JP5299585B1 - Control device for vehicle with manual transmission - Google Patents

Abstract

  In the case of storing a plurality of engine characteristics for changing the engine required output according to the accelerator opening in accordance with the gear stage established in the manual transmission, the engine characteristics are set for each engine characteristic. A map gear speed change vehicle speed for switching to engine characteristics on the low gear side is assigned. When the manual transmission shift operation is in progress, the vehicle speed decreases, and when the vehicle speed decreases to the map gear speed change vehicle speed assigned to the currently selected engine characteristics, the engine characteristics are set to low gear. Switch to the side engine characteristics.

Description

  The present invention relates to a vehicle control device including a manual transmission. In particular, the present invention relates to an improvement in control for changing output characteristics of a driving source for driving (for example, an internal combustion engine) in accordance with a shift stage established in a manual transmission.

  Conventionally, as disclosed in, for example, Patent Document 1 below, in a vehicle equipped with a manual transmission, a shift stage is selected (changed) by a shift operation by a driver (driver). Specifically, a clutch release operation (clutch pedal depression operation), a gear change operation (shift lever manual operation; selection operation and shift operation), and clutch engagement operation (clutch pedal depression release operation) are performed in order. As a result, the selected gear stage is established, and the rotational speed of the engine is shifted and transmitted to the drive wheels.

  Further, in a vehicle equipped with this manual transmission, it has been proposed to change the output characteristics of the engine in accordance with the established gear position (see Patent Document 2 below).

  In Patent Document 2, in a situation where a low gear side gear stage having a relatively large gear ratio is established, the output torque from the engine is amplified and transmitted to the drive wheels due to the large gear ratio, and excessively. Output torque from the engine due to the small gear ratio in situations where there is a possibility that a large driving force may be generated, or in situations where a gear ratio on the high gear side with a relatively small gear ratio is established. Output characteristics map that changes the engine output characteristics according to the established (selected) gear stage in view of the problem that it is difficult to obtain the acceleration feeling required by the driver. Is provided. The engine output characteristics are changed by reading out the output characteristics suitable for the established gear position from the output characteristics map.

  Specifically, the gear position on the high gear side is compared with the output characteristics (throttle opening set according to the accelerator position) when the gear position on the low gear side is established even with the same accelerator position. The output characteristics when is established is set high. In other words, when the low gear side gear stage where there is a possibility of excessive driving force is established, the throttle opening is set relatively small to suppress the engine output torque. When the high gear side gear stage where amplification of the output torque could not be expected has been established, the above problem can be solved by setting the throttle opening relatively large and increasing the engine output torque. Yes.

JP 2008-138818 A JP 2005-90452 A

  By the way, as described above, an output characteristic map that changes the output characteristics of the engine according to the shift speed is provided, and the engine output characteristics are switched according to the established shift speed. If the speed (hereinafter also referred to as “gear speed”) is determined using the ratio between the engine speed and the vehicle speed (hereinafter referred to as “NV ratio”) or the like, the following problems are encountered. is there. Hereinafter, the gear corresponding to the engine output characteristic read from the output characteristic map will be referred to as “map gear (meaning of the gear selected in the output characteristic map)”. Further, the gear stage obtained from the NV ratio calculated from the engine speed and the vehicle speed is referred to as “NV ratio calculating gear stage”. That is, when the engine speed and the vehicle speed are detected with high accuracy, a gear stage actually established in the transmission (hereinafter referred to as “actual gear stage”) and the NV ratio calculating gear stage are determined as follows. By matching and selecting an appropriate map gear stage, engine output characteristics suitable for the actual gear stage can be obtained.

  As described above, as a general shift operation, a clutch release operation, a gear stage switching operation, and a clutch engagement operation are performed in order, but the period from when the clutch is released until the clutch is engaged In this case, the NV ratio calculation gear stage fluctuates due to a decrease in engine speed or the like. For example, when the decrease in the engine speed is large despite a slight change in the vehicle speed, a high gear side (a small gear ratio side) gear stage is obtained as the NV ratio calculation gear stage. In this case, even if the map gear stage is sequentially changed according to the NV ratio calculation gear stage, there is no guarantee that a map gear stage that matches the actual gear stage selected in the gear stage switching operation (shift lever operation) can be obtained. . Specifically, when the driver performs a downshift operation, the actual gear stage is selected as the low gear side gear stage relative to the gear stage before the speed change operation, whereas the NV ratio calculation gear stage is described above. As described above, the high gear side gear stage is calculated, and the high gear side gear is selected as the map gear stage, so that the actual gear stage and the map gear stage greatly deviate from each other.

  As a technique for solving such a problem, it is conceivable to maintain the current map gear stage (the map gear stage before the clutch release operation) until the clutch engagement operation is performed.

  However, even when the map gear stage is maintained in this way, the actual gear stage at the time of clutch engagement operation deviates from the maintained map gear stage, and the vehicle behavior after the shift operation is completed. May occur. For example, when the actual gear stage before the speed change operation is the fifth speed stage (5th) and the actual gear stage after the speed change operation is the second speed stage (2nd), the map gear stage is performed until the clutch engagement operation is performed. Since the fifth gear (5th) is maintained, the map gear shifts from the fifth gear (5th) to the second gear (2nd) after the clutch is engaged (after the shift operation is completed). It will be.

  The output characteristic map is for obtaining a required torque for the engine according to the accelerator opening, and performing engine control (control of the throttle opening in Patent Document 2) so as to obtain the required torque. When the map gear stage changes greatly after the clutch is engaged as described above, the output characteristics of the engine selected in accordance with the map gear stage are greatly reduced with the change of the map gear stage, and a large torque step is generated. However, a behavior may occur in the vehicle, which may cause the passenger to feel uncomfortable.

  In the case of the above example, after the clutch is engaged, the map gear stage changes from the fifth speed stage (5th) to the second speed stage (2nd). 5th) and the output characteristic corresponding to this gear stage is obtained, so that the engine output torque is large, but then the map gear stage changes to the second speed stage (2nd), and this gear stage Because of the corresponding output characteristics, there is a possibility that the output torque of the engine is reduced and a large torque step is generated.

  The present invention has been made in view of such points, and the object of the present invention is to change the output characteristics of the driving source for traveling according to the gear stage established in the manual transmission. Another object of the present invention is to provide a vehicle control device capable of optimizing the selected map gear stage.

-Summary of invention-
The outline of the present invention taken to achieve the above object is that the driving force of the engine (driving drive source) is not transmitted to the drive wheels due to the release of the clutch or the like, depending on the speed of the vehicle. When the map gear stage (gear stage response characteristic for setting the output characteristics of the driving source for driving) is changed and the driving force of the engine is transmitted to the drive wheels by clutch engagement, the actual gear stage ( The map gear stage having a small deviation from the gear stage actually established in the transmission is selected.

-Solution-
Specifically, the present invention provides a manual transmission that transmits a driving force from a driving source for traveling toward a driving wheel and that can select any one of a plurality of shift stages by a manual shift operation by a driver. It is presupposed that the vehicle control device is provided for determining the selected gear position and changing the output characteristics of the driving source according to the determination result. When the vehicle is traveling in a state where transmission of the driving force from the traveling drive source to the drive wheels is interrupted with respect to the vehicle control device, the lower the vehicle speed, the lower the output characteristics of the traveling drive source. It is set as the output characteristic of the side.

  Due to this particular matter, when the vehicle is traveling in a state where the transmission of the driving force from the traveling drive source to the drive wheels is interrupted, such as during manual gear shifting, the lower the vehicle speed, Set the output characteristics of the drive source to the low speed stage output characteristics. In other words, in a state where transmission of driving force from the driving source for driving to the driving wheel has not yet started, the driving characteristic is changed to one that lowers the output characteristics of the driving source for driving, and then the vehicle is driven by clutch engagement or the like. When transmission of the driving force from the driving source to the driving wheel is started, the output characteristics of the driving source for traveling are obtained with a small deviation from the actual gear or the same gear. become. For this reason, it is possible to avoid a situation in which the output characteristics of the driving source for traveling greatly change after transmission of driving force from the driving source for driving to the driving wheel is started, and a large torque step is generated. It is possible to prevent the behavior of the vehicle.

  More specific configurations include the following. In other words, a plurality of shift speed corresponding characteristics for setting the output characteristics of the travel drive source corresponding to each of the shift speeds are stored, and the driving force is transmitted from the travel drive source to the drive wheels. When the vehicle is traveling in the shut-off state, the selected speed stage corresponding characteristic among the plurality of speed stage corresponding characteristics sets the output characteristic of the driving source for driving as the vehicle speed decreases. It is set as the structure switched to.

  In this case, when the vehicle speed decreases for each of the shift speed corresponding characteristics other than the shift speed corresponding characteristic for which the output characteristic of the travel drive source is set to be the lowest among the plurality of shift speed compatible characteristics, A shift speed corresponding characteristic change vehicle speed is set as a threshold for switching to the shift speed corresponding characteristic on the side where the output characteristic of the drive source is set low. When the vehicle travels in a state where transmission of the driving force from the travel drive source to the drive wheels is interrupted, the actual vehicle up to the speed change characteristic change vehicle speed set for the current speed change characteristic is set. Each time the speed decreases, the shift speed corresponding characteristic is switched to the shift speed corresponding characteristic on the side where the output characteristic of the travel drive source is set low.

  With these specific matters, the shift timing of the gear speed characteristics (the timing of switching the gear speed characteristics according to changes in the vehicle speed) can be appropriately defined for each gear speed, and the gear speed characteristics suitable for the vehicle speed. Can be updated.

  The speed change characteristic changing vehicle speed set for each of the speed change characteristics corresponds to the upper limit value of the rotation speed range where the rotation speed of the traveling drive source cannot be rotated independently or in the vicinity of the upper limit value. In addition, the speed of the manual transmission is set to the vehicle speed when it is assumed that the shift speed corresponding characteristic is the target shift speed.

  This is because when the vehicle speed is such that the driving source for driving is not capable of self-sustaining operation (for example, engine stall is caused) at the gear position corresponding to the currently selected gear speed correspondence characteristic, As the shift stage, it is highly probable that the low gear side gear stage (the gear stage with the higher gear ratio) is selected than the gear stage incapable of independent operation. The speed change characteristic is changed. As a result, it is possible to appropriately select the shift speed corresponding characteristic according to the shift speed after the shift operation.

  Further, when transmission of driving force from the travel drive source to the drive wheels is started, switching to the gear corresponding to the gear position on the side that sets the output characteristic of the travel drive source high is prohibited.

  In general, as the gear corresponding characteristics, the output characteristics when the high gear shift stage is established are set higher than the output characteristics when the low gear shift stage is established. For this reason, by prohibiting switching to the gear corresponding to the gear position on the high gear side, the output of the traveling drive source suddenly increases after the transmission of the driving force from the traveling drive source to the drive wheels is started. Generation | occurrence | production of a popping-out feeling can be avoided and an uncomfortable feeling can be avoided for the passenger | crew resulting from the behavior of a vehicle.

  When a clutch device is provided between the travel drive source and the manual transmission for switching between transmission and disconnection of the drive force between them, the drive force from the travel drive source to the drive wheels The state in which the transmission is interrupted is at least one of a state in which the transmission of the driving force is interrupted by the clutch device and a neutral state in which the gear stage of the manual transmission is not established.

  In the present invention, when the vehicle travels in a state where transmission of the driving force from the travel drive source to the drive wheels is interrupted, the output characteristics of the travel drive source are set lower as the vehicle speed is lower. For this reason, it is possible to avoid a situation in which the output characteristics of the traveling drive source change greatly after transmission of the driving force from the traveling drive source to the drive wheels is started.

FIG. 1 is a diagram illustrating a schematic configuration of a power train mounted on a vehicle according to the embodiment. FIG. 2 is a diagram showing a cross section of the diesel engine and a schematic configuration of a control system. FIG. 3 is a diagram illustrating a schematic configuration of the clutch device. FIG. 4 is a diagram showing an outline of the shift pattern of the 6-speed manual transmission. FIG. 5 is a block diagram illustrating a configuration of a control system such as an ECU. FIG. 6 is a diagram showing an engine characteristic map. FIG. 7 is a flowchart showing the procedure of the engine characteristic switching operation. FIG. 8 is a timing chart showing changes in the actual gear stage, clutch switch, vehicle speed, NV ratio calculation gear stage, and map gear stage when a downshift operation from the fifth speed stage to the second speed stage is performed. is there.

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

  FIG. 1 shows a schematic configuration of a power train mounted on a vehicle according to the present embodiment. In FIG. 1, 1 is an engine (driving drive source), MT is a manual transmission, 6 is a clutch device, and 100 is an ECU (Electronic Control Unit).

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

  Hereinafter, the configuration of the engine 1, the configuration of the clutch device 6, the shift pattern of the shift lever, and the control system will be described.

-Configuration of engine 1-
FIG. 2 is a diagram showing a schematic configuration of the engine 1 and its control system. In FIG. 2, only the configuration of one cylinder of the engine 1 is shown.

  The engine 1 in this embodiment is a common rail in-cylinder direct injection multi-cylinder (for example, in-line 4-cylinder) diesel engine. A piston 22 is accommodated in a cylinder 21 formed in the cylinder block 2, and the inside of the cylinder 21 is accommodated. The reciprocating motion of the piston 22 is transmitted as the rotational motion of the crankshaft 3 via the connecting rod 23.

  A cylinder head 5 that forms a combustion chamber 4 above the piston 22 is fixed to the upper end surface of the cylinder block 2. Specifically, the combustion chamber 4 is defined by a lower surface of the cylinder head 5 attached to the upper portion of the cylinder block 2 via a gasket 24, an inner wall surface of the cylinder 21, and a top surface 25 of the piston 22. Yes. A cavity (concave portion) 26 is formed in a substantially central portion of the top surface 25 of the piston 22, and the cavity 26 also constitutes a part of the combustion chamber 4.

  The piston 22 is connected to a small end portion 27 of the connecting rod 23 by a piston pin 28, and a large end portion of the connecting rod 23 is connected to a crankshaft 3 serving as an engine output shaft. As a result, the reciprocating movement of the piston 22 in the cylinder 21 is transmitted to the crankshaft 3 via the connecting rod 23, and the engine output is obtained by rotating the crankshaft 3.

  The cylinder head 5 is formed with an intake port 51 and an exhaust port 52 that open to the combustion chamber 4.

  The intake port 51 and the exhaust port 52 are opened and closed by an intake valve 53 and an exhaust valve 54 driven by cams (not shown), respectively.

  An intake manifold IM for sucking outside air is connected to the intake port 51, and during the intake stroke in which the intake valve 53 opens the intake port 51, the piston 22 descends in the cylinder 21 to generate in-cylinder negative pressure. Then, outside air that has passed through an intake pipe and an intake manifold IM (not shown) flows into the cylinder through the intake port 51.

  Further, an exhaust manifold EM for discharging combustion gas is connected to the exhaust port 52, and the exhaust valve 54 rises from the combustion chamber 4 (inside the cylinder) due to the rise of the piston 22 during an exhaust stroke in which the exhaust port 52 opens. The extruded combustion gas is discharged to an exhaust pipe (not shown) through the exhaust port 52 and the exhaust manifold EM.

  The fuel supply system includes a common rail 8 that accumulates high-pressure fuel, a fuel supply pump (not shown) that pumps high-pressure fuel to the common rail 8, and each of the high-pressure fuel accumulated in the common rail 8 that is injected into the combustion chamber 4. And an injector 81 for each cylinder. These fuel supply pump and injector 81 are controlled by the ECU 100.

  The common rail 8 stores the high-pressure fuel supplied from the fuel supply pump at a predetermined target rail pressure, and the stored high-pressure fuel is supplied to the injector 81 via the fuel pipe 82. The target rail pressure of the common rail 8 is set by the ECU 100. Specifically, the operating state of the engine 1 is detected from the accelerator opening (engine load) and the engine speed, and a target rail pressure suitable for the operating state is set.

  The injector 81 is disposed substantially vertically above the center of the combustion chamber 4 in a standing posture along the cylinder center line P, and injects fuel introduced from the common rail 8 toward the combustion chamber 4 at a predetermined timing. It has become.

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

  The clutch mechanism portion 60 is provided so as to be interposed between the crankshaft 3 and the input shaft (input shaft) IS of the manual transmission MT (see FIG. 1), and is driven from the crankshaft 3 to the input shaft IS. Transmits or cuts off the force, or changes the transmission state of the driving force. Here, the clutch mechanism 60 is configured as a dry single-plate friction clutch. Note that other configurations may be adopted as the configuration of the clutch mechanism portion 60.

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

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

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

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

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

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

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

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

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

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

  A clutch switch 9 </ b> A is disposed in the vicinity of the pedal lever 72. The clutch switch 9A detects that the amount of depression of the pedal lever 72 by the driver has reached a predetermined amount. That is, when the driver starts shifting operation and the amount of depression of the pedal lever 72 reaches a predetermined amount, the clutch switch 9A transmits an ON signal, and the driver operates the shift lever L (see FIG. 4). The clutch switch 9A stops the transmission of the ON signal at the time when the depression amount of the pedal lever 72 is returned to a predetermined amount after completing the above. That is, the start and completion of the shift operation can be detected by transmitting and stopping the transmission of the ON signal from the clutch switch 9A. In place of the clutch switch 9A, a clutch stroke sensor capable of detecting the position of the clutch pedal 70 or a stroke sensor capable of detecting the slide position of the release bearing 67 may be employed. Further, two clutch switches may be provided in order to improve the detection accuracy of the start and completion of the shift operation. That is, when the pedal lever 72 is depressed to a position where the clutch mechanism 60 is in a fully released state, a release side clutch switch that transmits an ON signal, and a position where the clutch mechanism 60 is in a fully engaged state. And a joint-side clutch switch that transmits an ON signal when the depression of the pedal is released, and the start and completion of the shift operation can be detected by these signals.

  Further, an output rotation speed sensor 9B (see FIG. 1) is disposed in the vicinity of the output shaft (shaft connected to the propeller shaft PS) of the manual transmission MT. The output rotation speed sensor 9B detects the rotation speed (output shaft rotation speed, output shaft rotation speed) of the output shaft and outputs a rotation speed signal to the ECU 100. The rotation speed of the rear wheel T is obtained by dividing the rotation speed of the output shaft detected by the output rotation speed sensor 9B by the gear ratio (final reduction ratio) of the differential gear DF, thereby calculating the vehicle speed. It is possible to do.

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

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

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

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

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

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

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

-Control system-
Various controls such as the operating state of the engine 1 described above are controlled by the ECU 100. As shown in FIG. 5, the ECU 100 includes a CPU (Central Processing Unit) 101, a ROM (Read Only Memory) 102, a RAM (Random Access Memory) 103, a backup RAM 104, and the like.

  The ROM 102 stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU 101 executes various arithmetic processes based on various control programs and maps stored in the ROM 102. The RAM 103 is a memory that temporarily stores calculation results in the CPU 101, data input from each sensor, and the like. The backup RAM 104 is a non-volatile memory that stores data to be saved when the engine 1 is stopped, for example.

  The CPU 101, the ROM 102, the RAM 103, and the backup RAM 104 are connected to each other via the bus 107, and are connected to the input interface 105 and the output interface 106.

  The input interface 105 includes a crank position sensor 90, a rail pressure sensor 91, a throttle opening sensor 92, an air flow meter 93, an A / F sensor 94, a water temperature sensor 95, an accelerator opening sensor 96, an intake pressure sensor 97, an intake air temperature sensor. 98, the clutch switch 9A, the output rotation speed sensor 9B, and the like are connected.

  The crank position sensor 90 outputs a pulse signal at every predetermined crank angle (for example, 10 °). As an example of a crank angle detection method by the crank position sensor 90, external teeth are formed at predetermined angles on the outer peripheral surface of a rotor (NE rotor) 90a (see FIG. 2) integrally rotated with the crankshaft 3, The crank position sensor 90 made of an electromagnetic pickup is disposed to face the external teeth. When the external teeth pass in the vicinity of the crank position sensor 90 as the crankshaft 3 rotates, the crank position sensor 90 generates an output pulse.

  The rail pressure sensor 91 outputs a detection signal corresponding to the fuel pressure stored in the common rail 8. The throttle opening sensor 92 detects the opening of a throttle valve (diesel throttle) (not shown) provided in the intake pipe. The air flow meter 93 outputs a detection signal corresponding to the flow rate of intake air (intake air amount) upstream of the throttle valve in the intake pipe. The A / F sensor 94 outputs a detection signal that continuously changes in accordance with the oxygen concentration in the exhaust gas on the downstream side of a catalyst (not shown) provided in the exhaust pipe. The water temperature sensor 95 outputs a detection signal corresponding to the cooling water temperature of the engine 1. The accelerator opening sensor 96 outputs a detection signal corresponding to the depression amount (accelerator opening) of the accelerator pedal 11 (see FIG. 2). The intake pressure sensor 97 is disposed in the intake pipe and outputs a detection signal corresponding to the intake air pressure. The intake air temperature sensor 98 is disposed in the intake pipe and outputs a detection signal corresponding to the temperature of the intake air. As described above, the clutch switch 9A transmits an ON signal when the amount of depression of the clutch pedal 70 by the driver reaches a predetermined amount, and stops transmitting the ON signal when the amount of depression is returned to the predetermined amount. To do. As described above, the output rotation speed sensor 9B detects and outputs the rotation speed of the output shaft connected to the propeller shaft PS.

  On the other hand, to the output interface 106, the injector 81, the throttle valve 57, an EGR valve 58 provided in an EGR (Exhaust Gas Recirculation) device (not shown), and the like are connected.

  The ECU 100 executes various controls of the engine 1 based on the outputs of the various sensors described above. For example, the ECU 100 executes pilot injection (sub-injection) and main injection (main injection) as fuel injection control of the injector 81.

  The pilot injection is an operation for injecting a small amount of fuel in advance prior to the main injection from the injector 81. The pilot injection is an injection operation for suppressing the ignition delay of fuel due to the main injection and leading to stable diffusion combustion, and is also referred to as sub-injection. Further, the pilot injection in the present embodiment has not only a function of suppressing the initial combustion speed by the main injection described above but also a preheating function of increasing the in-cylinder temperature. That is, after the pilot injection is performed, the fuel injection is temporarily interrupted, and the compressed gas temperature (in-cylinder temperature) is sufficiently increased until the main injection is started to reach the fuel self-ignition temperature. This ensures good ignitability of the fuel injected in the main injection.

  The main injection is an injection operation (torque generation fuel supply operation) for generating torque of the engine 1. The injection amount in the main injection is basically determined so as to obtain the required torque according to the operation state such as the engine speed, the accelerator operation amount, the coolant temperature, the intake air temperature, and the like. For example, as the engine speed (engine speed calculated based on the detection value of the crank position sensor 90) is higher, the accelerator operation amount (depressed amount of the accelerator pedal 11 detected by the accelerator opening sensor 96) is also increased. The larger the accelerator opening (the larger the accelerator opening), the higher the required torque value of the engine 1, and the greater the fuel injection amount in the main injection. In the present embodiment, a required output (required power) that is set with respect to the depression amount of the accelerator pedal 11 in accordance with a shift speed selected in the manual transmission MT (sometimes referred to as “gear speed”). ) Has been changed. That is, the output characteristics of the engine 1 are changed according to the gear stage. The operation of changing the output characteristics of the engine 1 according to the gear stage will be described later.

  In addition to the pilot injection and main injection described above, after injection and post injection are performed as necessary. This after-injection is an injection operation for increasing the exhaust gas temperature. Further, the post-injection is an injection operation for directly introducing fuel into the exhaust system to increase the temperature of the catalyst.

  The pressure control of the fuel injected from the injector 81 controls the fuel pressure accumulated in the common rail 8 and supplies the fuel so that the actual rail pressure detected by the rail pressure sensor 91 matches the target rail pressure. The pump discharge amount (pump discharge amount) is feedback controlled.

  Specifically, the target value of the fuel pressure supplied from the common rail 8 to the injector 81, that is, the target rail pressure, as the common rail internal pressure is generally increased as the engine load (engine load) increases. The higher the number, the higher. That is, when the engine load is high, the amount of air sucked into the combustion chamber 4 is large, so that a large amount of fuel must be injected from the injector 81 into the combustion chamber 4. The pressure needs to be high. Also, when the engine speed is high, the injection period is short, so the amount of fuel injected per unit time must be increased, and therefore the injection pressure from the injector 81 must be increased. . Thus, the target rail pressure is generally set based on the engine load and the engine speed. The target rail pressure is set according to a fuel pressure setting map stored in the ROM 102, for example. That is, by determining the fuel pressure according to this fuel pressure setting map, the valve opening period (injection rate waveform) of the injector 81 is controlled, and the fuel injection amount during the valve opening period can be defined.

  The injection amount control of the injector 81 controls the injection amount and the injection timing injected from the injector 81, calculates the optimal injection amount and injection timing according to the operating state of the engine 1, and according to the calculation result. The solenoid valve of the injector 81 is driven. In the present embodiment, the injection amount and injection timing of the fuel injected from the injector 81 are controlled in accordance with the operation for changing the output characteristics of the engine 1 according to the gear stage described above. Yes.

-Engine characteristics map-
As described above, in the engine 1 according to this embodiment, the required output (required power) set for the depression amount of the accelerator pedal 11 is changed according to the gear stage established in the manual transmission MT. It is like that. This required output is the engine characteristic map shown in FIG. 6 (a map in which “a plurality of shift stage corresponding characteristics for setting the output characteristics of the driving source for each shift stage” according to the present invention) is stored. Set according to. That is, an engine characteristic corresponding to a gear stage established in the manual transmission MT (more specifically, a map gear stage set based on an NV ratio calculation gear stage described later) is extracted, and this engine characteristic map is extracted. It is adjusted to the read throttle opening. As shown in FIG. 6, in the engine characteristic map, the throttle opening (required output) is set to be larger as the accelerator opening is larger. In addition, when comparing the respective gear positions, the throttle opening (request output) when the gear position on the low gear side (the gear stage on the side with the larger gear ratio) is selected even if the accelerator position is the same. The throttle opening (required output) is set to be high when the gear position on the high gear side (the gear position on the side where the gear ratio is small) is selected. This is because, in a situation where the gear stage on the low gear side having a relatively large gear ratio is established, the output torque from the engine 1 is amplified due to the large gear ratio, and the rear wheels (drive wheels) T, T In the situation where there is a possibility that excessive travel driving force may be generated and that the gear stage on the high gear side where the gear ratio is relatively small is established, the gear ratio is small. Therefore, it is considered that there is a problem that the output torque from the engine 1 cannot be expected to be amplified and it is difficult to obtain a sufficient acceleration feeling required by the driver. In other words, when the gear position on the low gear side where there is a possibility of excessive driving force is established, the throttle opening (required output) is set small, and conversely, amplification of the output torque from the engine 1 is expected. This is to solve the above problem by setting a large throttle opening (required output) when the gear position on the high gear side that cannot be achieved is established.

  In this way, the engine characteristic map is stored in the ROM 102, engine characteristics suitable for the vehicle state (for example, established gear stage) are extracted, and the current depression amount of the accelerator pedal 11 is extracted. By adjusting the throttle opening (required output) according to the vehicle, the vehicle can run with the engine characteristics required by the driver.

  In the present embodiment, as a method for recognizing a gear stage established in the manual transmission MT (a method for determining the selected gear stage in the present invention), the engine speed and the vehicle speed. (NV ratio). That is, the engine speed is calculated based on the detected value of the crank position sensor 90, and the output shaft speed detected by the output speed sensor 9B is calculated by the gear ratio (final reduction ratio) of the differential gear DF. By dividing, the rotation speed of the rear wheel T is obtained to calculate the vehicle speed, and by dividing the engine rotation speed by the vehicle speed (revolution speed of the rear wheel T), the gear stage established in the manual transmission MT is determined. It comes to recognize. Further, a gear ratio in the manual transmission MT is obtained by dividing the engine rotational speed by the rotational speed of the output shaft, and a gear stage having a gear ratio matching that is established in the manual transmission MT. You may make it recognize as a gear stage.

  In the following description, the gear stage targeted by the extracted engine characteristic among the plurality of engine characteristics described above is referred to as “map gear stage (meaning the gear stage targeted by the output characteristic)”. For example, when the map gear is the first speed (1st), the engine characteristics for the first speed are extracted, and when the map gear is the sixth speed (6th), the sixth speed is obtained. The stage engine characteristics will be extracted. Further, the gear stage obtained from the NV ratio calculated from the engine speed and the vehicle speed (or the output shaft speed) is referred to as “NV ratio calculating gear stage”. Further, a gear stage that is actually established in the manual transmission MT will be referred to as an “actual gear stage”.

-Engine characteristics switching operation-
Next, an engine characteristic switching operation for extracting one of the various engine characteristics described above and controlling the engine 1 in accordance with the engine characteristic (changing the output characteristic of the driving source for driving in the present invention) will be described. .

  First, the outline of the engine characteristic switching operation will be described. When the clutch device 6 is released along with the start of the shifting operation of the manual transmission MT, the engine rotational speed decreases toward the idling rotational speed as the accelerator pedal 11 is released. Further, since the rear wheels (drive wheels) T and T rotate by inertia, the vehicle speed gradually decreases. In such a disengaged state of the clutch device 6, the vehicle speed is detected, and the engine characteristics to be extracted from the plurality of engine characteristics are switched to the engine characteristics on the low gear side as the vehicle speed decreases. That is, as the vehicle speed is lower, the output characteristic of the engine 1 is set to the output characteristic on the low gear side (low speed stage side).

  During the period in which the clutch device 6 is released, the speed of decrease in the engine speed is generally greater than the speed of decrease in the vehicle speed, so the NV ratio calculation gear stage is switched to the high gear side. However, in the engine characteristic switching operation of the present embodiment, regardless of the fact that the NV ratio calculating gear stage is switched to the high gear side, the vehicle speed that decelerates is detected, and according to this vehicle speed. Then, change the map gear to the low gear side. Thus, before the clutch device 6 is engaged (during the period when the clutch device 6 is released), the engine characteristics are switched to those on the low gear side. That is, because the vehicle speed has decreased, it is highly likely that the actual gear stage of the manual transmission MT is switched to the low gear side when the clutch device 6 is engaged after the end of the shift operation. Is changed to the low gear side so that the engine characteristics are switched to the low gear side. More specifically, for each map gear stage (specifically, a map gear stage from the second speed stage to the sixth speed stage; a gear stage excluding the gear stage having the largest gear ratio (first speed stage)). A vehicle speed (hereinafter referred to as “map gear speed changing vehicle speed” (hereinafter referred to as speed change characteristic changing vehicle speed in the present invention)) which is a threshold for changing to the map gear stage on the low gear side is assigned, and the currently set map gear is assigned. When the actual vehicle speed drops to the map gear stage change vehicle speed assigned to the stage, the map gear stage on the low gear side is changed by one stage, and the engine characteristic is switched to the engine characteristic on the low gear side accordingly. Such an operation is repeated while the vehicle speed is decreasing and until the clutch device 6 is engaged.

  In this engine characteristic switching operation, it is prohibited to change the map gear to the high gear even if the NV ratio calculation gear after the shifting operation is on the higher gear than the map gear. doing. As described above, in each engine characteristic, the output characteristic when the high gear side gear stage is established is set higher than the output characteristic (requested output) when the low gear side gear stage is established. In view of the above, the change to the high gear side map gear stage is prohibited, thereby avoiding the occurrence of a vehicle popping out feeling due to a sudden increase in the engine output after the end of the shift operation.

  Next, a specific operation of the above-described engine characteristic switching will be described along the flowchart of FIG. This flowchart is executed every several milliseconds after the vehicle starts.

  First, in step ST1, it is determined whether or not the clutch device 6 has been released. That is, it is determined whether or not the gear shifting operation of the manual transmission MT has been started. Specifically, it is determined whether or not the clutch switch 9A has transmitted an ON signal when the depression amount of the clutch pedal 70 by the driver reaches a predetermined amount. If the clutch device 6 is not disengaged and a NO determination is made in step ST1, it is assumed that the speed change operation is not performed and the current gear stage is maintained, that is, without performing the engine characteristic switching operation, that is, Returned while maintaining the currently selected engine characteristics.

  On the other hand, if the clutch device 6 is released and a YES determination is made in step ST1, the process proceeds to step ST2, and the map gear speed change vehicle speed assigned to the current map gear speed is read.

As an example of the map gear speed changing vehicle speed assigned to each map gear speed, specifically, it is defined as follows.
・ Map gear stage is 6th speed (6th) → Map gear stage change vehicle speed: 50km / h
・ Map gear stage is 5th speed (5th) → Map gear stage change vehicle speed: 40km / h
・ Map gear stage is 4th speed (4th) → Map gear stage change vehicle speed: 33km / h
・ Map gear stage is 3rd speed (3rd) → Map gear stage change vehicle speed: 25km / h
・ Map gear stage is 2nd speed (2nd) → Map gear stage change vehicle speed: 15km / h
These values are not limited to this and are set as appropriate.

  The technical idea when setting the map gear stage changing vehicle speed is as follows.

  When it is assumed that the engine speed is slightly lower than the idling speed (rotation speed incapable of independent operation), the actual gear stage corresponding to the map gear stage is established and the clutch device 6 is engaged. Each map gear speed change vehicle speed is set as the vehicle speed at the time. In other words, each map gear stage change vehicle speed is set as the engine stall limit vehicle speed of each map gear stage (the highest vehicle speed among the vehicle speeds leading to engine stall). Specifically, when it is assumed that the engine speed is 700 rpm (the upper limit value of the engine speed at which self-sustaining operation is not possible (which leads to engine stall) or in the vicinity of the upper limit value), Each map gear stage change vehicle speed is set. In other words, if the vehicle speed (actual gear stage) corresponding to the current map gear stage is the vehicle speed at which the engine stalls, the actual gear stage after the shifting operation may cause the engine stall. The gear position on the low gear side is more likely to be selected than the gear position (if the gear position on the low gear side does not cause engine stall even at the same vehicle speed), the map gear stage is changed to the map gear stage on the low gear side. I am trying to change it.

  As described above, in step ST2, the map gear stage change vehicle speed assigned to the current map gear stage is read, and then the process proceeds to step ST3, where the calculated vehicle speed (actual vehicle speed) is the map gear stage read in step ST2. It is determined whether or not the vehicle speed has decreased to the changed vehicle speed (map gear speed changing vehicle speed ≦ actual vehicle speed).

  If the actual vehicle speed has not decreased to the map gear stage changing vehicle speed and the determination in step ST3 is NO, the process proceeds to step ST5 while maintaining the currently selected engine characteristics, and whether or not the clutch device 6 has been engaged. Determine whether. That is, it is determined whether or not the shift operation of the manual transmission MT has been completed. Specifically, it is determined whether or not the transmission of the ON signal of the clutch switch 9A is released (OFF) because the depression amount of the clutch pedal 70 by the driver is returned to a predetermined amount.

  If the clutch device 6 is still in the released state and NO is determined in step ST5, it is determined that the gear shifting operation is still in progress and the process returns to step ST2.

  On the other hand, if the actual vehicle speed drops to the map gear speed change vehicle speed in step ST3 and the determination is YES, the process proceeds to step ST4, where the map gear speed is changed to a map gear speed that is one step lower than the currently set map gear speed. Then, the process proceeds to step ST5. As a result, engine characteristics corresponding to the map gear stage are extracted, and the throttle opening is adjusted so that the required output of the engine 1 obtained from the engine characteristics is obtained. That is, according to the extracted engine characteristics, a required output corresponding to the accelerator opening is acquired, and the throttle opening is adjusted so that this required output is obtained.

  For example, when the map gear is the fifth speed (5th), if the actual vehicle speed decreases to the map gear speed change vehicle speed (for example, 40 km / h) assigned to the fifth speed (5th), the map gear The speed is changed to the fourth speed (4th), and the engine characteristic to be selected is switched from the fifth speed engine characteristic to the fourth speed engine characteristic.

  Such a change of the map gear according to the actual vehicle speed and the accompanying engine characteristic switching operation are repeated until the clutch device 6 is engaged (until YES is determined in step ST5). In other words, when the clutch device 6 is in the disengaged state, each time the actual vehicle speed decreases to each map gear stage change vehicle speed, the map gear stage is sequentially changed to a map gear stage that is one step lower, and the engine characteristics are switched accordingly. Go.

  If the clutch device 6 is engaged and a YES determination is made in step ST5, the engine characteristic switching operation in the current shift operation is terminated and the process returns.

  The engine characteristic switching operation as described above is performed every time a shift operation of the manual transmission MT is executed, and the driving force of the engine 1 is changed to the rear wheels (drive wheels) T, by the engagement of the clutch device 6. At the time of transmission to T, a map gear stage having a small deviation from the actual gear stage (a gear stage actually established in the manual transmission MT) is selected, and the engine characteristics corresponding to the map gear stage are switched. ing.

  FIG. 8 is a timing chart showing an example of the engine characteristic switching operation described above, and the actual gear stage when the downshift operation from the fifth speed stage (5th) to the second speed stage (2nd) is performed. FIG. 9 is a timing chart showing changes in clutch switch 9A, vehicle speed, NV ratio calculation gear stage, and map gear stage.

  First, at timing t1, a clutch release operation accompanying the depression of the clutch pedal 70 is started (corresponding to the case where YES is determined in step ST1 in the flowchart of FIG. 7), and accordingly, the clutch switch 9A is turned ON (clutch release signal). Outgoing). In this clutch released state, the driver operates the shift lever L from the fifth speed position 5th to the second speed position 2nd (see the shift pattern in FIG. 4). During the clutch release including the operation period of the shift lever L (during the period from timing t1 to t4 in the figure), the NV ratio calculating gear is on the side where the gear ratio is small as the engine speed decreases. The high gear side NV ratio calculating gear stage is calculated. In FIG. 8, the NV ratio calculation gear stage is changed from the fifth speed stage (5th) to the sixth speed stage (6th).

  During such a clutch release operation, the vehicle speed gradually decreases, and at the timing t2 in the figure, the actual vehicle speed decreases to the map gear stage changing vehicle speed (for example, 40 km / h) assigned to the fifth speed (5th). Then, the map gear stage is changed from the fifth speed stage (5th), which is the current map gear stage, to the fourth speed stage (4th), which is one map level lower, and accordingly, the engine characteristics are also for the fifth speed stage. The engine characteristic is switched to the engine characteristic for the fourth speed stage (corresponding to the case where YES is determined in step ST3 in the flowchart of FIG. 7).

  During this clutch release operation, the vehicle speed further decreases, and the actual vehicle speed decreases to the map gear speed change vehicle speed (for example, 33 km / h) assigned to the fourth speed (4th) at the timing t3 in the figure. Then, the map gear stage is changed from the fourth speed stage (4th), which is the current map gear stage, to the third speed stage (3rd), which is a map gear stage one level lower, and accordingly, the engine characteristics are also for the fourth speed stage. The engine characteristic is switched to the engine characteristic for the third speed stage (corresponding to the case where NO is determined in step ST5 and then YES is determined in step ST3 in the flowchart of FIG. 7).

  Then, the operation of the shift lever L is completed, and at time t4, the clutch engagement operation accompanying release of depression of the clutch pedal 70 is started (corresponding to the case where YES is determined in step ST5 in the flowchart of FIG. 7), and accordingly Thus, the clutch switch 9A is turned off (stop of the clutch release signal). As the clutch is engaged, the engine speed increases, and the NV ratio calculation gear is in the order of 4th speed (4th), 3rd speed (3rd), 2nd speed (2nd). It will change. Further, the vehicle speed increases as the accelerator pedal 11 is depressed. In this case, since the map gear stage has already been changed to the third speed stage (3rd), it is changed from the third speed stage (3rd) to the second speed stage (2nd) at timing t5, and the engine characteristics are also changed. The engine characteristic for the third speed stage is switched from the engine characteristic for the second speed stage.

  Immediately after the clutch is engaged, the NV ratio calculating gear stage is the fourth speed stage (4th) and the map gear stage is the third speed stage (3rd). Since changing to the high gear side is prohibited, the map gear stage is not changed to the fourth speed (4th), and as a result, the engine output suddenly increases after the end of the shift operation. Occurrence is avoided.

  In this way, the engine characteristic switching operation is performed.

  As described above, in the present embodiment, while the clutch device 6 is released, the map gear stage is changed as the vehicle speed decreases, and the engine characteristics are switched accordingly. For this reason, it is possible to prevent a large torque step from being generated due to a large change in the map gear stage after the end of the shift operation, and to suppress a sense of discomfort for the occupant accompanying the generation of the torque step. Note that the change in the map gear stage indicated by the alternate long and short dash line in FIG. 8 maintains the current map gear stage (the map gear stage before the clutch release operation) until the clutch engagement operation is performed (until the shift operation is completed). In this case, in this case, the map gear stage changes from the fifth speed stage (5th) to the second speed stage (2nd) at the timing t5, which may cause a large torque step. In the present embodiment, as shown by the solid line in FIG. 8, the map gear stage is changed to the low gear side while the clutch is disengaged. Therefore, the torque step after the clutch is engaged can be reduced. A sense of incongruity can be suppressed in the passenger.

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

  In the above-described embodiment, the case where the present invention is applied to a vehicle equipped with a manual transmission MT with six forward shifts is described. However, the present invention is not limited to this, and any other gear ( For example, the present invention can also be applied to a vehicle equipped with a manual transmission having a forward five-speed shift.

  In the above-described embodiment, the NV ratio, which is the ratio between the engine speed and the vehicle speed, is used as a method for recognizing the gear stage established in the manual transmission MT. However, the present invention is not limited to this, and the gear stage established in the manual transmission MT may be recognized based on the ratio between the rotational speed of the input shaft and the rotational speed of the output shaft of the manual transmission MT.

  Further, in the above-described embodiment, the state where the transmission of the driving force from the engine 1 to the rear wheels (drive wheels) T, T is interrupted is described as an example in which the clutch device 6 is in the released state. . The present invention is not limited to this, and the clutch device 6 is in the engaged state and the manual transmission MT is in the neutral state (the gear stage is not established), or the clutch device 6 is in the released state and When the manual transmission MT is in the neutral state, as described above, the map gear stage may be changed as the vehicle speed decreases, and the engine characteristics may be switched accordingly.

  The present invention is applicable to engine characteristic switching control in a vehicle in which engine characteristics are switched in accordance with a shift stage established in a manual transmission.

1 Engine (driving drive source)
6 Clutch device 90 Crank position sensor 9A Clutch switch 9B Output speed sensor 100 ECU
MT Manual transmission T Rear wheel (drive wheel)
L Shift lever

Claims (6)

A gear stage that includes a manual transmission that transmits a driving force from a driving source for traveling toward the drive wheels and that can be selected from among a plurality of gear stages by a manual gear shift operation by a driver. In the vehicle control apparatus that changes the output characteristics of the driving source for traveling according to the determination result,
When the vehicle travels in a state where transmission of the driving force from the travel drive source to the drive wheels is cut off, the output characteristic of the travel drive source is set to the low speed stage output characteristic as the vehicle speed decreases. A vehicle control device comprising a manual transmission, characterized in that In the control apparatus of the vehicle provided with the manual transmission according to claim 1,
A plurality of shift speed corresponding characteristics for setting the output characteristics of the driving source according to each of the shift speeds are stored,
When the vehicle travels in a state where transmission of the driving force from the travel drive source to the drive wheels is interrupted, the vehicle speed decreases due to the shift speed corresponding characteristic selected from the plurality of shift speed corresponding characteristics. Accordingly, the vehicle control apparatus having a manual transmission is characterized in that the output characteristic of the driving source for traveling is set to be set low. In the control apparatus of the vehicle provided with the manual transmission according to claim 2,
Among the plurality of shift speed corresponding characteristics, each of the shift speed corresponding characteristics other than the shift speed corresponding characteristics for which the output characteristic of the travel drive source is set to be the lowest includes the travel drive source when the vehicle speed decreases. The shift speed corresponding characteristic change vehicle speed is set as a threshold for switching to the shift speed corresponding characteristic on the side of setting the output characteristic of
When the vehicle travels in a state where transmission of the driving force from the travel drive source to the drive wheels is interrupted, the actual vehicle speed is up to the speed change characteristic change vehicle speed set for the current speed change characteristic. A vehicle equipped with a manual transmission, characterized in that each time the speed falls, the gear corresponding to the gear position is switched to the gear corresponding to the gear position on the side where the output characteristic of the driving source for driving is set low. Control device. In the control apparatus of the vehicle provided with the manual transmission according to claim 3,
The shift speed corresponding characteristic change vehicle speed set for each of the shift speed corresponding characteristics is at or near the upper limit value of the rotation speed range where the rotation speed of the driving source for driving cannot be rotated independently, A vehicle control device having a manual transmission, wherein the shift speed of the manual transmission is set to a vehicle speed when it is assumed that the shift speed corresponding characteristic is the target shift speed. In the control apparatus of the vehicle provided with the manual transmission according to claim 2, 3 or 4,
When transmission of driving force from the driving source for driving to the driving wheel is started, switching to the gear corresponding to the gear position on the side where the output characteristic of the driving source is set high is prohibited. A vehicle control device comprising a manual transmission. In the control apparatus of the vehicle provided with the manual transmission according to any one of claims 1 to 5,
Between the driving source for traveling and the manual transmission, a clutch device for switching between transmission and interruption of the driving force between them is disposed,
The state in which the transmission of the driving force from the driving source for driving to the driving wheel is interrupted includes the state in which the transmission of the driving force is interrupted by the clutch device, and the neutral state in which the shift stage of the manual transmission is not established. A vehicle control device including a manual transmission, characterized in that the vehicle is in at least one of the states.

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