JP5849930B2 - 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 performs the start operation by depressing the accelerator pedal, that is, increasing the engine output (engine speed), returning the clutch pedal, and harmonizing the clutch engagement (engine load). Is going.

  Patent Document 1 discloses a technique for reducing a shock generated when a clutch is engaged by matching an engine rotational speed with an input shaft rotational speed of MT when the clutch is disengaged in an automobile having an MT and a clutch. Is disclosed.

JP-A-58-200052

  In the technique disclosed in Patent Document 1, control is performed so that the engine rotational speed matches the input shaft rotational speed. However, even if the engine rotational speed and the input shaft rotational speed coincide with each other, if the amount of change in the engine rotational speed and the input shaft rotational speed is different, the amount of change in the engine rotational speed changes suddenly when the clutch is completely engaged. However, there has been a problem that a shock occurs in the vehicle due to the rotation inertia of the engine acting on the vehicle.

  In addition, when the driver depresses the clutch pedal during the half-clutch operation and the clutch transmission torque decreases, the engine speed increases due to a response delay, which causes a problem that the half-clutch time becomes longer. . On the other hand, when the driver releases the clutch pedal and the clutch transmission torque increases, the amount of change per hour in the difference between the engine rotational speed and the input shaft rotational speed increases. If the amount of change in the rotational speed difference per time is large, the amount of torque transmitted to the input shaft during the half clutch increases, but this torque becomes zero from the moment when the engine rotational speed becomes the same as the input shaft rotational speed. Therefore, there is a problem that causes shock before and after the half clutch.

  The present invention has been made in view of such circumstances, and provides a vehicle drive device that can reduce the occurrence of shocks when a manual clutch is engaged in a vehicle equipped with a manual clutch. Objective.

  In order to solve the above-described problems, the present invention provides an engine that outputs engine torque to an output shaft, engine operation means for variably operating the engine torque output by the engine, and driving wheels of a vehicle. An input shaft that rotates in conjunction with rotation, a clutch that is provided between the output shaft and the input shaft, and that varies a clutch transmission torque between the output shaft and the input shaft, and a variable clutch transmission torque Clutch operation means for operating the clutch, clutch transmission torque acquisition means for acquiring the clutch transmission torque generated by the clutch, and clutch synchronization torque based on the clutch transmission torque acquired by the transmission torque acquisition means. Engine torque calculating means for calculating engine torque during clutch synchronization, and the output shaft during synchronization of the clutch; When the absolute value of the clutch differential rotational speed, which is the differential rotational speed with respect to the input shaft, converges below the first specified differential rotational speed, the engine is controlled so that it becomes the engine torque during clutch synchronization, and torque balance control is performed. And engine control means for executing the above.

  In the torque balance control, when the rotational speed of the output shaft is faster than the rotational speed of the input shaft, a negative adjustment torque is calculated, and the rotational speed of the output shaft is Adjustment torque calculating means for calculating a positive adjustment torque, the clutch synchronization engine torque calculation means adds the adjustment torque to the clutch synchronization engine torque. It is preferable to adopt a configuration for calculating.

  In the present invention, it is preferable that the adjustment torque calculating means calculates the adjustment torque having a larger absolute value as the absolute value of the clutch differential rotation speed is larger.

  The present invention provides a required engine torque calculation means for calculating a required engine torque which is a required torque of the engine based on an operation amount of the accelerator pedal, and an absolute value of the clutch differential rotation speed during engagement of the clutch. Return control engine torque for calculating engine torque during return control that gradually changes from the engine torque during clutch synchronization to the required engine torque when lower than the second specified differential rotation speed that is slower than the first specified differential rotation speed The engine control means has the engine torque at the time of return control when the absolute value of the clutch differential rotation speed during engagement of the clutch becomes equal to or less than the second specified differential rotation speed. Thus, it is preferable that the return control for controlling the engine is executed.

  In the present invention, the engine torque calculation means at the time of return control calculates a return value per unit time of a negative value when the deviation torque is positive, and a positive value when the deviation torque is negative. The return rate per unit time is calculated, the smaller the absolute value of the deviation torque is, the larger the absolute value is calculated, and the return rate per unit time is calculated from the previously calculated torque deviation rate. It is preferable that the torque deviation rate is calculated by subtracting a value obtained by multiplying the elapsed time from the calculation of the torque deviation rate.

  In the present invention, the engine torque calculation means at the time of return control calculates a return value per unit time of a negative value when the deviation torque is positive, and a positive value when the deviation torque is negative. The return rate per unit time is calculated, and the smaller the absolute value of the deviation torque is, the larger the absolute value is calculated, and the return rate per unit time is calculated from the previous calculated torque deviation rate. It is preferable that the torque deviation rate is calculated by subtracting a value obtained by multiplying the elapsed time by the return rate per unit time.

  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.

  The present invention includes vehicle speed detection means for detecting the vehicle speed of the vehicle, and the engine control means does not execute the torque balance control when the vehicle speed detected by the vehicle speed detection means is slower than a specified speed. It is preferable that

  The present invention comprises braking force applying means for applying a braking force to the vehicle, and braking force operating means for variably operating the braking force of the braking force applying means. It is preferable that the torque balance control is not executed when the braking force operating means is operated.

  According to the present invention, the clutch synchronization engine torque calculation means calculates the clutch synchronization engine torque based on the clutch transmission torque. When the absolute value of the clutch differential rotation speed converges below the first specified differential rotation speed, the engine control means controls the engine so that the engine torque is synchronized with the clutch and executes torque balance control.

  As described above, when torque balance control is executed, the engine torque output by the engine approaches the clutch transmission torque. Thereby, the change per time of the difference rotational speed of an engine rotational speed and an input shaft rotational speed can be reduced. For this reason, when the clutch is completely engaged, the inertia torque of the engine that acts on the vehicle can be reduced, the occurrence of shock is reduced, and an unnecessary increase in the engine speed is suppressed, and the half-clutch time is shortened. be able to.

  Further, the engine torque during clutch synchronization is calculated based on the clutch transmission torque. Therefore, even if the clutch transmission torque changes due to the driver's operation of the clutch, the engine torque during clutch synchronization also increases or decreases following the change in the clutch transmission torque. For this reason, regardless of the driver's clutch operation, the difference between the amount of change in the rotational speed of the engine and the amount of change in the rotational speed of the input shaft can be reduced. For this reason, it is possible to reduce the occurrence of shock when the clutch is completely engaged.

  According to the present invention, the adjustment torque calculating means calculates a negative adjustment torque when the rotational speed of the engine is faster than the rotational speed of the input shaft, and the rotational speed of the engine is higher than the rotational speed of the input shaft. If it is slow, a positive adjustment torque is calculated. The clutch synchronization engine torque calculation means adds the adjustment torque to calculate the clutch synchronization engine torque. Thereby, a clutch can be reliably synchronized.

  According to the present invention, the adjustment torque calculating means calculates an adjustment torque having a larger absolute value as the absolute value of the clutch differential rotation speed is larger. As a result, the rotational speed of the engine can be quickly brought close to the rotational speed of the input shaft. For this reason, the synchronization time of the clutch can be shortened.

  Further, the smaller the absolute value of the clutch differential rotation speed is, the smaller the adjustment torque is calculated. Thereby, the difference between the amount of change in the rotational speed of the engine and the amount of change in the rotational speed of the input shaft immediately before clutch synchronization can be further reduced. For this reason, it is possible to further reduce the occurrence of shock accompanying the complete engagement of the clutch.

  According to the present invention, the engine torque calculation means at the time of return control gradually changes from the engine torque at the time of clutch synchronization to the required engine torque when the absolute value of the clutch differential rotation speed becomes equal to or less than the second specified differential rotation speed. Calculate engine torque during return control. Then, the engine control means executes a return control for controlling the engine so that the engine torque becomes the return control engine torque.

  As described above, when the return control is executed, the engine torque output from the engine gradually returns to the requested engine torque. For this reason, rapid fluctuations in engine torque are suppressed, and the driver does not feel uncomfortable.

  According to the present invention, the engine torque calculation means at the time of return control calculates a torque divergence rate that gradually decreases as the elapsed time from the start of execution of the return control becomes longer. A value obtained by multiplying the torque by the torque deviation rate is added to calculate the engine torque during return control.

  As a result, the engine torque can be surely gradually changed from the engine torque during clutch synchronization to the required engine torque.

  According to the present invention, the engine torque calculation means at the time of return control calculates a return value per unit time of a negative value when the deviation torque is positive. On the other hand, when the deviation torque is negative, the engine torque calculation means at the time of return control calculates a positive value of the return rate per unit time. Then, the engine torque calculation means at the time of return control calculates the return rate per unit time having a larger absolute value as the absolute value of the deviation torque is smaller. The engine torque calculation means at the time of return control calculates the torque deviation rate by subtracting the value obtained by multiplying the return rate per unit time by the elapsed time from the previous calculation of the torque deviation rate from the previously calculated torque deviation rate. To do.

  Thus, the smaller the absolute value of the deviation torque is, the greater the absolute value of the return rate per unit time is calculated. As a result, the smaller the absolute value of the deviation torque, the more quickly the engine torque can be restored to the requested engine torque reflecting the driver's intention. For this reason, the time during which engine control that does not reflect the driver's intention is executed can be shortened, and the driver's discomfort can be reduced.

  On the other hand, the return rate per unit time with a smaller absolute value is calculated as the absolute value of the deviation torque is larger. As a result, when the deviation torque is large, the engine torque is slowly restored to the requested engine torque. For this reason, it is difficult for the driver to feel uncomfortable.

  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 engine control means does not execute torque balance control when the vehicle speed is slower than the specified speed. The vehicle can start more smoothly when the engine torque is larger than the clutch transmission torque. Since torque balance control is not executed at the time of starting, the engine torque does not approach the clutch transmission torque. For this reason, the vehicle can start smoothly at the time of start.

  According to the present invention, the engine control means does not execute torque balance control when the braking force operation means is operated.

  Thereby, for example, when it becomes necessary to stop the vehicle immediately at the time of emergency braking or the like, control for forcibly bringing the engine torque close to the clutch transmission torque is not executed. For this reason, a vehicle can be stopped safely.

It is a block diagram which shows the structure 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 which represents elapsed time on the horizontal axis and the engine rotational speed, engine torque, clutch transmission torque, torque deviation rate, and accelerator opening on the vertical axis. 5 is a flowchart of “clutch / engine cooperative control”. 6 is a flowchart of “torque balance control” which is a subroutine of “clutch / engine cooperative control” in FIG. 4. It is a figure showing an example of "adjustment torque calculation data" which is mapping data showing the relationship between clutch differential rotation speed (DELTA) c and adjustment torque Ta. 6 is a flowchart of “return control” that is a subroutine of “clutch / engine cooperative control” in FIG. 4. It is a figure showing an example of "return rate calculation data per unit time" which is mapping data showing the relation between deviation torque ΔT and return rate Rr per unit time.

(Vehicle description)
A vehicle drive apparatus 1 according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 schematically shows a vehicle drive device 1 for a vehicle equipped with 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 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, 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. 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.

  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 a program corresponding to the flowcharts shown in FIGS. 4, 5, and 7. The RAM temporarily stores variables necessary for executing the program. The storage unit stores the above program and mapping data shown in FIGS.

  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. When the clutch 3 is in the half-clutch state and is engaged, when the absolute value of the clutch differential rotational speed Δc is equal to or lower than the first specified differential rotational speed A (for example, 400 rpm) (see FIG. 3 (T1), “torque balance control” is executed. Specifically, control is performed to bring the engine torque Te generated by the engine 2 closer to the clutch transmission torque Tc ((1) in FIG. 3).

  Next, when the clutch 3 is almost synchronized and the absolute value of the clutch differential rotational speed Δc becomes equal to or less than the second specified differential rotational speed B (for example, 25 rpm) (T2 in FIG. 3), “ "Return control" is executed. Specifically, control for returning the torque generated by the engine 2 to the required engine torque Ter is executed ((2) in FIG. 3).

  When the “torque balance control” described above is executed, the difference between the change amount of the engine rotation speed Ne and the change amount of the transmission input shaft rotation speed Ni is reduced. Then, when the clutch 3 is completely engaged, the inertia torque of the engine 2 acting on the vehicle is reduced, and as a result, the occurrence of a shock of the vehicle is reduced.

  On the other hand, as shown by the one-dot chain line in FIG. 3, when the “torque balance control” is not executed, there is a difference between the change amount of the engine rotation speed Ne and the change amount of the transmission input shaft rotation speed Ni. The clutch 3 is synchronized and the clutch 3 is completely engaged. Then, when the clutch 3 is completely engaged, the inertia torque of the engine 2 acts on the vehicle, resulting in a vehicle shock. This will be described in detail below 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. 4. 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 S20.

  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 S20.

  In S13, when the control unit 10 determines that the vehicle speed V is equal to or higher than a predetermined specified speed (for example, 10 km / h) (S13: YES), the program proceeds to S14, and the vehicle speed V is slower than the specified speed. If it is determined (S13: NO), the program proceeds to S20.

  In S14, the control unit 10 determines that the absolute value of the clutch differential rotational speed Δc is the first specified differential rotational speed A (for example, 400r) based on the detection signals output from the engine rotational speed sensor 23 and the transmission input shaft rotational speed sensor 43. .Pm)) If it is determined that the program has converged below (S14: YES), the program proceeds to S15. On the other hand, if the controller 10 determines that the absolute value of the clutch differential rotation speed Δc is greater than the first specified differential rotation speed A (S14: NO), the program proceeds to S20.

  In S15, when the control unit 10 determines that the absolute value of the clutch differential rotation speed Δc is equal to or less than the second specified differential rotation speed B (S15: YES), the control unit 10 advances the program to S16. On the other hand, if the control unit 10 determines that the absolute value of the clutch differential rotation speed Δc is greater than the second specified differential rotation speed B (S15: NO), the program proceeds to S17. The second specified differential rotational speed B is a differential rotational speed that is smaller than the first specified differential rotational speed A. p. m. It is. That is, when the clutch differential rotation speed Δc is equal to or less than the second specified differential rotation speed B, it can be said that the rotation of the output shaft 21 and the transmission input shaft 41 is almost synchronized and the clutch 3 is almost synchronized.

  In S16, when the control unit 10 determines that the state where the absolute value of the clutch differential rotation speed Δc is equal to or less than the second specified differential rotation speed has continued for a predetermined specified time (for example, 300 ms), the program proceeds to S18. . On the other hand, when the control unit 10 determines that the state where the absolute value of the clutch differential rotation speed Δc is equal to or less than the second specified differential rotation speed has not continued for a predetermined specified time, the program proceeds to S17.

  In S17, the control unit 10 executes “torque balance control”. This “torque balance control” will be described with reference to the flowchart shown in FIG. When S17 ends, the program returns to S15.

  In S18, the control unit 10 executes “return control”. This “return control” will be described with reference to the flowchart shown in FIG. When S18 ends, the program proceeds to S19.

  In S19, when it is determined that the “return control” is completed (S19: YES), the control unit 10 advances the program to S20, and when it is determined that the “return control” is not completed (S19). : NO), the program is returned to S18. The controller 10 determines that the “return control” is completed when it is determined that the engine torque Tert at the time of return control, which will be described later, is equal to the requested engine torque Ter.

  In S20, 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 S20 ends, the program returns to S11.

(Torque balance control)
The “torque balance control” will be described below with reference to the flowchart of FIG. When “torque balance control” starts, the program proceeds to S17-1. In S17-1, the control unit 10 calculates the clutch transmission torque Tc by the method described above, and advances the program to S17-2.

  In S17-2, the control unit 10 calculates the adjustment torque Ta by referring to the clutch differential rotation speed Δc in the “adjustment torque calculation data” shown in FIG. When the clutch differential rotation speed Δc is a positive value, that is, when the engine rotation speed Ne (the rotation speed of the output shaft 21) is faster than the transmission input shaft rotation speed Ni, the adjustment torque Ta is negative. Value. On the other hand, when the clutch differential rotation speed Δc is a negative value, that is, when the engine rotation speed Ne is slower than the transmission input shaft rotation speed Ni, the adjustment torque Ta is a positive value. The absolute value of the adjustment torque Ta is calculated so as to increase as the absolute value of the clutch differential rotation speed Δc increases.

  When the clutch differential rotation speed Δc is between the “clutch differential rotation speed” defined in the “adjustment torque calculation data” shown in FIG. 6, the “clutch” on both sides of the current clutch differential rotation speed Δc. The adjustment torque Ta is calculated by linearly interpolating the “adjustment torque” corresponding to the “differential rotation speed”. When S17-2 ends, the program proceeds to S17-3.

In S17-3, the control unit 10 calculates the clutch synchronization engine torque Tes by adding the clutch transmission torque Tc and the adjustment torque Ta based on the following equation (1).
Tes = Tc + Ta (1)
Tes: Engine torque during clutch synchronization Tc: Clutch transmission torque Ta: Adjustment torque When S17-3 ends, the program proceeds to S17-4.

  In S17-4, the control unit 10 controls the engine 2 so that the engine torque Te becomes the engine torque Tes during clutch engagement. When S17-4 ends, the process returns to S15 of FIG.

(Return control)
Hereinafter, “return control” will be described with reference to the flowchart of FIG. When “return control” starts, the program proceeds to S18-1. In S18-1, the control unit 10 calculates the clutch synchronization engine torque Tes by the same method as in S17-1 to S17-3 of the “torque balance control” shown in FIG. When S18-1 ends, the program proceeds to S18-2.

  In S18-2, the control unit 10 calculates the deviation torque ΔT by subtracting the required engine torque Ter from the clutch synchronization engine torque Tes based on the following equation (2).

ΔT = Tes−Ter (2)
ΔT: Deviation torque Tes: Engine torque during clutch synchronization Ter: Requested engine torque When S18-2 ends, the program proceeds to S18-3.

  In S18-3, the control unit 10 calculates the return rate Rr per unit time by referring to the “disengagement torque ΔT” shown in FIG. 8 for the deviation torque ΔT. The return rate Rr per unit time is a 100 minute rate per unit time for reducing a torque deviation rate Rt described later.

  If the deviation torque ΔT is a positive value, that is, if the current clutch synchronization engine torque Tes is greater than the required engine torque Ter, the return rate Rr per unit time is a negative value. On the other hand, when the deviation torque ΔT is a negative value, that is, when the required engine torque Ter is larger than the current clutch synchronization engine torque Tes, the return rate Rr per unit time is a positive value.

  Further, the absolute value of the return rate Rr per unit time is calculated to be smaller as the absolute value of the deviation torque ΔT is larger. If the deviation torque ΔT is between the “deviation torques” defined in the “reset rate calculation data per unit time” shown in FIG. 8, the “deviation torque” on both sides of the current deviation torque ΔT is set. The return rate Rr per unit time is calculated by linearly interpolating the corresponding “return rate per unit time”. When S18-3 ends, the program proceeds to S18-4.

In S18-4, the control unit 10 calculates the torque deviation rate Rt (n) based on the following equation (3).
Rt (n) = Rt (n−1) −Rr × et (3)
Rt (n): Torque divergence rate Rt (n-1): Torque divergence rate calculated last time Rr: Return rate per unit time et: Elapsed time from the previous S18-3 S18-3 is executed for the first time. In this case, Rt (n-1) is 100.
When S18-4 ends, the program proceeds to S18-5.

In S18-5, the control unit 10 calculates the return-control engine torque Tert based on the following equation (4).
Tert = Ter + ΔT × Rt (n) / 100 (4)
Tert: Engine torque during return control Ter: Required engine torque ΔT: Deviation torque Rt (n): Torque deviation rate When S18-5 ends, the program proceeds to S18-6.

  In S18-6, the control unit 10 controls the engine 2 so that the engine torque Te becomes the engine torque Tert during the return control. When S18-6 ends, the program proceeds to S19 in FIG.

(Effect of this embodiment)
As is apparent from the above description, the control unit 10 (clutch synchronization engine torque calculation means) determines whether the clutch synchronization engine torque is based on the above equation (1) and the clutch transmission torque Tc in S17-4 of FIG. Calculate Tes. Then, when the absolute value of the clutch differential rotational speed Δc converges to the first specified differential rotational speed A or less (determined as YES in S14 of FIG. 4 and NO as S15). 5, the engine 2 is controlled so that the engine torque Te becomes the engine torque Te during clutch synchronization.

  Thus, when the “torque balance control” is executed, the engine torque Te output from the engine 2 approaches the clutch transmission torque Tc, as shown in (1) of FIG. Thereby, the difference between the change amount of the engine rotation speed Ne and the change amount of the transmission input shaft rotation speed Ni can be reduced. For this reason, when the clutch 3 is completely engaged, the inertia torque of the engine 2 acting on the vehicle can be reduced, and the occurrence of shock can be reduced.

  The clutch synchronization engine torque Tes is calculated based on the above equation (1) and the clutch transmission torque Tc. Therefore, even if the clutch transmission torque Tc changes due to the driver's operation of the clutch pedal 53, the engine torque Tes during clutch synchronization also increases or decreases following the change in the clutch transmission torque Tc. For this reason, the difference between the change amount of the engine rotation speed Ne and the change amount of the transmission input shaft rotation speed Ni related to the operation of the clutch pedal 53 by the driver can be reduced. For this reason, it is possible to reduce the occurrence of shock when the clutch 3 is completely engaged.

  Further, in S17-2 of FIG. 5, the control unit 10 (adjustment torque calculation means) refers to the clutch differential rotation speed Δc in the “adjustment torque calculation data” shown in FIG. If it is faster than the input shaft rotational speed Ni, a negative adjustment torque Ta is calculated. Further, when the transmission input shaft rotation speed Ni is faster than the engine rotation speed Ne, the control unit 10 calculates a positive adjustment torque Ta. Then, in S17-3 of FIG. 4, the control unit 10 calculates the clutch synchronization engine torque Tes by adding the adjustment torque Ta based on the above equation (1). The effect of this will be described below.

  In “torque balance control”, the engine torque Te approaches the clutch transmission torque Tc. Then, since the difference between the change amount of the engine rotation speed Ne and the change amount of the transmission input shaft rotation speed Ni is reduced, the engine rotation speed Ne and the transmission input shaft rotation speed Ni may not be synchronized indefinitely. Occur.

  For example, when the engine rotational speed Ne is higher than the transmission input shaft rotational speed Ni, the engine rotational speed Ne is slightly higher than the transmission input shaft rotational speed Ni as shown by a two-dot chain line in FIG. There is a risk of moving in parallel at high speed. On the other hand, when the engine rotational speed Ne is slower than the transmission input shaft rotational speed Ni, the engine rotational speed Ne is higher than the transmission input shaft rotational speed Ni as indicated by a two-dot chain line in FIG. There is a risk that it will move in parallel at a slightly slower speed.

  As described above, when the engine rotational speed Ne is higher than the transmission input shaft rotational speed Ni, the adjustment torque Ta is negative. As a result, the engine rotation speed Ne is reduced by the adjustment torque Ta, so that the engine rotation speed Ne is synchronized with the transmission input shaft rotation speed Ni.

  On the other hand, when the engine rotational speed Ne is slower than the transmission input shaft rotational speed Ni, the adjustment torque Ta is positive. As a result, the engine rotational speed Ne is increased by the adjustment torque Ta, so that the engine rotational speed Ne is synchronized with the transmission input shaft rotational speed Ni. For this reason, the clutch 3 can be reliably synchronized.

  Further, in S17-2 of FIG. 5, the control unit 10 refers to the clutch differential rotation speed Δc in the “adjustment torque calculation data” shown in FIG. 6 so that the absolute value of the clutch differential rotation speed Δc increases as the absolute value of the clutch differential rotation speed Δc increases. An adjustment torque Ta having a large value is calculated. Thereby, the engine rotational speed Ne can be quickly brought close to the transmission input shaft rotational speed Ni. For this reason, the synchronization time of the clutch 3 can be shortened.

  On the other hand, in S17-2 of FIG. 5, the adjustment torque Ta having a smaller absolute value is calculated as the absolute value of the clutch differential rotation speed Δc is smaller. Thereby, the difference between the engine rotational speed Ne and the change amount of the transmission input shaft rotational speed Ni immediately before the synchronization of the clutch 3 can be further reduced. For this reason, it is possible to further reduce the occurrence of shock accompanying the complete engagement of the clutch 3.

  Further, the control unit 10 (return control engine torque calculation means) determines that the absolute value of the clutch differential rotational speed Δc is equal to or lower than the second predetermined differential rotational speed B for a predetermined time or longer (YES in S16 in FIG. 4). ), “Return control” is executed. Specifically, in S18-5 of FIG. 7, the control unit 10 calculates a return control engine torque Tert that gradually changes from the clutch synchronization engine torque Tes to the required engine torque Ter. And the control part 10 controls the engine 2 so that the engine torque Te becomes the engine torque Tert at the time of return control in S18-6 of FIG.

  As described above, when the “return control” is executed, the engine torque Te output from the engine 2 gradually returns to the required engine torque Ter as shown in (2) of FIG. For this reason, rapid fluctuations in the engine torque Te are suppressed, and the driver does not feel uncomfortable.

  Further, in S18-4 of FIG. 7, the control unit 10 determines that the torque deviation gradually decreases as the elapsed time from the start of the “return control” starts, based on the above equation (3). The rate Rt is calculated. Then, in S18-5, the control unit 10 adds the value obtained by multiplying the deviation torque ΔT by the torque deviation rate Rt to the required engine torque Ter based on the above equation (4) to obtain the engine torque Tert for return control. Calculate.

  And the control part 10 controls the engine 2 so that the engine torque Te becomes the engine torque Tert at the time of return control in S18-6 of FIG. Therefore, the engine torque Te can be surely gradually changed from the engine torque Tes during clutch synchronization to the required engine torque Ter.

  Further, in S18-3 of FIG. 7, the control unit 10 refers to the divergence torque ΔT in the mapping data shown in FIG. 8, and when the divergence torque ΔT is positive, a negative value of the return rate per unit time. Rr is calculated. On the other hand, when the deviation torque ΔT is negative, the control unit 10 calculates a positive value return rate Rr per unit time. Then, the control unit 10 calculates the return rate Rr per unit time having a larger absolute value as the absolute value of the deviation torque ΔT is smaller.

  Then, in S18-4 of FIG. 7, the control unit 10 converts the previous torque deviation rate Rt from the previously calculated torque deviation rate Rt (n-1) to the return rate Rr per unit time based on the above equation (3). The torque deviation rate Rt (n) is calculated by subtracting the value multiplied by the elapsed time et from the calculation of (n-1).

  Thus, the smaller the absolute value of the deviation torque ΔT, the greater the absolute value of the return rate Rr (n) per unit time. As a result, the smaller the absolute value of the deviation torque ΔT, the more quickly the engine torque Te can be returned to the requested engine torque Ter reflecting the driver's intention. For this reason, the time during which engine control that does not reflect the driver's intention is executed can be shortened, and the driver's discomfort can be reduced. When the absolute value of the deviation torque ΔT is small, even if the engine torque Te quickly returns to the requested engine torque Ter, the driver does not feel uncomfortable.

  On the other hand, as the absolute value of the deviation torque ΔT is larger, the return rate Rr (n) per unit time having a smaller absolute value is calculated. Thereby, when the deviation torque ΔT is large, the engine torque is slowly returned to the required engine torque Ter. For this reason, the fluctuation | variation of engine torque Te is suppressed and a driver | operator does not feel uncomfortable.

  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, when the vehicle speed is slower than the specified speed (determined as NO in S13 of FIG. 4), the control unit 10 does not execute “torque balance control”. The vehicle can start more smoothly when the engine torque Te is larger than the clutch transmission torque Tc. Since “torque balance control” is not executed at the time of starting, the engine torque Te does not approach the clutch transmission torque Tc. For this reason, the vehicle can start smoothly at the time of start.

  Further, when the brake pedal 57 (braking force operating means) is operated (NO is determined in S11 of FIG. 4), the control unit 10 does not execute “torque balance control”.

  Thereby, for example, when it becomes necessary to stop the vehicle immediately at the time of emergency braking, the control for forcibly bringing the engine torque Te close to the clutch transmission torque Tc is not executed. For this reason, a vehicle can be stopped safely.

  In addition, the control unit 10 determines that “return” is performed only when the absolute value of the clutch differential rotation speed Δc is equal to or shorter than the second predetermined differential rotation speed B for a predetermined time or longer (determined as YES in S16 of FIG. 4). "Control" is executed. As a result, even if noise is mixed in the detection signals of various sensors, the absolute value of the clutch differential rotation speed Δc is erroneously determined to be equal to or less than the second specified differential rotation speed B due to the noise. The “return control” is prevented from being executed.

(Another embodiment)
Hereinafter, an embodiment different from the embodiment described above will be described.
In the embodiment described above, the present invention has been described with respect to an embodiment in which the clutch 3 is engaged when the vehicle starts. However, it goes without saying that the technical idea of the present invention can be applied when the clutch 3 is disengaged and the clutch 3 is engaged when the manual transmission 4 is upshifted or downshifted.

  Also, when driving 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. However, it goes without saying that the technical idea of the present invention can also be applied when the clutch 3 is engaged.

  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 Tc is determined based on information such as engine inertia, engine friction torque, rotation speed of the transmission input shaft 41 at the start of engagement, current rotation speed of the transmission input shaft 41, elapsed time from the start of engagement, and the like. There is no problem even if it 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 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.

DESCRIPTION OF SYMBOLS 1 ... Vehicle drive device, 2 ... Engine, 3 ... Clutch, 10 ... Control part (Request engine torque calculation means, clutch synchronous engine torque calculation means, engine control means, clutch transmission torque acquisition means, adjustment torque calculation means, return Engine torque calculating means during control), 19 ... brake device (braking force applying means), 21 ... output shaft, 41 ... transmission input shaft (input shaft), 46 ... transmission output shaft rotation speed sensor (vehicle speed detecting means), 51 ... Accelerator pedal (engine operating means), 52 ... Accelerator sensor (requested engine torque calculating means), 53 ... Clutch pedal (clutch operating member), 54 ... Clutch sensor (clutch transmission torque acquiring means, clutch operating amount detecting means), 56 ... Brake pedal (brake operation means), 57 ... Brake sensor (brake operation amount detection means)
t ... oil temperature V ... vehicle speed A ... first specified differential rotational speed B ... second specified differential rotational speed Nc ... clutch rotational speed Ne ... engine rotational speed Ni ... transmission input shaft rotational speed Δc ... clutch differential rotational speed Te ... engine Torque Tc: Clutch transmission torque Tern: Required engine torque Tes: Engine torque during clutch synchronization Tert: Engine torque during return control Ta ... Adjustment torque Rr ... Return rate per unit time Rt (n) ... Torque deviation rate Rt (n-1) ... Torque deviation rate calculated last time

Claims (9)

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;
Clutch synchronization engine torque calculation means for calculating clutch synchronization engine torque based on the clutch transmission torque acquired by the transmission torque acquisition means;
When the absolute value of the clutch differential rotational speed, which is the differential rotational speed between the output shaft and the input shaft during the synchronization of the clutch, converges below the first specified differential rotational speed, the engine torque during clutch synchronization is obtained. And an engine control means for executing torque balance control by controlling the engine. In claim 1,
In the torque balance control, when the rotational speed of the output shaft is faster than the rotational speed of the input shaft, a negative adjustment torque is calculated, and the rotational speed of the output shaft is greater than the rotational speed of the input shaft. If it is too late, it has an adjustment torque calculation means for calculating a positive adjustment torque,
The clutch synchronization engine torque calculation means adds the adjustment torque to calculate the clutch synchronization engine torque. In claim 2,
The adjustment torque calculation means is a vehicle control device that calculates the adjustment torque having a larger absolute value as the absolute value of the clutch differential rotation speed is larger. In any one of Claims 1-3,
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 accelerator pedal;
When the absolute value of the clutch differential rotation speed during engagement of the clutch becomes equal to or less than a second predetermined differential rotation speed that is slower than the first predetermined differential rotation speed, the engine torque during clutch synchronization is changed to the required engine torque. A return control time engine torque calculating means for calculating a gradually changing return control engine torque;
The engine control means controls the engine so that the engine torque becomes the engine torque during the return control when the absolute value of the clutch differential rotational speed during engagement of the clutch becomes equal to or less than the second specified differential rotational speed. The vehicle drive device which performs return control to perform. In claim 4,
The engine torque calculation means during the return control is
Calculate a deviation torque obtained by subtracting the required engine torque from the engine torque at the time of clutch synchronization,
As the elapsed time from the start of execution of the return control becomes longer, the torque deviation rate that gradually decreases in value is calculated,
A vehicle drive device that calculates the engine torque during the return control by adding a value obtained by multiplying the deviation torque by the torque deviation rate to the required engine torque. In claim 5,
The engine torque calculation means during the return control is
When the deviation torque is positive, calculate a return value per unit time of a negative value,
When the deviation torque is negative, a positive value return rate per unit time is calculated,
The smaller the absolute value of the deviation torque, the larger the absolute value, the return rate per unit time is calculated,
A vehicle drive device that calculates the torque deviation rate by subtracting a value obtained by multiplying a return rate per unit time by an elapsed time from the previous calculation of the torque deviation rate from a torque deviation rate calculated last time. 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 1-7,
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
The engine control means is a vehicle drive device that does not execute the torque balance control when the vehicle speed detected by the vehicle speed detection means is slower than a specified speed. In any one of Claims 1-8,
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 does not execute the torque balance control when the braking force operation means is operated.

Images