JP5115482B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device including a transmission that automatically changes a gear position based on a gear change command, and in particular, automatic rotation speed adjustment control that automatically adjusts the engine rotation speed in accordance with the change of the gear speed. The present invention relates to a vehicle control apparatus to be executed.

  In a vehicle equipped with a transmission, a clutch for connecting / disconnecting the connection between the internal combustion engine and the drive wheels is provided in order to smoothly change the gear position. The gear position is changed in a state in which the transmission of the driving force between the internal combustion engine and the driving wheels is prohibited. In this way, by changing the gear position in a state where the clutch is released and the driving force is not transmitted between the internal combustion engine and the drive wheels, the speed change operation can be smoothly advanced.

  By the way, when the gear ratio is changed in accordance with the change of the gear position, the rotational speed of the driving wheel side coupling element of the clutch greatly changes with respect to the rotational speed of the internal combustion engine side coupling element of the clutch. If the rotational speed of the internal combustion engine side coupling element and the rotational speed of the drive wheel side coupling element are greatly deviated when the two are coupled, a shift shock will occur.

  On the other hand, Patent Document 1 discloses a drive wheel after a shift stage change based on a vehicle speed signal output from a vehicle speed sensor in a clutch disengaged state associated with the shift stage change and a gear ratio after the shift stage change. There is described a vehicle control device that calculates a rotational speed of a side joint element and executes a rotational speed automatic adjustment control that feedback-controls an engine rotational speed using the calculated rotational speed as a target rotational speed. According to such a configuration, the rotational speed of the internal combustion engine side coupling element at the time of clutch engagement associated with the shift stage change can be brought close to the rotational speed of the drive wheel side coupling element, and the occurrence of shift shock can be suppressed. Can do.

  As described above, if the engine speed is automatically adjusted without changing the speed of the accelerator pedal or the like when the gear position is changed, a shift shock due to clutch engagement is generated. It becomes possible to suppress.

JP 2008-163891 A

  By the way, when the clutch is engaged, a part of the rotational energy is included in the constituent members of the drive system such as the propeller shaft and the drive shaft that transmit the driving force between the internal combustion engine and the drive wheels. Is stored as a twist. For this reason, when the clutch is released in accordance with the change of the gear position, these twists are eliminated at once, and the reaction may cause vibration in the components of the drive system.

  As a result, as shown in the middle of FIG. 5, immediately after the clutch is released (after time T1 in FIG. 5), the vehicle speed signal output from the vehicle speed sensor that detects the rotational speed of the propeller shaft or the like is displayed on the vehicle speed signal. Fluctuation due to vibration occurs, and this fluctuation is reflected in the target rotational speed calculated based on the vehicle speed signal as shown by a one-dot chain line in the upper part of FIG. FIG. 5 shows the relationship between the change in the vehicle speed signal and the change in the engine speed during the deceleration downshift from “3rd speed” to “2nd speed”.

  Thus, when the rotational speed automatic adjustment control is executed based on the target rotational speed that is fluctuating due to the influence of the vibration of the drive system, and the engine rotational speed is feedback-controlled so as to match the target rotational speed, As shown by the solid line in the upper part of FIG. 5, the engine rotational speed increases or decreases so as to follow this fluctuation. As a result, immediately after the clutch is engaged (after time T2 in FIG. 5), the fluctuation of the engine rotational speed is also transmitted to the drive wheels, as shown in the middle part of FIG. In addition, the vehicle speed may increase or decrease, and passenger comfort may be impaired.

  In addition, when feedback control is performed based on the target rotational speed that is fluctuating due to the influence of the drive system vibration as described above, the engine rotational speed is set to the target rotational speed due to a response delay of the intake air amount. The time required to converge to the vicinity of the speed becomes long, and there is a possibility that the shift shock cannot be suitably suppressed when the clutch is disengaged for a short period.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control device capable of executing the rotation speed automatic adjustment control without being affected by the vibration of the drive system that occurs when the clutch is released. As a result, unpleasant fluctuations in the vehicle speed and shift shocks at the time of completion of the shift speed change are preferably suppressed.

In the following, means for achieving the above object and its effects are described.
The invention according to claim 1 has a clutch that disconnects and connects the connection between the internal combustion engine and the drive wheel, and temporarily releases the clutch and automatically changes the gear position based on a gear change command. And a vehicle speed sensor that outputs a vehicle speed signal based on a rotational speed of a portion closer to the drive wheel than the transmission in a drive system from the internal combustion engine to the drive wheel, and a target rotation based on the vehicle speed signal The speed is calculated, and the rotational speed of the internal combustion engine side coupling element of the clutch is changed to the driving wheel side coupling element of the clutch after the shift stage change while the clutch is released along with the change of the gear stage. A control device for a vehicle that performs automatic rotation speed adjustment control that feedback-controls the engine rotation speed so as to match the rotation speed, wherein the vehicle speed while the clutch is released in accordance with the change of the gear position Vehicle speed change estimation means for estimating a change is provided, and in the rotation speed automatic adjustment control, output is performed immediately before the clutch is released when the clutch is released in accordance with the change of the gear position. The target rotational speed is calculated based on the vehicle speed signal, a change in the vehicle speed estimated by the vehicle speed change estimation means, and a speed ratio after the shift speed change, and the vehicle speed change estimation means is configured to change the shift speed. A change in vehicle speed while the clutch is released is estimated based on a rate of change in vehicle speed between the engagement of the clutch and the release of the clutch, and a time required for changing the gear position, The brake operation amount estimating means for estimating the operation amount of the brake is provided, and the target rotational speed decreases as the brake operation amount estimated by the brake operation amount estimation means increases. As its gist to correct the target rotational speed so.

  In the configuration of the first aspect, the vehicle speed signal output immediately before the clutch is released, that is, immediately before the twist of the drive system is resolved and the vibration is generated, and the estimated vehicle speed during the clutch release. The target rotation speed is calculated based on the change and the gear ratio after the shift speed change. According to such a configuration, after the clutch is released based on the vehicle speed signal output immediately before the clutch is released and the estimated change in the vehicle speed during clutch release, the change of the gear stage is completed and the clutch is released. A change in the vehicle speed until the engagement is established can be predicted, and the vehicle speed at the completion of the shift speed change can be estimated when the clutch is released. Further, the rotational speed of the drive wheel side coupling element of the clutch at the completion of the shift stage can be calculated based on the vehicle speed at the completion of the shift stage estimation and the speed ratio after the shift stage change. According to the above configuration, it is possible to estimate the rotational speed of the drive wheel side coupling element when the shift speed change is completed when the clutch is released. Therefore, according to the above-described configuration, the vibration of the drive system generated at the time of clutch release is performed by executing the rotation speed automatic adjustment control with the rotation speed of the driving wheel side coupling element at the completion of the estimated shift stage change as the target rotation speed. The rotation speed automatic adjustment control can be executed without being affected. Further, since the target rotational speed can be calculated at the time when the clutch is released, the feedback control of the engine rotational speed can be started immediately after the start of the gear change operation. As a result, the engine rotational speed can be quickly brought close to the target rotational speed even when the clutch disengagement period associated with the shift speed change is short. As a result, it is possible to suitably suppress the occurrence of inconveniences such as uncomfortable fluctuations in the vehicle speed and occurrence of shift shocks that have occurred in the conventional automatic rotation speed adjustment control due to vibration of the drive system. It becomes like this.

Incidentally, the vehicle speed change estimating means for estimating a change in the vehicle speed while the clutch is released, the change in the vehicle speed up clutches is released to the time required for changing the shift speed that can be estimated in advance Based on this, the change in the vehicle speed while the clutch is released is estimated.

According to a second aspect of the present invention, in the vehicle control device according to the first aspect of the present invention, the vehicle control device includes a gradient estimation unit that estimates a gradient of the road surface that is running, based on the road gradient estimated by the gradient estimation unit. The gist is to correct the target rotational speed.

Further, the invention according to claim 3 is the vehicle control device according to claim 2 , wherein when the road surface gradient estimated by the gradient estimation means is an upward gradient, the target is increased as the gradient is larger. The gist is to correct the target rotational speed so that the rotational speed is reduced.

According to a fourth aspect of the present invention, in the vehicle control device according to the second or third aspect , when the road surface gradient estimated by the gradient estimating means is a downward gradient, the gradient is large. The gist of the invention is to correct the target rotational speed so that the target rotational speed becomes higher as occasion demands.

As the brake operation amount is larger, the vehicle speed is likely to decrease while the clutch is disengaged, so that the rotational speed of the drive wheel side coupling element at the completion of the shift speed change is reduced. On the other hand, in the first aspect of the present invention, the brake operation amount is estimated by the brake operation amount estimation means, and the target rotation speed is decreased as the estimated operation amount is larger. The rotation speed is corrected. Therefore, the target rotation speed can be corrected so as to correspond to the change in the rotation speed of the drive wheel side coupling element according to the brake operation amount, and more precise rotation speed automatic adjustment control can be realized. Become.

Further, the change mode of the vehicle speed during clutch release also changes depending on the gradient of the road surface on which the vehicle is traveling. Therefore, as in the invention described in claim 2 above, it is desirable to provide a gradient estimating means for estimating the gradient of the road surface during traveling and correct the target rotational speed based on the estimated gradient.

Note that when the gradient is an upward gradient, the greater the gradient, the easier the vehicle speed decreases during clutch release, and when the gradient is a downward gradient, the greater the gradient, the less likely the vehicle speed decreases during clutch release. Therefore, as a specific aspect of the correction, when the road surface gradient is ascending as in the third aspect of the invention described above, the target rotation speed is such that the target rotation speed decreases as the gradient increases. A configuration for correcting the speed, or a configuration for correcting the target rotational speed so that the target rotational speed increases as the gradient increases when the slope of the road surface is a downward slope as in the invention described in claim 4. It is desirable to adopt.

The gist of a fifth aspect of the present invention is the vehicle control apparatus according to any one of the first to fourth aspects, wherein the rotational speed automatic adjustment control is executed at the time of downshifting during deceleration traveling. And

During downshifting during deceleration, the rotational speed of the drive wheel side coupling element of the clutch increases as the gear ratio changes, so in order to suppress the occurrence of shift shock, It is necessary to increase the rotation speed. In addition, during deceleration traveling using an engine brake that requires downshifting, a particularly large load acts on the drive system components between the internal combustion engine and the drive wheels, and the energy is stored as torsion. Will be. Accordingly, since the occurrence of the inconvenience, especially due to vibration of the driving system In the down-shifting in the deceleration becomes remarkable, the claims at the time of downshifting in particular deceleration as in the invention described in claim 5 It is desirable to execute the rotation speed automatic adjustment control according to Items 1 to 4 .

The gist of the invention described in claim 6 is the vehicle control device according to any one of claims 1 to 5 , wherein the rotation speed automatic adjustment control is executed at the time of shift up during acceleration traveling. And

When shifting up while accelerating running with the accelerator pedal depressed, the engine speed tends to increase, while the rotational speed of the drive wheel side coupling element decreases as the gear ratio changes. In order to suppress the shift shock, it is necessary to reduce the engine rotation speed to suppress the blow-up. Therefore, it is desirable to execute the automatic rotation speed adjustment control according to the first to fifth aspects even when shifting up during acceleration traveling as in the sixth aspect .

According to a seventh aspect of the present invention, in the vehicle control device according to any one of the first to sixth aspects, the transmission is the same as the shift speed selecting mechanism that selects the shift speed and the internal combustion engine. The clutch provided between the gear selection mechanism and the clutch is released based on a gear change command to prohibit transmission of driving force between the internal combustion engine and the gear selection mechanism. The gist of the invention is to change the shift speed through the shift speed selection mechanism, and to resume transmission of driving force by engaging the clutch after the change of the shift speed is completed.

The invention according to claim 8 is the vehicle control device according to any one of claims 1 to 6 , wherein the transmission includes a torque converter and a planetary gear type transmission mechanism, The gist of the clutch is that it is provided in the planetary gear type transmission mechanism and is connected / disconnected when switching the transmission path of the driving force in the planetary gear type transmission mechanism.

The invention according to claim 9 is the vehicle control device according to any one of claims 1 to 6 , wherein the transmission includes a torque converter and a planetary gear type transmission mechanism, The gist of the clutch is a lock-up clutch that is provided in the torque converter and is connected / disconnected when changing the gear position in the planetary gear type transmission mechanism.

Specifically, as in the seventh aspect of the present invention, a clutch is disposed between the internal combustion engine and the shift speed selection mechanism, and the clutch is released based on a shift command to reduce the driving force. The vehicle according to any one of claims 1 to 6 , wherein the vehicle is provided with a transmission that changes transmission speed after prohibiting transmission, and that resumes transmission of driving force by engaging the clutch after completion of the change in transmission speed. A control device can be applied.

In addition, the vehicle control device according to any one of claims 1 to 6 can be applied to a vehicle equipped with a transmission including a torque converter and a planetary gear type transmission mechanism as shown in claim 8 or claim 9 .

1 is a schematic diagram showing a schematic configuration of a vehicle control device according to an embodiment of the present invention and a drive system of a vehicle that is a control target thereof. 7 is a flowchart showing a flow of a series of processes for calculating a target rotation speed in the rotation speed automatic adjustment control according to the embodiment. The time chart which shows the change aspect of the engine rotational speed controlled through the rotational speed automatic adjustment control concerning the embodiment at the time of downshifting during deceleration traveling. The time chart which shows the change aspect of the engine rotational speed controlled through the rotational speed automatic adjustment control concerning the embodiment at the time of the shift up during acceleration traveling. The time chart which shows the change aspect of the engine rotational speed controlled through the conventional rotational speed automatic adjustment control.

  Hereinafter, the vehicle control device according to the present invention is embodied as an electronic control device that comprehensively controls a vehicle equipped with a transmission that can automatically change the gear position by driving each part with an actuator. The embodiment will be described with reference to FIGS. FIG. 1 is a schematic diagram showing a schematic configuration of an electronic control device according to the present embodiment and a drive system of a vehicle to be controlled.

  As shown in FIG. 1, the vehicle drive system according to the present embodiment includes an internal combustion engine 10 and a transmission 20. The intake passage 11 of the internal combustion engine 10 is provided with a throttle valve 12 that is driven by a motor 13 and adjusts the intake air amount of the internal combustion engine 10 by changing its opening degree.

  The transmission 20 includes a gear selection mechanism 25 that changes the gear ratio R by selecting one gear from a plurality of gears constituted by a combination of gears, the internal combustion engine 10, and the gear selection mechanism. 25, and a clutch 21 that disconnects and connects to 25.

  As shown in the center of FIG. 1, a flywheel 22 is fixed to the output shaft 14 of the internal combustion engine 10, and this flywheel 22 is an internal combustion engine side coupling element of the clutch 21. In addition, a clutch disk 23 that is a driving wheel side coupling element of the clutch 21 is fixed to the input shaft 26 of the gear position selection mechanism 25.

  The clutch disk 23 is driven by the clutch actuator 40 in the extending direction of the input shaft 26, that is, in the left-right direction in FIG. Accordingly, the driving force is transmitted between the internal combustion engine 10 and the gear selection mechanism 25 by the clutch disk 23 being driven to the left side in FIG. On the other hand, when the clutch disk 23 is driven to the right side in FIG. 1 and separated from the flywheel 22, transmission of driving force between the internal combustion engine 10 and the gear selection mechanism 25 is prohibited.

  The shift speed selection mechanism 25 is provided with a shift actuator 50, and the shift speed of the shift speed selection mechanism 25 is changed by the shift actuator 50. As shown on the right side of FIG. 1, the output shaft of the gear selection mechanism 25 is connected to a propeller shaft 27 connected to a differential 28, and the driving force of the internal combustion engine 10 that is shifted via the transmission 20 is Then, it is transmitted to the differential 28 through the propeller shaft 27. The driving force transmitted to the differential 28 is distributed to the left and right drive shafts 29L and 29R through the differential 28 and transmitted to the left and right drive wheels 30L and 30R connected to the drive shafts 29L and 29R.

  The control of the opening degree of the throttle valve 12 and the control of the clutch actuator 40 and the shift actuator 50 are executed by the electronic control unit 100 that comprehensively controls the vehicle. In addition to the central processing unit (CPU), the electronic control unit 100 includes various memories such as a read only memory (ROM), a random access memory (RAM), and an EEPROM which is a nonvolatile memory capable of rewriting stored data. Yes.

  As shown in FIG. 1, the following sensors and switches are connected to the electronic control device 100. The accelerator position sensor 60 detects the amount of operation of the accelerator pedal by the driver. The brake pressure sensor 61 detects the hydraulic pressure of a brake (not shown). The shift position sensor 62 detects an operation position of a shift lever (not shown). The shift switch 63 is provided on the shift lever and the steering wheel, and outputs a signal as a shift request based on the operation of the driver. The air flow meter 64 detects the amount of intake air introduced into the internal combustion engine 10. The rotational speed sensor 65 is provided in the vicinity of the output shaft 14 of the internal combustion engine 10 and detects the engine rotational speed NE based on the rotational speed of the output shaft 14. The vehicle speed sensor 66 is provided in the vicinity of the propeller shaft 27 and outputs a vehicle speed signal SPD based on the rotational speed of the propeller shaft 27.

  The electronic control device 100 comprehensively controls the vehicle based on output signals from these various sensors 60 to 66. Specifically, the motor 13 is driven based on the accelerator pedal operation amount detected by the accelerator position sensor 60 to adjust the opening of the throttle valve 12. As a result, the intake air amount of the internal combustion engine 10 is controlled in accordance with the operation amount of the accelerator pedal.

  Further, when the operation position of the shift lever detected by the shift position sensor 62 is in the “D” range corresponding to the forward travel position, the clutch is operated in accordance with a shift program set in advance based on the vehicle speed signal SPD and the engine speed NE. The actuator 40 and the shift actuator 50 are driven to execute shift control for automatically changing the shift stage.

  In the vehicle according to the present embodiment, by operating a shift switch 63 provided on the shift lever and the steering wheel, a signal as a shift request is output to the electronic control unit 100, and the shift program is executed. It is also possible to change the gear position according to the driver's will.

  In the transmission 20, shifting is performed in a state where the clutch 21 is temporarily released during transmission speed change operation through the shift control and transmission of driving force between the internal combustion engine 10 and the drive wheels 30L and 30R is prohibited. Change the stage. In this way, by changing the gear position in a state where the clutch 21 is released and the driving force is not transmitted between the internal combustion engine 10 and the drive wheels 30L and 30R, the speed change operation is smoothly advanced. Can be made.

  By the way, when the gear ratio R changes with the change of the gear position, the clutch disk 23 which is the driving wheel side coupling element of the clutch 21 with respect to the rotational speed of the flywheel 22 which is the internal combustion engine side coupling element of the clutch 21. The rotational speed of will vary greatly. Here, when the change of the gear position is completed and the clutch 21 is engaged, if the rotational speed of the flywheel 22 and the rotational speed of the clutch disc 23 are greatly deviated, the clutch 21 is associated with the engagement. Shift shock will occur.

  Therefore, conventionally, the rotational speed of the clutch disk 23 after the shift speed change is estimated and estimated based on the vehicle speed signal SPD output when the clutch 21 is released and the speed ratio R after the shift speed change. The rotation speed automatic adjustment control for feedback-controlling the engine rotation speed NE is executed with the rotation speed as the target rotation speed NEtrg. As described above, if the rotation speed automatic adjustment control that automatically adjusts the engine rotation speed NE without executing the operation of the accelerator pedal or the like is executed in accordance with the change of the gear position, the flywheel 22 at the time of clutch 21 engagement is executed. Can be made close to the rotational speed of the clutch disk 23, and the occurrence of a shift shock can be suppressed.

  However, when the clutch 21 is engaged, a part of the rotational energy is transmitted to the propeller shaft 27 and the drive shafts 29L and 29R that transmit the driving force between the internal combustion engine 10 and the drive wheels 30L and 30R. Stored as a twist. For this reason, when the clutch 21 is released in accordance with the change of the gear position, this twist is eliminated at once, and the reaction may cause vibration in the twist direction in the propeller shaft 27 and the drive shafts 29L and 29R. As a result, immediately after the clutch 21 is released due to the change of the gear position, the vehicle speed signal SPD detected by the vehicle speed sensor 66 undergoes fluctuation due to this vibration, and is based on the vehicle speed signal SPD in which the fluctuation occurs. This fluctuation is also reflected in the target rotational speed NEtrg calculated in this way. Therefore, when the rotational speed automatic adjustment control is executed based on the target rotational speed NEtrg that is fluctuated by the influence of the vibration of the propeller shaft 27 and the drive shafts 29L and 29R, and the engine rotational speed NE is feedback-controlled, The engine rotational speed NE increases or decreases so as to follow this fluctuation.

  As a result, when the clutch 21 is engaged, the fluctuations in the engine rotational speed NE are also transmitted to the drive wheels 30L and 30R, and the vehicle speed may increase or decrease to impair passenger comfort.

  Further, when feedback control of the engine rotational speed NE is performed based on the target rotational speed NEtrg that is fluctuated by the influence of the vibration of the propeller shaft 27 and the drive shafts 29L and 29R in this way, the response delay of the intake air amount As a result, the time until the engine speed NE converges near the target speed NEtrg tends to be long. Therefore, when the release period of the clutch 21 associated with the change in the gear position is short, the occurrence of a shift shock may not be suitably suppressed.

  Therefore, in the electronic control device 100 of the present embodiment, the rotational speed of the clutch disk 23 when the clutch 21 is engaged is predicted based on the vehicle speed signal SPD immediately before the clutch 21 is released, Based on this, the target rotation speed NEtrg is calculated, and the rotation speed automatic adjustment control is executed.

  Hereinafter, the calculation mode of the target rotation speed NEtrg according to the rotation speed automatic adjustment control of the present embodiment will be described with reference to FIGS. FIG. 2 is a flowchart showing a flow of a series of processes related to the calculation of the target rotational speed NEtrg in the rotational speed automatic adjustment control according to the present embodiment. This series of processing is repeatedly executed at a predetermined control cycle by the electronic control unit 100 during engine operation.

  When this series of processes is started, as shown in step S100 of FIG. 2, the electronic control unit 100 first determines whether or not a shift speed changing operation has been started, that is, based on the operation of the shift switch 63 and the shift program. Then, it is determined whether or not driving of the clutch actuator 40 has been started in order to release the clutch 21 in order to release the clutch 21.

  If it is determined in step S100 that the gear change operation has been started (step S100: YES), the process proceeds to step S110. On the other hand, if it is determined in step S100 that the gear change operation has not yet been started (step S100: NO), the determination process of step S100 is repeated without proceeding to step S110.

  In step S110, the electronic control unit 100 stores the vehicle speed signal SPD output from the vehicle speed sensor 66 in the RAM. In the electronic control device 100 of the present embodiment, every time this step S110 is executed, the vehicle speed signal SPD output at that time is sequentially stored in the RAM, and the shift speed changing operation is started. Is stored as a change history of the vehicle speed signal SPD.

  When the current vehicle speed signal SPD is stored in the RAM in step S110, the process proceeds to step S120, and the electronic control unit 100 determines whether or not the clutch 21 has been released. If it is determined in step S120 that the clutch 21 has not yet been released (step S120: NO), the process returns to step S110 to repeat the process of storing the vehicle speed signal SPD.

  On the other hand, when it is determined in step S120 that the clutch 21 has been released (step S120: YES), the process proceeds to step S130, and the electronic control unit 100 includes the history of the stored vehicle speed signal SPD. Is read from the vehicle speed signal SPD stored immediately before the clutch is released, and is set as the vehicle speed SPDt immediately before the release.

  Then, the process proceeds to step S140, where the electronic control unit 100 changes the vehicle speed per unit time from the start of the shift operation to the release of the clutch 21 based on the stored change history of the vehicle speed signal SPD. The amount is calculated as a vehicle speed change rate X.

  When the vehicle speed change rate X is calculated in this way, the process further proceeds to step S150, and the electronic control unit 100 reads the speed ratio R of the gear stage after the shift. Here, for example, at the time of a downshift operation from “3rd speed” to “2nd speed”, the gear ratio R2 of “2nd speed” is read.

  When the electronic control unit 100 thus sets the vehicle speed SPDt immediately before release, the vehicle speed change rate X, and the speed ratio R after shifting through steps S130 to S150, the electronic control unit 100 proceeds to step S160 and calculates the target rotational speed NEtrg based on these values. To do. Specifically, the vehicle speed SPDx when the clutch 21 is engaged is calculated based on the vehicle speed SPDt immediately before release, the vehicle speed change rate X, and the time T required for gear shifting. The time T required for shifting is a value set in advance as the time required for the operation of changing the gear position by the shift actuator 50.

  When the vehicle speed SPDx when the clutch 21 is engaged is calculated, the rotational speed N of the clutch disk 23 after completion of the shift is calculated based on the vehicle speed SPDx and the speed ratio R after the shift is completed. Finally, the value of the rotational speed N is set as the target rotational speed NEtrg.

  When the target rotational speed NEtrg is thus calculated in step S160, the process proceeds to step S170, and the electronic control unit 100 controls the opening degree of the throttle valve 12 so that the engine rotational speed NE matches the target rotational speed NEtrg. Rotation speed automatic adjustment control is executed by feedback control.

  When the rotational speed automatic adjustment control is executed based on the target rotational speed NEtrg in this way, the process proceeds to step S180, and the electronic control unit 100 determines whether or not the speed change operation has been completed. If it is determined in step S180 that the gear change operation has not yet been completed (step S180: NO), the process returns to step S170, and the automatic rotation speed adjustment control based on the target rotation speed NEtrg is repeated. Execute.

  On the other hand, when it is determined in step S180 that the shift speed changing operation has been completed (step S180: YES), the electronic control unit 100 ends the rotation speed automatic adjustment control and performs this series of processing. Exit once.

  Hereinafter, with reference to FIG.3 and FIG.4, the effect | action by the rotational speed automatic adjustment control concerning this embodiment is demonstrated. FIG. 3 is a time chart showing how the engine rotational speed NE changes when shifting down from “3rd speed” to “2nd speed” during deceleration travel, and FIG. 4 is from “2nd speed” during acceleration travel. 6 is a time chart showing how the engine speed NE changes when shifting up to “third speed”.

  As shown in FIG. 3, when a shift down request is made at time T1, the clutch 21 starts to be driven to the disengagement side. When the clutch 21 is released at time T2, the shift speed selection mechanism 25 is driven by the shift actuator 50, and the shift speed is changed from “3rd speed” to “2nd speed”.

  At this time, when the clutch 21 is released at the time T2, the torsion that has occurred in the propeller shaft 27 and the drive shafts 29L and 29R until then is eliminated at once, and the propeller shaft 27 and the drive shafts 29L and 29R are vibrated due to the reaction. Comes to occur. As a result, the vehicle speed signal SPD corresponding to the rotational speed of the propeller shaft 27 is fluctuated due to the influence of this vibration as shown by the broken line in the middle stage of FIG.

  At this time, in the automatic rotation speed adjustment control of the present embodiment as described above, when the clutch 21 is released at time T2, the vehicle speed signal SPD immediately before the clutch 21 is released is read as the vehicle speed SPDt immediately before the release. (Point A in FIG. 3). Then, at the time T3 when the speed change is completed based on the vehicle speed change rate X calculated based on the vehicle speed change history stored between the times T1 and T2 and the time T required to change the speed. The vehicle speed SPDx is estimated (point B in FIG. 3). Further, based on the vehicle speed SPDx thus estimated and the speed ratio R2 of “second speed” that is the speed stage after the speed change, the rotational speed N of the clutch disk 23 at the completion of the speed change is calculated (FIG. 3). This value is set as the target rotational speed NEtrg. That is, as indicated by an arrow in FIG. 3, the target rotational speed NEtrg is set when the clutch 21 is released at time T2 (point D in FIG. 3).

  Thus, by setting the target rotational speed NEtrg based on the vehicle speed SPDt immediately before release when the clutch 21 is released at time T2, the vehicle speed signal SPD due to the influence of the drive system vibration as shown by the broken line in the middle of FIG. Is reflected in the target rotational speed NEtrg. Therefore, as the rotation speed automatic adjustment control is executed, the engine rotation speed NE quickly matches the target rotation speed NEtrg as shown by the solid line in the upper part of FIG.

  When the operation of changing the gear position to “3rd speed” is completed at time T3, the clutch 21 is engaged in a state where the engine rotational speed NE matches the target rotational speed NEtrg equal to the estimated rotational speed N of the clutch disk 23. At the same time, the automatic rotation speed adjustment control is terminated and the clutch 21 is started to be engaged.

  Further, as shown in FIG. 4, when the upshift is requested at time T1, the clutch 21 starts to be driven to the disengagement side even at the time of upshifting. When the clutch 21 is released at time T2, the shift speed selection mechanism 25 is driven by the shift actuator 50, and the shift speed is changed from “second speed” to “third speed”.

  When the clutch 21 is released at time T2, the vehicle speed signal SPD immediately before the clutch 21 is released is read as the vehicle speed SPDt immediately before release (point A in FIG. 4). Then, based on the vehicle speed change rate X between times T1 and T2 stored in the RAM and the time T required to change the shift speed, the vehicle speed SPDx at the time T3 when the shift speed change is completed is estimated (FIG. 4). Point B). Further, based on the vehicle speed SPDx estimated in this way and the speed ratio R3 of “third speed” that is the speed stage after the speed change, the rotational speed N of the clutch disk 23 at the completion of the speed change is calculated (FIG. 4). This value is set as the target rotational speed NEtrg. In other words, the target rotational speed NEtrg is set at the time when the clutch 21 is released at time T2 as indicated by the arrow in FIG. 4 even at the time of upshifting (point D in FIG. 4).

  In this way, when the clutch 21 is released at time T2, the target rotational speed NEtrg is set based on the vehicle speed SPDt immediately before release, whereby the vehicle speed signal SPD due to the influence of the drive system vibration as shown by the broken line in the middle stage of FIG. Is reflected in the target rotational speed NEtrg. As a result, as the rotational speed automatic adjustment control is executed, the engine rotational speed NE quickly matches the target rotational speed NEtrg as shown by the solid line in the upper part of FIG.

  When the operation of changing the gear position to “second speed” is completed at time T3, the clutch 21 is engaged in a state where the engine rotation speed NE matches the target rotation speed NEtrg equal to the estimated rotation speed N of the clutch disk 23. As a result of the engagement, the automatic rotation speed adjustment control is terminated and the engagement of the clutch 21 is started.

According to the embodiment described above, the following effects can be obtained.
(1) Immediately before the clutch 21 is released, that is, the vehicle speed signal SPD just before the release, which is the vehicle speed signal SPD that is output immediately before the vibration of the drive system such as the propeller shaft 27 and the drive shafts 29L and 29R is eliminated. The target rotational speed NEtrg is calculated based on the vehicle speed change rate X until the clutch 21 is released, the time T required to change the gear position, and the gear ratio R after the gear speed change. According to such a configuration, as described above, the clutch 21 is released after the clutch 21 is released based on the vehicle speed SPDt immediately before release, the vehicle speed change rate X, and the time T required for changing the gear, and the clutch is changed. The change in the vehicle speed until the gear 21 is engaged can be predicted, and the vehicle speed SPDx when the shift speed change is completed can be estimated when the clutch 21 is released. Further, the rotational speed N of the clutch disk 23 at the completion of the shift stage change at the time when the clutch 21 is released based on the vehicle speed SPDx at the completion of the shift stage estimation and the speed ratio R after the shift stage change is estimated. Can be estimated. Therefore, at the time when the clutch 21 is released, the rotation speed automatic adjustment control is executed with the rotation speed N of the clutch disk 23 at the completion of the estimated shift change as the target rotation speed NEtrg, and the drive system generated when the clutch 21 is released Automatic rotation speed adjustment control can be executed without being affected by vibration. Further, since the target rotational speed NEtrg can be calculated when the clutch 21 is released, the feedback control of the engine rotational speed NE can be started immediately after the start of the gear position changing operation. As a result, even when the release period of the clutch 21 associated with the change in the gear position is short, the engine speed NE can be quickly brought close to the target speed NEtrg. As a result, it is possible to suitably suppress the occurrence of inconveniences such as uncomfortable fluctuations in the vehicle speed and occurrence of shift shocks that have occurred in the conventional automatic rotation speed adjustment control due to vibration of the drive system. .

  (2) During downshifting while decelerating, the rotational speed of the clutch disk 23 increases with a change in the gear ratio R. Therefore, in order to suppress the occurrence of a shift shock, the engine speed is adjusted accordingly. It is necessary to increase the speed NE. In addition, during deceleration traveling using an engine brake that requires downshifting, a particularly large load is applied to the propeller shaft 27 and the drive shafts 29L and 29R between the internal combustion engine 10 and the drive wheels 30L and 30R. It acts and the energy is stored as a twist. Therefore, the occurrence of inconvenience due to the vibration of the propeller shaft 27 and the drive shafts 29L and 29R becomes particularly noticeable at the time of downshifting during deceleration traveling.

  In addition, when shifting up during acceleration while the accelerator pedal is depressed, the engine rotational speed NE tends to increase, while the rotational speed of the clutch disk 23 decreases as the gear ratio R changes. In order to suppress the shift shock, it is necessary to reduce the engine rotational speed NE to suppress the blow-up.

  In contrast, according to the configuration in which the rotation speed automatic adjustment control according to the present invention is performed when the gear position is changed as in the above embodiment, the propeller shaft 27 and the drive shaft 29L are both at the time of downshifting and at the time of shifting up. , 29R, the occurrence of inconvenience due to vibrations can be suppressed, and the occurrence of shift shock can be suppressed.

In addition, the said embodiment can also be implemented with the following forms which changed this suitably.
As the brake operation amount is larger, the vehicle speed is more likely to decrease while the clutch 21 is disengaged, so the rotational speed of the clutch disk 23 at the completion of the shift speed change is lower. Therefore, it is possible to employ a configuration in which the brake operation amount is estimated by the brake pressure sensor 61 and the target rotation speed NEtrg is corrected so that the target rotation speed NEtrg becomes smaller as the estimated operation amount is larger. By adopting such a configuration, it is possible to correct the target rotational speed NEtrg so as to correspond to a change in the rotational speed of the clutch disk 23 according to the brake operation amount, and to realize more precise rotational speed automatic adjustment control. become able to.

  In addition, when adopting such a configuration, a brake operation amount estimation means such as the brake pressure sensor 61 is necessary to estimate the brake operation amount. Can be changed. That is, in addition to the brake pressure sensor 61 as described above, a device that estimates the brake operation amount based on the depression amount of the brake pedal may be employed.

  Further, as a specific mode for correcting the target rotation speed NEtrg based on the brake operation amount, the target is higher when the clutch 21 is released and the brake operation amount when calculating the target rotation speed NEtrg is larger. A configuration in which the rotational speed NEtrg is reduced, a configuration in which the target rotational speed NEtrg is corrected as needed based on the brake operation amount during the shift speed changing operation after the target rotational speed NEtrg is calculated can be employed.

  Further, the change mode of the vehicle speed while the clutch 21 is released also changes depending on the gradient of the road surface on which the vehicle is traveling. Therefore, it is also possible to employ a configuration in which a gradient estimation unit that estimates the gradient of the road surface during traveling is provided and the target rotational speed NEtrg is corrected based on the estimated gradient. When the gradient is an upward gradient, the vehicle speed is likely to decrease while the clutch 21 is released as the gradient is larger. When the gradient is a downward gradient, the vehicle 21 is released as the gradient is larger. The vehicle speed is unlikely to decrease. Therefore, as a specific aspect of the correction, when the road surface gradient is an upward gradient, the target rotation speed NEtrg is corrected so that the target rotation speed NEtrg becomes smaller as the gradient becomes larger, or the road surface gradient It is desirable to employ a configuration in which the target rotational speed NEtrg is corrected so that the target rotational speed NEtrg increases as the gradient increases when the slope is a downward gradient.

Note that a gyro sensor mounted on a car navigation system or the like can be used as the gradient estimation means for estimating the gradient of the road surface.
Further, it is possible to adopt a configuration in which the target rotational speed NEtrg is corrected based on the magnitude of the gradient only when the gradient is ascending or descending.

  In the above-described embodiment, the vehicle speed change estimation unit is configured to store the vehicle speed change history by sequentially storing the vehicle speed signal SPD after the shifting operation is started and the clutch 21 is driven to the disengagement side. If the configuration can refer to the change history of the vehicle speed until the vehicle is released, the configuration can be changed as appropriate. For example, it is possible to adopt a configuration in which the vehicle speed signal SPD is continuously acquired during engine operation so as to save the vehicle speed change history during a predetermined period in the past. Even when such a configuration is adopted, the vehicle speed change rate X during a predetermined period until the clutch 21 is released can be calculated based on the vehicle speed change history stored when the clutch 21 is released. .

  In addition, the configuration of the vehicle speed change estimation means can be changed as appropriate as long as the configuration can estimate the change in the vehicle speed while the clutch 21 is released when the clutch 21 is released.

  In the above embodiment, the clutch 21 is provided between the internal combustion engine 10 and the shift speed selection mechanism 25, and the transmission 20 that performs a shift operation in the shift speed selection mechanism 25 while the clutch 21 is released is provided. The structure which applied this invention to the vehicle mounted is illustrated. In contrast, the present invention is not limited to such a transmission, and the vehicle control device of the present invention can be applied to a vehicle equipped with a transmission including a planetary gear type transmission mechanism and a torque converter.

  In addition, the transmission is not limited to the transmission 20 that automatically executes the shift operation based on the shift program as in the above embodiment, but the shift is performed only based on the shift command operation by the driver, that is, the operation of the shift lever or the shift switch 63. The present invention can also be applied to a transmission that performs an operation.

DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine, 11 ... Intake passage, 12 ... Throttle valve, 13 ... Motor, 14 ... Output shaft, 20 ... Transmission, 21 ... Clutch, 22 ... Flywheel, 23 ... Clutch disk, 25 ... Shift stage selection mechanism, 26 ... Input shaft, 27 ... Propeller shaft, 28 ... Differential, 29L, 29R ... Drive shaft, 30L, 30R ... Drive wheel, 40 ... Clutch actuator, 50 ... Shift actuator, 60 ... Accelerator position sensor, 61 ... Brake pressure sensor, 62 ... shift position sensor, 63 ... speed change switch, 64 ... air flow meter, 65 ... rotational speed sensor, 66 ... vehicle speed sensor, 100 ... electronic control unit.

Claims (9)

A transmission having a clutch for connecting / disconnecting the internal combustion engine and the drive wheel, temporarily disengaging the clutch based on a shift command and automatically changing a shift stage; and the drive from the internal combustion engine A vehicle speed sensor that outputs a vehicle speed signal based on a rotational speed of a portion closer to the drive wheel than the transmission in the drive system up to the wheel,
The target rotational speed is calculated based on the vehicle speed signal, and the rotational speed of the internal combustion engine side coupling element of the clutch is changed after the shift stage is changed while the clutch is released along with the shift stage change. A control device for a vehicle that executes automatic rotational speed adjustment control for feedback control of the engine rotational speed so as to match the rotational speed of the drive wheel side coupling element of
Vehicle speed change estimation means for estimating a change in vehicle speed while the clutch is released in accordance with the change in the gear position, and in the automatic rotation speed adjustment control, Based on the vehicle speed signal output immediately before the clutch is released when the clutch is released, the change in the vehicle speed estimated by the vehicle speed change estimating means, and the gear ratio after the shift speed change. Calculate the target rotation speed ,
The vehicle speed change estimating means releases the clutch based on a vehicle speed change rate between the engagement of the clutch and the release of the clutch accompanying the change of the shift speed and a time required for the change of the shift speed. Estimate the change in vehicle speed while
Brake operation amount estimation means for estimating the brake operation amount is provided, and the target rotation speed is corrected so that the target rotation speed decreases as the brake operation amount estimated by the brake operation amount estimation means increases. A control apparatus for a vehicle. The vehicle control device according to claim 1 ,
Equipped with a slope estimation means for estimating the slope of the running road surface,
The vehicle control apparatus, wherein the target rotational speed is corrected based on a road surface gradient estimated by the gradient estimation means. The vehicle control device according to claim 2 ,
When the road surface gradient estimated by the gradient estimation means is an uphill gradient, the target rotation speed is corrected so that the target rotation speed decreases as the gradient increases. . In the vehicle control device according to claim 2 or 3 ,
When the road surface gradient estimated by the gradient estimation means is a downward gradient, the target rotation speed is corrected so that the target rotation speed increases as the gradient increases. . In the control apparatus of the vehicle as described in any one of Claims 1-4 ,
The vehicle control apparatus characterized in that the rotation speed automatic adjustment control is executed at the time of downshifting during deceleration traveling. In the control apparatus of the vehicle as described in any one of Claims 1-5 ,
The vehicle control apparatus, wherein the rotation speed automatic adjustment control is executed at the time of upshifting during acceleration traveling. In the control apparatus of the vehicle as described in any one of Claims 1-6 ,
The transmission includes a shift speed selection mechanism for selecting the shift speed, and the clutch provided between the internal combustion engine and the shift speed selection mechanism, and releases the clutch based on a shift command. The transmission of the driving force between the internal combustion engine and the gear selection mechanism is prohibited, the gear is changed through the gear selection mechanism, and the clutch is engaged after the change of the gear is completed. The vehicle control device is characterized in that the transmission of the driving force is resumed. In the control apparatus of the vehicle as described in any one of Claims 1-6 ,
The transmission includes a torque converter and a planetary gear type transmission mechanism,
The vehicle control device according to claim 1, wherein the clutch is connected to the planetary gear type transmission mechanism when the driving force transmission path in the planetary gear type transmission mechanism is switched. In the control apparatus of the vehicle as described in any one of Claims 1-6 ,
The transmission includes a torque converter and a planetary gear type transmission mechanism,
The vehicle control apparatus, wherein the clutch is a lock-up clutch that is provided in the torque converter and is connected / disconnected when changing a gear position in the planetary gear type transmission mechanism.

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