JP2014144686A - Internal combustion engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress as much as possible change in vehicle longitudinal acceleration occurring during full connection of a clutch in automatically starting a vehicle and yet improve acceleration performance.SOLUTION: Before the full connection of a clutch, engine torque instructed value is appropriately controlled so that an engine rotational angular speed is increased with the increase in clutch rotational angular speed to approach the increasing clutch rotational angular speed. Therefore, immediately before the full connection of the clutch, difference between the engine rotational angular speed and the clutch rotational angular speed can be effectively reduced. This can reduce the effect of an inertia moment of an engine on the clutch upon the full connection of the clutch so that good travelling feeling can be obtained without occurence of excessive acceleration upon the full connection of the clutch.

Description

  The present invention relates to a technical field of an internal combustion engine control device that controls an internal combustion engine torque such as an engine torque when automatically starting using an automatic transmission such as a mechanical automatic transmission (AMT).

  Conventionally, in large vehicles such as buses and trucks equipped with a mechanical automatic transmission, output control of an engine that is an internal combustion engine (hereinafter also referred to as engine torque control) when automatically starting using the mechanical automatic transmission. There are various methods. In this type of mechanical automatic transmission, many mechanical automatic transmissions have been developed that include an auto clutch mechanism that automatically disconnects and connects (disconnects) a clutch in accordance with a start operation and a shift operation.

  As a conventional engine control device that controls the output of a vehicle engine as the clutch is engaged and disengaged by such an auto clutch mechanism, the vehicle longitudinal acceleration drops when the clutch is completely engaged (completely engaged) by the auto clutch mechanism during automatic start. An engine control device that improves smoothness and realizes smooth acceleration has been proposed (see, for example, Patent Document 1).

  In the engine control device described in Patent Document 1, the engine rotational angular velocity and the clutch rotational angular velocity are controlled independently of each other before the clutch is completely connected. Therefore, a large difference occurs between the engine rotational angular velocity and the clutch rotational angular velocity. For this reason, when the engine rotational angular velocity and the clutch rotational angular velocity are synchronized by the completion of clutch engagement (complete engagement), the moment of inertia of the engine greatly affects the clutch.

  Therefore, when starting engine torque control after the clutch is fully connected, as shown in FIG. 4 describing FIG. 1 of Patent Document 1, the engine torque at the time of clutch complete is added to the engine rotational angular acceleration and the engine rotational inertia moment. The initial value is the engine torque obtained by adding the compensation torque corresponding to the rotational inertia moment of the engine to the engine torque obtained by adding the multiplication value, that is, the engine torque when the engine rotational angular velocity and the clutch rotational angular velocity are synchronized. By gradually changing the value from the value to the target engine torque required by the accelerator opening, the vehicle longitudinal acceleration is suppressed from dropping when the clutch is fully engaged by the auto clutch mechanism at the time of automatic start.

Japanese Patent No. 4544920.

However, in the engine control device described in Patent Document 1, when starting the engine torque control after the clutch is completely connected at the time of automatic start, the engine torque when the engine rotation angular velocity and the clutch rotation angular velocity are synchronized as described above. In addition, when the compensation torque corresponding to the rotational inertia moment of the engine is simply added, as shown in FIG. 4, the engine torque at the time of starting the engine torque control after the clutch connection is completely connected to the engine torque at the time of clutch connection being fully connected. It becomes discontinuous with the engine torque. Depending on the magnitude of the compensation torque, the engine torque may increase suddenly. If the engine torque suddenly increases in this way, the vehicle longitudinal acceleration drop can be suppressed to some extent, but as shown in FIG. 4, the change in the vehicle longitudinal acceleration becomes large and excessive acceleration occurs. Depending on the driver, the vehicle is pushed out. There is a problem that the driving feeling is not good.

  The present invention has been made in view of such circumstances, and an object of the present invention is to suppress the change in vehicle longitudinal acceleration that occurs when the clutch is fully engaged in automatic starting as much as possible, and to improve the acceleration performance. An internal combustion engine control device is provided.

  In order to solve the above-described problems, an internal combustion engine control apparatus according to the present invention includes a shift signal generation unit that determines a shift position of a change lever and outputs a shift position signal, and a clutch connection / disconnection that controls connection / disconnection of the clutch. Clutch control means for outputting a control signal, clutch rotation angular speed output means for detecting the clutch rotational angular speed on the transmission side of the clutch and outputting the clutch rotational angular speed signal, shift position signal from the shift signal generating means, clutch control means On the basis of the clutch connection / disconnection control signal from the clutch and the clutch rotation angular velocity signal from the clutch rotation angular velocity output means, the internal combustion engine torque is increased so that the engine rotation angular velocity before the clutch is fully engaged is increased according to the increase in the clutch rotation angular velocity. An internal combustion engine output control means for outputting an instruction value and performing internal combustion engine torque control; Combustion engine torque is characterized in that it comprises at least an internal combustion engine control unit that controls the internal combustion engine so that the engine torque instruction value output by the internal combustion engine output control means.

  In the internal combustion engine control apparatus according to the present invention, the internal combustion engine output control means uses the internal combustion engine torque instruction value when the clutch is fully engaged in the internal combustion engine torque control after the clutch is fully engaged as an initial value. It is characterized by setting.

  According to the internal combustion engine control apparatus of the present invention configured as described above, the internal combustion engine rotation angular speed is increased by the internal combustion engine output control means in accordance with the increase in the clutch rotation angular speed before the clutch is fully connected. The internal combustion engine torque command value is appropriately controlled so as to approach the clutch rotational angular velocity. Therefore, immediately before the clutch is fully connected, the difference between the internal combustion engine rotational angular velocity and the clutch rotational angular velocity can be effectively reduced. As a result, even when the degree of engagement of the clutch is strong, the engine speed does not drop and a high engine torque value is maintained. Therefore, when the clutch is fully engaged, the influence of the moment of inertia of the internal combustion engine on the clutch is suppressed. When the clutch is fully engaged, excessive acceleration does not occur, and a good running feeling can be obtained. In this way, it is possible to suppress changes in the vehicle longitudinal acceleration when the clutch is fully engaged in automatic starting, and it is possible to effectively improve the acceleration of the vehicle by the appropriately controlled internal combustion engine torque command value.

  In particular, since the influence of the moment of inertia of the internal combustion engine with respect to the clutch can be suppressed, the internal combustion engine torque control after the clutch is fully engaged can be performed with the internal combustion engine torque instruction value when the clutch is fully engaged as the initial value. The torque command value can be set continuously before and after the clutch is fully engaged. Thereby, the change of the vehicle longitudinal acceleration can be further effectively suppressed.

It is a block diagram showing typically an example of an embodiment of an engine control device which is an internal-combustion engine control device concerning the present invention. It is a figure explaining the engine torque control by the engine control apparatus of the example shown in FIG. It is a figure which shows the flow of the engine torque control of the example shown in FIG. It is a figure explaining the engine torque control by the conventional engine control apparatus of patent document 1. FIG.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram schematically showing an example of an embodiment of an engine control apparatus which is an internal combustion engine control apparatus according to the present invention.
As shown in FIG. 1, an engine control device 1 that is an internal combustion engine control device of this example includes a transmission ECU 2 (TCU; corresponding to the automatic transmission control device of the present invention) that controls an automatic transmission of a vehicle, an engine torque. An engine ECU 4 (corresponding to the internal combustion engine control unit of the present invention) that controls the engine 3 that generates the engine, a change lever shift position detection sensor 5, an accelerator switch 6, and a vehicle running state detection sensor 7. Further, the automatic transmission used together with the engine control device 1 includes a transmission 8 that performs a shift, a shift actuator 9 that engages and disengages the transmission 8 in order to control a shift shift of the transmission 8, and turns on / off power transmission. The clutch 10 includes a clutch actuator 11 that controls the operation of the clutch 10 in order to disconnect and connect (disconnect) the clutch 10.

  The change lever shift position detection sensor 5 detects the shift position of the change lever in the change lever unit (CLU) and outputs a lever shift position detection signal. The accelerator switch 6 detects the start of depression of the accelerator pedal and the amount of depression of the accelerator pedal (accelerator opening) and outputs an accelerator opening signal. Furthermore, the vehicle travel state detection sensor 7 detects vehicle travel state information during travel of the vehicle such as the vehicle speed and engine load, and outputs a vehicle travel state detection signal.

  The transmission ECU 2 includes a shift signal generation unit 12, a gear shift control unit 13, a clutch control unit 14, an engine output control unit 15, and a clutch rotational speed output unit 16.

  The shift signal generation means 12 determines the shift position of the change lever based on the lever shift position detection signal from the change lever shift position detection sensor 5, and when the position is in the automatic shift mode, the accelerator opening and the vehicle travel are determined. The necessity of switching the shift position determination signal (target gear position) is determined from the state, and in the manual shift mode, the shift position determination signal is switched according to the driver's lever operation, and the accelerator switch 6 Based on the opening signal, a clutch engagement / disengagement signal, a lever shift position detection signal, and an engine torque control signal are output based on the accelerator opening signal. Further, based on the vehicle traveling state detection signal from the vehicle traveling state detection sensor 7. The vehicle running state information during vehicle running such as vehicle speed and engine load It outputs the row state determination signal.

  The gear shift control unit 13 sets an operation control condition for the shift actuator 9 based on the shift position determination signal from the shift signal generation unit 12, and outputs a shift actuator operation control signal based on the set operation control condition to the shift actuator 9. To do. The shift actuator 9 sets the transmission 8 to the gear position based on the shift position determination signal from the shift signal generation means 12 by performing gear engagement or gear disengagement of the corresponding transmission 8 based on the shift actuator operation control signal. In this case, a gear position setting feedback signal is output from the shift actuator 9 to the gear shift control means 13.

  The clutch control unit 14 sets an operation control condition for the clutch actuator 11 based on the shift position determination signal and the vehicle running state determination signal from the shift signal generation unit 12, and a clutch actuator operation control signal based on the set operation control condition. Is output to the clutch actuator 11. The clutch actuator 11 performs connection / disconnection control of the clutch 10 based on the clutch actuator operation control signal. In this case, a feedback signal for connection / disconnection control of the clutch 10 is output from the clutch actuator 11 to the clutch control means 14.

  The engine output control means 15 is an engine output instruction value (engine torque instruction value) based on the lever shift position detection signal from the shift signal generation means 12, the engine torque control signal from the shift signal generation means 12, and the vehicle running state detection signal. And an engine output signal based on the set engine torque instruction value is output to the engine ECU 4. Then, the engine ECU 4 drives and controls the engine 3 with an engine torque instruction value based on the engine output signal from the engine output control means 15.

  The clutch rotational speed output means 16 detects the clutch rotational speed on the driven side (transmission side) of the clutch 10 and feeds back the clutch rotational speed signal to the engine output control means 15. Then, the engine output control means 15 resets the engine torque instruction value (engine torque instruction value) based on the clutch rotational speed signal, and outputs the engine output signal based on the reset engine torque instruction value to the engine ECU 4 again. To do.

  The engine output control means 15 of the engine control apparatus 1 of this example determines the engine torque instruction value and outputs it to the engine ECU 4 as follows, and the engine ECU 4 drives the engine 3 so as to be the determined engine torque instruction value. I have control. That is, when determining the engine torque instruction value, the engine output control means 15 uses the engine rotational angular velocity and the clutch rotational angular velocity on the driven side (output side) of the clutch 10 and associates these two rotational angular velocities with each other. The engine torque instruction value is determined. In this case, the engine rotational angular velocity is obtained based on the engine rotational speed from the engine ECU 4, and the clutch rotational angular velocity is obtained based on the clutch rotational speed on the driven side (output side) of the clutch 10 from the clutch rotational speed output means 16. It is done.

  That is, the engine output control means 15 increases the engine rotational angular speed according to the increase in the clutch rotational angular speed before the clutch is fully engaged, and reduces the difference between the engine rotational angular speed and the clutch rotational angular speed as much as possible when the clutch is fully engaged. The engine rotation angular velocity instruction value is output to the engine ECU 4 so as to compensate for the insufficient torque corresponding to the engine inertia moment with respect to the clutch. The engine ECU 4 controls the rotational angular speed of the engine 4 based on the engine rotational angular speed instruction value from the engine output control means 15. Thereby, the change of the vehicle longitudinal acceleration is suppressed when the clutch is fully engaged.

Next, specific engine torque control by the engine control apparatus of this example will be described. FIG. 2 is a diagram for explaining engine torque control by the engine control apparatus of this example.
As shown in FIG. 2, when the accelerator pedal is depressed to start the vehicle and the accelerator switch is turned on, an engine rotation angular speed instruction value is instructed to the engine ECU 4 in accordance with the accelerator pedal opening, thereby rotating the engine. The angular velocity gradually increases at a predetermined increase rate, and clutch connection control is started. At this time, the engine torque value rises relatively large in order to generate the driving force necessary to start the vehicle from the stopped state. As the clutch connection control advances and the driven side of the clutch 10 starts to rotate, the rotational angular velocity gradually increases according to the degree of engagement of the clutch 10. Then, the engine 3 is controlled so that the engine rotation angular velocity increases in accordance with the increase in the clutch rotation angular velocity. More specifically, the engine rotational angular velocity at this time increases more slowly than the increase in engine rotational angular velocity before the clutch 10 starts rotating. At this time, the engine torque value gradually increases after a significant rise to start the vehicle from the stopped state.

Further, when the degree of engagement of the clutch is increased and the rate of increase of the clutch rotational angular speed is increased, the rate of increase of the engine rotational angular speed is set to be increased by the increase of the rate of increase of the clutch rotational angular speed. At this time, as the degree of engagement of the clutch increases, the load applied to the engine 3 increases, so that the engine rotational angular velocity is likely to drop. Therefore, as shown in FIG. 2, the engine output control means 15 outputs an engine torque instruction value to the engine ECU 4 so that the engine rotational angular velocity does not drop even when the engine load increases in this way. At this time, although depending on the magnitude of the accelerator opening, the vehicle longitudinal acceleration is relatively increased.

  Thus, immediately before the clutch is completely connected, the engine rotational angular velocity and the clutch rotational angular velocity gradually become closer to each other. As a result, even when the degree of engagement of the clutch is strong, the engine rotation does not drop and the engine torque value is maintained high. Therefore, in the engine torque control after the clutch is fully engaged, There is no need to add a compensation torque corresponding to the moment of inertia.

Next, a specific example of engine torque control by the engine control apparatus 1 of this example will be described. FIG. 3 is a diagram showing a flow of engine torque control in this example.
As shown in FIG. 3, it is determined in step S1 whether or not the accelerator switch is turned on. If it is determined in step S1 that the accelerator switch is turned on, clutch connection control is started in step S2. Next, in step S3, it is determined whether or not the clutch rotational angular velocity of the clutch 10 is greater than 0, that is, whether or not the driven side of the clutch 10 has started to rotate. When it is determined that the clutch 10 is engaged to some extent and the clutch rotational angular speed of the clutch 10 is greater than 0, that is, the clutch 10 has started rotating, the engine output control means 15 in step S4 determines the engine according to the torque clutch rotational angular speed. An engine torque instruction value is set so as to increase the rotational angular velocity, and the set engine torque instruction value is output to the engine ECU 4. Then, the engine ECU 4 drives and controls the engine 3 so that the engine torque becomes the engine torque instruction value.

  Next, in step S5, it is determined whether or not the clutch 10 has been connected. If it is determined that the clutch 10 has been connected, the engine torque value at the time of clutch connection completion is set as an initial value in step S6, and the rate of increase in engine torque is determined from the driver required torque value (corresponding to the accelerator opening value). The engine torque value is increased by time integration based on the determined engine torque increase rate. In step S7, it is determined whether the engine torque value is equal to or greater than the driver request torque value. When it is determined that the engine torque instruction value is equal to or greater than the driver request torque value, the engine torque control at the time of automatic start ends.

  If it is determined in step S7 that the engine torque value is not equal to or greater than the driver request torque value, the process proceeds to step S6, and the processes after step S6 are executed. If it is determined in step S5 that the clutch 10 has not been connected, the process proceeds to step S4, and the processes after step S4 are executed. Further, when it is determined in step S3 that the clutch rotational angular velocity is 0 or less, the process of step S3 is repeatedly executed as it is. Further, if it is determined in step S1 that the accelerator switch is not turned on, the process of step S1 is repeatedly executed as it is.

  According to the engine control apparatus 1 of this example, the engine output control means 15 causes the engine rotation angular velocity to increase according to the increase in the clutch rotation angular velocity and approach the clutch rotation angular velocity that increases as the clutch rotation angular velocity increases before the clutch is fully engaged. The torque instruction value is appropriately controlled. Therefore, immediately before the clutch is completely connected, the difference between the engine rotational angular velocity and the clutch rotational angular velocity can be effectively reduced. As a result, even if the degree of engagement of the clutch is strong, the engine speed does not drop and a high engine torque value is maintained. Therefore, the influence of the inertia moment of the engine 3 on the clutch 10 is suppressed, so that the clutch is completed. Excessive acceleration does not occur at the time of contact, and a good running feeling can be obtained.

In particular, the influence of the moment of inertia of the engine 3 on the clutch 10 can be suppressed,
Since engine torque control after the clutch is fully engaged can be performed using the engine torque instruction value when the clutch is fully engaged as an initial value, the engine torque instruction value can be set continuously before and after the clutch is fully engaged. Thereby, the change of the vehicle longitudinal acceleration can be further effectively suppressed.

In addition, this invention is not limited to the above-mentioned example, A various design change is possible. For example, in the example shown in FIG. 2 described above, the engine rotational angular velocity and the clutch rotational angular velocity before the clutch are fully connected are assumed to increase linearly and with a polygonal line, but both of these rotational angular velocities are one without a polygonal line. It can also be increased linearly. Further, both the engine rotation angular velocity and the clutch rotation angular velocity are assumed to increase linearly, but both of these rotation angular velocities can also be increased to a quadratic curve.
The point is. The present invention is not limited to the above-described examples, and various design changes can be made within the scope of the matters described in the claims.

  The internal combustion engine control apparatus according to the present invention is suitable for an internal combustion engine control apparatus that controls an internal combustion engine torque such as an engine torque when automatically starting using an automatic transmission such as a mechanical automatic transmission (AMT). Is available.

DESCRIPTION OF SYMBOLS 1 ... Engine control apparatus, 2 ... Transmission ECU (TCU), 3 ... Engine, 4 ... Engine ECU, 5 ... Change lever shift position detection sensor, 6 ... Accelerator switch, 7 ... Vehicle running state detection sensor, 8 ... Transmission, DESCRIPTION OF SYMBOLS 9 ... Shift actuator, 10 ... Clutch, 11 ... Clutch actuator, 12 ... Shift signal generation means, 13 ... Gear shift control means, 14 ... Clutch control means, 15 ... Engine output control means, 16 ... Clutch rotation angular velocity output means

Claims (2)

Shift signal generating means for determining the shift position of the change lever and outputting a shift position signal;
Clutch control means for outputting a clutch connection / disconnection control signal for controlling connection / disconnection of the clutch;
Clutch rotational angular velocity output means for detecting a clutch rotational angular velocity on the transmission side of the clutch and outputting a clutch rotational angular velocity signal;
Based on the shift position signal from the shift signal generation means, the clutch connection / disconnection control signal from the clutch control means, and the clutch rotation angular speed signal from the clutch rotation angular speed output means, the engine rotation angular speed before the clutch is fully connected is clutch-rotated. An internal combustion engine output control means for performing an internal combustion engine torque control by outputting an internal combustion engine torque instruction value so as to increase in accordance with an increase in angular velocity;
An internal combustion engine control unit for controlling the internal combustion engine so that the internal combustion engine torque becomes the internal combustion engine torque instruction value output by the internal combustion engine output control means;
An internal combustion engine control device comprising:   The internal combustion engine output control means sets the internal combustion engine torque instruction value with an internal combustion engine torque instruction value when the clutch is fully engaged as an initial value in internal combustion engine torque control after the clutch is fully engaged. The internal combustion engine control apparatus described.

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