WO2011114367A1 - Vehicle control device - Google Patents

Vehicle control device Download PDF

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Publication number
WO2011114367A1
WO2011114367A1 PCT/JP2010/001873 JP2010001873W WO2011114367A1 WO 2011114367 A1 WO2011114367 A1 WO 2011114367A1 JP 2010001873 W JP2010001873 W JP 2010001873W WO 2011114367 A1 WO2011114367 A1 WO 2011114367A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
speed
travel speed
control device
clutch
Prior art date
Application number
PCT/JP2010/001873
Other languages
French (fr)
Japanese (ja)
Inventor
小林勝也
竹内伸一
貝野健
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2010/001873 priority Critical patent/WO2011114367A1/en
Publication of WO2011114367A1 publication Critical patent/WO2011114367A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator

Definitions

  • the present invention relates to a vehicle control device equipped with a manual transmission, and more particularly to a vehicle control device that executes travel speed control.
  • a vehicle equipped with a manual transmission has a manual clutch, and rotation output from an engine as an internal combustion engine is transmitted to a transmission mechanism that constitutes the manual transmission via the manual clutch. Yes.
  • a dry single-plate friction clutch is adopted, which is connected to the flywheel connected to the engine output shaft and the input shaft of the transmission mechanism according to the operation of the clutch pedal.
  • the transmission mechanism is generally constituted by a constant meshing type or a synchronous meshing type manual transmission.
  • a transmission mechanism includes an input-side main shaft, an output-side main shaft, and a countershaft, and is disposed on the input-side or output-side main shaft and the countershaft.
  • a plurality of gear pairs configured so as to always mesh with each other. The gear provided on each main shaft can be idled on the shaft.
  • a sleeve can be connected to the side of each gear that can idle.
  • the sleeve is movable in the axial direction by a shift fork connected to the shift lever.
  • the gear is connected to the sleeve via the sleeve. Fixed to the main shaft. Therefore, the output rotation of the engine is shifted by the gear ratio between the gear fixed to the main shaft by the sleeve and the gear meshing with the gear, and is transmitted to the drive wheels.
  • the driver depresses the accelerator pedal to increase the engine rotation speed so that the engine torque corresponding to the engine rotation speed and the clutch torque corresponding to the clutch operation are harmonized. As a result, smooth operation is possible.
  • the vehicle control device disclosed in Patent Document 1 executes a traveling speed control for controlling the driving force of the engine so that the vehicle speed detected by the vehicle speed sensor matches the set target speed. Further, when the driver detects the operation of the clutch pedal by the clutch pedal switch, the traveling speed control is terminated. This is because if the manual clutch is disengaged and the traveling speed control is continued, the vehicle control device rotates the engine so that the vehicle speed increases to the target speed even though the engine driving force is not transmitted. This is because the engine continues to rise as the number continues to rise.
  • the vehicle control device performs the travel speed control immediately after the operation of the clutch pedal is finished. It is supposed to start.
  • the vehicle control device disclosed in Patent Document 1 does not wait for the clutch pedal operation to end when the clutch pedal is depressed and the travel speed control is terminated during the travel speed control.
  • the control start request can be input, and the traveling speed control is started immediately after the operation of the clutch pedal by the driver is completed.
  • the present invention has been made to solve the above-described conventional problems, and in a vehicle equipped with a manual transmission, it is possible to prevent the driver from feeling troublesome with respect to an operation for executing travel speed control.
  • An object of the present invention is to provide a vehicle control device.
  • a vehicle control device can switch between a shut-off state for shutting off power between an internal combustion engine and a manual transmission and a transmission state for transmission according to a driver's operation.
  • a vehicle speed control means for executing a running speed control for keeping the running speed of the vehicle constant, wherein the running speed control means is configured to switch the switching means during the running speed control. Is shifted from the transmission state to the cut-off state, the travel speed control is interrupted until the transfer state is transferred to the transfer state. Note that the interruption of the traveling speed control includes a worsening of the followability of the traveling speed of the vehicle with respect to the target speed, for example, by reducing the feedback gain.
  • the vehicle control apparatus automatically performs the traveling speed control when the switching means shifts from the shut-off state to the transmission state even when a shifting operation is performed during the traveling speed control. Will be resumed. This eliminates the need for the driver to perform an operation for starting the traveling speed control every time the speed change operation is performed, and as a result, the vehicle control device can prevent the driver from feeling troublesome.
  • the travel speed control means returns the travel speed control when the switching means shifts from the shut-off state to the transmission state.
  • the vehicle control apparatus automatically restarts the traveling speed control even after the speed change operation is performed by the driver, so that the driver performs an operation for starting the traveling speed control.
  • the vehicle control device can prevent the driver from feeling troublesome.
  • synchronization control means for executing synchronization control of rotation of the output shaft of the internal combustion engine and rotation of the input shaft of the manual transmission is provided, and the running speed control is interrupted in the synchronization control means.
  • the synchronization control is executed on condition that
  • the vehicle control apparatus enables the rotation of the output shaft of the internal combustion engine and the input shaft of the manual transmission even when the switching means shifts from the transmission state to the cutoff state, such as during a shift operation by the driver. Therefore, it is possible to prevent an engagement shock from occurring when the switching means shifts from the shut-off state to the transmission state.
  • the travel speed control means ends the execution of the travel speed control when the travel speed of the vehicle falls outside a predetermined range.
  • the vehicle control device can execute the traveling speed control within the range of the traveling speed of the vehicle suitable for executing the traveling speed control.
  • the travel speed control means ends the execution of the travel speed control when a braking request is generated for the vehicle.
  • the vehicle control device can terminate the traveling speed control and brake the vehicle when a driver's braking request is generated by the driver.
  • the travel speed control means ends the execution of the travel speed control when a speed difference between the travel speed of the vehicle and a target speed becomes a predetermined value or more.
  • the vehicle control apparatus automatically restarts the traveling speed control when the traveling speed of the vehicle greatly decreases or increases above the target speed while the traveling speed control is interrupted. It is possible to prevent unintended acceleration / deceleration of the vehicle. Therefore, for example, when the vehicle speed is significantly reduced while the switching means is operated by the driver to shift from the transmission state to the cutoff state, when the driver finishes the operation of the switching means, the driver's expectation The acceleration that does not occur can be prevented.
  • the power train mounted on the vehicle 1 mainly includes an engine 11 as an internal combustion engine, a manual transmission 12 that can realize a shift by a driver's operation, and the engine 11 and the manual transmission 12. And a clutch mechanism 13 capable of interrupting the transmission of torque therebetween.
  • the engine 11 includes a plurality of substantially cylindrical cylinders, a cylinder block fixed to the vehicle body via an engine mount, a piston housed in each cylinder so as to be slidable in the axial direction, and a cylinder block And an intake valve and an exhaust valve for switching opening and closing of an intake port 17 and an exhaust port 18 formed in the cylinder head, respectively.
  • a combustion chamber 19 is defined by the cylinder block, the cylinder head, and the piston.
  • a 4-cylinder gasoline engine will be described as an example.
  • the intake port 17 is connected to an intake pipe 23 via an intake manifold 21 and a surge tank 22.
  • An air cleaner 24 is installed at the air inlet of the intake pipe 23.
  • An electronic throttle device 26 having a throttle valve 25 is installed in the intake pipe 23.
  • the exhaust port 18 is connected to an exhaust pipe 28 via an exhaust manifold 27.
  • each intake port 17 In the vicinity of each intake port 17, an injector 29 for injecting fuel is installed. Above each combustion chamber 19, a spark plug 16 for igniting an air-fuel mixture of gasoline and air is installed.
  • the engine 11 further has a crankshaft 32 as an output shaft, and is connected to an input shaft 33 constituting an input shaft of the manual transmission 12 via the clutch mechanism 13.
  • the clutch mechanism 13 is switched between a transmission state in which rotation of the crankshaft 32 is transmitted to the input shaft 33 and a cutoff state in which transmission to the input shaft 33 is blocked.
  • the transition of the state between the transmission state and the cutoff state in the clutch mechanism 13 corresponds to the depression position of the clutch pedal 35 operated by the driver, that is, the clutch stroke Cs, and the clutch pedal 35 is not depressed.
  • the clutch mechanism 13 In the state, the clutch mechanism 13 is in a transmission state, and the rotation of the crankshaft 32 is transmitted to the input shaft 33.
  • the clutch mechanism 13 constitutes switching means that can be switched between a shut-off state that shuts off the power between the internal combustion engine and the manual transmission 12 and a transmission state that transmits the power according to the operation of the driver.
  • the manual transmission 12 decelerates the rotation of the input shaft 33 by any one of a plurality of gear pairs having different gear ratios, and rotates the output shaft 36. Further, in the manual transmission 12, the power transmission path between the input shaft 33 and the output shaft 36 is switched according to the operation of the shift lever 37 by the driver, and according to the gear pair constituting this power transmission path. A gear ratio is set.
  • the shift lever 37 has a neutral position for interrupting transmission of power between the input shaft 33 and the output shaft 36 in the manual transmission 12, and the rotational directions of the input shaft 33 and the output shaft 36 are opposite to each other.
  • the shift position is any one of a reverse position for moving the vehicle 1 backward and a 1st to 5th gear position associated with a predetermined speed ratio of the manual transmission 12.
  • the clutch mechanism 13 in the present embodiment is constituted by a dry single-plate friction clutch.
  • the clutch mechanism 13 includes a disc-shaped flywheel 42 that rotates integrally with the crankshaft 32, a clutch disc 43 that rotates integrally with the input shaft 33, and an annular shape that presses the clutch disc 43 toward the flywheel 42.
  • a pressure plate 44, a disk-shaped diaphragm spring 45 that applies a pressing force to the pressure plate 44, and a clutch cover 46 that rotates integrally with the flywheel 42 are provided.
  • the flywheel 42 is rotated by the torque output from the engine 11 via the crankshaft 32.
  • the clutch disc 43, the pressure plate 44, and the diaphragm spring 45 are accommodated between the flywheel 42 and the clutch cover 46 so that their axes coincide with each other.
  • the clutch disk 43 is splined to the input shaft 33. Therefore, the clutch disk 43 can move in the axial direction of the input shaft 33 while rotating integrally with the input shaft 33.
  • the pressure plate 44 is in contact with the annular outer peripheral portion 45a of the diaphragm spring 45 and is pressed toward the flywheel 42 by the diaphragm spring 45. By this pressing, the pressure plate 44 presses the clutch disk 43, and a frictional force is generated between the clutch disk 43 and the flywheel 42. By this frictional force, the flywheel 42 and the clutch disc 43 are engaged with each other and rotate together. That is, the clutch mechanism 13 is in a transmission state, and power is transmitted from the engine 11 to the manual transmission 12.
  • the diaphragm spring 45 has a disk shape, and has a structure in which a plurality of tongue-like levers toward the center are formed on the inner peripheral side of the annular outer peripheral portion 45a.
  • the tip of the tongue-like lever near the center of the diaphragm spring 45 is a central portion 45b, and the vicinity of the boundary between the annular outer peripheral portion 45a and the tongue-like lever is a support portion 45c.
  • the diaphragm spring 45 since the diaphragm spring 45 has a structure in which the central portion 45b is raised, it functions as a disc spring.
  • the diaphragm spring 45 has a support portion 45 c held between the end portions 46 a of the clutch cover 46, an outer peripheral portion 45 a in contact with the pressure plate 44, and a central portion 45 b in contact with the tip of the release sleeve 55.
  • a master cylinder (not shown) is provided in the vicinity of the clutch pedal 35 (see FIG. 1).
  • the master cylinder is composed of a piston and a liquid chamber, and the tip of the piston is connected to the clutch pedal 35.
  • the master cylinder is configured so that its piston protrudes and retracts with respect to the cylinder portion as the clutch pedal 35 is operated.
  • a release cylinder 52 is provided in the vicinity of the release fork 54.
  • the release cylinder 52 is composed of a piston and a liquid chamber, and the tip of the piston is connected to the end of the release fork 54 (the upper end of FIG. 2).
  • the cylinder part of the master cylinder and the cylinder part of the release cylinder 52 are communicated with each other via a clutch pipe 53.
  • the cylinder portion of the master cylinder, the cylinder portion of the release cylinder 52, and the clutch pipe 53 are filled with clutch fluid.
  • the output shaft 36 of the manual transmission 12 is connected to the left and right drive wheels 59 via a propeller shaft 56, a differential gear 57 and a drive shaft 58.
  • the vehicle 1 further includes an electronic control device 10 that constitutes a vehicle control device.
  • the electronic control device 10 is configured by a known ECU (Electronic Control Unit).
  • the electronic control unit 10 controls the magnitude of torque output from the engine 11.
  • the electronic control device 10 executes cruise control as will be described later.
  • the electronic control device 10 is a micro having a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), an input port, an output port, and the like connected to each other via a bidirectional bus. Consists of a computer.
  • the CPU performs output control of the engine 11 and the like by performing signal processing according to a program and a map stored in advance in the ROM while using a temporary storage function of the RAM.
  • a signal output from the output port is transmitted to an actuator (not shown) or the like via an A / D converter.
  • the electronic control device 10 determines the opening degree of the throttle valve 25 of the electronic throttle device 26, the fuel injection amount and timing in the injector 29, the ignition timing in the spark plug 16 and the like based on signals input from sensors described later. It comes to control.
  • the vehicle 1 further includes an engine speed sensor 40, an input shaft speed sensor 64, a vehicle speed sensor 65, and a vehicle speed meter 68 that represents the speed of the vehicle 1.
  • the engine speed sensor 40 outputs a signal representing the speed of the crankshaft 32 to the electronic control unit 10, and the electronic control unit 10 detects the engine speed Ne based on this signal. It has become.
  • the vehicle speed sensor 65 outputs a signal representing the number of rotations of the output shaft 36 of the manual transmission 12 to the electronic control device 10, and the electronic control device 10 calculates the vehicle speed V based on this signal. It has become.
  • the input shaft rotational speed sensor 64 outputs a signal representing the rotational speed of the input shaft 33 of the manual transmission 12, that is, the input shaft rotational speed Ni, to the electronic control unit 10.
  • the vehicle 1 includes an accelerator pedal 61 and an accelerator opening sensor 62.
  • the accelerator opening sensor 62 is composed of, for example, an electronic position sensor using a hall element.
  • the accelerator opening sensor 62 indicates the accelerator opening Apedal indicating the position of the accelerator pedal 61. Is output to the electronic control unit 10.
  • the electronic control device 10 opens the throttle valve 25 of the electronic throttle device 26, the timing of fuel injection in the injector 29, and the ignition in the spark plug 16 so that the engine 11 generates the required torque amount Te according to the accelerator opening Apedal. The timing is controlled.
  • the vehicle 1 also includes a clutch pedal switch 63.
  • the clutch pedal switch 63 is a first sensor that detects whether or not the clutch stroke Cs of the clutch pedal 35 is at the minimum 0 [%] position and the clutch stroke Cs is at the maximum 100 [%]. It has the 2nd sensor which detects whether it is.
  • the clutch pedal switch 63 detects whether or not the clutch pedal 35 is depressed by the driver instead of the above configuration, and when it is depressed, transmits an ON signal to the electronic control unit 10. Also good. In this case, when the electronic control device 10 acquires the ON signal from the clutch pedal switch 63, the electronic control device 10 determines that the clutch is ON.
  • the vehicle 1 includes a brake sensor 70.
  • the brake sensor 70 transmits to the electronic control device 10 a pedaling force switch signal that switches from an OFF state to an ON state when the brake pedal 69 is depressed by a driver with a predetermined depression amount. Therefore, the electronic control unit 10 determines that a braking request for the vehicle 1 has occurred when a pedaling force switch signal indicating an ON state is input from the brake sensor 70.
  • the electronic control unit 10 executes cruise control for keeping the traveling speed of the vehicle 1 constant.
  • the electronic control device 10 executes output control of the engine 11 so that the vehicle 1 travels at a target speed Vt set by the driver during execution of cruise control.
  • the electronic control unit 10 acquires a signal representing the current vehicle speed Vr of the vehicle 1 from the vehicle speed sensor 65 during execution of the cruise control
  • the electronic control unit 10 and the target speed Vt set by the driver by a method described later are used.
  • vehicle speed feedback control is performed to control the output of the engine 11 so that the vehicle speed Vr matches the target speed Vt, and the traveling speed is kept constant.
  • the vehicle speed feedback control is realized by known feedback control such as PID control.
  • PID control a proportional gain, an integral gain, and a differential gain are determined in advance by experimental measurement, and the determined values are stored in the ROM in advance.
  • the output control of the engine 11 executes known output control such as adjustment of the opening degree of the throttle valve 25 and adjustment of the fuel injection amount. Therefore, the electronic control unit 10 constitutes the traveling speed control means according to the present invention, and the vehicle speed feedback control constitutes the traveling speed control according to the present invention.
  • the vehicle 1 includes a cruise control switch 71 shown in FIG.
  • the cruise control switch 71 is installed on the steering wheel, and includes a push-type main switch 72 and a three-way lever-type operation switch 73.
  • the main switch 72 switches the main power source of the cruise control system between ON and OFF in response to the driver's pressing.
  • the operation switch 73 transmits a signal indicating that the switch is ON only during operation by the driver to the electronic control unit 10 on the condition that the main power source of the cruise control system is ON. A signal to be transmitted is transmitted to the electronic control unit 10.
  • the electronic control device 10 When the vehicle speed is not set and the current vehicle speed Vr is within a predetermined range, for example, 40 km / h to 100 km / h, the electronic control device 10 operates the operation switch 73 in the direction of the arrow 75. Then, the vehicle speed when the operation switch 73 is operated is set to the target speed Vt, cruise control is started, and vehicle speed feedback control is executed. Therefore, the electronic control unit 10 constitutes a means for setting the start of traveling speed control.
  • the electronic control device 10 continues to decrease the target speed Vt until the operation ends, and the engine 11 Is reduced to a target speed Vt at which the vehicle 1 is reduced.
  • the electronic control device 10 ends the cruise control with the main power supply of the cruise control system remaining on. ing. In this case, the electronic control unit 10 keeps the target speed Vt in the RAM. Note that the electronic control device 10 clears the target speed Vt held in the RAM when a predetermined condition (described later) in which the cruise control is terminated regardless of the operation of the operation switch 73 is satisfied.
  • the electronic control device 10 operates when the operation switch 73 is operated in the direction of the arrow 76.
  • the target speed Vt held in the vehicle is set as a newly set target speed, and cruise control is started again.
  • the electronic control unit 10 can operate until the operation is completed when the operation switch 73 is operated in the direction of the arrow 76. While continuing to raise Vt, the output of the engine 11 is increased and the vehicle 1 is raised to the raised target speed Vt.
  • the electronic control unit 10 turns on when the difference between the current vehicle speed Vr and the target speed Vt is equal to or greater than a predetermined value during execution of the cruise control, and when the pedal force switch signal input from the brake sensor 70 is turned off.
  • a predetermined condition such as when switching to a state, the cruise control is performed with the main power source of the cruise control system turned on, that is, the vehicle speed feedback control being executed or the rotation speed feedback control described later is performed. It is supposed to end.
  • the electronic control unit 10 is configured to release the set target speed Vt.
  • the electronic control unit 10 executes the rotational speed feedback control that synchronizes the rotation of the crankshaft 32 and the input shaft 33 while the clutch pedal 35 is depressed.
  • the rotation speed feedback control is finished and the vehicle speed feedback control is resumed.
  • the electronic control unit 10 executes vehicle speed feedback control and rotation speed feedback control as cruise control, and switches between vehicle speed feedback control and rotation speed feedback control according to depression of the clutch pedal 35. It is supposed to be.
  • the electronic control unit 10 receives a signal representing the rotational speed Ne of the crankshaft 32 from the engine rotational speed sensor 40 and a signal representing the rotational speed Ni of the input shaft 33 from the input shaft rotational speed sensor 64. Enter. Then, the electronic control unit 10 controls the output of the engine 11 based on the rotational speed difference between the rotational speed Ne of the crankshaft 32 and the rotational speed Ni of the input shaft 33, so that the rotational speeds of the crankshaft 32 and the input shaft 33 coincide. It is supposed to let you.
  • the rotational speed feedback control is realized by known feedback control such as PID control.
  • PID control When the rotational speed feedback control is realized by PID control, the proportional gain, the integral gain, and the differential gain are determined in advance by experimental measurement, and the determined values are stored in the ROM in advance.
  • the electronic control unit 10 constitutes a synchronization control unit according to the present invention
  • the rotation speed feedback control constitutes a synchronization control according to the present invention.
  • the electronic control unit 10 includes a cruise meter in a combination meter installed in the vicinity of the driver's seat regardless of whether the vehicle speed feedback control or the rotational speed feedback control is being executed.
  • An indicator lamp is lit to indicate that control is being executed.
  • the electronic control unit 10 can allow the driver to confirm that the cruise control is continued even during the shift operation, so that the setting of the target speed Vt is maintained after the shift operation is completed. Regardless, the setting operation of the target speed Vt is prevented from being unnecessarily performed by the driver.
  • the electronic control unit 10 executes an executable determination process for determining whether or not cruise control is executable.
  • the electronic control unit 10 first determines whether cruise control is requested (step S1). Specifically, in the electronic control device 10, the main switch 72 turns on the main power source of the cruise control system and the target speed Vt is not set. When the target speed Vt is set by the operation, it is determined that the cruise control is requested. Further, the electronic control unit 10 determines that the cruise control is requested even when the main power source of the cruise control system is turned on and the target speed Vt is already set.
  • step S1 If the electronic control unit 10 determines that cruise control is required (YES in step S1), the electronic control unit 10 proceeds to step S2. On the other hand, when it is determined that the cruise control is not requested (NO in step S1), the process proceeds to RETURN.
  • the electronic control unit 10 determines whether or not the current vehicle speed Vr is within a predetermined range, that is, whether or not Vth1 ⁇ Vr ⁇ Vth2 is satisfied (step S2).
  • the low-speed threshold Vth1 and the high-speed threshold Vth2 are set to 40 km / h and 100 km / h, for example.
  • step S2 When the electronic control unit 10 determines that the current vehicle speed Vr is within the predetermined range (YES in step S2), the electronic control unit 10 proceeds to step S3. On the other hand, if it is determined that the current vehicle speed Vr is not within the predetermined range, the routine proceeds to RETURN.
  • the electronic control unit 10 determines whether or not the difference between the current vehicle speed Vr and the target speed Vt is within a predetermined range, that is, whether or not
  • the threshold value Vth3 is set to 40 km / h, for example.
  • step S3 When the electronic control unit 10 determines that the difference between the current vehicle speed Vr and the target speed Vt is within a predetermined range (YES in step S3), the electronic control unit 10 proceeds to step S4. On the other hand, if it is determined that the difference between the current vehicle speed Vr and the target speed Vt is not within the predetermined range, the routine proceeds to RETURN.
  • the electronic control unit 10 determines whether or not the brake is OFF based on the pedaling force switch signal input from the brake sensor 70 (step S4). If the electronic control unit 10 determines that the brake is OFF (YES in step S4), the electronic control unit 10 proceeds to step S5. On the other hand, when it is determined that the brake is ON, that is, a braking request is generated for the vehicle 1 (NO in step S4), the process proceeds to RETURN.
  • step S5 the electronic control unit 10 executes cruise control described in detail below.
  • the electronic control device 10 executes the cruise control shown in FIG. 5 when it is determined in the above steps S1 to S4 that each condition is satisfied. If it is determined in step S1 to step S4 that any one of the conditions is not satisfied, the cruise control is not executed. If the cruise control is already being executed, the cruise control is terminated.
  • the cruise control execution condition described above is merely an example, and the electronic control unit 10 may omit the condition determination in any one of steps S1 to S4. You may further perform condition determination other than the condition determination of S4.
  • the electronic control unit 10 first sets a target speed Vt when executing cruise control (step S11).
  • the electronic control device 10 sets the vehicle speed when the operation switch 73 is operated in the direction of the arrow 75 by the driver as the target speed Vt. If the target speed Vt has already been set, the target speed Vt is maintained.
  • the electronic control unit 10 determines whether or not the signal input from the clutch pedal switch 63 indicates that the clutch pedal 35 is depressed, that is, whether or not the clutch is ON (step S12).
  • step S12 If the electronic control unit 10 determines that the clutch is ON (YES in step S12), the electronic control unit 10 proceeds to step S13. On the other hand, when it is determined that the clutch has not been depressed by the driver and the clutch is OFF (NO in step S12), the process proceeds to step S17.
  • the electronic control unit 10 acquires the input shaft speed Ni based on the signal input from the input shaft speed sensor 64 when the process proceeds to step S13.
  • the electronic control unit 10 acquires the engine speed Ne based on the signal input from the engine speed sensor 40 (step S14).
  • the electronic control unit 10 calculates the rotational speed difference between the input shaft rotational speed Ni acquired in step S13 and the engine rotational speed Ne acquired in step S14 (step S15).
  • the electronic control unit 10 controls the output of the engine 11 based on the rotational speed difference calculated in step S15, and executes rotational speed feedback control for matching the engine rotational speed Ne with the input shaft rotational speed Ni ( Step S16).
  • step S12 determines the current vehicle speed based on the signal input from the vehicle speed sensor 65. Vr is acquired.
  • the electronic control unit 10 calculates a speed difference between the target speed Vt set in step S11 and the current vehicle speed Vr acquired in step S17 (step S18).
  • the electronic control unit 10 executes vehicle speed feedback control that controls the output of the engine 11 based on the speed difference calculated in step S18 so that the current vehicle speed Vr matches the target speed Vt (step S19).
  • the electronic control device 10 can reduce the vehicle speed when the clutch mechanism 13 shifts from the disengaged state to the transmitted state even when a shift operation is performed during the execution of the vehicle speed feedback control. Feedback control can be automatically resumed.
  • the driver does not need to perform an operation for starting the vehicle speed feedback control every time the speed change operation is performed, and as a result, the electronic control device 10 can prevent the driver from feeling troublesome.
  • the electronic control device 10 can synchronize the rotation of the crankshaft 32 and the input shaft 33 when the clutch mechanism 13 shifts to the disconnected state, such as during a gear shifting operation by the driver, so the clutch mechanism 13 is in the disconnected state. It is possible to prevent an engagement shock from occurring when the state is shifted from the transmission state to the transmission state.
  • the electronic control unit 10 can execute the vehicle speed feedback control within the range of the traveling speed of the vehicle 1 suitable for executing the vehicle speed feedback control.
  • the electronic control device 10 can end the vehicle speed feedback control and brake the vehicle 1.
  • the electronic control unit 10 ends the cruise control when the current vehicle speed Vr of the vehicle 1 is significantly decreased or increased than the target speed Vt. Therefore, when the vehicle speed greatly fluctuates during the interruption of the vehicle speed feedback control. Can prevent acceleration / deceleration of the vehicle 1 unintended by the driver due to the vehicle speed feedback control being executed again. Therefore, for example, when the vehicle speed is reduced while the driver is operating the clutch mechanism 13 to shift from the transmission state to the cutoff state, the driver's expectation is assumed when the driver finishes the operation of the clutch mechanism 13. The acceleration that does not occur can be prevented.
  • the electronic control unit 10 converts the rotational speed of the output shaft 36 input from the vehicle speed sensor 65 into the input shaft rotational speed Ni according to the gear ratio of the gear stage formed in the manual transmission 12, and the engine The rotational speed Ne may be made to coincide with the input shaft rotational speed Ni.
  • the vehicle 1 installs a shift position sensor at each shift position of the shift lever 37 and determines which shift position the shift lever 37 is located. Then, the rotational speed of the output shaft 36 is converted into the input shaft rotational speed Ni by the gear ratio of the gear position according to the shift position. Note that the gear ratio of each gear stage is stored in advance in the ROM.
  • the electronic control unit 10 acquires the rotation speed of the drive wheel 59 from a drive wheel rotation speed sensor that detects the rotation speed of the drive wheel 59, and uses this drive wheel rotation speed as a gear ratio between the final gear and the differential gear 57 and
  • the input shaft rotation speed Ni may be converted according to the rotation speed ratio between the input shaft 33 and the drive wheel 59, such as the gear ratio of the manual transmission 12.
  • values necessary for calculating the rotation speed ratio between the input shaft 33 and the drive wheel 59, such as the gear ratio of each gear are stored in the ROM in advance.
  • the electronic control device 10 has been described with respect to the case where the engine speed and the input shaft 33 are synchronized while the clutch pedal 35 is depressed and the cruise control is interrupted.
  • the electronic control unit 10 may start executing the synchronous control after a predetermined time has elapsed since the clutch pedal 35 was depressed.
  • the cruise control only needs to be executed by one ECU configuring the electronic control device 10, and a plurality of ECUs may execute cruise control in cooperation with each other.
  • the present invention is not limited to this.
  • the followability of the traveling speed of the vehicle may be deteriorated.
  • the electronic control device 10 has been described based on a signal input from the clutch pedal switch 63 to determine whether or not the clutch is ON.
  • the present invention is not limited to this, and the crankshaft 32 is not limited thereto.
  • Whether or not the clutch is ON may be determined based on the rotational speed difference between the input shaft 33 and the input shaft 33.
  • the electronic control unit 10 calculates the rotational speed difference between the crankshaft 32 and the input shaft 33 based on signals input from the engine rotational speed sensor 40 and the input shaft rotational speed sensor 64, for example, and this rotational speed difference is calculated. If a predetermined threshold value is exceeded, it is determined that the clutch is ON indicating a clutch disengaged state.
  • the vehicle control device has an effect of preventing the driver from feeling troublesome with respect to the operation for executing the traveling speed control, and includes the manual transmission. It is useful for a vehicle control device.

Abstract

Disclosed is a vehicle control device capable, in a vehicle provided with a manual gearshift, of avoiding a driver being inconvenienced with an operation that executes a drive speed control. When executing a cruise control, an electronic control device sets a target velocity (Vt) (step S11), and determines whether the clutch is engaged (step S12). If it is determined that the clutch is engaged, the electronic control device acquires the input axle RPMs (Ni) and the engine RPMs (Ne) (steps S13, S14), and executes an RPM feedback control that matches the engine RPMs (Ne) to the input axle RPMs (Ni) (step S16). If it is determined that the clutch is not engaged, the electronic control device acquires the current vehicle velocity (Vr) (step S17), and executes a vehicle velocity feedback control that matches the current vehicle velocity (Vr) to the target velocity (Vt) (step S19).

Description

車両の制御装置Vehicle control device
　本発明は、手動変速機を搭載した車両の制御装置に関し、詳しくは、走行速度制御を実行する車両の制御装置に関する。 The present invention relates to a vehicle control device equipped with a manual transmission, and more particularly to a vehicle control device that executes travel speed control.
　一般に、手動変速機を搭載した車両は、手動クラッチを備えており、内燃機関としてのエンジンから出力された回転が手動クラッチを介して手動変速機を構成する変速機構に伝達されるようになっている。 Generally, a vehicle equipped with a manual transmission has a manual clutch, and rotation output from an engine as an internal combustion engine is transmitted to a transmission mechanism that constitutes the manual transmission via the manual clutch. Yes.
　このような車両に搭載される手動クラッチとしては、乾式単板式の摩擦クラッチが採用されており、クラッチペダルの操作に応じてエンジンの出力軸に接続されたフライホイールと変速機構の入力軸に接続されたクラッチディスクを係合あるいは解放することにより、エンジンから出力される回転を変速機構に伝達する伝達状態と当該回転を遮断する遮断状態との間で切り替えることが可能になっている。 As a manual clutch mounted on such a vehicle, a dry single-plate friction clutch is adopted, which is connected to the flywheel connected to the engine output shaft and the input shaft of the transmission mechanism according to the operation of the clutch pedal. By engaging or disengaging the clutch disk, it is possible to switch between a transmission state in which the rotation output from the engine is transmitted to the transmission mechanism and a blocking state in which the rotation is blocked.
　また、変速機構は、一般に、常時噛み合い式や同期噛み合い式手動変速機により構成されている。このような変速機構は、インプット側メインシャフトと、アウトプット側メインシャフトと、カウンターシャフトとを備えており、インプット側あるいはアウトプット側メインシャフト上に配置されたギヤと、カウンターシャフト上に配置されたギヤとが常時噛み合って構成される複数のギヤ対を有している。また各メインシャフトに設けられたギヤは、シャフト上で空転できるようになっている。 Also, the transmission mechanism is generally constituted by a constant meshing type or a synchronous meshing type manual transmission. Such a transmission mechanism includes an input-side main shaft, an output-side main shaft, and a countershaft, and is disposed on the input-side or output-side main shaft and the countershaft. A plurality of gear pairs configured so as to always mesh with each other. The gear provided on each main shaft can be idled on the shaft.
　また、空転できる各ギヤの側面にはそれぞれスリーブが接続可能となっている。スリーブは、シフトレバーと接続されたシフトフォークにより軸方向に移動可能となっており、シフトレバーの操作に応じてスリーブが軸方向に移動しギヤに接続されると、当該ギヤはスリーブを介してメインシャフトに固定される。したがって、エンジンの出力回転は、スリーブによりメインシャフトに固定されたギヤとこのギヤに噛み合うギヤとのギヤ比によって変速され、駆動輪に伝達されるようになっている。 Also, a sleeve can be connected to the side of each gear that can idle. The sleeve is movable in the axial direction by a shift fork connected to the shift lever. When the sleeve moves in the axial direction and is connected to a gear according to the operation of the shift lever, the gear is connected to the sleeve via the sleeve. Fixed to the main shaft. Therefore, the output rotation of the engine is shifted by the gear ratio between the gear fixed to the main shaft by the sleeve and the gear meshing with the gear, and is transmitted to the drive wheels.
　このような手動変速機および手動クラッチを備えた車両における変速時の操作について説明すると、まず運転者はクラッチペダルを踏み込んでクラッチを伝達状態から遮断状態に移行するよう操作した後に、変速機構が所望の変速段を形成するようシフトレバーを操作する。そして、アクセルペダルを踏み込んでエンジン回転速度を上昇させながら、クラッチペダルを徐々に戻してクラッチを遮断状態から伝達状態に徐々に移行するよう操作し、エンジンからの駆動力が変速機構を介して駆動輪に伝達される。この時、運転者は、クラッチペダルの操作と併せて、アクセルペダルを踏み込んでエンジンの回転速度を上昇させて、当該エンジン回転速度に対応するエンジントルクとクラッチ操作に応じたクラッチトルクとを調和させることにより、円滑な運転が可能になっている。 The operation at the time of gear shifting in a vehicle equipped with such a manual transmission and a manual clutch will be described. First, the driver depresses the clutch pedal to operate the clutch to shift from the transmission state to the disengagement state, and then the transmission mechanism is desired. The shift lever is operated so as to form a shift stage of Then, while depressing the accelerator pedal to increase the engine speed, the clutch pedal is gradually returned to operate the clutch so that the clutch gradually shifts from the disengaged state to the transmitting state, and the driving force from the engine is driven via the speed change mechanism. Transmitted to the wheel. At this time, in conjunction with the operation of the clutch pedal, the driver depresses the accelerator pedal to increase the engine rotation speed so that the engine torque corresponding to the engine rotation speed and the clutch torque corresponding to the clutch operation are harmonized. As a result, smooth operation is possible.
　このような手動変速機および手動クラッチを備えた車両において、運転者がアクセルペダルを操作せずとも車両の走行速度を一定に保つ車両の制御装置が知られている（例えば、特許文献１参照）。 In a vehicle including such a manual transmission and a manual clutch, there is known a vehicle control device that keeps the traveling speed of the vehicle constant without the driver operating the accelerator pedal (see, for example, Patent Document 1). .
　この特許文献１に開示された車両の制御装置は、車速センサにより検出される車速を設定された目標速度と一致させるようエンジンの駆動力を制御する走行速度制御を実行するようになっている。また、クラッチペダルスイッチにより運転者によりクラッチペダルの操作が検出された場合には、走行速度制御を終了するようになっている。これは、仮に手動クラッチが遮断状態で走行速度制御を継続した場合には、車両の制御装置は、エンジンの駆動力が伝達されていないにもかかわらず、車速が目標速度まで増加するようエンジン回転数を上昇させ続けるので、エンジンが吹け上がってしまうことに起因する。 The vehicle control device disclosed in Patent Document 1 executes a traveling speed control for controlling the driving force of the engine so that the vehicle speed detected by the vehicle speed sensor matches the set target speed. Further, when the driver detects the operation of the clutch pedal by the clutch pedal switch, the traveling speed control is terminated. This is because if the manual clutch is disengaged and the traveling speed control is continued, the vehicle control device rotates the engine so that the vehicle speed increases to the target speed even though the engine driving force is not transmitted. This is because the engine continues to rise as the number continues to rise.
　また、この車両の制御装置は、クラッチペダルの操作が検出されているときに、運転者により走行速度制御の開始要求操作が行われた場合には、クラッチペダルの操作終了直後に走行速度制御を開始するようになっている。 In addition, when the operation of the travel speed control is requested by the driver when the operation of the clutch pedal is detected, the vehicle control device performs the travel speed control immediately after the operation of the clutch pedal is finished. It is supposed to start.
　これにより、特許文献１に開示された車両の制御装置は、走行速度制御の実行中にクラッチペダルが踏み込まれて走行速度制御を終了した場合には、クラッチペダルの操作終了を待たずに走行速度制御の開始要求を入力可能とし、運転者によるクラッチペダルの操作が終了すると直ちに走行速度制御を開始するようになっていた。 As a result, the vehicle control device disclosed in Patent Document 1 does not wait for the clutch pedal operation to end when the clutch pedal is depressed and the travel speed control is terminated during the travel speed control. The control start request can be input, and the traveling speed control is started immediately after the operation of the clutch pedal by the driver is completed.
特開２００３－２３７４１０号公報JP 2003-237410 A
　しかしながら、上述のような従来の車両の制御装置にあっては、走行速度制御中に変速操作が開始され運転者によりクラッチペダルが踏み込まれると、走行速度制御が一旦終了する。このため、運転者は、走行速度制御の継続を望んでいるにもかかわらず、変速操作を行うたびに走行速度制御が終了するため、走行速度制御を開始させるための操作を再度行う必要があり、運転者にとって煩わしいという問題があった。 However, in the conventional vehicle control apparatus as described above, when the speed change operation is started during the travel speed control and the clutch pedal is depressed by the driver, the travel speed control is once ended. For this reason, the driver needs to perform the operation for starting the traveling speed control again because the traveling speed control ends every time the gear shifting operation is performed even though the driver desires to continue the traveling speed control. There was a problem that it was troublesome for the driver.
　本発明は、上述のような従来の問題を解決するためになされたもので、手動変速機を備えた車両において、走行速度制御を実行させる操作に対し運転者が煩わしさを感じることを防止できる車両の制御装置を提供することを目的とする。 The present invention has been made to solve the above-described conventional problems, and in a vehicle equipped with a manual transmission, it is possible to prevent the driver from feeling troublesome with respect to an operation for executing travel speed control. An object of the present invention is to provide a vehicle control device.
　本発明に係る車両の制御装置は、上記目的達成のため、運転者の操作に応じて内燃機関と手動変速機との間の動力を遮断する遮断状態と伝達する伝達状態とに切り替え可能な切替手段を備えた車両の制御装置であって、前記車両の走行速度を一定に保つ走行速度制御を実行する走行速度制御手段を備え、前記走行速度制御手段は、前記走行速度制御中に前記切替手段が前記伝達状態から前記遮断状態に移行した場合には、前記遮断状態から前記伝達状態に移行するまで、前記走行速度制御を中断することを特徴とする。なお、走行速度制御の中断は、例えばフィードバックゲインを小さくすることにより、目標速度に対する車両の走行速度の追従性を悪化させることを含む。 In order to achieve the above object, a vehicle control device according to the present invention can switch between a shut-off state for shutting off power between an internal combustion engine and a manual transmission and a transmission state for transmission according to a driver's operation. A vehicle speed control means for executing a running speed control for keeping the running speed of the vehicle constant, wherein the running speed control means is configured to switch the switching means during the running speed control. Is shifted from the transmission state to the cut-off state, the travel speed control is interrupted until the transfer state is transferred to the transfer state. Note that the interruption of the traveling speed control includes a worsening of the followability of the traveling speed of the vehicle with respect to the target speed, for example, by reducing the feedback gain.
　この構成により、本発明に係る車両の制御装置は、走行速度制御の実行中に変速操作が行われた場合においても、切替手段が遮断状態から伝達状態に移行した場合には走行速度制御が自動的に再開される。これにより、運転者は、変速操作を行うたびに走行速度制御を開始するための操作をする必要がなくなり、結果として、車両の制御装置は、運転者が煩わしさを感じることを防止できる。 With this configuration, the vehicle control apparatus according to the present invention automatically performs the traveling speed control when the switching means shifts from the shut-off state to the transmission state even when a shifting operation is performed during the traveling speed control. Will be resumed. This eliminates the need for the driver to perform an operation for starting the traveling speed control every time the speed change operation is performed, and as a result, the vehicle control device can prevent the driver from feeling troublesome.
　好ましくは、前記走行速度制御手段は、前記切替手段が前記遮断状態から前記伝達状態に移行した場合には、前記走行速度制御を復帰させることを特徴とする。 Preferably, the travel speed control means returns the travel speed control when the switching means shifts from the shut-off state to the transmission state.
　この構成により、本発明に係る車両の制御装置は、運転者により変速操作が行われた後も走行速度制御を自動的に再開するので、運転者は、走行速度制御を開始するための操作をする必要がなくなり、結果として、車両の制御装置は、運転者が煩わしさを感じることを防止できる。 With this configuration, the vehicle control apparatus according to the present invention automatically restarts the traveling speed control even after the speed change operation is performed by the driver, so that the driver performs an operation for starting the traveling speed control. As a result, the vehicle control device can prevent the driver from feeling troublesome.
　好ましくは、前記内燃機関の出力軸の回転と前記手動変速機の入力軸の回転との同期制御を実行する同期制御手段を備え、前記同期制御手段は、前記走行速度制御が中断されていることを条件に、前記同期制御を実行することを特徴とする。 Preferably, synchronization control means for executing synchronization control of rotation of the output shaft of the internal combustion engine and rotation of the input shaft of the manual transmission is provided, and the running speed control is interrupted in the synchronization control means. The synchronization control is executed on condition that
　通常、走行速度制御、すなわちクルーズコントロールの実行中には、運転者は細かいアクセル操作をしていないため、クラッチを切って再度つなぐ際に、精密なアクセル操作が要求されるにもかかわらず、このような要求に対応できない可能性がある。この構成により、本発明に係る車両の制御装置は、運転者による変速操作時など切替手段が伝達状態から遮断状態に移行した場合においても、内燃機関の出力軸と手動変速機の入力軸の回転を同期させることができるので、切替手段が遮断状態から伝達状態に移行した際に係合ショックが発生することを防止できる。 Normally, the driver does not perform detailed accelerator operation during the execution of the traveling speed control, that is, cruise control, so this is not necessary even when precise accelerator operation is required when the clutch is disengaged and reconnected. Such a request may not be met. With this configuration, the vehicle control apparatus according to the present invention enables the rotation of the output shaft of the internal combustion engine and the input shaft of the manual transmission even when the switching means shifts from the transmission state to the cutoff state, such as during a shift operation by the driver. Therefore, it is possible to prevent an engagement shock from occurring when the switching means shifts from the shut-off state to the transmission state.
　好ましくは、前記走行速度制御手段は、前記車両の走行速度が所定の範囲外となった場合には、前記走行速度制御の実行を終了することを特徴とする。 Preferably, the travel speed control means ends the execution of the travel speed control when the travel speed of the vehicle falls outside a predetermined range.
　この構成により、本発明に係る車両の制御装置は、走行速度制御を実行するのに適している車両の走行速度の範囲内において走行速度制御を実行することが可能となる。 With this configuration, the vehicle control device according to the present invention can execute the traveling speed control within the range of the traveling speed of the vehicle suitable for executing the traveling speed control.
　好ましくは、前記走行速度制御手段は、前記車両に対する制動要求が発生した場合には、前記走行速度制御の実行を終了することを特徴とする。 Preferably, the travel speed control means ends the execution of the travel speed control when a braking request is generated for the vehicle.
　この構成により、本発明に係る車両の制御装置は、運転者による車両の制動要求が発生した場合には、走行速度制御を終了し車両を制動させることが可能となる。 With this configuration, the vehicle control device according to the present invention can terminate the traveling speed control and brake the vehicle when a driver's braking request is generated by the driver.
　好ましくは、前記走行速度制御手段は、前記車両の走行速度と目標とする速度との速度差が所定値以上となった場合には、前記走行速度制御の実行を終了することを特徴とする。 Preferably, the travel speed control means ends the execution of the travel speed control when a speed difference between the travel speed of the vehicle and a target speed becomes a predetermined value or more.
　この構成により、本発明に係る車両の制御装置は、走行速度制御の中断中に車両の走行速度が目標速度より大幅に低下あるいは上昇した場合には、走行速度制御が自動的に再開され運転者の意図しない車両の加減速が発生することを防止できる。したがって、例えば、運転者により切替手段が伝達状態から遮断状態に移行するよう操作されている間に車速が大幅に低下した場合において、運転者が切替手段の操作を終了した際に運転者の予期しない加速が発生することを防止できる。 With this configuration, the vehicle control apparatus according to the present invention automatically restarts the traveling speed control when the traveling speed of the vehicle greatly decreases or increases above the target speed while the traveling speed control is interrupted. It is possible to prevent unintended acceleration / deceleration of the vehicle. Therefore, for example, when the vehicle speed is significantly reduced while the switching means is operated by the driver to shift from the transmission state to the cutoff state, when the driver finishes the operation of the switching means, the driver's expectation The acceleration that does not occur can be prevented.
　本発明によれば、手動変速機を備えた車両において、走行速度制御を実行させる操作に対し運転者が煩わしさを感じることを防止できる。 According to the present invention, in a vehicle equipped with a manual transmission, it is possible to prevent the driver from feeling annoyed with an operation for executing the traveling speed control.
本発明の実施の形態に係る車両に搭載されるパワートレーンの概略構成図である。It is a schematic block diagram of the power train mounted in the vehicle which concerns on embodiment of this invention. 本発明の実施の形態に係るクラッチ機構の断面図である。It is sectional drawing of the clutch mechanism which concerns on embodiment of this invention. 本発明の実施の形態に係るクルーズコントロールスイッチを示す模式図である。It is a mimetic diagram showing a cruise control switch concerning an embodiment of the invention. 本発明の実施の形態に係るクルーズコントロールの実行可能判断処理を示すフロー図である。It is a flowchart which shows the feasibility judgment process of the cruise control which concerns on embodiment of this invention. 本発明の実施の形態に係るクルーズコントロール実行処理を示すフロー図である。It is a flowchart which shows the cruise control execution process which concerns on embodiment of this invention.
　以下、本発明の実施の形態に係る車両１の制御装置について、図１ないし図５を参照して説明する。まず、構成について説明する。 Hereinafter, a control apparatus for a vehicle 1 according to an embodiment of the present invention will be described with reference to FIGS. 1 to 5. First, the configuration will be described.
　図１に示すように、車両１に搭載されるパワートレーンは、主として、内燃機関としてのエンジン１１と、運転者の操作により変速を実現可能な手動変速機１２と、エンジン１１と手動変速機１２との間におけるトルクの伝達を遮断可能なクラッチ機構１３と、を備えている。 As shown in FIG. 1, the power train mounted on the vehicle 1 mainly includes an engine 11 as an internal combustion engine, a manual transmission 12 that can realize a shift by a driver's operation, and the engine 11 and the manual transmission 12. And a clutch mechanism 13 capable of interrupting the transmission of torque therebetween.
　エンジン１１は、略筒状のシリンダが複数形成されるとともにエンジンマウントを介して車体に固定されたシリンダブロックと、軸線方向の摺動が可能となるよう各シリンダに収納されたピストンと、シリンダブロックに固定されたシリンダヘッドと、シリンダヘッドに形成された吸気ポート１７および排気ポート１８の開閉をそれぞれ切り替える吸気弁および排気弁とを有している。また、シリンダブロックとシリンダヘッドとピストンとによって、燃焼室１９が画成されている。なお、本実施の形態においては、４気筒のガソリンエンジンを例に説明する。 The engine 11 includes a plurality of substantially cylindrical cylinders, a cylinder block fixed to the vehicle body via an engine mount, a piston housed in each cylinder so as to be slidable in the axial direction, and a cylinder block And an intake valve and an exhaust valve for switching opening and closing of an intake port 17 and an exhaust port 18 formed in the cylinder head, respectively. A combustion chamber 19 is defined by the cylinder block, the cylinder head, and the piston. In the present embodiment, a 4-cylinder gasoline engine will be described as an example.
　吸気ポート１７は、吸気マニホールド２１およびサージタンク２２を介して吸気管２３に連結されている。吸気管２３の空気吸入口には、エアクリーナ２４が設置されている。また、吸気管２３には、スロットル弁２５を有する電子スロットル装置２６が設置されている。また、排気ポート１８は、排気マニホールド２７を介して排気管２８に連結されている。 The intake port 17 is connected to an intake pipe 23 via an intake manifold 21 and a surge tank 22. An air cleaner 24 is installed at the air inlet of the intake pipe 23. An electronic throttle device 26 having a throttle valve 25 is installed in the intake pipe 23. Further, the exhaust port 18 is connected to an exhaust pipe 28 via an exhaust manifold 27.
　各吸気ポート１７の近傍には、燃料を噴射するためのインジェクタ２９が設置されている。また、各燃焼室１９の上方には、ガソリンと空気との混合気に着火するための点火プラグ１６が設置されている。 In the vicinity of each intake port 17, an injector 29 for injecting fuel is installed. Above each combustion chamber 19, a spark plug 16 for igniting an air-fuel mixture of gasoline and air is installed.
　エンジン１１は、さらに、出力軸としてのクランクシャフト３２を有しており、クラッチ機構１３を介して手動変速機１２の入力軸を構成するインプットシャフト３３に接続されている。クラッチ機構１３は、クランクシャフト３２の回転をインプットシャフト３３に伝達する伝達状態と、インプットシャフト３３への伝達を遮断する遮断状態との間で切り替わるようになっている。このクラッチ機構１３における伝達状態と遮断状態との間の状態の遷移は、運転者により操作されるクラッチペダル３５の踏み込み位置、すなわちクラッチストロークＣｓに対応しており、クラッチペダル３５が踏み込まれていない状態では、クラッチ機構１３は伝達状態となり、クランクシャフト３２の回転がインプットシャフト３３に伝達される。一方、クラッチペダル３５が踏み込まれている状態では、クラッチ機構１３は遮断状態となり、クランクシャフト３２からインプットシャフト３３への回転の伝達が遮断される。したがって、クラッチ機構１３は、運転者の操作に応じて内燃機関と手動変速機１２との間の動力を遮断する遮断状態と伝達する伝達状態とに切り替え可能な切替手段を構成する。 The engine 11 further has a crankshaft 32 as an output shaft, and is connected to an input shaft 33 constituting an input shaft of the manual transmission 12 via the clutch mechanism 13. The clutch mechanism 13 is switched between a transmission state in which rotation of the crankshaft 32 is transmitted to the input shaft 33 and a cutoff state in which transmission to the input shaft 33 is blocked. The transition of the state between the transmission state and the cutoff state in the clutch mechanism 13 corresponds to the depression position of the clutch pedal 35 operated by the driver, that is, the clutch stroke Cs, and the clutch pedal 35 is not depressed. In the state, the clutch mechanism 13 is in a transmission state, and the rotation of the crankshaft 32 is transmitted to the input shaft 33. On the other hand, when the clutch pedal 35 is depressed, the clutch mechanism 13 is in a disconnected state, and transmission of rotation from the crankshaft 32 to the input shaft 33 is blocked. Therefore, the clutch mechanism 13 constitutes switching means that can be switched between a shut-off state that shuts off the power between the internal combustion engine and the manual transmission 12 and a transmission state that transmits the power according to the operation of the driver.
　手動変速機１２は、インプットシャフト３３の回転を、互いに異なる変速比を有する複数のギヤ対のうちいずれかのギヤ対により減速し、アウトプットシャフト３６を回転するようになっている。また、手動変速機１２は、運転者によるシフトレバー３７の操作に応じて、インプットシャフト３３とアウトプットシャフト３６との間の動力伝達経路が切り替えられ、この動力伝達経路を構成するギヤ対に応じた変速比が設定されるようになっている。 The manual transmission 12 decelerates the rotation of the input shaft 33 by any one of a plurality of gear pairs having different gear ratios, and rotates the output shaft 36. Further, in the manual transmission 12, the power transmission path between the input shaft 33 and the output shaft 36 is switched according to the operation of the shift lever 37 by the driver, and according to the gear pair constituting this power transmission path. A gear ratio is set.
　シフトレバー３７は、手動変速機１２におけるインプットシャフト３３とアウトプットシャフト３６との間の動力の伝達を遮断するためのニュートラルポジションと、インプットシャフト３３とアウトプットシャフト３６との回転方向を互いに逆向きとし、車両１を後進させるためのリバースポジションと、手動変速機１２の所定の変速比と対応付けられた１速～５速ポジションと、のうちいずれかのシフトポジションをとるようになっている。 The shift lever 37 has a neutral position for interrupting transmission of power between the input shaft 33 and the output shaft 36 in the manual transmission 12, and the rotational directions of the input shaft 33 and the output shaft 36 are opposite to each other. The shift position is any one of a reverse position for moving the vehicle 1 backward and a 1st to 5th gear position associated with a predetermined speed ratio of the manual transmission 12.
　図２に示すように、本実施の形態におけるクラッチ機構１３は、乾式単板式の摩擦クラッチにより構成されている。このクラッチ機構１３は、クランクシャフト３２と一体的に回転する円板形状のフライホイール４２と、インプットシャフト３３と一体回転するクラッチディスク４３と、クラッチディスク４３をフライホイール４２側に押圧する円環状のプレッシャープレート４４と、プレッシャープレート４４に押圧力を与える円盤状のダイヤフラムスプリング４５と、フライホイール４２と一体回転するクラッチカバー４６と、を備えている。 As shown in FIG. 2, the clutch mechanism 13 in the present embodiment is constituted by a dry single-plate friction clutch. The clutch mechanism 13 includes a disc-shaped flywheel 42 that rotates integrally with the crankshaft 32, a clutch disc 43 that rotates integrally with the input shaft 33, and an annular shape that presses the clutch disc 43 toward the flywheel 42. A pressure plate 44, a disk-shaped diaphragm spring 45 that applies a pressing force to the pressure plate 44, and a clutch cover 46 that rotates integrally with the flywheel 42 are provided.
　フライホイール４２は、クランクシャフト３２を介して、エンジン１１から出力されたトルクにより回転されるようになっている。クラッチディスク４３、プレッシャープレート４４、およびダイヤフラムスプリング４５は、フライホイール４２とクラッチカバー４６との間に軸線が一致するように収容されている。 The flywheel 42 is rotated by the torque output from the engine 11 via the crankshaft 32. The clutch disc 43, the pressure plate 44, and the diaphragm spring 45 are accommodated between the flywheel 42 and the clutch cover 46 so that their axes coincide with each other.
　また、クラッチディスク４３は、インプットシャフト３３にスプライン嵌合されている。このため、クラッチディスク４３は、インプットシャフト３３と一体回転しつつ、インプットシャフト３３の軸方向へ移動可能となっている。 Further, the clutch disk 43 is splined to the input shaft 33. Therefore, the clutch disk 43 can move in the axial direction of the input shaft 33 while rotating integrally with the input shaft 33.
　プレッシャープレート４４は、ダイヤフラムスプリング４５の円環状の外周部４５ａに当接し、ダイヤフラムスプリング４５によってフライホイール４２側へ押圧されている。この押圧により、プレッシャープレート４４がクラッチディスク４３を押圧し、クラッチディスク４３とフライホイール４２との間で摩擦力が発生する。この摩擦力により、フライホイール４２とクラッチディスク４３とが係合し、一体となって回転する。つまり、クラッチ機構１３は伝達状態となり、エンジン１１から手動変速機１２への動力伝達が行われる。 The pressure plate 44 is in contact with the annular outer peripheral portion 45a of the diaphragm spring 45 and is pressed toward the flywheel 42 by the diaphragm spring 45. By this pressing, the pressure plate 44 presses the clutch disk 43, and a frictional force is generated between the clutch disk 43 and the flywheel 42. By this frictional force, the flywheel 42 and the clutch disc 43 are engaged with each other and rotate together. That is, the clutch mechanism 13 is in a transmission state, and power is transmitted from the engine 11 to the manual transmission 12.
　ダイヤフラムスプリング４５は、円盤形状を有しており、円環状の外周部４５ａの内周側に、中心に向かう複数の舌片状のレバーを形成した構造となっている。このダイヤフラムスプリング４５の中央付近にあたる舌片状のレバーの先端を、中央部４５ｂとし、円環状の外周部４５ａと舌片状のレバーとの境目付近を、支持部４５ｃとする。このように、ダイヤフラムスプリング４５は、中央部４５ｂが盛り上がった構造となっているため、皿バネとして機能する。 The diaphragm spring 45 has a disk shape, and has a structure in which a plurality of tongue-like levers toward the center are formed on the inner peripheral side of the annular outer peripheral portion 45a. The tip of the tongue-like lever near the center of the diaphragm spring 45 is a central portion 45b, and the vicinity of the boundary between the annular outer peripheral portion 45a and the tongue-like lever is a support portion 45c. Thus, since the diaphragm spring 45 has a structure in which the central portion 45b is raised, it functions as a disc spring.
　ダイヤフラムスプリング４５は、支持部４５ｃがクラッチカバー４６の端部４６ａに狭持され、外周部４５ａがプレッシャープレート４４に当接し、中央部４５ｂがレリーズスリーブ５５の先端に当接している。 The diaphragm spring 45 has a support portion 45 c held between the end portions 46 a of the clutch cover 46, an outer peripheral portion 45 a in contact with the pressure plate 44, and a central portion 45 b in contact with the tip of the release sleeve 55.
　クラッチペダル３５（図１参照）の近傍には図示しないマスターシリンダが設けられている。このマスターシリンダはピストンと液室とにより構成されており、そのピストンの先端がクラッチペダル３５に連結されている。マスターシリンダは、クラッチペダル３５の操作に伴い、そのピストンがシリンダ部に対して出没するようになっている。 A master cylinder (not shown) is provided in the vicinity of the clutch pedal 35 (see FIG. 1). The master cylinder is composed of a piston and a liquid chamber, and the tip of the piston is connected to the clutch pedal 35. The master cylinder is configured so that its piston protrudes and retracts with respect to the cylinder portion as the clutch pedal 35 is operated.
　また、レリーズフォーク５４の近傍にはレリーズシリンダ５２が設けられている。このレリーズシリンダ５２はピストンと液室とにより構成されており、そのピストンの先端がレリーズフォーク５４の端部（図２の上端部）に連結されている。 Also, a release cylinder 52 is provided in the vicinity of the release fork 54. The release cylinder 52 is composed of a piston and a liquid chamber, and the tip of the piston is connected to the end of the release fork 54 (the upper end of FIG. 2).
　マスターシリンダのシリンダ部とレリーズシリンダ５２のシリンダ部とはクラッチ配管５３を介して連通されている。そして、マスターシリンダのシリンダ部、レリーズシリンダ５２のシリンダ部、およびクラッチ配管５３の内部にはクラッチ液が充填されている。 The cylinder part of the master cylinder and the cylinder part of the release cylinder 52 are communicated with each other via a clutch pipe 53. The cylinder portion of the master cylinder, the cylinder portion of the release cylinder 52, and the clutch pipe 53 are filled with clutch fluid.
　図１に戻り、手動変速機１２のアウトプットシャフト３６は、プロペラシャフト５６、ディファレンシャルギヤ５７およびドライブシャフト５８を介して、左右の駆動輪５９に接続されている。 1, the output shaft 36 of the manual transmission 12 is connected to the left and right drive wheels 59 via a propeller shaft 56, a differential gear 57 and a drive shaft 58.
　車両１は、さらに車両の制御装置を構成する電子制御装置１０を搭載している。電子制御装置１０は、公知のＥＣＵ（Electronic Control Unit）により構成されている。電子制御装置１０は、エンジン１１から出力されるトルクの大きさを制御するようになっている。また、電子制御装置１０は、後述するように、クルーズコントロールを実行するようになっている。 The vehicle 1 further includes an electronic control device 10 that constitutes a vehicle control device. The electronic control device 10 is configured by a known ECU (Electronic Control Unit). The electronic control unit 10 controls the magnitude of torque output from the engine 11. In addition, the electronic control device 10 executes cruise control as will be described later.
　電子制御装置１０は、双方向性バスを介して互いに接続されているＣＰＵ（Central Processing Unit）、ＲＡＭ(Random Access Memory)、ＲＯＭ(Read Only Memory)、入力ポート、および出力ポート等を備えたマイクロコンピュータによって構成されている。ＣＰＵは、ＲＡＭの一時記憶機能を利用しつつ予めＲＯＭに記憶されたプログラムおよびマップに従って信号処理を行うことにより、エンジン１１の出力制御などを実行するようになっている。出力ポートから出力された信号は、Ａ／Ｄ変換器を介して図示しないアクチュエータなどに送信されるようになっている。 The electronic control device 10 is a micro having a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), an input port, an output port, and the like connected to each other via a bidirectional bus. Consists of a computer. The CPU performs output control of the engine 11 and the like by performing signal processing according to a program and a map stored in advance in the ROM while using a temporary storage function of the RAM. A signal output from the output port is transmitted to an actuator (not shown) or the like via an A / D converter.
　また、電子制御装置１０は、後述する各センサから入力される信号に基づいて、電子スロットル装置２６のスロットル弁２５の開度、インジェクタ２９における燃料噴射量やタイミング、点火プラグ１６における点火時期などを制御するようになっている。 Further, the electronic control device 10 determines the opening degree of the throttle valve 25 of the electronic throttle device 26, the fuel injection amount and timing in the injector 29, the ignition timing in the spark plug 16 and the like based on signals input from sensors described later. It comes to control.
　車両１は、さらに、エンジン回転数センサ４０と、入力軸回転数センサ６４と、車速センサ６５と、車両１の速度を表す車速計６８と、を備えている。 The vehicle 1 further includes an engine speed sensor 40, an input shaft speed sensor 64, a vehicle speed sensor 65, and a vehicle speed meter 68 that represents the speed of the vehicle 1.
　エンジン回転数センサ４０は、クランクシャフト３２の回転数を表す信号を電子制御装置１０に出力するようになっており、電子制御装置１０は、この信号に基づいてエンジン回転数Ｎｅを検出するようになっている。 The engine speed sensor 40 outputs a signal representing the speed of the crankshaft 32 to the electronic control unit 10, and the electronic control unit 10 detects the engine speed Ne based on this signal. It has become.
　車速センサ６５は、手動変速機１２のアウトプットシャフト３６の回転数を表す信号を電子制御装置１０に出力するようになっており、電子制御装置１０は、この信号に基づいて車速Ｖを算出するようになっている。 The vehicle speed sensor 65 outputs a signal representing the number of rotations of the output shaft 36 of the manual transmission 12 to the electronic control device 10, and the electronic control device 10 calculates the vehicle speed V based on this signal. It has become.
　入力軸回転数センサ６４は、手動変速機１２のインプットシャフト３３の回転数、すなわち入力軸回転数Ｎｉを表す信号を電子制御装置１０に出力するようになっている。 The input shaft rotational speed sensor 64 outputs a signal representing the rotational speed of the input shaft 33 of the manual transmission 12, that is, the input shaft rotational speed Ni, to the electronic control unit 10.
　また、車両１は、アクセルペダル６１と、アクセル開度センサ６２と、を備えている。アクセル開度センサ６２は、例えばホール素子を用いた電子式のポジションセンサにより構成されており、アクセルペダル６１が運転者により操作されると、アクセルペダル６１の位置を示すアクセル開度Ａｐｅｄａｌを表す信号を電子制御装置１０に出力するようになっている。電子制御装置１０は、アクセル開度Ａｐｅｄａｌに応じた要求トルク量Ｔｅをエンジン１１に生成させるよう、電子スロットル装置２６のスロットル弁２５の開度、インジェクタ２９における燃料噴射のタイミングおよび点火プラグ１６における点火時期を制御するようになっている。 In addition, the vehicle 1 includes an accelerator pedal 61 and an accelerator opening sensor 62. The accelerator opening sensor 62 is composed of, for example, an electronic position sensor using a hall element. When the accelerator pedal 61 is operated by the driver, the accelerator opening sensor 62 indicates the accelerator opening Apedal indicating the position of the accelerator pedal 61. Is output to the electronic control unit 10. The electronic control device 10 opens the throttle valve 25 of the electronic throttle device 26, the timing of fuel injection in the injector 29, and the ignition in the spark plug 16 so that the engine 11 generates the required torque amount Te according to the accelerator opening Apedal. The timing is controlled.
　また、車両１は、クラッチペダルスイッチ６３を備えている。クラッチペダルスイッチ６３は、クラッチペダル３５のクラッチストロークＣｓが最小の０［％］の位置にあるか否かを検知する第１のセンサおよびクラッチストロークＣｓが最大の１００［％］となる位置にあるか否かを検知する第２のセンサを有している。クラッチペダルスイッチ６３は、運転者によりクラッチペダル３５が最大限に踏み込まれている場合には、電子制御装置１０にＣｓＭＡＸ＝ＯＮを表す信号を送信し、クラッチペダル３５が踏み込まれていない場合には、電子制御装置１０にＣｓ０＝ＯＮを表す信号を送信するようになっている。また、クラッチストロークＣｓが最小の位置でも最大の位置でもない場合には、ＣｓＭＡＸ＝ＯＦＦを表す信号およびＣｓ０＝ＯＦＦを表す信号を電子制御装置１０に送信するようになっている。したがって、電子制御装置１０は、クラッチペダルスイッチ６３からＣｓ０＝ＯＦＦを表す信号を取得した場合には、クラッチペダル３５が踏み込まれ、クラッチ機構１３が伝達状態から遮断状態に移行している、すなわちクラッチＯＮであると判断するようになっている。したがって、電子制御装置１０は、切替手段が遮断状態および伝達状態のうちいずれの状態にあるかを検出する手段を構成する。　 The vehicle 1 also includes a clutch pedal switch 63. The clutch pedal switch 63 is a first sensor that detects whether or not the clutch stroke Cs of the clutch pedal 35 is at the minimum 0 [%] position and the clutch stroke Cs is at the maximum 100 [%]. It has the 2nd sensor which detects whether it is. The clutch pedal switch 63 transmits a signal indicating Cs MAX = ON to the electronic control device 10 when the driver depresses the clutch pedal 35 to the maximum, and when the clutch pedal 35 is not depressed. Transmits a signal indicating Cs 0 = ON to the electronic control unit 10. When the clutch stroke Cs is neither the minimum position nor the maximum position, a signal indicating Cs MAX = OFF and a signal indicating Cs 0 = OFF are transmitted to the electronic control unit 10. Therefore, when the electronic control unit 10 acquires a signal indicating Cs 0 = OFF from the clutch pedal switch 63, the clutch pedal 35 is depressed, and the clutch mechanism 13 is shifted from the transmission state to the cutoff state. It is determined that the clutch is ON. Therefore, the electronic control unit 10 constitutes a means for detecting whether the switching means is in the cut-off state or the transmission state.
　なお、クラッチペダルスイッチ６３は、上記の構成に代えてクラッチペダル３５が運転者により踏み込まれているか否か検知し、踏み込まれている場合には電子制御装置１０にＯＮ信号を送信するようにしてもよい。この場合、電子制御装置１０は、クラッチペダルスイッチ６３からＯＮ信号を取得した場合には、クラッチＯＮであると判断するようになっている。 The clutch pedal switch 63 detects whether or not the clutch pedal 35 is depressed by the driver instead of the above configuration, and when it is depressed, transmits an ON signal to the electronic control unit 10. Also good. In this case, when the electronic control device 10 acquires the ON signal from the clutch pedal switch 63, the electronic control device 10 determines that the clutch is ON.
　また、車両１は、ブレーキセンサ７０を備えている。ブレーキセンサ７０は、ブレーキペダル６９が運転者により所定の踏み込み量で踏み込まれたときにＯＦＦ状態からＯＮ状態に切り替わる踏力スイッチ信号を電子制御装置１０に送信するようになっている。したがって、電子制御装置１０は、ブレーキセンサ７０からＯＮ状態を表す踏力スイッチ信号を入力した場合には、車両１に対する制動要求が発生したと判断するようになっている。 In addition, the vehicle 1 includes a brake sensor 70. The brake sensor 70 transmits to the electronic control device 10 a pedaling force switch signal that switches from an OFF state to an ON state when the brake pedal 69 is depressed by a driver with a predetermined depression amount. Therefore, the electronic control unit 10 determines that a braking request for the vehicle 1 has occurred when a pedaling force switch signal indicating an ON state is input from the brake sensor 70.
　また、電子制御装置１０は、車両１の走行速度を一定に保つためのクルーズコントロールを実行するようになっている。電子制御装置１０は、クルーズコントロールの実行中において、車両１が運転者により設定された目標速度Ｖｔで走行するよう、エンジン１１の出力制御を実行するようになっている。 Further, the electronic control unit 10 executes cruise control for keeping the traveling speed of the vehicle 1 constant. The electronic control device 10 executes output control of the engine 11 so that the vehicle 1 travels at a target speed Vt set by the driver during execution of cruise control.
　具体的には、電子制御装置１０は、クルーズコントロールの実行中において、車速センサ６５から車両１の現在の車速Ｖｒを表す信号を取得すると、後述する方法で運転者により設定された目標速度Ｖｔと現在の車速Ｖｒとの差に基づいて、車速Ｖｒがこの目標速度Ｖｔと一致するようエンジン１１の出力を制御する車速フィードバック制御を実行し、走行速度を一定に保つようになっている。車速フィードバック制御は、ＰＩＤ制御など公知のフィードバック制御により実現されるようになっている。ＰＩＤ制御により車速フィードバック制御を実現する場合には、比例ゲイン、積分ゲインおよび微分ゲインを予め実験的な測定により定めておき、定められた値を予めＲＯＭに記憶しておくようにする。 Specifically, when the electronic control unit 10 acquires a signal representing the current vehicle speed Vr of the vehicle 1 from the vehicle speed sensor 65 during execution of the cruise control, the electronic control unit 10 and the target speed Vt set by the driver by a method described later are used. Based on the difference from the current vehicle speed Vr, vehicle speed feedback control is performed to control the output of the engine 11 so that the vehicle speed Vr matches the target speed Vt, and the traveling speed is kept constant. The vehicle speed feedback control is realized by known feedback control such as PID control. When vehicle speed feedback control is realized by PID control, a proportional gain, an integral gain, and a differential gain are determined in advance by experimental measurement, and the determined values are stored in the ROM in advance.
　エンジン１１の出力制御は、スロットル弁２５の開度の調整、燃料噴射量の調整など、公知の出力制御を実行するようになっている。したがって、電子制御装置１０は、本発明に係る走行速度制御手段を構成し、車速フィードバック制御は、本発明に係る走行速度制御を構成する。 The output control of the engine 11 executes known output control such as adjustment of the opening degree of the throttle valve 25 and adjustment of the fuel injection amount. Therefore, the electronic control unit 10 constitutes the traveling speed control means according to the present invention, and the vehicle speed feedback control constitutes the traveling speed control according to the present invention.
　車両１は、図３に示すクルーズコントロールスイッチ７１を備えている。クルーズコントロールスイッチ７１は、ステアリングホイールに設置されており、プッシュタイプのメインスイッチ７２および３方向レバータイプの操作スイッチ７３により構成されている。 The vehicle 1 includes a cruise control switch 71 shown in FIG. The cruise control switch 71 is installed on the steering wheel, and includes a push-type main switch 72 and a three-way lever-type operation switch 73.
　メインスイッチ７２は、クルーズコントロールシステムの主電源を、運転者の押下に応じてＯＮとＯＦＦの間で切り替えるようになっている。 The main switch 72 switches the main power source of the cruise control system between ON and OFF in response to the driver's pressing.
　操作スイッチ７３は、クルーズコントロールシステムの主電源がＯＮになっていることを条件に、運転者による操作中のみスイッチＯＮを表す信号を電子制御装置１０に送信し、操作が終了すると、スイッチＯＦＦを表す信号を電子制御装置１０に送信するようになっている。 The operation switch 73 transmits a signal indicating that the switch is ON only during operation by the driver to the electronic control unit 10 on the condition that the main power source of the cruise control system is ON. A signal to be transmitted is transmitted to the electronic control unit 10.
　電子制御装置１０は、車速が設定されておらず、かつ、現在の車速Ｖｒが所定の範囲内、例えば時速４０ｋｍ／ｈないし１００ｋｍ／ｈであるならば、操作スイッチ７３が矢印７５の方向に操作されると、操作スイッチ７３が操作された際の車速を目標速度Ｖｔとし、クルーズコントロールを開始し、車速フィードバック制御を実行するようになっている。したがって、電子制御装置１０は、走行速度制御の開始を設定する手段を構成する。 When the vehicle speed is not set and the current vehicle speed Vr is within a predetermined range, for example, 40 km / h to 100 km / h, the electronic control device 10 operates the operation switch 73 in the direction of the arrow 75. Then, the vehicle speed when the operation switch 73 is operated is set to the target speed Vt, cruise control is started, and vehicle speed feedback control is executed. Therefore, the electronic control unit 10 constitutes a means for setting the start of traveling speed control.
　なお、電子制御装置１０は、目標速度Ｖｔが既に設定されている状態において操作スイッチ７３が矢印７５の方向に操作されると、この操作が終了するまで目標速度Ｖｔを低下し続けるとともに、エンジン１１の出力を低下させ、車両１を低下させた目標速度Ｖｔまで減速させるようになっている。 Note that when the operation switch 73 is operated in the direction of the arrow 75 in a state where the target speed Vt has already been set, the electronic control device 10 continues to decrease the target speed Vt until the operation ends, and the engine 11 Is reduced to a target speed Vt at which the vehicle 1 is reduced.
　また、電子制御装置１０は、クルーズコントロールの実行中に操作スイッチ７３が矢印７７の方向に操作されると、クルーズコントロールシステムの主電源がＯＮの状態のままで、クルーズコントロールを終了するようになっている。この場合、電子制御装置１０は、目標速度ＶｔをＲＡＭに保持しておくようにする。なお、電子制御装置１０は、クルーズコントロールが操作スイッチ７３の操作によらず終了する後述の所定の条件が成立した場合には、ＲＡＭに保持されている目標速度Ｖｔをクリアする。 Further, when the operation switch 73 is operated in the direction of the arrow 77 during the execution of the cruise control, the electronic control device 10 ends the cruise control with the main power supply of the cruise control system remaining on. ing. In this case, the electronic control unit 10 keeps the target speed Vt in the RAM. Note that the electronic control device 10 clears the target speed Vt held in the RAM when a predetermined condition (described later) in which the cruise control is terminated regardless of the operation of the operation switch 73 is satisfied.
　また、電子制御装置１０は、クルーズコントロールシステムの主電源がＯＮの状態で、かつ、ＲＡＭに目標速度Ｖｔが保持されている場合に、操作スイッチ７３が矢印７６の方向に操作されると、ＲＡＭに保持されている目標速度Ｖｔを新たに設定された目標速度とし、クルーズコントロールを再び開始するようになっている。 In addition, when the cruise control system main power source is ON and the target speed Vt is held in the RAM, the electronic control device 10 operates when the operation switch 73 is operated in the direction of the arrow 76. The target speed Vt held in the vehicle is set as a newly set target speed, and cruise control is started again.
　なお、電子制御装置１０は、クルーズコントロールの実行中において目標速度Ｖｔが既に設定されている状態において、操作スイッチ７３が矢印７６の方向に操作された場合には、この操作が終了するまで目標速度Ｖｔを上昇し続けるとともに、エンジン１１の出力を増加させ、車両１を上昇させた目標速度Ｖｔまで上昇させるようになっている。 In the state where the target speed Vt has already been set while the cruise control is being executed, the electronic control unit 10 can operate until the operation is completed when the operation switch 73 is operated in the direction of the arrow 76. While continuing to raise Vt, the output of the engine 11 is increased and the vehicle 1 is raised to the raised target speed Vt.
　また、電子制御装置１０は、クルーズコントロールの実行中において、現在の車速Ｖｒと目標速度Ｖｔとの差が所定値以上となった場合およびブレーキセンサ７０から入力された踏力スイッチ信号がＯＦＦ状態からＯＮ状態に切り替わった場合など、所定の条件が成立した場合には、クルーズコントロールシステムの主電源がＯＮの状態のままで、クルーズコントロールを、すなわち実行中の車速フィードバック制御あるいは後述する回転数フィードバック制御を終了するようになっている。この場合、電子制御装置１０は、設定されている目標速度Ｖｔを解除するようになっている。 Further, the electronic control unit 10 turns on when the difference between the current vehicle speed Vr and the target speed Vt is equal to or greater than a predetermined value during execution of the cruise control, and when the pedal force switch signal input from the brake sensor 70 is turned off. When a predetermined condition is met, such as when switching to a state, the cruise control is performed with the main power source of the cruise control system turned on, that is, the vehicle speed feedback control being executed or the rotation speed feedback control described later is performed. It is supposed to end. In this case, the electronic control unit 10 is configured to release the set target speed Vt.
　また、電子制御装置１０は、クルーズコントロールの実行中において、運転者によりクラッチペダル３５が踏み込まれたことがクラッチペダルスイッチ６３により検出された場合には、クラッチペダル３５の踏み込み終了が検出されるまでの間、車速フィードバック制御を一旦中断するようになっている。この場合、電子制御装置１０は、クラッチペダル３５が踏み込まれている間、クランクシャフト３２とインプットシャフト３３の回転とを同期させる回転数フィードバック制御を実行するようになっている。そして、クラッチペダル３５の踏み込みが終了した場合に、回転数フィードバック制御を終了し、車速フィードバック制御を再開するようになっている。つまり、電子制御装置１０は、クルーズコントロールとしての車速フィードバック制御および回転数フィードバック制御を実行するようになっており、クラッチペダル３５の踏み込みに応じて車速フィードバック制御と回転数フィードバック制御とを切り替えて実行するようになっている。 When the clutch pedal switch 63 detects that the clutch pedal 35 has been depressed by the driver during execution of cruise control, the electronic control unit 10 continues until the depression of the clutch pedal 35 is detected. During this period, the vehicle speed feedback control is temporarily interrupted. In this case, the electronic control unit 10 executes the rotational speed feedback control that synchronizes the rotation of the crankshaft 32 and the input shaft 33 while the clutch pedal 35 is depressed. When the depression of the clutch pedal 35 is finished, the rotation speed feedback control is finished and the vehicle speed feedback control is resumed. In other words, the electronic control unit 10 executes vehicle speed feedback control and rotation speed feedback control as cruise control, and switches between vehicle speed feedback control and rotation speed feedback control according to depression of the clutch pedal 35. It is supposed to be.
　回転数フィードバック制御において、電子制御装置１０は、エンジン回転数センサ４０からクランクシャフト３２の回転数Ｎｅを表す信号を入力するとともに、入力軸回転数センサ６４からインプットシャフト３３の回転数Ｎｉを表す信号を入力する。そして、電子制御装置１０は、クランクシャフト３２の回転数Ｎｅとインプットシャフト３３の回転数Ｎｉの回転数差に基づいてエンジン１１の出力を制御し、クランクシャフト３２とインプットシャフト３３の回転数を一致させるようになっている。回転数フィードバック制御は、ＰＩＤ制御など公知のフィードバック制御により実現されるようになっている。ＰＩＤ制御により回転数フィードバック制御を実現する場合には、比例ゲイン、積分ゲインおよび微分ゲインを予め実験的な測定により定めておき、定められた値を予めＲＯＭに記憶しておくようにする。 In the rotational speed feedback control, the electronic control unit 10 receives a signal representing the rotational speed Ne of the crankshaft 32 from the engine rotational speed sensor 40 and a signal representing the rotational speed Ni of the input shaft 33 from the input shaft rotational speed sensor 64. Enter. Then, the electronic control unit 10 controls the output of the engine 11 based on the rotational speed difference between the rotational speed Ne of the crankshaft 32 and the rotational speed Ni of the input shaft 33, so that the rotational speeds of the crankshaft 32 and the input shaft 33 coincide. It is supposed to let you. The rotational speed feedback control is realized by known feedback control such as PID control. When the rotational speed feedback control is realized by PID control, the proportional gain, the integral gain, and the differential gain are determined in advance by experimental measurement, and the determined values are stored in the ROM in advance.
　これにより、クラッチ機構１３が遮断状態にある場合においてもクランクシャフト３２とインプットシャフト３３とが同期して回転しているので、運転者がクラッチペダル３５の操作を終了する際に、アクセルペダル６１を操作してエンジン回転数を調節しなくとも、クラッチ機構１３が係合ショックを発生することなく伝達状態に移行するようになっている。したがって、運転者がクルーズコントロールを設定して車両１を運転している場合に、アクセルペダル６１をしばらく操作していないことに起因してアクセルペダル６１の操作感覚が戻っていない状態であっても、クラッチ機構１３に係合ショックを発生させることなく変速操作を実行できる。よって、電子制御装置１０は、本発明に係る同期制御手段を構成し、回転数フィードバック制御は、本発明に係る同期制御を構成する。 Thus, even when the clutch mechanism 13 is in the disengaged state, the crankshaft 32 and the input shaft 33 are rotating synchronously. Therefore, when the driver finishes the operation of the clutch pedal 35, the accelerator pedal 61 is depressed. Even if the engine speed is not adjusted by operation, the clutch mechanism 13 shifts to the transmission state without generating an engagement shock. Therefore, even when the driver sets the cruise control and is driving the vehicle 1, even if the operation feeling of the accelerator pedal 61 is not returned due to the accelerator pedal 61 not being operated for a while. The gear shifting operation can be executed without causing the clutch mechanism 13 to generate an engagement shock. Therefore, the electronic control unit 10 constitutes a synchronization control unit according to the present invention, and the rotation speed feedback control constitutes a synchronization control according to the present invention.
　なお、電子制御装置１０は、クルーズコントロールの実行中においては、車速フィードバック制御および回転数フィードバック制御のいずれの制御が実行されているかにかかわらず、運転席近傍に設置されたコンビネーションメータ内に、クルーズコントロールが実行されていることを示すインジケータランプを点灯させるようになっている。 It should be noted that during the execution of cruise control, the electronic control unit 10 includes a cruise meter in a combination meter installed in the vicinity of the driver's seat regardless of whether the vehicle speed feedback control or the rotational speed feedback control is being executed. An indicator lamp is lit to indicate that control is being executed.
　したがって、電子制御装置１０は、変速操作中においてもクルーズコントロールが継続されていることを運転者に確認させることができるので、変速操作の終了後に、目標速度Ｖｔの設定が維持されているにもかかわらず、不要に目標速度Ｖｔの設定操作が運転者により実行されることを防止するようになっている。 Therefore, the electronic control unit 10 can allow the driver to confirm that the cruise control is continued even during the shift operation, so that the setting of the target speed Vt is maintained after the shift operation is completed. Regardless, the setting operation of the target speed Vt is prevented from being unnecessarily performed by the driver.
　次に、クルーズコントロールの動作について図４および図５を参照して説明する。なお、以下に説明する処理は、予め電子制御装置１０のＲＯＭに記憶されているプログラムによって実現され、所定の時間間隔で電子制御装置１０のＣＰＵにより実行される。 Next, the operation of cruise control will be described with reference to FIG. 4 and FIG. The processing described below is realized by a program stored in advance in the ROM of the electronic control device 10 and executed by the CPU of the electronic control device 10 at predetermined time intervals.
　電子制御装置１０は、図４に示すように、クルーズコントロールが実行可能か否かを判断する実行可能判断処理を実行する。この実行可能判断処理において、電子制御装置１０は、まず、クルーズコントロールが要求されているか否かを判断する（ステップＳ１）。具体的には、電子制御装置１０は、メインスイッチ７２によりクルーズコントロールシステムの主電源がＯＮとされ、かつ、目標速度Ｖｔが設定されていない状態において、運転者により操作スイッチ７３が矢印７５の方向に操作されることにより目標速度Ｖｔの設定が行われた場合に、クルーズコントロールが要求されていると判断する。また、電子制御装置１０は、クルーズコントロールシステムの主電源がＯＮとされ、かつ、目標速度Ｖｔがすでに設定されている場合においても、クルーズコントロールが要求されていると判断する。 As shown in FIG. 4, the electronic control unit 10 executes an executable determination process for determining whether or not cruise control is executable. In this feasibility determination process, the electronic control unit 10 first determines whether cruise control is requested (step S1). Specifically, in the electronic control device 10, the main switch 72 turns on the main power source of the cruise control system and the target speed Vt is not set. When the target speed Vt is set by the operation, it is determined that the cruise control is requested. Further, the electronic control unit 10 determines that the cruise control is requested even when the main power source of the cruise control system is turned on and the target speed Vt is already set.
　電子制御装置１０は、クルーズコントロールが要求されていると判断した場合には（ステップＳ１でＹＥＳ）、ステップＳ２に移行する。一方、クルーズコントロールが要求されていないと判断した場合には（ステップＳ１でＮＯ）、ＲＥＴＵＲＮに移行する。 If the electronic control unit 10 determines that cruise control is required (YES in step S1), the electronic control unit 10 proceeds to step S2. On the other hand, when it is determined that the cruise control is not requested (NO in step S1), the process proceeds to RETURN.
　次に、電子制御装置１０は、現在の車速Ｖｒが所定の範囲内であるか否か、すなわちＶｔｈ１≦Ｖｒ≦Ｖｔｈ２を満たしているか否かを判断する（ステップＳ２）。低速側の閾値Ｖｔｈ１および高速側の閾値Ｖｔｈ２は、上述したように、例えば４０ｋｍ／ｈ、１００ｋｍ／ｈにそれぞれ設定されている。 Next, the electronic control unit 10 determines whether or not the current vehicle speed Vr is within a predetermined range, that is, whether or not Vth1 ≦ Vr ≦ Vth2 is satisfied (step S2). As described above, the low-speed threshold Vth1 and the high-speed threshold Vth2 are set to 40 km / h and 100 km / h, for example.
　電子制御装置１０は、現在の車速Ｖｒが所定の範囲内であると判断した場合には（ステップＳ２でＹＥＳ）、ステップＳ３に移行する。一方、現在の車速Ｖｒが所定の範囲内にないと判断した場合には、ＲＥＴＵＲＮに移行する。 When the electronic control unit 10 determines that the current vehicle speed Vr is within the predetermined range (YES in step S2), the electronic control unit 10 proceeds to step S3. On the other hand, if it is determined that the current vehicle speed Vr is not within the predetermined range, the routine proceeds to RETURN.
　次に、電子制御装置１０は、現在の車速Ｖｒと目標速度Ｖｔとの差が所定の範囲内であるか否か、すなわち｜Ｖｒ－Ｖｔ｜≦Ｖｔｈ３を満たしているか否かを判断する（ステップＳ３）。閾値Ｖｔｈ３は、例えば４０ｋｍ／ｈに設定されている。 Next, the electronic control unit 10 determines whether or not the difference between the current vehicle speed Vr and the target speed Vt is within a predetermined range, that is, whether or not | Vr−Vt | ≦ Vth3 is satisfied (step S1). S3). The threshold value Vth3 is set to 40 km / h, for example.
　電子制御装置１０は、現在の車速Ｖｒと目標速度Ｖｔとの差が所定の範囲内であると判断した場合には（ステップＳ３でＹＥＳ）、ステップＳ４に移行する。一方、現在の車速Ｖｒと目標速度Ｖｔとの差が所定の範囲内にないと判断した場合には、ＲＥＴＵＲＮに移行する。 When the electronic control unit 10 determines that the difference between the current vehicle speed Vr and the target speed Vt is within a predetermined range (YES in step S3), the electronic control unit 10 proceeds to step S4. On the other hand, if it is determined that the difference between the current vehicle speed Vr and the target speed Vt is not within the predetermined range, the routine proceeds to RETURN.
　次に、電子制御装置１０は、ブレーキセンサ７０から入力される踏力スイッチ信号に基づき、ブレーキがＯＦＦか否かを判断する（ステップＳ４）。電子制御装置１０は、ブレーキがＯＦＦであると判断した場合には（ステップＳ４でＹＥＳ）、ステップＳ５に移行する。一方、ブレーキがＯＮである、すなわち車両１に対し制動要求が発生していると判断した場合には（ステップＳ４でＮＯ）、ＲＥＴＵＲＮに移行する。 Next, the electronic control unit 10 determines whether or not the brake is OFF based on the pedaling force switch signal input from the brake sensor 70 (step S4). If the electronic control unit 10 determines that the brake is OFF (YES in step S4), the electronic control unit 10 proceeds to step S5. On the other hand, when it is determined that the brake is ON, that is, a braking request is generated for the vehicle 1 (NO in step S4), the process proceeds to RETURN.
　次に、電子制御装置１０は、以下に詳述するクルーズコントロールを実行する（ステップＳ５）。 Next, the electronic control unit 10 executes cruise control described in detail below (step S5).
　したがって、電子制御装置１０は、上記のステップＳ１ないしステップＳ４において各条件が成立していると判断した場合に、図５に示すクルーズコントロールを実行する。また、上記ステップＳ１ないしステップＳ４においていずれかの条件が成立していないと判断した場合には、クルーズコントロールを実行せず、すでにクルーズコントロールの実行中であるならば、クルーズコントロールを終了する。なお、上述したクルーズコントロールの実行条件は一例を示すものであり、電子制御装置１０は、上記ステップＳ１ないしステップＳ４のいずれかの条件判定を省略してもよく、逆に、上記ステップＳ１ないしステップＳ４の条件判定以外の条件判定をさらに実行してもよい。 Therefore, the electronic control device 10 executes the cruise control shown in FIG. 5 when it is determined in the above steps S1 to S4 that each condition is satisfied. If it is determined in step S1 to step S4 that any one of the conditions is not satisfied, the cruise control is not executed. If the cruise control is already being executed, the cruise control is terminated. The cruise control execution condition described above is merely an example, and the electronic control unit 10 may omit the condition determination in any one of steps S1 to S4. You may further perform condition determination other than the condition determination of S4.
　図５に示すように、電子制御装置１０は、クルーズコントロールの実行時において、まず、目標速度Ｖｔを設定する（ステップＳ１１）。電子制御装置１０は、操作スイッチ７３が運転者により矢印７５の方向に操作された際の車速を目標速度Ｖｔとして設定する。また、すでに目標速度Ｖｔが設定されている場合には、この目標速度Ｖｔを維持する。 As shown in FIG. 5, the electronic control unit 10 first sets a target speed Vt when executing cruise control (step S11). The electronic control device 10 sets the vehicle speed when the operation switch 73 is operated in the direction of the arrow 75 by the driver as the target speed Vt. If the target speed Vt has already been set, the target speed Vt is maintained.
　次に、電子制御装置１０は、クラッチペダルスイッチ６３から入力される信号が、クラッチペダル３５が踏み込まれていることを表しているか否か、すなわちクラッチＯＮか否かを判断する（ステップＳ１２）。 Next, the electronic control unit 10 determines whether or not the signal input from the clutch pedal switch 63 indicates that the clutch pedal 35 is depressed, that is, whether or not the clutch is ON (step S12).
　電子制御装置１０は、クラッチＯＮであると判断した場合には（ステップＳ１２でＹＥＳ）、ステップＳ１３に移行する。一方、運転者によりクラッチペダル３５が踏み込まれていないクラッチＯＦＦであると判断した場合には（ステップＳ１２でＮＯ）、ステップＳ１７に移行する。 If the electronic control unit 10 determines that the clutch is ON (YES in step S12), the electronic control unit 10 proceeds to step S13. On the other hand, when it is determined that the clutch has not been depressed by the driver and the clutch is OFF (NO in step S12), the process proceeds to step S17.
　電子制御装置１０は、ステップＳ１３に移行した場合、入力軸回転数センサ６４から入力される信号に基づき入力軸回転数Ｎｉを取得する。 The electronic control unit 10 acquires the input shaft speed Ni based on the signal input from the input shaft speed sensor 64 when the process proceeds to step S13.
　次に、電子制御装置１０は、エンジン回転数センサ４０から入力される信号に基づき、エンジン回転数Ｎｅを取得する（ステップＳ１４）。 Next, the electronic control unit 10 acquires the engine speed Ne based on the signal input from the engine speed sensor 40 (step S14).
　次に、電子制御装置１０は、ステップＳ１３で取得した入力軸回転数ＮｉとステップＳ１４で取得したエンジン回転数Ｎｅとの回転数差を算出する（ステップＳ１５）。 Next, the electronic control unit 10 calculates the rotational speed difference between the input shaft rotational speed Ni acquired in step S13 and the engine rotational speed Ne acquired in step S14 (step S15).
　次に、電子制御装置１０は、ステップＳ１５において算出した回転数差に基づいて、エンジン１１の出力を制御してエンジン回転数Ｎｅを入力軸回転数Ｎｉに一致させる回転数フィードバック制御を実行する（ステップＳ１６）。 Next, the electronic control unit 10 controls the output of the engine 11 based on the rotational speed difference calculated in step S15, and executes rotational speed feedback control for matching the engine rotational speed Ne with the input shaft rotational speed Ni ( Step S16).
　一方、電子制御装置１０は、ステップＳ１２からステップＳ１７に移行した場合、すなわち運転者によりクラッチペダル３５が操作されていないクラッチＯＦＦの場合には、車速センサ６５から入力される信号に基づき現在の車速Ｖｒを取得する。 On the other hand, when the electronic control unit 10 proceeds from step S12 to step S17, that is, when the clutch pedal 35 is not operated by the driver, the electronic control unit 10 determines the current vehicle speed based on the signal input from the vehicle speed sensor 65. Vr is acquired.
　次に、電子制御装置１０は、ステップＳ１１において設定された目標速度Ｖｔと、ステップＳ１７において取得した現在の車速Ｖｒとの速度差を算出する（ステップＳ１８）。 Next, the electronic control unit 10 calculates a speed difference between the target speed Vt set in step S11 and the current vehicle speed Vr acquired in step S17 (step S18).
　次に、電子制御装置１０は、ステップＳ１８において算出した速度差に基づいて、エンジン１１の出力を制御して現在の車速Ｖｒを目標速度Ｖｔに一致させる車速フィードバック制御を実行する（ステップＳ１９）。 Next, the electronic control unit 10 executes vehicle speed feedback control that controls the output of the engine 11 based on the speed difference calculated in step S18 so that the current vehicle speed Vr matches the target speed Vt (step S19).
　以上のように、本実施の形態に係る電子制御装置１０は、車速フィードバック制御の実行中に変速操作が行われた場合においても、クラッチ機構１３が遮断状態から伝達状態に移行した場合には車速フィードバック制御を自動的に再開することができる。これにより、運転者は、変速操作を行うたびに車速フィードバック制御を開始するための操作をする必要がなくなり、結果として、電子制御装置１０は、運転者が煩わしさを感じることを防止できる。 As described above, the electronic control device 10 according to the present embodiment can reduce the vehicle speed when the clutch mechanism 13 shifts from the disengaged state to the transmitted state even when a shift operation is performed during the execution of the vehicle speed feedback control. Feedback control can be automatically resumed. Thus, the driver does not need to perform an operation for starting the vehicle speed feedback control every time the speed change operation is performed, and as a result, the electronic control device 10 can prevent the driver from feeling troublesome.
　また、電子制御装置１０は、運転者による変速操作中などクラッチ機構１３が遮断状態に移行した際に、クランクシャフト３２とインプットシャフト３３の回転を同期させることができるので、クラッチ機構１３が遮断状態から伝達状態に移行した際に係合ショックが発生することを防止できる。 In addition, the electronic control device 10 can synchronize the rotation of the crankshaft 32 and the input shaft 33 when the clutch mechanism 13 shifts to the disconnected state, such as during a gear shifting operation by the driver, so the clutch mechanism 13 is in the disconnected state. It is possible to prevent an engagement shock from occurring when the state is shifted from the transmission state to the transmission state.
　また、電子制御装置１０は、車速フィードバック制御を実行するのに適している車両１の走行速度の範囲内において車速フィードバック制御を実行することが可能となる。 Further, the electronic control unit 10 can execute the vehicle speed feedback control within the range of the traveling speed of the vehicle 1 suitable for executing the vehicle speed feedback control.
　また、電子制御装置１０は、運転者による車両１の制動要求が発生した場合には、車速フィードバック制御を終了し車両１を制動させることが可能となる。 In addition, when a braking request for the vehicle 1 is generated by the driver, the electronic control device 10 can end the vehicle speed feedback control and brake the vehicle 1.
　また、電子制御装置１０は、車両１の現在の車速Ｖｒが目標速度Ｖｔより大幅に低下あるいは上昇した場合にクルーズコントロールを終了するので、車速フィードバック制御の中断中に車速が大幅に変動した場合には、車速フィードバック制御が再び実行されることによる運転者の意図しない車両１の加減速の発生を防止できる。したがって、例えば、運転者によりクラッチ機構１３が伝達状態から遮断状態に移行するよう操作されている間に車速が低下した場合において、運転者がクラッチ機構１３の操作を終了した際に運転者の予期しない加速が発生することを防止できる。 Further, the electronic control unit 10 ends the cruise control when the current vehicle speed Vr of the vehicle 1 is significantly decreased or increased than the target speed Vt. Therefore, when the vehicle speed greatly fluctuates during the interruption of the vehicle speed feedback control. Can prevent acceleration / deceleration of the vehicle 1 unintended by the driver due to the vehicle speed feedback control being executed again. Therefore, for example, when the vehicle speed is reduced while the driver is operating the clutch mechanism 13 to shift from the transmission state to the cutoff state, the driver's expectation is assumed when the driver finishes the operation of the clutch mechanism 13. The acceleration that does not occur can be prevented.
　なお、以上の説明においては、入力軸回転数センサ６４から入力された信号に基づき入力軸回転数Ｎｉを算出する場合について説明した。しかしながら、電子制御装置１０は、車速センサ６５から入力されるアウトプットシャフト３６の回転数を、手動変速機１２に形成されている変速段の変速比に応じて入力軸回転数Ｎｉに変換し、エンジン回転数Ｎｅをこの入力軸回転数Ｎｉに一致させるようにしてもよい。この場合、車両１は、シフトレバー３７の各シフトポジションにシフトポジションセンサを設置し、シフトレバー３７がいずれのシフトポジションに位置しているかを判断する。そして、シフトポジションに応じた変速段の変速比によりアウトプットシャフト３６の回転数を入力軸回転数Ｎｉに変換する。なお、各変速段の変速比は、ＲＯＭに予め記憶しておくようにする。 In the above description, the case where the input shaft speed Ni is calculated based on the signal input from the input shaft speed sensor 64 has been described. However, the electronic control unit 10 converts the rotational speed of the output shaft 36 input from the vehicle speed sensor 65 into the input shaft rotational speed Ni according to the gear ratio of the gear stage formed in the manual transmission 12, and the engine The rotational speed Ne may be made to coincide with the input shaft rotational speed Ni. In this case, the vehicle 1 installs a shift position sensor at each shift position of the shift lever 37 and determines which shift position the shift lever 37 is located. Then, the rotational speed of the output shaft 36 is converted into the input shaft rotational speed Ni by the gear ratio of the gear position according to the shift position. Note that the gear ratio of each gear stage is stored in advance in the ROM.
　なお、電子制御装置１０は、駆動輪５９の回転数を検出する駆動輪回転数センサから駆動輪５９の回転数を取得し、この駆動輪回転数を、ファイナルギヤおよびディファレンシャルギヤ５７のギヤ比および手動変速機１２の変速比など、インプットシャフト３３と駆動輪５９との回転数比に応じて、入力軸回転数Ｎｉに変換するようにしてもよい。この場合、各ギヤのギヤ比など、インプットシャフト３３と駆動輪５９との回転数比を算出するために必要な値をＲＯＭに予め記憶しておくようにする。 The electronic control unit 10 acquires the rotation speed of the drive wheel 59 from a drive wheel rotation speed sensor that detects the rotation speed of the drive wheel 59, and uses this drive wheel rotation speed as a gear ratio between the final gear and the differential gear 57 and The input shaft rotation speed Ni may be converted according to the rotation speed ratio between the input shaft 33 and the drive wheel 59, such as the gear ratio of the manual transmission 12. In this case, values necessary for calculating the rotation speed ratio between the input shaft 33 and the drive wheel 59, such as the gear ratio of each gear, are stored in the ROM in advance.
　また、以上の説明においては、電子制御装置１０は、クラッチペダル３５が踏み込まれ、クルーズコントロールが中断している間、エンジン回転数とインプットシャフト３３の回転数を同期させる場合について説明した。しかしながら、電子制御装置１０は、クラッチペダル３５が踏み込まれてから所定の時間が経過した後に同期制御の実行を開始するようにしてもよい。このような構成にすることにより、例えば、運転者により短時間クラッチペダル３５が踏み込まれたものの変速が実行されなかった場合など、エンジン回転数とインプットシャフト３３の回転数がほぼ同期しているとみなすことができる状態で、不要に同期制御が実行されることを抑制することができる。 In the above description, the electronic control device 10 has been described with respect to the case where the engine speed and the input shaft 33 are synchronized while the clutch pedal 35 is depressed and the cruise control is interrupted. However, the electronic control unit 10 may start executing the synchronous control after a predetermined time has elapsed since the clutch pedal 35 was depressed. By adopting such a configuration, for example, when the clutch pedal 35 is depressed for a short time by the driver but no speed change is performed, the engine speed and the rotation speed of the input shaft 33 are substantially synchronized. It is possible to suppress unnecessary execution of synchronization control in a state that can be considered.
　また、クルーズコントロールは、電子制御装置１０を構成する１つのＥＣＵにより実行されていればよく、複数のＥＣＵが互いに協働してクルーズコントロールを実行するようにしてもよい。 Further, the cruise control only needs to be executed by one ECU configuring the electronic control device 10, and a plurality of ECUs may execute cruise control in cooperation with each other.
　また、以上の説明においては、クラッチが遮断状態に移行したときに車速フィードバックを中断する場合について説明したが、これに限定されず、例えば、車速フィードバックにおけるフィードバックゲインを小さくすることにより、目標速度に対する車両の走行速度の追従性を悪化させるようにしてもよい。 In the above description, the case where the vehicle speed feedback is interrupted when the clutch shifts to the disengaged state has been described. However, the present invention is not limited to this. For example, by reducing the feedback gain in the vehicle speed feedback, The followability of the traveling speed of the vehicle may be deteriorated.
　また、以上の説明においては、電子制御装置１０は、クラッチペダルスイッチ６３から入力される信号に基づいて、クラッチＯＮか否かを判断する場合について説明したが、これに限定されず、クランクシャフト３２とインプットシャフト３３との回転数差に基づいて、クラッチＯＮか否かを判断するようにしてもよい。この場合、電子制御装置１０は、例えばエンジン回転数センサ４０および入力軸回転数センサ６４から入力される信号に基づきクランクシャフト３２とインプットシャフト３３との回転数差を算出し、この回転数差が予め定められた閾値を超えたならば、クラッチの遮断状態を表すクラッチＯＮと判断するようにする。 In the above description, the electronic control device 10 has been described based on a signal input from the clutch pedal switch 63 to determine whether or not the clutch is ON. However, the present invention is not limited to this, and the crankshaft 32 is not limited thereto. Whether or not the clutch is ON may be determined based on the rotational speed difference between the input shaft 33 and the input shaft 33. In this case, the electronic control unit 10 calculates the rotational speed difference between the crankshaft 32 and the input shaft 33 based on signals input from the engine rotational speed sensor 40 and the input shaft rotational speed sensor 64, for example, and this rotational speed difference is calculated. If a predetermined threshold value is exceeded, it is determined that the clutch is ON indicating a clutch disengaged state.
　以上説明したように、本発明に係る車両の制御装置は、走行速度制御を実行させる操作に対し運転者が煩わしさを感じることを防止できるという効果を奏するものであり、手動変速機を備えた車両の制御装置に有用である。 As described above, the vehicle control device according to the present invention has an effect of preventing the driver from feeling troublesome with respect to the operation for executing the traveling speed control, and includes the manual transmission. It is useful for a vehicle control device.
　１　車両
　１０　電子制御装置
　１１　エンジン
　１２　手動変速機
　１３　クラッチ機構
　１６　点火プラグ
　１７　吸気ポート
　１８　排気ポート
　１９　燃焼室
　２３　吸気管
　２５　スロットル弁
　２６　電子スロットル装置
　２８　排気管
　２９　インジェクタ
　３２　クランクシャフト
　３３　インプットシャフト
　３５　クラッチペダル
　３６　アウトプットシャフト
　３７　シフトレバー
　４０　エンジン回転数センサ
　４２　フライホイール
　５６　プロペラシャフト
　５７　ディファレンシャルギヤ
　５８　ドライブシャフト
　５９　駆動輪
　６１　アクセルペダル
　６２　アクセル開度センサ
　６３　クラッチペダルスイッチ
　６４　入力軸回転数センサ
　６５　車速センサ
　６９　ブレーキペダル
　７０　ブレーキセンサ
　７１　クルーズコントロールスイッチ
　７２　メインスイッチ
　７３　操作スイッチ DESCRIPTION OF SYMBOLS 1 Vehicle 10 Electronic control apparatus 11 Engine 12 Manual transmission 13 Clutch mechanism 16 Spark plug 17 Intake port 18 Exhaust port 19 Combustion chamber 23 Intake pipe 25 Throttle valve 26 Electronic throttle device 28 Exhaust pipe 29 Injector 32 Crankshaft 33 Input shaft 35 Clutch Pedal 36 Output shaft 37 Shift lever 40 Engine speed sensor 42 Flywheel 56 Propeller shaft 57 Differential gear 58 Drive shaft 59 Drive wheel 61 Accelerator pedal 62 Accelerator position sensor 63 Clutch pedal switch 64 Input shaft speed sensor 65 Vehicle speed sensor 69 Brake Pedal 70 Brake sensor 71 Cruise control switch 72 Main switch 73 Operation switch

Claims (6)

  1. 　運転者の操作に応じて内燃機関と手動変速機との間の動力を遮断する遮断状態と伝達する伝達状態とに切り替え可能な切替手段を備えた車両の制御装置であって、
    　前記車両の走行速度を一定に保つ走行速度制御を実行する走行速度制御手段を備え、
    　前記走行速度制御手段は、前記走行速度制御中に前記切替手段が前記伝達状態から前記遮断状態に移行した場合には、前記遮断状態から前記伝達状態に移行するまで、前記走行速度制御を中断することを特徴とする車両の制御装置。     A vehicle control device comprising switching means capable of switching between a cut-off state for cutting off power between an internal combustion engine and a manual transmission and a transmission state for transmission according to a driver's operation,
    A traveling speed control means for performing traveling speed control for keeping the traveling speed of the vehicle constant;
    The travel speed control means interrupts the travel speed control until the switching means shifts from the transmission state to the shut-off state during the travel speed control until the transition state shifts from the shut-off state to the transmission state. A control apparatus for a vehicle.
  2. 　前記走行速度制御手段は、前記切替手段が前記遮断状態から前記伝達状態に移行した場合には、前記走行速度制御を復帰させることを特徴とする請求項１に記載の車両の制御装置。 2. The vehicle control device according to claim 1, wherein the travel speed control means returns the travel speed control when the switching means shifts from the shut-off state to the transmission state.
  3. 　前記内燃機関の出力軸の回転と前記手動変速機の入力軸の回転との同期制御を実行する同期制御手段を備え、
    　前記同期制御手段は、前記走行速度制御が中断されていることを条件に、前記同期制御を実行することを特徴とする請求項１または請求項２に記載の車両の制御装置。     Synchronization control means for executing synchronization control of rotation of the output shaft of the internal combustion engine and rotation of the input shaft of the manual transmission;
    3. The vehicle control device according to claim 1, wherein the synchronization control unit executes the synchronization control on condition that the traveling speed control is interrupted. 4.
  4. 　前記走行速度制御手段は、前記車両の走行速度が所定の範囲外となった場合には、前記走行速度制御の実行を終了することを特徴とする請求項１ないし請求項３のいずれか１の請求項に記載の車両の制御装置。 4. The travel speed control means according to claim 1, wherein the travel speed control means terminates the execution of the travel speed control when the travel speed of the vehicle falls outside a predetermined range. The vehicle control device according to claim.
  5. 　前記走行速度制御手段は、前記車両に対する制動要求が発生した場合には、前記走行速度制御の実行を終了することを特徴とする請求項１ないし請求項４のいずれか１の請求項に記載の車両の制御装置。 The said travel speed control means terminates execution of the said travel speed control, when the braking request | requirement with respect to the said vehicle generate | occur | produced, The claim of any one of Claim 1 thru | or 4 characterized by the above-mentioned. Vehicle control device.
  6. 　前記走行速度制御手段は、前記車両の走行速度と目標とする速度との速度差が所定値以上となった場合には、前記走行速度制御の実行を終了することを特徴とする請求項１ないし請求項５のいずれか１の請求項に記載の車両の制御装置。 2. The travel speed control means ends the execution of the travel speed control when a speed difference between the travel speed of the vehicle and a target speed exceeds a predetermined value. The vehicle control device according to claim 5.
PCT/JP2010/001873 2010-03-16 2010-03-16 Vehicle control device WO2011114367A1 (en)

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Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6128727A (en) * 1984-07-17 1986-02-08 Nippon Denso Co Ltd Engine speed control device for vehicular internal-combustion engine
JPS63188531A (en) * 1987-01-29 1988-08-04 Fujitsu Ten Ltd Constant speed running device for automobile
JPH0314736A (en) * 1989-06-12 1991-01-23 Hitachi Ltd Automatic shift controller for car and its control system
JPH09290665A (en) * 1996-04-25 1997-11-11 Denso Corp Automatic speed control device of vehicle
JP2001146961A (en) * 1999-11-24 2001-05-29 Mitsubishi Motors Corp Shift control device of vehicle
JP2004161175A (en) * 2002-09-19 2004-06-10 Nissan Motor Co Ltd Travel speed control device
JP2004211798A (en) * 2002-12-27 2004-07-29 Hitachi Unisia Automotive Ltd Constant speed traveling device for vehicle
JP2004231021A (en) * 2003-01-30 2004-08-19 Hitachi Ltd Vehicle control device and method for coordinating/controlling vehicle speed control and speed-change control

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6128727A (en) * 1984-07-17 1986-02-08 Nippon Denso Co Ltd Engine speed control device for vehicular internal-combustion engine
JPS63188531A (en) * 1987-01-29 1988-08-04 Fujitsu Ten Ltd Constant speed running device for automobile
JPH0314736A (en) * 1989-06-12 1991-01-23 Hitachi Ltd Automatic shift controller for car and its control system
JPH09290665A (en) * 1996-04-25 1997-11-11 Denso Corp Automatic speed control device of vehicle
JP2001146961A (en) * 1999-11-24 2001-05-29 Mitsubishi Motors Corp Shift control device of vehicle
JP2004161175A (en) * 2002-09-19 2004-06-10 Nissan Motor Co Ltd Travel speed control device
JP2004211798A (en) * 2002-12-27 2004-07-29 Hitachi Unisia Automotive Ltd Constant speed traveling device for vehicle
JP2004231021A (en) * 2003-01-30 2004-08-19 Hitachi Ltd Vehicle control device and method for coordinating/controlling vehicle speed control and speed-change control

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