KR101491538B1 - Internal combustion control system - Google Patents

Abstract

[ PROBLEMS ] To improve the acceleration while suppressing the change of the longitudinal acceleration of the vehicle when the clutch is fully engaged in automatic oscillation as much as possible.
[ MEANS FOR SOLVING PROBLEMS ] Before engagement of a clutch, an engine torque instruction value is appropriately controlled such that an engine rotation angular speed increases in accordance with an increase in a clutch rotation angular velocity and approaches an increasing clutch rotational angular velocity. Therefore, the difference between the engine rotational angular velocity and the clutch rotational angular velocity can be effectively reduced immediately before the clutch is fully engaged. Thus, when the clutch is fully engaged, the influence of the inertial moment of the engine on the clutch is suppressed, so that excessive acceleration does not occur when the clutch is engaged, and satisfactory traveling peeling can be obtained.

Description

[0001] INTERNAL COMBUSTION CONTROL SYSTEM [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technical field of an internal combustion engine control device for controlling internal combustion engine torque such as engine torque when an automatic transmission such as a mechanical automatic transmission (AMT) is used for automatic oscillation.

2. Description of the Related Art Conventionally, in a large vehicle such as a bus or a truck equipped with a mechanical automatic transmission, output control of an internal combustion engine (hereinafter, also referred to as engine torque control) is performed variously at the time of automatic oscillation using a mechanical automatic transmission. BACKGROUND ART [0002] A mechanical automatic transmission equipped with an automatic clutch mechanism that automatically engages and disengages a clutch with an oscillating operation or a shifting operation has been developed for this type of mechanical automatic transmission.

In the conventional engine control apparatus for performing the output control of the engine of the vehicle accompanied by the disconnection of the clutch by the above-mentioned auto clutch mechanism, when the clutch engagement completion (complete engagement) by the auto clutch mechanism at the time of the automatic oscillation, There has been proposed an engine control apparatus which realizes smooth acceleration by improving the decline of the longitudinal acceleration (see, for example, Patent Document 1).

In the engine control apparatus described in Patent Document 1, the engine rotational angular velocity and the clutch rotational angular velocity are controlled independently from each other before the clutch is brought into complete engagement. Therefore, a large difference arises between the engine rotational angular velocity and the clutch rotational angular velocity. Therefore, when the engine rotational angular velocity and the clutch rotational angular velocity are synchronized by the completion of clutch engagement (complete engagement), the moment of inertia of the engine largely affects the clutch.

Therefore, as shown in Fig. 4 of the patent document 1, when starting the engine torque control after completion of the clutch connection, the engine torque at the clutch engaged state is multiplied by the clutch rotational angle acceleration and the engine rotational inertia moment The engine torque obtained by simply adding the compensating torque for the rotational inertia moment of the engine to the engine torque when the engine rotational angular velocity and the clutch rotational angular velocity are synchronized with each other is set as the initial value, To the target engine torque required in the opening of the accelerator, thereby controlling the decline of the longitudinal acceleration of the vehicle when the clutch is fully engaged by the automatic clutch mechanism at the time of automatic oscillation.

Japanese Patent Publication No. 4544920

However, in the engine control apparatus disclosed in Patent Document 1, when the engine torque control is started after the clutch engagement is fully engaged at the time of automatic oscillation, the engine torque at the time when the engine rotational angular velocity and the clutch rotational angular velocity are synchronized, As shown in Fig. 4, the engine torque at the start of the engine torque control at the time of complete clutch engagement and the engine torque at the time of clutch engagement completion Lt; / RTI > Depending on the magnitude of the compensation torque, the engine torque may increase rapidly. As shown in Fig. 4, when the engine torque rises sharply, the decline of the longitudinal acceleration of the vehicle can be controlled to some extent. However, the change in the longitudinal acceleration of the vehicle becomes large and excessive acceleration occurs, It is possible to consider a problem in which running feeling is not improved due to a feeling of going out.

An object of the present invention is to provide an internal combustion engine control device capable of suppressing a change in vehicle longitudinal acceleration occurring at the time of clutch engagement in automatic oscillation as much as possible while improving acceleration performance will be.

In order to solve the above problems, an internal combustion engine control device according to the present invention includes a shift signal generation means for determining a shift position of a change lever and outputting a shift position signal, and a clutch release control signal for outputting a clutch release control signal A clutch rotational angular velocity outputting means for detecting a rotational angular velocity of the clutch on the transmission side of the clutch and outputting a clutch rotational angular velocity signal; a clutch position sensor for detecting a shift position signal from the shift signal fish means, And an internal combustion engine torque command value output means for outputting an internal combustion engine torque command value so as to increase the engine rotational angular velocity before clutch engagement is increased in accordance with an increase in the clutch rotational angular velocity based on the clutch rotational angular velocity signal from the clutch rotational angular velocity output means, Exit And an internal combustion engine control section that controls the internal combustion engine so that the internal combustion engine torque becomes the internal combustion engine torque instruction value output to the internal combustion engine output control section.

Further, in the internal combustion engine control device according to the present invention, the internal combustion engine output control means sets the internal combustion engine torque instruction value with the internal combustion engine torque instruction value at the clutch engaged state as the initial value in the internal combustion engine torque control thereafter .

According to the internal combustion engine control apparatus configured as described above, the internal combustion engine output control means controls the internal combustion engine so that the internal combustion engine rotational angular velocity increases in accordance with the increase of the clutch rotational angular velocity and approaches the clutch rotational angular velocity, The engine torque instruction value is appropriately controlled. Therefore, the difference between the rotational angular speed of the internal combustion engine and the rotational angular speed of the clutch can be effectively reduced immediately before the clutch is fully engaged. As a result, even when the degree of engagement of the clutch is high, the rotation of the engine is not lowered and the state of high engine torque value is maintained. Therefore, when the clutch is in close contact, the influence of the moment of inertia of the internal combustion engine on the clutch is suppressed, There is no case where excessive acceleration occurs in the vehicle, and satisfactory running peeling can be obtained. Thus, it is possible to suppress the change of the longitudinal acceleration of the vehicle when the clutch is fully engaged in the automatic oscillation, and to improve the acceleration of the vehicle effectively by appropriately controlling the internal combustion engine torque instruction value.

Particularly, since the influence of the inertia moment of the internal combustion engine on the clutch can be controlled, the internal combustion engine torque control after the clutch is engaged can be performed with the internal combustion engine torque instruction value at the clutch engaged state as an initial value, The torque instruction value can be continuously set before and after the clutch is engaged. This makes it possible to more effectively control the change in the longitudinal acceleration of the vehicle.

1 is a block diagram schematically showing an embodiment of an engine control device which is an internal combustion engine control device according to the present invention.
Fig. 2 is a view for explaining engine torque control by the engine control device of the example shown in Fig. 1. Fig.
3 is a diagram showing a flow of engine torque control in the example shown in Fig.
Fig. 4 is a view for explaining engine torque control by the conventional engine control device disclosed in Patent Document 1. Fig.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

1 is a block diagram schematically showing an embodiment of an engine control device which is an internal combustion engine control device according to the present invention.

1, the engine control device 1, which is an internal combustion engine control device of the present embodiment, includes a transmission ECU 2 (TCU; equivalent to an automatic transmission control device of the present invention) for controlling an automatic transmission of a vehicle, An engine ECU 4 (corresponding to the internal combustion engine control section of the present invention) for controlling the engine 3 generating the shift lever position sensor 5, an accelerator switch 6 and a vehicle running state detection sensor 7 ). The automatic transmission used together with the engine control device 1 is provided with a transmission 8 for shifting the gearshift, a shift actuator (not shown) for engaging and disengaging the gearshift of the transmission 8 to control the shift shift of the transmission 8 A clutch 10 for turning on and off the power transmission and a clutch actuator 11 for operating and controlling the clutch 10 in order to cut and connect the clutch 10.

The change lever shift position detecting sensor 5 detects the shift position of the change lever in the change lever unit CLU and outputs a lever shift position detection signal. Further, the accelerator switch 6 detects the start of depression of the accelerator pedal and the amount of depression of the accelerator pedal (accelerator opening), and outputs an accelerator opening start signal. Further, the vehicle running state detection sensor 7 detects the vehicle running state information at the time of running of the vehicle such as a vehicle speed or an engine load, and outputs a vehicle running state detection signal.

The transmission ECU 2 has a shift signal generating means 12, a gear shift control means 13, a clutch control means 14, an engine output control means 15 and a clutch rotational speed output means 16.

The shift signal generation means 12 determines the shift position of the change lever based on the lever shift position detection signal from the change lever shift position detection sensor 5. When the position is the automatic shift mode, The shift position determination signal is changed in accordance with the lever operation of the driver in the case of the manual shift mode and the shift position determination signal is changed to the accelerator opening signal from the accelerator switch 6 Based on the clutch engagement signal, the lever shift position detection signal, and the accelerator opening signal, and also outputs the engine torque control signal based on the vehicle speed detection signal from the vehicle running state detection sensor 7, The vehicle running state information at the time of vehicle running such as load is determined and the vehicle running state determination signal Outputs.

The gearshift control means 13 sets the operation control condition of the shift actuator 9 based on the shift position determination signal from the shift signal generation means 12 and outputs the shift actuator operation control signal based on the set operation control condition And outputs it to the shift actuator 9. The shift actuator 8 shifts the transmission 8 based on the shift position determination signal from the shift signal generation means 12 by performing gear shifting or gear shifting of the corresponding transmission 8 based on the shift actuator operation control signal Set to the gear position. In this case, the feedback signal of the gear position setting is outputted from the shift actuator 9 to the gear shift control means 13.

The clutch control means 14 sets the operation control conditions of the clutch actuator 11 based on the shift position determination signal and the vehicle running state determination signal from the shift signal generation means 12, And outputs an actuator operation control signal to the clutch actuator 11. [ The clutch actuator 11 performs the single clutch control of the clutch 10 based on the clutch actuator operation control signal. In this case, the feedback control signal of the single clutch control of the clutch 10 is output from the clutch actuator 11 to the clutch control means 14. [

The engine output control means 15 outputs an engine output instruction value based on the lever shift position detection signal from the shift signal generation means 12, the engine torque control signal from the shift signal generation means 12, (Engine torque instruction value), and outputs the engine output signal based on the engine torque instruction value thus set to the engine ECU 4. The engine ECU 4 then drives and controls the engine 3 with the engine torque instruction value based on the engine output signal from the engine output control means 15. [

The clutch rotational speed output means 16 detects the clutch rotational speed on the driven side (transmission side) of the clutch 9 and outputs the clutch rotational speed signal to the engine output control means 15 in a feedback manner. Then, the engine output control means 15 re-sets the engine torque instruction value (engine torque instruction value) based on the clutch rotation number signal, and sends the engine output signal based on the reset engine torque instruction value to the engine ECU 4 Re-output.

The engine output control means 15 of the engine control device 1 of this embodiment determines the engine torque instruction value as follows and outputs the engine torque instruction value to the engine ECU 4 so that the engine ECU 4 becomes the determined engine torque instruction value The engine 3 is driven and controlled. That is, when determining the engine torque instruction value, the engine output control means 15 uses the engine rotational angular velocity and the clutch rotational angular velocity of the driven side (output side) of the clutch 10, and associates these two rotational angular angles with each other, So that the torque instruction value is determined. In this case, the engine rotational angular speed is obtained on the basis of the engine rotational speed from the engine ECU 4, and the clutch rotational angular velocity is obtained from the clutch rotational speed output means 16 on the driven side (output side) Based on the number of revolutions.

That is, the engine output control means 15 increases the engine rotational angular speed before the clutch is brought into complete contact with the increase of the clutch rotational angular speed, and makes the difference between the engine rotational angular speed and the clutch rotational angular speed as small as possible, The engine rotational speed instruction value is outputted to the engine ECU 4 so as to supplement the shortage torque of the moment of inertia. The engine ECU 4 then controls the rotational angular velocity of the engine 4 on the basis of the engine rotational angular velocity command value from the engine output control means 15. [ Thus, the change in the longitudinal acceleration of the vehicle when the clutch is engaged is suppressed.

Next, specific engine torque control by the engine control apparatus of this embodiment will be described. Fig. 2 is a view for explaining engine torque control by the engine control apparatus of this embodiment. Fig.

As shown in Fig. 2, when the accelerator pedal is depressed to accelerate the vehicle and the accelerator pedal is turned on, the engine rotational speed instruction value is instructed to the engine ECU 4 in accordance with the accelerator pedal opening degree, Gradually increases at a predetermined rate of increase, and clutch engagement control is started. At this time, since the engine torque value generates a driving force necessary for oscillating the vehicle from the stationary state, the engine torque value rises to a relatively large extent. The clutch engagement control proceeds and the driven side of the clutch 10 starts to rotate, and the rotational angular velocity gradually increases in accordance with the degree of engagement of the clutch 10. Then, the engine 3 is controlled so that the engine rotational angular velocity increases in accordance with the increase of the clutch rotational angular velocity. More specifically, the engine rotational angular velocity at this time increases more slowly than the increase of the engine rotational angular velocity before the clutch 10 starts to rotate. At this time, the engine torque value oscillates in a stationary state of the vehicle, so that the engine torque value gradually increases after the vehicle rises significantly.

Further, when the degree of engagement of the clutch increases and the rate of increase of the clutch rotational angular velocity increases, the rate of increase of the engine rotational angular velocity is set to be larger by the increase of the rate of increase of the clutch rotational angular velocity. At this time, as the degree of engagement of the clutch increases, the load applied to the engine 3 increases, so that the engine rotational angular velocity decreases. Therefore, as shown in Fig. 2, the engine output control means 15 outputs the engine torque instruction value to the engine ECU 4 so that the engine rotational angular velocity is not lowered even if the engine load increases as described above. At this time, depending on the size of the accelerator opening degree, the vehicle longitudinal acceleration increases to a relatively large extent.

Thus, the engine rotational angular velocity and the clutch rotational angular velocity gradually become closer to each other immediately before the clutch is fully engaged. As a result, even when the degree of engagement of the clutch is high, there is no drop in the rotation of the engine and the state of high engine torque value is maintained. Therefore, in the engine torque control thereafter, There is no need to add more torque.

Next, a specific example of engine torque control by the engine control device 1 of the present embodiment will be described. 3 is a diagram showing the flow of engine torque control in this example.

As shown in Fig. 3, it is determined in step S1 whether or not the accelerator switch is turned on. If it is determined in step S1 that the accelerator switch is turned on, the clutch connection control is started in step S2. Then, in step S3, it is determined whether or not the clutch rotational angular velocity of the clutch 10 is larger than zero, that is, whether the driven side of the clutch 10 is started to rotate. When it is determined that the clutch 10 has been engaged to some extent and the clutch rotational angular velocity of the clutch 10 is larger than 0, that is, the clutch 10 has started to rotate, the engine output control means 15 sets the torque clutch rotation The engine torque instruction value is set so as to increase the engine rotational angular velocity in accordance with the angular velocity, and the engine torque instruction value set is outputted to the engine ECU 4. [ Then, the engine ECU 4 drives and controls the engine 3 so that the engine torque becomes the engine torque indicated value.

Subsequently, it is judged in step S5 whether or not the connection of the clutch 10 is completed. If it is determined that the clutch 10 has been connected, the engine torque value at the completion of the clutch engagement is determined to be the initial value at step S6, the increase rate of the engine torque is determined from the driver required torque value (corresponding to the accelerator opening value) The engine torque value is increased by time integration based on the increase rate of the torque. In step S7, it is determined whether or not the engine torque value is equal to or larger than the driver required torque value. When it is determined that the engine torque instruction value is equal to or greater than the driver required torque value, the engine torque control at the time of automatic oscillation is ended.

If it is determined in step S7 that the engine torque value is not equal to or larger than the driver required torque value, the process proceeds to step S6, and the processings after step S6 are executed. If it is determined in step S5 that the clutch 10 has not been connected, the process proceeds to step S4, and the process from step S4 is executed. If it is determined in step S3 that the clutch rotational angular velocity is less than or equal to 0, the process of step S3 is repeatedly performed. If it is determined in step S1 that the accelerator switch is not turned on, the process of step S1 is repeatedly executed.

According to the engine control apparatus 1 of the present embodiment, the engine output control means 15 controls the engine output control means 15 such that the engine rotational angular velocity increases in accordance with the increase of the clutch rotational angular velocity and approaches the clutch rotational angular velocity, The value is properly controlled. Therefore, the difference between the engine rotational angular velocity and the clutch rotational angular velocity can be effectively reduced immediately before the clutch is fully engaged. Thus, even when the degree of engagement of the clutch is high, the rotation of the engine is not lowered and the state of high engine torque value is maintained. Therefore, the influence of the moment of inertia of the engine 3 on the clutch 10 is suppressed, There is no case where excessive acceleration occurs in the vehicle, and satisfactory running peeling can be obtained.

Particularly, since the influence of the moment of inertia of the engine 3 on the clutch 10 can be suppressed, the engine torque control at the time of full engagement of the clutch can be performed with the engine torque instruction value at the clutch- , The engine torque instruction value can be continuously set before and after the clutch is engaged. This makes it possible to more effectively suppress the change in the longitudinal acceleration of the vehicle.

The present invention is not limited to the above-described example, and various design changes are possible. For example, in the example shown in Fig. 2 described above, both the engine rotational angular velocity and the clutch rotational angular velocity before the clutch is engaged increase linearly and further to a line. These rotational angular velocities are all 1 May be increased in a straight line. Further, it is assumed that both the engine rotational angular velocity and the clutch rotational angular velocity are increased linearly, and these rotational angular velocities may be increased to a quadratic curve.

The present invention is not limited to the above-described example, and various design changes are possible within the scope of the claims.

The internal combustion engine control device according to the present invention is suitably applicable to an internal combustion engine control device for controlling an internal combustion engine torque such as an engine torque when an automatic transmission is automatically generated using an automatic transmission such as a mechanical automatic transmission (AMT) .

1: Engine control device
2: Transmission ECU (TCU)
3: engine
4: engine ECU
5: Change lever Shift position detection sensor
6: Accel switch
7: Vehicle running condition detection sensor
8: Transmission
9: Shift actuator
10: Clutch
11: Clutch actuator
12: Shift signal generating means
13: gear shift control means
14: clutch control means
15: Engine output control means
16: clutch rotational angular velocity output means

Claims (2)

Shift signal generating means for determining a shift position of the change lever and outputting a shift position signal,
Clutch control means for outputting a clutch engagement control signal for controlling engagement and disengagement of the clutch;
A clutch rotational angular velocity output means for detecting a clutch rotational angular velocity on the transmission side of the clutch and outputting a clutch rotational angular velocity signal,
An engine rotational angular velocity before clutch engagement is calculated based on a shift position signal from the shift signal generating means, a clutch solenoid control signal from the clutch control means, and a clutch rotational angular velocity signal from the clutch rotational angular velocity output means, The internal combustion engine output control means for outputting the internal combustion engine torque instruction value so as to perform the internal combustion engine torque control;
And an internal combustion engine control section that controls the internal combustion engine so that the internal combustion engine torque becomes the internal combustion engine torque instruction value output to the internal combustion engine output control section. 2. The internal combustion engine according to claim 1, wherein the internal combustion engine output control means sets the internal combustion engine torque instruction value with the internal combustion engine torque instruction value at the clutch engaged state as the initial value in the internal combustion engine torque control after the clutch is engaged Internal combustion engine control device.

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