JP3832152B2 - Vehicle control apparatus and engine control microcomputer used therefor - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle control device that temporarily disconnects a clutch during gear shifting of a transmission and controls the engine speed in accordance with the clutch operation, and an engine control microcomputer used therefor.
[0002]
[Prior art]
An automatic transmission having a transmission having a plurality of shift stages and capable of automatic transmission and configured to disconnect or connect the friction clutch by a microcomputer or the like in a vehicle configured to transmit engine output to the axle via the friction clutch and the transmission. A system has been proposed. The automatic transmission system includes a transmission ECU for controlling the engagement and disengagement of the friction clutch and a gear shift of the transmission, and an engine ECU for controlling the operating state of the engine, and both ECUs can communicate with each other. Connected in a state.
[0003]
When a gear shift is requested according to the vehicle running state or the driver's will, the transmission ECU performs the gear shift after disconnecting the friction clutch, and then instructs the engine ECU to control the rotational speed. Then, when the engine speed is controlled according to the instruction of the speed control, the friction clutch is connected. At this time, when the engine ECU receives an instruction for rotational speed control from the transmission ECU, the engine ECU temporarily controls the engine rotational speed to such an extent that the clutch can be reconnected.
[0004]
More specifically, regarding the rotational speed control, the state of clutch engagement or disengagement is determined on the transmission ECU side, and when it is determined that the clutch is disconnected, an instruction for rotational speed control is transmitted from the transmission ECU to the engine ECU. When the engine ECU receives an instruction for rotational speed control from the transmission ECU, the engine ECU enters a rotational speed instruction mode and performs engine control so that the engine rotational speed is matched with the instructed rotational speed.
[0005]
[Problems to be solved by the invention]
However, in the above prior art, the driver's accelerator request is ignored during the period from when the gear shift request is generated until the gear shift is completed until the clutch reconnection is completed, that is, while the engine ECU is in the rotation speed instruction mode. Therefore, if the engine speed instruction mode is not canceled even after the clutch reconnection is completed due to an abnormality on the transmission ECU side or a communication error, the driver's accelerator request continues to be ignored, and the engine speed cannot be controlled by the accelerator operation. In some cases, even if the accelerator pedal is depressed, the engine speed does not increase and the engine stalls, or an unexpected increase in rotation continues.
[0006]
The present invention has been made paying attention to the above-mentioned problems, and the object of the present invention is to provide a vehicle control device capable of quickly returning to normal control after gear shifting and realizing good vehicle travel, and to it. An engine control microcomputer to be used is provided.
[0007]
[Means for Solving the Problems]
In the vehicle control device according to claim 1, the first microcomputer for engine control and the second microcomputer for shift control are connected to be communicable with each other, and the first microcomputer is While engine speed control is performed based on the accelerator operation, the period between the occurrence of the gear shift request and the completion of the gear shift until the clutch reconnection is completed. In response to an implementation request from the second microcomputer Ignoring the accelerator operation Implement engine speed control for clutch engagement. In particular, when the first microcomputer continues to request the rotational speed control for a predetermined time by the second microcomputer, that is, Engine for clutch engagement Rotational speed control Even if it ’s time to re-engage the clutch Continued Sometimes ,That For clutch alignment The engine speed control is forcibly terminated. As a result, it is possible to avoid the inconvenience that the vehicle running state contrary to the driver's will due to a communication abnormality or the like is unnecessarily prolonged and hinders the vehicle running. That is, it is possible to return to the normal control immediately after the gear shift and to realize good vehicle travel.
[0008]
In addition, as described in claim 2, at the time of gear shifting, upon receiving an execution request from the second microcomputer, the engine output torque is temporarily controlled to decrease side, and thereafter, the rotational speed control for clutch connection is performed. Further, after that, the first microcomputer may be configured to return to the original torque.
[0009]
In the third aspect of the invention, when the engine speed control is forcibly terminated, the torque recovery process following the speed control is performed without confirming reception from the second microcomputer. Even if this continues, torque recovery after gear shifting can be performed quickly.
[0010]
According to the fourth aspect of the present invention, when the engine speed control is forcibly terminated, data information indicating that fact is stored in the memory, so that a history of communication abnormality or the like can be left. Further, the data information indicating forcible termination can be used when executing subsequent processing such as torque recovery.
[0011]
In the vehicle control device according to claim 5, the first microcomputer for engine control and the second microcomputer for shift control are connected to be communicable with each other, and the first microcomputer is While performing engine output torque control based on accelerator operation, When the gear shift is executed, in response to an execution request from the second microcomputer Ignoring the accelerator operation Controls engine output torque. Further, the first microcomputer, when torque control is continuously requested for a predetermined time by the second microcomputer, that is, Engine for clutch alignment even when it is time that clutch connection should have been completed Output torque control is continued Sometimes ,That Clutch matching The torque control is forcibly terminated. As a result, it is possible to avoid the inconvenience that the vehicle running state contrary to the driver's will due to a communication abnormality or the like is unnecessarily prolonged and hinders the vehicle running. That is, it is possible to return to the normal control immediately after the gear shift and to realize good vehicle travel.
[0012]
In the engine control microcomputer according to claim 6, when the clutch is temporarily disengaged by another shift control microcomputer, an execution request is received from the other microcomputer. Ignore accelerator operation for clutch adjustment Implement engine speed control, Even if it ’s time to re-engage the clutch The speed control is When it is continued ,That Clutch matching The engine speed control is forcibly terminated. As a result, similar to the above-described inventions, it is possible to avoid the inconvenience that the vehicle running state contrary to the driver's will due to a communication abnormality or the like is unnecessarily prolonged and hinders the vehicle running. That is, it is possible to return to the normal control immediately after the gear shift and to realize good vehicle travel.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the vehicle control system according to the present embodiment, an automobile equipped with a diesel engine and a transmission capable of automatic transmission is controlled, and the engine output is transmitted to the transmission side via a clutch. Further, in the vehicle control system, an engine ECU as a first microcomputer that controls the operating state of the diesel engine, and clutch disengagement and connection are controlled according to the vehicle running state and the transmission gear shift is performed. And a transmission ECU as a second microcomputer. Then, these two ECUs appropriately perform gear shift and associated engine control while the vehicle is traveling, while exchanging information with each other by communication. The configuration and operation will be described in detail below.
[0014]
FIG. 1 is an overall configuration diagram showing an outline of the vehicle control system. In FIG. 1, an engine 10 is a multi-cylinder diesel engine, and fuel supplied from a fuel injection device 11 is supplied to each cylinder by injection. The fuel injection device 11 is, for example, a common rail type fuel injection device, and fuel stored in a high pressure state on a common rail (pressure accumulation pipe) (not shown) is injected into each cylinder as the electromagnetic injector is driven. It is used for combustion in the cylinder. The rotational speed of the engine 10 is detected by, for example, an engine rotational speed sensor 12 disposed on a crankshaft (not shown).
[0015]
A transmission 14 having a plurality of shift stages is connected to the engine 10 via an air pressure control type friction clutch 13. The friction clutch 13 includes a flywheel 15 connected to the output shaft 10 a of the engine 10 and a clutch plate 16 facing the flywheel 15. The clutch plate 16 is pressed against the flywheel 15 as the clutch actuator 17 is driven. It is controlled to the position of separation. That is, when the clutch actuator 17 shifts from the non-operating state to the operating state, the clutch plate 16 is pressed against the flywheel 15 and the friction clutch 13 changes from the disconnected state to the connected state. Further, when the clutch actuator 17 shifts from the operating state to the non-operating state, the clutch plate 16 is separated from the flywheel 15 and the friction clutch 13 is changed from the connected state to the disconnected state.
[0016]
Although illustration of the detailed structure of the clutch actuator 17 is abbreviate | omitted, it has the following structures in general. That is, the clutch actuator 17 has, as main components, an electromagnetic on-off valve that connects and disconnects an air passage 19 between the air tank 18 and an air cylinder that operates by air pressure supplied through the electromagnetic on-off valve. When the clutch pedal is operated by the driver, the friction clutch 13 is disconnected. Further, the clutch actuator 17 temporarily disengages the friction clutch 13 in accordance with a control signal from a transmission ECU 40 (described later) at the time of gear shifting while the vehicle is running.
[0017]
Here, the friction clutch 13 is disposed on the clutch touch sensor 20 for detecting the disengagement or connection state of the clutch 13 and the input shaft 14a of the transmission 14, and on the clutch plate 16 side (input shaft 14a). A clutch rotational speed sensor 21 for detecting the rotational speed is attached.
[0018]
A gear shift actuator 22 that operates according to a control signal from the transmission ECU 40 at the time of gear shift is attached to the transmission 14. The gear shift actuator 22 drives a power cylinder (not shown) by the high-pressure operating air from the air tank 18, and thereby the gear position is switched to the target shift stage. A gear position sensor 23 for detecting the gear position is attached to the transmission 14, and a vehicle speed sensor 24 for detecting the vehicle speed is attached to an output shaft (axle) (not shown) of the transmission 14.
[0019]
Each of the engine ECU 30 and the transmission ECU 40 includes a well-known logic operation circuit including a CPU, a ROM, a RAM, an input / output circuit, and the like, and both the ECUs 30 and 40 are connected so as to communicate with each other. The engine ECU 30 receives detection signals from the engine speed sensor 12, the clutch touch sensor 20, and the vehicle speed sensor 24 described above, and in addition, a detection signal of an accelerator pedal depression operation amount by the accelerator pedal sensor 25. Entered. The engine ECU 30 adjusts the output torque and the number of revolutions of the engine 10 by controlling the fuel injection amount by the fuel injection device 11 at the time of gear shift of the transmission 14 based on the detection signals of these inputted sensors.
[0020]
The transmission ECU 40 receives detection signals from the clutch touch sensor 20, the clutch rotational speed sensor 21, and the gear position sensor 23 described above, and, in addition, a gear selection signal (shift) by the shift lever 26. Signal) and a detection signal of the operation state of the clutch pedal by the clutch pedal sensor 27 are input. The transmission ECU 40 operates the clutch actuator 17 to disconnect and connect the friction clutch 13 and operates the gear shift actuator 22 based on the input detection signals of the sensors to shift the gear. I do.
[0021]
Incidentally, in the present embodiment, a shift range of the shift lever 26 is provided with a manual range in which the driver can manually switch the shift position and an automatic range in which the shift position is switched automatically. Stage up / down (shift up, shift down) can be operated manually. In the automatic range, the gear shift is performed by determining whether or not the gear shift is necessary according to the vehicle running state.
[0022]
Next, the operation at the time of gear shift performed by the engine ECU 30 and the transmission ECU 40 will be described with reference to the flowcharts of FIGS. 2 to 5 and the time chart of FIG. FIG. 6 shows how signals are exchanged between the ECUs 30 and 40, changes in engine speed, changes in engine output torque, the intermittent state of the friction clutch 13, and gear shift operations.
[0023]
FIG. 2 is a flowchart showing a main routine executed by the transmission ECU 40. In FIG. 2, when a gear shift request is generated in accordance with the vehicle running state (YES in step 100), the transmission ECU 40 determines torque reduction, rotational speed instruction, torque return. The three processing modes are sequentially executed (steps 110, 130, and 150). For example, when the shift lever is in the manual range and the driver manually shifts up or down, or the shift lever is in the automatic range, the gear shift can be performed depending on the gear position, accelerator pedal depression amount, vehicle speed, etc. When it is determined that it is necessary, step 100 is affirmed.
[0024]
When the above three processing modes are sequentially performed at the time of gear shifting, the transmission ECU 40 performs the processing of FIG. 3A, FIG. 4A, and FIG. In response to this, the engine ECU 30 performs the processes of FIG. 3B, FIG. 4B, and FIG. 5B, which will be described later, in accordance with an instruction transmitted from the transmission ECU 40. Hereinafter, the processing contents of the three modes will be described in detail.
[0025]
First, in the torque reduction mode, the transmission ECU 40 executes the process of FIG. That is, in step 111, a torque reduction command indicating that the engine output torque is to be reduced is transmitted to engine ECU 30. In steps 112 and 113, the mode state of the engine ECU 30 and the engine output torque are read based on the signal received from the engine ECU 30, and in the subsequent step 114, the torque reduction mode is completed from the read mode state and the engine output torque. It is determined whether or not. If the torque reduction mode is not completed, steps 111 to 114 are repeatedly executed, and if the torque reduction mode is completed, the process proceeds to step 115.
[0026]
In step 115, the clutch actuator 17 is operated to change the friction clutch 13 from the previous connected state to the disconnected state. In the following step 116, the gear shift actuator 22 is operated to control gear shift, and then this routine is terminated.
[0027]
On the other hand, the engine ECU 30 executes the process of FIG. 3B every 10 msec, for example. That is, in FIG. 3B, in step 211, it is determined whether a torque reduction command is received from the transmission ECU 40 or not. When a torque reduction command is received, the torque reduction mode is entered and torque reduction processing is performed (steps 212 and 213). In practice, the fuel injection amount by the fuel injection device 11 is decreased to decrease the engine output torque to a predetermined value (for example, 0). At this time, the output torque information is sequentially transmitted to the transmission ECU 40.
[0028]
In the time chart of FIG. 6, after time t1, a torque reduction command is transmitted from the transmission ECU 40 to the engine ECU 30 (A1 in the figure), and conversely, a signal indicating that the torque reduction mode has entered from the engine ECU 30 to the transmission ECU 40, and the engine output A signal indicating torque is transmitted (B1 in the figure). Thereafter, torque reduction processing is performed by the engine ECU 30, and when the engine output torque decreases to, for example, 0 at time t2, the transmission ECU 40 determines that the torque reduction mode is complete, and the friction clutch 13 is disconnected. After that minute time, gear shift is performed. However, FIG. 6 shows an example in which the gear speed is increased.
[0029]
Further, in the rotation speed instruction mode, the transmission ECU 40 executes the process of FIG. 4A, first, at step 131, a rotation speed instruction command is transmitted to the engine ECU 30. In step 132, the mode state of the engine ECU 30 is read based on the signal received from the engine ECU 30, and in the subsequent step 133, it is determined whether or not the engine ECU 30 has entered the rotational speed instruction mode from the read mode state. If the engine speed has not entered the engine speed instruction mode, steps 131 to 133 are repeatedly executed. If the engine has entered the engine speed instruction mode, the process proceeds to step 134.
[0030]
In step 134, the engine speed instruction command is transmitted to engine ECU 30 again. In step 135, the engine speed is read based on the signal received from engine ECU 30. In step 136, the clutch rotational speed is read based on the detection result of the clutch rotational speed sensor 21. Thereafter, in step 137, it is determined whether or not the engine speed matches the clutch speed and the friction clutch 13 can be reconnected. If the clutch connection is not possible, steps 134 to 137 are repeatedly executed, and if the clutch connection is possible, the process proceeds to step 138.
[0031]
In step 138, the clutch actuator 17 is operated to gradually connect the friction clutch 13. In steps 139 to 141, transmission of the rotation speed instruction command, reading of the engine rotation speed, and reading of the clutch rotation speed are performed again. Thereafter, in step 142, it is determined whether or not the connection of the friction clutch 13 is completed. If the clutch connection is not completed, steps 138 to 142 are repeatedly executed, and if the clutch connection is completed, this routine is terminated as it is.
[0032]
In contrast, the engine ECU 30 executes the process of FIG. That is, in FIG. 4B, in step 231, it is determined whether or not a rotation speed instruction command has been received from the transmission ECU 40. In step 232, the friction clutch 13 is actually operated based on the detection signal of the clutch touch sensor 20. It is determined whether or not it is disconnected. Then, only when both steps 231 and 232 are YES, the torque reduction mode is canceled at step 233, and at step 234, the engine enters the rotation speed instruction mode according to the rotation speed instruction command.
[0033]
Furthermore, in step 235, the rotational speed control is performed by adjusting the fuel injection amount by the fuel injection device 11. At this time, the engine speed information is sequentially transmitted to the transmission ECU 40. Thereafter, in step 236, it is determined whether or not the clutch connection in the transmission ECU 40 has been completed. If it has been completed, this routine is terminated as it is.
[0034]
If the clutch connection is not completed, the process proceeds to step 237, where it is determined whether or not a predetermined time Ta (for example, 1 second) has elapsed since the rotation speed instruction command was received and the rotation speed instruction mode was entered. . If the predetermined time Ta has not elapsed, the process returns to step 235 to continue the rotation speed control. If the predetermined time Ta has elapsed, the rotational speed instruction mode is immediately forcibly terminated in step 238, and “1” is set in a flag XF indicating that in step 239. In other words, after entering the rotation speed instruction mode, if it is not possible to determine completion of clutch connection even after a predetermined time Ta has elapsed, it is considered that some abnormality has occurred, such as a communication abnormality or an abnormality on the transmission ECU 40 side, and the rotation speed instruction The mode is forcibly terminated. The predetermined time Ta is a time when the clutch connection is supposed to be completed or a slightly longer time.
[0035]
In the time chart of FIG. 6, after time t3, a transmission speed instruction command is transmitted from the transmission ECU 40 to the engine ECU 30 (A2 in the figure), and conversely, a signal indicating that the rotation speed instruction mode has entered from the engine ECU 30 to the transmission ECU 40; A signal indicating the engine speed is transmitted (B2 in the figure). At time t4, it is determined that the engine speed matches the clutch speed and the clutch can be reconnected, and the clutch connection is started by the transmission ECU 40. After time t4, both the output torque and the engine speed increase with clutch engagement. At time t5, it is determined that the clutch connection is completed.
[0036]
Also, if the engine ECU 30 cannot recognize that clutch engagement is complete even after a predetermined time Ta (for example, 1 second) has elapsed since entering the rotation speed instruction mode at time t3, the predetermined time Ta has elapsed. Flag XF is set.
[0037]
Further, in the torque return mode, the transmission ECU 40 executes the process of FIG. That is, first in step 151, a torque return command indicating that the engine output torque is to be returned is transmitted to the engine ECU 30. In steps 152 and 153, the mode state of the engine ECU 30 and the engine output torque are read based on the signal received from the engine ECU 30, and in the subsequent step 154, the torque return mode is completed from the read mode state and the engine output torque. It is determined whether or not. If the torque return mode is not completed, Steps 151 to 154 are repeatedly executed, and if the torque return mode is completed, this routine is terminated.
[0038]
In contrast, the engine ECU 30 executes the process of FIG. That is, in FIG. 5B, in step 250, it is determined whether or not the flag XF operated in FIG. 4B is “1”. If XF = 1, that is, if the rotation speed instruction mode is forcibly terminated in the process of FIG. 4B, step 251 is skipped and the process proceeds to step 252. If XF = 0, the process proceeds to step 251. move on. In step 251, it is determined whether or not a torque return command is received from the transmission ECU 40, and if a torque return command is received, the process proceeds to step 252. In step 252, the rotational speed instruction mode is canceled, and in step 253, the torque return mode is entered in accordance with the torque return command.
[0039]
For example, in the case of XF = 1, it is considered that a communication abnormality or the like has occurred, and it is assumed that the torque return command cannot be normally received. However, by skipping step 231 and entering the torque return mode, a communication abnormality or the like is assumed. Therefore, the torque return mode cannot be started due to this, and the torque return mode is quickly started.
[0040]
Thereafter, in step 254, the amount of fuel injected by the fuel injection device 11 is controlled to perform torque return processing. In the subsequent step 255, it is determined whether or not the engine output torque has returned to the driver's required value. If step 255 is NO, the torque recovery process is continued. If step 255 is YES, the torque recovery mode is canceled in step 256, and the flag XF is cleared in step 257, and then this routine is terminated.
[0041]
In the time chart of FIG. 6, after time t5, a torque return command is transmitted from the transmission ECU 40 to the engine ECU 30 (A3 in the figure), and conversely, a signal indicating that the torque return mode has been entered from the engine ECU 30 to the transmission ECU 40, and the engine output A signal indicating torque is transmitted (B3 in the figure). Then, the engine output torque is increased by the torque recovery process, and it is determined at time t6 that the torque recovery is complete.
[0042]
In addition, when the flag XF is set at the time when the predetermined time Ta has elapsed after entering the rotation speed instruction mode, the torque return mode is entered along with the XF setting, and corresponds to the period from time t5 to time t6. Torque recovery processing is performed during the period of time Tb. After the torque is restored, the flag XF is cleared.
[0043]
According to the embodiment described in detail above, the following effects can be obtained.
The engine ECU 30 forcibly enforces the rotational speed control at that time if the rotational speed control is continued without being determined that the clutch engagement has been completed even after a predetermined time has elapsed after entering the rotational speed instruction mode during gear shifting. Since the process is terminated, a problem that the running state contrary to the driver's will is prolonged more than necessary due to an abnormality on the transmission ECU 40 side, an abnormality in communication between the ECUs 30 and 40, and the like, which causes troubles in the vehicle running, is avoided. That is, it is possible to return to the normal control immediately after the gear shift and to realize good vehicle travel. In this case, the inconvenience that the engine speed does not increase or the engine stalls unexpectedly even when the driver operates the accelerator pedal is solved.
[0044]
Further, when the engine speed control is forcibly terminated, data information (flag XF) indicating that fact is stored in the memory, so that a history of communication abnormality or the like can be left. Further, the data information indicating forcible termination can be used when executing subsequent processing such as torque recovery.
[0045]
When the engine speed control is forcibly terminated (when XF = 1), it enters the torque return mode without confirming receipt of the torque return command, so it will promptly shift to the torque return mode even if communication abnormality continues. can do.
[0046]
Further, when the engine ECU 30 inputs both the rotational speed instruction command from the transmission ECU 40 and the clutch disengagement signal from the clutch touch sensor 20 (when both steps 231 and 232 in FIG. 4B are YES), the friction is generated. Since it is determined that the clutch 13 is actually disengaged and the engine enters the engine speed instruction mode, the engine speed is controlled by double check of clutch disengagement. Therefore, the inconvenience that the rotational speed control is inadvertently performed regardless of the gear shift due to the communication abnormality or the like is avoided. For example, even if a rotational speed instruction command is erroneously transmitted from the transmission ECU 40 in the clutch connected state, the rotational speed instruction mode is not entered, and rotational speed control contrary to the driver's will is performed improperly. There is no.
[0047]
In particular, the vehicle control system of the present embodiment can be suitably embodied in a vehicle such as a truck that has a large transmission torque from the engine to the drive system and is unsuitable for employing a fluid torque converter.
[0048]
In addition to the above, the present invention can be embodied in the following forms.
In the above embodiment, in the process of FIG. 4B, if the clutch engagement completion is not determined even after a predetermined time has elapsed, the engine speed instruction mode is forcibly terminated and “1” is set in the flag XF indicating that. Although set, information of 2 bits or more may be stored. Further, the flag information may be stored in a memory as diagnostic information (self-diagnosis information).
[0049]
In the above embodiment, the fuel injection amount is controlled when the torque reduction, the rotation speed control, and the torque recovery process are performed at the time of gear shifting, but the accelerator opening may be controlled instead. In this case, the inconvenience of continuing the accelerator operation against the driver's will after the gear shift is eliminated.
[0050]
In the above-described embodiment, the clutch actuator 17 and the gear shift actuator 22 are pneumatically controlled. However, other configurations may be adopted such as replacing this with hydraulic control. In addition to diesel engines, it can also be applied to gasoline engines.
[0051]
Instead of the pneumatic control type friction clutch, the present invention may be embodied in a vehicle equipped with a fluid torque converter. In this case, the engine ECU (first microcomputer) controls the engine output torque in response to an execution request from the transmission ECU (second microcomputer) when gear shifting is performed. For example, the output torque is controlled so that the shift shock is alleviated. Further, if the engine ECU continues to request torque control by the transmission ECU for a predetermined time, that is, if it is determined that the clutch connection is not completed even if the predetermined time elapses, torque control is continued at that time. Forcibly terminates control. Even in such a case, as described above, it is possible to avoid the inconvenience that the traveling state contrary to the driver's will due to a communication abnormality or the like is prolonged more than necessary and hinders the vehicle traveling. That is, it is possible to return to the normal control immediately after the gear shift and to realize good vehicle travel.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram showing an overview of a vehicle control system in an embodiment of the invention.
FIG. 2 is a flowchart showing a main routine of the transmission ECU.
FIG. 3 is a flowchart showing processing in a torque reduction mode.
FIG. 4 is a flowchart showing processing in a rotation speed instruction mode.
FIG. 5 is a flowchart showing processing in a torque return mode.
FIG. 6 is a time chart showing more specifically the operation during gear shifting.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... Engine, 13 ... Friction clutch, 14 ... Transmission, 30 ... Engine ECU (1st microcomputer, engine control microcomputer), 40 ... Transmission ECU (2nd microcomputer).

Claims (6)

A clutch for transmitting engine output to the transmission;
A first microcomputer for controlling the operating state of the engine;
A second microcomputer for controlling the disengagement and connection of the clutch according to the vehicle running state, and for performing gear shifting of the transmission,
A vehicle control apparatus in which the first and second microcomputers are communicably connected to each other,
The first microcomputer performs the engine speed control based on the accelerator operation. On the other hand, during the period from when the gear shift request is generated until the gear shift is completed and the clutch reconnection is completed , the second microcomputer engine speed control conducted, should the time the engine rotational speed control is completed originally reconnection of the clutch for clutch adjustment for execution request receiving clutch alignment while ignoring the accelerator operation from The vehicle control device forcibly ends the engine speed control for the clutch engagement when the operation is continued . At the time of gear shifting, the first microcomputer receives the execution request from the second microcomputer, and once controls the engine output torque to the decreasing side, and then performs the rotational speed control for clutch connection, and then The vehicle control device according to claim 1, wherein the vehicle torque is restored to the original torque. The vehicle control device according to claim 2,
When the first microcomputer forcibly terminates the engine speed control, the first microcomputer performs a torque recovery process subsequent to the speed control without confirming reception from the second microcomputer. The vehicle control device according to any one of claims 1 to 3, wherein when the engine speed control is forcibly terminated, data information indicating that fact is stored in a memory. A first microcomputer for controlling the operating state of the engine;
A second microcomputer for carrying out gear shifting of the transmission according to the vehicle running state,
The first and second microcomputers are communicably connected to each other, and the first microcomputer performs engine output torque control based on an accelerator operation, while the second microcomputer performs the gear shift. In the vehicle control device that controls the engine output torque by ignoring the accelerator operation in response to the execution request from the computer,
The first microcomputer forcibly terminates the torque control for clutch engagement when the engine output torque control for clutch engagement is continued even when the clutch connection is supposed to be completed. A vehicle control device. This is used in a vehicle control device that performs engine speed control for clutch engagement at the time of reconnection of a clutch that is temporarily disconnected at the time of transmission gear shift, and is used to perform disconnection and connection of the clutch and transmission gear shift. A microcomputer for controlling the engine connected to the microcomputer in a communicable manner,
When the clutch is temporarily disengaged by the other microcomputer , the engine speed control for clutch alignment is performed by ignoring the accelerator operation in response to an execution request from the other microcomputer, and the clutch is restarted. For engine control used in a vehicle control device characterized by forcibly terminating the engine speed control of the clutch when the engine speed control is continued even when the connection should have been completed . Microcomputer.

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