JP7151290B2 - vehicle controller - Google Patents

Description

The present invention belongs to the technical field related to vehicle control devices.

Conventionally, in a vehicle equipped with a manual transmission, when upshifting the manual transmission, the driver releases the accelerator pedal that has been depressed, depresses the clutch pedal, and performs the upshift while depressing the clutch pedal. and then release the clutch pedal. During the returning operation of the clutch pedal, the driver may half-engage the clutch during the returning operation so as not to cause a shift shock due to engagement of the clutch.

For example, in Patent Document 1, when a manual transmission is upshifted, the power of the engine drives a motor generator to generate electric power, which increases the load torque of the engine and reduces the rotation speed of the engine. I'm trying As a result, when the clutch is engaged, the rotational speed difference between the engine side of the clutch and the manual transmission side of the clutch is reduced, and shift shock can be suppressed without having to half-clutch while returning the clutch pedal. .

JP 2014-221561 A

By the way, the inventors of the present invention have found that the driver's operation feeling can be improved if the driver can operate the pedals with both feet in an upshift in a natural manner. That is, if the driver can operate the pedals by moving both feet smoothly without stopping halfway, the driver can operate the pedals with a good feeling.

However, in Patent Document 1, when the manual transmission is upshifted, the rotation speed of the engine is not reduced in accordance with the pedal operation state of the driver. , the rotational speeds of the engine side of the clutch and the rotational speed of the manual transmission side do not match when the clutch is engaged, resulting in shift shock.

The present invention has been made in view of such a point, and its object is to enable the driver to operate the pedals by moving both feet in a natural motion without stopping halfway when upshifting a manual transmission. To provide a control device for a vehicle, capable of performing the above-described operation, and capable of preventing the occurrence of shift shock when a clutch is engaged.

In order to achieve the above object, the present invention provides an engine, a manual transmission, a clutch for connecting and disconnecting the engine and the manual transmission, and a clutch for connecting the engine without the clutch. and a generator for generating power driven by the engine, based on the accelerator pedal return speed of the driver of the vehicle when the manual transmission is upshifted by the driver , a target time setting means for setting a target time which is a target value of the time from disengagement of the clutch and for reducing the rotational speed of the engine, and a target time setting means set by the disengagement of the clutch The power generation amount of the generator is adjusted so that when the target time elapses, the rotation speed of the engine reaches the transmission-side rotation speed, which is the rotation speed of the clutch on the manual transmission side after the upshift. and an engine rotation speed reduction control means for controlling the rotation speed of the engine to be reduced by the control of the target time setting means, wherein the accelerator pedal return speed is slower when the accelerator pedal return speed is faster. The target time is set shorter than the target time, and the target time is kept constant when the accelerator pedal return speed is equal to or higher than the first threshold value .

With the above configuration, the target time is set based on the driver's accelerator pedal return state (return speed, return time, return acceleration, return jerk, or accelerator opening just before return). When the set target time elapses, the power generation amount of the generator is reduced so that the engine rotation speed reaches the transmission-side rotation speed, which is the rotation speed of the clutch on the manual transmission side after the upshift. The control reduces the rotational speed of the engine. That is, from the state of the accelerator pedal released by the driver, it can be known how the driver intends to operate the pedal by moving both feet, and the target time is set from the state of operation. The target time corresponds to the time from disengagement of the clutch to engagement of the driver, and it is considered that the driver engages the clutch when the target time elapses after disengagement of the clutch. When the clutch is engaged, the engine rotation speed is reduced to the transmission side rotation speed by the engine rotation speed reduction control means. Therefore, if the driver naturally moves both feet to operate the pedals, the rotational speed difference between the engine side of the clutch and the manual transmission side of the clutch disappears when the clutch is engaged, thereby preventing the occurrence of shift shock.

In one embodiment of the vehicle control device, the target time setting means is configured to set the target time based on a peak value of the accelerator pedal return speed of the driver.

As a result, it is possible to accurately grasp the state of the operation when the driver performs the action naturally.

In another embodiment of the vehicle control device, the engine rotation speed reduction control means reduces the control target value of the rotation speed of the engine to a predetermined rotation speed from disengagement of the clutch until the target time elapses. to the transmission-side rotation speed with a predetermined inclination with respect to time.

As a result, the rotation speed of the engine can be smoothly reduced to the transmission-side rotation speed while preventing control hunting.

In another aspect of the present invention, an engine, a manual transmission, a clutch for connecting and disconnecting the engine and the manual transmission, and a clutch connected to the engine without the clutch, Disengagement of the clutch based on the accelerator pedal return speed of the driver of the vehicle when the driver of the vehicle upshifts the manual transmission. target time setting means for setting a target time, which is a target value of the time from when the rotational speed of the engine is reduced; and target time set by the target time setting means from the disengagement of the clutch. The engine is controlled by controlling the amount of power generated by the generator so that the rotation speed of the engine reaches the transmission-side rotation speed, which is the rotation speed of the clutch on the manual transmission side after the upshift, when the and an engine rotation speed reduction control means for controlling a reduction in the rotation speed of the engine, and the target time setting means is configured such that when the accelerator pedal is returned at a faster speed than when the accelerator pedal is returned at a slower speed, The target time is set short, and the engine rotation speed reduction control means reduces the control target value of the rotation speed of the engine from the predetermined rotation speed to the transmission from the disengagement of the clutch until the target time elapses. side rotation speed is set to decrease with a predetermined inclination with respect to time, and the engine rotation speed reduction control means reduces the predetermined rotation speed to the speed of the engine when the clutch is disengaged. It is configured to be set to a value on the lower rotation side than the rotation speed .

As a result, it is possible to smoothly reduce the rotation speed of the engine to the rotation speed on the transmission side while preventing hunting of the control more reliably. The rotation speed of the engine when the clutch is disengaged may be an actually measured value or an estimated value.

As described above, according to the vehicle control apparatus of the present invention, the driver can smoothly move both feet and operate the pedals in a natural manner when upshifting the manual transmission. It is possible to prevent the occurrence of shift shock at the time of connection.

1 is a diagram showing a schematic configuration of a vehicle equipped with a control device according to an embodiment of the invention; FIG. It is a block diagram showing the configuration of the control system of the engine and ISG. It is a figure which shows the map for a target time setting. 5 is a graph showing a control target line L and how the engine rotation speed is reduced under the control of an engine rotation speed reduction control unit; 6 is a flowchart showing rotation speed matching processing by a target time setting unit and an engine rotation speed reduction control unit; 5 is a time chart showing a series of operations related to rotation speed matching processing;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

FIG. 1 shows a schematic configuration of a vehicle 1 equipped with a control device according to an embodiment of the invention. In this embodiment, the vehicle 1 is a hybrid vehicle that includes an engine 2 and an ISG 3 (Integrated Starter-Generator) that assists the driving of the engine 2 and is a motor that serves both as a starter and a generator.

The vehicle 1 further includes a manual transmission 5 and a clutch 6 for connecting and disconnecting the engine 2 and the manual transmission 5 . The clutch 6 is disengaged when the driver of the vehicle 1 depresses the clutch pedal, and is engaged when the clutch pedal is released. Specifically, when the depression amount of the clutch pedal exceeds a first predetermined threshold value d1 (e.g., a value corresponding to about 50% of the full depression stroke) in the clutch pedal depression operation, the clutch 6 is disengaged, and the depression amount in the return operation is becomes less than or equal to the first predetermined threshold value d1, the clutch 6 is engaged.

In this embodiment, the ISG 3 corresponds to a generator that is driven by the engine 2 to generate power. The ISG 3 is connected to the engine 2 without intervening the clutch 6, and can be driven by the engine 2 to generate power regardless of whether the clutch 6 is engaged or disengaged. In addition, a generator is not restricted to ISG.

In the connected state of the clutch 6, the driving force of the engine 2 (or the driving force of the engine 2 and the ISG 3) is transmitted to the wheels 8 (front wheels) via the clutch 6 and the manual transmission 5 (including the differential mechanism). .

As shown in FIGS. 1 and 2, the vehicle 1 is provided with a control unit 50 that controls the engine 2 and the ISG 3 . The control unit 50 is a known microcomputer-based controller. The control unit 50 includes a CPU, memory, input/output bus, and the like. The CPU is a central processing unit that executes computer programs (including basic control programs such as an OS, and application programs that are started on the OS and implement specific functions). The memory is composed of RAM and ROM. The ROM stores various computer programs (control programs for controlling the engine 2 and ISG), data including a target time setting map described later, and the like, which are used when executing the computer programs. The RAM is a memory provided with a processing area used when the CPU 51 performs a series of processes. The input/output bus inputs/outputs electric signals to/from the control unit 50 .

The control unit 50 receives a signal from an accelerator pedal depression amount sensor 51 for detecting the depression amount (accelerator opening) of the accelerator pedal by the driver of the vehicle 1 and a clutch pedal depression amount sensor for detecting the depression amount of the clutch pedal by the driver. A signal from a quantity sensor 52, a signal from a vehicle speed sensor 53 that detects the vehicle speed of the vehicle 1, and a shift position that detects the shift position (gear position) selected by the driver via the shift lever of the manual transmission 5. A signal from the sensor 54 and a signal from an engine rotation speed sensor 55 that detects the rotation speed of the engine 2 are input. The control unit 50 also receives signals necessary for controlling the engine 2 when the vehicle 1 is running other than when the manual transmission 5 is upshifted.

The control unit 50 controls the engine 2 based on the input signal, and when the manual transmission 5 is upshifted, the rotation speed of the engine 2 is reduced by controlling the power generation amount of the ISG 3 as a generator. control.

In the control unit 50, an engine control section 50a for controlling the engine 2 and an ISG control section 50b for controlling the ISG 3 are provided. The ISG control unit 50b includes a target time setting unit 50c (target time setting means) and an engine speed reduction control unit 50d (engine speed reduction control means).

The engine control unit 50a and the ISG control unit 50b (the target time setting unit 50c and the engine rotation speed decrease control unit 50d) are, according to the computer program stored in the ROM, the input signals necessary for processing in each unit. The signals are processed by the CPU to control engine 2 and ISG 3 respectively.

The target time setting unit 50c sets the clutch 6 based on the state of the accelerator pedal released by the driver when the driver of the vehicle 1 upshifts the manual transmission 5 (upshifts from the gear stage G to the gear stage G+1). (when the amount of depression of the clutch pedal becomes larger than the first predetermined threshold value d1) is set. In this embodiment, the target time setting unit 50c sets the target time ta based on the peak value vp of the accelerator pedal return speed of the driver. Here, the return operation of the accelerator pedal by the driver usually becomes an operation in which the return speed gradually increases in the first half and gradually decreases in the second half. As a result, the peak value vp of the return speed appears during the return operation. This peak value vp usually appears before the clutch 6 is disengaged. The accelerator pedal return speed is calculated based on the signal from the accelerator pedal depression amount sensor 51 . Then, the return speed is calculated every predetermined time (several milliseconds to several tens of milliseconds) from the start of the accelerator pedal return operation. The velocity value becomes the peak value vp. If the peak value vp does not appear before the disengagement of the clutch 6, the maximum value of the return speed until the disengagement of the clutch 6 is taken as the peak value vp.

Note that the target time setting unit 50c sets the accelerator pedal return time (the time from the start of the return until the depression amount reaches 0 or a predetermined amount (a value close to 0)) instead of the return speed peak value vp. The target time ta may be set based on acceleration, return jerk, or accelerator opening just before return.

In this embodiment, a target time setting map shown in FIG. 3 is stored in advance in the ROM. This target time setting map shows the relationship between the peak value vp of the accelerator pedal return speed and the target time ta. is used to set the target time ta. The target time ta corresponds to the time from disengagement of the clutch 6 to engagement by the driver, and it is considered that the driver engages the clutch 6 when the target time ta has passed since the disengagement of the clutch 6 .

As can be seen from FIG. 3, basically, when the return speed is fast, the target time ta is short, and when the return speed is slow, the target time ta is long. This is because when the driver moves both legs in a natural motion and the return speed is fast, the time from disengagement to engagement of the clutch 6 is short, and when the return speed is slow, the time from disengagement to engagement of the clutch 6 is short. This is because it takes a long time.

The engine rotation speed decrease control unit 50d controls the rotation speed of the engine 2 to decrease to the clutch speed after the upshift (gear stage G+1) when the target time ta set by the target time setting unit 50c has passed since the disengagement of the clutch 6. The rotation speed of the engine 2 is controlled to decrease by controlling the power generation amount of the ISG 3 so as to reach the transmission-side rotation speed N1, which is the rotation speed on the manual transmission 5 side of No. 6. The transmission-side rotation speed N1 is a value obtained by multiplying a rotation speed N3, which will be described later, by (gear ratio at gear stage G+1/gear ratio at gear stage G) (<1).

Specifically, as shown in FIG. 4, the engine rotation speed reduction control unit 50d keeps the rotation speed of the engine 2 from the control target of the rotation speed of the engine 2 from disengagement of the clutch 6 (t0) to time (t1) when the target time ta elapses. A value is set so as to decrease with a predetermined slope (N1-N2)/ta (negative value) with respect to time from the predetermined rotation speed N2 to the transmission-side rotation speed N1 (the control target line in FIG. 4). L). The engine rotation speed reduction control unit 50d adjusts the ISG3 so that the rotation speed detected by the engine rotation speed sensor 55 coincides with the control target value (control target line L) from time t0 to time t1. control the amount of power generated. It should be noted that a shift operation is performed during the period from time t0 to time t1 (more specifically, while the amount of depression of the clutch pedal is at its maximum value), shifting from the gear position G to neutral. The shift stage is changed to G+1 (refer to the column of gear stage in FIG. 6).

The predetermined rotation speed N2 is a value on the lower rotation side than the rotation speed N3 of the engine 2 when the clutch 6 is disengaged (in this embodiment, the actual measurement value detected by the engine rotation speed sensor 55 when the clutch 6 is disengaged). set. In this embodiment, the predetermined rotation speed N2 is set by adding a first predetermined value to the transmission-side rotation speed N1 so as to be lower than the rotation speed N3. The rotation speed N3 of the engine 2 when the clutch 6 is disengaged is the vehicle speed detected by the vehicle speed sensor 53 when the clutch 6 is disengaged and the shift position (gear position G, that is, the gear position G) detected by the shift position sensor 54. It may be an estimated value estimated from the gear ratio of

If the control target value for the rotation speed of the engine 2 is reduced from the rotation speed N3 of the engine 2 when the clutch 6 is disengaged to the transmission side rotation speed N1 with a slope of (N1−N3)/ta, Control hunting is more likely to occur. On the other hand, if the predetermined rotation speed N2 is decreased to the transmission side rotation speed N1 with a slope of (N1-N2)/ta, as shown in FIG. The speed can be smoothly reduced to the transmission-side rotational speed N1.

By appropriately setting the predetermined rotation speed N2, the rotation speed of the engine 2 reaches the control target line L before the target time ta elapses after the disengagement of the clutch 6, and at this point the power generation of the ISG 3 is stopped. However, after the power generation is stopped, basically, the rotational speed of the engine 2 decreases along the control target line L and reaches the transmission side rotational speed N1 at time t1, thereby suppressing undershoot. be able to. In this embodiment, the rotation speed of the engine 2 reaches the set rotation speed N4 set by adding a second predetermined value (a value smaller than the first predetermined value) to the transmission-side rotation speed N1 (t2 ), it is assumed that the rotation speed of the engine 2 has reached the control target line L, and the power generation of the ISG 3 is stopped.

In this embodiment, the engine control unit 50a stops the fuel injection in the engine 2 from time t0 to time t2, and starts fuel injection after time t2. The engine control unit 50a assists the rotation speed of the engine 2 to decrease along the control target line L by combustion control of the engine 2 from time t2 to time t1. However, the rotation speed of the engine 2 decreases along the control target line L as described above even without the assistance of the engine control unit 50a.

The engine control unit 50a controls the engine 2 if the accelerator pedal depression amount detected by the accelerator pedal depression amount sensor 51 is 0 during the period from time t1 until the clutch pedal depression amount becomes equal to or less than the second predetermined threshold value d2. By combustion control, the rotational speed of the engine 2 is maintained at the transmission side rotational speed N1. The second predetermined threshold value d2 is a value smaller than the first predetermined threshold value d1, and is such a value that it can be assumed that the clutch pedal is not depressed. The engine control unit 50a controls the engine 2 according to the amount of depression of the accelerator pedal when the accelerator pedal is depressed during the period from time t1 until the amount of depression of the clutch pedal becomes equal to or less than the second predetermined threshold value d2. do. On the other hand, even if the amount of depression of the clutch pedal becomes equal to or less than the second predetermined threshold value d2, if the amount of depression of the accelerator pedal is 0, the rotation speed of the engine 2 is gradually increased from the transmission-side rotation speed N1 to the idle rotation speed. (In the engine speed column in FIG. 6, after the amount of depression of the clutch pedal becomes equal to or less than the second predetermined threshold value d2, the engine speed is decreased toward the idle speed).

The engine rotation speed decrease control unit 50d maintains the power generation stop state of the ISG 3 from time t2 until the amount of depression of the clutch pedal becomes equal to or less than the second predetermined threshold value d2, and the amount of depression of the clutch pedal is reduced to the first 2 When it becomes equal to or less than the predetermined threshold d2, the control by the engine rotation speed decrease control section 50d ends.

Next, according to the flow chart of FIG. 5, when the driver of the vehicle 1 starts to release the accelerator pedal when upshifting the manual transmission 5, the amount of depression of the clutch pedal becomes equal to or less than the second predetermined threshold value d2 after the upshift. The rotation speed adjustment processing by the target time setting unit 50c and the engine rotation speed reduction control unit 50d until the engine speed is reached will be described. The processes of steps S1 to S5 below are executed by the target time setting section 50c, and the processes of steps S6 to S10 are executed by the engine rotation speed reduction control section 50d.

In step S1, the return speed calculated based on the signal from the accelerator pedal depression amount sensor 51 is stored in the RAM as a peak value, and in the next step S2, the newly calculated return speed exceeds the stored value. Determine whether or not there is When the determination in step S2 is NO, the process returns to step S1, and the newly calculated return speed is used as the peak value to update the memory.

On the other hand, when the determination in step S2 is YES, the process proceeds to step S3 to determine whether the clutch pedal depression amount detected by the clutch pedal depression amount sensor 52 is greater than the first predetermined threshold value d1, that is, whether the clutch 6 is disengaged. determine whether or not When the determination in step S3 is NO, the process returns to step S2, and when the determination in step S3 is NO, the process proceeds to step S4.

In step S4, the signal from the engine rotation speed sensor 55 (rotational speed N3) and the signal from the shift position sensor 54 (gear position G) are read. In the next step S5, the target time ta is set using the target time setting map from the last stored peak value vp of the return speed.

In the next step S6, the rotation speed N3 is multiplied by (the gear ratio of the gear stage G+1/the gear ratio of the gear stage G) to calculate the transmission-side rotation speed N1, and the predetermined rotation speed N2 is set higher than the rotation speed N3. The control target line L is set by setting a small value. In the next step S7, the power generation amount of the ISG 3 is controlled so that the rotation speed detected by the engine rotation speed sensor 55 matches the rotation speed of the control target line L.

In the next step S8, it is determined whether or not the rotation speed of the engine 2 has reached the control target line L (here, whether or not the rotation speed of the engine 2 has reached the set rotation speed N4). When the determination in step S8 is NO, the process returns to step S7, while when the determination in step S8 is YES, the process proceeds to step S9 to stop the power generation of the ISG 3 (set the power generation amount to 0).

In the next step S10, it is determined whether or not the clutch pedal depression amount detected by the clutch pedal depression amount sensor 52 is d2 or less. When the determination in step S10 is NO, the process returns to step S9, and when the determination in step S10 is YES, the rotational speed matching process is terminated.

Next, a series of operations related to the rotational speed matching process will be described with reference to FIG.

When the driver of the vehicle 1 depresses the accelerator pedal and the rotational speed of the engine 2 is increasing, the driver depresses the clutch pedal while returning the accelerator pedal in order to perform an upshift. Before the depression amount of the clutch pedal exceeds the first predetermined threshold value d1, the accelerator pedal return speed reaches a peak, and the peak value vp is finally stored in the RAM. A target time ta is set from this peak value vp by a target time setting map. The target time ta is set on the assumption that the driver naturally moves both feet without stopping during the operation. It is considered that the clutch 6 is connected by a person.

From disengagement of the clutch 6 to time (t1) when the target time ta elapses, the rotational speed of the engine 2 decreases due to the control of the power generation amount of the ISG 3, and the power generation amount becomes 0 at the time t2. After time t2, the rotation speed of the engine 2 decreases along the control target line L, and reaches the transmission-side rotation speed N1 at time t1. Thus, the rotation speed of the engine 2 smoothly decreases from the rotation speed N3 to the transmission-side rotation speed N1 without causing control hunting.

Therefore, in this embodiment, if the driver of the vehicle 1 naturally moves both feet and operates the pedals without stopping in the middle of the operation, the engine 2 side and the manual transmission 5 side of the clutch 6 are connected when the clutch 6 is engaged. This eliminates the rotational speed difference between the two and prevents the occurrence of shift shock.

The present invention is not limited to the above embodiments, and substitutions are possible without departing from the scope of the claims.

The above-described embodiments are merely examples, and should not be construed as limiting the scope of the present invention. The scope of the present invention is defined by the scope of claims, and all variations and modifications within the equivalent scope of the claims are within the scope of the invention.

The present invention comprises an engine, a manual transmission, a clutch for connecting and disconnecting the engine and the manual transmission, and a clutch connected to the engine without the clutch and driven by the engine to generate power. It is useful for a control device of a vehicle having a power generator.

1 vehicle 2 engine 3 ISG (generator)
5 manual transmission 6 clutch 50c target time setting section (target time setting means)
50d Engine rotation speed reduction control means (engine rotation speed reduction control means)

Claims (4)

an engine, a manual transmission, a clutch that connects and disconnects the engine and the manual transmission, and a generator that is connected to the engine without the clutch and is driven by the engine to generate electricity. A control device for a vehicle having
A target value for the time from disengagement of the clutch to reduce the rotation speed of the engine, based on the speed at which the driver of the vehicle returns the accelerator pedal when the manual transmission is upshifted. a target time setting means for setting a target time which is
When the target time set by the target time setting means has passed since the disengagement of the clutch, the rotation speed of the engine is the rotation speed of the clutch on the manual transmission side after the upshift. an engine rotation speed decrease control means for controlling the rotation speed of the engine to decrease by controlling the amount of power generated by the generator so as to reach the rotation speed ;
The target time setting means sets the target time shorter when the accelerator pedal returning speed is faster than when the accelerator pedal returning speed is slower, and sets the target time shorter when the accelerator pedal returning speed is lower than when the accelerator pedal returning speed is lower than the first threshold. A control device for a vehicle, characterized in that, when the above is satisfied, it is configured to keep the target time constant . In the vehicle control device according to claim 1,
A control device for a vehicle, wherein the target time setting means is configured to set the target time based on a peak value of the accelerator pedal return speed of the driver. In the vehicle control device according to claim 1 or 2,
The engine rotation speed reduction control means reduces the control target value of the rotation speed of the engine from a predetermined rotation speed to the transmission side rotation speed with respect to time until the target time elapses after disengagement of the clutch. A control device for a vehicle, characterized in that it is configured to be set so as to decrease with a predetermined inclination. an engine, a manual transmission, a clutch that connects and disconnects the engine and the manual transmission, and a generator that is connected to the engine without the clutch and is driven by the engine to generate electricity. A control device for a vehicle having
A target value for the time from disengagement of the clutch to reduce the rotation speed of the engine, based on the speed at which the driver of the vehicle returns the accelerator pedal when the manual transmission is upshifted. a target time setting means for setting a target time which is
When the target time set by the target time setting means has passed since the disengagement of the clutch, the rotation speed of the engine is the rotation speed of the clutch on the manual transmission side after the upshift. an engine rotation speed decrease control means for controlling the rotation speed of the engine to decrease by controlling the amount of power generated by the generator so as to reach the rotation speed;
The target time setting means sets the target time shorter when the accelerator pedal is returned at a faster speed than when the accelerator pedal is returned at a slower speed,
The engine rotation speed reduction control means reduces the control target value of the rotation speed of the engine from a predetermined rotation speed to the transmission side rotation speed with respect to time until the target time elapses after disengagement of the clutch. It is configured to be set so that it decreases with a predetermined slope at
Further , the engine rotation speed reduction control means is configured to set the predetermined rotation speed to a value on the lower rotation side than the rotation speed of the engine when the clutch is disengaged. Device.

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