JP6517708B2 - Engine control unit - Google Patents

Description

  The present invention is applied to an engine in which an engine output shaft is connected to a manual transmission via a clutch, and engine control for detecting a change in gear position of the manual transmission and controlling the rotational speed of the engine according thereto. It relates to the device.

  In a vehicle equipped with a manual transmission, after the driver depresses the clutch pedal to release the clutch, the shift lever is operated to change the gear position of the manual transmission, and then the clutch pedal is depressed to release the clutch. A shift is performed by re-engagement. When re-engaging the clutch at the time of a shift of such a manual transmission, if the rotational speed of the engine and the rotational speed of the input shaft largely deviate, a shift shock is likely to occur.

  Therefore, conventionally, Patent Document 1 proposes an engine control device that executes rotational speed synchronization control to be synchronized with the input shaft rotational speed when a change in the target gear position of the manual transmission, that is, the shift position is detected. . In this device, without using a shift position sensor that detects the driver's operation position of the shift lever, the change of the shift position is detected from the change of the input shaft rotational speed accompanying the change of the shift position.

JP, 2014-058909, A

  However, the lower the speed of the manual transmission immediately before the release of the clutch, the larger the torsional vibration of the drive system caused by the reaction of the release of the clutch. Further, the larger the travel resistance of the vehicle immediately before the release of the clutch, the larger the torsional vibration of the drive system caused by the reaction of the release of the clutch. Furthermore, the larger the acceleration of the vehicle and the engine torque immediately before the release of the clutch, the larger the torsional vibration of the drive system caused by the reaction of the release of the clutch. For this reason, in the method of detecting the change in gear position using the input shaft rotational speed, if the execution threshold serving as a trigger for executing the rotational speed synchronous control is too small, the gear position of the manual transmission is released simply by releasing the clutch. Although there is no change, there is a high possibility of misrecognition that the rotational speed synchronous control is executed. On the contrary, if the execution threshold is too large, the possibility that the rotational speed synchronous control will be executed by misrecognition just by releasing the clutch can be suppressed, but the sensitivity or responsiveness for executing the rotational speed synchronous control is low. turn into.

  The present invention has been made in view of such circumstances, and the problem to be solved is to suppress erroneous recognition of a change in gear position caused by torsional vibration of the drive system when the clutch is released, and It is to promote the sensitivity or responsiveness of recognition.

In order to solve the above problems, the present invention is
An engine control apparatus applied to an engine in which an engine output shaft of a vehicle is connected to a manual transmission via a clutch,
A shift operation determination unit configured to determine whether the manual transmission has changed the gear position;
A synchronization control unit configured to synchronize the rotational speed of the engine with the input shaft rotational speed of the manual transmission when it is determined by the shift operation determination unit that the gear position has been changed;
An engine control apparatus comprising the engine control apparatus according to (A), (B) or (C) below.
(A) The shift operation determination unit indicates that the shift position has been changed when the absolute value of the amount of change in the input shaft rotational speed of the manual transmission before and after the release of the clutch becomes equal to or greater than the change threshold. To determine
The variation threshold is
(A1) The larger the gear position of the manual transmission just before the release of the clutch is the lower gear position,
(A2) The larger the traveling resistance of the vehicle immediately before the release of the clutch, the larger the larger, and (a3) the larger the acceleration of at least one of the vehicle acceleration and the engine torque immediately before the release of the clutch, the larger. Set to a value according to
(B) The transmission operation determination unit changes the absolute value of the amount of change in the input shaft rotational speed of the manual transmission between immediately before the release of the clutch and the time when the standby time has elapsed from the release. If it becomes equal to or higher than the threshold value, it is determined that the gear has been changed,
The waiting time is
(B1) The larger the gear position of the manual transmission just before the release of the clutch is the lower gear position,
(B2) The larger the traveling resistance of the vehicle immediately before the release of the clutch, the larger the larger, and the larger the acceleration of at least one of the vehicle acceleration and the engine torque immediately before the release of the clutch, the larger. Set to a value according to
(C) The shift operation determination unit smoothes the smoothed value of the input shaft rotational speed obtained by performing the smoothing process on the detection result of the input shaft rotational speed of the manual transmission and smoothes the smoothed value as compared with the smooth value thereof. A value obtained by subjecting the detection result of the input shaft rotational speed to a small degree of smoothing processing, and a rough value of the input shaft rotational speed which is any of the detected values of the input shaft rotational speed are obtained respectively If the absolute value of the deviation between the smooth value and the rough value becomes equal to or greater than the deviation threshold after releasing the clutch, it is determined that the gear has been changed,
The deviation threshold is
(C1) The larger the gear position of the manual transmission just before the release of the clutch is the lower gear position,
(C2) The larger the traveling resistance of the vehicle immediately before the release of the clutch, the larger the larger, and the larger the acceleration of at least one of the vehicle acceleration and the engine torque immediately before the release of the clutch, the larger. Set to a value according to

  In the present invention, "low speed gear," "high running resistance," and "high vehicle acceleration and / or engine torque," which are driving states in which torsional vibration of the drive system generated by reaction of clutch release tends to be relatively large. In at least one of the above, the variation threshold, the standby time, or the deviation threshold, which is the execution threshold of the rotational speed synchronous control, is set relatively large, so in such an operating state, it is caused by the torsional vibration of the drive system. It is possible to suppress the possibility of the execution of the rotational speed synchronous control due to the erroneous recognition of the change of the gear position. Moreover, since the execution threshold value of the rotational speed synchronous control is set relatively small when not in such an operating state, the sensitivity or responsiveness for the execution of the rotational speed synchronous control can be improved.

It is a schematic diagram which shows typically the whole structure of the vehicle which concerns on 1st Embodiment of this invention. It is a flow chart which shows a processing procedure of shift operation judging routine in a 1st embodiment. It is a graph which shows the setting example of the 1st variable which concerns on a gear stage. It is a graph which shows the example of a setting of the 2nd variable concerning run resistance. It is a graph which shows the setting example of the 3rd variable which concerns on a vehicle acceleration. It is a flowchart which shows the process sequence which concerns on rotational speed synchronous control. It is a time chart which shows transition of the number of input shaft rotations and the number of rotations of an output shaft in a 1st embodiment. It is a flow chart which shows a processing procedure of shift operation judging routine in a 2nd embodiment. It is a flow chart which shows the processing procedure of shift operation judging routine in a 3rd embodiment. It is a time chart which shows transition of the number of input shaft rotations and the number of rotations of an output shaft in a 3rd embodiment.

  Hereinafter, a first embodiment of the engine control device of the present invention will be described in detail with reference to the drawings. The engine control device of the first embodiment is applied to an engine mounted on a vehicle with a manual transmission.

  As shown in FIG. 1, an engine output shaft 11 which is an output shaft of the engine 10 is connected to a transmission input shaft 15 which is an input shaft of a manual transmission 14 via a clutch 12. The clutch 12 is released / engaged in response to the driver's depression / detachment of the clutch pedal 13 to connect / disconnect the power transmission between the engine output shaft 11 and the transmission input shaft 15. On the other hand, the manual transmission 14 changes the gear position in accordance with the driver's operation of the shift lever 16, and changes the transmission gear ratio of the drive system of the vehicle.

  The engine 10 is controlled by an engine control unit 17. The engine control unit 17 constitutes an engine control device according to the present invention. The engine control unit 17 receives a detection signal of a sensor provided in each part of the vehicle. As such sensors, an engine rotational speed sensor 18 for detecting the rotational speed of the engine 10 (engine rotational speed ne), a clutch stroke sensor 19 for detecting the clutch stroke amount cl, a rotational speed of the transmission input shaft 15 (input shaft rotational speed There are an input shaft rotational speed sensor 20 that detects ni), a vehicle speed sensor 21 that detects a vehicle speed v, and the like. The clutch stroke amount cl indicates the depression amount of the clutch pedal.

  The engine control unit 17 controls the rotational speed of the engine 10 to synchronize the engine rotational speed ne with the input shaft rotational speed ni when switching the gear of the manual transmission 14 as part of engine control, that is, rotational speed synchronous control Conduct. The rotational speed synchronization control is started in response to the detection of the change of the shift position of the manual transmission 14. When the rotational speed synchronous control is started, the engine rotational speed ne is feedback-controlled to the target engine rotational speed set according to the input shaft rotational speed ni. Then, the rotational speed synchronization control is continued until the synchronization of the engine rotational speed ne and the input shaft rotational speed ni is completed.

  In order to accurately perform such rotational speed synchronous control, it is necessary to accurately detect the change of the shift position of the manual transmission 14 according to the operation of the shift lever 16 by the driver. However, in the vehicle according to the present embodiment, the shift position sensor for detecting the operation position of the shift lever 16 is not installed, and it is possible not to directly detect the change of the shift position. Therefore, in the present embodiment, the change of the shift position is detected from the change of the input shaft rotational speed ni accompanying the change of the shift position.

  However, when the clutch 12 is released at the time of gear shift, the drive system of the vehicle is disconnected from the engine 10, and in response, torsional vibration is generated in the drive system. Then, due to the torsional vibration, the input shaft rotational speed ni periodically rises and falls. For this reason, in the method of detecting the change in gear position using the input shaft rotational speed, if the execution threshold serving as a trigger for executing the rotational speed synchronous control is too small, the gear position of the manual transmission is released simply by releasing the clutch. Although there is no change, there is a high possibility of misrecognition that the rotational speed synchronous control is executed. On the contrary, if the execution threshold is too large, the possibility that the rotational speed synchronous control will be executed by misrecognition just by releasing the clutch can be suppressed, but the sensitivity or responsiveness for executing the rotational speed synchronous control is low. turn into.

  Therefore, in the first embodiment, the change in the input shaft rotational speed ni of the manual transmission 14 before and after the release of the clutch 12 becomes equal to or greater than a predetermined change amount threshold Dth. It is judged that there is. Further, in the first embodiment, the change threshold Dth is set according to (a1) the gear position of the manual transmission 14, (a2) the running resistance of the vehicle, and (a3) the acceleration of the vehicle immediately before the release of the clutch. It is set to a different value.

  In the present embodiment, the detection of the change of the shift position is performed through the processing of the shift operation determination routine shown in FIG. The process of the same routine is repeatedly performed by the engine control unit 17 at predetermined control cycles Δt during operation of the engine 10.

  Now, when the present routine is started, first, at step S10, the current clutch stroke amount cl, vehicle speed v, input shaft rotational speed ni, traveling resistance rs, and intake air amount kl are read.

  Next, in step S20, it is determined whether the clutch 12 is released. The determination as to whether or not the clutch 12 is released is made based on the clutch stroke amount cl detected by the clutch stroke sensor 19. Specifically, it is determined that the clutch 12 is released if the clutch stroke amount cl is greater than or equal to the specified value when the clutch 12 is fully engaged, otherwise the clutch 12 is not released. It is determined that there is. Then, if the clutch 12 is not released (NO), the process proceeds to step S30. If the vehicle is traveling with the clutch 12 connected, the determination in step S20 is negative, and the processes in steps S30 to S70 are repeatedly executed.

  In step S30, the engine control unit 17 calculates the current gear position gr, and updates the hold value grhld with the value gr. The current shift position gr can be calculated by a predetermined map, for example, based on the input shaft rotational speed ni and the vehicle speed v.

  Next, the engine control unit 17 calculates the current traveling resistance rs, and updates the hold value rshld with the value rs (step S40). The current travel resistance rs is calculated according to a predetermined map based on, for example, the engine torque tq calculated based on the intake air amount kl and the vehicle acceleration a calculated as the amount of change of the vehicle speed v within the control period Δt. be able to.

  Next, the engine control unit 17 calculates the present vehicle acceleration a, and updates the hold value ahld with the value a (step S50). The current vehicle acceleration a can be calculated, for example, as a variation of the vehicle speed v within the control period Δt.

  Next, the engine control unit 17 calculates the present input shaft rotational speed ni, and updates the hold value nihld with the value ni (step S60). The current input shaft rotational speed ni is detected by the input shaft rotational speed sensor 20. When the process of step S60 is completed, the present routine is ended.

  When the clutch 12 is released due to the driver's depression of the clutch pedal, an affirmation is made in step S20, and the process proceeds to step S70. In step S70, the execution threshold map is referred to based on the hold value grhld of the shift stage gr calculated in steps S30 to S50, the hold value rshld of the traveling resistance rs, and the hold value ahld of the vehicle acceleration a. A threshold Dth is calculated.

  In this execution threshold map, a first variable α1 corresponding to the gear, a second variable β1 corresponding to the running resistance, and a third variable γ1 corresponding to the vehicle acceleration are added to a base value Dth0 (fixed value) of the execution threshold Is implemented as a function (Dth = Dth0 + α1 + β1 + γ1).

  As shown in FIG. 3, the first variable α1 is increased as the shift speed of the manual transmission 14 immediately before the release of the clutch 12 is a lower speed, as the hold value grhld of the shift speed is.

  As shown in FIG. 4, the second variable β1 is made larger as the hold value rshld of the running resistance, ie, the running resistance of the vehicle immediately before the release of the clutch 12 is larger.

  As shown in FIG. 5, the third variable γ1 is increased as the vehicle acceleration hold value ahld, that is, the vehicle acceleration immediately before the release of the clutch 12 is larger.

  When the execution threshold Dth is calculated by the process of step S70, the process proceeds to step S80. In step S80, it is determined whether the absolute value of the deviation between the hold value nihld of the input shaft rotational speed ni and the current input shaft rotational speed ni is greater than or equal to the execution threshold Dth. Here, if the absolute value of the deviation between the hold value nihld of the input shaft rotational speed ni and the current input shaft rotational speed ni is not the execution threshold Dth or more (NO), the present processing is ended as it is, and the execution threshold If Dth or more (YES), it is determined that a change in the transmission gear position of manual transmission 14 has been detected, and the process proceeds to step S90 in response thereto. The above-described processes of steps S10 to S80 correspond to the shift operation determination unit in the present invention.

  In step S90, the above-described rotational speed synchronization control is performed. Specifically, the rotational speed synchronization control is repeatedly executed by the engine control unit 17 at predetermined control cycles Δt in accordance with the processing routine of FIG.

  In this rotational speed synchronization control, first, the current input shaft rotational speed ni and the engine rotational speed ne are read (step S110). Next, it is determined whether the input shaft rotational speed ni and the engine rotational speed ne coincide with each other within a predetermined range (step S120). If the two match within the predetermined range (YES), the present routine is ended. If the input shaft rotational speed ni and the engine rotational speed ne do not match within the predetermined range in step S120, then it is determined whether the input shaft rotational speed ni is greater than the engine rotational speed ne (step S130). If the determination in step S130 is affirmative, the engine control unit 17 increases the engine rotational speed ne so that the input shaft rotational speed ni and the engine rotational speed ne coincide within a predetermined range (step S140). As a means for increasing the engine rotational speed ne, it is conceivable to increase the fuel injection amount and the throttle opening degree. If the answer in step S130 is negative, the engine control unit 17 decreases the engine rotational speed ne so that the input shaft rotational speed ni and the engine rotational speed ne coincide within a predetermined range (step S150). A fuel cut etc. can be considered as a means to reduce the engine rotational speed ne. Thus, the engine control unit 17 feedback-controls the engine rotational speed ne to the target engine rotational speed set according to the input shaft rotational speed ni. Thus, the rotational speed synchronization control is continued until the engine rotational speed ne and the input shaft rotational speed ni match within a predetermined range (step S120), that is, the synchronization of both is completed. A series of processes in the rotational speed synchronization control of step S90 and FIG. 6 correspond to the synchronization control unit in the present invention.

  As a result of the above processing, as shown in FIG. 7, when the clutch is off and the torsional vibration is large, the input shaft rotational speed ni2 changes as shown in the figure, but before improvement by the present invention, As a result of releasing the clutch (t0), when the input shaft speed ni2 exceeds the base value Dth0 (t1), the rotational speed synchronous control is executed even though the gear position of the manual transmission has not changed (The engine speed ne2 is controlled so as to approach the input shaft speed ni2 at t1 immediately after the clutch is disengaged, and an unintended sudden increase or blow-up of the engine speed occurs). On the other hand, in the present embodiment, as a result of the execution threshold Dth being changed or set dynamically, even when the input shaft rotational speed ni2 immediately after clutch off exceeds the threshold base value Dth0, the clutch is used. It is possible to suppress the possibility that the rotational speed synchronous control is executed due to an erroneous recognition only by releasing the motor. In this case, the rotational speed synchronous control is executed on condition that the input shaft rotational speed ni1 exceeds the execution threshold Dth, and the engine rotational speed changes as ne1 from that time point t2.

As described above, in the first embodiment, the rotational speed synchronous control is executed when the absolute value of the amount of change in the input shaft rotational speed of the manual transmission 14 before and after the release of the clutch 12 becomes equal to or greater than the change threshold. , The change amount threshold Dth
(A1) The larger the gear position of the manual transmission 14 immediately before the release of the clutch 12 is the lower the gear position.
(A2) The larger the traveling resistance of the vehicle immediately before the release of the clutch 12, the larger the larger.
(A3) The larger the vehicle acceleration immediately before the release of the clutch 12, the larger the acceleration.
Is set to a value according to all of.

  As described above, in the first embodiment, each of the "low speed gear", the "high travel resistance" and the "high vehicle acceleration" are operating states in which the torsional vibration of the drive system generated by the reaction of the clutch release tends to be relatively large. In the above, since the execution threshold Dth (that is, the variation threshold) of the rotational speed synchronization control is set relatively large, it is possible to suppress the possibility of the execution of the rotational speed synchronization control due to false recognition in such an operating state. . Moreover, since the execution threshold value of the rotational speed synchronous control is set relatively small when not in such an operating state, the sensitivity or responsiveness for the execution of the rotational speed synchronous control can be improved.

  In addition, the setting aspect of (a1)-(a3) in 1st Embodiment can be changed so that at least one of these may be employ | adopted, and the effect of this invention can be implement | achieved in that limitation. In the first embodiment, although the first variable α1, the second variable β1, and the third variable γ1 are added to the base value Dth0, among the first variable α1, the second variable β1, and the third variable γ1 Instead of adding at least one to the base value Dth0, the execution threshold Dth may be calculated by multiplying the base value Dth0.

  Next, a second embodiment of the present invention will be described. Torsional vibration of the driveline generated by reaction of the release of the clutch tends to converge (monotonously decay) to zero along the time axis from its generation. Therefore, while waiting for a predetermined waiting time (in other words, masking the input shaft rotational speed) such that torsional vibration of the drive system is sufficiently damped from the release of the clutch, immediately before the release of the clutch and the waiting time By comparing the input shaft rotation speed with that at the time when the clutch was released, the influence of the torsional vibration of the drive system generated by the reaction of the release of the clutch is suppressed to detect the change of the shift speed of the manual transmission 14, and the rotation speed synchronization control Can be transferred to

  However, at the time of release of the clutch, when the gear is a low speed, when the running resistance of the vehicle is large, and when the vehicle acceleration is large, the torsional vibration is not sufficiently attenuated within the waiting time, and erroneous The risk of execution of the rotational speed synchronous control by recognition may be significant. On the other hand, if the standby time is too large, the possibility that rotational speed synchronization control will be executed by misrecognition just by releasing the clutch can be suppressed, but the sensitivity or responsiveness for execution of rotational speed synchronization control is low. turn into.

  Therefore, in the second embodiment, the amount of change in the input shaft rotational speed of the manual transmission 14 changes between the time immediately before the release of the clutch 12 and the time when the standby time Tth has elapsed from the release. Furthermore, (b1) the gear position of the manual transmission 14, (b2) the running resistance of the vehicle, and (b3) the vehicle immediately before the release of the clutch 12 is performed when the amount threshold or more is exceeded. The waiting time Tth is set to a different value according to the acceleration. The mechanical configuration of the second embodiment is the same as that of the first embodiment, and thus the detailed description thereof will be omitted.

  In the second embodiment, the detection of the change of the shift position is performed through the processing of the shift operation determination routine shown in FIG. The process of the same routine is repeatedly performed by the engine control unit 17 at predetermined control cycles Δt during operation of the engine 10. The process from step S210 to step S260 is the same as the process from step S10 to step S60 in the first embodiment.

  When the clutch 12 is released by the driver's depression of the clutch pedal, an affirmation is made in step S220, and the process proceeds to step S270. In step S270, it is determined whether or not the determination of whether a change in the shift position has occurred is in standby by referring to a predetermined standby flag. In the initial state, it is not waiting here, so it is denied here.

  Subsequently, in step S280, the waiting time map is referred to based on the hold value grhld of the gear shift gr calculated in steps S230 to S250, the hold value rshld of the traveling resistance rs, and the hold value ahld of the vehicle acceleration a. The waiting time Tth is calculated by

  In this waiting time map, the initial value Tth0 (fixed value) of the execution threshold value is multiplied by the first variable α2 corresponding to the gear, the second variable β2 corresponding to the running resistance, and the third variable γ2 corresponding to the vehicle acceleration Is implemented as a function (Tth = Tth0 + α2 + β2 + γ2).

  The first variable α2, the second variable β2, and the third variable γ2 used in the second embodiment are set with the same tendency as the first variable α1, the second variable β1, and the third variable γ1 in the first embodiment. Ru.

  That is, similarly to the first variable α1 of FIG. 3, the first variable α2 is increased as the speed of the manual transmission 14 at the lower speed is immediately before the hold value grhld of the speed, that is, the clutch 12 is released. There is.

  Similar to the second variable β1 of FIG. 4, the second variable β2 is increased as the hold value rshld of the traveling resistance, that is, the traveling resistance of the vehicle immediately before the release of the clutch 12 is larger.

  Similar to the third variable γ1 of FIG. 5, the third variable γ2 is increased as the vehicle acceleration hold value ahld, that is, the vehicle acceleration immediately before the release of the clutch 12 is larger.

  When the standby time Tth is calculated by the process of step S280, the process proceeds to step S290, the standby flag is turned on, and the standby time Tth elapses from the time when the clutch release is detected in step S300 (S220). It is determined whether it has been done. Then, if it has not elapsed (NO), the processing shifts to step S210 again.

  If the waiting time Tth has elapsed from the time when the clutch release is detected (S220), the waiting time flag is turned off (step S310), and the process proceeds to step S320.

  In step S320, it is determined whether the absolute value of the deviation between the hold value nihld of the input shaft rotational speed ni and the current input shaft rotational speed ni is greater than or equal to the execution threshold Dth0. Here, if the absolute value of the deviation between the hold value nihld of the input shaft rotational speed ni and the current input shaft rotational speed ni is not the execution threshold Dth0 or more (NO), the present processing is ended as it is, and the execution threshold If Dth0 or more (YES), it is determined that a change in the transmission gear position of manual transmission 14 has been detected, and in response, the process proceeds to step S330. The above-described processes of steps S210 to S320 correspond to the shift operation determination unit in the present invention.

  In step S330, the above-described rotational speed synchronization control is performed. The contents of the rotational speed synchronization control are the same as those in the first embodiment (the processing routine of FIG. 6), and thus the description thereof will be omitted. A series of processes in step S330 and the rotational speed synchronization control in FIG. 6 correspond to the synchronization control unit in the present invention.

As described above, in the second embodiment, the change in the input shaft rotational speed of the manual transmission 14 between immediately before the release of the clutch 12 and the time when the standby time Tth has elapsed from the release in the second embodiment. It is executed when the absolute value of the amount becomes equal to or greater than the change amount threshold Dth0, and the change amount threshold Dth0 is
(B1) The larger the gear position of the manual transmission 14 immediately before the release of the clutch 12 is the lower the gear position.
(B2) The larger the travel resistance of the vehicle immediately before the release of the clutch 12, the larger the increase.
(B3) The larger the vehicle acceleration immediately before the release of the clutch 12, the larger the acceleration.
Is set to a value according to all of.

  As described above, in the second embodiment, each of the "low speed gear", the "high travel resistance" and the "high vehicle acceleration" are operating states in which the torsional vibration of the drive system generated by the reaction of the clutch release tends to be relatively large. In the above, since the waiting time Tth for determining that the gear is changed is set relatively large, even in such an operating state, the torsional vibration is sufficiently attenuated after the lapse of the waiting time Tth, and erroneous It is possible to suppress the possibility of execution of the rotational speed synchronization control by recognition. Further, when the vehicle is not in such an operating state, the standby time Tth is set to be relatively small, so that the sensitivity or responsiveness for execution of the rotational speed synchronous control can be improved.

  In addition, the setting aspect of (b1)-(b3) in 2nd Embodiment can be changed so that at least one of these may be employ | adopted, and the effect of this invention can be implement | achieved in that limitation. In the second embodiment, the first variable α2, the second variable β2, and the third variable γ2 are added to the base value Tth0, but among the first variable α2, the second variable β2, and the third variable γ2, Instead of adding at least one to the base value Tth0, the waiting time Tth may be calculated by multiplying the base value Tth0.

  Next, a third embodiment of the present invention will be described. Also in the third embodiment, the change of the shift position is detected from the change of the input shaft rotational speed ni accompanying the change of the shift position. However, in order to eliminate the influence of the torsional vibration of the drive system generated due to the reaction of the release of the clutch 12, in the third embodiment, the change of the shift position is detected using the following two values. One of the values is a smooth value nism of the input shaft rotational speed obtained by smoothing the detection result of the input shaft rotational speed ni. The other one is a value obtained by subjecting the detection result of the input shaft rotational speed ni to a smoothing process having a smaller degree of smoothness than that for the smooth value nism, or a detected value of the input shaft rotational speed ni It is a rough value of a certain input shaft rotational speed. Then, in the present embodiment, it is determined that there is a change in the gear position on the basis of the fact that the deviation between the smooth value nism and the rough value ni becomes large after the clutch 12 is released.

  The abrupt change of the input shaft rotational speed due to the change of the shift speed is equalized by the smoothing process, and is not significantly reflected in the smooth value, so that the deviation between the smooth value and the rough value appears significantly. On the other hand, since the change in the input shaft rotational speed due to the torsional vibration of the drive system caused by the reaction of the clutch release is not so steep, the deviation between the smooth value and the rough value does not become so large. Therefore, by comparing the deviation between the smooth value and the rough value with the execution threshold value, it is possible to detect that there has been a change in gear position.

  In the third embodiment, the smoothing process is used as the smoothing process for calculating the smooth value nism. In the present embodiment, the detected value of the input shaft rotational speed ni is used as it is as the rough value of the input shaft rotational speed.

Note that the smoothing process is performed by updating the value for each value obtained by dividing the difference between the value to be subjected to the smoothing process and the current value by the smoothing coefficient. The calculation of the smooth value nism here is performed by the following equation (1). In equation (1), “nism [n]” indicates the value of the smooth value nism calculated this time, and “nism [n−1]” indicates the value of the previously calculated smooth value nism. . “TN” is a smoothing coefficient, and its value is taken as a constant of “1” or more.
nism [n] = nism [n-1] + (ni-nism [n-1]) / TN (1)

  Since the steep change in the input shaft rotational speed ni is equalized by the smoothing to the smooth value nism thus obtained, the abrupt change in the input shaft rotational speed ni accompanying the change in the gear position of the manual transmission 14 is It becomes difficult to be reflected in the value. On the other hand, in the detected value of the input shaft rotational speed ni used as the rough value, a sharp change of the input shaft rotational speed ni accompanying the change of the shift position of the manual transmission 14 appears as it is. Therefore, by looking at the deviation between the smooth value and the rough value, it becomes possible to accurately detect the change of the input shaft rotational speed accompanying the change of the gear position of the manual transmission.

  In this embodiment, the detection of the change of the shift position is performed through the processing of the shift operation determination routine shown in FIG. The process of the same routine is repeatedly performed by the engine control unit 17 at predetermined control cycles Δt during operation of the engine 10.

  The processes of steps S410 to S450 are the same as the processes of steps S10 to S50 in the first embodiment. Following the process of step S450, in step S460, the smooth value of the input shaft rotational speed is calculated by the above-mentioned equation (1).

  When the clutch 12 is released by the driver's depression of the clutch pedal, an affirmative result is obtained in step S420, and the process proceeds to step S470. In step S470, the execution threshold map is referred to based on the hold value grhld of the gear shift gr calculated in steps S430 to S450, the hold value rshld of the traveling resistance rs, and the hold value ahld of the vehicle acceleration a. A threshold Dth is calculated. The process in step S470 and the first variable α1, the second variable β1, and the third variable γ1 used in the process are all the same as those in the first embodiment.

  When the process proceeds to step S480, the absolute value of the deviation between smooth value nism of input shaft rotational speed previously calculated in step S460 and its rough value ni (the currently detected value of input shaft rotational speed ni) ( It is determined whether or not | nism−ni |) is equal to or greater than the execution threshold Dth. A positive value is set to the execution threshold Dth.

  Here, if the absolute value (| nism-ni |) of the deviation between the smooth value nism of the input shaft rotational speed and the rough value ni is greater than or equal to the execution threshold Dth, the process proceeds to step S490. The above-described processes of steps S410 to S480 correspond to the shift operation determination unit in the present invention. In step S490, the above-described rotational speed synchronization control is performed. The contents of the rotational speed synchronization control are the same as those in the first embodiment (the processing routine of FIG. 6), and thus the description thereof will be omitted. On the other hand, if the absolute value (| nism-ni |) of the deviation between the smooth value nism of the input shaft rotational speed and the rough value ni is less than the execution threshold Dth, the process of the present routine is ended. A series of processes in the rotational speed synchronization control in step S 490 and FIG. 6 correspond to the synchronization control unit in the present invention.

  As a result of the above processing, as shown in FIG. 10, when the clutch is off and the torsional vibration is large, the input shaft rotational speed ni2 changes as shown in the figure, but before the improvement according to the present invention, As a result of releasing the clutch (t0), the manual transmission is performed by the absolute value (| nism-ni |) of the deviation between the smooth value nism of the input shaft rotational speed and the rough value ni exceeding the base value Dth0 (t1) Although the gear position of the machine has not changed, there is a false recognition that the rotational speed synchronous control is executed (so that the engine speed ne2 approaches the input shaft speed ni2 at t1 immediately after the clutch is disengaged) Unintended spikes or blows in of the engine speed may occur. On the other hand, in the present embodiment, as a result of the execution threshold Dth being changed or set dynamically, even when the input shaft rotational speed ni2 immediately after clutch off exceeds the threshold base value Dth0, the clutch is used. It is possible to suppress the possibility that the rotational speed synchronous control is executed due to an erroneous recognition only by releasing the motor. In this case, the rotational speed synchronous control is executed on the condition that the absolute value (| nism-ni |) of the deviation between the smooth value nism of the input shaft rotational speed and the rough value ni exceeds the execution threshold Dth. From that time t2, the engine speed changes as ne1.

As described above, in the third embodiment, when the absolute value of the deviation between the smooth value nism and the rough value ni becomes equal to or larger than the deviation threshold Dth after the release of the clutch 12, it is determined that the gear is changed. The deviation threshold Dth is
(C1) The larger the gear position of the manual transmission 14 immediately before the release of the clutch 12 is the lower gear position.
(C2) The larger the travel resistance of the vehicle immediately before the release of the clutch 12, the larger the increase.
(C3) The larger the vehicle acceleration immediately before the release of the clutch 12, the larger the acceleration.
Is set to a value according to all of.

  As described above, in the third embodiment, in the low speed stage, the large running resistance, and the large vehicle acceleration, which is an operating state in which the torsional vibration of the drive system generated by reaction of the clutch release tends to be relatively large, Since the execution threshold Dth (that is, the change amount threshold) of the rotational speed synchronization control is set relatively large, it is possible to suppress the possibility of the execution of the rotational speed synchronization control due to false recognition in such an operating state. Moreover, since the execution threshold value of the rotational speed synchronous control is set relatively small when not in such an operating state, the sensitivity or responsiveness for the execution of the rotational speed synchronous control can be improved.

  In addition, the setting aspect of (c1)-(c3) in 3rd Embodiment can be changed so that at least one of these may be employ | adopted, and the effect of this invention can be implement | achieved in that limitation.

  In the third embodiment, although the smooth value nism is calculated by the averaging process, other means generally used as the smoothing process, for example, a well-known temporary delay filter, moving average process, or low pass filter may be used. good.

  Further, in the third embodiment, the detected value of the input shaft rotational speed itself is used as the rough value of the input shaft rotational speed, but the smoothing processing with a smaller degree of smoothness than that for the smooth value nism It is also possible to use the value obtained by applying the detection result of the velocity ni to such rough value. The smoothing degree reduction is performed by setting a small value (value close to “1”) to the smoothing coefficient in the smoothing process, and by setting a small value to the filter time constant in the first-order lag filter, the moving average The processing can be performed by reducing the sampling number of the detection value to be processed or relatively increasing the weighting constant of the latest detection value. In any case, if the degree of smoothness is sufficiently reduced, sharp changes in the input shaft rotational speed ni due to changes in the shift position of the manual transmission 14 will be substantially reflected in the values after the smoothing process. By taking a deviation from a value having a large degree of smoothness until such a sharp change is evened out, it becomes possible to detect a change in gear position.

  In the above embodiments, the third variables γ1, γ2 and γ3 are calculated as a function of the vehicle acceleration, but at least one of the third variables γ1, γ2 and γ3 may be calculated as a function of the engine torque . In this case, it is preferable to set the third variable as γ1, γ2 and / or γ3 as “the larger the engine torque immediately before the release of the clutch 12, the larger”.

  Furthermore, in the above embodiments, complete release of the clutch 12 is the execution condition of the determination. However, even if complete release of the clutch 12 is not detected, if sufficient determination accuracy can be ensured, the clutch 12 is a partial The determination may be performed at the release stage.

DESCRIPTION OF SYMBOLS 10 engine 11 engine output shaft 12 clutch 13 clutch pedal 14 manual transmission 15 transmission input shaft 16 shift lever 17 engine control unit 18 engine rotational speed sensor 19 clutch stroke sensor 20 input shaft rotational speed sensor 21 vehicle speed sensor

Claims (1)

An engine control apparatus applied to an engine in which an engine output shaft of a vehicle is connected to a manual transmission via a clutch,
A shift operation determination unit configured to determine whether the manual transmission has changed the gear position;
A synchronization control unit configured to synchronize the rotational speed of the engine with the input shaft rotational speed of the manual transmission when it is determined by the shift operation determination unit that the gear position has been changed;
An engine control apparatus comprising the engine control apparatus according to (A), (B) or (C) below.
(A) The shift operation determination unit indicates that the shift position has been changed when the absolute value of the amount of change in the input shaft rotational speed of the manual transmission before and after the release of the clutch becomes equal to or greater than the change threshold. To determine
The variation threshold is
(A1) The larger the gear position of the manual transmission just before the release of the clutch is the lower gear position,
(A2) The larger the traveling resistance of the vehicle immediately before the release of the clutch, the larger the larger, and (a3) the larger the acceleration of at least one of the vehicle acceleration and the engine torque immediately before the release of the clutch, the larger. Set to a value according to
(B) The transmission operation determination unit changes the absolute value of the amount of change in the input shaft rotational speed of the manual transmission between immediately before the release of the clutch and the time when the standby time has elapsed from the release. If it becomes equal to or higher than the threshold value, it is determined that the gear has been changed,
The waiting time is
(B1) The larger the gear position of the manual transmission just before the release of the clutch is the lower gear position,
(B2) The larger the traveling resistance of the vehicle immediately before the release of the clutch, the larger the larger, and the larger the acceleration of at least one of the vehicle acceleration and the engine torque immediately before the release of the clutch, the larger. Set to a value according to
(C) The shift operation determination unit smoothes the smoothed value of the input shaft rotational speed obtained by performing the smoothing process on the detection result of the input shaft rotational speed of the manual transmission and smoothes the smoothed value as compared with the smooth value thereof. A value obtained by subjecting the detection result of the input shaft rotational speed to a small degree of smoothing processing, and a rough value of the input shaft rotational speed which is any of the detected values of the input shaft rotational speed are obtained respectively If the absolute value of the deviation between the smooth value and the rough value becomes equal to or greater than the deviation threshold after releasing the clutch, it is determined that the gear has been changed,
The deviation threshold is
(C1) The larger the gear position of the manual transmission just before the release of the clutch is the lower gear position,
(C2) The larger the traveling resistance of the vehicle immediately before the release of the clutch, the larger the larger, and the larger the acceleration of at least one of the vehicle acceleration and the engine torque immediately before the release of the clutch, the larger. Set to a value according to

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