WO2014065061A1 - 車両用駆動装置 - Google Patents

車両用駆動装置 Download PDF

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Publication number
WO2014065061A1
WO2014065061A1 PCT/JP2013/075756 JP2013075756W WO2014065061A1 WO 2014065061 A1 WO2014065061 A1 WO 2014065061A1 JP 2013075756 W JP2013075756 W JP 2013075756W WO 2014065061 A1 WO2014065061 A1 WO 2014065061A1
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WO
WIPO (PCT)
Prior art keywords
torque
clutch
engine
rotational speed
engine torque
Prior art date
Application number
PCT/JP2013/075756
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
大輔 田丸
Original Assignee
アイシン精機株式会社
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 アイシン精機株式会社 filed Critical アイシン精機株式会社
Priority to CN201380054749.8A priority Critical patent/CN104736822A/zh
Priority to EP13848773.1A priority patent/EP2913504A4/de
Priority to BR112015008537A priority patent/BR112015008537A2/pt
Publication of WO2014065061A1 publication Critical patent/WO2014065061A1/ja
Priority to IN3779DEN2015 priority patent/IN2015DN03779A/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/022—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the clutch status
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed

Definitions

  • the present invention relates to a vehicle drive device that controls the start of a vehicle in a vehicle having a manual clutch.
  • MT manual transmission
  • the driver depresses the clutch pedal to disengage the clutch when starting, and shifts the MT to the first speed.
  • the driver then depresses the accelerator pedal to increase the engine rotation speed, gradually returns the clutch pedal to engage the clutch, and transmits the engine torque to the wheels.
  • the driver performs the start operation by depressing the accelerator pedal, that is, increasing the engine output (engine speed), returning the clutch pedal, and harmonizing the clutch engagement (engine load). Is going.
  • Patent Document 1 discloses a technique for reducing a shock generated when a clutch is engaged by matching an engine rotational speed with an input shaft rotational speed of MT when the clutch is disengaged in an automobile having an MT and a clutch. Is disclosed.
  • control is performed so that the engine rotational speed matches the input shaft rotational speed.
  • the engine rotational speed and the input shaft rotational speed coincide with each other, if the amount of change in the engine rotational speed and the input shaft rotational speed is different, the amount of change in the engine rotational speed changes suddenly when the clutch is completely engaged.
  • a shock occurs in the vehicle due to the rotation inertia of the engine acting on the vehicle.
  • the present invention has been made in view of such circumstances, and provides a vehicle drive device that can reduce the occurrence of shocks when a manual clutch is engaged in a vehicle equipped with a manual clutch. Objective.
  • the invention according to claim 1, which has been made to solve the above-described problem, includes an engine that outputs engine torque to an output shaft, engine operation means for variably operating engine torque output by the engine, and a vehicle.
  • An input shaft that rotates in conjunction with the rotation of the drive wheels, a clutch that is provided between the output shaft and the input shaft, and that allows variable clutch transmission torque between the output shaft and the input shaft, and the clutch
  • the clutch transmission torque acquisition means for acquiring the clutch transmission torque generated by the clutch
  • a clutch synchronization engine torque calculation means for calculating the clutch synchronization engine torque, and the clutch synchronization
  • the adjustment torque calculation means for calculating a positive adjustment torque is included, and the engine torque calculation means during clutch synchronization includes: The engine torque during clutch synchronization is calculated by adding the adjustment torque.
  • the invention according to claim 3 is the invention according to claim 2, wherein the adjustment torque calculating means calculates the adjustment torque having a larger absolute value as the absolute value of the clutch differential rotation speed is larger.
  • a request for calculating a required engine torque which is a required torque of the engine, on the basis of an operation amount of the accelerator pedal according to any one of the first to third aspects.
  • Engine control means for calculating the engine torque during return control that gradually changes from the required engine torque to the required engine torque.
  • the engine control means has an absolute value of the clutch differential rotation speed during engagement of the clutch.
  • a return control that controls the engine so that the engine torque during the return control becomes equal to the engine torque when the second specified differential rotation speed is reached.
  • the invention according to claim 5 is the invention according to claim 4, wherein when the deviation torque is positive, the engine torque calculation means at the time of return control calculates a negative value of the return rate per unit time, When the deviation torque is negative, the return value per unit time is calculated as a positive value. The smaller the absolute value of the deviation torque, the greater the absolute value of the return rate per unit time.
  • the torque deviation rate is calculated by subtracting a value obtained by multiplying the return rate per unit time by the elapsed time from the previous calculation of the torque deviation rate from the deviation rate.
  • the invention according to claim 6 is the invention according to claim 5, wherein, when the deviation torque is positive, the engine torque calculation means at the time of return control calculates a return value per unit time of a negative value, When the deviation torque is negative, the return value per unit time is calculated as a positive value. The smaller the absolute value of the deviation torque, the greater the absolute value of the return rate per unit time.
  • the torque deviation rate is calculated by subtracting a value obtained by multiplying the elapsed time from the previous calculation of the torque deviation rate by the return rate per unit time from the deviation rate.
  • the invention according to claim 7 is the invention according to any one of claims 1 to 6, wherein the clutch transmission torque acquisition means is a clutch operation amount detection means for detecting an operation amount of the clutch operation means. is there.
  • the invention according to claim 8 is the invention according to any one of claims 1 to 7, further comprising vehicle speed detection means for detecting a vehicle speed of the vehicle, wherein the engine control means is the vehicle speed detection means.
  • the torque balance control is not executed.
  • the invention according to claim 9 is the invention according to any one of claims 1 to 8, wherein the braking force applying means for applying a braking force to the vehicle and the braking force of the braking force applying means are variable. And the engine control means does not execute the torque balance control when the braking force operation means is operated.
  • the clutch synchronization engine torque calculation means calculates the clutch synchronization engine torque based on the clutch transmission torque.
  • the engine control means controls the engine so that the engine torque is synchronized with the clutch and executes torque balance control.
  • the engine torque during clutch synchronization is calculated based on the clutch transmission torque. Therefore, even if the clutch transmission torque changes due to the driver's operation of the clutch, the engine torque during clutch synchronization also increases or decreases following the change in the clutch transmission torque. For this reason, regardless of the driver's clutch operation, the difference between the amount of change in the rotational speed of the engine and the amount of change in the rotational speed of the input shaft can be reduced. For this reason, it is possible to reduce the occurrence of shock when the clutch is completely engaged.
  • the adjustment torque calculating means calculates a negative adjustment torque when the engine rotation speed is faster than the input shaft rotation speed, and the engine rotation speed is calculated based on the input shaft rotation speed. If it is slower than the rotational speed, a positive adjustment torque is calculated.
  • the clutch synchronization engine torque calculation means adds the adjustment torque to calculate the clutch synchronization engine torque. Thereby, a clutch can be reliably synchronized.
  • the adjusting torque calculating means calculates the adjusting torque having a larger absolute value as the absolute value of the clutch differential rotation speed is larger.
  • the difference between the amount of change in the rotational speed of the engine and the amount of change in the rotational speed of the input shaft immediately before clutch synchronization can be further reduced. For this reason, it is possible to further reduce the occurrence of shock accompanying the complete engagement of the clutch.
  • the engine torque calculation means at the time of return control gradually increases from the engine torque at the time of clutch synchronization to the required engine torque when the absolute value of the clutch differential rotation speed becomes equal to or less than the second specified differential rotation speed.
  • the engine torque during return control that gradually changes to is calculated.
  • the engine control means executes a return control for controlling the engine so that the engine torque becomes the return control engine torque.
  • the engine torque calculation means at the time of return control calculates a torque deviation rate that gradually decreases as the elapsed time from the start of execution of the return control becomes longer.
  • the torque obtained by multiplying the deviation torque by the torque deviation rate is added to the torque to calculate the engine torque during return control.
  • the engine torque calculation means at the time of return control calculates a negative value of the return rate per unit time.
  • the engine torque calculation means at the time of return control calculates a positive value of the return rate per unit time.
  • the engine torque calculation means at the time of return control calculates the return rate per unit time having a larger absolute value as the absolute value of the deviation torque is smaller.
  • the engine torque calculation means at the time of return control calculates the torque deviation rate by subtracting the value obtained by multiplying the return rate per unit time by the elapsed time from the previous calculation of the torque deviation rate from the previously calculated torque deviation rate. To do.
  • the smaller the absolute value of the deviation torque the more quickly the engine torque can be restored to the requested engine torque reflecting the driver's intention. For this reason, the time during which engine control that does not reflect the driver's intention is executed can be shortened, and the driver's discomfort can be reduced.
  • the clutch transmission torque acquisition means is a clutch operation amount detection means for detecting an operation amount of the clutch operation means.
  • the operation amount of the clutch operating means can be acquired with a simple structure.
  • the engine control means does not execute torque balance control when the vehicle speed is slower than the specified speed.
  • the vehicle can start more smoothly when the engine torque is larger than the clutch transmission torque. Since torque balance control is not executed at the time of starting, the engine torque does not approach the clutch transmission torque. For this reason, the vehicle can start smoothly at the time of start.
  • the engine control means does not execute torque balance control when the braking force operation means is operated.
  • FIG. 5 is a flowchart of “clutch / engine cooperative control”.
  • 6 is a flowchart of “torque balance control” which is a subroutine of “clutch / engine cooperative control” in FIG. 4.
  • FIG. 1 schematically shows a vehicle drive device 1 for a vehicle equipped with an engine 2.
  • thick lines indicate mechanical connections between the devices, and arrows with broken lines indicate control signal lines.
  • an engine 2 As shown in FIG. 1, an engine 2, a clutch 3, a manual transmission 4, and a differential device 17 are arranged in series in this order in the vehicle.
  • the differential device 17 is connected to drive wheels 18R and 18L of the vehicle.
  • the drive wheels 18R and 18L are front or rear wheels or front and rear wheels of the vehicle.
  • the vehicle has an accelerator pedal 51, a clutch pedal 53, and a brake pedal 56.
  • the accelerator pedal 51 variably operates the engine torque output from the engine 2.
  • the accelerator pedal 51 is provided with an accelerator sensor 52 that detects an accelerator opening degree Ac that is an operation amount of the accelerator pedal 51.
  • the clutch pedal 53 is for making the clutch 3 in a disconnected state or a connected state and making a clutch transmission torque Tc described later variable.
  • the vehicle has a master cylinder 55 that generates a hydraulic pressure corresponding to the amount of operation of the clutch pedal 53.
  • the master cylinder 55 is provided with a clutch sensor 54 that detects the stroke of the master cylinder 55.
  • the brake pedal 56 is provided with a brake sensor 57 that detects an operation amount of the brake pedal 56.
  • the vehicle has a brake master cylinder (not shown) that generates hydraulic pressure according to the operation amount of the brake pedal 56, and a brake device 19 that generates braking force on the wheels according to the master pressure generated by the brake master cylinder. Yes.
  • Engine 2 is a gasoline engine or diesel engine that uses hydrocarbon fuel such as gasoline or light oil.
  • the engine 2 includes an output shaft 21, a throttle valve 22, an engine rotation speed sensor 23, and a fuel injection device 28.
  • the output shaft 21 rotates integrally with a crankshaft that is driven to rotate by a piston.
  • the engine 2 outputs the engine torque Te to the output shaft 21.
  • the cylinder head of the engine 2 is provided with an ignition device (not shown) for igniting the air-fuel mixture in the cylinder.
  • the throttle valve 22 is provided in the course of taking air into the cylinder of the engine 2.
  • the throttle valve 22 adjusts the amount of air taken into the cylinder of the engine 2.
  • the fuel injection device 28 is provided in the middle of a path for taking air into the engine 2 or in the cylinder head of the engine 2.
  • the fuel injection device 28 is a device that injects fuel such as gasoline or light oil.
  • the engine rotation speed sensor 23 is disposed in the vicinity of the output shaft 21.
  • the engine rotation speed sensor 23 detects an engine rotation speed Ne, which is the rotation speed of the output shaft 21, and outputs a detection signal to the control unit 10.
  • the output shaft 21 of the engine 2 is connected to a flywheel 31 that is an input member of the clutch 3 described later.
  • the clutch 3 is provided between an output shaft 21 of the engine 2 and a transmission input shaft 41 of a manual transmission 4 described later.
  • the clutch 3 connects or disconnects the output shaft 21 and the transmission input shaft 41 by operating the clutch pedal 53 by the driver, and also transmits a clutch transmission torque Tc between the output shaft 21 and the transmission input shaft 41 (shown in FIG. 2).
  • the clutch 3 includes a flywheel 31, a clutch disk 32, a clutch cover 33, a diaphragm spring 34, a pressure plate 35, a clutch shaft 36, a release bearing 37, and a slave cylinder 38.
  • the flywheel 31 has a disc shape and is connected to the output shaft 21.
  • the clutch shaft 36 is connected to the transmission input shaft 41.
  • the clutch disk 32 has a disk shape, and friction materials 32a are provided on both surfaces of the outer peripheral portion thereof.
  • the clutch disk 32 faces the flywheel 31 and is spline-fitted to the tip of the clutch shaft 36 so as to be axially movable and non-rotatable.
  • the clutch cover 33 includes a flat cylindrical cylindrical portion 33a and a plate portion 33b extending from one end of the cylindrical portion 33a in the rotation center direction. The other end of the cylindrical portion 33 a is connected to the flywheel 31. For this reason, the clutch cover 33 rotates integrally with the flywheel 31.
  • the pressure plate 35 has a disk shape with a hole in the center. The pressure plate 35 is disposed on the opposite side of the flywheel 31 so as to face the clutch disk 32 and be movable in the axial direction. A clutch shaft 36 is inserted through the center of the pressure plate 35.
  • the diaphragm spring 34 includes a ring-shaped ring portion 34a and a plurality of leaf spring portions 34b extending inward from the inner peripheral edge of the ring portion 34a.
  • the leaf spring part 34b is inclined so as to be gradually located on the side of the leaf part 33b toward the inner side.
  • the leaf spring part 34b is elastically deformable in the axial direction.
  • the diaphragm spring 34 is disposed between the pressure plate 35 and the plate portion 33b of the clutch cover 33 in a state where the plate spring portion 34b is compressed in the axial direction.
  • the ring portion 34 a is in contact with the pressure plate 35.
  • plate spring part 34b is connected with the inner periphery of the board
  • a clutch shaft 36 is inserted through the center of the diaphragm spring 34.
  • the release bearing 37 is attached to the housing of the clutch 3 (not shown). At the center of the release bearing 37, a clutch shaft 36 is inserted and disposed so as to be movable in the axial direction.
  • the release bearing is composed of a first member 37a and a second member 37b that face each other and are relatively rotatable. The first member 37a is in contact with the tip of the plate portion 33b.
  • the slave cylinder 38 has a push rod 38a that moves forward and backward by hydraulic pressure.
  • the tip of the push rod 38 a is in contact with the second member 37 b of the release bearing 37.
  • the slave cylinder 38 and the master cylinder 55 are connected by a hydraulic pipe 58.
  • the clutch 3 of the present embodiment is a normally closed clutch in which the clutch 3 is in a connected state when the clutch pedal 53 is not depressed.
  • the manual transmission 4 is a stepped transmission that selectively switches between a plurality of gear stages having different gear ratios between the transmission input shaft 41 and the transmission output shaft 42.
  • One of the transmission input shaft 41 and the transmission output shaft 42 includes a plurality of idle gears that can freely rotate with respect to the shaft and a plurality of fixed gears that mesh with the idle gear and cannot rotate with respect to the shaft. Neither is shown).
  • the manual transmission 4 is provided with a selection mechanism that selects one of the idle gears among the plurality of idle gears and fits the attached shaft in a non-rotatable manner. With this configuration, the transmission input shaft 41 rotates in conjunction with the drive wheels 18R and 18L. Further, the manual transmission 4 includes a shift operation mechanism (not shown) that converts a driver's operation of the shift lever 45 into a force for operating the selection mechanism.
  • a transmission input shaft rotational speed sensor 43 that detects the rotational speed of the transmission input shaft 41 (transmission input shaft rotational speed Ni) is provided.
  • the transmission input shaft rotational speed Ni (clutch rotational speed Nc) detected by the transmission input shaft rotational speed sensor 43 is output to the control unit 10.
  • a transmission output shaft rotational speed sensor 46 for detecting the rotational speed of the transmission output shaft 42 (transmission output shaft rotational speed No) is provided.
  • the transmission output shaft rotational speed No detected by the transmission output shaft rotational speed sensor 46 is output to the control unit 10.
  • the control unit 10 performs overall control of the vehicle.
  • the control unit 10 has a storage unit (all not shown) composed of a CPU, RAM, ROM, nonvolatile memory, and the like.
  • the CPU executes a program corresponding to the flowcharts shown in FIGS. 4, 5, and 7.
  • the RAM temporarily stores variables necessary for executing the program.
  • the storage unit stores the above program and mapping data shown in FIGS.
  • the control unit 10 calculates a required engine torque Ter, which is the torque of the engine 2 requested by the driver, based on the accelerator opening Ac of the accelerator sensor 52 based on the operation of the accelerator pedal 51 of the driver. Then, the control unit 10 adjusts the opening S of the throttle valve 22 based on the required engine torque Ter, adjusts the intake air amount, adjusts the fuel injection amount of the fuel injection device 28, and controls the ignition device. .
  • the supply amount of the air-fuel mixture containing fuel is adjusted, the engine torque Te output from the engine 2 is adjusted to the required engine torque Ter, and the engine rotational speed Ne is adjusted.
  • the engine rotation speed Ne is maintained at an idling rotation speed (for example, 700 rpm).
  • the control unit 10 refers to the clutch stroke Cl detected by the clutch sensor 54 in “clutch transmission torque mapping data” that represents the relationship between the clutch stroke Cl and the clutch transmission torque Tc shown in FIG. Calculates a clutch transmission torque Tc that is a torque that can be transmitted from the output shaft 21 to the transmission input shaft 41.
  • the control unit 10 calculates the vehicle speed V based on the transmission output shaft rotational speed No detected by the transmission output shaft rotational speed sensor 46.
  • the control unit 10 subtracts the transmission input shaft rotational speed Ni detected by the transmission input shaft rotational speed sensor 43 from the engine rotational speed Ne detected by the engine rotational speed sensor 23, thereby obtaining the differential rotational speed of the clutch 3.
  • the clutch differential rotation speed ⁇ c is calculated. That is, the clutch differential rotation speed ⁇ c is the differential rotation speed of the clutch 3, that is, the differential rotation speed between the output shaft 21 and the transmission input shaft 41.
  • the control unit 10 determines that the absolute value of the clutch differential rotational speed ⁇ c is the first specified differential rotational speed A (for example, 400r) based on the detection signals output from the engine rotational speed sensor 23 and the transmission input shaft rotational speed sensor 43. .Pm)) If it is determined that the program has converged below (S14: YES), the program proceeds to S15. On the other hand, if the controller 10 determines that the absolute value of the clutch differential rotation speed ⁇ c is greater than the first specified differential rotation speed A (S14: NO), the program proceeds to S20.
  • the first specified differential rotational speed A for example, 400r
  • the program proceeds to S16.
  • the control unit 10 determines that the absolute value of the clutch differential rotation speed ⁇ c is greater than the second specified differential rotation speed B (S15: NO)
  • the program proceeds to S17.
  • the second specified differential rotational speed B is a differential rotational speed that is smaller than the first specified differential rotational speed A. p. m. It is. That is, when the clutch differential rotation speed ⁇ c is equal to or less than the second specified differential rotation speed B, it can be said that the rotation of the output shaft 21 and the transmission input shaft 41 is almost synchronized and the clutch 3 is almost synchronized.
  • control unit 10 executes “torque balance control”. This “torque balance control” will be described with reference to the flowchart shown in FIG. When S17 ends, the program returns to S15.
  • control unit 10 performs “normal engine control”. That is, the control unit 10 controls the engine 2 so that the engine torque Te becomes the required engine torque Ter calculated by the driver's operation of the accelerator pedal 51.
  • the program returns to S11.
  • the control unit 10 calculates the adjustment torque Ta by referring to the clutch differential rotation speed ⁇ c in the “adjustment torque calculation data” shown in FIG.
  • the clutch differential rotation speed ⁇ c is a positive value, that is, when the engine rotation speed Ne (the rotation speed of the output shaft 21) is faster than the transmission input shaft rotation speed Ni
  • the adjustment torque Ta is negative. Value.
  • the clutch differential rotation speed ⁇ c is a negative value, that is, when the engine rotation speed Ne is slower than the transmission input shaft rotation speed Ni
  • the adjustment torque Ta is a positive value.
  • the absolute value of the adjustment torque Ta is calculated so as to increase as the absolute value of the clutch differential rotation speed ⁇ c increases.
  • the control unit 10 calculates the clutch synchronization engine torque Tes by adding the clutch transmission torque Tc and the adjustment torque Ta based on the following equation (1).
  • Tes Tc + Ta (1)
  • Tes Engine torque during clutch synchronization
  • Tc Clutch transmission torque
  • Ta Adjustment torque
  • control unit 10 controls the engine 2 so that the engine torque Te becomes the engine torque Tes when the clutch is engaged.
  • the process returns to S15 of FIG.
  • control unit 10 calculates the separation torque ⁇ T by subtracting the required engine torque Ter from the clutch synchronous engine torque Tes based on the following equation (2).
  • the control unit 10 calculates the return rate Rr per unit time by referring to the “disengagement torque ⁇ T” shown in FIG. 8 for the deviation torque ⁇ T.
  • the return rate Rr per unit time is a 100 minute rate per unit time for reducing a torque deviation rate Rt described later.
  • the return rate Rr per unit time is a negative value.
  • the deviation torque ⁇ T is a positive value, that is, when the current clutch synchronization engine torque Tes is larger than the requested engine torque Ter
  • the return rate Rr per unit time is a positive value.
  • the control unit 10 calculates the torque deviation rate Rt (n) based on the following equation (3).
  • Rt (n) Rt (n ⁇ 1) ⁇ Rr ⁇ et (3)
  • Rt (n-1) Torque divergence rate calculated last time
  • Rr Return rate per unit time et: Elapsed time from the previous S18-3 S18-3 is executed for the first time In this case, Rt (n-1) is 100.
  • the control unit 10 calculates the return-control engine torque Tert based on the following equation (4).
  • Tert Ter + ⁇ T ⁇ Rt (n) / 100 (4)
  • Tert Engine torque during return control Ter: Required engine torque ⁇ T: Deviation torque Rt (n): Torque deviation rate
  • the program proceeds to S18-6.
  • control unit 10 controls the engine 2 so that the engine torque Te becomes the engine torque Tert during the return control.
  • the program proceeds to S19 in FIG.
  • the control unit 10 determines whether the clutch synchronization engine torque is based on the above equation (1) and the clutch transmission torque Tc in S17-4 of FIG. Calculate Tes. Then, when the absolute value of the clutch differential rotational speed ⁇ c converges to the first specified differential rotational speed A or less (determined as YES in S14 of FIG. 4 and NO as S15). In S17-4 in FIG. 5, the engine 2 is controlled so that the engine torque Te becomes the engine torque Tes during clutch synchronization.
  • the engine torque Tes during clutch synchronization is calculated based on the above equation (1) and the clutch transmission torque Tc. Therefore, even if the clutch transmission torque Tc changes due to the driver's operation of the clutch pedal 53, the engine torque Tes during clutch synchronization also increases or decreases following the change in the clutch transmission torque Tc. For this reason, the difference between the change amount of the engine rotation speed Ne and the change amount of the transmission input shaft rotation speed Ni related to the operation of the clutch pedal 53 by the driver can be reduced. For this reason, it is possible to reduce the occurrence of shock when the clutch 3 is completely engaged.
  • control unit 10 refers to the clutch differential rotation speed ⁇ c in the “adjustment torque calculation data” shown in FIG. 6 in S17-2 of FIG. If it is faster than the input shaft rotational speed Ni, a negative adjustment torque Ta is calculated. Further, when the transmission input shaft rotation speed Ni is faster than the engine rotation speed Ne, the control unit 10 calculates a positive adjustment torque Ta. Then, in S17-3 of FIG. 4, the control unit 10 adds the adjustment torque Ta and calculates the clutch synchronization engine torque Tes based on the above equation (1). The effect of this will be described below.
  • the engine rotational speed Ne is faster than the transmission input shaft rotational speed Ni
  • the engine rotational speed Ne is slightly faster than the transmission input shaft rotational speed Ni as indicated by a two-dot chain line 3 in FIG.
  • the engine rotational speed Ne is slightly slower than the transmission input shaft rotational speed Ni as shown by a two-dot chain line 4 in FIG.
  • the adjustment torque Ta is negative.
  • the engine rotation speed Ne is reduced by the adjustment torque Ta, so that the engine rotation speed Ne is synchronized with the transmission input shaft rotation speed Ni.
  • the adjustment torque Ta is positive.
  • the engine rotational speed Ne is increased by the adjustment torque Ta, so that the engine rotational speed Ne is synchronized with the transmission input shaft rotational speed Ni.
  • the clutch 3 can be reliably synchronized.
  • the control unit 10 refers to the clutch differential rotation speed ⁇ c in the “adjusted torque calculation data” shown in FIG. 6 so that the absolute value of the clutch differential rotation speed ⁇ c increases as the absolute value of the clutch differential rotation speed ⁇ c increases.
  • An adjustment torque Ta having a large value is calculated. Thereby, the engine rotational speed Ne can be quickly brought close to the transmission input shaft rotational speed Ni. For this reason, the synchronization time of the clutch 3 can be shortened.
  • control unit 10 determines that the absolute value of the clutch differential rotational speed ⁇ c is equal to or lower than the second predetermined differential rotational speed B for a predetermined time or longer (YES in S16 in FIG. 4). ), “Return control” is executed. Specifically, in S18-5 of FIG. 7, the control unit 10 calculates the return control engine torque Tert that gradually changes from the clutch synchronization engine torque Tes to the required engine torque Ter. Then, in S18-6 of FIG. 5, the control unit 10 controls the engine 2 so that the engine torque Te becomes the engine torque Tert during the return control.
  • control unit 10 determines that the torque deviation gradually decreases as the elapsed time from the start of the “return control” starts, based on the above equation (3).
  • the rate Rt is calculated.
  • control unit 10 adds the value obtained by multiplying the deviation torque ⁇ T by the torque deviation rate Rt to the required engine torque Ter based on the above equation (4) to obtain the engine torque Tert for return control. Calculate.
  • the control unit 10 controls the engine 2 so that the engine torque Te becomes the engine torque Tert at the time of return control in S18-6 of FIG. Therefore, the engine torque Te can be surely gradually changed from the engine torque Tes during clutch synchronization to the required engine torque Ter.
  • control unit 10 refers to the divergence torque ⁇ T in the mapping data shown in FIG. 8 in S18-3 of FIG. 7, so that when the divergence torque ⁇ T is positive, the return rate per unit time is negative. Rr is calculated. On the other hand, when the deviation torque ⁇ T is negative, the control unit 10 calculates a positive value return rate Rr per unit time. Then, the control unit 10 calculates the return rate Rr per unit time having a larger absolute value as the absolute value of the deviation torque ⁇ T is smaller.
  • the control unit 10 calculates the previous torque deviation rate Rt from the previously calculated torque deviation rate Rt (n ⁇ 1) to the return rate Rr per unit time based on the above equation (3).
  • the torque deviation rate Rt (n) is calculated by subtracting the value multiplied by the elapsed time et from the calculation of (n ⁇ 1).
  • the smaller the absolute value of the deviation torque ⁇ T the more quickly the engine torque Te can be returned to the requested engine torque Ter reflecting the driver's intention. For this reason, the time during which engine control that does not reflect the driver's intention is executed can be shortened, and the driver's discomfort can be reduced.
  • the absolute value of the deviation torque ⁇ T is small, even if the engine torque Te quickly returns to the requested engine torque Ter, the driver does not feel uncomfortable.
  • the clutch stroke Cl which is the operation amount of the clutch pedal 53 detected by the clutch sensor 54 (clutch transmission torque acquisition means), is detected.
  • the control unit 10 obtains the clutch transmission torque Tc by referring to the clutch stroke Cl in the “clutch transmission torque mapping data” shown in FIG. As a result, the clutch transmission torque Tc can be reliably acquired by a simple structure / method.
  • the control unit 10 does not execute “torque balance control”.
  • the vehicle can start more smoothly when the engine torque Te is larger than the clutch transmission torque Tc. Since “torque balance control” is not executed at the time of starting, the engine torque Te does not approach the clutch transmission torque Tc. For this reason, the vehicle can start smoothly at the time of start.
  • control unit 10 does not execute “torque balance control”.
  • control unit 10 determines that “return” is performed only when the absolute value of the clutch differential rotation speed ⁇ c is equal to or shorter than the second predetermined differential rotation speed B for a predetermined time or longer (determined as YES in S16 of FIG. 4). "Control” is executed. As a result, even if noise is mixed in the detection signals of various sensors, the absolute value of the clutch differential rotation speed ⁇ c is erroneously determined to be equal to or less than the second specified differential rotation speed B due to the noise. The “return control” is prevented from being executed.
  • the operating force of the clutch pedal 53 is transmitted to the release bearing 37 via the master cylinder 55, the hydraulic pipe 58 and the slave cylinder 38.
  • the operating force of the clutch pedal 53 is transmitted to the release bearing 37 via mechanical elements such as a wire, a rod, and a gear.
  • the clutch stroke Cl detected by the clutch sensor 54 is referred to “clutch transmission torque mapping data” representing the relationship between the clutch stroke Cl and the clutch transmission torque Tc shown in FIG.
  • the clutch transmission torque Tc is calculated.
  • the clutch transmission torque Tc is predicted based on the amount of change per hour of the clutch stroke Cl and the required engine torque Ter is predicted. .
  • the clutch transmission torque Tc is calculated based on the detection signal of the clutch sensor 54.
  • the clutch transmission torque Tc is determined based on information such as engine inertia, engine friction torque, rotation speed of the transmission input shaft 41 at the start of engagement, current rotation speed of the transmission input shaft 41, elapsed time from the start of engagement, and the like. There is no problem even if it is calculated.
  • the clutch sensor 54 detects the stroke amount of the master cylinder 55.
  • the clutch sensor 54 may be a sensor that detects the operation amount of the clutch pedal 53, the master pressure of the master cylinder 55, the stroke or fluid pressure of the slave cylinder 38, and the stroke amount of the release bearing 37.
  • the control unit 10 calculates the vehicle speed V based on the transmission output shaft rotational speed No detected by the transmission output shaft rotational speed sensor 46.
  • the control unit 10 calculates the vehicle speed V based on the wheel rotation speed detected by the wheel speed sensor that detects the rotation speed of the wheel and the sensor that detects the rotation speed of the shaft that rotates in conjunction with the wheel.
  • the embodiment may be used.
  • the clutch operating member that transmits the operating force of the driver to the clutch 3 is the clutch pedal 53.
  • the clutch operating member is not limited to the clutch pedal 53, and may be a clutch lever, for example.
  • an accelerator grip for adjusting the accelerator opening degree Ac may be used instead of the accelerator pedal 51 for adjusting the accelerator opening degree Ac. It goes without saying that the technical idea of the present invention can be applied even if the vehicle drive device of the present embodiment is applied to a motorcycle or other vehicles.
  • the single control unit 10 controls the engine 2 and executes “clutch / engine cooperative control” shown in FIG.
  • the engine control unit controls the engine 2 and the control unit 10 connected to the engine control unit by a communication means such as CAN (Controller Area Network) executes “clutch / engine cooperative control”. There is no problem.
  • the vehicle has the manual transmission 4.
  • the technical idea of the present invention can also be applied to a vehicle that does not have the manual transmission 4 but has an input shaft that rotates in conjunction with the drive wheels 18R and 18L and is connected to the clutch disk 32.
  • Clutch sensor (clutch transmission torque acquiring means, clutch operating amount detecting means), 56 ... Brake pedal (brake operation means), 57 ... Brake sensor (brake operation amount detection means) t ... oil temperature V ... vehicle speed A ... first specified differential rotational speed B ... second specified differential rotational speed Nc ... clutch rotational speed Ne ... engine rotational speed Ni ... transmission input shaft rotational speed ⁇ c ... clutch differential rotational speed Te ... engine Torque Tc: Clutch transmission torque Tern: Required engine torque Tes: Engine torque during clutch synchronization Tert: Engine torque during return control Ta ... Adjustment torque Rr ... Return rate per unit time Rt (n) ... Torque deviation rate Rt (n-1) ... Torque deviation rate calculated last time

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Hybrid Electric Vehicles (AREA)
PCT/JP2013/075756 2012-10-25 2013-09-24 車両用駆動装置 WO2014065061A1 (ja)

Priority Applications (4)

Application Number Priority Date Filing Date Title
CN201380054749.8A CN104736822A (zh) 2012-10-25 2013-09-24 车辆用驱动装置
EP13848773.1A EP2913504A4 (de) 2012-10-25 2013-09-24 Antriebsvorrichtung für ein fahrzeug
BR112015008537A BR112015008537A2 (pt) 2012-10-25 2013-09-24 aparelho para condução veicular
IN3779DEN2015 IN2015DN03779A (de) 2012-10-25 2015-05-04

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012-235365 2012-10-25
JP2012235365A JP5849930B2 (ja) 2012-10-25 2012-10-25 車両用駆動装置

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WO2014065061A1 true WO2014065061A1 (ja) 2014-05-01

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JP (1) JP5849930B2 (de)
CN (1) CN104736822A (de)
BR (1) BR112015008537A2 (de)
IN (1) IN2015DN03779A (de)
WO (1) WO2014065061A1 (de)

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CN112339738A (zh) * 2019-08-08 2021-02-09 丰田自动车株式会社 混合动力车辆的控制装置

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CN110094496B (zh) * 2018-01-31 2020-08-07 长城汽车股份有限公司 一种扭矩控制方法、装置和车辆
CN108749810A (zh) * 2018-05-31 2018-11-06 重庆长安汽车股份有限公司 一种手动挡汽车起步的扭矩控制方法
JP7381989B2 (ja) * 2019-07-16 2023-11-16 三菱自動車工業株式会社 ハイブリッド車両の制御装置
CN111963675B (zh) * 2020-07-28 2021-10-15 东风汽车集团有限公司 抑制半离合状态加速冲击的控制方法及存储介质
CN116816832A (zh) * 2023-06-29 2023-09-29 广州汽车集团股份有限公司 车辆的起步控制方法、装置、设备及存储介质

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CN112339738B (zh) * 2019-08-08 2024-03-05 丰田自动车株式会社 混合动力车辆的控制装置

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CN104736822A (zh) 2015-06-24
BR112015008537A2 (pt) 2017-07-04
EP2913504A1 (de) 2015-09-02
JP5849930B2 (ja) 2016-02-03
JP2014084815A (ja) 2014-05-12
IN2015DN03779A (de) 2015-10-02
EP2913504A4 (de) 2016-04-20

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