WO2014065062A1

WO2014065062A1 - Vehicular drive apparatus

Info

Publication number: WO2014065062A1
Application number: PCT/JP2013/075759
Authority: WO
Inventors: 大輔田丸
Original assignee: アイシン精機株式会社
Priority date: 2012-10-25
Filing date: 2013-09-24
Publication date: 2014-05-01
Also published as: JP5849929B2; EP2913505A1; EP2913505A4; CN104736823A; BR112015008382A2; JP2014084814A; IN2015DN03777A

Abstract

Provided is a vehicular drive apparatus that can prevent an excessive increase in engine rotational speed upon starting of a vehicle provided with a manual clutch. The apparatus includes a control unit that computes a starting engine torque on the basis of a clutch transmission torque from a clutch sensor that acquires a clutch transmission torque being produced by a clutch. The control unit implements torque-down control by controlling an engine so as to achieve the starting engine torque when a clutch differential rotational speed is not less than a prescribed differential rotational speed, and when the engine rotational speed is not less than a first prescribed rotational speed.

Description

Vehicle drive device

The present invention relates to a vehicle drive device that controls the start of a vehicle in a vehicle having a manual clutch.

In a car equipped with a manual transmission (hereinafter abbreviated as MT) and a manual clutch, 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. In this way, the driver can perform a smooth start by performing an operation of harmonizing the depression of the accelerator pedal, that is, the engine output (engine speed) and the return of the clutch pedal, that is, the engagement of the clutch (engine load). It is carried out.

Patent Document 1 discloses a technique for suppressing an excessive increase in engine speed at the time of starting in an automobile equipped with an MT and a clutch. In the technique disclosed in Patent Document 1, a reduced torque amount is calculated based on the engine rotational speed and the vehicle speed, the engine is controlled with a torque obtained by subtracting the reduced torque amount from the required engine torque based on the driver's accelerator operation, and An excessive increase in engine speed is suppressed.

Special table 2007-522378

However, in the technique shown in Patent Document 1, since the amount of decrease torque is calculated only from the engine speed and the vehicle speed, for example, the driver suddenly depresses the clutch pedal during the torque down control, and the clutch transmission torque suddenly increases. In the case of a decrease, the above-described control and the clutch disengagement of the driver work at the same time, so there is a possibility that the engine speed is excessively reduced unnecessarily. For this reason, the acceleration of the vehicle is hindered, and a problem that the feeling of sluggishness appears.

Therefore, the present invention has been made in view of such circumstances, and prevents an excessive increase in engine rotation speed when starting a vehicle equipped with a manual clutch, thereby reducing unnecessary engine rotation speed. An object of the present invention is to provide a vehicle drive device that can be prevented.

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 A clutch operating means for variably operating the transmission torque, a clutch transmission torque acquiring means for acquiring the clutch transmission torque generated by the clutch, and a required torque of the engine based on an operation amount of the accelerator pedal Required engine torque calculating means for calculating the required engine torque, and the clutch transmission torque acquiring means A starting engine torque calculating means for calculating a starting engine torque based on the latch transmission torque, and a clutch differential rotational speed that is a differential rotational speed between the output shaft and the input shaft is equal to or greater than a specified differential rotational speed; When the engine rotational speed is equal to or higher than the first specified rotational speed, the engine is controlled so as to become the engine torque at the time of starting and torque down control is executed, and the clutch differential rotational speed is set to the predetermined differential rotational speed. The engine control means for controlling the engine so as to obtain the required engine torque and executing normal control.

According to a second aspect of the invention, in the first aspect of the invention, there is provided engine speed reduction torque calculating means for calculating an engine speed reduction torque that is a negative torque necessary for reducing the engine speed. The starting engine torque calculation means calculates the starting engine torque in consideration of the engine rotational speed reduction torque.

According to a third aspect of the present invention, in the first or second aspect of the present invention, load acquisition means for acquiring a load acting on the engine, and the clutch transmission torque and the engine rotational speed decrease based on the load. In addition to torque, there is a maintenance torque calculation means for calculating a maintenance torque that is a torque necessary for maintaining the engine speed, and the engine torque calculation means at the time of starting takes the maintenance torque into consideration Calculate the engine torque.

According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, when the required engine torque is equal to or lower than the starting engine torque, the engine control means is configured to output the required engine torque. The engine is controlled so that

The invention according to claim 5 is the invention according to any one of claims 1 to 4, wherein the engine speed is less than the first specified speed and is lower than the first specified speed. In this case, based on the required engine torque and the engine torque at start, the engine torque at start is greater than the required engine torque as the engine speed approaches the first specified speed from the second specified speed. The engine torque calculation means at the time of correction start that calculates the engine torque at the time of correction start so as to increase the influence of the engine, the engine control means, the engine rotation speed is less than the first specified rotation speed, the second specified rotation When the speed is greater than or equal to the speed, the engine is controlled so that the engine torque becomes the corrected starting torque, and the limit torque down control is executed.

The invention according to claim 6 is the invention according to any one of claims 1 to 5, wherein the clutch transmission torque acquisition means is a clutch operation amount detection means for detecting an operation amount of the clutch operation means.

According to a seventh aspect of the invention, in the invention according to any of the second to sixth aspects, the engine rotational speed reduction torque calculating means is a target when the current engine rotational speed decreases the engine rotational speed. When the engine rotational speed is slower than the target engine rotational speed, the engine rotational speed reduction torque is set to 0, and the absolute value of the engine rotational speed reduction torque increases as the current engine rotational speed is faster than the target engine rotational speed. Is calculated to be larger.

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 detected by the vehicle speed detection means. When the determined vehicle speed is higher than a predetermined specified speed, the normal control is executed.

According to the first aspect of the present invention, the starting engine torque calculating means calculates the starting engine torque based on the clutch transmission torque. The engine control means is set to the starting engine torque when the clutch differential rotational speed is in the half-clutch state where the clutch differential rotational speed is equal to or higher than the specified differential rotational speed and the engine rotational speed is equal to or higher than the first predetermined rotational speed. To control the engine.

As described above, when the engine is started in the half-clutch state, when the engine rotational speed becomes equal to or higher than the first specified rotational speed, the engine is controlled to have the engine torque at the start calculated according to the clutch transmission torque. . If the engine speed is equal to or higher than the first specified speed, the engine torque at start will decrease without waiting for the engine speed to increase as the clutch transmission torque decreases. Can be prevented. On the other hand, as described above, when the engine torque reduction at the start by the control and the clutch transmission torque reduction by the driver are simultaneously performed, in the present invention, the result of the reduction of the clutch transmission torque is quickly determined as the engine torque at the start. The engine speed does not drop more than necessary. That is, it is possible to prevent an excessive increase in the engine speed and to prevent an unnecessary decrease in the engine speed.

According to the second aspect of the present invention, the engine rotation speed reduction torque calculating means calculates the engine rotation speed reduction torque. The starting engine torque calculation means calculates the starting engine torque in consideration of the engine rotational speed reduction torque.

Thereby, in the torque down control, the engine torque at the start is calculated that is smaller by the engine rotation speed reduction torque for decreasing the engine rotation speed. For this reason, when the engine rotation speed is equal to or higher than the first specified rotation speed, the engine rotation speed can be decreased, and an excessive increase in the engine rotation speed can be more reliably prevented.

According to the invention of claim 3, the maintenance torque calculating means calculates the maintenance torque based on the load acting on the engine, and the starting engine torque calculating means takes the maintenance torque into account and calculates the starting engine torque. Calculate.

Thus, for example, when the auxiliary machine driven by the engine stops and the engine load decreases, the engine torque at start is calculated in consideration of the decrease in the load. For this reason, it is possible to more reliably prevent an excessive increase in the engine speed and an unnecessary decrease in the engine speed.

According to the invention of claim 4, the engine control means controls the engine so as to be the required engine torque when the required engine torque is equal to or less than the engine torque at the start.

Thus, when the required engine torque is equal to or less than the engine torque at the start, the engine is controlled so that the required engine torque reflects the driver's intention. For this reason, since the engine torque does not deviate from the driver's intention, an excessive increase in the engine speed can be prevented while suppressing the driver's uncomfortable feeling.

According to the fifth aspect of the invention, when the engine rotational speed is less than the first specified rotational speed and greater than or equal to the second specified rotational speed, the corrected start-time engine torque calculating means includes the required engine torque and the start-time engine torque. Based on the above, the corrected engine torque at the start of starting is calculated such that the degree of influence of the engine torque at the start becomes greater than the required engine torque as the engine speed approaches the first specified speed from the second specified speed. Then, the engine control means controls the engine so as to obtain the engine torque at the corrected start, and executes the limit torque down control.

Thus, when the engine speed gradually increases at the start of the vehicle, the control shifts from the normal control to the torque-down control through the limit torque-down control in which the influence of the torque-down gradually increases. For this reason, an abrupt change in engine torque can be prevented, and the driver's uncomfortable feeling during the torque down control operation can be suppressed.

According to the invention of claim 6, the clutch transmission torque acquisition means is a clutch operation amount detection means for detecting an operation amount of the clutch operation means. Thereby, the operation amount of the clutch operating means can be acquired with a simple structure.

According to the invention of claim 7, the engine speed reduction torque calculating means sets the engine speed reduction torque to 0 when the current engine speed is slower than the target engine speed. As a result, it is possible to prevent an excessive decrease in the engine rotation speed, to prevent the driver from feeling uncomfortable, and to prevent occurrence of engine stall.

Further, the engine rotation speed decrease torque calculation means calculates the absolute value of the engine rotation speed decrease torque as the current engine rotation speed is faster than the target engine rotation speed. As a result, as the current engine speed increases with a deviation from the target engine speed, the engine speed decrease torque having a larger absolute value is calculated. For this reason, the engine rotational speed that has become faster than the target engine rotational speed can be reliably reduced to the target engine rotational speed, and an excessive increase in the engine rotational speed can be more reliably prevented.

According to the invention of claim 8, the engine control means executes normal control when the vehicle speed detected by the vehicle speed detection means is faster than a predetermined specified speed.

Therefore, when the vehicle speed is higher than the specified vehicle speed, torque down control and limit torque down control are not executed. For this reason, when the driver performs a half-clutch operation after starting the vehicle, the execution of the torque down control or the limit torque down control is prevented, so that the driver does not feel uncomfortable.

It is a block diagram of the vehicle drive device of this embodiment. It is an example of "clutch transmission torque mapping data" showing the relationship between clutch stroke and clutch transmission torque. It is a graph which shows the outline | summary of this embodiment, and is a graph in which the horizontal axis represents elapsed time, and the vertical axis represents engine rotation speed, engine torque, clutch transmission torque, and accelerator opening. 5 is a flowchart of “clutch / engine cooperative control”. 6 is a flowchart of “torque down control” that is a subroutine of “clutch / engine cooperative control” in FIG. 4. FIG. 6 is a diagram showing an example of “engine speed reduction torque calculation data” which is mapping data showing the relationship between the difference between the target engine speed Net and the current engine speed Ne and the engine speed reduction torque Ten. is there. 6 is a flowchart of “maintenance torque calculation processing” that is a subroutine of “torque down control” in FIG. 5. It is a figure showing "compressor auxiliary machine torque calculation data" which is the mapping data showing the relationship between engine rotational speed Ne and compressor auxiliary machine torque Tac. 5 is a flowchart of “limit torque down control” that is a subroutine of “clutch / engine cooperative control” in FIG. 4. It is a table | surface for demonstrating the state of the vehicle at the time of start.

(Vehicle description)
A vehicle drive apparatus 1 according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a configuration diagram showing a configuration of a vehicle drive device 1 for a vehicle including an engine 2. In FIG. 1, thick lines indicate mechanical connections between the devices, and arrows with broken lines indicate control signal lines.

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, an oil temperature sensor 25, and a fuel injection device 28. The output shaft 21 rotates integrally with a crankshaft that is driven to rotate by a piston. Thus, the engine 2 outputs the engine torque Te to the output shaft 21. When the engine 2 is a gasoline engine, 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 oil temperature sensor 25 detects the oil temperature t of engine oil that lubricates the engine 2 and outputs a detection signal to the control unit 10. In the present embodiment, 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 generator 26 and the compressor 27a of the air conditioner 27 are connected to the output shaft 21 of the engine 2 or a shaft or gear that rotates in conjunction with the output shaft 21. The generator 26 generates electric power necessary for the vehicle.

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). ) Is a manual clutch. 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. The intermediate part of the leaf | plate spring part 34b is connected with the inner periphery of the board | plate part 33b. 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.

When the clutch pedal 53 is not depressed, no hydraulic pressure is generated in either the master cylinder 55 or the slave cylinder 38. In this state, the clutch disc 32 is urged and pressed against the flywheel 31 by the diaphragm spring 34 via the pressure plate 35. For this reason, the flywheel 31, the clutch disc 32, and the pressure plate 35 are integrally rotated by the frictional force between the friction material 32a and the flywheel 31 and the frictional force between the friction material 32a and the pressure plate 35. The transmission input shaft 41 is in a connected state in which it rotates integrally.

On the other hand, when the clutch pedal 53 is depressed, the hydraulic pressure is generated in the master cylinder 55 and the hydraulic pressure is also generated in the slave cylinder 38. Then, the push rod 38a of the slave cylinder 38 presses the release bearing 37 toward the diaphragm spring 34 side. Then, the leaf spring portion 34b is deformed with the connection portion with the inner peripheral edge of the plate portion 33b as a fulcrum, and the urging force for urging the clutch disc 32 to the flywheel 31 is reduced, and finally becomes zero.

As shown in FIG. 2, as the clutch stroke, which is the stroke of the master cylinder 55, increases, the clutch transmission torque Tc transmitted from the output shaft 21 to the transmission input shaft 41 by the clutch 3 decreases, and the urging force becomes zero. Then, the clutch transmission torque Tc becomes 0, and the clutch 3 is completely disconnected. Thus, 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).

Further, 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.

In the vicinity of the transmission input shaft 41, 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.

In the vicinity of the transmission output shaft 42, 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, 7, and 9. 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. .

Thereby, 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. When the accelerator pedal 51 is not depressed (accelerator opening Ac = 0), 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 Δc is calculated. That is, the clutch differential rotation speed Δc 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.

Configuration including engine 2, clutch 3, manual transmission 4, control unit 10, clutch pedal 53, clutch sensor 54, master cylinder 55, accelerator pedal 51, accelerator sensor 52, brake pedal 56, brake sensor 57, and hydraulic pipe 58 This is the vehicle drive device 1 of the present embodiment.

(Outline of this embodiment)
Below, the outline | summary of this embodiment is demonstrated using FIG. When the vehicle speed V is equal to or lower than the predetermined value, the brake pedal 56 is not depressed, and the clutch differential rotation speed Δc is equal to or higher than the predetermined value, that is, when the vehicle is in a starting state and the clutch 3 is in a half-clutch state, When the engine rotation speed Ne is equal to or higher than a predetermined first specified rotation speed N1, “torque down control” is executed.

As shown in FIG. 3, the “torque down control” is an engine torque Te (torque indicated by a one-dot chain line in FIG. 3) based on a requested engine torque Ter calculated based on the driver's operation of the accelerator pedal 51. As shown by the solid line in FIG. 3, the control is to reduce the engine torque Te (1 in FIG. 3). Thus, by executing the “torque down control”, it is possible to prevent the engine speed from rapidly increasing in the half-clutch state.

Specifically, when starting the vehicle, the control unit 10 calculates the starting engine torque Tes1 based on the following equation (1), unlike other states. Then, the control unit 10 controls the engine 2 so that the engine torque Te becomes the starting engine torque Tes1.
Tes1 = Tc + Ten + Tk (1)
Tes1 = Engine torque at start Tc = Clutch transmission torque Ten = Engine speed reduction torque (minus value)
Tk = maintenance torque

Note that the engine rotational speed reduction torque Ten is a negative torque required to reduce the rotational speed of the engine 2 to the target engine rotational speed Net. The maintenance torque Tk maintains the target engine speed Net when “torque down control” and “restricted torque down control” described later are executed in addition to the clutch transmission torque Tc and the engine speed reduction torque Ten. The torque required for the calculation is calculated by a load or the like by an auxiliary machine connected to the output shaft 21 of the engine 2.

When the driver suddenly depresses the clutch pedal 53 and the clutch transmission torque Tc is suddenly reduced, the engine torque Tes1 at the time of start-off decreases with a decrease in the clutch transmission torque Tc. That is, in the present embodiment, when the clutch transmission torque Tc decreases, the start-time engine torque Tes1 decreases without waiting for the engine rotation speed Ne to increase (1 in FIG. 3). For this reason, an unnecessary increase in the engine rotation speed Ne is prevented. This will be described in more detail with reference to the flowchart shown in FIG.

(Clutch / engine cooperative control)
The “clutch / engine cooperative control” will be described below with reference to the flowchart of FIG. 4. When the ignition key of the vehicle is set to NO and the engine 2 is started, “clutch / engine cooperative control” starts, and the program proceeds to S11.

In S11, when the control unit 10 determines that the brake pedal 56 is not depressed and no braking force is generated in the brake device 19 (brake OFF) based on the detection signal of the brake sensor 57, ( (S11: YES), the program proceeds to S12. On the other hand, if it is determined that the brake pedal 56 is depressed and braking force is generated by the brake device 19 (brake ON) (S11: NO), the program proceeds to S18.

In S12, when the control unit 10 determines that the clutch transmission torque Tc is not 0 (the clutch 3 is not completely disengaged) based on the detection signal from the clutch sensor 54 (S12: YES), the program proceeds to S13. . On the other hand, if the control unit 10 determines that the clutch transmission torque Tc is 0 (the clutch 3 is completely disengaged) (S12: NO), the control unit 10 advances the program to S18.

In S13, when the control unit 10 determines that the vehicle speed V is equal to or lower than a predetermined specified speed (for example, 20 km / h) (S13: YES), the program proceeds to S14, and the vehicle speed V is faster than the specified speed. If it is determined (S13: NO), the program proceeds to S18.

In S14, the control unit 10 determines that the clutch differential rotational speed Δc is a specified differential rotational speed A (for example, 500 rpm) based on detection signals output from the engine rotational speed sensor 23 and the transmission input shaft rotational speed sensor 43. ) If it is determined that the above is true (S14: YES), the program proceeds to S15. On the other hand, if the control unit 10 determines that the clutch differential rotation speed Δc is less than the specified differential rotation speed A (S14: NO), the program proceeds to S18.

In S15, if the control unit 10 determines that the engine rotational speed Ne is equal to or higher than the first specified rotational speed N1 (for example, 2500 rpm), the program proceeds to S16. If the controller 10 determines that the engine rotational speed Ne is less than the first specified rotational speed N1 and greater than or equal to the second specified rotational speed N2, the program proceeds to S17. If the controller 10 determines that the engine rotational speed Ne is less than the second specified rotational speed N2, the control unit 10 advances the program to S18. The second specified rotation speed N2 is a rotation speed slower than the first specified rotation speed N1.

In S16, the control unit 10 executes “torque down control”. The “torque down control” will be described with reference to the flowchart shown in FIG. When S16 ends, the program returns to S11.

In S17, the control unit 10 executes “limit torque down control”. The “limit torque down control” will be described with reference to the flowchart shown in FIG. When S17 ends, the program returns to S11.

In S18, when either “torque down control” or “limit torque down control” is started, the control unit 10 ends the started control. Then, the 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. When S18 ends, the program returns to S11.

(Torque down control)
The “torque down control” will be described below with reference to the flowchart of FIG. When “torque down control” starts, the program proceeds to S16-1.

In S16-1, the control unit 10 calculates the clutch transmission torque Tc by referring to the clutch stroke Cl detected by the clutch sensor 54 in the “clutch transmission torque mapping data” shown in FIG. When S16-1 ends, the program proceeds to S16-2.

In S16-2, the control unit 10 calculates the engine speed reduction torque Ten. Specifically, the control unit 10 causes the “engine rotational speed reduction torque calculation data” shown in FIG. 6 to refer to the “engine differential rotational speed” obtained by subtracting the current engine rotational speed Ne from the target engine rotational speed Net. Thus, the engine speed reduction torque Ten is calculated. In the present embodiment, the target engine rotational speed Net is set to the first specified rotational speed N1.

When the value obtained by subtracting the current engine speed Ne from the target engine speed Net is positive, that is, when the current engine speed Ne is slower than the target engine speed Net, the engine speed decreases. Torque Ten is set to zero. The larger the absolute value of the value obtained by subtracting the engine speed reduction torque Ten from the target engine speed Net, that is, the higher the current engine speed Ne than the target engine speed Net, the higher the engine speed reduction torque Ten. The absolute value of is set to be large.

In addition, when the above-mentioned “engine differential rotational speed” is between “differential rotational speeds” defined in “engine rotational speed reduction torque calculation data” shown in FIG. The engine rotational speed reduction torque Ten is calculated by linearly interpolating the "target engine rotational speed" corresponding to the "different rotational speed" on both sides of "." When S16-2 ends, the program proceeds to S16-3.

In S16-3, the control unit 10 calculates the maintenance torque Tk. The maintenance torque Tk is a torque necessary for maintaining the target engine rotational speed Net in addition to the clutch transmission torque Tc and the engine rotational speed decrease torque Ten. The calculation of the maintenance torque Tk will be described with reference to the flowchart of the “maintenance torque calculation process” shown in FIG.

When the “maintenance torque calculation process” starts, the program proceeds to S31.
In S31, the control unit 10 calculates the engine friction torque Tef based on the current oil temperature t and the current engine speed Ne. When S31 ends, the program proceeds to S32.

In S32, the control unit 10 calculates the auxiliary machine torque Ta. The auxiliary machine torque Ta is a torque necessary for driving the auxiliary machine connected to the output shaft 21 of the engine 2 and is a total of the friction torque and the inertia torque of the auxiliary machine. Below, the calculation method of the compressor auxiliary machine torque Tac of the compressor 27a of the air conditioner 27 which is one of the auxiliary machines is demonstrated. The control unit 10 refers to the current engine rotation speed Ne by referring to “compressor auxiliary machine torque calculation data” representing the relationship between the “engine rotation speed” and the “compressor auxiliary machine torque” shown in FIG. The auxiliary machine torque Tac is calculated.

Note that the higher the engine speed Ne, the larger the compressor accessory torque Tac is set. Further, the Tac compressor accessory torque Tac is set larger when the air conditioner is ON than when the air conditioner is OFF. If the current engine speed Ne is between the “engine speeds” defined in the “compressor auxiliary machine torque calculation data” shown in FIG. 8, “ The compressor accessory torque Tac is calculated by linearly interpolating the “compressor accessory torque” corresponding to the “engine speed”.

In the same manner as the calculation method of the compressor auxiliary equipment torque Tac, the control unit 10 performs the auxiliary operation connected to the output shaft 21 of the engine 2 and the generator auxiliary equipment torque Tag of the generator 26 which is one of the auxiliary equipment. Calculate the auxiliary torque of the machine. Then, the control unit 10 calculates the auxiliary machine torque Ta by adding up the compressor auxiliary machine torque Tac, the generator auxiliary machine torque Tag, and the like. When S32 ends, the program proceeds to S33.

In S33, the control unit 10 calculates the adjustment torque α. The adjustment torque α is a torque necessary in addition to the engine friction torque Tef and the auxiliary machine torque Ta, and is calculated based on information such as the engine rotation speed Ne. When S33 ends, the program proceeds to S34.

In S34, the control unit 10 calculates the maintenance torque Tk based on the following expression (2).
Tk = Tef + Ta + Tα (2)
Tk: Maintenance torque Tef: Engine friction torque Ta: Auxiliary machine torque Tα: Adjustment torque When S34 ends, S16-3 in FIG. 5 ends, and the program proceeds to S16-4.

In S16-4, the control unit 10 calculates the starting engine torque Tes1 based on the above equation (1). When S16-4 ends, the program proceeds to S16-5.

In S16-5, when the control unit 10 determines that the starting engine torque Tes1 is smaller than the required engine torque Ter (S16-5: YES), the control unit 10 advances the program to S16-6, and the starting engine torque Tes1 is If it is determined that the engine torque is not less than the required engine torque Ter (S16-5: NO), the program proceeds to S16-7.

In S16-6, the control unit 10 controls the throttle valve 22, the fuel injection device 28, and the ignition device so that the engine torque Te generated by the engine 2 becomes the starting engine torque Tes1 calculated in S16-4. To do. When S16-6 ends, the program returns to S11 of FIG.

In S16-7, the control unit 10 controls the throttle valve 22, the fuel injection device 28, and the ignition device so that the engine torque Te generated by the engine 2 becomes the required engine torque Ter. When S16-8 ends, the program returns to S11 of FIG.

(Limit torque down control)
The “limit torque down control” will be described below using the flowchart shown in FIG. When the “limit torque down control” starts, the program proceeds to S17-1.

In S17-1, the control unit 10 calculates the starting engine torque Tes1. Note that the calculation method of the starting engine torque Tes1 is the same as the processing in S16-1 to S16-4 of the “torque down control” shown in FIG. When S17-1 ends, the program proceeds to S17-2.

In S17-2, the control unit 10 corrects the starting engine torque Tes1 based on the current engine speed Ne. This will be specifically described below. The control unit 10 calculates the first rotational speed difference Δa by subtracting the first specified rotational speed N1 from the current engine rotational speed Ne (2 in FIG. 3) based on the following equation (3).
Δa = Ne−N1 (3)
Δa: First rotational speed difference Ne: Current engine rotational speed N1: First specified rotational speed

Next, the control unit 10 calculates the second rotational speed difference Δb by subtracting the second specified rotational speed N2 from the current engine rotational speed Ne (2 in FIG. 3) based on the following equation (4). .
Δb = Ne−N2 (4)
Δb: second rotation speed difference Ne: current engine rotation speed N2: second specified rotation speed

Then, the control unit 10 substitutes the required engine torque Ter, the starting engine torque Tes1, the first rotational speed difference Δa, and the second rotational speed difference Δb into the following formula (5), thereby correcting the corrected engine torque at the start. Calculate Tes2.
Tes2 = (Tes1 × Δb + Ter × Δa) / (Δa + Δb) (5)
Tes2: Modified start engine torque Tes1: Start engine torque Ter: Requested engine torque Δa: First rotation speed difference Δb: Second rotation speed difference When S17-2 ends, the program proceeds to S17-3.

In S17-3, when it is determined that the corrected starting engine torque Tes2 is smaller than the required engine torque Ter (S17-3: YES), the control unit 10 advances the program to S17-4 and corrects the corrected starting engine torque Tes2. Is determined to be equal to or greater than the required engine torque Ter (S17-3: NO), the program proceeds to S17-5.

In S17-4, the control unit 10 controls the throttle valve 22, the fuel injection device 28, and the ignition device so that the engine torque Te generated by the engine 2 becomes the corrected start engine torque Tes2 calculated in S17-2. Control. When S17-4 ends, the program returns to S11 of FIG.

In S17-5, the control unit 10 controls the throttle valve 22, the fuel injection device 28, and the ignition device so that the engine torque Te generated by the engine 2 becomes the required engine torque Ter. When S17-5 ends, the program returns to S11 of FIG.

(Explanation when vehicle starts)
The “clutch / engine cooperative control” at the time of starting the vehicle will be described below with reference to FIGS. 2, 4, and 10.

<Elapsed time T1>
In this state, since the brake pedal 56 is depressed, NO is determined in S11 of FIG. 4, and the process proceeds to S18 to execute “normal control”. That is, the control of the engine 2 depends on the driver's accelerator operation. In this state, since the accelerator pedal 51 is not depressed, the engine rotation speed Ne is an idling rotation speed (for example, 700 rpm).

<Elapsed time T2>
In this state, since the clutch 3 is completely disengaged, it is determined NO in S12 of FIG. 4, and the process proceeds to S18, where “normal control” is executed. That is, the control of the engine 2 depends on the driver's accelerator operation. Since the accelerator pedal 51 is depressed, the engine speed Ne and the engine torque Te corresponding to the accelerator opening degree Ac are obtained.

<Elapsed time T3>
In this state, since the clutch 3 is in the half-clutch state, YES is determined in S12 of FIG. 4, and then the clutch differential rotational speed Δc is equal to or higher than a specified differential rotational speed A (for example, 500 rpm). Therefore, YES is determined in the determination of S14. Since the engine rotational speed Ne is less than the second specified rotational speed N2 (for example, 2000 rpm), the process proceeds to S18 in the determination of S14, and “normal control” is executed.

<Elapsed time T4>
In this state, since the engine rotational speed Ne exceeds the second specified rotational speed N2 (for example, 2000 rpm), the process proceeds to S17 in the determination of S14 of FIG. Is done. If it is determined in the “restricted torque down control” that the corrected start engine torque Tes2 is greater than the required engine torque Ter (S17-3 in FIG. 9: YES), the corrected start engine torque Tes2 is set. Thus, the engine 2 is controlled.

<Elapsed time T5>
In this state, since the engine rotational speed Ne exceeds the first specified rotational speed N1 (for example, 2500 rpm), the process proceeds to S16 in the determination of S14 in FIG. The In the “torque down control”, when it is determined that the starting engine torque Tes1 is greater than the required engine torque Ter (S16-5: YES in FIG. 5), the engine 2 is set so as to be the starting engine torque Tes1. Is controlled.

<Elapsed time T6>
In this state, the engine rotational speed Ne is smaller than the first specified rotational speed N1, so in the determination of S14 in FIG. 4, the process proceeds to S17 and “limit torque down control” is started. If it is determined in the “restricted torque down control” that the corrected start engine torque Tes2 is greater than the required engine torque Ter (S17-3 in FIG. 9: YES), the corrected start engine torque Tes2 is set. Thus, the engine 2 is controlled.

<Elapsed time T7>
In this state, since the clutch differential rotational speed Δc is smaller than the specified differential rotational speed A (for example, 500 rpm), it is determined NO in S14, the process proceeds to S18, and the “limit torque down control” is completed. Then, “normal control” is started.

<Elapsed time T8>
Thereafter, the clutch differential rotation speed Δc becomes 0, the clutch 3 is completely engaged, the start of the vehicle is completed, and the engine 2 is controlled by “normal control”.

(Effect of this embodiment)
As is clear from the above description, the control unit 10 (starting engine torque calculating means) calculates the starting engine torque Tes1 based on the clutch transmission torque Tc in S16-4 of FIG. The control unit 10 (engine control means) is in a half-clutch state in which the clutch differential rotational speed Δc is equal to or greater than the specified differential rotational speed A (determined as YES in S14 of FIG. 4), and the engine rotational speed Ne is the first. If the engine speed is equal to or higher than the specified rotational speed N1 (determined to proceed to S16 in S15 of FIG. 4), the engine 2 is controlled so that the engine torque Te becomes the starting engine torque Tes1 in S16-6 of FIG. .

As described above, when the engine 3 is in the half-clutch state and the engine rotational speed Ne is equal to or higher than the first specified rotational speed N1, the engine 2 calculates the start-time engine torque Tes1 calculated according to the clutch transmission torque Tc. It is controlled to become. As a result, when the clutch transmission torque Tc decreases due to the driver releasing the clutch pedal 53, the starting engine torque Tes1 also decreases. Therefore, when the engine rotational speed Ne is equal to or higher than the first specified rotational speed N1, the start-time engine torque Tes1 decreases without waiting for the engine rotational speed Ne to increase as the clutch transmission torque Tc decreases. Further, it is possible to prevent an excessive increase in the engine speed Ne.

Thus, since an excessive increase in the engine speed Ne can be prevented, deterioration of the fuel consumption of the vehicle can be prevented. In addition, it is possible to prevent a large noise from being generated when the vehicle starts. Furthermore, the clutch disk 32 can be prevented from being damaged or deteriorated due to overheating.

Further, the control unit 10 (engine speed reduction torque calculating means) calculates the engine speed reduction torque Ten in S16-2 of FIG. Then, the control unit 10 (starting engine torque calculation means) calculates the starting engine torque Tes1 in step S16-4 of FIG. 5 by adding the engine rotational speed reduction torque Ten according to the above equation (1).

Thereby, in the “torque down control”, the starting engine torque Tes1 that is smaller by the engine rotational speed decrease torque Ten for decreasing the engine rotational speed Ne is calculated. For this reason, when the engine rotational speed Ne is equal to or higher than the first specified rotational speed N1, the engine rotational speed Ne can be decreased, and an excessive increase in the engine rotational speed Ne can be prevented more reliably.

Further, the control unit 10 (maintenance torque calculation means) calculates a maintenance torque Tk based on a load or the like acting on the engine 2 in the “maintenance torque calculation process” of FIG. Then, the control unit 10 (starting engine torque calculating means) calculates the starting engine torque Tes1 in S16-4 of FIG. 5 in consideration of the maintenance torque Tk.

Thereby, for example, when the auxiliary machine driven by the engine 2 is stopped and the load of the engine 2 is reduced, the engine torque Tes1 at the start is calculated in consideration of the reduction of the load. For this reason, it is possible to more reliably prevent an excessive increase in the engine rotation speed Ne.

Further, when the required engine torque Ter is equal to or less than the starting engine torque Tes1 or 2 (determined NO in S16-5 in FIG. 5 or S17-3 in FIG. 9), the control unit 10 (engine control means) The engine 2 is controlled so that the torque Te becomes the required engine torque Ter.

Thus, when the required engine torque Ter is equal to or less than the starting engine torque Tes1, the engine 2 is controlled to be the required engine torque Ter reflecting the driver's intention. For this reason, since the engine torque Te does not deviate from the driver's intention, an excessive increase in the engine rotational speed Ne can be prevented while suppressing the driver's uncomfortable feeling.

Further, when the engine rotational speed Ne is less than the first specified rotational speed N1 and is equal to or higher than the second specified rotational speed N2 (determined to proceed to S17 in S15 of FIG. 4), the control unit 10 (correction start engine torque calculation) 9), in S17-2 of FIG. 9, the required engine torque Ne becomes closer to the first specified rotational speed N1 from the second specified rotational speed N2 based on the required engine torque Ter and the starting engine torque Tes1. A corrected start engine torque Tes2 is calculated such that the influence of the start engine torque Tes1 is greater than the torque Ter. And the control part 10 controls the engine 2 so that it may become the engine torque Tes2 at the time of correction | amendment start, and performs "restricted torque down control."

As a result, when the engine speed Ne gradually increases at the start of the vehicle, the "torque down control" is changed from "normal control" to "torque down control" through which the influence of torque reduction gradually increases. Transition. For this reason, an abrupt change of the engine torque Te can be prevented, and the driver's uncomfortable feeling can be suppressed.

Also, 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.

Further, when the current engine speed Ne is slower than the target engine speed Net in S16-2 in FIG. 5, the control unit 10 (engine speed reduction torque calculating means) sets the engine speed reduction torque to 0. To do. As a result, it is possible to prevent an excessive decrease in the engine rotational speed Ne, to prevent the driver from feeling uncomfortable, and to prevent occurrence of an engine stall.

Further, in S16-2 of FIG. 5, the control unit 10 calculates so that the absolute value of the engine rotational speed reduction torque Ten increases as the current engine rotational speed Ne is higher than the target engine rotational speed Net. As a result, the engine rotational speed decrease torque Ten having a larger absolute value is calculated as the current engine rotational speed Ne increases with a deviation from the target engine rotational speed Net. For this reason, the engine rotational speed Ne, which is faster than the target engine rotational speed Net, can be reliably reduced to the target engine rotational speed Net, and an excessive increase in the engine rotational speed Ne can be more reliably prevented.

When the vehicle speed V detected by the vehicle speed detecting means is faster than the predetermined specified speed (determined as NO in S13 of FIG. 4), the control unit 10 executes “normal control” in S18. This prevents the execution of “torque down control” or “restricted torque down control” when the driver performs a half-clutch operation after the start of the vehicle whose vehicle speed V is higher than the specified vehicle speed. For this reason, a driver's discomfort can be prevented.

(Second embodiment)
Hereinafter, the second embodiment will be described with respect to differences from the above-described embodiment. In the second embodiment, in S16-2 of FIG. 5, the control unit 10 calculates the engine rotation speed decrease torque Ten by the following method instead of using the “engine rotation speed decrease torque calculation data”.

First, the control unit 10 calculates an engine speed change ωe that is a time change of the engine speed Ne. Specifically, a time Tn required to lower the current engine speed Ne to the target engine speed Net is calculated. This time Tn is calculated based on the engine friction torque Tef.

Next, the control unit 10 calculates the engine rotational speed change ωe by dividing the value obtained by subtracting the current engine rotational speed Ne from the target engine rotational speed Net by the above-described necessary time Tn.

Next, the control unit 10 calculates the engine rotation speed decrease torque Ten based on the following equation (10).
Ten = Ie × ωe (10)
Ten ... Engine speed reduction torque Ten
Ie ... Engine inertia ωe ... Engine speed change

The engine inertia Ie is the moment of inertia of the rotating member of the engine 2. The rotating member of the engine 2 includes a crankshaft, a connecting rod, a piston, an output shaft 21, a flywheel 31, a clutch cover 33, a pressure plate 35, and a diaphragm spring 34. The engine inertia Ie is set in advance.

(Another embodiment)
Hereinafter, an embodiment different from the embodiment described above will be described. In the embodiment described above, the target engine speed Net is set to the first specified speed N1. However, the target engine rotational speed Net may be set to the second specified rotational speed N2 or other rotational speeds.

In the embodiment described above, 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. However, there may be an embodiment in which 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.

In the embodiment described above, based on the above equation (5), the required engine torque Ter is determined according to the ratio of the current engine speed and the differential rotation between the first specified rotational speed N1 or the second specified differential rotational speed N2. The corrected engine torque Tes2 at start is calculated by proportionally distributing the engine torque Tes1 at start. However, the engine rotational speed Ne becomes closer to the first specified rotational speed N1 from the second specified rotational speed N2 based on the required engine torque Ter and the starting engine torque Tes1 by other methods than the required engine torque Ter. There may be an embodiment in which the corrected engine torque Tes2 is calculated so that the influence of the engine torque Tes1 on starting is increased.

In the embodiment described above, 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. However, as disclosed in Japanese Patent Application Laid-Open No. 2008-157184, there is no problem even in an embodiment in which 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. .

In the embodiment described above, the clutch transmission torque Tc is calculated based on the detection signal of the clutch sensor 54. However, the clutch transmission torque is determined based on information such as the engine inertia Ie, the engine friction torque Tef, the rotation speed of the transmission input shaft 41 at the start of engagement, the current rotation speed of the transmission input shaft 41, and the elapsed time from the start of engagement. There is no problem even if Tc is calculated.

In the embodiment described above, the clutch sensor 54 detects the stroke amount of the master cylinder 55. However, 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.

In the embodiment described above, 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. However, 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. However, the embodiment may be used.

In the embodiment described above, the oil temperature of the oil that lubricates the engine 2 is detected by the oil temperature sensor 25. However, there may be an embodiment in which the oil temperature of the oil is estimated based on a detection signal from a water temperature sensor that detects the temperature of the cooling water circulating in the engine 2.

In the embodiment described above, the clutch operating member that transmits the operating force of the driver to the clutch 3 is the clutch pedal 53. However, the clutch operating member is not limited to the clutch pedal 53, and may be a clutch lever, for example. Similarly, instead of the accelerator pedal 51 for adjusting the accelerator opening degree Ac, for example, an accelerator grip for adjusting the accelerator opening degree Ac may be used. 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.

In the embodiment described above, the single control unit 10 controls the engine 2 and executes “clutch / engine cooperative control” shown in FIG. However, in the embodiment, 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.

In the embodiment described above, the vehicle has the manual transmission 4. However, it goes without saying that 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.

In the embodiment described above, the present invention is applied when the vehicle starts. However, when the vehicle is traveling slowly or at a slow speed, such as during traffic jams, when entering the garage, etc., the driver performs an operation of sliding the clutch appropriately using a half-clutch to prevent an excessive decrease in engine speed. Needless to say, the technical idea of the present invention is applicable.

DESCRIPTION OF SYMBOLS 1 ... Vehicle drive device, 2 ... Engine, 3 ... Clutch, 10 ... Control part (Required engine torque calculating means, starting engine torque calculating means, engine control means, clutch transmission torque acquisition means, engine rotation speed decrease torque calculating means , Load acquisition means, maintenance torque calculation means), 19 ... brake device (braking force application means), 21 ... output shaft, 25 ... oil temperature sensor (load acquisition means), 41 ... transmission input shaft (input shaft), 46 ... Transmission output shaft rotation speed sensor (vehicle speed detection means) 51 ... Accelerator pedal (engine operation means) 52 ... Accelerator sensor (required engine torque calculation means) 53 ... Clutch pedal (clutch operation member) 54 ... Clutch sensor (Clutch transmission torque acquisition means, clutch operation amount detection means), 56... Brake pedal (brake operation means), 57. Kisensa (brake operation amount detecting means)
t ... oil temperature V ... vehicle speed A ... specified differential rotation speed N1 ... first specified rotation speed N2 ... second specified rotation speed Δc ... clutch differential rotation speed Te ... engine torque Ter ... required engine torque Tes1 engine torque (torque) During down control)
Tes2 ... Engine torque at the time of correction start (during limit torque down control)
Tc: Clutch transmission torque Ten: Engine rotation speed reduction torque Tk: Maintenance torque Ie: Engine inertia Net: Target engine rotation speed ωe: Engine rotation speed change Tef: Engine friction torque Ta: Auxiliary torque Tα: Adjustment torque

Claims

An engine that outputs engine torque to the output shaft;
Engine operating means for variably operating the engine torque output by the engine;
An input shaft that rotates in conjunction with the rotation of the drive wheels of the vehicle;
A clutch provided between the output shaft and the input shaft, the clutch transmitting torque between the output shaft and the input shaft being variable;
Clutch operating means for variably operating the clutch transmission torque;
Clutch transmission torque acquisition means for acquiring the clutch transmission torque generated by the clutch;
Requested engine torque calculation means for calculating a required engine torque that is a required torque of the engine based on an operation amount of the accelerator pedal;
A starting engine torque calculating means for calculating a starting engine torque based on the clutch transmission torque acquired by the clutch transmitting torque acquiring means;
When the clutch differential rotational speed, which is the differential rotational speed between the output shaft and the input shaft, is equal to or higher than the specified differential rotational speed and the engine rotational speed is equal to or higher than the first specified rotational speed, the engine torque at the start The engine is controlled to achieve torque down control, and when the clutch differential rotation speed is less than the specified differential rotation speed, the engine is controlled so as to become the required engine torque. An engine control means for executing control.
Engine rotation speed decrease torque calculating means for calculating engine rotation speed decrease torque, which is a negative torque necessary for decreasing the engine rotation speed,
2. The vehicle drive device according to claim 1, wherein the starting engine torque calculating means calculates the starting engine torque in consideration of an engine rotational speed reduction torque.
Load acquisition means for acquiring a load acting on the engine;
Based on the load, in addition to the clutch transmission torque and the engine rotational speed decrease torque, the system has a maintenance torque calculating means for calculating a maintenance torque that is a torque necessary for maintaining the engine rotational speed,
3. The vehicle drive device according to claim 1, wherein the starting engine torque calculation means calculates the starting engine torque in consideration of the maintenance torque. 4.
The engine control unit according to any one of claims 1 to 3, wherein the engine control means controls the engine so as to be the required engine torque when the required engine torque is equal to or less than the engine torque at the time of starting. Vehicle drive device.
When the engine rotation speed is less than the first specified rotation speed and greater than or equal to a second specified rotation speed that is slower than the first specified rotation speed, the engine rotation speed is determined based on the requested engine torque and the starting engine torque. A modified starting engine torque calculating means for calculating a corrected starting engine torque such that the degree of influence of the starting engine torque becomes greater than the required engine torque as the specified rotating speed approaches the first specified rotating speed; Have
The engine control means includes
When the engine rotation speed is less than the first specified rotation speed and greater than or equal to the second specified rotation speed, the engine is controlled so that the engine torque becomes the corrected start engine torque, and the limit torque down control is executed. The vehicle drive device according to claim 4.
The vehicle drive device according to any one of claims 1 to 5, wherein the clutch transmission torque acquisition means is a clutch operation amount detection means for detecting an operation amount of the clutch operation means.
The engine rotation speed reduction torque calculating means sets the engine rotation speed reduction torque to 0 when the current engine rotation speed is slower than a target engine rotation speed that is a target engine rotation speed for decreasing the engine rotation speed. The vehicle according to any one of claims 2 to 6, wherein the calculation is performed so that the absolute value of the engine rotation speed reduction torque increases as the current engine rotation speed is higher than the target engine rotation speed. Drive device.
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
The vehicle drive according to any one of claims 1 to 7, wherein the engine control means performs the normal control when the vehicle speed detected by the vehicle speed detection means is faster than a predetermined specified speed. apparatus.