JP5849928B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device that controls the start of a vehicle in a vehicle having a manual clutch.

  In an automobile equipped with a manual transmission (hereinafter abbreviated as MT) and a manual clutch, the driver depresses the clutch pedal to disengage the clutch when starting, and shifts the MT to the first speed. The driver then depresses the accelerator pedal to increase the engine rotation speed, gradually returns the clutch pedal to engage the clutch, and transmits the engine torque to the wheels. In this way, the driver can perform a smooth start by performing an operation of harmonizing the depression of the accelerator pedal, that is, the engine output (engine speed) and the return of the clutch pedal, that is, the engagement of the clutch (engine load). Is doing.

  Patent Document 1 proposes a technique that can easily start in an automobile including an MT and a manual clutch. In other words, the engine control module detects the shift to the first speed when the vehicle speed is equal to or lower than the predetermined speed, and executes the start control when determining that the throttle opening is smaller than the predetermined value. Specifically, the engine control module controls the engine speed to a target engine speed that is greater than that during idling. Thereby, it can start smoothly, without depressing an accelerator pedal.

JP 2001-263138 A

  However, since the engine control module controls only the engine rotation speed in the technique disclosed in Patent Document 1, the engine rotation speed control does not operate properly until a decrease in engine rotation is detected. Therefore, for example, when the driver suddenly engages the clutch, the engine speed increase control by the engine control module is not in time, the engine speed decreases, and in the worst case, the engine stalls. There was a problem that.

  The engine control module determines a target engine rotation speed and controls the engine rotation speed so as to be the target engine rotation speed. For this reason, depending on the situation, there has been a problem in that the engine speed increases more rapidly than the driver intends and the driver feels uncomfortable.

  Further, even when the engine is not stalled, there is a possibility that the engine speed may increase unnecessarily, and the fuel efficiency of the vehicle is deteriorated.

  Therefore, the present invention has been made in view of such circumstances, and is a vehicle drive device provided with a manual clutch, which can improve control response and prevent engine stall. An object is to provide an apparatus.

According to the present invention made to solve the above-described problems, an engine that outputs engine torque to an output shaft, engine operation means for variably operating engine torque output by the engine, and drive wheels of a vehicle An input shaft that rotates in conjunction with the rotation of the output shaft, a clutch that is provided between the output shaft and the input shaft, and that makes the clutch transmission torque variable between the output shaft and the input shaft, and the clutch transmission torque In a vehicle drive device comprising: clutch operating means for variably operating; and clutch transmission torque acquisition means for acquiring the clutch transmission torque generated by the clutch.
Based on the operation amount of the engine operating means, required engine torque calculating means for calculating required engine torque that is required torque of the engine, and starting engine torque based on the clutch transmission torque acquired by the transmission torque acquiring means A starting engine torque calculation means for calculating the difference between the output shaft and the input shaft, and a clutch differential rotational speed that is a differential rotational speed between the output shaft and the input shaft is equal to or greater than a predetermined specified differential rotational speed, If the clutch differential rotational speed is less than the specified differential rotational speed, the engine is controlled to achieve the starting engine torque. And an engine control means for controlling the engine and executing normal control.

  In the above-described configuration, the engine rotation speed increase required torque calculation means for calculating the engine rotation speed increase required torque, which is a torque necessary for increasing the engine rotation speed, is provided. It is preferable that the starting engine torque is calculated in consideration of the necessary torque for ascent.

  Moreover, in the above configuration, the following configuration may be adopted. That is, the present invention is necessary for maintaining the engine speed in addition to the clutch transmission torque and the engine speed increase required torque based on the load and load acquisition means for acquiring the load acting on the engine. It is preferable that a maintenance torque calculation unit that calculates a maintenance torque that is a torque is included, and the start engine torque calculation unit calculates the start engine torque in consideration of the maintenance torque.

  In the present invention, it is preferable that the engine control means controls the engine so as to be the required engine torque when the required engine torque is larger than the starting engine torque.

  The present invention provides an engine rotation speed based on the starting engine torque and the required engine torque when the engine rotation speed is equal to or higher than the first specified rotation speed and less than a second specified rotation speed that is faster than the first specified rotation speed. Modified start engine torque calculation for calculating a corrected start engine torque such that the degree of influence of the required engine torque becomes greater than the start engine torque as the speed approaches the second specified rotation speed from the first specified rotation speed. The engine control means controls and limits the engine to a corrected starting engine torque when the engine speed is equal to or higher than the first specified speed and lower than the second specified speed. When torque-up control is executed and the engine speed is equal to or higher than the second specified speed, the normal control is executed. It is preferable that arrangement to be.

  The present invention includes a braking force applying means for applying a braking force to the vehicle, and a braking force operating means for variably operating the braking force of the braking force applying means. When the power operating means is operated, it is preferable to perform a normal control.

  In the present invention, it is preferable that the clutch transmission torque acquisition unit is a clutch operation amount detection unit that detects an operation amount of the clutch operation unit.

  In the present invention, it is preferable that the second specified rotational speed is set to be faster as the operation amount of the engine operating means becomes larger.

  In the present invention, it is preferable that the engine rotational speed increase required torque is set based on an operation amount of the engine operation means.

  The present invention includes vehicle speed detection means for detecting the vehicle speed of the vehicle, and the engine control means executes the normal control when the vehicle speed detected by the vehicle speed detection means is faster than a predetermined specified speed. A configuration is preferable.

  According to the present invention, the starting engine torque calculating means calculates the starting engine torque based on the clutch transmission torque. Then, the engine control means is set to the starting engine torque when the clutch differential rotational speed is in the half clutch state where the clutch differential rotational speed is equal to or higher than the predetermined differential rotational speed and the engine rotational speed is less than the first predetermined rotational speed. Control the engine.

  Thus, at the time of start when the clutch is in the half-clutch state, the engine is controlled to have the start engine torque calculated according to the clutch transmission torque. Thereby, when the clutch transmission torque increases, the starting engine torque also increases. For this reason, since the starting engine torque increases without waiting for the engine rotation speed to decrease due to the increase in clutch transmission torque, response delay and engine rotation speed decrease can be prevented, and engine stall can be prevented. it can.

  According to the present invention, the engine speed increase required torque calculating means calculates the engine speed increase required torque, which is a torque necessary for increasing the engine speed, and the start engine torque calculating means needs to increase the engine speed. The starting engine torque is calculated taking into account the torque.

  As a result, in the half-clutch state, the starting engine torque obtained by adding the engine rotational speed increase necessary torque for increasing the engine rotational speed is calculated. For this reason, in the half-clutch state, the engine rotation speed can be increased or maintained at an optimum rotation speed. As a result, a decrease in the engine rotation speed can be prevented, and an engine stall can be prevented more reliably and a suitable start operation can be performed. Sex can be maintained.

  According to the present invention, the maintenance torque calculation means calculates the maintenance torque based on the load acting on the engine, and the start engine torque calculation means calculates the start engine torque taking the maintenance torque into consideration.

  Thus, for example, when the engine load increases due to the operation of the auxiliary machine driven by the engine, the starting engine torque to which the maintenance torque based on the load is added is calculated. For this reason, in the half-clutch state, the engine rotational speed can be increased or maintained at an optimum rotational speed. As a result, a decrease in engine rotation speed is prevented, engine stall can be more reliably prevented, and suitable startability can be maintained.

  According to the present invention, the engine control means controls the engine so as to be the required engine torque when the required engine torque is larger than the starting engine torque.

  As a result, when the requested engine torque is larger than the starting engine torque, that is, when the driver is performing an operation without concern about engine stall, the engine is set so that the requested engine torque reflects the driver's intention as it is. Is controlled. For this reason, when the driver performs an appropriate operation, the behavior of the engine torque according to the accelerator pedal operation does not deviate from the driver's intention, so that the driver can prevent engine stall without feeling uncomfortable. .

  According to the present invention, the corrected start engine torque calculating means is configured such that when the engine speed is equal to or higher than the first specified speed and lower than the second specified speed, the engine speed is changed from the first specified speed to the second specified speed. A corrected start engine torque is calculated such that the closer the speed is, the greater the influence of the requested engine torque is than the start engine torque. And an engine control means controls an engine so that it may become a correction start engine torque. When the engine rotational speed reaches the second specified rotational speed, the influence degree of the starting engine torque becomes zero, and the engine torque is normal control that matches the required engine torque.

  Thereby, at the time of start of the vehicle, when terminating the engine torque control at the second specified rotational speed, when the engine rotational speed gradually increases from the idling rotational speed, The control shifts to normal control through limit torque up control in which the effect of torque up by torque up control gradually decreases. For this reason, it is possible to operate the control intervention in the minimum necessary engine speed region while preventing a rapid change in the engine torque, and to suppress the driver's uncomfortable feeling.

  According to the present invention, the engine control means performs normal control when the braking force operation means is operated.

  Thereby, when the braking force operating means is operated and the braking force is applied to the vehicle, the torque up control and the limit torque up control for preventing the engine stall are not executed. For this reason, for example, when it becomes necessary to stop the vehicle immediately, such as during emergency braking, the engine is not forcibly increased in torque, so that the vehicle can be stopped safely.

  According to the present invention, the clutch transmission torque acquisition means is a clutch operation amount detection means for detecting an operation amount of the clutch operation means. Thereby, the operation amount of the clutch operating means can be acquired with a simple structure.

  According to the present invention, the second specified rotational speed is set faster as the operation amount of the engine operating means becomes larger.

  As a result, when the driver operates the engine operating means greatly and requests a large engine torque, the upper limit of the engine speed at which the limit torque up control intervenes becomes faster. For this reason, even if the upper limit of the engine rotation speed at which the engine torque is increased as compared with the normal control is increased by the limit torque increase control, the driver does not feel uncomfortable. For this reason, it is possible to increase the engine speed region in which the limit torque increase control intervenes while suppressing the driver's uncomfortable feeling, and it is possible to more reliably prevent engine stall.

  According to the present invention, the engine rotational speed increase required torque is set based on the operation amount of the engine operating means.

  As a result, when the driver operates the engine operating means greatly and requests a higher engine speed, a starting engine torque that increases the engine speed is calculated. For this reason, the engine speed is controlled according to the driver's intention, and the driver does not feel uncomfortable.

  According to the present invention, the engine control means performs normal control when the vehicle speed detected by the vehicle speed detection means is faster than a predetermined specified speed.

  As a result, when the vehicle speed is higher than the specified vehicle speed at which engine stall does not occur, torque-up control and limit torque-up control are not executed. For this reason, when the driver performs half-clutch operation at a speed at which no engine stall can occur, inadvertent execution of torque-up control or limit torque-up control is prevented, so that the driver feels uncomfortable. I don't remember.

It is a block diagram of the vehicle drive device of this embodiment. This is "clutch transmission torque mapping data" representing the relationship between the clutch stroke and the clutch transmission torque. It is a graph which shows the outline | summary of this embodiment, and is a graph in which the horizontal axis represents elapsed time, and the vertical axis represents engine rotation speed, engine torque, clutch transmission torque, and accelerator opening. It is a conceptual diagram showing start engine torque Tes1. 5 is a flowchart of “clutch / engine cooperative control”. It is a figure showing "the 2nd specified rotation speed setting data" which is an example of the mapping data showing the relationship between accelerator opening degree Ac and 2nd specified rotation speed N2. 6 is a flowchart of “torque up control” which is a subroutine of “clutch / engine cooperative control” in FIG. 5. FIG. 8 is a flowchart of “engine speed increase required torque calculation processing” that is a subroutine of “torque up control” in FIG. 7. FIG. It is a figure showing "target engine speed setting data" which is an example of the mapping data showing the relationship between accelerator opening degree Ac and target engine speed Net. 8 is a flowchart of “maintenance torque calculation processing” that is a subroutine of “torque up control” in FIG. 7. It is a figure showing "compressor auxiliary machine torque calculation data" which is an example of the mapping data showing the relationship between engine rotational speed Ne and compressor auxiliary machine torque Tac. 6 is a flowchart of “limit torque up control” that is a subroutine of “clutch / engine cooperative control” in FIG. 5. "Engine rotational speed increase required torque calculation data", which is an example of mapping data representing the relationship between the difference rotational speed between the target engine rotational speed Net and the current engine rotational speed Ne and the engine rotational speed increase required torque Ten, is shown. FIG. It is a table | surface for demonstrating the state of the vehicle at the time of start.

(Vehicle description)
A vehicle drive apparatus 1 according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a configuration diagram showing the overall configuration of a vehicle drive device 1 for a vehicle including an engine 2. In FIG. 1, thick lines indicate mechanical connections between the devices, and arrows with broken lines indicate control signal lines.

  As shown in FIG. 1, an engine 2, a clutch 3, a manual transmission 4, and a differential device 17 are arranged in series in this order in the vehicle. The differential device 17 is connected to drive wheels 18R and 18L of the vehicle. The drive wheels 18R and 18L are front or rear wheels or front and rear wheels of the vehicle.

  The vehicle has an accelerator pedal 51, a clutch pedal 53, and a brake pedal 56. The accelerator pedal 51 variably operates the engine torque Te output from the engine 2. The accelerator pedal 51 is provided with an accelerator sensor 52 that detects an accelerator opening degree Ac that is an operation amount of the accelerator pedal 51.

  The clutch pedal 53 is for making the clutch 3 in a disconnected state or a connected state and making a clutch transmission torque Tc described later variable. The vehicle has a master cylinder 55 that generates a hydraulic pressure corresponding to the amount of operation of the clutch pedal 53. The master cylinder 55 is provided with a clutch sensor 54 that detects the stroke of the master cylinder 55.

  The brake pedal 56 is provided with a brake sensor 57 that detects an operation amount of the brake pedal 56. The vehicle has a brake master cylinder (not shown) that generates hydraulic pressure according to the operation amount of the brake pedal 56, and a brake device 19 that generates braking force on the wheels according to the master pressure generated by the brake master cylinder. Yes.

  The engine 2 is a gasoline engine or a diesel engine that uses hydrocarbon fuel such as gasoline or light oil. The engine 2 includes an output shaft 21, a throttle valve 22, an engine rotation speed sensor 23, an oil temperature sensor 25, and a fuel injection device 28. The output shaft 21 rotates integrally with a crankshaft that is driven to rotate by a piston. Thus, the engine 2 outputs the engine torque Te to the output shaft 21. When the engine 2 is a gasoline engine, the cylinder head of the engine 2 is provided with an ignition device (not shown) for igniting the air-fuel mixture in the cylinder.

  The throttle valve 22 is provided in the course of taking air into the cylinder of the engine 2. The throttle valve 22 adjusts the amount of air taken into the cylinder of the engine 2. The fuel injection device 28 is provided in the middle of a path for taking air into the engine 2 or in the cylinder head of the engine 2. The fuel injection device 28 is a device that injects fuel such as gasoline or light oil.

  The engine rotation speed sensor 23 is disposed in the vicinity of the output shaft 21. The engine rotation speed sensor 23 detects an engine rotation speed Ne, which is the rotation speed of the output shaft 21, and outputs a detection signal to the control unit 10. The oil temperature sensor 25 detects the oil temperature t of engine oil that lubricates the engine 2 and outputs a detection signal to the control unit 10. In the present embodiment, the output shaft 21 of the engine 2 is connected to a flywheel 31 that is an input member of the clutch 3 described later.

  A generator 26 and a compressor 27 a of an air conditioner 27 are connected to the output shaft 21 of the engine 2 or a shaft or gear that rotates in conjunction with the output shaft 21. The generator 26 generates electric power necessary for the vehicle.

  The clutch 3 is provided between an output shaft 21 of the engine 2 and a transmission input shaft 41 of a manual transmission 4 described later. The clutch 3 connects or disconnects the output shaft 21 and the transmission input shaft 41 by operating the clutch pedal 53 by the driver, and also transmits a clutch transmission torque Tc between the output shaft 21 and the transmission input shaft 41 (shown in FIG. 2). ) Is a manual clutch. The clutch 3 includes a flywheel 31, a clutch disk 32, a clutch cover 33, a diaphragm spring 34, a pressure plate 35, a clutch shaft 36, a release bearing 37, and a slave cylinder 38.

  The flywheel 31 has a disk shape and is connected to the output shaft 21. The clutch shaft 36 is connected to the transmission input shaft 41. The clutch disk 32 has a disk shape, and friction materials 32a are provided on both surfaces of the outer peripheral portion thereof. The clutch disk 32 faces the flywheel 31 and is spline-fitted to the tip of the clutch shaft 36 so as to be axially movable and non-rotatable.

  The clutch cover 33 includes a flat cylindrical cylindrical portion 33a and a plate portion 33b extending from one end of the cylindrical portion 33a in the direction of the rotation center. The other end of the cylindrical portion 33 a is connected to the flywheel 31. For this reason, the clutch cover 33 rotates integrally with the flywheel 31. The pressure plate 35 has a disk shape with a hole in the center. The pressure plate 35 is disposed on the opposite side of the flywheel 31 so as to face the clutch disk 32 and be movable in the axial direction. A clutch shaft 36 is inserted through the center of the pressure plate 35.

  The diaphragm spring 34 includes a ring-shaped ring portion 34a and a plurality of plate spring portions 34b extending inward from the inner peripheral edge of the ring portion 34a. The leaf spring part 34b is inclined so as to be gradually located on the side of the leaf part 33b toward the inner side. The leaf spring part 34b is elastically deformable in the axial direction. The diaphragm spring 34 is disposed between the pressure plate 35 and the plate portion 33b of the clutch cover 33 in a state where the plate spring portion 34b is compressed in the axial direction. The ring portion 34 a is in contact with the pressure plate 35. The intermediate part of the leaf | plate spring part 34b is connected with the inner periphery of the board | plate part 33b. A clutch shaft 36 is inserted through the center of the diaphragm spring 34.

  The release bearing 37 is attached to the housing of the clutch 3 (not shown). At the center of the release bearing 37, a clutch shaft 36 is inserted and disposed so as to be movable in the axial direction. The release bearing is composed of a first member 37a and a second member 37b that face each other and are relatively rotatable. The first member 37a is in contact with the tip of the plate portion 33b.

  The slave cylinder 38 has a push rod 38a that advances and retreats by hydraulic pressure. The tip of the push rod 38 a is in contact with the second member 37 b of the release bearing 37. The slave cylinder 38 and the master cylinder 55 are connected by a hydraulic pipe 58.

  When the clutch pedal 53 is not depressed, no hydraulic pressure is generated in either the master cylinder 55 or the slave cylinder 38. In this state, the clutch disc 32 is urged and pressed against the flywheel 31 by the diaphragm spring 34 via the pressure plate 35. For this reason, the flywheel 31, the clutch disc 32, and the pressure plate 35 are integrally rotated by the frictional force between the friction material 32a and the flywheel 31 and the frictional force between the friction material 32a and the pressure plate 35. The transmission input shaft 41 is in a connected state in which it rotates integrally.

  On the other hand, when the clutch pedal 53 is depressed, fluid pressure is generated in the master cylinder 55 and fluid pressure is also generated in the slave cylinder 38. Then, the push rod 38a of the slave cylinder 38 presses the release bearing 37 toward the diaphragm spring 34 side. Then, the leaf spring portion 34b is deformed with the connection portion with the inner peripheral edge of the plate portion 33b as a fulcrum, and the urging force for urging the clutch disc 32 to the flywheel 31 is reduced, and finally becomes zero.

  As shown in FIG. 2, as the clutch stroke, which is the stroke of the master cylinder 55, increases, the clutch transmission torque Tc transmitted from the output shaft 21 to the transmission input shaft 41 by the clutch 3 decreases, and the urging force becomes zero. Then, the clutch transmission torque Tc becomes 0, and the clutch 3 is completely disconnected. Thus, the clutch 3 of the present embodiment is a normally closed clutch in which the clutch 3 is in a connected state when the clutch pedal 53 is not depressed.

  The manual transmission 4 is a stepped transmission that selectively switches between a plurality of gear stages having different gear ratios between the transmission input shaft 41 and the transmission output shaft 42. One of the transmission input shaft 41 and the transmission output shaft 42 includes a plurality of idle gears that can freely rotate with respect to the shaft and a plurality of fixed gears that mesh with the idle gear and cannot rotate with respect to the shaft. Neither is shown).

  The manual transmission 4 includes a selection mechanism that selects one of the plurality of idle gears and fits the attached shaft in a non-rotatable manner. With this configuration, the transmission input shaft 41 rotates in conjunction with the drive wheels 18R and 18L. Further, the manual transmission 4 includes a shift operation mechanism (not shown) that converts a driver's operation of the shift lever 45 into a force for operating the selection mechanism.

  In the vicinity of the transmission input shaft 41, a transmission input shaft rotational speed sensor 43 that detects the rotational speed of the transmission input shaft 41 (transmission input shaft rotational speed Ni) is provided. The transmission input shaft rotational speed Ni (clutch rotational speed Nc) detected by the transmission input shaft rotational speed sensor 43 is output to the control unit 10.

  In the vicinity of the transmission output shaft 42, a transmission output shaft rotational speed sensor 46 for detecting the rotational speed of the transmission output shaft 42 (transmission output shaft rotational speed No) is provided. The transmission output shaft rotational speed No detected by the transmission output shaft rotational speed sensor 46 is output to the control unit 10.

  The control unit 10 performs overall control of the vehicle. The control unit 10 has a storage unit (all not shown) composed of a CPU, RAM, ROM, nonvolatile memory, and the like. The CPU executes programs corresponding to the flowcharts shown in FIGS. 5, 7, 8, 10, and 12. The RAM temporarily stores variables necessary for executing the program. The storage unit stores the above-mentioned program, “clutch transmission torque mapping data” shown in FIG. 2, and mapping data shown in FIGS. 6, 9, 11, and 13.

  The control unit 10 calculates a requested engine torque Ter, which is the torque of the engine 2 requested by the driver, based on the accelerator opening Ac of the accelerator sensor 52 based on the operation of the accelerator pedal 51 of the driver. Then, the control unit 10 adjusts the opening S of the throttle valve 22 based on the required engine torque Ter, adjusts the intake air amount, adjusts the fuel injection amount of the fuel injection device 28, and controls the ignition device. .

  Thereby, the supply amount of the air-fuel mixture containing fuel is adjusted, the engine torque Te output from the engine 2 is adjusted to the required engine torque Ter, and the engine rotation speed Ne is adjusted. When the accelerator pedal 51 is not depressed (accelerator opening Ac = 0), the engine rotation speed Ne is maintained at an idling rotation speed (for example, 700 rpm).

  The control unit 10 refers to the clutch stroke Cl detected by the clutch sensor 54 in “clutch transmission torque mapping data” that represents the relationship between the clutch stroke Cl and the clutch transmission torque Tc shown in FIG. Calculates a clutch transmission torque Tc that is a torque that can be transmitted from the output shaft 21 to the transmission input shaft 41.

  The control unit 10 calculates the vehicle speed V based on the transmission output shaft rotational speed No detected by the transmission output shaft rotational speed sensor 46. The control unit 10 subtracts the transmission input shaft rotational speed Ni detected by the transmission input shaft rotational speed sensor 43 from the engine rotational speed Ne detected by the engine rotational speed sensor 23, thereby obtaining the differential rotational speed of the clutch 3. The clutch differential rotation speed Δc is calculated. That is, the clutch differential rotation speed Δc is the differential rotation speed of the clutch 3, that is, the differential rotation speed between the output shaft 21 and the transmission input shaft 41.

  Configuration including engine 2, clutch 3, manual transmission 4, control unit 10, clutch pedal 53, clutch sensor 54, master cylinder 55, accelerator pedal 51, accelerator sensor 52, brake pedal 56, brake sensor 57, and hydraulic pipe 58 This is the vehicle drive device 1 of the present embodiment.

(Outline of this embodiment)
Below, the outline | summary of this embodiment is demonstrated using FIG.3 and FIG.4. When the vehicle starts, the vehicle speed V is less than a predetermined value, the brake pedal 56 is not depressed, and the clutch differential rotation speed Δc is a predetermined value or more, that is, the vehicle is in a start state, and the clutch 3 is a half clutch. If it is in a state, that is, if there is a possibility that an engine stall that stops the engine 2 occurs, “torque up control” is executed.

  “Torque-up control” means, as shown in FIG. 3, an engine torque Te (torque indicated by a one-dot chain line in FIG. 3 (1)) calculated by a requested engine torque Ter calculated based on the driver's operation of the accelerator pedal 51. In comparison, as shown by the solid line in FIG. 3 (2), the control is to increase the engine torque Te ((3) in FIG. 3).

  As described above, when there is a concern that an engine stall that stops the engine 2 occurs, or when the start operation is inadvertently performed at a low engine speed, the engine torque Te generated by the engine 2 is increased. ((3) in FIG. 3), the engine starts while automatically maintaining a suitable engine speed while preventing engine stall.

  Specifically, when starting the vehicle, the control unit 10 differs from the other states, as shown in FIG. 4, the clutch transmission torque Tc, the engine speed increase required torque Ten, and the maintenance torque Tk. By adding, start engine torque Tes1 is calculated. Then, the control unit 10 controls the engine 2 so that the engine torque Te becomes the starting engine torque Tes1.

  The engine speed increase required torque Ten is a torque required to increase the engine 2 rotation speed to the target engine rotation speed Net, that is, a torque required to increase the engine speed to an optimum speed for starting. is there. The maintenance torque Tk maintains the target engine rotational speed Net when “torque up control” and “restricted torque up control” described later are executed in addition to the clutch transmission torque Tc and the engine speed increase required torque Ten. This torque is necessary for the calculation, and is calculated by a load by an auxiliary machine connected to the output shaft 21 of the engine 2.

  When the clutch transmission torque Tc suddenly increases due to the driver suddenly releasing the clutch pedal 53 from the state of FIG. 4A, as shown in FIG. 4B, the clutch transmission torque. The starting engine torque Tes1 increases as Tc increases. That is, in this embodiment, when the clutch transmission torque Tc increases, the start engine torque Tes1 increases without waiting for the engine rotation speed Ne to decrease. For this reason, a decrease in the engine speed Ne is prevented, an engine stall is avoided, and a suitable engine speed is maintained. This will be described in more detail with reference to the flowchart shown in FIG.

(Clutch / engine cooperative control)
The “clutch / engine cooperative control” will be described below with reference to the flowchart of FIG. When the ignition key of the vehicle is set to NO and the engine 2 is started, “clutch / engine cooperative control” starts, and the program proceeds to S11.

  In S11, when the control unit 10 determines that the brake pedal 56 is not depressed and no braking force is generated in the brake device 19 (brake OFF) based on the detection signal of the brake sensor 57, ( (S11: YES), the program proceeds to S12. On the other hand, if it is determined that the brake pedal 56 is depressed and braking force is generated by the brake device 19 (brake ON) (S11: NO), the program proceeds to S18.

  In S12, when the control unit 10 determines that the clutch transmission torque Tc is not 0 (the clutch 3 is not completely disengaged) based on the detection signal from the clutch sensor 54 (S12: YES), the program proceeds to S13. . On the other hand, if the control unit 10 determines that the clutch transmission torque Tc is 0 (the clutch 3 is completely disengaged) (S12: NO), the control unit 10 advances the program to S18.

  In S13, when the control unit 10 determines that the vehicle speed V is equal to or lower than a predetermined specified speed (for example, 20 km / h) (S13: YES), the program proceeds to S14, and the vehicle speed V is faster than the specified speed. If it is determined (S13: NO), the program proceeds to S18.

  In S14, the control unit 10 determines that the clutch differential rotational speed Δc is a specified differential rotational speed A (for example, 500 rpm) based on detection signals output from the engine rotational speed sensor 23 and the transmission input shaft rotational speed sensor 43. ) If it is determined that the above is true (S14: YES), the program proceeds to S15. On the other hand, if the control unit 10 determines that the clutch differential rotation speed Δc is less than the specified differential rotation speed A (S14: NO), the program proceeds to S18.

  If the controller 10 determines in S15 that the engine rotational speed Ne is less than the first specified rotational speed N1 (for example, 1100 rpm), the program proceeds to S16. If the controller 10 determines that the engine speed Ne is equal to or higher than the first specified speed N1 and lower than the second specified speed N2, the program proceeds to S17. If the controller 10 determines that the engine rotational speed Ne is equal to or higher than the second specified rotational speed N2, the control unit 10 advances the program to S18.

  The second specified rotational speed N2 is a rotational speed that is faster than the first specified rotational speed N1. The second specified rotation speed N2 is calculated by referring to “second specified rotation speed setting data” that represents the relationship between the accelerator opening degree Ac and the second specified rotation speed N2 shown in FIG. That is, the second specified rotational speed N2 is set to be faster as the accelerator opening degree Ac is larger. If the current accelerator opening Ac detected by the accelerator sensor 52 is between the accelerator openings specified in the “second specified rotational speed setting data” shown in FIG. The second specified rotational speed N2 is calculated by linearly interpolating the second specified rotational speed N2 corresponding to the accelerator opening on both sides of Ac.

  In S16, the control unit 10 executes “torque up control”. The “torque up control” will be described with reference to the flowchart shown in FIG. When S16 ends, the program returns to S11.

  In S <b> 17, the control unit 10 executes “limit torque up control”. The “limit torque up control” will be described with reference to the flowchart shown in FIG. When S17 ends, the program returns to S11.

  In S <b> 18, when either “torque up control” or “limit torque up control” has started, the control unit 10 ends the started control. Then, the control unit 10 performs “normal engine control”. That is, the control unit 10 controls the engine 2 so that the engine torque Te becomes the required engine torque Ter calculated by the driver's operation of the accelerator pedal 51. When S18 ends, the program returns to S11.

(Torque-up control)
The “torque up control” will be described below with reference to the flowchart of FIG. When “torque up control” starts, the program proceeds to S16-1.

  In S16-1, the control unit 10 calculates the clutch transmission torque Tc by referring to the clutch stroke Cl detected by the clutch sensor 54 in the "clutch transmission torque mapping data" shown in FIG. When S16-1 ends, the program proceeds to S16-2.

  In S16-2, the control unit 10 calculates the engine speed increase required torque Ten. The calculation of the engine speed increase required torque Ten will be described with reference to the flowchart of “engine speed increase required torque calculation process” shown in FIG.

When the “engine speed increase required torque calculation process” starts, the program proceeds to S21.
In S21, the control unit 10 calculates a target engine rotation speed Net. The target engine speed Net is a control target for the engine speed Ne. Specifically, the control unit 10 sets the accelerator opening degree Ac detected by the accelerator sensor 52 to “target engine rotation speed setting data that represents the relationship between the accelerator opening degree Ac and the target engine rotation speed Net shown in FIG. ”Is referred to for calculation.

  That is, the target engine speed Net is set to be faster as the accelerator opening degree Ac is larger. When the current accelerator opening Ac detected by the accelerator sensor 52 is between the “accelerator opening” defined in the “target engine speed setting data” shown in FIG. The target engine speed Net is calculated by linearly interpolating the "target engine speed" corresponding to the "accelerator opening" on both sides of the degree Ac. When S22 ends, the program proceeds to S22.

  In S22, the control unit 10 calculates an engine speed change ωe that is a time change of the engine speed Ne. Specifically, the control unit 10 calculates a time Tn required to increase the current engine speed Ne to the target engine speed Net calculated in S21 when the engine 2 exhibits the maximum capacity. . Next, the control unit 10 calculates the engine rotational speed change ωe by dividing the value obtained by subtracting the current engine rotational speed Ne from the target engine rotational speed Net by the above-described necessary time Tn. When S22 ends, the program proceeds to S23.

In S23, the control unit 10 calculates the engine speed increase required torque Ten based on the following equation (1).
Ten = Ie × ωe (1)
Ten ... Ten required for engine speed increase Ten
Ie ... Engine inertia ωe ... Engine speed change

  The engine inertia Ie is the moment of inertia of the rotating member of the engine 2. The rotating member of the engine 2 includes a crankshaft, a connecting rod, a piston, an output shaft 21, a flywheel 31, a clutch cover 33, a pressure plate 35, and a diaphragm spring 34. The engine inertia Ie is set in advance. When S23 ends, S16-2 in FIG. 7 ends, and the program proceeds to S16-3.

  In S16-3, the control unit 10 calculates the maintenance torque Tk. The maintenance torque Tk is a torque necessary for maintaining the target engine speed Net in addition to the clutch transmission torque Tc and the engine speed increase required torque Ten. The calculation of the maintenance torque Tk will be described with reference to the flowchart of the “maintenance torque calculation process” shown in FIG.

When the “maintenance torque calculation process” starts, the program proceeds to S31.
In S31, the control unit 10 calculates the engine friction torque Tef based on the current oil temperature t and the current engine speed Ne. When S31 ends, the program proceeds to S32.

  In S32, the control unit 10 calculates the auxiliary machine torque Ta. The auxiliary machine torque Ta is a torque necessary for driving the auxiliary machine connected to the output shaft 21 of the engine 2 and is a total of the friction torque and the inertia torque of the auxiliary machine. Below, the calculation method of the compressor auxiliary machine torque Tac of the compressor 27a of the air conditioner 27 which is one of the auxiliary machines is demonstrated. The control unit 10 refers to the current engine rotation speed Ne by referring to “compressor auxiliary machine torque calculation data” representing the relationship between the “engine rotation speed” and the “compressor auxiliary machine torque” shown in FIG. The auxiliary machine torque Tac is calculated.

  Note that the higher the engine speed Ne, the larger the compressor accessory torque Tac is set. Further, the Tac compressor accessory torque Tac is set larger when the air conditioner is ON than when the air conditioner is OFF. If the current engine speed Ne is between the “engine speeds” defined in the “compressor auxiliary machine torque calculation data” shown in FIG. 11, “ The compressor accessory torque Tac is calculated by linearly interpolating the “compressor accessory torque” corresponding to the “engine speed”.

  In the same manner as the calculation method of the compressor auxiliary equipment torque Tac, the control unit 10 performs the auxiliary operation connected to the output shaft 21 of the engine 2 and the generator auxiliary equipment torque Tag of the generator 26 which is one of the auxiliary equipment. Calculate the auxiliary torque of the machine. Then, the control unit 10 calculates the auxiliary machine torque Ta by adding up the compressor auxiliary machine torque Tac, the generator auxiliary machine torque Tag, and the like. When S32 ends, the program proceeds to S33.

  In S33, the control unit 10 calculates the adjustment torque α. The adjustment torque α is a torque necessary in addition to the engine friction torque Tef and the auxiliary machine torque Ta, and is calculated based on information such as the engine rotation speed Ne. When S33 ends, the program proceeds to S34.

In S34, the control unit 10 calculates the maintenance torque Tk based on the following expression (2).
Tk = Tef + Ta + Tα (2)
Tk: Maintenance torque Tef: Engine friction torque Ta: Auxiliary machine torque Tα: Adjustment torque When S34 ends, S16-3 in FIG. 7 ends, and the program proceeds to S16-4.

In S16-4, the control unit 10 calculates the starting engine torque Tes1 based on the following equation (3).
Tes1 = Tc + Ten + Tk (3)
Tes1 = Starting engine torque Tc = Clutch transmission torque Ten = Torque required to increase engine speed Tk = Maintenance torque When S16-4 is completed, the program proceeds to S16-5.

  In S16-5, when the control unit 10 determines that the starting engine torque Tes1 is larger than the required engine torque Ter (S16-5: YES), the control unit 10 advances the program to S16-6, and the starting engine torque Tes1 is the required engine torque. If it is determined that the torque is equal to or lower than the torque Ter (S16-5: NO), the program proceeds to S16-7.

  In S16-6, the control unit 10 controls the throttle valve 22, the fuel injection device 28, and the ignition device so that the engine torque Te generated by the engine 2 becomes the starting engine torque Tes1 calculated in S16-4. . When S16-6 ends, the program returns to S11 of FIG.

  In S16-7, the control unit 10 controls the throttle valve 22, the fuel injection device 28, and the ignition device so that the engine torque Te generated by the engine 2 becomes the required engine torque Ter. When S16-8 ends, the program returns to S11 of FIG.

(Limit torque up control)
The “limit torque up control” will be described below using the flowchart shown in FIG. When “limit torque up control” starts, the program proceeds to S17-1.

  In S17-1, the control unit 10 calculates the starting engine torque Tes1. The calculation method of the starting engine torque Tes1 is the same as the processing of S16-1 to S16-4 of “torque up control” shown in FIG. When S17-1 ends, the program proceeds to S17-2.

In S17-2, the control unit 10 corrects the starting engine torque Tes1 based on the current engine speed Ne. This will be specifically described below. The controller 10 calculates the first rotational speed difference Δa by subtracting the first specified rotational speed N1 from the current engine rotational speed Ne ((4) in FIG. 3) based on the following equation (4). .
Δa = Ne−N1 (4)
Δa: First rotational speed difference Ne: Current engine rotational speed N1: First specified rotational speed

Next, the control unit 10 subtracts the current engine rotational speed Ne ((4) in FIG. 3) from the second specified rotational speed N2 based on the following formula (5), thereby obtaining the second rotational speed difference Δb. Is calculated.
Δb = N2-Ne (5)
Δb: Second rotational speed difference N2: Second specified rotational speed Ne: Current engine rotational speed

Then, the control unit 10 substitutes the required engine torque Ter, the start engine torque Tes1, the first rotation speed difference Δa, and the second rotation speed difference Δb into the following equation (6), thereby obtaining the corrected start engine torque Tes2. Calculate.
Tes2 = (Tes1 × Δb + Ter × Δa) / (Δa + Δb) (6)
Tes2: Modified start engine torque Tes1: start engine torque Ter: Requested engine torque Δa: First rotation speed difference Δb: Second rotation speed difference When S17-2 ends, the program proceeds to S17-3.

  In S17-3, when the control unit 10 determines that the corrected start engine torque Tes2 is larger than the required engine torque Ter (S17-3: YES), the control unit 10 advances the program to S17-4, and the corrected start engine torque Tes2 is If it is determined that it is equal to or less than the required engine torque Ter (S17-3: NO), the program proceeds to S17-5.

  In S17-4, the control unit 10 controls the throttle valve 22, the fuel injection device 28, and the ignition device so that the engine torque Te generated by the engine 2 becomes the modified start engine torque Tes2 calculated in S17-2. To do. When S17-4 ends, the program returns to S11 of FIG.

  In S17-5, the control unit 10 controls the throttle valve 22, the fuel injection device 28, and the ignition device so that the engine torque Te generated by the engine 2 becomes the required engine torque Ter. When S17-5 ends, the program returns to S11 of FIG.

(Explanation when vehicle starts)
The “clutch / engine cooperative control” at the time of starting the vehicle will be described below with reference to FIGS. 2, 5, and 13.

<Elapsed time T1>
In this state, since the brake pedal 56 is depressed, it is determined NO in S11 of FIG. 5, and the control of the engine 2 depends on the driver's accelerator operation. In this state, since the accelerator pedal 51 is not depressed, the engine rotation speed Ne is an idling rotation speed (for example, 700 rpm).

<Elapsed time T2>
In this state, since the clutch 3 is completely disengaged, NO is determined in S12 of FIG. 5, and the control of the engine 2 depends on the accelerator operation of the driver. Since the accelerator pedal 51 is depressed, the engine rotational speed Ne and the engine torque Te corresponding to the accelerator opening degree Ac are obtained.

<Elapsed time T3>
In this state, since the clutch 3 is in the half-clutch state, YES is determined in S12 of FIG. 5, and then the clutch differential rotation speed Δc is equal to or higher than a specified differential rotation speed A (for example, 500 rpm). Therefore, YES is determined in the determination of S14. Since the engine rotational speed Ne is less than the first specified rotational speed N1 (for example, 1100 rpm), the process proceeds to S16 in the determination of S14, and “torque up control” is started. In the “torque up control”, when it is determined that the starting engine torque Tes1 is larger than the required engine torque Ter (S16-5: YES in FIG. 7), the engine 2 is controlled to become the starting engine torque Tes1. Is done.

<Elapsed time T4>
In this state, the engine rotational speed Ne exceeds the first specified rotational speed N1 (for example, 1100 rpm), so in the determination of S14 in FIG. Is done. When it is determined in the “limit torque increase control” that the corrected start engine torque Tes2 is larger than the required engine torque Ter (S17-3: YES in FIG. 12), the engine is set so as to be the corrected start engine torque Tes2. 2 is controlled.

<Elapsed time T5>
In this state, the engine rotational speed Ne exceeds the second specified rotational speed N2 (for example, 1400 rpm), so the process proceeds to S18 in the determination of S14 in FIG. Thus, “normal engine control” is performed. Therefore, the engine 2 is controlled so that the required engine torque Ter calculated based on the accelerator opening degree Ac is obtained.

<Elapsed time after T5>
Thereafter, the clutch differential rotation speed Δc decreases, and finally, the clutch 3 synchronizes and the clutch differential rotation speed Δc becomes zero. When the driver releases the clutch pedal 53, the clutch 3 is completely engaged (T7).

(Effect of this embodiment)
As is clear from the above description, the control unit 10 (starting engine torque calculating means) calculates the starting engine torque Tes1 based on the clutch transmission torque Tc in S16-4 of FIG. When the control unit 10 (engine control means) determines that the clutch differential rotational speed Δc is in the half-clutch state where the clutch differential rotational speed Δc is equal to or greater than the specified differential rotational speed A (YES determination in S14 of FIG. 5), FIG. In S16-6, the engine 2 is controlled so that the engine torque Te becomes the starting engine torque Tes1.

  Thus, at the time of start when the clutch 3 is in the half-clutch state, the engine 2 is controlled to be the start engine torque Tes1 calculated according to the clutch transmission torque Tc. Thus, when the driver suddenly releases the clutch pedal 53 and the clutch transmission torque Tc increases, the starting engine torque Tes1 also increases. For this reason, the start engine torque Tes1 increases without waiting for a decrease in the engine rotation speed Ne accompanying an increase in the clutch transmission torque Tc, so that a decrease in the engine rotation speed Ne can be prevented and an engine stall can be prevented. Can be prevented.

  Further, the control unit 10 (necessary engine speed increase torque calculating means) needs to increase the engine speed, which is a torque required to increase the engine speed Ne in the “engine speed increase required torque calculation process” in FIG. Torque Ten is calculated. Then, the control unit 10 (starting engine torque calculating means) calculates the starting engine torque Tes1 in consideration of the engine speed increase required torque Ten in S16-4 of FIG.

  Thus, in the half-clutch state, the starting engine torque Tes1 to which the engine rotational speed increase necessary torque Ten for increasing the engine rotational speed Ne is added is calculated. For this reason, even if the engine rotational speed Ne is reduced in the half-clutch state, the engine rotational speed Ne can be recovered, and the engine rotational speed Ne is prevented from continuing to decrease. be able to. For this reason, engine stall can be prevented more reliably.

  Further, the control unit 10 (maintenance torque calculation means) calculates a maintenance torque Tk based on various loads acting on the engine 2 in the “maintenance torque calculation process” shown in FIG. Then, the control unit 10 (starting engine torque calculating means) calculates the starting engine torque Tes1 in consideration of the maintenance torque Tk in S16-4 of FIG.

  Thereby, for example, when the load of the engine 2 increases due to the operation of the generator 26 and the compressor 27a which are auxiliary machines driven by the engine 2, the starting engine torque to which the maintenance torque Tk based on the load is added. Tes1 is calculated. For this reason, in the half-clutch state, a decrease in the engine rotation speed Ne can be more reliably prevented, and an engine stall can be more reliably prevented.

  Further, when the control unit 10 (engine control means) determines that the required engine torque Ter is larger than the starting engine torque Tes1 and 2 (determined as YES in S16-5 in FIG. 7 and S17-3 in FIG. 12). Then, the engine 2 is controlled so as to obtain the required engine torque Ter.

  As a result, when the required engine torque Ter is larger than the starting engine torque Tes1 and 2, the engine 2 is controlled to be the required engine torque Ter reflecting the driver's intention. For this reason, since engine torque Te does not deviate from the driver's intention, the driver's uncomfortable feeling can be suppressed. In the above case, the engine stall does not occur because the required engine torque Ter is larger than the starting engine torque Tes1.

  Further, when the control unit 10 (corrected start engine torque calculation means) determines that the engine rotational speed Ne is equal to or higher than the first specified rotational speed N1 and lower than the second specified rotational speed N2 (in S15 of FIG. 5). In S17-2 of FIG. 12, based on the above equations (4) to (6), the closer the engine rotational speed Ne is from the first specified rotational speed N1 to the second specified rotational speed, A corrected start engine torque Tes2 is calculated such that the influence of the required engine torque Ter is greater than the start engine torque Tes1. Then, in S17-4 of FIG. 12, the control unit 10 executes “limit torque up control” for controlling the engine 2 so that the engine torque Te becomes the corrected start engine torque Tes2.

  As a result, when the engine speed Ne gradually increases from the idling rotation speed when the vehicle starts, the influence of torque increase due to “torque up control” gradually decreases from “torque up control”. After “torque-up control”, the process proceeds to “normal control”. For this reason, an abrupt change of the engine torque Te can be prevented, and the driver's uncomfortable feeling can be suppressed.

  Further, when the brake pedal 56 (braking force operating means) is stepped on (determined NO in S11 of FIG. 5), the control unit 10 executes “normal control” in S18.

  As a result, when the brake pedal 56 is depressed and braking force is applied to the vehicle, “torque up control” and “limit torque up control” for preventing engine stall are not executed. For this reason, for example, when it becomes necessary to stop the vehicle immediately at the time of emergency braking or the like, the control that does not force the engine 2 to stall is not executed, so the vehicle can be stopped safely.

  Further, the clutch stroke Cl, which is the operation amount of the clutch pedal 53 detected by the clutch sensor 54 (clutch transmission torque acquisition means), is detected. The control unit 10 obtains the clutch transmission torque Tc by referring to the clutch stroke Cl in the “clutch transmission torque mapping data” shown in FIG. As a result, the clutch transmission torque Tc can be reliably acquired by a simple structure / method.

  Further, in S15 of FIG. 5, the control unit 10 refers to the accelerator opening degree Ac in the “second specified rotation speed setting data” to acquire the second specified rotation speed N2. Thus, the second specified rotational speed N2 is set faster as the accelerator opening Ac increases.

  As a result, when the driver operates the accelerator pedal 51 greatly and requests a large engine torque Te, the upper limit of the engine rotation speed Ne at which the “limit torque-up control” intervenes increases. For this reason, even if the upper limit of the engine rotation speed Ne that increases the engine torque Te as compared with the “normal control” is increased by “limit torque up control”, the driver does not feel strange. For this reason, it is possible to increase the region of the engine speed Ne where the “limit torque up control” intervenes while suppressing the driver's uncomfortable feeling, and it is possible to more reliably prevent the engine stall.

  Further, the control unit 10 refers to the accelerator opening degree Ac in “target engine rotation speed setting data” shown in FIG. 9 in S21 of FIG. 8, so that the larger the accelerator opening degree Ac, the higher the target engine rotation speed. Set Net. Then, in S22 and S23, the control unit 10 calculates the engine speed increase required torque Ten based on the target engine speed Net.

  Thus, when the driver depresses the accelerator pedal 51 greatly and requests a higher engine rotational speed Ne, the starting engine torques Tes1 and 2 are calculated such that the engine rotational speed Ne increases. For this reason, the engine speed Ne is controlled according to the driver's intention, and the driver does not feel uncomfortable.

  If the control unit 10 determines in S13 of FIG. 5 that the vehicle speed V is higher than a predetermined specified speed (NO in S13), the control unit 10 executes “normal control” in S18.

  As a result, when the vehicle speed V is higher than the specified vehicle speed at which engine stall does not occur, “torque up control” and “limit torque up control” are not executed. For this reason, when the driver operates the half-clutch at a speed (for example, 40 km / h) at which engine stall is unlikely to occur, execution of “torque up control” and “limit torque up control” is performed. This prevents the driver from feeling uncomfortable.

  Further, as described above, since the starting engine torque Tes1 is calculated based on the clutch transmission torque Tc, the engine speed Ne increases rapidly even though the driver does not step on the accelerator. This prevents the driver from feeling uncomfortable. Further, it is possible to prevent the deterioration of the fuel consumption of the vehicle due to the rapid increase in the engine rotation speed Ne.

(Another embodiment)
Hereinafter, an embodiment different from the embodiment described above will be described.
In the embodiment described above, the engine speed increase required torque Ten is the inertia torque of the engine 2 necessary for raising the current engine speed to the target engine speed, and the engine inertia Ie and the engine speed change Calculated from ωe. However, the engine rotational speed increase necessary torque Ten is calculated by referring to the “engine rotational speed increase necessary torque calculation data” shown in FIG. 13 for the difference rotational speed between the target engine rotational speed Net and the current engine rotational speed Ne. In any case, there is no problem.

  It should be noted that as the difference rotational speed between the target engine rotational speed Net and the current engine rotational speed Ne increases, the engine rotational speed increase necessary torque Ten is set to be larger. Further, when the differential rotational speed between the target engine rotational speed Net and the current engine rotational speed Ne is negative, that is, when the differential rotational speed of the current engine rotational speed Ne is higher than the target engine rotational speed Net, the engine rotational speed is The required increase torque Ten is zero. As in the above-described embodiment, the required engine speed increase torque Ten is calculated by linear interpolation based on “engine speed increase required torque calculation data”.

  In the embodiment described above, based on the above equation (6), the required engine torque Ter and the start are determined in accordance with the ratio of the differential rotation between the current engine speed and the first specified speed N1 or the second specified speed N2. The corrected start engine torque Tes2 is calculated by proportionally distributing the engine torque Tes1. However, by other methods, based on the required engine torque Ter and the starting engine torque Tes1, the engine starts faster than the required engine torque Ter as the engine speed Ne becomes closer to the first specified speed N1 from the second specified speed N2. There is no problem even if the modified start engine torque Tes2 is calculated such that the influence degree of the engine torque Tes1 becomes large.

  In this embodiment, when the current engine speed Ne decreases and deviates from the target engine speed Net, a larger engine speed increase required torque Net is set. For this reason, a decrease in the engine speed Ne can be reliably prevented. Further, when the current engine speed Ne is faster than the target engine speed Net, the engine speed increase required torque Ten is 0. Therefore, the engine Ne is not wasted and the speed Ne is not increased. Fuel consumption, noise, and driver discomfort can be prevented.

  In the embodiment described above, the operating force of the clutch pedal 53 is transmitted to the release bearing 37 via the master cylinder 55, the hydraulic pressure pipe 58 and the slave cylinder 38. However, there may be an embodiment in which the operating force of the clutch pedal 53 is transmitted to the release bearing 37 via mechanical elements such as a wire, a rod, and a gear.

  In the embodiment described above, the clutch stroke Cl detected by the clutch sensor 54 is referred to “clutch transmission torque mapping data” representing the relationship between the clutch stroke Cl and the clutch transmission torque Tc shown in FIG. The clutch transmission torque Tc is calculated. However, as disclosed in Japanese Patent Application Laid-Open No. 2008-157184, there is no problem even in an embodiment in which the clutch transmission torque Tc is predicted based on the amount of change per hour of the clutch stroke Cl and the required engine torque Ter is predicted. .

  In the embodiment described above, the clutch transmission torque Tc is calculated based on the detection signal of the clutch sensor 54. However, the clutch transmission torque is determined based on information such as the engine inertia Ie, the engine friction torque Tef, the rotation speed of the transmission input shaft 41 at the start of engagement, the current rotation speed of the transmission input shaft 41, and the elapsed time from the start of engagement. There is no problem even if Tc is calculated.

  In the embodiment described above, the clutch sensor 54 detects the stroke amount of the master cylinder 55. However, the clutch sensor 54 may be a sensor that detects the operation amount of the clutch pedal 53, the master pressure of the master cylinder 55, the stroke or fluid pressure of the slave cylinder 38, and the stroke amount of the release bearing 37.

  In the embodiment described above, the control unit 10 calculates the vehicle speed V based on the transmission output shaft rotational speed No detected by the transmission output shaft rotational speed sensor 46. However, the control unit 10 calculates the vehicle speed V based on the wheel rotation speed detected by the wheel speed sensor that detects the rotation speed of the wheel and the sensor that detects the rotation speed of the shaft that rotates in conjunction with the wheel. However, the embodiment may be used.

  In the embodiment described above, the oil temperature of the oil that lubricates the engine 2 is detected by the oil temperature sensor 25. However, there may be an embodiment in which the oil temperature of the oil is estimated based on a detection signal from a water temperature sensor that detects the temperature of the cooling water circulating in the engine 2.

  In the embodiment described above, the clutch operating member that transmits the operating force of the driver to the clutch 3 is the clutch pedal 53. However, the clutch operating member is not limited to the clutch pedal 53, and may be a clutch lever, for example. Similarly, instead of the accelerator pedal 51 for adjusting the accelerator opening degree Ac, for example, an accelerator grip for adjusting the accelerator opening degree Ac may be used. It goes without saying that the technical idea of the present invention can be applied even if the vehicle drive device of the present embodiment is applied to a motorcycle or other vehicles.

  In the embodiment described above, the single control unit 10 controls the engine 2 and executes “clutch / engine cooperative control” shown in FIG. However, in the embodiment, the engine control unit controls the engine 2 and the control unit 10 connected to the engine control unit by a communication means such as CAN (Controller Area Network) executes “clutch / engine cooperative control”. There is no problem.

  In the embodiment described above, the vehicle has the manual transmission 4. However, it goes without saying that the technical idea of the present invention can also be applied to a vehicle that does not have the manual transmission 4 but has an input shaft that rotates in conjunction with the drive wheels 18R and 18L and is connected to the clutch disk 32.

  In the embodiment described above, the present invention is applied when the vehicle starts. However, when the vehicle is traveling slowly or at a slow speed, such as during traffic jams, when entering the garage, etc., the driver performs an operation of sliding the clutch appropriately using a half-clutch to prevent an excessive decrease in engine speed. Needless to say, the technical idea of the present invention is applicable.

DESCRIPTION OF SYMBOLS 1 ... Vehicle drive device, 2 ... Engine, 3 ... Clutch, 10 ... Control part (Request engine torque calculation means, start engine torque calculation means, engine control means, clutch transmission torque acquisition means, engine rotation speed increase required torque calculation means , Load acquisition means, maintenance torque calculation means), 19 ... brake device (braking force application means), 21 ... output shaft, 25 ... oil temperature sensor (load acquisition means), 41 ... transmission input shaft (input shaft), 46 ... Transmission output shaft rotation speed sensor (vehicle speed detection means) 51 ... Accelerator pedal (engine operation means) 52 ... Accelerator sensor (required engine torque calculation means) 53 ... Clutch pedal (clutch operation member) 54 ... Clutch sensor (Clutch transmission torque acquisition means, clutch operation amount detection means), 56... Brake pedal (brake operation means), 57. Rekisensa (brake operation amount detecting means)
t ... oil temperature V ... vehicle speed A ... specified differential rotational speed N1 ... first specified rotational speed N2 ... second specified rotational speed Δc ... clutch differential rotational speed Te ... engine torque Ter ... requested engine torque Tes1 ... starting engine torque (torque up) During control)
Tes2 ... Modified start engine torque (during limit torque up control)
Tc: Clutch transmission torque Ten: Torque required for engine speed increase Tk: Maintenance torque Ie: Engine inertia Net: Target engine speed ωe: Engine speed change Tef: Engine friction torque Ta: Auxiliary torque Tα: Adjustment torque

Claims (10)

An engine that outputs engine torque to the output shaft;
Engine operating means for variably operating the engine torque output by the engine;
An input shaft that rotates in conjunction with the rotation of the drive wheels of the vehicle;
A clutch provided between the output shaft and the input shaft, the clutch transmitting torque between the output shaft and the input shaft being variable;
Clutch operating means for variably operating the clutch transmission torque;
A vehicle drive device comprising: clutch transmission torque acquisition means for acquiring the clutch transmission torque generated by the clutch;
Requested engine torque calculation means for calculating a required engine torque that is a required torque of the engine based on an operation amount of the engine operation means;
Start engine torque calculating means for calculating a start engine torque based on the clutch transfer torque acquired by the transfer torque acquiring means;
When the clutch differential rotational speed, which is the differential rotational speed between the output shaft and the input shaft, is equal to or greater than a predetermined specified differential rotational speed and the engine rotational speed is less than the first specified rotational speed, the starting engine Torque-up control is performed by controlling the engine so as to obtain torque, and when the clutch differential rotational speed is less than the specified differential rotational speed, the engine is controlled so as to satisfy the required engine torque. An engine control means for executing normal control. In claim 1,
An engine rotation speed increase required torque calculating means for calculating an engine rotation speed increase required torque that is a torque necessary for increasing the engine rotation speed;
The starting engine torque calculating means is a vehicle drive device that calculates the starting engine torque in consideration of an engine rotational speed increase required torque. In claim 1 or claim 2,
Load acquisition means for acquiring a load acting on the engine;
Based on the load, in addition to the clutch transmission torque and the engine speed increase required torque, a maintenance torque calculating means for calculating a maintenance torque that is a torque necessary for maintaining the engine rotation speed,
The starting engine torque calculating means calculates the starting engine torque in consideration of the maintenance torque. In any one of Claims 1-3,
The engine control means is a vehicle drive device that controls the engine to be the required engine torque when the required engine torque is greater than the starting engine torque. In any one of Claims 1-4,
When the engine rotation speed is equal to or higher than the first specified rotation speed and less than the second specified rotation speed that is higher than the first specified rotation speed, the engine rotation speed is set to the first rotation speed based on the starting engine torque and the required engine torque. There is a modified start engine torque calculating means for calculating a corrected start engine torque such that the degree of influence of the required engine torque becomes larger than the start engine torque as the first specified rotation speed is closer to the second specified rotation speed. ,
The engine control means includes
When the engine rotation speed is equal to or higher than the first specified rotation speed and less than the second specified rotation speed, the engine is controlled so that the corrected starting engine torque is obtained, and the limit torque up control is executed.
The vehicle drive device that executes the normal control when the engine rotation speed is equal to or higher than the second specified rotation speed. In any one of Claims 1-5,
Braking force applying means for applying a braking force to the vehicle;
Braking force operating means for variably operating the braking force of the braking force applying means,
The engine control means is a vehicle drive device that executes normal control when the braking force operation means is operated. In any one of Claims 1-6,
The vehicle drive device, wherein the clutch transmission torque acquisition means is a clutch operation amount detection means for detecting an operation amount of the clutch operation means. In any one of Claims 5-7,
The vehicle drive apparatus is configured such that the second specified rotational speed is set faster as the operation amount of the engine operating means increases. In any one of Claims 2-8,
The engine drive speed increase torque is set based on an operation amount of the engine operation means. In any one of Claims 1-9,
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
The engine control means is a vehicle drive device that executes the normal control when the vehicle speed detected by the vehicle speed detection means is faster than a predetermined specified speed.

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