WO2016088223A1

WO2016088223A1 - Vehicle driving device

Info

Publication number: WO2016088223A1
Application number: PCT/JP2014/081996
Authority: WO
Inventors: 大輔田丸
Original assignee: アイシン精機株式会社
Priority date: 2014-12-03
Filing date: 2014-12-03
Publication date: 2016-06-09

Abstract

Provide is a vehicle driving device that can reduce shock generation that occurs with the connection of a manual clutch after a manual transmission has been shifted. A vehicle driving device (1) comprises: a clutch stroke sensor (55) that detects the clutch stroke Stc; a clutch stroke speed calculating unit (10) that calculates, on the basis of the clutch stroke Stc, the clutch stroke speed Spc that is the amount of change in the clutch stroke Stc per unit of time; a target engine torque calculating unit (10) that calculates, on the basis of the clutch stroke Stc and the clutch stroke speed Spc, a target engine torque Teg during shifting of a manual transmission (4); and an engine controlling unit (10) that controls an engine (2) so that the engine torque Te generated by the engine (2) is the target engine torque Teg.

Description

Vehicle drive system

The present invention relates to a vehicle drive device for driving a vehicle provided with a manual clutch.

In a vehicle provided with a manual transmission and a manual clutch, the driver releases the accelerator pedal to lower the rotational speed of the engine at the time of gear shift, and depresses the clutch pedal to disengage the clutch. Thereafter, the driver shifts the manual transmission by operating the shift lever. Thereafter, the driver gradually releases the clutch pedal to gradually engage the clutch in order to prevent the occurrence of a shock. Thus, the driver needs to execute a complicated series of operations of depressing the clutch pedal while returning the accelerator pedal, operating the shift lever, and gradually releasing the clutch pedal.

For example, at the time of disengaging the clutch, if the return of the accelerator pedal by the driver is delayed with respect to the depression of the clutch pedal, or if the amount of return of the accelerator pedal by the driver is insufficient, the rotational speed of the engine is rapid. As a result, the engine generates noise and the fuel efficiency of the vehicle deteriorates. In order to avoid this, the driver needs to consider the operation timing and the operation balance of the accelerator pedal and the clutch pedal at the time of gear change.

In addition, when the driver performs a downshift (for example, a shift from 3rd to 2nd), the rotational speed of the input shaft of the manual transmission increases with the downshift relative to the rotational speed of the engine. When the driver engages the clutch by releasing the clutch pedal without considering the rotational speed difference between the engine and the input shaft, the rotational speed of the engine is slower than the rotational speed of the input shaft and between the engine and the input shaft Because of the differential rotational speed, a shock occurs when the clutch is engaged. Therefore, in order to suppress the occurrence of shock at the time of downshifting, the driver depresses the accelerator pedal to bring the rotational speed of the engine close to the rotational speed of the input shaft, then returns the clutch pedal and engages the clutch. You need to do the However, such an operation requires a high level of skill for the driver.

Therefore, in a vehicle equipped with a manual transmission and a manual clutch, in order to reduce the burden of complicated operation by the driver as described above, Patent Document 1 discloses an engine that is most suitable for the gear after shifting. Techniques for controlling the engine at rotational speeds have been proposed. Further, according to Patent Document 2, the target gear position by the driver's shift operation is detected at a timing earlier than the timing when the actual gear position is reached, and when the clutch is depressed more than a predetermined operation amount, the target gear is detected. There has been proposed a technique for controlling the engine to an input shaft rotational speed which is determined according to the speed ratio of the position and the vehicle speed. In the inventions described in Patent Document 1 and Patent Document 2, when the transmission is shifted in the manual transmission, the engine is feedback-controlled so that the rotational speed of the engine is synchronized with the rotational speed of the input shaft.

Japanese Patent Application Laid-Open No. 58-200052 Patent No. 4941357

In the inventions described in Patent Document 1 and Patent Document 2, after the change of the rotational speed of the engine caused by the change of the clutch torque due to the driver's operation of the clutch pedal is detected, the rotational speed of the engine is used as the rotational speed of the input shaft The feedback control to synchronize with is performed. However, due to the response delay of the throttle valve and the response delay of the engine (for example, 0.1 to 0.5 seconds) due to the intake inertia of the air-fuel mixture drawn into the combustion chamber of the engine, the rotational speed of the engine and the input shaft It takes time to synchronize with the rotational speed. Therefore, there is a case where the clutch is connected in a state where there is a differential rotation speed between the engine and the input shaft, and in this case, a shock occurs in the vehicle.

The present invention has been made in view of such circumstances, and it is an object of the present invention to provide a drive device for a vehicle capable of reducing the occurrence of shock accompanying the connection of a manual clutch after shifting of a manual transmission. I assume.

The invention of a drive apparatus for a vehicle according to claim 1 made in order to solve the above-mentioned problems includes an input shaft to which an engine torque generated by an engine is input, and an output shaft rotationally connected to a drive wheel of the vehicle. A manual transmission in which a plurality of gear stages having different gear ratios respectively obtained by dividing the rotational speed of the input shaft by the rotational speed of the output shaft, and provided between the engine and the input shaft A clutch for changing a clutch torque, which is a torque transmitted between an engine and the input shaft, a clutch operation unit for variably operating the clutch torque, a stroke of the clutch operation unit or a stroke of the clutch And a clutch stroke detection unit that detects a clutch stroke that is A clutch stroke speed calculation unit that calculates a clutch stroke speed that is a change amount per unit time of the clutch stroke based on the clutch stroke, and the clutch stroke and the clutch stroke speed that are detected by the clutch stroke detection unit A target engine torque calculation unit that calculates a target engine torque at the time of shifting of the manual transmission based on the clutch stroke speed calculated by the control unit, and the engine torque generated by the engine becomes the target engine torque And an engine control unit that controls the engine.

Thus, the target engine torque is calculated based on the clutch stroke and the clutch stroke speed. As a result, a target engine torque to which a torque corresponding to the clutch stroke speed is added is calculated. Therefore, before the engine response delay to the change of the clutch torque due to the operation of the clutch operation member occurs, the engine response delay is offset by the torque corresponding to the increase or decrease of the clutch stroke speed, and the engine response delay is suppressed. Ru. As a result, due to the response delay of the engine, the occurrence of shock due to the connection of the clutch in the state where there is a differential rotation speed between the engine and the input shaft is suppressed.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the structure of the vehicle by which the drive device for vehicles of this embodiment was mounted. It is a figure showing "clutch torque map" which expressed relation between clutch stroke Stc and clutch torque Tc. Time, input shaft rotational speed Ni, engine rotational speed Ne, accelerator stroke Sta, clutch stroke Stc, predicted clutch stroke Stcp, clutch stroke speed Spc, correction torque Tcr, clutch torque Tc, time when shift up is performed FIG. 6 is a time chart showing a relationship between a clutch torque Tcp, an engine torque Te, and a target engine torque Teg. Time, input shaft rotational speed Ni, engine rotational speed Ne, accelerator stroke Sta, clutch stroke Stc, predicted clutch stroke Stcp, clutch stroke speed Spc, correction torque Tcr, clutch torque Tc, time when shift down is executed FIG. 6 is a time chart showing a relationship between a clutch torque Tcp, an engine torque Te, and a target engine torque Teg. It is a flowchart of "clutch / engine cooperation control" which the control part shown in FIG. 1 performs. FIG. 2 is a flowchart of “speed-change engine control” executed by the control unit shown in FIG. 1; FIG. It is a flowchart of "prediction clutch torque calculation processing" which the control part shown in FIG. 1 performs. FIG. 6 is a view showing a “correction torque map” representing a relationship between a clutch stroke speed Spc and a correction torque Tcr. FIG. 6 is a view showing a “rotational speed synchronous torque map” representing the relationship between the clutch differential rotational speed ΔNc, the throttle opening Pt, and the rotational speed synchronization torque Ts. It is a flowchart of "prediction clutch torque calculation processing" of 2nd embodiment which the control part shown in FIG. 1 performs. It is a time chart for explaining the effect of a second embodiment.

(Description of the vehicle)
A vehicle 100 equipped with a vehicle drive device 1 according to an embodiment of the present invention will be described based on FIG. In FIG. 1, thick lines indicate mechanical connections between the devices, and arrows with broken lines indicate signal lines for control. As shown in FIG. 1, in the vehicle 100, an engine 2, a clutch 3, a manual transmission 4, and a differential 17 are provided in series in this order. The

drive wheels

18R and 18L of the vehicle 100 are connected to the differential 17. The driving

wheels

18R and 18L are front wheels or rear wheels of the vehicle 100, or front and rear wheels. Further, the vehicle 100 includes a control unit 10, an accelerator pedal 51, an accelerator stroke sensor 52, a clutch pedal 53, a clutch stroke sensor 54, and a master cylinder 55.

The accelerator pedal 51 is for variably operating the engine torque Te generated by the engine 2. The accelerator stroke sensor 52 detects an accelerator stroke Sta, which is a stroke of the accelerator pedal 51, and outputs a detection signal to the control unit 10.

The engine 2 is a gasoline engine, a diesel engine or the like that uses a hydrocarbon fuel such as gasoline or light oil and generates an engine torque Te. The engine 2 has a crankshaft 21, a throttle valve 22, an engine rotational speed detection sensor 24, and an oil temperature sensor 25. In the case where the engine 2 is a gasoline engine (including a gas-fueled engine, the same applies hereinafter), the engine 2 is configured to ignite a fuel supply device 23 and an air-fuel mixture in a cylinder (not shown). An ignition device (not shown) is provided. The crankshaft 21 is rotationally driven by a piston (not shown).

The throttle valve 22 is provided in an intake manifold (not shown) in communication with a cylinder of the engine 2. The throttle valve 22 adjusts the amount of air (the amount of air-fuel mixture) drawn into the cylinder. The fuel supply device 23 is provided in an intake manifold or a cylinder head (not shown) of the engine 2. The fuel supply device 23 is a device for supplying fuel such as gasoline and light oil.

The engine rotational speed detection sensor 24 detects an engine rotational speed Ne, which is the rotational speed of the crankshaft 21, and outputs a detection signal to the control unit 10. The oil temperature sensor 25 detects the oil temperature t of the engine oil that lubricates the engine 2, and outputs a detection signal to the control unit 10.

A generator 26 and a compressor 27 a of an air conditioner 27 are rotatably connected to the crankshaft 21. The generator 26 generates electric power necessary for the vehicle 100.

The clutch pedal 53 (clutch operating portion) is for operating the clutch 3 in a disconnected state or in a connected state and variably operating a clutch torque Tc described later. Master cylinder 55 generates an operating pressure corresponding to the stroke of clutch pedal 53. The clutch stroke sensor 54 (clutch stroke detection unit) detects a clutch stroke Stc, which is a stroke of the clutch pedal 53, and outputs a detection signal to the control unit 10.

The clutch 3 is provided between a crankshaft 21 of the engine 2 and an input shaft 41 of the manual transmission 4. The clutch 3 is a manual clutch that connects or disconnects the crankshaft 21 and the input shaft 41 by the operation of the clutch pedal 53 by the driver. The clutch 3 can change a clutch torque Tc (shown in FIG. 2) which is a torque transmitted between the crankshaft 21 and the input shaft 41. The clutch 3 includes a flywheel 31, a clutch disc 32, a clutch cover 33, a diaphragm spring 34, a pressure plate 35, a release bearing 37, and a slave cylinder 38.

The flywheel 31 has a disk shape and is connected to the crankshaft 21. The clutch disc 32 is disposed closer to the manual transmission 4 than the flywheel 31 and faces the flywheel 31. The clutch disc 32 has a disk shape, and friction members 32 a are provided on both sides of the outer peripheral portion thereof. The clutch disc 32 is spline-fitted to the end of the input shaft 41 so as to be axially movable and relatively non-rotatable. With such a configuration, the clutch disc 32 contacts the flywheel 31 or separates from the flywheel 31.

The clutch cover 33 is composed of a flat cylindrical cylindrical portion 33a and a ring-shaped ring portion 33b extending from the end of the cylindrical portion 33a on the manual transmission 4 side toward the rotation center of the input shaft 41. There is. The cylindrical portion 33 a is connected to the flywheel 31. Therefore, the clutch cover 33 rotates integrally with the flywheel 31. The pressure plate 35 is provided on the opposite side of the flywheel 31 so as to face the clutch disc 32 so as to be axially movable and relatively non-rotatable with respect to the clutch cover 33. The pressure plate 35 is in the form of a disc having an insertion hole 35a formed at its center. The input shaft 41 is inserted into the insertion hole 35 a of the pressure plate 35.

The diaphragm spring 34 is configured of a ring-shaped base 34 a and a plurality of leaf spring portions 34 b extending inward from the inner peripheral edge of the base 34 a. The plate spring portion 34b is inclined so as to be gradually separated from the base 34a in the inward direction. The tip of the plate spring portion 34 b is elastically deformable along the axial direction of the input shaft 41. The diaphragm spring 34 is provided between the pressure plate 35 and the ring portion 33 b of the clutch cover 33 in a state where the tip of the plate spring portion 34 b is axially compressed. The base 34 a of the diaphragm spring 34 is in contact with the pressure plate 35. The middle portion of the plate spring portion 34 b of the diaphragm spring 34 is connected to the inner peripheral edge of the ring portion 33 b of the clutch cover 33. The input shaft 41 is inserted through the center of the diaphragm spring 34.

The release bearing 37 is attached to a housing (not shown) of the clutch 3. The input shaft 41 is inserted through the center of the release bearing 37, and the release bearing 37 is axially movable relative to the input shaft 41. The release bearing 37 includes a first member 37a and a second member 37b which are opposite to each other and can rotate relative to each other. The first member 37 a is in contact with the tip of the plate spring portion 34 b of the diaphragm spring 34.

The slave cylinder 38 has a push rod 38 a which is advanced and retracted by the operating pressure in the slave cylinder 38. 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 an operating pressure pipe 58.

When the clutch pedal 53 is not depressed, no working pressure is generated in either the master cylinder 55 or the slave cylinder 38. In this state, the clutch disc 32 is biased toward the flywheel 31 by the diaphragm spring 34 via the pressure plate 35 and pressed against the flywheel 31. Therefore, the crankshaft 21, the flywheel 31, the clutch disc 32, the clutch cover 33, the pressure plate 35, and the friction force between the friction material 32a and the flywheel 31, and the friction force between the friction material 32a and the pressure plate 35. The input shaft 41 is integrally rotated, and the clutch 3 is in a connected state.

On the other hand, when the clutch pedal 53 is depressed to generate an operating pressure in the master cylinder 55, an operating pressure is generated in the slave cylinder 38. Then, the push rod 38 a of the slave cylinder 38 presses the release bearing 37 toward the diaphragm spring 34. Then, the plate spring portion 34b is deformed with the connection portion with the inner peripheral edge of the ring portion 33b as a fulcrum, and the biasing force of the diaphragm spring 34 is reduced. As a result, the biasing force of the base 34 a of the diaphragm spring 34 to bias the clutch disc 32 toward the flywheel 31 via the pressure plate 35 is reduced, and the clutch torque Tc is reduced. When the clutch pedal 53 is completely depressed (clutch stroke Stc is 0), the clutch torque Tc becomes 0 and the clutch 3 is disengaged.

FIG. 2 is a “clutch torque map” representing the relationship between the clutch stroke Stc and the clutch torque Tc. In FIG. 2, the clutch stroke Stc in a state in which the clutch pedal 53 is completely depressed is 0, and the clutch stroke Stc in a state in which the clutch pedal 53 is not depressed is a maximum clutch stroke Stcmax. As shown in FIG. 2, as the clutch pedal 53 is stepped on and the clutch stroke Stc becomes smaller than the full engagement point Pe, the clutch torque Tc becomes smaller. Then, when the clutch stroke Stc becomes smaller than the touch point Pt, the clutch torque Tc becomes 0, and the clutch 3 is in the disconnected state. In this state, the rotational speeds of the crankshaft 21 and the input shaft 41 do not match, and the crankshaft 21 and the input shaft 41 are in an independent rotation state. The complete engagement point Pe and the touch point Pt will be described later.

The manual transmission 4 is provided between the clutch 3 and the differential 17. The manual transmission 4 includes an input shaft 41 and an output shaft 42. The input shaft 41 is coupled to the clutch disc 32. When the clutch 3 is engaged, the engine torque Te from the engine 2 is input to the input shaft 41. The output shaft 42 is rotatably connected to the

drive wheels

18R and 18L via the differential 17. The manual transmission 4 has a plurality of transmission ratios different from one another by dividing the rotational speed of the input shaft 41 (hereinafter abbreviated as input shaft rotational speed Ni) by the rotational speed of the output shaft 42 (hereinafter abbreviated as output shaft rotational speed No). It is a stepped transmission in which the gear is selectively switched by a selection mechanism (not shown).

The manual transmission 4 includes a shift operation mechanism 47 that converts the operation force applied to the shift lever 45 by the driver into a force that operates the selection mechanism. In the manual transmission 4, a driven gear (not shown) rotationally connected to the input shaft 41 is synchronized with the output shaft 42 during gear shifting, or a drive gear (not shown) rotationally connected the input shaft 41 to the output shaft 42. A known synchronizer mechanism (not shown) is provided to synchronize with the In the vicinity of the input shaft 41, an input shaft rotational speed detection sensor 43 which detects an input shaft rotational speed Ni and outputs a detection signal to the control unit 10 is provided. In the vicinity of the output shaft 42, an output shaft rotational speed detection sensor 44 that detects an output shaft rotational speed No and outputs the detection signal to the control unit 10 is provided.

The control unit 10 centrally controls the vehicle 100. The control unit 10 has a storage unit (all not shown) configured by a CPU, a RAM, a ROM, a non-volatile memory, and the like. The CPU executes a program corresponding to the flowchart described below. The RAM temporarily stores variables necessary for the execution of the program. The storage unit stores the program and various maps.

In the state where the clutch 3 is completely engaged, the control unit 10 (engine control unit) calculates the required engine torque Ter based on the accelerator stroke Sta detected by the accelerator stroke sensor 52. When the engine 2 is a gasoline engine, the control unit 10 adjusts the fuel supply amount of the fuel supply device 23 so that the engine torque Te generated by the engine 2 becomes the required engine torque Ter, and the throttle valve 22 The throttle opening Pt is adjusted to control the igniter (hereinafter simply referred to as “control the engine 2”). When the engine 2 is a diesel engine, the control unit 10 adjusts the fuel supply amount of the fuel supply device 23 so that the engine torque Te generated by the engine 2 becomes the required engine torque Ter (hereinafter simply referred to as “ Control the engine 2 (abbreviated). When the accelerator pedal 51 is not depressed (accelerator stroke Sta = 0), the engine rotational speed Ne is maintained at the idling rotational speed (e.g., 700 r.p.m.).

Control unit 10 calculates clutch torque Tc corresponding to clutch stroke Stc detected by clutch stroke sensor 54 with reference to a "clutch torque map" representing the relationship between clutch stroke Stc and clutch torque Tc shown in FIG. Do.

Here, the “clutch torque map” shown in FIG. 2 will be described. As shown in FIG. 2, in the “clutch torque map”, the touch point Pt and the complete engagement point Pe exist as described above. The touch point Pt is a point at which the clutch torque Tc starts to increase from 0 when the clutch stroke Stc increases from a region smaller than the touch point Pt. That is, when the clutch stroke Stc reaches the touch point Pt from a region where the touch point Pt is smaller than the touch point Pt, the clutch disc 32 biased by the diaphragm spring 34 contacts the flywheel 31, and the clutch torque Tc starts to increase from zero. . In a region where the clutch stroke Stc is smaller than the touch point Pt, the clutch torque Tc is zero, and the clutch 3 is a non-transmission region where the clutch torque Tc can not be transmitted. On the other hand, the region where the clutch stroke Stc is larger than the touch point Pt is a transmission region where the clutch 3 can transmit the clutch torque Tc.

The complete engagement point Pe is a point at which the clutch torque Tc reaches the maximum clutch torque Tcmax when the clutch stroke Stc increases from a region smaller than the complete engagement point Pe. The maximum clutch torque Tcmax is the maximum clutch torque Tc that can be generated by the clutch 3. In the region where the clutch stroke Stc is larger than the complete engagement point Pe, the clutch torque Tc is the maximum clutch torque Tcmax, which is a complete engagement region in which the clutch 3 is completely engaged (connected).

An area between the full engagement point Pe and the touch point Pt, that is, an area between the full engagement area and the non-transmission area is a half clutch area. In the half clutch region, as the clutch stroke Stc increases, the clutch torque Tc increases from 0 to the maximum clutch torque Tcmax. The half clutch region is divided into a first region, a second region, and a third region in the direction in which the clutch stroke Stc increases. In the second region (intermediate region), the increase amount of the clutch torque Tc with respect to the increase amount of the clutch stroke Stc is larger than that in the first region or the third region. In other words, in the second region, the slope of the curve representing the relationship between the clutch stroke Stc and the clutch torque Tc is larger than in the first region or the third region.

The control unit 10 subtracts the input shaft rotation speed Ni detected by the input shaft rotation speed detection sensor 43 from the engine rotation speed Ne detected by the engine rotation speed detection sensor 24 to obtain the crankshaft 21 and the input shaft 41. The differential rotation speed ΔNc, which is the differential rotation speed between the flywheel 31 of the clutch 3 and the clutch disc 32, is calculated. Control unit 10 calculates vehicle speed V of vehicle 100 based on output shaft rotation speed No detected by output shaft rotation speed detection sensor 44.

The configuration including the engine 2, the clutch 3, the manual transmission 4, the control unit 10, the clutch pedal 53, the clutch stroke sensor 54, the accelerator pedal 51, the accelerator stroke sensor 52, the master cylinder 55, and the working pressure pipe 58 1 is a vehicle drive device 1 of the present embodiment.

(Outline of this embodiment)
[Shift up]
The outline of the present embodiment when upshifting is performed in the manual transmission 4 will be described below using the time chart shown in FIG. The driver performs shift up by performing the following operation.

The driver depresses the clutch pedal 53 to set the clutch torque Tc to 0 (T1 to T2 in FIG. 3). Next, the driver shifts up the manual transmission 4 by operating the shift lever 45 (T3 to T4 in FIG. 3). At this time, the input shaft rotational speed Ni decreases to the input shaft rotational speed Ni corresponding to the gear after the shift up. Next, the driver gradually increases the clutch torque Tc from zero by gradually returning the clutch pedal 53 which is completely depressed (the clutch stroke Stc is in the non-transmission region), and puts the clutch 3 in the half clutch state. (T5 to T7 in FIG. 3). Then, after the clutch 3 is brought into the half clutch state, the engine rotational speed Ne synchronizes with the input shaft rotational speed Ni (T8 in FIG. 3). Thereafter, the driver completely releases the clutch pedal 53 to fully engage the clutch 3 (T9 to T10 in FIG. 3).

In the present embodiment, after the driver starts stepping on the clutch pedal 53 (T1 in FIG. 3), the engine 2 receives the engine torque until the engine rotational speed Ne synchronizes with the input shaft rotational speed Ni (T8 in FIG. 3). Control is performed such that Te becomes the target engine torque Teg calculated by the following equation (1).
Teg = Tcp + Ts + Tk (1)
Teg: Target engine torque Tcp: Predicted clutch torque Ts: Rotational speed synchronous torque Tk: Maintaining torque

The predicted clutch torque Tcp is calculated by the following equation (2).
Tcp = Tc + Tcr (2)
Tcp: predicted clutch torque Tc: clutch torque Tcr: correction torque The correction torque Tcr is a torque for correcting the clutch torque Tc to the predicted clutch torque Tcp. The correction torque Tcr is a change amount per unit time of the clutch stroke Stc with reference to a “correction torque map” representing the relationship between the clutch stroke speed Spc and the correction torque Tcr shown in FIG. Calculated based on. The predicted clutch torque Tcp calculated in this manner can be said to be a predicted value of the future clutch torque Tc.
The rotational speed synchronous torque Ts is a torque for synchronizing the engine rotational speed Ne with the input shaft rotational speed Ni.
The maintenance torque Tk is a torque required to maintain the engine rotation speed Ne.

Substituting the predicted clutch torque Tcp of the above equation (2) into the predicted clutch torque Tcp of the above equation (1) leads to the following equation (3).
Teg = Tc + Tcr + Ts + Tk (3)
Teg: Target engine torque Tc: Clutch torque Tcr: Correction torque Ts: Rotational speed synchronous torque Tk: Maintenance torque

The behavior of the vehicle drive device 1 when the driver performs the following operations (1) to (3) when the driver performs shift-up will be described.
(1) When the driver depresses the clutch pedal 53 and the clutch 3 which has been completely engaged is disconnected (T1 to T2 in FIG. 3).
In this case, as the clutch torque Tc decreases, the target engine torque Teg calculated by the above equations (1) and (2) (the above equation (3)) decreases. For this reason, the rapid rise of the engine rotational speed Ne (indicated by the alternate long and short dashed line f11 in FIG. 3) due to the decrease of the clutch torque Tc is suppressed. Since the clutch stroke speed Spc decreases from 0 (increases to the negative side), the correction torque Tcr calculated by the “correction torque map” shown in FIG. 8 also decreases from 0 (increases to the negative side). Therefore, as the correction torque Tcr decreases, the target engine torque Teg calculated by the above equations (1) and (2) (the above equation (3)) further decreases. As described above, the target engine torque Teg decreases the decrease of the correction torque Tcr in addition to the decrease of the clutch torque Tc, so the engine rotational speed Ne increases due to the response delay of the engine 2 (f12 in FIG. 3). (Indicated by the two-dot chain line) of For this reason, generation of noise in the engine 2 accompanying an increase in the engine rotational speed Ne and unnecessary fuel consumption in the engine 2 are suppressed. The dashed-dotted line indicated by f13 in FIG. 3 is the engine torque Te when the correction torque Tcr is not added to the target engine torque Teg.

(2) The clutch pedal 53 is gradually returned from a state in which the driver completely depresses the clutch pedal 53 (state in which the clutch stroke Stc is in the non-transmission area), and the clutch 3 in the disconnected state is shifted to the half clutch state (T5 to T7 in FIG. 3).
In this case, as the clutch torque Tc increases, the target engine torque Teg calculated by the above equations (1) and (2) (the above equation (3)) increases. Then, since the clutch stroke speed Spc increases from zero, the correction torque Tcr calculated by the “correction torque map” shown in FIG. 8 also increases from zero. Then, as the correction torque Tcr increases, the target engine torque Teg calculated by the above equations (1) and (2) (the above equation (3)) further increases. As described above, since the target engine torque Teg increases not only the increase in the clutch torque Tc but also the increase in the correction torque Tcr, a delay in the start of increase in the engine torque Te caused by the response delay of the engine 2 (FIG. 3) The dashed-dotted line shown in f14 of is suppressed.

The alternate long and short dashed line indicated by f14 in FIG. 3 is the engine torque Te when the correction torque Tcr is not added to the target engine torque Teg. When the correction torque Tcr is not added to the target engine torque Teg, when the clutch 3 is in the half clutch state, the engine torque Te becomes negative due to the response delay of the engine 2 and the engine 2 A brake is occurring. Therefore, the acceleration of the vehicle 100 is delayed, and the driver feels uncomfortable. In addition, when engine torque Te changes from negative to positive, a shock is generated in vehicle 100 due to a backlash of drive system components of vehicle 100. In the present embodiment, the delay in starting the increase of the engine torque Te due to the response delay of the engine 2 (the alternate long and short dashed line indicated by f14 in FIG. 3) is suppressed. Occurrence of shock is suppressed.

(3) When the driver inadvertently depresses the clutch pedal 53 when the clutch 3 is in the half clutch state (T7 to T8 in FIG. 3) and the clutch stroke Stc decreases (one point indicated by f15 in FIG. 3) Dashed line).
In this case, the target engine torque Teg calculated by the above equations (1) and (2) (the above equation (3)) becomes equal to the decrease of the clutch torque Tc without waiting for the increase of the engine rotational speed Ne. Since it decreases, the increase of the engine rotational speed Ne (f16 shown in FIG. 3) is suppressed. Further, the clutch stroke speed Spc decreases from 0 (increases to the negative side), and the correction torque Tcr calculated by the “correction torque map” of FIG. 8 decreases from 0 (increases to the negative side). The target engine torque Teg calculated by the equation (2) (upper equation (3)) further decreases. For this reason, the rise of the engine rotational speed Ne (two-dot chain line shown at f17 in FIG. 3) due to the response delay of the engine 2 is further suppressed. For this reason, generation of noise in the engine 2 accompanying an increase in the engine rotational speed Ne and unnecessary fuel consumption in the engine 2 are suppressed. In addition, the occurrence of a shock at the time of engagement of the clutch 3 caused by the deviation of the engine rotation speed Ne from the input shaft rotation speed Ni is suppressed.

[Shift down]
The outline of the present embodiment when downshifting is performed in the manual transmission 4 will be described below using the time chart shown in FIG. The driver performs the downshift by performing the following operation.

The driver depresses the clutch pedal 53 to set the clutch torque Tc to 0 (T1 to T2 in FIG. 4). Next, the driver shifts down the manual transmission 4 by operating the shift lever 45 (T3 to T4 in FIG. 4). At this time, the input shaft rotational speed Ni increases to the input shaft rotational speed Ni of the shift stage after downshifting. Next, the driver gradually increases the clutch torque Tc from zero by gradually returning the clutch pedal 53 which is completely depressed (the clutch stroke Stc is in the non-transmission region), and puts the clutch 3 in the half clutch state. (T5 to T7 in FIG. 4). Then, after the clutch 3 is brought into the half clutch state, the engine rotational speed Ne synchronizes with the input shaft rotational speed Ni (T8 in FIG. 4). Thereafter, the driver completely releases the clutch pedal 53 to fully engage the clutch 3 (T9 to T10 in FIG. 4).

In the present embodiment, after the driver starts to depress the clutch pedal 53 (T1 in FIG. 4), the engine 2 receives the engine torque until the engine rotational speed Ne synchronizes with the input shaft rotational speed Ni (T8 in FIG. 4). Control is performed such that Te becomes the target engine torque Teg calculated by the above equation (1) (the above equation (3)).

The behavior of the vehicle drive device 1 when the driver performs the following operations (4) to (6) when the driver performs downshift will be described.
(4) When the driver depresses the clutch pedal 53 and the clutch 3 which has been completely engaged is disconnected (T1 to T2 in FIG. 4).
In this case, as in the case of the above (1), the rapid rise of the engine rotational speed Ne (indicated by the alternate long and short dash line f21 in FIG. 4) due to the decrease of the clutch torque Tc is suppressed. The resulting increase in engine rotational speed Ne (indicated by the dashed-two dotted line in f22 of FIG. 4) is suppressed. The alternate long and short dashed line indicated by f23 in FIG. 4 is the engine torque Te when the correction torque Tcr is not added to the target engine torque Teg.

(5) The clutch pedal 53 is gradually returned from a state in which the driver completely depresses the clutch pedal 53 (state in which the clutch stroke Stc is in the non-transmission area), and the clutch 3 in the disconnected state is shifted to the half clutch state (T5 to T7 in FIG. 4).
In this case, as the clutch torque Tc increases, the target engine torque Teg calculated by the above equations (1) and (2) (the above equation (3)) increases. Then, the engine rotational speed Ne rises and approaches the input shaft rotational speed Ni. Therefore, as compared with the case where the target engine torque Teg does not increase, the engine rotation speed Ne and the input shaft rotation speed Ni are synchronized earlier. Thus, the vehicle 100 is decelerated due to the increase of the clutch torque Tc in a state where the engine rotation speed Ne is lower than the input shaft rotation speed Ni (the alternate long and short dash line shown in f24 of FIG. 4). The occurrence of shock is suppressed. Then, since the clutch stroke speed Spc increases from 0, the correction torque Tcr calculated by the “correction torque map” shown in FIG. 8 also increases from 0, and as the correction torque Tcr increases, the above equation (1), (2) The target engine torque Teg calculated by (the above equation (3)) further increases. As described above, the target engine torque Teg increases not only the increase in the clutch torque Tc but also the increase in the correction torque Tcr. Therefore, the increase in the engine rotational speed Ne due to the response delay of the engine 2 (FIG. 4 The two-dot chain line shown in f25 is suppressed. For this reason, the deceleration of the vehicle 100 and the occurrence of a shock accompanying the deceleration of the vehicle 100 are further suppressed. The alternate long and short dashed line indicated by f26 in FIG. 4 is the engine torque Te when the correction torque Tcr is not added to the target engine torque Teg.

(6) When the driver inadvertently depresses the clutch pedal 53 when the clutch 3 is in the half clutch state (T7 to T8 in FIG. 4) and the clutch stroke Stc decreases (one point indicated by f27 in FIG. 4) Dashed line).
In this case, as in the case of (3) above, the increase in the engine rotational speed Ne (the alternate long and short dashed line indicated by f28 in FIG. 4) accompanying the decrease of the clutch torque Tc is suppressed, and the response delay of the engine 2 The increase of the engine rotation speed Ne (two-dot chain line shown by f29 in FIG. 4) is suppressed.

(Clutch and engine coordinated control)
The "clutch-engine coordinated control" that is the coordinated control of the clutch 3 and the engine 2 as described above will be described using the flowchart shown in FIG.
When the engine 2 is started, the control unit 10 starts "clutch-engine coordinated control" shown in FIG. 5 and advances the program to step S10.

In step S10, when the control unit 10 determines that the driver has a shift intention (step S10: YES), the control unit 10 advances the program to step S20. On the other hand, when the control unit 10 determines that the driver does not intend to shift (step S10: NO), the control unit 10 advances the program to step S50. Based on the clutch stroke Stc detected by the clutch stroke sensor 54, the control unit 10 determines that the clutch pedal 53 is depressed (the clutch stroke Stc is not 0), and determines that the vehicle 100 is not in the start state. If it does, it is determined that the driver has a shift intention. On the other hand, when it is determined that the clutch pedal 53 is not depressed based on the clutch stroke Stc detected by the clutch stroke sensor 54, the control unit 10 determines that the driver has no intention to shift. Further, when it is determined that the vehicle 100 is in the start state, the control unit 10 determines that the driver has no intention to shift. For example, when the vehicle speed V of the vehicle 100 is faster than a specified start speed (for example, 10 km / h), the control unit 10 determines that the vehicle 100 is in the traveling state and the vehicle 100 is not in the start state.

In step S20, the control unit 10 records the clutch stroke Stc detected by the clutch stroke sensor 54 in the recording unit.

In step S30, the control unit 10 disconnects the clutch 3 based on the clutch stroke Stc recorded in the recording unit in step S20 and detection signals from the engine rotational speed detection sensor 24 and the input shaft rotational speed detection sensor 43. If it is determined that the engine rotational speed Ne is synchronized with the input shaft rotational speed Ni (step S30: YES), the program proceeds to step S50. On the other hand, when control unit 10 determines that engine rotation speed Ne is not synchronized with input shaft rotation speed Ni after disconnection of clutch 3 (step S30: NO), the program proceeds to step S40. It is to be noted that control unit 10 determines that clutch stroke Stc recorded in the recording unit in step S20 is in the non-transmission region (shown in FIG. 2) after YES in step S10. It is judged that it is after disconnection. Further, at the synchronization of the engine rotational speed Ne and the input shaft rotational speed Ni, the differential rotational speed between the engine rotational speed Ne and the input shaft rotational speed Ni is less than a prescribed differential rotational speed (e.g. 100 r.p.m.). Is included.

In step S40, the control unit 10 executes "shift time engine control". The "gear change engine control" will be described in detail later using the flowchart shown in FIG.

In step S50, the control unit 10 executes "normal engine control". That is, the control unit 10 calculates the required engine torque Ter based on the accelerator stroke Sta detected by the accelerator stroke sensor 52, and controls the engine 2 such that the engine torque Te becomes the required engine torque Ter. When the accelerator pedal 51 is not depressed (accelerator stroke Sta = 0), the control unit 10 controls the engine 2 such that the engine rotation speed Ne becomes the idling rotation speed.

(Engine control at shift)
In the following, "engine control at gear change" will be described using the flowchart shown in FIG.
When "shift engine control" starts, in step S51, the control unit 10 executes "predicted clutch torque calculation processing" to calculate a predicted clutch torque Tcp. The “predicted clutch torque calculation process” will be described below with reference to the flowchart shown in FIG. When the "predictive clutch torque calculation process" starts, in step S111, the control unit 10 (clutch torque calculation unit) refers to the "clutch torque map" (shown in FIG. 2) to detect the clutch detected by the clutch stroke sensor 54. A clutch torque Tc corresponding to the stroke Stc is calculated.

In step S112, control unit 10 (clutch stroke speed calculation unit) calculates clutch stroke speed Spc, which is the amount of change per unit time of clutch stroke Stc, based on clutch stroke Stc detected by clutch stroke sensor 54. . Specifically, the control unit 10 calculates a value obtained by subtracting the clutch stroke Stc detected in the previous step S112 from the clutch stroke Stc detected in the present step S112, from the previous step S112 to the current step S112. The clutch stroke speed Spc is calculated by dividing by.

In step S113, control unit 10 (correction torque calculation unit) calculates in step S112 with reference to a “correction torque map” (shown in FIG. 8) representing the relationship between clutch stroke speed Spc and correction torque Tcr. A correction torque Tcr corresponding to the clutch stroke speed Spc and the engine rotational speed Ne detected by the engine rotational speed detection sensor 24 is calculated. Here, the “correction torque map” shown in FIG. 8 will be described. As shown in FIG. 8, in the “correction torque map”, when the clutch stroke speed Spc is a positive value, the correction torque Tcr is a positive value, and when the clutch stroke speed Spc is a negative value. The correction torque Tcr is set to a negative value. Further, the “correction torque map” is set such that the absolute value of the correction torque Tcr becomes larger as the absolute value of the clutch stroke speed Spc becomes larger. However, in the region where the absolute value of the clutch stroke speed Spc is large, the change amount of the correction torque Tcr with respect to the change amount of the clutch stroke speed Spc is larger than in the region where the absolute value of the clutch stroke speed Spc is small. If the absolute value of the clutch stroke speed Spc is less than or equal to the specified value, a dead zone in which the correction torque Tcr is zero may be provided. The absolute value of the correction torque Tcr is set to increase as the engine rotation speed Ne decreases.

In step S114, the control unit 10 (predictive clutch torque calculation unit) substitutes the calculated clutch torque Tc and the correction torque Tcr into the above equation (2), and calculates the predicted clutch torque Tcp by adding them. Do.

In step S121, when it is determined that the clutch stroke Stc is in the transmission area (shown in FIG. 2) (step S121: YES), the control unit 10 advances the program to step S122. On the other hand, when the control unit 10 determines that the clutch stroke Stc is in the non-transmission region (step S121: NO), the "predictive clutch torque calculation process" is ended, and the program proceeds to step S52 of FIG. Advance.

In step S122, when control unit 10 determines that increase amount ΔTc per unit time of predicted clutch torque Tcp exceeds specified increase amount Δα (step S122: YES), the program proceeds to step S123. On the other hand, when control unit 10 determines that increase amount ΔTc per unit time of predicted clutch torque Tcp does not exceed specified increase amount Δα (step S122: NO), “predicted clutch torque calculation process” is performed. After the program ends, the program proceeds to step S52 in FIG.

In step S123, the control unit 10 (prediction clutch torque correction unit) corrects the prediction clutch torque Tcp to a value such that the increase amount ΔTc per unit time of the prediction clutch torque Tcp does not exceed the specified increase amount Δα. As described above, when the clutch stroke Stc transits from the non-transmission region (shown in FIG. 2) to the transmission region by the processing of step S121 to step S123, the increase amount ΔTc per unit time of the predicted clutch torque Tcp becomes the specified increase amount Δα. The predicted clutch torque Tcp is corrected so as not to exceed (a broken line indicated by f18 in FIG. 3 and f30 in FIG. 4). Thereby, the rapid rise of the engine rotational speed Ne is suppressed. The dashed-dotted line indicated by f19 in FIG. 3 and f30 in FIG. 4 is the predicted clutch torque Tcp when the process of step S121 to step S123 is not performed. When step S123 ends, the "predicted clutch torque calculation process" ends, and the control unit 10 advances the program to step S52 in FIG.

In step S52, when the engine 2 is a gasoline engine, the control unit 10 displays a relationship between the clutch differential rotation speed ΔNc, the throttle opening Pt, and the rotational speed synchronous torque Ts. (Shown in FIG. 9), the rotational speed synchronous torque Ts corresponding to the clutch differential rotational speed .DELTA.Nc (engine rotational speed Ne-input shaft rotational speed Ni) and the throttle opening Pt which is the opening degree of the throttle valve 22 is calculated. Calculate On the other hand, when engine 2 is a diesel engine, control unit 10 refers to a “rotational speed synchronous torque map” (not shown) representing a relationship between clutch differential rotational speed ΔNc and rotational speed synchronous torque Ts. Then, the rotational speed synchronous torque Ts corresponding to the clutch differential rotational speed ΔNc (engine rotational speed Ne−input shaft rotational speed Ni) is calculated. In the "rotational speed synchronous torque map", the rotational speed synchronous torque Ts is set to a smaller value at a negative value as the clutch differential rotational speed ΔNc is larger at a positive value. Further, in the “rotational speed synchronous torque map”, as the clutch differential rotational speed ΔNc is smaller at a negative value, a rotational speed synchronous torque Ts having a positive value and a larger value is set. The synchronization of the engine rotation speed Ne with the input shaft rotation speed Ni is promoted by the rotation speed synchronization torque Ts.

In step S53, the control unit 10 calculates the maintenance torque Tk. Specifically, the control unit 10 calculates the maintenance torque Tk by calculating the engine friction torque Tef, the accessory torque Ta, and the adjustment torque α, and adding them together. The control unit 10 calculates the engine friction torque Tef based on the current oil temperature t and the engine rotation speed Ne. The accessory torque Ta is a torque required to drive an accessory rotatably connected to the crankshaft 21 of the engine 2 and is a total of the friction torque of the accessory and the inertia torque. The control unit 10 calculates the accessory torque Ta based on the operation state of the accessories such as the air conditioner 27 and the generator 26 and the engine rotation speed Ne. The adjustment torque α is a torque required to maintain the rotation of the engine 2 other than the engine friction torque Tef and the accessory torque Ta. The control unit 10 calculates the adjustment torque α based on the information such as the engine rotation speed Ne.

In step S54, the control unit 10 (target engine torque calculation unit) adds the predicted clutch torque Tcp, the rotational speed synchronous torque Ts, and the maintenance torque Tk into the above equation (1) to add them together to obtain the target. Calculate engine torque Teg.

In step S55, at the time of disconnection of the clutch 3 (FIGS. 3 and 4 from T1 to T2), the control unit 10 calculates the request engine in which the target engine torque Teg calculated in step S54 is calculated based on the accelerator stroke Sta. If it is determined that the torque Ter is equal to or less (step S55: YES), the program proceeds to step S56. On the other hand, when the control unit 10 determines that the target engine torque Teg is larger than the required engine torque Ter at the time of disengaging the clutch 3 (step S55: NO), the control unit 10 advances the program to step S57. The control unit 10 determines, based on the detection signal from the clutch stroke sensor 54, whether or not the clutch 3 is disengaged.

In step S56, the control unit 10 (engine control unit) controls the engine 2 such that the engine torque Te becomes the target engine torque Teg.
In step S57, the control unit 10 (engine control unit) controls the engine 2 such that the engine torque Te becomes the required engine torque Ter.
When the target engine torque Teg is larger than the required engine torque Ter at the time of disengaging the clutch 3 according to the processing of steps S55 to S57, control is performed such that the target engine torque Teg becomes larger than the required engine torque Ter. Is prevented, and the increase of the engine rotational speed Ne is prevented.

(Effect of this embodiment)
As apparent from the above description, the target engine torque Teg is calculated based on the clutch stroke Stc and the clutch stroke speed Spc by the above equations (1) and (2) (the above equation (3)). Thus, the target engine torque Teg is calculated based on the clutch stroke speed Spc in which the correction torque Tcr, which is a torque corresponding to the clutch stroke speed Spc, is added. Therefore, before the response delay of the engine 2 to the change of the clutch torque Tc due to the operation of the clutch pedal 53 occurs, the response delay of the engine 2 is canceled by the correction torque Tcr which is a torque corresponding to the clutch stroke speed Spc. The response delay of the engine 2 is suppressed.

Specifically, when the driver performs a shift in the manual transmission 4 and then releases the clutch pedal 53, the clutch stroke speed Spc increases. Therefore, the predicted clutch torque Tcp is calculated by adding the correction torque Tcr based on the increase in the clutch stroke speed Spc to the clutch torque Tc calculated based on the clutch stroke Stc according to the equation (2). Then, the target engine torque Teg is calculated based on the predicted clutch torque Tcp by the above equation (1). Then, the engine 2 is controlled such that the engine torque Te becomes the target engine torque Teg. Therefore, a command to increase the engine torque by the correction torque Tcr calculated based on the increase in the clutch stroke speed Spc is input to the engine 2 by the torque corresponding to the response delay of the engine 2, that is, the correction torque Tcr. The response delay of the engine 2 is offset by the correction torque Tcr, and the response delay of the engine 2 is suppressed.

As a result, in the case of shift up, the acceleration delay of the vehicle 100 is suppressed. Further, due to the response delay of the engine 2, when the clutch 3 starts to be engaged, the occurrence of the engine brake in the engine 2 is suppressed. Therefore, the occurrence of a shock due to the backlash of the drive system components of the vehicle 100 when the engine torque Te changes from negative to positive is prevented. Further, in the case of downshifting, the increase delay of the engine rotational speed Ne (two-dot chain line shown at f25 in FIG. 4) caused by the response delay of the engine 2 is suppressed, and deceleration of the vehicle 100 or deceleration of the vehicle 100 is achieved. The occurrence of the accompanying shock is suppressed.

In addition, before or after the shift in the manual transmission 4, when the driver depresses the accelerator pedal 51 and depresses the clutch pedal 53, the clutch stroke speed Spc decreases. Therefore, the correction torque calculated based on the decrease in the clutch stroke speed Spc to the clutch torque Tc calculated based on the clutch stroke Stc by the above equations (1) and (2) (upper equation (3)) The absolute value of Tcr is subtracted to calculate the target engine torque Teg. Then, the engine 2 is controlled such that the engine torque Te becomes the target engine torque Teg. In this manner, a command to decrease the engine torque by the absolute value of the correction torque Tcr calculated based on the reduction amount of the clutch stroke speed Spc is input to the engine 2 as the torque corresponding to the response delay of the engine 2 is calculated. Thus, the response delay of the engine 2 is offset by the correction torque Tcr, and the response delay of the engine 2 is suppressed.

As a result, the increase in engine rotational speed Ne (f12 and f17 in FIG. 3 and f22 and f29 in FIG. 4) caused by the response delay of the engine 2 is suppressed, and noise generation in the engine 2 accompanying the increase in engine rotational speed Ne In addition, wasteful fuel consumption in the engine 2 is suppressed.

The control unit 10 (correction torque calculation unit) calculates the correction torque Tcr based on the clutch stroke speed Spc. Then, the control unit 10 (prediction clutch torque calculation unit) calculates a prediction clutch torque Tcp based on the clutch torque Tc and the correction torque Tcr according to the above equation (2). Then, the control unit 10 (target engine torque calculation unit) calculates the target engine torque Teg based on the predicted clutch torque Tcp by the above equation (1). In the present embodiment, the control unit 10 (correction torque calculation unit) calculates the correction torque Tcr based on the clutch stroke speed Spc by referring to the “correction torque map” shown in FIG. Thus, the control unit 10 (correction torque calculation unit) can calculate the appropriate correction torque Tcr by referring to the appropriate “correction torque map” corresponding to the response delay of the engine 2. For this reason, the response delay of the engine 2 is appropriately suppressed. That is, the response delay of the engine 2 is not eliminated, and the response of the engine 2 is suppressed from being excessive.

The response delay of the engine 2 increases as the engine speed Ne decreases. Therefore, as shown in FIG. 8, the “correction torque map” is set such that the absolute value of the correction torque Tcr increases as the engine rotation speed Ne decreases. Thereby, the control unit 10 (correction torque calculation unit) calculates the correction torque Tcr having a larger absolute value as the rotation speed of the engine 2 detected by the engine rotation speed detection sensor 24 becomes slower. Therefore, the response delay of the engine 2 in the region where the engine rotational speed Ne is slow is suppressed. In addition, in the region where the engine rotation speed Ne is high, the engine rotation speed Ne is suppressed from being increased or decreased in sensitivity.

In the region where the absolute value of the clutch stroke speed Spc is large, the response delay of the engine 2 is longer than in the region where the absolute value of the clutch stroke speed Spc is small. Therefore, as shown in FIG. 8, in the "correction torque map", the correction torque Tcr for the clutch stroke speed Spc is larger in the area where the absolute value of the clutch stroke speed Spc is larger than in the area where the absolute value of the clutch stroke speed Spc is smaller. The change amount of is set large. As a result, in the region where the absolute value of the clutch stroke speed Spc is large, the response delay of the engine 2 is suppressed. Further, in the region where the absolute value of the clutch stroke speed Spc is small, the engine rotational speed Ne is suppressed from being increased or decreased in sensitivity.

The control unit 10 (target engine torque calculation unit) has the clutch stroke Stc in the non-transmission region (shown in FIG. 2) and does not reach the touch point Pt, the target engine torque Teg based on the clutch stroke speed Spc. Calculate Thus, even in a state where the clutch stroke Stc is in the non-transmission region and the clutch torque Tc is not actually generated (T1 to T2 in FIG. 11), the target engine torque Teg is calculated based on the clutch stroke speed Spc. The engine 2 is controlled such that the torque Te becomes the target engine torque Teg (after T1 in FIG. 11). Therefore, the response delay of the engine 2 is reliably suppressed.

When the clutch stroke Stc transitions from the non-transmission area (shown in FIG. 2) to the transmission area, the correction torque Tcr calculated based on the clutch stroke speed Spc is calculated based on the clutch stroke Stc according to the equation (2). The clutch torque Tc is added. For this reason, compared with the state where the clutch stroke Stc is in the non-transmission region, the amount of increase of the predicted clutch torque Tcp becomes larger. As a result, the engine rotational speed Ne rises sharply. Therefore, when the clutch stroke Stc is in the transmission region and the predicted clutch torque Tcp increases, the control unit 10 (predicted clutch torque correction unit) increases the amount ΔTc of increase of the predicted clutch torque Tcp per unit time. The predicted clutch torque Tcp is corrected so as not to exceed the specified increase amount Δα (steps S121 to S123 shown in FIG. 7, f18 in FIG. 3, and a broken line shown by f30 in FIG. 4). Thereby, the rapid rise of the engine rotational speed Ne is suppressed.

(Predicted clutch torque calculation process of the second embodiment)
In the following, the “predicted clutch torque calculation process” of the second embodiment will be described with reference to the flowchart shown in FIG. 10 with respect to differences from the “predicted clutch torque calculation process” (shown in FIG. 7) of the first embodiment. In the “predicted clutch torque calculation process” of the second embodiment, a predicted clutch stroke Stcp is calculated from the clutch stroke Stc and the clutch stroke speed Spc. Then, the "clutch torque map" shown in FIG. 2 is referred to, and the predicted clutch torque Tcp corresponding to the predicted clutch stroke Stcp is calculated.

In step S115 of FIG. 10, the control unit 10 (prediction clutch stroke calculation unit) calculates a prediction clutch stroke Stcp by substituting the clutch stroke Stc and the clutch stroke speed Spc into the following equation (4).
Stcp = Stc + Spc × A (4)
Stcp: predicted clutch stroke Stc: clutch stroke Spc: clutch stroke speed A: coefficient The coefficient A is a set value set so that the response delay of the engine 2 is eliminated.

A value obtained by adding a value (Spc × A) obtained by multiplying the clutch stroke speed Spc by a coefficient A to the current clutch stroke Stc (p1 in FIG. 2) when the clutch pedal 53 is depressed and the clutch stroke Stc increases. The predicted clutch stroke Stcp (p2 in FIG. 2) is calculated. On the other hand, when the clutch pedal 53 is returned and the clutch stroke Stc decreases, the absolute value (Spc × A) of the current clutch stroke Stc (p1 in FIG. 2) multiplied by the clutch stroke speed Spc by the coefficient A The predicted clutch stroke Stcp (p3 in FIG. 2) is calculated by subtracting the value. A value (Spc × A) obtained by multiplying the clutch stroke speed Spc by the coefficient A can be said to be a predicted value of the amount of increase or decrease of the future clutch stroke Stc. The predicted clutch stroke Stcp can be said to be a predicted value of the future clutch stroke Stc.

In step S116, control unit 10 (predicted clutch torque computing unit) generates a "clutch torque map" representing the relationship between clutch stroke Stc and clutch torque Tc shown in FIG. 2 with predicted clutch stroke Stcp and predicted clutch torque Tcp. It is referred to as a “predicted clutch torque map” that represents the relationship of Then, the control unit 10 calculates a predicted clutch torque Tcp corresponding to the predicted clutch stroke Stcp calculated in step S115. In other words, control unit 10 calculates clutch torque Tc corresponding to the same clutch stroke Stc as predicted clutch stroke Stcp calculated in step S115 with reference to the “clutch torque map” shown in FIG. Let Tc be a predicted clutch torque Tcp.

When the clutch pedal 53 is depressed and the clutch stroke Stc increases, the clutch torque Tca corresponding to a value (Spc × A) obtained by multiplying the clutch stroke speed Spc by the coefficient A is added to the current clutch torque Tc and predicted. The clutch torque Tcp (p4 in FIG. 2) is calculated. On the other hand, when the clutch pedal 53 is released and the clutch stroke Stc decreases, the clutch torque Tcb corresponding to a value (Spc × A) obtained by multiplying the clutch stroke speed Spc by the coefficient A is subtracted from the current clutch torque Tc. The predicted clutch torque Tcp (p5 in FIG. 2) is calculated. Thus, the predicted clutch stroke Stcp, which is a value obtained by adding the value (Spc × A) obtained by multiplying the current clutch stroke Stc by the coefficient A by the clutch stroke speed Spc, can be said to be a predicted value of the future clutch stroke Stc. .

(Effect of the second embodiment)
As apparent from the above description, the control unit 10 (predictive clutch stroke calculation unit) uses the above equation (4) to estimate the future value of the clutch stroke Stc based on the clutch stroke Stc and the clutch stroke speed Spc. The predicted clutch stroke Stcp, which is the above, is calculated (step S115). Then, control unit 10 (prediction clutch torque calculation unit) refers to the “clutch torque map” shown in FIG. 2 as a “prediction clutch torque map” representing the relationship between predicted clutch stroke Stcp and predicted clutch torque Tcp. And calculating a predicted clutch torque Tcp corresponding to the predicted clutch stroke Stcp. Then, the control unit 10 (target engine torque calculation unit) calculates the target engine torque Teg based on the predicted clutch torque Tcp (step S54 in FIG. 6). Then, the control unit 10 (engine control unit) controls the engine 2 such that the engine torque Te becomes the target engine torque Teg (step S56 in FIG. 6).

Thus, the engine 2 is controlled such that the engine torque Te becomes the target engine torque Teg calculated based on the predicted clutch stroke Stcp. Therefore, as shown in FIG. 11, in a situation where the clutch stroke Stc increases, the predicted clutch stroke Stcp is performed at time T1 before time T2 at which the target engine torque calculated based on the clutch stroke Stc starts to increase. The target engine torque Teg calculated based on is increased. The coefficient A in the above equation (4) is set such that the time difference between time T1 and time T2 becomes the response delay time of the engine 2. Therefore, the response delay of the engine 2 is offset by the target engine torque Teg that starts to increase at time T1 before time T2, and it is possible to suppress the start of increase of the engine torque Te from being delayed. Even when the clutch stroke Stc decreases, the target engine torque Teg starts to decrease at a time before the time when the target engine torque calculated based on the clutch stroke Stc starts to decrease. Be suppressed.

In other words, the torque corresponding to the response delay of the engine 2, that is, the clutch torque Tca or Tcb corresponding to the clutch stroke speed Spc multiplied by the coefficient A (Spc × A) increases or decreases the engine torque When the command to cause the engine 2 is input to the engine 2, the response delay of the engine 2 is offset by the clutch torques Tca and Tcb, and the response delay of the engine 2 is suppressed. Thus, the engine 2 is controlled so that the engine torque Te becomes the target engine torque Teg calculated based on the predicted clutch stroke Stcp which is the predicted value of the future clutch stroke Stc, so the response of the engine 2 The delay is suppressed and the engine 2 responds with good response.

Further, as described above, the control unit 10 (prediction clutch torque correction unit) executes the processing of step S121 to step S123 shown in FIG. As a result, when the predicted clutch stroke Stcp transitions from the first region to the second region shown in FIG. 2 and the amount of increase of the clutch torque Tc with respect to the amount of increase of the clutch stroke Stc becomes large compared to the first region, The predicted clutch torque Tcp is corrected so that the amount of increase ΔTc per unit time of the clutch torque Tcp does not exceed the specified amount of increase Δα (f18 in FIG. 3, broken line indicated by f30 in FIG. 4). For this reason, the rapid rise of the engine rotational speed Ne is suppressed.

(Another embodiment)
The control unit 10 (correction torque correction unit) may calculate and correct the predicted clutch torque Tcp according to the following expression (5), and the driver may change the coefficient B variably.
Tcp = Tc + Tcr × B (5)
Tcp: predicted clutch torque Tc: clutch torque Tcr: correction torque B: coefficient In this embodiment, as shown in FIG. 1, a coefficient changing member 60 (a coefficient changing unit for changing the coefficient B variably to the vehicle 100) ) Is provided. In this embodiment, the driver can change the coefficient B by operating the coefficient changing member 60, and can change the magnitude of the absolute value of the correction torque Tcr of his / her choice.

The coefficient changing unit for changing the coefficient B in the above equation (5) variably depends on the state of the vehicle 100 (for example, the secular change of the clutch 3) or the driving state of the vehicle 100 (for example, the oil temperature t). The control unit 10 may change the coefficient B without any problem. In this embodiment, the coefficient B is automatically changed by the control unit 10 (coefficient changing unit).

In the embodiment described above, the clutch stroke sensor 54 detects the stroke of the clutch pedal 53 as the clutch stroke Stc. However, the clutch stroke sensor 54 may be a sensor that detects the stroke of the clutch 3 as the clutch stroke Stc. In the case of this embodiment, the clutch stroke sensor 54 detects any stroke of the clutch disc 32, the pressure plate 35, the release bearing 37, and the slave cylinder 38.

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 operating pressure pipe 58 and the slave cylinder 38. However, the operating force of the clutch pedal 53 may be transmitted to the release bearing 37 via mechanical elements such as a wire, a rod, and a gear.

In the embodiment described above, the clutch operation member that transmits the operation force of the driver to the clutch 3 is the clutch pedal 53. However, the clutch operation member is not limited to the clutch pedal 53, and may be, for example, a clutch lever. Similarly, instead of the accelerator pedal 51 for adjusting the accelerator stroke Sta, for example, an accelerator grip for adjusting the accelerator stroke Sta may be used. It goes without saying that the technical idea of the present invention can be applied even if the vehicle drive device 1 of the present embodiment is applied to a motorcycle or other vehicles.

DESCRIPTION OF SYMBOLS 1 ... Drive device for vehicles, 2 ... Engine, 3 ... Clutch, 4 ... Manual transmission, 10 ... Control part (clutch stroke speed operation part, target engine torque operation part, engine control part, clutch torque operation part, correction torque operation part , Predictive clutch torque calculation unit, Predictive clutch stroke calculation unit, Predictive clutch torque correction unit, Correction torque correction unit) 18R, 18L ... Drive wheel, 41 ... Input shaft, 42 ... Output shaft, 53 ... Clutch pedal (clutch operation unit , 54: clutch stroke sensor (clutch stroke detection unit), 55: coefficient changing member (coefficient changing unit), 100: vehicle.

Claims

An input shaft to which an engine torque generated by an engine is input, and an output shaft rotatably connected to a drive wheel of a vehicle, wherein gear ratios obtained by dividing the rotational speed of the input shaft by the rotational speed of the output shaft are different. A manual transmission in which a plurality of shift speeds are formed;
A clutch provided between the engine and the input shaft for changing a clutch torque which is a torque transmitted between the engine and the input shaft;
A clutch operation unit for variably operating the clutch torque;
A clutch stroke detection unit for detecting a clutch stroke which is a stroke of the clutch operation unit or a stroke of the clutch;
A clutch stroke speed calculation unit that calculates a clutch stroke speed which is a change amount per unit time of the clutch stroke based on the clutch stroke detected by the clutch stroke detection unit;
A target engine torque calculation unit that calculates a target engine torque at the time of shifting of the manual transmission based on the clutch stroke detected by the clutch stroke detection unit and the clutch stroke speed calculated by the clutch stroke speed calculation unit; ,
An engine control unit configured to control the engine such that the engine torque generated by the engine becomes the target engine torque.
A clutch torque calculation unit that calculates the clutch torque based on the clutch stroke detected by the clutch stroke detection unit;
A correction torque calculation unit that calculates a correction torque for correcting the clutch torque based on the clutch stroke speed calculated by the clutch stroke speed calculation unit;
A predicted clutch torque calculation unit that calculates a predicted clutch torque, which is a predicted value of the clutch torque, based on the clutch torque calculated by the clutch torque calculation unit and the correction torque calculated by the correction torque calculation unit; Have
The vehicle drive device according to claim 1, wherein the target engine torque calculation unit calculates the target engine torque based on the predicted clutch torque calculated by the predicted clutch torque calculation unit.
It has an engine rotational speed detection unit that detects the rotational speed of the engine,
The correction torque calculation unit refers to a correction torque map representing a relationship among the clutch stroke speed, the rotational speed of the engine, and the correction torque, and the clutch stroke speed calculated by the clutch stroke speed calculation unit. And calculating the correction torque corresponding to the rotational speed of the engine detected by the engine rotational speed detection unit;
The vehicle drive system according to claim 2, wherein the correction torque map is set such that the absolute value of the correction torque becomes larger as the rotational speed of the engine becomes slower.
The correction torque calculation unit refers to the correction torque map representing the relationship between the clutch stroke speed and the correction torque, and calculates the correction torque corresponding to the clutch stroke speed calculated by the clutch stroke speed calculation unit. Calculate
In the correction torque map, the amount of change in the correction torque relative to the amount of change in the clutch stroke speed is set larger in the area where the absolute value of the clutch stroke speed is larger than in the area where the absolute value of the clutch stroke speed is small. The vehicle drive device according to claim 2 or claim 3.
A predicted clutch stroke calculation unit that calculates a predicted clutch stroke that is a predicted value of the clutch stroke based on the clutch stroke detected by the clutch stroke detection unit and the clutch stroke speed calculated by the clutch stroke speed calculation unit When,
A predicted clutch torque calculation unit that calculates the predicted clutch torque corresponding to the predicted clutch stroke with reference to a predicted clutch torque map representing a relationship between the predicted clutch stroke and a predicted clutch torque that is a predicted value of the clutch torque And
The vehicle drive device according to claim 1, wherein the target engine torque calculation unit calculates the target engine torque based on the predicted clutch torque calculated by the predicted clutch torque calculation unit.
The clutch stroke has a transmission area in which the clutch can transmit the clutch torque, and a non-transmission area in which the clutch can not transmit the clutch torque.
The target engine torque calculation unit is configured to calculate the target engine based on the clutch stroke speed detected by the clutch stroke detection unit even when the clutch stroke detected by the clutch stroke detection unit is in the non-transmission area. The vehicle drive device according to any one of claims 1 to 5, wherein a torque is calculated.
The clutch stroke has a transmission area in which the clutch can transmit the clutch torque, and a non-transmission area in which the clutch can not transmit the clutch torque.
When the clutch stroke detected by the clutch stroke detection unit is in the transmission area, and the predicted clutch torque calculated by the predicted clutch torque calculation unit is increasing, per unit time of the predicted clutch torque The vehicle drive device according to any one of claims 2 to 5, further comprising: a predicted clutch torque correction unit that corrects the predicted clutch torque such that the increase amount of V does not exceed a specified increase amount.
A correction torque correction unit that corrects the correction torque by multiplying the correction torque calculated by the correction torque calculation unit by a coefficient;
The vehicle drive device according to any one of claims 2 to 4, further comprising: a coefficient changing unit that changes the coefficient.
The vehicle drive device according to claim 8, wherein the coefficient changing unit is a coefficient changing member capable of changing the coefficient.