JPH06307265A - Controller for vehicle - Google Patents

Abstract

PURPOSE:To provide a controller for a vehicle, in which no shock occurs in clutch connection even when an accelerator pedal is stepped on too much/less in a low speed coasting running condition. CONSTITUTION:When it is determined that the number of revolutions of an input shaft is not larger than the number of engine revolutions, an opening of a throttle valve 9 is controlled to an opening complying with an accelerator stepping amount. When it is determined that the number of revolutions of the input shaft is larger than the number of engine revolutions, the opening of the throttle valve 9 is controlled to an opening complying with the number of input shaft revolutions until it is determined that a clutch 8 reaches the predetermined half-clutch connection condition, and when it is determined that the clutch 8 reaches the predetermined half-clutch condition, the opening of the throttle valve 9 is controlled so as to be gradually brought close to the opening complying with the accelerator stepping amount from the opening complying with the number of revolutions of the input shaft.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device used in an automatic vehicle, and more particularly to improvement of throttle valve control during clutch engagement operation.

[0002]

2. Description of the Related Art In an automatic vehicle, when the accelerator pedal is released in a low vehicle speed range such as a congested road condition, the clutch is disengaged and the vehicle is coasting. On this occasion,
The throttle valve is controlled so that the engine speed becomes the idle speed. When the accelerator pedal is depressed again in this coasting state, the clutch is connected and the throttle valve is controlled to an opening degree corresponding to the depression amount of the accelerator pedal, so that the engine speed increases.
However, when the coasting speed of the vehicle is still at a certain level and the accelerator pedal depression amount is small,
When the throttle valve is controlled to an opening that corresponds to the amount of depression of the accelerator pedal, the clutch will be connected when the engine speed is much lower than the engine speed (or the transmission input shaft speed) that corresponds to the vehicle speed. There was a problem that the engine brake was applied. Therefore, in Japanese Examined Patent Publication No. 4-32929, the throttle valve opening corresponding to the number of revolutions of the input shaft is compared with the throttle valve opening corresponding to the accelerator depression amount, and the throttle valve is opened so that the opening is larger. Controlling is disclosed. Using the technique of the above publication, the problem of engine braking is eliminated.

[0003]

In the technique of the above publication, when the accelerator pedal is excessively depressed in the coasting state, the throttle valve opening corresponds to the excessive depression amount of the accelerator pedal, so that a shock occurs when the clutch is engaged. And give the driver anxiety.

[0004]

The gist of the invention of claim 1 is, as shown in FIG. 1, an input shaft rotation detection means 1 for detecting the input shaft rotation speed of a transmission, and an engine rotation detection for detecting the engine rotation speed. A means 2, a accelerator depression amount detecting means 3 for detecting an accelerator depression amount, and a clutch for controlling the clutch 8 to be in a connected state when the accelerator depression amount is detected by the accelerator depression amount detecting means 3 in a clutch disengaged state. The connection control means 4, the rotation speed determination means 5 for determining whether or not the input shaft rotation speed is higher than the engine rotation speed before the clutch connection control means 4 connects the clutch 8, and the clutch position Clutch engagement state determination means 6 for determining whether or not a predetermined half-clutch engagement state has been reached , In the vehicle control apparatus provided with a throttle valve opening control means 7 for controlling the opening degree of the throttle valve 9 In the clutch connection by the clutch connection control section 4. Throttle valve opening control means 7
(I) When the rotation speed judging means 5 judges that the input shaft rotation speed is not higher than the engine rotation speed, the opening degree of the throttle valve 9 is adjusted to an opening degree commensurate with the accelerator depression amount. (Ii) If the input speed of the input shaft is determined to be higher than the engine speed by the rotation speed determination means 5, the clutch engagement state determination means 6 causes the clutch 8 to reach the predetermined half-clutch engagement state. Until it is determined that the throttle valve 9 has reached the predetermined half-clutch engagement state, the clutch engagement state determination means controls the opening degree of the throttle valve 9 so that the opening degree corresponds to the input shaft rotation speed. When it is determined that the throttle valve 9 is opened, the throttle valve 9 is opened from the opening corresponding to the input shaft speed. It is controlled to go close gradually to the opening commensurate with the amount of write only. The rotation speed determination means 5 in the invention of claim 2 compares the input shaft rotation speed with the predetermined rotation speed instead of comparing the input shaft rotation speed with the engine rotation speed.

[0005]

In the invention of claim 1, when the accelerator is depressed with the clutch disengaged, the throttle valve 9 is controlled as follows. When it is determined that the input shaft rotation speed is not higher than the engine rotation speed, the opening degree of the throttle valve 9 is controlled so as to correspond to the accelerator depression amount. When it is determined that the input shaft rotation speed is higher than the engine rotation speed, the opening degree of the throttle valve 9 is adjusted to the input shaft rotation speed until it is determined that the clutch 8 has reached a predetermined half-clutch engagement state. When it is determined that the clutch 8 has reached the predetermined half-clutch engagement state by controlling the opening degree, the opening degree of the throttle valve 9 is changed from the opening degree corresponding to the input shaft rotation speed to the accelerator depression amount. Control to gradually approach the appropriate opening. According to the invention of claim 2, the same effect as that of claim 1 is obtained except that the input shaft speed is compared with a predetermined speed instead of the engine speed.

[0006]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described with reference to the drawings. FIG. 2 shows a schematic structure of a vehicle equipped with an automatic transmission, that is, an automatic vehicle. This vehicle has an engine 10, a clutch 20, and a transmission 30. The rotation of the output shaft 10a of the engine 10 is transmitted to the input shaft 30a of the transmission 30 via the clutch 20, and after the speed is changed by the transmission 30, the rotation of the output shaft 10a of the wheel 4 is transmitted via the output shaft 30b and the axle 40a.
Transmitted to 0.

The opening of the throttle valve 50 provided in the intake system of the engine 10 is controlled by a throttle valve actuator 60, and the clutch 20 is connected or disconnected by a clutch actuator 70. The gear position of the transmission 30 is changed by the shift actuator 80. In addition, the automatic vehicle has a control unit 9 including a microcomputer.
It has 0. On the input side of the microcomputer of the control unit 90, there is an accelerator sensor 91 (accelerator depression amount detecting means) for detecting the depression amount of an accelerator pedal, and an engine rotation sensor 92 (engine for detecting the rotation speed of the output shaft 10a of the engine 10). Rotation detection means), a clutch sensor 93 for detecting the clutch position, an input shaft sensor 94 (input shaft rotation detection means) for detecting the rotation speed of the input shaft 30a of the transmission 30,
A vehicle speed sensor (not shown) that detects the rotational speed of the output shaft 30b, that is, a vehicle speed, and a valve sensor (not shown) that detects the opening degree of the throttle valve 50,
A signal from a select position sensor (not shown) is input. The microcomputer of the control unit 90 uses the throttle valve actuator 60, the clutch actuator 70, and the speed change actuator 80 based on the signals from the sensors 91, 92, 93, 94.
And control. In addition, 1, 2, 3, D are in the select position.
_{There are 4} , D ₅ , R and N. When the select position 1 is selected, the 1st speed is shifted. The gear shifts to the second speed at the select position 2 and to the third gear at the select position 3. At the select position D ₄ , the automatic speed change mode for selecting any one of the first speed to the fourth speed is executed, and at the select position D ₅ , the second speed to the fifth speed.
An automatic speed change mode for selecting either speed is executed.
At the select position R, the gear position is shifted to the reverse gear position, and at the select position N, the rotation of the input shaft 30a is not transmitted to the output shaft 30b.

A routine for controlling the clutch 20 and controlling the opening degree of the throttle valve 50 by the microcomputer in the automatic shift mode will be described with reference to the flowcharts of FIGS. 3 and 4. This routine is executed at regular intervals by a timer interrupt. In step 101, the signals from the above sensors are read. In step 102, it is determined whether the vehicle speed V is less than or equal to the clutch cut vehicle speed V ₀ . When a negative determination is made in step 102, that is, when it is determined that the vehicle speed is higher than the clutch cut vehicle speed V ₀ , in step 103 a rotation adjustment FLG, which will be described later, is reset to zero, and then normal control is executed. That is,
In step 104, the target opening degree of the throttle valve 50 is determined according to the accelerator depression amount. The clutch target position is maintained in the fully engaged state and remains unchanged. Next step 1
At 05, the clutch actuator 70 is controlled based on the deviation between the detected actual clutch position and the target clutch position so that the clutch 20 will be at the target position (in the case of normal control, the clutch 20 is maintained in the completely connected state). , Step 1
At 06, the throttle valve actuator 60 is controlled based on the deviation between the detected actual opening and the target opening so that the throttle valve 50 reaches the target opening.

When an affirmative decision is made in step 102, it is decided in step 107 whether or not the accelerator depression amount is zero, that is, whether or not the accelerator pedal is idle. Step 10
If an affirmative decision is made in step 7, the target clutch position is set to the completely disengaged position in step 108, then the rotational alignment FLG, which will be described later, is reset to zero in step 103, and in step 104 the target opening of the throttle valve is set to the accelerator pedal. Set the opening according to the amount of depression. Therefore step 10
In step 5, the clutch disengagement control is executed, and in step 106, the throttle valve opening is minimized and the engine drops to the idling speed. This occurs when the accelerator pedal is released while driving at low speed in a traffic jam.

As described above, when the accelerator pedal is released to disengage the clutch, and the accelerator pedal is depressed again while the engine is rotating at the idle speed, a negative determination is made at step 107 and the routine proceeds to step 109. The actual clutch position is a predetermined position P described later.
Judge whether it is on the connection side rather than ₁ . Immediately after depressing the accelerator pedal, the clutch is naturally in the completely disengaged position, so a negative determination is made in step 109, and it is determined in step 110 whether or not a rotation alignment flag described later is set. Immediately after the accelerator pedal is depressed, it is not set, so a negative determination is made and the routine proceeds to the next step 111. In step 111, it is determined whether the input shaft speed (Ni) is higher than the engine 30a speed (Ne). If a negative decision is made in step 111, step 11
At 2, the target opening degree of the throttle valve 50 is set to an opening degree commensurate with the accelerator depression amount. In step 113, the target clutch position is determined by the accelerator depression amount and the engine speed. That is, the target clutch position becomes larger as the accelerator depression amount is larger and the engine speed is larger.
The position is close to the perfect position. Therefore, when the input shaft rotation speed is not higher than the engine rotation speed when the accelerator pedal is depressed from the clutch disengaged state, the same clutch control and throttle valve control as those at the time of starting are performed in steps 105 and 106.

If a positive determination is made in step 111, the rotation alignment flag is set in the next step 114 and the process proceeds to step 201 in FIG. This rotation adjustment flag is a flag indicating the fact that the input shaft rotation speed exceeds the engine rotation speed. In the routine after the rotation alignment flag is set, the affirmative decision is made in step 110, and therefore step 111 is not executed. This means that the comparison judgment of the rotation speeds Ni and Ne can be made only once immediately after the accelerator pedal is depressed.

After the execution of the above step 111 or when the affirmative judgment is made in the step 110, the process proceeds to the step 201 of FIG. In step 201, it is judged whether or not the actual clutch position is on the connection side from a predetermined position P _{2 of the} clutch which will be described later. When a negative determination is made in step 201, that is, when the clutch 20 has not reached the position of the predetermined position P ₂ , the target opening of the throttle valve 50 is set to an opening commensurate with the rotation of the input shaft 30a in step 202. Set. In step 203, the clutch target position is set according to the map shown in FIG.
5 and 106 are executed. Therefore, the clutch 20 is gradually connected with the passage of time, and the engine speed gradually approaches the input shaft 30a speed in this process, so that the clutch 20 can be connected without shock due to engine braking. .

If a positive determination is made in step 201, that is, if it is determined that the clutch position has reached the predetermined position P ₂ in the half-clutch state, the target opening of the throttle valve 50 is set to the rotational speed of the input shaft 30a in step 204. Set the opening so that the opening gradually corresponds to the accelerator depression amount. Since the opening degree of the throttle valve 50 is set in this way, the engine speed and the same speed of the input shaft 30a can gradually shift to a speed corresponding to the accelerator without a shock.
Next, steps after step 203 are executed. When the clutch position further moves to the contact side according to the map and reaches the predetermined position P ₁ , an affirmative decision is made in step 109 of FIG. 3, the target clutch position is set to full connection in the next step 115, and steps 103 and thereafter are executed. To do.

The throttle valve 50 opening control, which is a characteristic control operation of the present invention, will now be described with reference to the time chart of FIG. If the input shaft speed is higher than the engine speed when the accelerator pedal is depressed as shown in FIG. 6A during low speed coasting with the clutch disengaged and the accelerator pedal released, the clutch 2 as shown in FIG.
0s are connected according to the map. Further, the opening degree of the throttle valve 50 is set to an opening degree corresponding to the rotation of the input shaft 30a. Therefore, the engine speed rises from the idle speed, and is almost equal to the input shaft speed when the clutch position reaches the predetermined position P ₂ of the half clutch. When the clutch reaches the predetermined position P ₂ , the opening of the throttle valve is adjusted to the input shaft 3
The opening corresponding to the rotational speed of 0a is adjusted to the opening corresponding to the accelerator depression amount. That is, when the throttle opening corresponding to the accelerator depression amount is smaller than the throttle opening corresponding to the input shaft rotation speed, the target throttle opening gradually decreases as shown in FIG.
Along with this, the input shaft rotation speed and the engine rotation speed gradually decrease as shown in FIG. Further, when the throttle opening corresponding to the accelerator depression amount is larger than the throttle opening corresponding to the input shaft rotation speed, the throttle target opening gradually increases from the opening corresponding to the input shaft 30a rotation as shown in FIG. 6 (e). As a result, the rotation speed of the input shaft 30a and the engine rotation speed gradually increase as shown in FIG. 6 (f).

Step 111 in FIG. 3 corresponds to step 1 in FIG.
It can be replaced with 11 '. In step 111 ′, it is determined whether the input shaft rotation speed Ni is higher than a predetermined rotation speed N ₀ . The predetermined rotation speed N ₀ is preferably equal to the idle rotation speed, but may be slightly smaller or larger.

The present invention is not limited to the above embodiment and various modes are possible. The target opening of the throttle valve is
The opening corresponding to the input shaft rotation speed can be changed to the opening corresponding to the accelerator depression amount in a certain time. In this case, the rate of change of the opening is proportional to the difference between the opening corresponding to the accelerator depression amount and the opening corresponding to the input shaft rotation speed. The fixed time may be longer or shorter than the time required to move from the predetermined position P ₂ to the predetermined position P ₁ . Further, the target opening degree of the throttle valve may be changed at a constant rate of change so that the opening degree corresponds to the accelerator depression amount. in this case,
The time required to reach the opening corresponding to the accelerator depression amount is proportional to the difference between the opening corresponding to the accelerator depression amount and the opening corresponding to the input shaft rotation speed.

In the above embodiment, it is determined whether or not the actual clutch position from the clutch sensor has reached the predetermined position P ₂ , but it is determined whether or not a predetermined time has elapsed since the clutch connection control by the map was started. By doing so, it may be determined whether or not the clutch position has substantially reached the predetermined position P ₂ .

The input shaft speed may be detected based on the output speed and the gear ratio of the transmission. In addition, a rotation speed (Ne + α or Ne-α) obtained by adding or subtracting a constant α to the engine rotation speed Ne,
The input shaft rotation speeds Ni may be compared. In this case, since the engine speed Ne is the idle speed, Ne + α and Ne−α can be interpreted as the predetermined speeds in claim 2.

As described above, according to the present invention, even if the accelerator pedal is depressed in the coasting state and the accelerator pedal is insufficiently or excessively depressed, the clutch can be connected and controlled without a shock.

[0019]

[Brief description of drawings]

FIG. 1 is a block diagram showing a basic configuration of the present invention.

FIG. 2 is a block diagram showing an embodiment of the present invention.

3 is a part of a flowchart showing a timer interrupt routine executed by the microcomputer of FIG.

FIG. 4 is the rest of the flowchart of the routine.

FIG. 5 is a part of a flowchart corresponding to another embodiment.

FIG. 6 is a time chart for explaining the operation of the above embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Input shaft rotation detection means 2 Engine rotation detection means 3 Accelerator depression amount detection means 4 Clutch connection control means 5 Rotation speed determination means 6 Clutch connection state determination means 7 Throttle valve opening control means 8, 20 Clutch 9, 50 Throttle valve 90 Control unit 91 Accelerator sensor (accelerator depression amount detecting means) 92 Engine rotation sensor (engine rotation detecting means) 94 Input shaft sensor (input shaft rotation detecting means)

Claims (2)

[Claims] 1. An input shaft rotation detecting means for detecting an input shaft rotation speed of a transmission; (b) an engine rotation detecting means for detecting an engine rotation speed; and (c) an accelerator depression for detecting an accelerator depression amount. And (d) a clutch connection control means for controlling the clutch to be in an engaged state when the accelerator depression amount detection means detects the accelerator depression in the clutch disengaged state, and (e) a clutch connection control means. A rotational speed determination means for determining whether the input shaft rotational speed is higher than the engine rotational speed before connecting the clutch by (4), and (f) whether the clutch position has reached a predetermined half-clutch connected state. The clutch connection state determination means for determining whether or not (g) the clutch connection control means A means for controlling the opening of the throttle valve when executing the latch connection, and (i) if the input shaft speed is judged not to be higher than the engine speed by the speed judgment means, The opening is controlled so as to correspond to the accelerator depression amount, and (ii) when the input shaft rotation speed is judged to be higher than the engine rotation speed by the rotation speed judgment means, the clutch connection state judgment is made. Until the clutch determines that the clutch has reached the predetermined half-clutch engagement state by the means, the opening degree of the throttle valve is controlled to be an opening degree corresponding to the input shaft rotation speed, and the clutch engagement state determination means When it is determined that the clutch has reached the predetermined half-clutch engagement state, the throttle valve opening is set to the above Vehicle control device having a throttle valve opening control means for controlling so from opening commensurate with the output shaft rotational speed gradually close gradually to opening commensurate with the accelerator depression amount. 2. An input shaft rotation detecting means for detecting an input shaft rotation speed of a transmission; (b) an engine rotation detecting means for detecting an engine rotation speed; and (c) an accelerator pedal depression for detecting an accelerator depression amount. And (d) a clutch connection control means for controlling the clutch to be in an engaged state when the accelerator depression amount detection means detects the accelerator depression in the clutch disengaged state, and (e) a clutch connection control means. And (f) whether or not the clutch position reaches a predetermined half-clutch engagement state, and (f) whether or not the clutch position reaches a predetermined half-clutch engagement state. Clutch connection state determining means for determining whether or not Means for controlling the opening of the throttle valve when executing the continuation, and (i) opening the throttle valve when the input shaft rotation speed is judged not to be higher than the predetermined rotation speed by the rotation speed judgment means. Degree is controlled so as to be an opening degree commensurate with the accelerator depression amount, and (ii) when the input shaft rotation speed is judged to be higher than the predetermined rotation speed by the rotation speed judgment means, the clutch engagement state judgment means. Until the clutch has reached the predetermined half-clutch engagement state, the throttle valve opening is controlled so as to correspond to the input shaft speed, and the clutch engagement state determining means determines the clutch engagement state. When it determines that the predetermined half-clutch engagement state has been reached, the throttle valve opening is adjusted to the above-mentioned input shaft. Vehicle control device having a throttle valve opening control means for controlling so from opening commensurate with the rolling speed is brought close gradually to opening commensurate with the accelerator depression amount.