WO2021054422A1 - Dispositif de commande de véhicule et procédé de commande - Google Patents

Dispositif de commande de véhicule et procédé de commande Download PDF

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Publication number
WO2021054422A1
WO2021054422A1 PCT/JP2020/035380 JP2020035380W WO2021054422A1 WO 2021054422 A1 WO2021054422 A1 WO 2021054422A1 JP 2020035380 W JP2020035380 W JP 2020035380W WO 2021054422 A1 WO2021054422 A1 WO 2021054422A1
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WO
WIPO (PCT)
Prior art keywords
rotation speed
clutch
engine
vehicle
speed
Prior art date
Application number
PCT/JP2020/035380
Other languages
English (en)
Japanese (ja)
Inventor
一輝 尾崎
Original Assignee
いすゞ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Priority to CN202080065909.9A priority Critical patent/CN114514369A/zh
Publication of WO2021054422A1 publication Critical patent/WO2021054422A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/045—Detection of accelerating or decelerating state
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00

Definitions

  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the threshold rotation speed is gradually increased to release the rotation speed limitation. It is preferable to do so.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a CPU Central Processing Unit
  • ROM Read Only Memory
  • RAM Random Access Memory
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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, 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.
  • 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. ..
  • 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.
  • 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.
  • 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.
  • 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.
  • a predetermined second engagement rate D2 for example, engagement rate 50%, stroke rate 50%
  • the rotation speed limit control unit 150 starts releasing the rotation speed limit by gradually increasing the limit rotation speed Ne_Lim.
  • 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.
  • the rotation speed limit control is terminated.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a predetermined threshold value opening degree Ac_thv by the driver's depression operation of the accelerator pedal 71.
  • this control proceeds to step S120.
  • the accelerator opening degree Ac is smaller than the predetermined threshold value opening degree Ac_thv (No)
  • this control is returned.
  • the vehicle 1 starts by a normal starting operation that harmonizes the accelerator operation and the clutch operation.
  • 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.
  • step S130 it is determined whether or not the engine speed Ne has reached the limit speed Ne_Lim.
  • 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.
  • this control repeats the determination in step S130.
  • 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.
  • a predetermined first engagement rate D1 for example, engagement rate 30%
  • this control proceeds to step S160.
  • 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.
  • 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.
  • a predetermined second engagement rate D2 for example, engagement rate 50%
  • this control proceeds to step S170.
  • this control repeats the determination in step S160.
  • 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.
  • 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.
  • the accelerator pedal 71 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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)

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un dispositif de commande (100) pour un véhicule (1), dans lequel le couple provenant d'une source de force motrice (10) est transmis à des roues motrices (49L, 49R) au moyen d'un dispositif d'embrayage (20), comprenant : une unité d'acquisition de degré d'ouverture d'accélérateur (120) qui acquiert le degré d'ouverture d'accélérateur d'un moteur (10) correspondant à une opération d'accélérateur ; et une unité de commande de vitesse de rotation (150) qui, au moment où le véhicule (1) commence à se déplacer, lequel est le moment auquel le dispositif d'embrayage (20) passe d'un état déconnecté, dans lequel la transmission de couple de sortie est déconnectée, à un état engagé, dans lequel le couple de sortie est transmis, règle la vitesse de rotation du moteur qui maximise le couple de sortie en tant que vitesse de rotation de seuil prédéterminée, sur la base du degré d'ouverture d'accélérateur acquis, et met en œuvre une limitation de la vitesse de rotation afin de limiter une augmentation de la vitesse de rotation du moteur (10) en utilisant la vitesse de rotation de seuil.
PCT/JP2020/035380 2019-09-20 2020-09-18 Dispositif de commande de véhicule et procédé de commande WO2021054422A1 (fr)

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CN202080065909.9A CN114514369A (zh) 2019-09-20 2020-09-18 车辆的控制装置及控制方法

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JP2019172275A JP7287213B2 (ja) 2019-09-20 2019-09-20 車両の制御装置及び、制御方法
JP2019-172275 2019-09-20

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CN113593353A (zh) * 2021-07-30 2021-11-02 吉林大学 一种无变速器电动教练车

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JP7322914B2 (ja) 2021-03-24 2023-08-08 いすゞ自動車株式会社 車載機器取付装置

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JP4192655B2 (ja) 2003-03-31 2008-12-10 三菱ふそうトラック・バス株式会社 機械式自動変速機の制御装置

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