WO2021054422A1

WO2021054422A1 - Vehicle control device and control method

Info

Publication number: WO2021054422A1
Application number: PCT/JP2020/035380
Authority: WO
Inventors: 一輝尾崎
Original assignee: いすゞ自動車株式会社
Priority date: 2019-09-20
Filing date: 2020-09-18
Publication date: 2021-03-25
Also published as: CN114514369A; JP2021050621A; JP7287213B2

Abstract

A control device 100 for a vehicle 1 in which the torque from a driving force source 10 is transmitted to driving wheels 49L, 49R by way of a clutch device 20 is provided with: an accelerator opening degree acquiring unit 120 which acquires the accelerator opening degree of an engine 10 corresponding to an accelerator operation; and a rotational speed control unit 150 which, at the time at which the vehicle 1 starts moving, being the time at which the clutch device 20 switches from a disconnected state in which the output torque transmission is disconnected, to an engaged state in which the output torque is transmitted, sets the rotational speed of the engine that maximizes the output torque as a predetermined threshold rotational speed, on the basis of the acquired accelerator opening degree, and implements rotational speed restriction to restrict an increase in the rotational speed of the engine 10 using the threshold rotational speed.

Description

Vehicle control device and control method

The present disclosure relates to a vehicle control device and a control method, and particularly to a technique suitable for starting a vehicle equipped with a manual transmission.

In a vehicle equipped with a manual transmission, when the vehicle is started, the clutch is disengaged, the transmission is geared into the desired starting stage, and then the accelerator pedal is depressed to increase the engine speed in parallel with the accelerator operation. However, it is necessary to operate the clutch by gradually returning the clutch pedal to engage the clutch. Such an operation of harmonizing the accelerator operation and the clutch operation is not always easy for all drivers and may be troublesome.

For example, in Patent Documents 1 and 2, when the vehicle is started, the engine speed is controlled to a target speed according to the stroke position and stroke speed of the clutch, so that the accelerator operation is omitted and the vehicle is operated only by the clutch operation. The technology for smooth start is disclosed.

Japanese Patent Application Laid-Open No. 2008-157184 Japanese Patent Application Laid-Open No. 2001-263138

By the way, when the vehicle starts from an uphill road or when the vehicle starts with a heavy load, even if the driver depresses the accelerator pedal strongly, the engine speed rises beyond the speed at which the maximum torque can be output. If this happens, the output torque of the engine will be lower than the maximum torque. In such a case, even if the engine speed is controlled based on the target speed according to the stroke position and stroke speed of the clutch as in the technique described in the above document, the drive system is required to drive the vehicle to start. The force cannot be transmitted effectively, and the vehicle may not start smoothly.

The technology of the present disclosure has been made in view of the above circumstances, and is a control device capable of smoothly starting the vehicle even when the vehicle starts from an uphill road or when the vehicle starts with a heavy load. , The purpose is to provide a control method.

The control device of the present disclosure is a vehicle control device in which the output torque of the engine is transmitted to the drive wheels via the clutch device, and is an accelerator opening degree acquisition unit that acquires the accelerator opening degree of the engine in response to the accelerator operation. The output torque is maximized based on the accelerator opening degree acquired when the vehicle is started, in which the clutch device is switched from the disengaged state in which the transmission of the output torque is cut off to the engaged state in which the output torque is transmitted. The engine is provided with a rotation speed control unit that sets the rotation speed of the engine to a predetermined threshold rotation speed and limits the rotation speed of the engine by the threshold rotation speed. To do.

Further, the engagement degree acquisition unit for acquiring the clutch engagement degree of the clutch device according to the clutch operation is further provided, and the rotation speed control unit has a predetermined degree of engagement indicating the half-clutch state of the clutch device. When the degree of fastening is reached, it is preferable to release the rotation speed limitation by gradually increasing the threshold rotation speed.

Further, when the rotation speed of the engine that rises in response to the accelerator operation reaches the threshold rotation speed, the rotation speed control unit keeps the rotation speed of the engine at the threshold rotation speed to limit the rotation speed. It is preferable to carry out.

The control method of the present disclosure is a vehicle control method in which the output torque of the engine is transmitted to the drive wheels via the clutch device, and the output torque is transmitted from the disconnected state in which the clutch device cuts off the transmission of the output torque. At the time of starting the vehicle that is switched to the engaged state to be transmitted, the rotation speed of the engine that maximizes the output torque is set to a predetermined threshold rotation speed based on the accelerator opening of the engine in response to the accelerator operation. It is characterized in that the rotation speed limitation that limits the increase in the rotation speed of the engine by the threshold rotation speed is implemented.

Further, when the degree of clutch engagement of the clutch device in response to the clutch operation reaches a predetermined degree of engagement indicating the half-clutch state of the clutch device, the threshold rotation speed is gradually increased to release the rotation speed limitation. It is preferable to do so.

Further, when the engine speed that increases in response to the accelerator operation reaches the threshold speed, it is preferable to limit the speed by holding the engine speed at the threshold speed.

According to the technology of the present disclosure, the vehicle can be started smoothly even when the vehicle starts from an uphill road or when the vehicle starts with a heavy load.

FIG. 1 is a schematic overall configuration diagram of a vehicle according to the present embodiment. FIG. 2 is a schematic functional block diagram showing a control device according to the present embodiment and related peripheral configurations. FIG. 3 is a schematic view showing an example of an equivalent accelerator opening characteristic map according to the present embodiment. FIG. 4 is a timing chart illustrating an example of rotation speed limit control according to the present embodiment. FIG. 5 is a flowchart illustrating a rotation speed limit control process according to the present embodiment.

Hereinafter, the vehicle control device and the control method according to the present embodiment will be described based on the attached drawings. The same parts have the same reference numerals, and their names and functions are also the same. Therefore, detailed explanations about them will not be repeated.

FIG. 1 is a schematic overall configuration diagram of the vehicle 1 according to the present embodiment.

The vehicle 1 is equipped with an engine 10 as an example of a driving force source. The engine 10 is provided with an injector I that directly injects fuel into the cylinder. The input shaft 42 of the transmission 40 is detachably connected to the crankshaft 11 of the engine 10 via the clutch device 20. A propeller shaft 46 is connected to the output shaft 43 of the transmission 40. The differential gear device 47 and the left and

right drive wheels

49L and 49R are connected to the propeller shaft 46 via the left and

right drive shafts

48L and 48R, respectively.

The vehicle 1 may be a rear-wheel drive vehicle, a front-wheel drive vehicle, a four-wheel drive vehicle, or a rear two-axis drive vehicle. Further, the engine 10 is not limited to the direct injection engine, and may be a premixed engine. Further, the engine 10 may be either a single cylinder or a plurality of cylinders.

The clutch device 20 is, for example, a dry single plate clutch, and an output side end of the crankshaft 11 and an input side end of the input shaft 42 are arranged in the clutch housing 21.

A clutch disc 22 is provided at the input end of the input shaft 42 so as to be movable in the axial direction. The clutch disc 22 includes a damper spring (not shown) and a clutch facing 23.

A flywheel 12 is fixed to the output end of the crankshaft 11, and a clutch cover 24 is provided on the rear side surface of the flywheel 12. A pressure plate 25 and a diaphragm spring 26 are arranged between the flywheel 12 and the clutch cover 24.

The release fork 28 is provided so as to be swingable around the fulcrum 19. One end side of the release fork 28 is housed in the clutch housing 21, and the other end side is projected to the outside of the clutch housing 21.

The release bearing 27 is provided between the inner peripheral edge of the diaphragm spring 26 and one end of the release fork 28, and enables the diaphragm spring 26 and the release fork 28 to rotate relative to each other. The release bearing 27 is moved to the output side (to the right in the figure) by the elastic force of the diaphragm spring 26 when the clutch device 20 switches from the “disengaged state” in which the power transmission is cut off to the “fastened state” in which the power is transmitted. When the clutch device 20 is switched from the "engaged state" to the "disengaged state", it is pushed by the release fork 28 and moved to the input side (leftward in the figure).

A release cylinder 30 is provided on the outside of the clutch housing 21. The release cylinder 30 has a piston 32 that is movably housed inside the cylinder body 31 to partition the hydraulic chamber, and a push whose base end side is fixed to the piston 32 and whose tip end side is in contact with the release fork 28. It includes a rod 33 and a spring 34 provided in the cylinder body 31 to hold the push rod 33 between the piston 32 and the release fork 28. The release cylinder 30 is connected to the master cylinder 60 via a pipe 35.

The master cylinder 60 includes a reserve tank 61 for storing hydraulic oil, a piston 63 which is movably housed inside the cylinder body 62 to partition a hydraulic chamber, and a base end side fixed to the piston 63 and a tip side. A rod 64 connected to the clutch pedal 70 and a return spring 65 provided in the hydraulic chamber to urge the piston 63 are provided. Further, the master cylinder 60 is provided with a clutch stroke sensor 93 that detects the clutch stroke amount S from the movement amount of the rod 64.

In the clutch device 20, when the driver depresses the clutch pedal 70, the piston 32 is stroke-moved integrally with the push rod 33 by the hydraulic pressure supplied from the master cylinder 60 to the release cylinder 30, and the release fork 28 is counterclockwise in the drawing. By rotating around and pressing the release bearing 27, it is possible to switch from the "fastened state" to the "disengaged state". On the other hand, in the clutch device 20, when the driver releases the clutch pedal 70, the clutch facing 23 of the clutch disc 22 is pressed against the flywheel 12 by the elastic force of the diaphragm spring 26, so that the clutch device 20 changes from the “disengaged state” to the “engaged state”. It can be switched to. In the following, a state in which torque is transmitted from the flywheel 12 side to the clutch disc 22 side while the flywheel 12 and the clutch disc 22 rotate at different rotation speeds is referred to as a "half-clutch state" of the clutch device 20.

The transmission 40 is a manual transmission that shifts and operates in response to the operation of the transmission operating device 70 provided in the driver's cab, and mainly includes a transmission case 41, an input shaft 42, an output shaft 43, and a counter shaft 44. It is provided with a plurality of transmission gear trains 45, a synchronization device (not shown), and the like.

The plurality of transmission gear trains 45 are integrally rotatably coupled (gear-in) with the output shaft 43 or the counter shaft 44 by operating a synchronization device (not shown) in response to the operation of the transmission operation device 70. The plurality of transmission gear trains 45 include at least a low speed gear train for forward starting (for example, 1st and 2nd gears) and a reverse gear train for reverse (hereinafter, these are simply starting gears). ). The transmission 40 is not limited to the input reduction type shown in the illustrated example, and may be an output reduction type.

The vehicle 1 is provided with various sensors such as an engine speed sensor 90, an accelerator opening sensor 91, a vehicle speed sensor 92, a clutch stroke sensor 93, and a shift position sensor 94.

The engine speed sensor 90 detects the engine speed Ne from the crankshaft 11 (or flywheel 12). The accelerator opening sensor 91 detects the accelerator opening Ac according to the amount of depression of the accelerator pedal 71. The vehicle speed sensor 92 detects the vehicle speed V of the vehicle 1 from the propeller shaft 46 (or the output shaft 43, the

drive shafts

48L, 48R, the

drive wheels

49L, 49R, etc.). The clutch stroke sensor 93 detects the clutch stroke amount S from the movement amount of the rod 64 of the master cylinder 60. The clutch stroke sensor 93 may be provided in another portion of the clutch device 20 as long as it can detect the clutch stroke amount S. The shift position sensor 94 detects the current gear stage of the transmission 40 according to the operating position of the speed change operating device 70. The sensor values of these various sensors 90 to 94 are transmitted to the electrically connected control device 100.

[Control device]
FIG. 2 is a schematic functional block diagram showing the control device 100 according to the present embodiment and related peripheral configurations.

The control device 100 is, for example, a device that performs calculations such as a computer, and is a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input port, and an output port connected to each other by a bus or the like. Etc., and execute the program.

Further, the control device 100 executes the program to execute the engine speed acquisition unit 110, the accelerator opening degree acquisition unit 120, the clutch engagement rate acquisition unit 130 (engagement degree acquisition unit), the engine control unit 140, and the rotation speed limit control unit 150. It functions as a device equipped with (rotation speed control unit). Each of these functional elements will be described as being included in the control device 100, which is integrated hardware in the present embodiment, but any part of these may be provided in separate hardware.

The engine speed acquisition unit 110 acquires the engine speed Ne transmitted from the engine speed sensor 90. The engine speed Ne acquired by the engine speed acquisition unit 110 is transmitted to the engine control unit 140 and the speed limit control unit 150.

The accelerator opening degree acquisition unit 120 acquires the accelerator opening degree Ac transmitted from the accelerator opening degree sensor 91. The accelerator opening degree Ac acquired by the accelerator opening degree acquisition unit 120 is transmitted to the engine control unit 140 and the rotation speed limit control unit 150.

The clutch engagement rate acquisition unit 130 acquires the clutch engagement rate D (engagement degree) of the clutch device 20 based on the clutch stroke amount S transmitted from the clutch stroke sensor 93. The clutch engagement rate D acquired by the clutch engagement rate acquisition unit 130 is transmitted to the rotation speed limit control unit 150.

The engine control unit 140 determines the output torque of the engine 10 based on the required torque according to the engine speed Ne transmitted from the engine speed acquisition unit 110 and the accelerator opening Ac transmitted from the accelerator opening acquisition unit 120. Engine control is performed to control the fuel injection amount of the injector I so as to obtain the desired required torque. When the engine 10 is a premixed gasoline engine or the like, the engine control unit 140 may control the throttle opening degree instead of the fuel injection amount of the injector I.

Rotational speed limit control unit 150, when starting operation to start the vehicle 1 from the stopped state, also depresses the driver increases the accelerator pedal 71, the increase in the engine speed Ne by the engine control unit 140 a predetermined limit rotational speed Ne _{_lim} The rotation speed limit control limited by (threshold rotation speed) is performed. Here, the predetermined limit rotation speed _{Ne_Lim} is set based on the engine rotation speed Ne in which the _{engine 10 outputs the maximum torque T_Max} with respect to the accelerator opening degree Ac.

Specifically, the memory of the control device 100 has an accelerator opening characteristic such as defining the relationship between the engine speed Ne and the output torque T under the condition that the accelerator opening Ac is constant as shown in FIG. Map M1 is stored.

In the map M1, each line L is set to increase the output torque T as the engine speed Ne increases, and gradually decrease the output torque T when the predetermined speed is exceeded. Further, in the map M1, the line L located above corresponds to the case where the accelerator opening Ac is larger, and the line L1 corresponds to the case where the accelerator opening Ac is the maximum (when the accelerator pedal 71 is substantially fully opened). Shows the characteristics of. Further, in the map M1, the increment of the output torque T with respect to the increase in the accelerator opening degree Ac is set to be smaller as the interval between the lines L becomes narrower. The map M1 does not need to be stored as a graph, and may be stored as numerical data.

The rotation speed limit control unit 150 first opens the accelerator from the map M1 when _{the accelerator opening Ac becomes equal to} or greater than the predetermined threshold opening Ac _thv due to the depression of the accelerator pedal 71 accompanying the driver's starting operation. with reading the maximum torque _{T _MAX} line L in accordance with the degree Ac, it sets the engine speed Ne corresponding to the maximum torque _{T _MAX} read as a limit rotational speed _{Ne _lim.} The predetermined threshold opening _{Ac_thv} may be set based on, for example, the accelerator opening Ac (for example, about 80%) in the operating region where the interval between the lines L of the map M1 is narrowed. The degree of opening of the threshold opening _{Ac_thv} may be appropriately set according to the specific specifications of the engine 10 and the like.

Next, when the engine speed Ne reaches the limit speed _{Ne_Lim} , the speed limit control unit 150 limits the increase in the engine speed Ne by the limit speed _{Ne_Lim} , in other words, the engine speed Ne is limited. Start the rotation speed limit held at a few _{Ne_Lim.} The rotation speed limit is set to a predetermined first engagement rate D1 (for example, about 30) in which the clutch engagement rate D transmitted from the clutch engagement rate acquisition unit 130 is before the half-clutch state as the driver releases the clutch pedal 70. %) Is maintained for a period of time until it reaches.

Next, when the clutch engagement rate D reaches a predetermined second engagement rate D2 (for example, about 50%) indicating a half-clutch state, the rotation speed limit control unit 150 puts the clutch device 20 in a completely engaged state (clutch engagement rate D). The rotation speed limit is released by gradually increasing the _{limit rotation speed Ne_Lim} over the period until the switch to (= about 100%). _{The rotation speed limit is released, for example, by causing} _{the limit rotation speed Ne_Lim} to reach a desired target engine rotation speed Ne_Tag according to the accelerator opening degree Ac during the period until the clutch device 20 transitions to the fully engaged state. Just do it.

Hereinafter, an example of the rotation speed limit control according to the present embodiment will be described based on the timing chart shown in FIG. _{The timing chart of FIG. 4 shows an example in which the driver depresses the accelerator pedal 71 to the threshold opening degree Ac _thv} or more when the vehicle 1 starts on an uphill road or in a state where the load is heavy. ..

At time t0 shown in FIG. 4, the clutch device 20 is disengaged by the driver's depression of the clutch pedal 70, the starting gear train of the transmission 40 is in the neutral state, and the engine 10 is idling. , Indicates a state in which the vehicle 1 is stopped. Further, the time t1 is the start time of the starting operation in which the driver gears in the starting gear train of the transmission 40 in order to start the vehicle 1.

At time t2, when the driver depresses the accelerator pedal 71 to the threshold opening Ac _{_thv} or more, the rotation speed limit control unit 150 increases the engine speed Ne, and the output torque T becomes the maximum torque T _{_Max} . Limit The number of _revolutions to be limited by Ne_Lim is started. Specifically, when the engine speed Ne, which started to rise from time t2 by depressing the accelerator pedal 71 _{, reaches the limit speed Ne_Lim} at time t3, the speed limit control unit 150 sets the engine speed Ne. _Starts the rotation speed limit that holds the limit rotation speed Ne_Lim.

When the driver starts the opening operation of the clutch pedal 70 at time t4, the clutch engagement rate D starts to gradually increase. Rotation speed limit control over a period until the clutch engagement D reaches a predetermined first engagement rate D1 (for example, engagement rate 30%, stroke rate 70%) before the half-clutch state at time t5. The unit 150 continues the rotation speed limit for holding the engine rotation speed Ne at the limit rotation speed _{Ne_Lim.}

After that, when the clutch engagement D reaches a predetermined second engagement rate D2 (for example, engagement rate 50%, stroke rate 50%) indicating a half-clutch state at time t6, the maximum of the engine 10 is applied to the drive system of the vehicle 1. As the torque _{T_Max} begins to be transmitted, the vehicle 1 gradually starts. At the same time, the rotation speed limit control unit 150 starts releasing the rotation speed limit by gradually increasing the _{limit rotation speed Ne_Lim.}

From time t6 to time t7 when the clutch device 20 switches to the fully engaged state, the rotation speed limit control unit 150 _{gradually increases the limit rotation speed Ne_Lim according} to the clutch engagement rate D, and finally To increase the limit rotation speed _{Ne_Lim} _{to the target engine speed Ne_Tag} corresponding to the accelerator opening degree Ac. That is, at the same time that the clutch device 20 is switched to complete engagement, the vehicle 1 can quickly accelerate and travel. At time t7, when the clutch device 20 is switched to complete engagement and the limit rotation speed _{Ne_Lim rises} to the final target engine speed _{Ne_Tag} , the rotation speed limit control is terminated.

In this way, by performing the rotation speed limit control that limits the increase in the engine rotation speed Ne at the start operation of the vehicle 1 by the limit rotation speed _{Ne_Lim} _{at which the output torque T of the engine 10 becomes the maximum torque T_Max.} The driving force can be effectively transmitted to the drive system of the vehicle 1. As a result, the vehicle 1 can be smoothly started even at the time of the limit start when the vehicle 1 starts on a slope or in a state where the load is heavy. Further, the driver can surely start the vehicle 1 only by operating the clutch to return the clutch pedal 70 while the accelerator pedal 71 is depressed, and the starting operability can be effectively improved. Further, during the transition period until the clutch device 20 switches from the half-clutch state to the fully engaged state, the limit rotation speed Ne_Lim is gradually increased to release the rotation speed limit, so that the engine speed Ne accompanying the limit release is _achieved. It is also possible to accelerate the vehicle 1 quickly at the same time as the clutch is completely engaged, while effectively preventing the sudden rise of the vehicle.

Next, the processing flow of the rotation speed limit control according to the present embodiment will be described with reference to FIG.

In step S100, it is determined whether or not the vehicle 1 is stopped, the clutch device 20 is in the disengaged state, and the transmission 40 is in the in-gear state in the starting stage. Whether or not the vehicle 1 is stopped is determined based on the sensor value of the vehicle speed sensor 92, and whether or not the clutch device 20 is in the disengaged state is determined based on the sensor value of the clutch stroke sensor 93. Whether or not is in the in-gear may be determined based on the sensor value of the shift position sensor 94. If yes, the control proceeds to step S110, and if no, the control is returned.

In step S110, it is determined whether or not _{the accelerator opening degree Ac is equal to} or greater than a predetermined threshold value opening degree Ac_thv by the driver's depression operation of the accelerator pedal 71. When the accelerator opening degree Ac is _{equal to} or greater than the predetermined threshold value opening degree Ac_thv (Yes), this control proceeds to step S120. On the other hand, when the accelerator opening degree Ac is _{smaller than the predetermined threshold value opening degree Ac_thv} (No), this control is returned. When returned, the vehicle 1 starts by a normal starting operation that harmonizes the accelerator operation and the clutch operation.

_{In step S120, the limit rotation speed Ne_Lim} is set by referring to the map M1 based on the accelerator opening degree Ac and reading the engine rotation speed Ne corresponding _{to the maximum torque T_Max.}

In step S130, it is determined whether or not the engine speed Ne has _{reached the limit speed Ne_Lim.} When the engine speed Ne reaches the limit speed _{Ne_Lim} (Yes), this control proceeds to step S140, and the increase in the engine speed Ne _{is limited by the limit speed Ne_Lim} , in other words, the engine speed Ne is limited. The rotation speed limit held at the rotation speed _{Ne_Lim is executed.} On the other hand, when the engine speed Ne _{does not reach the limit speed Ne_Lim} (No), this control repeats the determination in step S130.

In step S150, it is determined whether or not the clutch engagement D has reached a predetermined first engagement rate D1 (for example, engagement rate 30%) before the half-clutch state. When the clutch engagement D reaches the first engagement rate D1 (Yes), this control proceeds to step S160. On the other hand, when the clutch engagement D has not reached the first engagement rate D1 (No), this control is returned to the process of step S140. That is, the rotation speed limit for holding the _{engine rotation speed Ne at the limit rotation speed Ne_Lim} is continuously executed until the clutch engagement D reaches the first engagement rate D1.

In step S160, it is determined whether or not the clutch engagement D has reached a predetermined second engagement rate D2 (for example, engagement rate 50%) indicating a half-clutch state. When the clutch engagement D reaches the second engagement rate D2 (Yes), this control proceeds to step S170. On the other hand, when the clutch engagement D has not reached the second engagement rate D2 (No), this control repeats the determination in step S160.

In step S170, the rotation speed limit release process of _{gradually increasing the limit rotation speed Ne_Lim} to raise the limit rotation speed Ne_Tag to the target engine speed _{Ne_Tag is started.} Next, in step S180, it is determined whether or not the clutch device 20 has been switched to the fully engaged state. If the clutch device 20 has not been switched to complete engagement (No), this control returns to the process of step S170. On the other hand, when the clutch device 20 is switched to complete engagement (Yes), the rotation speed limit is terminated, and this control is then returned.

According to the present embodiment described in detail above, even if the accelerator pedal 71 is greatly depressed during the starting operation of the vehicle 1, the engine speed Ne increases and the output torque T of the engine 10 becomes the _{maximum torque T_Max.} It is configured to perform rotation speed limit control limited by _{Ne_Lim.} As a result, the driving force can be effectively transmitted to the drive system of the vehicle 1, and the vehicle 1 can be smoothly started even at the limit start when the vehicle 1 starts on an uphill road or in a state where the load is heavy. It will be possible. Further, the driver can surely start the vehicle 1 only by operating the clutch to return the clutch pedal 70 while the accelerator pedal 71 is depressed, and the starting operability can be effectively improved.

Further, the rotation speed limit control is configured to be released by gradually increasing the _{limit rotation speed Ne_Lim} during the transition period until the clutch device 20 switches from the half-clutch state to the fully engaged state. This makes it possible to effectively prevent a sudden increase in the engine speed Ne due to the release of the speed limit, and further, it is possible to accelerate the vehicle 1 quickly at the same time as the clutch is completely engaged.

[Other]
The present disclosure is not limited to the above-described embodiment, and can be appropriately modified and implemented without departing from the spirit of the present disclosure.

For example, the clutch device 20 is not limited to the dry single-plate clutch shown in the illustrated example, and may be a wet clutch or the like. Further, in addition to the clutch stroke sensor 93, a sensor for detecting the pressure in the hydraulic chamber of the master cylinder 60 and a sensor for detecting the pedaling force of the clutch pedal 70 are provided, and the clutch engagement rate acquisition unit 130 sets the output values of these sensors. Based on this, the clutch engagement rate D (engagement degree) may be acquired. Further, the clutch engagement rate D may be obtained from the difference between the input / output rotation speeds of the clutch device 20.

This application is based on a Japanese patent application (Japanese Patent Application No. 2019-172275) filed on September 20, 2019, the contents of which are incorporated herein by reference.

The vehicle control device and control method according to the present disclosure can smoothly start the vehicle even when the vehicle starts from an uphill road or when the vehicle starts with a heavy load.

1 Vehicle 10 Engine 20 Clutch device 40

Transmission

49L, 49R Drive wheel 90 Engine rotation speed sensor 91 Accelerator opening sensor 93 Clutch stroke sensor 100 Control device 110 Engine rotation speed acquisition unit 120 Accelerator opening acquisition unit 130 Clutch engagement rate acquisition unit (Conclusion degree acquisition department)
140 Engine control unit 150 Rotation speed limit control unit (rotation speed control unit)

Claims

A vehicle control device in which the output torque of the engine is transmitted to the drive wheels via the clutch device.
An accelerator opening acquisition unit that acquires the accelerator opening of the engine according to the accelerator operation, and an accelerator opening acquisition unit.
The output torque is maximized based on the accelerator opening degree acquired when the vehicle is started, in which the clutch device is switched from the disengaged state in which the transmission of the output torque is cut off to the engaged state in which the output torque is transmitted. The vehicle is characterized by comprising a rotation speed control unit that sets the rotation speed of the engine to a predetermined threshold rotation speed and limits the rotation speed of the engine by the threshold rotation speed. Control device.
Further provided with a engagement degree acquisition unit for acquiring the clutch engagement degree of the clutch device according to the clutch operation.
When the acquired degree of engagement reaches a predetermined degree of engagement indicating a half-clutch state of the clutch device, the rotation speed control unit releases the rotation speed limitation by gradually increasing the threshold rotation speed. The vehicle control device according to claim 1.
When the rotation speed of the engine, which rises in response to the accelerator operation, reaches the threshold rotation speed, the rotation speed control unit keeps the rotation speed of the engine at the threshold rotation speed to limit the rotation speed. The vehicle control device according to claim 1 or 2.
It is a vehicle control method in which the output torque of the engine is transmitted to the drive wheels via the clutch device.
The output torque is based on the accelerator opening of the engine in response to the accelerator operation when the vehicle is started, in which the clutch device is switched from the disengaged state in which the transmission of the output torque is cut off to the engaged state in which the output torque is transmitted. A vehicle control method, characterized in that the rotation speed of the engine at which is maximized is set to a predetermined threshold rotation speed, and the rotation speed limitation of limiting the increase in the rotation speed of the engine by the threshold rotation speed is performed.
When the degree of clutch engagement of the clutch device in response to the clutch operation reaches a predetermined degree of engagement indicating the half-clutch state of the clutch device, the threshold rotation speed is gradually increased to release the rotation speed limitation. Item 4. The vehicle control method according to item 4.
According to claim 4 or 5, when the engine speed that increases in response to the accelerator operation reaches the threshold speed, the engine speed is held at the threshold speed to limit the speed. The vehicle control method described.