate setting map created in the same manner as the target throttle opening map in the above-described embodiment. Other configurations and operations are the same as those in the above-described embodiment.

  (3) Moreover, what adjusts the output characteristic of the engine 1 by controlling the flow volume of the exhaust gas which bypasses the turbine wheel 52 of the turbocharger 5 and flows is also mentioned. In this case, when the intake air is supercharged by the turbocharger 5, the opening degree of the wastegate valve 48 is made larger than when the intake air is not supercharged, thereby bypassing the turbine wheel 52. Therefore, the flow rate of the exhaust gas flowing through is corrected to increase. In this case as well, the valve opening map created in the same manner as the target throttle opening map in the above-described embodiment is referred to, and the turbine wheel 52 is bypassed by the opening of the wastegate valve 48 obtained thereby. The flow rate of the flowing exhaust gas is corrected. Other configurations and operations are the same as those in the above-described embodiment.

  (4) Moreover, what adjusts the output characteristic of the engine 1 by controlling the ignition timing of the spark plug 2 is also mentioned. In this case, when the intake air is supercharged by the turbocharger 5, the ignition timing of the spark plug 2 is corrected to the retard side compared to the case where the intake air is not supercharged (the output characteristics of the engine 1). Is set low). In this case as well, the ignition timing map created in the same manner as the target throttle opening map in the above-described embodiment is referred to, and the ignition timing of the spark plug 2 is corrected accordingly. Other configurations and operations are the same as those in the above-described embodiment.

  The control operation of the above-described embodiment and the control operations (1) to (4) may be executed in combination with each other.

-Other embodiments-
In the embodiment and the modification described above, the case where the present invention is applied to a vehicle equipped with a gasoline engine as a driving source for traveling has been described. The present invention is not limited to this, and can also be applied to a vehicle equipped with a diesel engine. Further, in the case of a vehicle equipped with the manual transmission MT and the clutch device 6, even for a hybrid vehicle including an engine (internal combustion engine) and an electric motor (for example, a travel motor or a generator motor) as a travel drive source. The present invention is applicable.

  In the embodiment and the modification described above, the case where the present invention is applied to a vehicle equipped with a forward six-speed manual transmission MT has been described, but the present invention is not limited to this, and any other arbitrary The present invention can also be applied to a vehicle equipped with a manual transmission having a gear position (for example, five forward gears).

  Moreover, in the said embodiment and modification, although the output characteristic of the engine 1 was changed according to the fully-released state of the clutch apparatus 6, and a semi-joint state, this invention is not limited to this, The clutch apparatus 6 The same output characteristics may be set in both the fully released state and the semi-joined state. That is, the output characteristics of the engine 1 are similarly set to be smaller in the fully disengaged state and the semi-engaged state than in the fully engaged state of the clutch device 6.

  Further, in the above-described embodiment and modification, the case where the turbocharger is employed as the supercharger has been described. However, the present invention can also be applied to an engine employing a supercharger as the supercharger.

  INDUSTRIAL APPLICABILITY The present invention is applicable to engine control when starting a vehicle in a vehicle equipped with an engine having a turbocharger and a manual transmission.

1 engine (internal combustion engine)
33 Throttle valve 35 Injector (fuel injection valve)
45 EGR valve 48 Wastegate valve 5 Turbocharger (supercharger)
6 Clutch device 80 Intake pressure sensor 81 Crank position sensor 9 Engine ECU
MT Manual transmission

Claims (9)

An internal combustion engine equipped with a supercharging device, a manual transmission, and a clutch device for connecting and disconnecting the internal combustion engine and the manual transmission are provided, and the output characteristics of the internal combustion engine can be changed according to the state of the clutch device. A control device for a vehicle,
A manual transmission comprising an output characteristic control means for setting the output characteristic of the internal combustion engine to be lower when the vehicle starts and during supercharging of intake air by the supercharging device than when non-supercharging of intake air The vehicle control apparatus provided. In the control apparatus of the vehicle provided with the manual transmission according to claim 1,
The vehicle having a manual transmission, wherein the output characteristic control means is configured to set the output characteristic of the internal combustion engine to be lower as the intake air supercharging pressure by the supercharging device is higher when the vehicle starts. Control device. In the control apparatus of the vehicle provided with the manual transmission according to claim 2,
The output characteristic control means adjusts the throttle valve opening in accordance with the accelerator opening by the driver. When the vehicle starts, the throttle valve opens as the intake air supercharging pressure increases. A control device for a vehicle including a manual transmission, characterized in that the degree is set to be small. In the control apparatus of the vehicle provided with the manual transmission according to claim 2,
The output characteristic control means adjusts the fuel injection amount from the fuel injection valve according to the accelerator opening by the driver, and when the vehicle starts, the higher the supercharging pressure of the intake air by the supercharging device, the higher the fuel A control device for a vehicle including a manual transmission, wherein the fuel injection amount from the injection valve is set to be small. In the control apparatus of the vehicle provided with the manual transmission according to claim 2,
EGR valve for adjusting the exhaust gas recirculation amount for recirculating the exhaust gas of the internal combustion engine to the intake system,
The output characteristic control means is configured to increase the exhaust gas recirculation amount by increasing the opening of the EGR valve as the intake air supercharging pressure by the supercharging device is higher when the vehicle starts. A vehicle control device including a manual transmission. In the control apparatus of the vehicle provided with the manual transmission according to claim 2,
A wastegate valve for adjusting the flow rate of exhaust gas bypassing the supercharger,
When the vehicle starts, the output characteristic control means increases the flow rate of the exhaust gas that bypasses the supercharger by increasing the opening degree of the wastegate valve as the supercharging pressure of the intake air by the supercharger increases. A control apparatus for a vehicle, comprising a manual transmission, characterized by being configured. In the control apparatus of the vehicle provided with the manual transmission according to any one of claims 1 to 6,
When the clutch device is in the semi-engaged state, the manual transmission is configured to set the output characteristic of the internal combustion engine to be lower than that in the fully-engaged state. Vehicle control device. In the control apparatus of the vehicle provided with the manual transmission according to any one of claims 1 to 7,
When the clutch device is in a fully disengaged state, a manual transmission is provided that is configured to set the output characteristics of the internal combustion engine to be lower than that in the semi-engaged state. Vehicle control device. In the control apparatus of the vehicle provided with the manual transmission according to any one of claims 1 to 8,
When the rotational speed of the internal combustion engine is equal to or higher than a predetermined rotational speed or the intake pressure downstream of the supercharging device in the intake system is equal to or higher than a predetermined value, it is determined that intake air is being supercharged by the supercharging device. A vehicle control device comprising a manual transmission.

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