JP2013160162A - Vehicle control unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To quickly change engine rotation speeds.SOLUTION: An ECU (electric control unit) 8 includes: a speed change determination section 81 which determines whether a speed change operation is carried out or not; a response setting section 82 which compares a time when the speed change operation is determined as being carried out by the speed change determination section 81 with a time of normal run when the speed change operation is not being carried out to set "a slow-down coefficient K" in " a slow-down process" applied to an accelerator opening degreeθsmall; and a rotation speed control section 83 which applies "the slow-down process" to the accelerator opening angle θusing "the slow-down coefficient K" set by the response setting section 82 to obtain a slow-down accelerator opening degree value φ to control the rotation speed (engine rotation speed Ne) of an engine 1 based on the obtained slow-down accelerator opening degree value φ.

Description

  The present invention relates to a vehicle control apparatus comprising: an engine; a manual transmission; and a clutch provided between the internal combustion engine and the manual transmission and configured to be able to switch between a disconnected state and an engaged state. About.

  Conventionally, various devices, methods, and the like for facilitating a start operation and a shift operation have been proposed in a vehicle including a manual transmission (manual transmission: MT).

  For example, a vehicle control device that performs feedback control of the engine rotational speed using the engine rotational speed as a target rotational speed and the engine torque as an operation amount when a decrease in the rotational speed of the engine accompanying clutch engagement is detected. It is disclosed (see Patent Document 1). According to this vehicle control apparatus, even a driver with little driving experience can start smoothly without causing an engine stall or the like.

JP 2008-121647 A

  However, in a conventional vehicle control device such as the vehicle control device described in Patent Document 1, it takes time for the driver to set the engine rotation speed to the target rotation speed. Thus, the driver's request for the operability of the vehicle (specifically, the rate of change of the engine rotation speed) may not be satisfied.

  For example, during a downshift operation, a “single clutch” or a “double clutch”, which is an operation that reduces a shock at the time of clutch engagement and enables a quick shift operation, is performed. The “single clutch” is an operation of depressing the accelerator pedal with the clutch disengaged, increasing the engine rotation speed, downshifting, and engaging the clutch. “Double clutch” means that the clutch is disengaged, the shift position is set to neutral (N), the clutch is engaged, the accelerator pedal is depressed, the engine speed is increased, and then the clutch is disengaged. This is an operation of lowering and engaging the clutch again. When performing these operations, the driver desires to quickly change the engine speed by depressing the accelerator pedal.

  On the other hand, the increase amount per unit time of the engine rotation speed due to the depression operation of the accelerator pedal is set to a relatively small value from the viewpoint of improving drivability, reducing shock, reducing fuel consumption, and the like. Therefore, since it takes time for the driver to set the engine speed to the target speed, the operability of the vehicle (specifically, the engine) This does not satisfy the driver's requirement for the amount of increase in rotational speed per unit time).

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle control device capable of improving the operability in a shifting operation.

  In order to solve the above problems, a vehicle control apparatus according to the present invention is configured as follows.

  That is, the vehicle control apparatus according to the present invention is provided between an engine, a manual transmission, and the internal combustion engine and the manual transmission, and is configured to be able to switch between a disconnected state and an engaged state. The engine rotation speed is set in response to an increase in the accelerator opening degree when the speed change operation is performed, as compared to the normal travel time when the speed change operation is not performed. It is characterized by increasing the amount of increase per unit time.

  According to the control apparatus for a vehicle having such a configuration, when the speed change operation is performed, the engine rotation speed that is set according to the increase in the accelerator opening is compared with that during normal travel in which the speed change operation is not performed. Since the increase amount per unit time is increased, the engine rotation speed can be rapidly changed (in this case, increased) by the accelerator operation, so that the operability in the shifting operation can be improved.

  In the vehicle control device according to the present invention, the vehicle speed is equal to or less than a preset threshold vehicle speed, the condition that the clutch is disengaged, and the manual transmission is in the neutral position. It is preferable to determine that the speed change operation is performed when at least one of the above conditions is satisfied.

  According to the vehicle control apparatus having such a configuration, when the vehicle speed is equal to or higher than a preset threshold vehicle speed and the clutch is in the disengaged state, and the manual transmission is in the neutral position. When at least one of the above conditions is satisfied, it is determined that the speed change operation is being performed, so it is possible to appropriately determine whether or not the speed change operation is being performed.

  In addition, the vehicle control device according to the present invention is configured such that when the speed change operation is performed, the engine speed is set according to the decrease in the accelerator opening as compared with the normal travel time when the speed change operation is not performed. It is preferable to increase the amount of decrease per unit time.

  According to the control apparatus for a vehicle having such a configuration, when the speed change operation is performed, the engine rotation speed that is set according to the decrease in the accelerator opening is compared with that during normal travel in which the speed change operation is not performed. Since the amount of decrease per unit time is increased, the engine speed can be quickly changed (decreased here) by the accelerator operation, so that the operability in the shifting operation can be improved.

  In the following description, “smoothing process” and “smoothing coefficient” are nouns beginning with hiragana, and are therefore easy to read by enclosing them in angle brackets for convenience.

  In addition, the vehicle control device according to the present invention controls the engine speed based on the accelerator opening smoothed value obtained by subjecting the accelerator opening to the “smoothing process”. It is preferable to reduce the “annealing coefficient” in the “annealing process” as compared to the normal running time when no operation is performed.

  According to the vehicle control apparatus having such a configuration, when the engine speed is controlled based on the accelerator opening smoothed value obtained by performing the “smoothing process” on the accelerator opening, Compared to normal driving when no operation is performed, the “smoothing coefficient” in the “smoothing process” is reduced, so that the amount of change per unit time of the engine speed is increased with a simple configuration. Can do.

  In the vehicle control apparatus according to the present invention, it is preferable that the “smoothing coefficient” in the “smoothing process” is set to substantially zero when the speed change operation is performed.

  According to the vehicle control apparatus having such a configuration, when the speed change operation is being performed, the “smoothing coefficient” in the “smoothing process” is made substantially zero, so that the engine rotation speed can be made extremely rapid during the speed change. Can be changed.

  According to the vehicle control device of the present invention, when the speed change operation is performed, the engine rotation speed that is set according to the increase in the accelerator opening is compared with that during normal travel in which the speed change operation is not performed. Since the increase amount per unit time is increased, the engine rotation speed can be rapidly changed (in this case, increased) by the accelerator operation, so that the operability in the shifting operation can be improved.

It is a block diagram which shows an example of the power train of the vehicle by which the vehicle control apparatus which concerns on this invention is mounted, and its control system. It is a block diagram which shows an example of the engine mounted in the vehicle shown in FIG. It is a functional block diagram which shows an example of the control apparatus of the vehicle mounted in the vehicle shown in FIG. It is a graph which shows an example of the effect of the control device of vehicles shown in Drawing 3. 4 is a flowchart showing an example of the operation of the vehicle control device shown in FIG. 3.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

-Overall configuration-
First, an overall configuration of a vehicle power train will be described with reference to FIG. FIG. 1 is a configuration diagram illustrating an example of a power train of a vehicle on which a vehicle control device (ECU 8) according to the present invention is mounted and a control system thereof. The vehicle according to the present embodiment is an FR (front engine / rear drive) type vehicle, and includes an engine 1, a manual transmission (MT) 2, a clutch 3, a shift device 5, an accelerator pedal 6, and a clutch pedal. 7 and ECU8 etc. are provided. The engine 1 corresponds to an “internal combustion engine” described in the claims.

  As shown in FIG. 1, a crankshaft 15 that is an output shaft of the engine 1 is connected to the clutch 3. When the clutch 3 is engaged, the driving force (driving torque) of the engine 1 is changed to the crankshaft 15, the clutch 3, the input shaft 21, the manual transmission 2, the drive shaft 41, the differential gear device 42, and It is transmitted to the drive wheel 44 via the axle 43.

  An engine rotational speed sensor 124 (see FIG. 2) that detects the rotational speed of the crankshaft 15 as the engine rotational speed Ne is disposed in the vicinity of the crankshaft 15. An input shaft rotational speed sensor 211 that detects the rotational speed of the input shaft 21 as the input shaft rotational speed Ni is disposed in the vicinity of the input shaft 21 of the manual transmission 2, and the output shaft (or the manual transmission 2). In the vicinity of the drive shaft 41), an output shaft rotational speed sensor 411 for detecting the rotational speed of the output shaft (or the drive shaft 41) as the output shaft rotational speed No is disposed.

  Further, an axle rotation speed sensor 431 that detects the rotation speed of the axle 43 as the axle rotation speed Nv is disposed in the vicinity of the axle 43. Engine rotation speed Ne detected by the engine rotation speed sensor 124, input shaft rotation speed Ni detected by the input shaft rotation speed sensor 211, output shaft rotation speed No detected by the output shaft rotation speed sensor 411, and axle rotation The axle rotation speed Nv detected by the speed sensor 431 is output to the ECU 8.

  The shift device 5 is provided with a shift lever 501. The shift lever 501 is a lever that is gripped by the driver and is operated to change the shift position. The accelerator pedal 6 is provided with an accelerator opening sensor 61 for detecting the accelerator opening θ. Further, the clutch pedal 7 is provided with a clutch switch 71 for detecting whether or not the clutch pedal 7 is depressed. The accelerator opening degree θ detected by the accelerator opening sensor 61 and the depression state of the clutch pedal 7 detected by the clutch switch 71 are output to the ECU 8 (see FIG. 3).

  In addition, the manual transmission 2 is provided with a shift position sensor 502 that detects a shift position and a neutral sensor 503 that detects a neutral (N) position. The detection results of the shift position sensor 502 and the neutral sensor 503 are output to the ECU 8 (see FIG. 3).

-Engine 1-
Next, the engine 1 according to the present embodiment will be described with reference to FIG. FIG. 2 is a configuration diagram showing an example of the engine 1 mounted on the vehicle shown in FIG. The engine 1 is, for example, a multi-cylinder gasoline engine, and includes a piston 1b that forms a combustion chamber 1a, and a crankshaft 15 (see FIG. 1) that is an output shaft. The piston 1b is connected to the crankshaft 15 via a connecting rod 16. Further, the reciprocating motion of the piston 1 b is converted into the rotational motion of the crankshaft 15 by the connecting rod 16.

  A signal rotor 17 is disposed on the crankshaft 15. A plurality of protrusions 17 a are formed at equal intervals on the outer peripheral surface of the signal rotor 17. An engine rotation speed sensor 124 is disposed in the vicinity of the side of the signal rotor 17. The engine speed sensor 124 is, for example, an electromagnetic pickup, and generates a pulse signal (output pulse) corresponding to the number of protrusions 17a passing through a position facing the engine speed sensor 124 when the crankshaft 15 rotates. To do.

  A spark plug 103 is disposed in the combustion chamber 1 a of the engine 1. The ignition timing of the spark plug 103 is adjusted by the igniter 104. The igniter 104 is controlled by the ECU 8. The cylinder block 1c of the engine 1 is provided with a water temperature sensor 121 that detects the engine water temperature (cooling water temperature).

  An intake passage 11 and an exhaust passage 12 are connected to the combustion chamber 1 a of the engine 1. An intake valve 13 is provided between the intake passage 11 and the combustion chamber 1a. By opening and closing the intake valve 13, the intake passage 11 and the combustion chamber 1a are communicated or blocked. An exhaust valve 14 is provided between the exhaust passage 12 and the combustion chamber 1a. By opening and closing the exhaust valve 14, the exhaust passage 12 and the combustion chamber 1a are communicated or blocked.

In the intake passage 11 of the engine 1, an air cleaner 107, an air flow meter 122, an intake air temperature sensor 123, a throttle valve 105, and the like are disposed. Here, the throttle valve 105 adjusts the intake air amount of the engine 1. Further, an O ₂ sensor 126, a three-way catalyst 108, and the like are disposed in the exhaust passage 12 of the engine 1. Here, the O ₂ sensor 126 detects the oxygen concentration in the exhaust gas.

  A throttle valve 105 disposed in the intake passage 11 of the engine 1 is driven by a throttle motor 106. The opening of the throttle valve 105 (throttle opening) is detected by a throttle opening sensor 125. The throttle motor 106 is driven and controlled by the ECU 8.

  An injector (fuel injection valve) 102 is disposed in the intake passage 11. Fuel (here, gasoline) is supplied to the injector 102 from the fuel tank by the fuel pump, and the fuel is injected into the intake passage 11 by the injector 102. The injected fuel is mixed with intake air to form an air-fuel mixture and introduced into the combustion chamber 1a of the engine 1. The air-fuel mixture (fuel + air) introduced into the combustion chamber 1a is ignited by the spark plug 103 and burns and explodes. As the air-fuel mixture burns and explodes in the combustion chamber 1a, the piston 1b reciprocates in the vertical direction in the figure, and the crankshaft 15 is rotationally driven.

-Clutch 3, manual transmission 2-
Next, the configuration of the clutch 3 will be described. The clutch 3 includes a friction clutch 30 and a clutch operating mechanism (not shown) that operates the friction clutch 30 in response to a depression operation of the clutch pedal 7.

  The friction clutch 30 is configured as, for example, a dry single-plate friction clutch, and is provided so as to be interposed between the crankshaft 15 and the input shaft 21 of the manual transmission 2. Note that a configuration other than the dry single plate type may be adopted as the configuration of the friction clutch 30.

  The manual transmission 2 is, for example, a known synchronous mesh type manual transmission (for example, 6 forward speeds and 1 reverse speed). Further, as shown in FIG. 1, the manual transmission 2 is connected to the crankshaft 15 of the engine 1 via the clutch 3, and when the clutch 3 is in the engaged state, The driving force (driving torque) is shifted at a predetermined speed ratio and transmitted to the output shaft (drive shaft 41: see FIG. 1).

  The manual transmission 2 operates to form a gear position corresponding to the shift position selected and operated by the shift lever 501 of the shift device 5 shown in FIG. The shift position selected by the shift lever 501 is detected by the shift position sensor 502. Whether or not the shift position is a neutral (N) position is detected by a neutral sensor 503.

-Configuration of ECU8-
Next, the configuration of the ECU 8 will be described with reference to FIG. FIG. 3 is a functional configuration diagram illustrating an example of a vehicle control device (ECU 8) mounted on the vehicle illustrated in FIG. The ECU (Electronic Control Unit) 8 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a backup RAM, and the like.

  The ROM stores various control programs and the like. The CPU reads various control programs stored in the ROM and executes various processes. The RAM is a memory that temporarily stores calculation results and the like in the CPU, and the backup RAM is a non-volatile memory that stores data and the like to be saved when the engine 1 is stopped.

  The ECU 8 includes an engine rotation speed sensor 124, an input shaft rotation speed sensor 211, an output shaft rotation speed sensor 411, an axle rotation speed sensor 431, a neutral sensor 503, a shift position sensor 502, an accelerator opening sensor 61, and a clutch. A switch 71 (see FIG. 1) and the like are communicably connected.

  In addition, an injector 102, an igniter 104 of a spark plug 103, a throttle motor 106 of a throttle valve 105, and the like are connected to the ECU 8 as control targets. The ECU 8 executes various controls of the engine 1 including fuel injection control of the injector 102, ignition timing control of the spark plug 103, drive control of the throttle motor 106, and the like based on the outputs of the various sensors.

-Configuration of vehicle control device-
Next, a functional configuration of the ECU 8 according to the present invention will be described with reference to FIG. The ECU 8 functions as functional units such as the shift determination unit 81, the responsiveness setting unit 82, the rotational speed control unit 83, and the like by reading and executing the control program stored in the ROM. Here, the shift determination unit 81, the responsiveness setting unit 82, and the rotation speed control unit 83 correspond to a vehicle control device according to the present invention.

  The shift determination unit 81 is a functional unit that determines whether a shift operation is being performed. Specifically, the shift determination unit 81 determines that the vehicle speed V is equal to or higher than a preset threshold vehicle speed V0 (for example, 5 km / Hr), and that the clutch 3 is in a disengaged state. When at least one of the conditions that the machine 2 is in the neutral (N) position is satisfied, it is determined that the speed change operation is being performed.

  Here, the vehicle speed V is obtained based on the detection result of the axle rotation speed sensor 431. Whether or not the clutch 3 is in a disconnected state is determined based on the detection result of the clutch switch 71. Further, whether or not the manual transmission 2 is in the neutral (N) position is determined based on the detection result of the neutral sensor 503.

  Note that when the vehicle speed V is less than the preset threshold vehicle speed V0, there is a possibility of a start operation, but it is assumed that the shift operation is not performed. Therefore, the shift determination unit 81 determines that the vehicle speed V is the threshold value. Only when the vehicle speed is equal to or higher than V0, it is determined that the shift operation is being performed.

  Further, for example, during a shift-down operation, a “single clutch” or “double clutch” that is an operation that reduces a shock at the time of clutch engagement and enables a quick shift operation is performed. The “single clutch” is an operation of depressing the accelerator pedal with the clutch disengaged, increasing the engine rotation speed, downshifting, and engaging the clutch. The “double clutch” means that the clutch is disengaged, the shift position is set to neutral (N), the clutch is engaged, the accelerator pedal is depressed, the engine speed is increased, and the clutch is disengaged to shift down. Then, the operation of engaging the clutch again.

  Even when the “single clutch” or the “double clutch” is operated, the condition that the clutch 3 is disengaged and the manual transmission 2 is in the neutral (N) position. At least one of the conditions is satisfied. If at least one of the condition that the clutch 3 is in the disengaged state and the condition that the manual transmission 2 is in the neutral (N) position is satisfied, the engine rotational speed Ne may be changed rapidly. No shock will occur on the vehicle.

  As described above, the vehicle speed V is equal to or higher than a preset threshold vehicle speed V0 (for example, 5 km / Hr), and the clutch 3 is in the disengaged state, and the manual transmission 2 is in the neutral position. Since it is determined that the speed change operation is performed when at least one of the certain conditions is satisfied, it can be appropriately determined whether or not the speed change operation is performed.

  In the present embodiment, the case where the shift determination unit 81 determines whether or not the clutch 3 is in a disconnected state based on the detection result of the clutch switch 71 will be described. However, the shift determination unit 81 uses other methods. It may be configured to determine whether or not the clutch 3 is in a disconnected state. For example, a configuration may be provided in which a stroke sensor that detects the stroke of the clutch 3 is provided and whether or not the clutch 3 is in a disconnected state is determined based on the detection result of the stroke sensor.

  In the present embodiment, a case where the shift determination unit 81 determines whether or not the manual transmission 2 is in the neutral (N) position based on the detection result of the neutral sensor 503 will be described. Other modes may be used to determine whether or not the manual transmission 2 is in the neutral (N) position. For example, the shift determination unit 81 may determine whether or not the manual transmission 2 is in the neutral (N) position based on the detection result of the shift position sensor 502.

  When the shift determination unit 81 determines that a shift operation is being performed, the responsiveness setting unit 82 responds to an increase in the accelerator opening θ as compared with a normal travel in which no shift operation is performed. This is a functional unit that increases the increase amount ΔNe1 per unit time of the set engine speed Ne. Further, the responsiveness setting unit 82 reduces the accelerator opening θ when the shift determining unit 81 determines that the shift operation is being performed, as compared to the normal travel in which the shift operation is not performed. The amount of decrease ΔNe2 per unit time of the engine speed Ne set accordingly is increased. Here, “during normal travel” refers to travel during a state in which no speed change operation is performed. Specifically, the clutch 3 is not in a disengaged state and the manual transmission 2 is neutral (N ) It means driving when not in position.

  As described above, when the shift determination unit 81 determines that a shift operation is being performed, the responsiveness setting unit 82 determines that the accelerator opening is smaller than that during normal travel when no shift operation is performed. Since the increase amount ΔNe1 per unit time of the engine rotation speed Ne set in accordance with the increase in θ is increased, the engine rotation speed Ne is rapidly changed (in this case, increased) by the depression of the accelerator pedal 6. Therefore, the operability in the shifting operation can be improved. When the shift determination unit 81 determines that a shift operation is being performed, the responsiveness setting unit 82 reduces the accelerator opening θ as compared to the normal travel in which no shift operation is performed. Since the decrease amount ΔNe2 per unit time of the engine rotation speed Ne set in accordance with is increased, the engine rotation speed Ne is rapidly changed (here, decreased) by an operation of loosening the depression of the accelerator pedal 6. Therefore, the operability in the shifting operation can be improved.

  In the present embodiment, when the responsiveness setting unit 82 determines that a speed change operation is being performed, the increase amount per unit time of the engine rotation speed Ne that is set according to the change in the accelerator opening degree θ. Although the case where ΔNe1 and the amount of decrease ΔNe2 per unit time are increased will be described, the response setting unit 82 may increase the amount of increase ΔNe1 per unit time of the engine speed Ne or the amount of decrease ΔNe2 per unit time. Good.

  Specifically, the responsiveness setting unit 82 determines the engine speed Ne based on the accelerator opening degree smoothing value φ obtained by performing the “smoothing process” defined by the “annealing coefficient K” on the accelerator opening degree θ. Control. That is, when the shift determination unit 81 determines that a shift operation is being performed, the responsiveness setting unit 82 is configured to use the “smoothing coefficient” of the “smoothing process” during normal travel when the shift operation is not performed. It is set to a smaller “annealing coefficient K1” (here, “0”) than “K0”.

  As described above, when the engine speed Ne is controlled based on the accelerator opening smoothed value φ obtained by performing the “smoothing process” on the accelerator opening θ, and the speed change determination unit 81 performs a speed change operation. If it is determined, the responsiveness setting unit 82 uses a smaller “smoothing coefficient K1” (compared to “smoothing coefficient K0” in “smoothing process” during normal running when no shifting operation is performed) ( Here, the amount of change ΔNe1, ΔNe2 per unit time of the engine speed Ne can be increased with a simple configuration.

  In the present embodiment, the “smoothing coefficient” in the “smoothing process” when the accelerator opening θ increases, and the “smoothing coefficient” in the “smoothing process” when the accelerator opening θ decreases. Although the case where the same “smoothing coefficient K” is set will be described, the “smoothing coefficient” in the “smoothing process” when the accelerator opening θ increases, and the case where the accelerator opening θ decreases. The “smoothing coefficient” in the “smoothing process” may be set as a separate “smoothing coefficient”. In this case, it is possible to increase the degree of freedom of setting related to the change characteristic of the engine speed Ne with respect to the accelerator opening degree θ.

  Further, when the speed change operation is performed, the responsiveness setting unit 82 sets the “smoothing coefficient K” in the “smoothing process” to “0”, so that the engine speed Ne is changed very quickly. be able to.

  In the present embodiment, a case will be described in which the responsiveness setting unit 82 sets “smoothing coefficient K” in “smoothing process” to “0” when a speed change operation is performed. It is sufficient that the responsiveness setting unit 82 sets the “smoothing coefficient K1” in the “smoothing process” to be substantially zero when it is being performed. For example, when the speed change operation is performed, the responsiveness setting unit 82 sets the “smoothing coefficient K” in the “smoothing process” to the “smoothing process” in the normal running when the speed change operation is not performed. It may be set to (1/10) or (1/100) of the “annealing coefficient K0”. The smaller the “annealing coefficient K1”, the quicker the engine speed Ne can be changed.

  The rotational speed control unit 83 receives the accelerator opening degree θ from the accelerator opening degree sensor 61, and sets the received accelerator opening degree θ to the “smoothing coefficient K0” (or “NA” set by the responsiveness setting unit 82. The smoothing process is performed using the smoothing coefficient K1 "), and the accelerator opening smoothing value φ subjected to the" smoothing process "is obtained. Further, the rotational speed control unit 83 controls the engine rotational speed Ne via the injector 102, the igniter 104, and the throttle motor 106 based on the obtained accelerator opening smoothed value φ.

-Effect of vehicle control device-
Next, the effect of the vehicle control apparatus (ECU 8) according to the present invention will be described with reference to FIG. FIG. 4 is a graph showing an example of the effect of the vehicle control device (ECU 8) shown in FIG. In the figure, the horizontal axis represents the accelerator opening θ, and the vertical axis represents the engine rotational speed Ne. A graph G11 indicated by a broken line is a graph showing the relationship between the accelerator opening θ and the engine rotational speed Ne during normal travel where no speed change operation is performed, and a graph G12 indicated by a solid line is a speed change operation performed by the speed change determination unit 81. 6 is a graph showing the relationship between the accelerator opening degree θ and the engine speed Ne when it is determined that the engine is performed.

  When the shift determination unit 81 determines that the shift operation is being performed, as compared to the graph G11 during normal travel in which the shift operation is not performed, as illustrated in the graph G12, the accelerator opening θ Since the increase amount ΔNe1 of the engine rotation speed Ne accompanying the increase increases, the engine rotation speed Ne can be changed quickly.

-Operation of vehicle control device-
Next, the operation of the vehicle control apparatus (ECU 8) according to the present invention will be described with reference to FIG. FIG. 5 is a flowchart showing an example of the operation of the vehicle control apparatus (ECU 8) shown in FIG. First, the shift determination unit 81 determines whether or not the vehicle speed V is equal to or higher than the threshold vehicle speed V0 (step S101). If NO in step S101, the process proceeds to step S109. If YES in step S101, the process proceeds to step S103.

  Then, the shift determination unit 81 determines whether or not the clutch 3 is in a disconnected state (step S103). If YES in step S103, the process proceeds to step S107. If NO in step S103, the process proceeds to step S105. Next, the shift determination unit 81 determines whether or not the manual transmission 2 is in the neutral (N) position (step S105). If NO in step S105, the process proceeds to step S109. If YES in step S105, the process proceeds to step S107.

  If YES in step S103 or YES in step S105, the shift determining unit 81 determines that a shift operation is being performed, and the responsiveness setting unit 82 sets the “smoothing coefficient K” to “N”. The margin coefficient K1 "(here," 0 ") is set (step S107). Then, the process proceeds to step S111.

  If NO in step S101 or NO in step S105, the shift determining unit 81 determines that a shift operation has not been performed, and the responsiveness setting unit 82 sets the “smoothing coefficient K” to “N”. The margin coefficient K0 "is set (step S109). Then, the process proceeds to step S111.

  When the process of step S107 is completed or when the process of step S109 is completed, the accelerator opening degree θ is acquired by the rotation speed control unit 83 (step S111). Then, the rotation speed control unit 83 performs the “smoothing process” on the accelerator opening θ acquired in step S111 using the “smoothing coefficient K” set in step S107 or step S109. An accelerator opening smoothing value φ is obtained (step S113). Next, the engine speed Ne is controlled by the engine speed controller 83 based on the accelerator opening smoothed value φ obtained in step S113 (step S115), and the process returns to step S101.

  In this way, when the shift determination unit 81 determines that a shift operation is being performed, the responsiveness setting unit 82 and the rotational speed control are compared with those during normal travel in which no shift operation is performed. Since the increase amount ΔNe per unit time of the engine rotation speed Ne set according to the increase in the accelerator opening θ is increased by the unit 83, the engine rotation speed Ne is rapidly changed by the depression operation of the accelerator pedal 6. (In this case, it can be increased), the operability in the shifting operation can be improved.

  In the present embodiment, when the speed change operation is being performed, the responsiveness setting unit 82 sets the “smoothing coefficient K” of the “smoothing process” applied to the accelerator opening θ to be small. The case where the increase amount ΔNe1 per unit time and the decrease amount ΔNe2 per unit time of the engine rotation speed Ne are increased has been described. However, the responsiveness setting unit 82 uses other methods to increase the engine rotation speed Ne per unit time. The increase amount ΔNe1 and the decrease amount ΔNe2 per unit time may be increased. For example, when a speed change operation is being performed, the responsiveness setting unit 82 determines the increase amount ΔNe1 per unit time and the decrease amount ΔNe2 per unit time of the engine rotation speed Ne according to changes in the accelerator opening θ. A large setting may be used.

-Other embodiments-
In the present embodiment, the case where the ECU 8 functions as the shift determination unit 81, the responsiveness setting unit 82, and the rotation speed control unit 83 has been described. However, the shift determination unit 81, the responsiveness setting unit 82, and the rotation At least one of the speed controllers 83 may be configured by hardware such as an electronic circuit.

  In the present embodiment, the case where the internal combustion engine is the gasoline engine 1 will be described. However, the internal combustion engine may be another type of internal combustion engine (for example, a diesel engine).

  The present invention relates to a vehicle control apparatus comprising: an engine; a manual transmission; and a clutch provided between the internal combustion engine and the manual transmission and configured to be able to switch between a disconnected state and an engaged state. Can be used.

DESCRIPTION OF SYMBOLS 1 Engine 102 Injector 104 Igniter 106 Throttle motor 124 Engine rotational speed sensor 2 Manual transmission 21 Input shaft 211 Input shaft rotational speed sensor 3 Clutch 30 Friction clutch 41 Drive shaft 411 Output shaft rotational speed sensor 43 Axle 431 Axle rotational speed sensor 5 Shift Device 501 Shift lever 502 Shift position sensor 503 Neutral sensor 6 Accelerator pedal 61 Accelerator opening sensor 7 Clutch pedal 71 Clutch switch 8 ECU (vehicle control device)
81 Shift determination unit 82 Response setting unit 83 Rotational speed control unit

Claims (5)

A vehicle control device comprising: an engine; a manual transmission; and a clutch provided between the internal combustion engine and the manual transmission and configured to be switchable between a disconnected state and an engaged state,
When the speed change operation is performed, the increase amount per unit time of the engine speed set according to the increase of the accelerator opening is increased as compared with the case of the normal traveling where the speed change operation is not performed. A vehicle control device characterized by the above. The vehicle control device according to claim 1,
The vehicle speed is equal to or higher than a preset threshold vehicle speed, and
It is determined that a shift operation is being performed when at least one of a condition that the clutch is disengaged and a condition that the manual transmission is in a neutral position is satisfied. Control device. In the vehicle control device according to claim 1 or 2,
When the speed change operation is being performed, the amount of reduction per unit time of the engine speed that is set according to the decrease in the accelerator opening is larger than during normal driving when the speed change operation is not performed. A vehicle control device characterized by the above. In the vehicle control device according to any one of claims 1 to 3,
The engine speed is controlled based on the accelerator opening smoothed value obtained by smoothing the accelerator opening,
A vehicle control device characterized in that, when a speed change operation is performed, a smoothing coefficient in the smoothing process is made smaller than that during normal running when no speed change operation is performed. The vehicle control device according to claim 4,
A vehicle control device characterized in that, when a speed change operation is being performed, the smoothing coefficient in the smoothing process is made substantially zero.

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