JP6919446B2 - Vehicle control unit - Google Patents

Description

The present invention has a control mode for driving an actuator that engages and disengages the clutch, a mode in which the disengagement state of the clutch is interlocked with the operation status of the clutch operation unit, and a mode in which the disengagement state of the clutch is not interlocked. Regarding the vehicle control device.

Conventionally, Patent Document 1 describes the satisfaction of operating a vehicle and the feeling of direct driving by a manual mode in which the degree of clutch connection is electrically controlled based on the driver's clutch pedal operation, which is peculiar to a manual vehicle. A mode-selectable vehicle power train control device is disclosed, which can obtain driving characteristics of an automatic vehicle suitable for a traffic jam or the like by an automatic mode in which driving characteristics are obtained and clutch connection degree control is not executed.

Japanese Unexamined Patent Publication No. 2005-214370

However, in the above control device, an additional mode changeover switch called an M mode switch, which is different from the clutch pedal, is used for switching between the manual mode and the automatic mode, and as a result, the cost may increase. ..

Therefore, the present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle control device capable of switching a control mode without adding a new switch.

In order to solve the above-mentioned problems, the vehicle control device according to one aspect of the present invention drives a clutch operation status acquisition unit that acquires an operation value indicating an operation status of the clutch operation unit and an actuator that engages and disengages the clutch of the vehicle. The control mode includes an interlocking control mode in which the clutch engagement / disengagement state is linked to the operating value and a non-interlocking control mode in which the clutch engagement / disengagement state is not linked to the operating value, and at least both controls are performed based on the operating value. A vehicle control device including a control unit that selectively switches modes, the control unit is set on the clutch disengagement side with respect to a first threshold value and a first threshold value set within the operating range of the clutch operation unit. When the operating value exceeds the first threshold value and changes to the clutch disengagement side and changes to the clutch connection side before reaching the second threshold value, the interlocking control mode and the non-interlocking control mode are used. Was configured to be selectively switched.

As a result, when the clutch operating unit is operated to the clutch disengaging side and is operated to the clutch connecting side before reaching a predetermined second threshold value, the control mode is switched by the control unit. In this case, since the existing clutch operation unit may be used, it is possible to switch between the interlocking control mode and the non-interlocking control mode without adding a new switch.

Preferably, the control unit changes to the clutch connection side before the operating value reaches the second threshold value, and then further changes to the clutch connection side beyond the third threshold value set to be the first threshold value or more and less than the second threshold value. When doing so, it is preferable to switch from the interlocking control mode to the non-interlocking control mode.

As a result, when the clutch operation unit is operated to the clutch connection side before reaching the second threshold value and then is further operated to the clutch connection side beyond the third threshold value, the control unit shifts from the interlocking control mode. The control mode can be switched only when the non-interlocking control mode is switched and a clearer operation to the clutch connection side is performed.

Further, preferably, the control unit controls to drive the actuator so as to disengage the clutch after switching from the interlocking control mode to the non-interlocking control mode.

As a result, the power of the drive source is cut off, so that the vehicle is in an inertial running state, which can improve fuel efficiency. Further, if the drive source is an engine having a cylinder suspension function, the fuel efficiency can be further improved.

More preferably, the control unit controls the actuator to disengage the clutch, and then controls to stop the drive source of the operating vehicle.

As a result, the control unit shuts off the power of the drive source and then stops the drive source in the operating state. Therefore, the running vehicle is in an inertial running state accompanied by the suspension of the drive source, so-called free if the drive source is an engine. It becomes a run state, and the fuel consumption can be further improved as compared with the above-mentioned inertial running state. In addition, the stopped vehicle is in an idling stop stopped state, which can improve fuel efficiency.

Further, preferably, the control unit controls the actuator so as to disengage the clutch, and then controls to restart the drive source of the dormant vehicle.

As a result, after the power of the drive source is cut off by the control unit, the drive source in the hibernation state is restarted, so that the vehicle in the free run is in the inertial running state, and then the driver operates for acceleration. When this is done, the drivability can be improved because the waiting time until the engine restarts is not required. Further, even when the vehicle is stopped at idling stop, the waiting time until the engine is restarted is not required, so that the startability in drivability can be improved.

According to the vehicle control device according to one aspect of the present invention, the control mode can be switched without adding a new switch.

It is a block diagram which shows an example of the structure of the vehicle system to which the vehicle control device which concerns on one Embodiment of this invention is applied. It is a block diagram which shows an example of the function of the vehicle control device shown in FIG. It is a flowchart which shows an example of the processing operation performed by the vehicle control device shown in FIG. It is a flowchart which shows an example of the processing operation of the mode switching determination control shown in FIG. It is a flowchart which shows an example of the processing operation of the mode switching execution control shown in FIG. It is a flowchart which shows an example of the processing operation of the clutch disengagement control shown in FIG. It is a flowchart which shows an example of the processing operation of the engine stop start control shown in FIG. It is a timing chart explaining the processing operation shown in FIG. It is a flowchart which shows an example of the processing operation of the mode switching execution control which concerns on another embodiment of FIG.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In each figure, the same or corresponding parts are designated by the same reference numerals, and duplicate description will be omitted.

FIG. 1 is a block diagram showing an example of the configuration of a vehicle system to which the vehicle control device 70 is applied. As shown in FIG. 1, the vehicle 1 mainly includes an engine 10, a clutch 20, a transmission 30, a differential 40, a drive wheel 50, an engine control device 60, a vehicle control device 70, and an actuator 80.

The engine 10 functions as a drive source for the vehicle 1, and its power is transmitted to the left and right drive wheels 50 via the clutch 20, the transmission 30, and the differential 40.

The clutch 20 is a power transmission mechanism that transmits the power of the engine 10 to the transmission 30. A flywheel (not shown) is integrally rotatable and fixed to the crankshaft 11 of the engine 10 which is a power input shaft, and a clutch disc (not shown) is attached to the input shaft 31 of the transmission 30 which is an output shaft. Is spline-fitted. Power is transmitted by pressing the clutch disc against the flywheel via a pressure plate (not shown).

The transmission 30 is a transmission mechanism that transmits the power transmitted to the input shaft 31 to the output shaft 32 by changing the rotation speed, rotation torque, rotation direction, etc. by a plurality of pairs of gear mechanisms provided inside. be.

The engine control device 60 is electrically connected to the engine 10 and controls the switching between operation and suspension of the engine 10 and the increase / decrease in power.

The actuator 80 adopts a hydraulically actuated type that converts the rotary motion of the motor (not shown) into the linear motion of the hydraulic piston (not shown) and supplies the hydraulic oil to the clutch 20 via the hydraulic pipe 81. It may be a mechanically actuated type that tilts the release fork (not shown). The actuator 80 is electrically connected to the vehicle control device 70, and according to the received control signal, releases the pressure of the clutch disc on the flywheel in the clutch 20 to shut off the power of the engine 10.

Further, as shown in FIG. 1, the vehicle 1 is provided with an existing accelerator pedal 90, a brake pedal 100, and a clutch pedal 110 as a driving operation device for performing acceleration, deceleration, and power cutoff driving operations, and a clutch. The pedal 110 functions as a clutch operating unit. Further, an accelerator pedal sensor 91, a brake pedal sensor 101, and a clutch pedal sensor 111 are provided as detection units for detecting each stepped-down pedal position. Each pedal position is transmitted to the vehicle control device 70 with the initial position 0 being the state in which the pedal is completely released and the pedal depression side as a positive value.

For example, the clutch pedal sensor 111 is installed at the end of a pedal shaft (not shown) that supports the pedal, and detects the shaft rotation angle. The pedal position of the clutch pedal 110 is an arc length or chord length calculated with the pedal length as the arc radius and the shaft rotation angle described above as the arc opening angle. be.

FIG. 2 is a block diagram showing an example of the functions of the vehicle control device 70 shown in FIG. As shown in FIG. 2, the clutch operation status acquisition unit 71, the power cutoff state recognition unit 72, the engine operating state recognition unit 73, the actuator control output unit 74, the engine control output unit 75, and the control unit 76 are mainly provided.

As described above, the clutch operation status acquisition unit 71 acquires the pedal position detected by each sensor. Here, the pedal position acquired from the clutch pedal sensor 111 functions as an operating value indicating the operating status of the clutch operating unit.

The power cutoff state recognition unit 72 recognizes the power cutoff state of the clutch 20. For example, although the position information of the hydraulic piston in the actuator 80 is adopted, the position information of the release bearing (not shown) in the clutch 20 may be used.

The engine operating state recognition unit 73 recognizes the operating hibernation state of the engine 10. For example, the rotation speed information of the engine 10 obtained from the engine control device 60 is adopted, but it may be in an ignition state or the like, or may be obtained directly from the engine 10.

The actuator control output unit 74 outputs a control signal for disengaging and connecting the clutch 20 to the actuator 80. For example, it is a signal for controlling the rotation direction and the rotation speed of the motor of the actuator 80.

The engine control output unit 75 requests the engine control device 60 to stop or start the engine 10.

The control unit 76 has an interlocking control mode and a non-interlocking control mode as control modes, and performs mode switching control. The interlocking control mode controls to drive the actuator 80 so that the disengaged state of the clutch 20 is interlocked with the operation of the clutch pedal 110 of the driver, and shuts off and transmits the power of the engine 10. For example, this is a control mode in which the actuator 80 is driven so that the transmission torque and the slip amount of the actual clutch 20 match the expected values of the driver. Further, in the case of a vehicle system in which the clutch pedal 110 is connected to the clutch 20 via a clutch pedal cylinder (not shown) and a hydraulic pipe (not shown), the disengagement state of the clutch 20 and the driver's clutch pedal 110 Since the operations are linked, the control that does not drive the clutch 80 is also included in the linked control mode. As a result, the operation of the clutch pedal 110 by the driver is transmitted to the clutch 20 without delay in the processing time of the control unit 76, so that the drivability can be improved. On the other hand, in the non-interlocking control mode, the engagement / disengagement state of the clutch 20 is not interlocked with the operation of the clutch pedal 110 of the driver, but the actuator 80 is controlled to be driven, and the power of the engine 10 is cut off and transmitted. For example, this is a control mode in which the actuator 80 is driven, the clutch 20 is disengaged, and the power is cut off when the driver does not operate the clutch pedal 110. As a result, by separating the engine 10 from the transmission 30, the differential 40, and the drive wheels 50 during traveling, the traveling resistance is reduced, the mileage due to inertia is extended, and coasting traveling with improved fuel efficiency is realized.

Next, the processing operation executed by the vehicle control device 70 will be described with reference to the flowchart of FIG. This flowchart is repeatedly executed at a predetermined cycle.

As shown in FIG. 3, the vehicle control device 70 sequentially executes mode switching determination control (step S300 (hereinafter, step is omitted)) and mode switching execution control (S400). Further, the clutch disengagement control (S500) and the engine stop / start control (S600) are executed.

Next, the mode switching determination control shown in FIG. 3 will be described with reference to the flowchart of FIG.

In S301, the control unit 76 determines whether or not the value of the pedal position acquired by the clutch operation status acquisition unit 71 is greater than 0, that is, whether or not the driver has depressed the clutch pedal 110 from the initial position. As a result of the determination, if it is 0 or less, it is assumed that the clutch pedal 110 is not depressed or is depressed and released, and the series of processes shown in FIG. 4 is terminated, and the process proceeds to the next process shown in FIG. On the other hand, if it is larger than 0, it is assumed that the clutch pedal 110 is depressed, and the process proceeds to S302.

In S302, it is determined whether or not the value of the pedal position is less than the second threshold value. Here, the second threshold value is a value of a so-called break point, which is a position where relative rotation occurs between the crankshaft 11 and the input shaft 31 in the process of disengaging the clutch 20 from the fully connected state. That is, it is determined that the pedal position does not reach the break point, that is, the driver does not shut off the power. As an example, it is a position of about 50 mm from the initial position. When the value of the pedal position is larger than the second threshold value, the series of processes shown in FIG. 4 is terminated, and the process proceeds to the next process shown in FIG. On the other hand, if it is equal to or less than the second threshold value, the process proceeds to S303.

The second threshold value is larger than the first threshold value, which will be described later, that is, a threshold value set at a position where the clutch 20 is depressed deeper. In the process of connecting the clutch 20 from the completely disengaged state, the transmission torque is transmitted through the clutch 20. It may be a position where it starts to occur, a so-called touch point value. This is because the touch point is conscious of each half-clutch operation when the vehicle starts, and is considered to be more familiar to the driver. As an example, it is a position of about 100 mm from the initial position.

In S303, it is determined whether or not the first threshold value determination flag is ON. Here, the first threshold value determination flag is set to ON when the value of the pedal position exceeds the first threshold value, and the first threshold value is the pedal position at which the clutch pedal 110 can move even if the driver does not step on the pedal. The value of. That is, it is determined that the driver has stepped on. If it is ON, the process proceeds to S304. On the other hand, if it is not ON, the process proceeds to S308.

The first threshold value is, for example, the amount of gap between pedal parts that can be clogged by vehicle vibration, that is, the so-called play area. As an example, the first threshold value is a shallow position of about 10 mm from the initial position. Further, from the viewpoint of preventing erroneous operation, the value of the pedal position that can move when the moved foot comes into contact with the clutch pedal 110 without the driver's intention to step on the clutch pedal 110 may be used.

In S304, it is determined whether or not the value of the pedal position has started to decrease, that is, whether or not the driver has stopped depressing the clutch pedal 110 and depressed it. The determination criterion may be that the value of the pedal position acquired in S301 this time is smaller than the value acquired last time, or that the small state continues a plurality of times as a noise countermeasure. If the reduction has not started, the process returns to S301, a new pedal position is acquired, and a series of processes are continued. On the other hand, if it starts to decrease, it shifts to S305.

In S305, it is determined whether or not the value of the pedal position is less than the third threshold value. Here, the third threshold value is a value equal to or more than the first threshold value and less than the second threshold value, and is a value of the pedal position that holds the position before the driver releases the clutch pedal 110 in the process of depressing the clutch pedal 110. That is, it is determined that the driver has finished depressing the clutch pedal 110 and released it. If it is equal to or higher than the third threshold value, the process returns to S301, a new pedal position is acquired, and a series of processes is continued. On the other hand, if it is less than the third threshold value, the process proceeds to S306.

As the third threshold value, for example, the value of the pedal position whose position is held by the habit of keeping the foot lightly placed on the clutch pedal 110, which is sometimes seen by some drivers, is set as the third threshold value. As a result, it is possible to prevent unintentional switching of the control mode when the driver simply puts his / her foot on the foot. As an example, it is a position of about 15 mm from the initial position.

Further, in order to move to the next processing in a shorter time, the third threshold value may be set to a value as large as possible. Therefore, it is preferable to increase the third threshold value by learning and controlling the presence / absence of footrest, the position of the footrest pedal, and the like.

In S306, the first threshold value determination flag is turned off, and the process proceeds to S307.

In S307, the mode switching determination flag is turned ON, the series of processes shown in FIG. 4 is completed, and the process proceeds to the next process shown in FIG.

On the other hand, in S303 described above, when the first threshold value determination flag is not ON, in S308, it is determined whether or not the value of the pedal position is equal to or higher than the first threshold value. That is, it is determined that the driver has depressed the clutch pedal 110. If it is smaller than the first threshold value, the process returns to S301, a new pedal position is acquired, and a series of processes is continued. On the other hand, if it is equal to or higher than the first threshold value, the process proceeds to S309.

In S309, the first threshold value determination flag is turned ON. Further, the process returns to S301, a new pedal position is acquired, and a series of processes is continued.

By these processes, the vehicle control device 70 can determine that the driver has depressed the clutch pedal 110 and that the driver has depressed the clutch pedal 110 before reaching the position where the power cutoff is started. Therefore, it can be detected that the driver has performed an operation other than the power cutoff operation operation, that is, the control mode switching operation by using the clutch pedal 110.

Further, it can be determined that the driver has finished depressing the clutch pedal 110 and released the clutch pedal 110. Therefore, it is possible to more reliably detect that the operation other than the power cutoff operation by the driver is the control mode switching operation. For example, the above-mentioned footrest operation can be eliminated. In addition, the driver is at a loss, for example, after depressing the clutch pedal 110 beyond the first threshold value, the clutch pedal 110 is temporarily depressed before reaching the second threshold value, and while being held, the power is cut off and released. It is possible to eliminate the case where the power cutoff operation operation is selected after the control mode switching operation is confused and the step is stepped on to the second threshold value or higher.

Next, the mode switching execution control shown in FIG. 3 will be described with reference to the flowchart of FIG.

In S401, the control unit 76 determines whether or not the mode switching determination flag is ON. If it is not ON, the series of processes shown in FIG. 5 is terminated, and the process proceeds to the next process shown in FIG. On the other hand, if it is ON, the process proceeds to S402.

In S402, it is determined whether or not the current control mode is the interlocking control mode. If it is in the interlocking control mode, it shifts to S403, and if it is not in the interlocking control mode, it shifts to S404.

In S403, the control mode is switched to the non-interlocking control mode, and the process shifts to S404.

In S404, the mode switching determination flag is turned off, and the process shifts to S405.

In S405, the mode switching execution flag is turned ON, the series of processes shown in FIG. 5 is completed, and the process proceeds to the next process shown in FIG.

Next, the clutch disengagement control shown in FIG. 3 will be described with reference to the flowchart of FIG.

In S501, the control unit 76 determines whether or not the mode switching execution flag is ON. If it is not ON, the series of processes shown in FIG. 6 is terminated, and the process proceeds to the next process shown in FIG. On the other hand, when it is ON, it shifts to S502.

In S502, the actuator control output unit 74 outputs a control signal for disengaging the clutch 20 to the actuator 80, disengages the clutch 20, and shifts to S503.

In S503, the mode switching execution flag is turned off, and the process shifts to S504.

In S504, the power disconnection state recognition unit 72 confirms that the clutch 20 is disengaged and is in the power disengagement state, turns on the clutch disengagement flag, completes a series of processes shown in FIG. 6, and is shown in FIG. Move to the next process.

By these processes, the vehicle control device 70 drives the actuator 80 and shuts off the power after switching the interlocking control mode to the non-interlocking control mode. Therefore, the traveling vehicle 1 is in an inertial traveling state, and fuel efficiency can be improved.

Next, the engine stop / start control shown in FIG. 3 will be described with reference to the flowchart of FIG. 7.

In S601, the control unit 76 determines whether or not the clutch disengagement flag is ON. If it is not ON, the series of processes shown in FIG. 7 is terminated, the process returns to the flowchart shown in FIG. 3, and the processes are terminated. On the other hand, when it is ON, it shifts to S602.

In S602, it is determined whether or not the engine operating state recognized by the engine operating state recognition unit 73 is operating. If it is in operation, it shifts to S603, and if it is not in operation, it shifts to S604.

In S603, the engine control output unit 75 outputs a stop request for the engine 10 to the engine control device 60, stops the engine 10, and shifts to S605.

In S604, the engine control output unit 75 outputs a start request for the engine 10 to the engine control device 60, restarts the engine, and shifts to S605.

In S605, the clutch disengagement flag is turned off, the series of processes shown in FIG. 7 is completed, the process returns to the flowchart shown in FIG. 3, and the processes are completed.

By these processes, the vehicle control device 70 stops the operating engine 10 after shutting off the power. Therefore, the running vehicle 1 is in a free-running state, and the fuel efficiency can be further improved. The stopped vehicle 1 is in an idling stop stopped state, and fuel efficiency can be improved.

Further, the vehicle control device 70 restarts the dormant engine 10 after shutting off the power. Therefore, the vehicle 1 in the free run is in the inertial running state, and when the driver performs a driving operation for acceleration after that, the waiting time until the engine 10 is restarted becomes unnecessary, so that the drivability Can be improved. The vehicle 1 stopped at idling stop does not need to wait until the engine 10 restarts, so that the startability in drivability can be improved.

Next, an example of the processing operation of the vehicle control device 70 described above will be described with reference to the timing chart of FIG.

FIG. 8 is a timing chart of the vehicle 1 traveling in the interlocking control mode until the vehicle 1 is switched to the non-interlocking control mode and reaches a free run.

At the timing T1, the driver starts the operation of depressing the clutch pedal 110. Here, in the mode switching determination control process of FIG. 4, the pedal position is larger than 0, and S301 is YES. After that, the pedal position is less than the second threshold value (YES in S302), the first threshold value determination flag is not ON (NO in S303), the pedal position is not larger than the first threshold value (NO in S308), and the process ends. .. Further, since the control mode is the interlocking control mode, the vehicle control device 70 drives the actuator 80 based on the operation information of the clutch pedal 110 and starts shutting off the power.

At the timing T2, the pedal position of the clutch pedal 110 becomes larger than the first threshold value. Here, in the processing of FIG. 4, the pedal position is larger than 0 (YES in S301), the pedal position is less than the second threshold value (YES in S302), and the first threshold value determination flag is not ON (NO in S303). The pedal position is larger than the first threshold value (YES in S308), the first threshold value determination flag is turned ON (S309), and the process ends.

At the timing T3, the pedal position of the clutch pedal 110 is stepped back until it becomes less than the third threshold value. Here, in the processing of FIG. 4, the pedal position is larger than 0 (YES in S301), the pedal position is less than the second threshold value (YES in S302), the first threshold value determination flag is ON (YES in S303), and the pedal position. Starts decreasing (YES in S304), the pedal position is less than the third threshold value (YES in S305), the first threshold value determination flag is OFF (S306), the mode switching determination flag is ON (S307), and the process ends.

At the timing when the clutch pedal 110 indicated by the timing T3a is stepped back, the pedal position starts to decrease (YES in S304) in the process of FIG. Next, there may be an embodiment in which the determination (S305) of whether or not the pedal position is less than the third threshold value is omitted, and the process proceeds to the process of turning off the first threshold value determination flag (S306). As a result, the time required to switch the control mode is shortened.

At the timing T4, the control mode is switched to the non-interlocking control mode, and the power cutoff is started. Here, in the process of the mode switching execution control of FIG. 5, the mode switching determination flag is ON (YES in S401), the interlocking control mode (YES in S402), the mode is switched to the non-interlocking control mode (S403), and the mode is switched. The determination flag is turned OFF (S404), the mode switching execution flag is turned ON (S405), and the process ends. Further, in the clutch disengagement control process of FIG. 6, the mode switching execution flag is ON (YES in S501), and the clutch disengagement actuator control is executed (S502) in order. Here, the time from the timings T3 to T4 is determined by the processing cycle of the vehicle control device 70 and the like, and is about 4 ms as an example.

In addition, there may be an embodiment in which this time is set to a certain predetermined time. This time is a grace time until the power is cut off, and is for responding to the so-called change mind of the driver. For example, since the clutch disengagement is not started within the grace period, it is possible to immediately shift to the acceleration operation when the accelerator pedal is operated for acceleration. As an example, it is about 1s to 3s.

At the timing T5, the power cutoff is completed. Here, the clutch disengagement control process of FIG. 6 sequentially turns off the mode switching execution flag (S503) and turns on the clutch disengagement flag (S504), and ends the process.

At the timing T6, the engine 10 is stopped. Here, in the processing of the engine stop start control of FIG. 7, the clutch disengagement flag is ON (YES in S601), the engine 10 is in operation (YES in S602), the engine 10 is requested to stop (S603), and the clutch disengagement flag is disengaged. Is OFF (S605), and the process ends. Here, the time from the timings T5 to T6 is determined by the processing cycle of the vehicle control device 70 and the like, and is about 4 ms as an example.

In addition, there may be an embodiment in which this time is set to a certain predetermined time. This time is a grace time until the engine 10 starts to stop, and is for responding to the driver's change mind. For example, since the engine 10 has not started to stop within the grace period, it is possible to immediately shift to the acceleration operation when the accelerator pedal is operated for acceleration. As an example, it is about 1s to 3s.

As described above, according to the above-described embodiment, the vehicle control device 70 has the driver stepped on the existing clutch pedal 110, stepped back before reaching the position where the power cutoff is started, and stepped on. The control mode can be switched by determining that the vehicle has been released after returning it. Therefore, it is possible to switch between the interlocking control mode and the non-interlocking control mode without adding a new switch.

Further, the running vehicle 1 is in the inertial running state and further in the free run state, and the stopped vehicle 1 is in the idling stop stopped state, both of which can improve the fuel efficiency. Further, the vehicle 1 in the free run is in the inertial running state, and the vehicle 1 in the idling stop stopped state is in the engine operating state, both of which can improve drivability.

In the above-described embodiment, the mode is switched from the interlocking control mode to the non-interlocking control mode, but an embodiment of switching from the non-interlocking control mode to the interlocking control mode may also be used. Therefore, the mode switching execution control shown in FIG. 3 according to another embodiment of the present invention will be described with reference to the flowchart of FIG. In the following description, the parts common to each other in the examples are designated by the same reference numerals and the description thereof will be omitted.

In S701, the control unit 76 switches the control mode to the interlocking control mode and shifts to S702.

In S702, the mode switching determination flag is turned off, and the process shifts to S703.

In S703, it is determined whether or not the engine operating state recognized by the engine operating state recognition unit 73 is operating. If it is in operation, it shifts to S704, and if it is not in operation, it shifts to S705.

In S704, a control signal for connecting the clutch 20 is output from the actuator control output unit 74 to the actuator 80, the clutch 20 is connected, a series of processes shown in FIG. 9 is completed, and the next process shown in FIG. 3 is completed. Move to.

In S705, the engine control output unit 75 outputs the start request of the engine 10 to the engine control device 60, and shifts to S703.

By these processes, the vehicle control device 70 requests the restart of the engine 10 in the hibernation state after switching the non-interlocking control mode to the interlocking control mode, and restarts the engine 10. After the engine 10 is in operation, the actuator 80 is driven to transmit power. Therefore, the vehicle 1 is in a traveling state in which the power of the engine 10 is transmitted to the transmission 30, the differential 40, and the driving wheels 50 from the inertial traveling state or the free-running state, and then the driver operates for acceleration. When this is performed, the waiting time for starting the engine 10 and connecting the clutch 20 is not required, so that the drivability can be improved.

In the above-described embodiment, the operation is performed using the clutch pedal 110, but the operation is not limited to the pedal shape. For example, a lever shape that is operated by pushing and pulling by hand, a dial shape that is operated by rotating, and the like may be used.

Further, in the above-described embodiment, the case of switching between the non-interlocking control mode and the interlocking control mode is performed, but the present invention is not limited to these two control modes. For example, there may be a third intermediate control mode in which the actuator 80 is driven and the power is cut off based on the result of combining the clutch pedal operation and other information.

As described above, the above-described embodiment is presented as an example, and is not intended to limit the scope of the invention. The above-described embodiment can be implemented in various other embodiments, and various omissions, substitutions, and changes can be made without departing from the gist of the invention. The above-described embodiments and modifications thereof are included in the scope and gist of the invention, and are also included in the scope of the invention described in the claims and the equivalent scope thereof.

1 Vehicle 10 Engine 11 Crank shaft 20 Clutch 30 Transmission 31 Input shaft 32 Output shaft 40 Differential 50 Drive wheel 60 Engine control device 70 Vehicle control device 71 Clutch operation status acquisition unit 72 Power cutoff status recognition unit 73 Engine operating status recognition unit 74 Actuator control output unit 75 Engine control output unit 76 Control unit 80 Actuator 81 Hydraulic piping 90 Accelerator pedal 91 Accelerator pedal sensor 100 Brake pedal 101 Brake pedal sensor 110 Clutch pedal 111 Clutch pedal sensor

Claims (5)

A clutch operation status acquisition unit that acquires an operation value indicating the operation status of the clutch operation unit, and a clutch operation status acquisition unit.
As the control mode for driving the actuator that engages and disengages the clutch of the vehicle, there are an interlocking control mode in which the disengagement state of the clutch is interlocked with the operating value and a non-interlocking control mode in which the disengaging state of the clutch is not interlocked with the operating value. A vehicle control device comprising a control unit that selectively switches at least both control modes based on the operation value.
The control unit has a first threshold value set within the operating range of the clutch operating unit and a second threshold value set on the clutch disengagement side with respect to the first threshold value, and the operating value is the first. When the threshold value is exceeded and the clutch is disengaged and the clutch is engaged before reaching the second threshold value, the interlocking control mode and the non-interlocking control mode are selectively switched.
Vehicle control device. After the operation value changes to the clutch connection side before reaching the second threshold value, the control unit further exceeds the third threshold value set to be equal to or more than the first threshold value and lower than the second threshold value to connect the clutch. When changing to the side, the interlocking control mode is switched to the non-interlocking control mode.
The vehicle control device according to claim 1. The control unit controls to drive the actuator so as to disengage the clutch after switching from the interlocking control mode to the non-interlocking control mode.
The vehicle control device according to claim 1 or 2. The control unit controls the actuator to disengage the clutch, and then controls to stop the drive source of the vehicle in the operating state.
The vehicle control device according to claim 3. The control unit controls the actuator to disengage the clutch, and then controls to restart the drive source of the vehicle in a dormant state.
The vehicle control device according to claim 3 or 4.

Images