JP2021119064A - Vehicle control method and control device - Google Patents

Abstract

To provide a vehicle control method that can suppress a cost increase, and to provide a vehicle control device.SOLUTION: A controller 4 sets a gear position on a one-stage higher speed side from the current gear position as a target gear position when detecting that a clutch pedal switch 14 is turned on, and sets a gear position on a one-stage lower speed side from the current gear position as a target gear position when detecting that the clutch pedal switch 14 is turned off while detecting that a neutral position switch 15 is turned on.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control method and a control device.

In Patent Document 1, the target gear position of the manual transmission after shifting is set based on the output signal of the shift position sensor attached to the shift lever mechanism, and the target engine speed corresponding to the target gear position is set during the shifting operation. A technique for feedback-controlling the engine speed is disclosed so as to be.

Japanese Unexamined Patent Publication No. 2007-32341

However, in the above-mentioned prior art, there is a problem that a cost increase is caused because a dedicated sensor for detecting a shift position is required.
An object of the present invention is to provide a vehicle control method and a control device capable of suppressing an increase in cost.

In the present invention, when the depression operation of the clutch pedal is detected, the gear position on the one-step higher speed side than the current gear position estimated from the vehicle speed and the engine rotation speed is set as the target gear position, and the shift lever is neutralized. When the clutch pedal depressing operation is detected while the position is detected, the gear position one step lower than the current gear position is set as the target gear position.

Therefore, in the present invention, since a dedicated sensor is not required, it is possible to suppress an increase in cost.

It is a system diagram of the vehicle 100 of Embodiment 1. It is a flowchart which shows the flow of rotation synchronization feedback control of Embodiment 1. FIG. It is a time chart which shows the operation of the rotation synchronization feedback control of Embodiment 1 at the time of 3 → 2 downshift. It is a time chart which shows the operation of the rotation synchronization feedback control of Embodiment 1 at the time of 5 → 3 downshift. It is a flowchart which shows the flow of rotation synchronization feedback control of Embodiment 2. It is a time chart which shows the operation of the rotation synchronization feedback control of Embodiment 2 at the time of 5 → 3 downshift.

[Embodiment 1]
FIG. 1 is a system diagram of the vehicle 100 of the first embodiment.
The engine 1 mounted on the vehicle 100 has an electronically controlled throttle valve 3 for controlling the intake air amount in the intake passage 2. The opening degree of the electronically controlled throttle valve 3 is controlled by the controller 4.
Although illustration and description of the fuel supply system of the engine 1 are omitted, the amount of fuel supplied is controlled by the controller 4 so as to have a desired air-fuel ratio with respect to the amount of intake air.

A manual transmission 6 is connected to the output side of the engine 1 via a clutch 5. The clutch 5 is, for example, a dry single-plate clutch, which is engaged when the clutch pedal 7 is in the initial position (when not operated), and is released when the driver depresses the clutch pedal 7.
The gear position of the manual transmission 6 can be switched by operating the shift lever 6a of the driver.

The controller 4 executes rotation-synchronized feedback control, which is engine control at the time of shifting, based on signals input from various sensors. The details of the rotation motive feedback control will be described above.
The accelerator pedal sensor 11 detects the operation amount (accelerator opening degree) APO of the accelerator pedal 8 and outputs a corresponding signal.
The crank angle sensor 12 outputs a signal synchronized with the rotation of the crankshaft of the engine 1, and can detect the engine speed Ne from this signal.
The vehicle speed sensor 13 detects the vehicle speed (output shaft rotation speed of the manual transmission 6) V of the vehicle 100 and outputs a corresponding signal.

The clutch pedal switch 14 outputs an ON / OFF signal according to the position of the clutch pedal 7, outputs an OFF signal when the clutch pedal 7 is not operated, and outputs an ON signal when the clutch pedal 7 is operated.
The neutral position switch 15 outputs an ON signal when the shift lever 6a is in the neutral position (neutral region), and outputs an OFF signal when the shift lever 6a is in a shift position other than the neutral position.

The controller 4 obtains Td based on the accelerator opening APO and the engine speed Ne. Normally (when not shifting), the controller 4 sets the target engine torque tTe as the driver required torque Td, and calculates the target throttle opening tTVO based on the target engine torque tTe and the engine speed Ne. The controller 4 controls the opening degree of the electronically controlled throttle valve 3 so that the target throttle opening degree tTVO is obtained. On the other hand, the controller 4 aims to reduce the engagement shock when engaging the clutch 5 at the time of shifting, and performs rotation-synchronous feedback control as shown below in calculating the target engine torque tTe.

FIG. 2 is a flowchart showing the flow of rotation synchronization feedback control according to the first embodiment. This flowchart is repeatedly executed at a predetermined calculation cycle.
In step S1, it is determined whether the vehicle speed V of the vehicle 100 is equal to or higher than the predetermined vehicle speed V0. If YES, proceed to step S2, and if NO, proceed to step S19. The predetermined vehicle speed V0 is set to, for example, 20 to 30 Km / h because the calculation accuracy of the gear position deteriorates when the vehicle speed V is too low.
In step S2, it is determined whether the neutral position switch 15 is ON. If YES, proceed to step S15, and if NO, proceed to step S3.

In step S3, it is determined whether the clutch pedal switch 14 is ON. If YES, proceed to step S4, and if NO, proceed to step S19.
In step S4, it is determined whether the rotation synchronization feedback control flag Fa is set (= 1). If YES, proceed to step S16, and if NO, proceed to step S5. Fa = 1 indicates that rotation synchronization feedback control is in progress.
In step S5, the rotation synchronization feedback control flag Fa is set (= 1).

In step S6, the current gear position is estimated from the vehicle speed V and the engine speed Ne.
In step S7, the target gear position is set to a gear position one step higher than the current gear position.
In step S8, the target gear position is set by a select row between the target gear position and the maximum gear position of the manual transmission 6 (for example, 6th speed in the case of a forward 6-speed manual transmission).
In step S9, it is determined whether the clutch pedal switch 14 has been switched from ON to OFF. If YES, proceed to step S10, and if NO, proceed to step S13.

In step S10, the downshift determination flag Fd is set (= 1). Fd = 1 indicates that the downshift is being judged.
In step S11, the target gear position is set to a gear position one step lower than the current gear position.
In step S12, the target gear position is set by the select high between the target gear position and the minimum gear position of the manual transmission 6 (for example, 1st speed in the case of a forward 6-speed manual transmission).

In step S13, the target engine speed tNe is calculated from the target gear position and the vehicle speed V.
In step S14, a target throttle opening tTVO that converges the engine speed Ne to the target engine speed tNe is generated, and rotation-synchronous feedback control that controls the opening of the electronically controlled throttle valve 3 is executed.
In step S15, it is determined whether the rotation synchronization feedback control flag Fa is set (= 1). If YES, proceed to step S16, and if NO, proceed to return.
In step S16, it is determined whether the downshift determination flag Fd is set (= 1). If YES, proceed to step S17, and if NO, proceed to return.
In step S17, it is determined whether the clutch pedal switch 14 has been switched from ON to OFF. If YES, proceed to step S18, and if NO, proceed to step S13.

In step S18, the target gear position is set to a gear position one step lower than the current gear position.
In step S19, the rotation synchronization feedback control flag Fa is reset (= 0). Fa = 0 indicates that rotation synchronization feedback control is not in progress.
In step S20, the current gear position is estimated from the vehicle speed V and the engine speed Ne.
In step S21, the target gear position is set to the current gear position.
In step S22, the downshift determination flag Fd is reset (= 0). Fd = 0 indicates that Fd = 1 is not in the process of downshifting.

Next, the action and effect of the first embodiment will be described.
FIG. 3 is a time chart showing the operation of the rotation synchronization feedback control of the first embodiment at the time of 3 → 2 downshift. The vehicle speed V shall be equal to or higher than the predetermined vehicle speed V0.
At time t1, the driver depresses the clutch pedal 7, so the clutch 5 is released. At this time, since the clutch pedal switch 14 is turned OFF → ON, in the flowchart of FIG. 2, the flow is S1 → S2 → S3 → S4 → S5 → S6 → S7 → S8 → S9 → S13 → S14. In step S4, the rotation synchronization feedback control flag Fa is set, and in step S7, the gear position (4th gear) on the one-step higher speed side from the current gear position (3rd gear) is set as the target gear position. In step S13, the target engine speed tNe is set to the target engine speed tNe corresponding to the third speed. When the rotation synchronization feedback control flag Fa is set, in the flowchart of FIG. 2, the flow is S1 → S2 → S3 → S4 → S16 → S9 → S13 → S14. In the section of time t1-t2, the engine speed Ne decreases due to the feedback control to the target engine speed tNe corresponding to the third speed.

At time t2, the driver operates the shift lever 6a to the neutral position, so that the gear position of the manual transmission 6 becomes the neutral position. At this time, since the neutral position switch 15 is turned from OFF to ON, in the flowchart of FIG. 2, the flow is S1 → S2 → S15 → S16 → S9 → S13 → S14. Since the target gear position does not change, the engine speed Ne decreases in the section at time t2-t3 by the feedback control to the target engine speed tNe corresponding to the third gear, as in the section at time t1-t2.

At time t3, the driver depresses the clutch pedal 7, so that the clutch 5 is engaged. At this time, since the clutch pedal switch 14 is turned ON → OFF, in the flowchart of FIG. 2, the flow is S1 → S2 → S15 → S16 → S9 → S10 → S11 → S12 → S13 → S14. In step S10, the downshift determination flag Fd is set, and in step S11, the gear position (2nd gear) one step lower than the current gear position (3rd gear) is set as the target gear position. In step S13, the target engine speed tNe is set to the engine speed corresponding to the second speed. When the downshift determination flag Fd is set, in the flowchart of FIG. 2, the flow is S1 → S2 → S15 → S16 → S17 → S13 → S14. In the section of time t3-t4, the engine speed Ne rises due to the feedback control to the target engine speed tNe corresponding to the second speed, and substantially coincides with the target engine speed tNe.

At time t4, the driver depresses the clutch pedal 7, so the clutch 5 is released. At this time, the clutch pedal switch 14 is turned from OFF to ON.
At time t5, since the driver operated the shift lever 6a to the shift position corresponding to the second gear, the gear position of the manual transmission 6 is switched from the gear position corresponding to the third gear to the gear position corresponding to the second gear. At this time, in the flowchart of FIG. 2, the flow is S1 → S2 → S3 → S4 → S16 → S17 → S13 → S14.

At time t6, the driver depresses the clutch pedal 7, so that the clutch 5 is engaged. At this time, since the clutch pedal switch 14 is turned ON → OFF, in the flowchart of FIG. 2, the flow is S1 → S2 → S3 → S19 → S20 → S21 → S22. In step S19, the rotation synchronization feedback control flag Fa is reset, in step S20, the current gear position is updated from the vehicle speed V and the engine speed Ne, and in step S21, the target gear position is set to the current gear position. In S22, the downshift judgment flag Fd is reset.

As described above, when the clutch 5 is engaged when the downshift is completed, the engine speed Ne rises to the target engine speed tNe according to the target gear position and the vehicle speed V by the rotation synchronous feedback control. The engagement shock (shift shock) caused by the rotational step between the upstream side (engine side) and the downstream side (transmission side) of the clutch 5 can be reduced, and the downshift can be completed smoothly. The same applies to the case of upshifting, and shift shock can be reduced by rotation-synchronized feedback control.

Here, the target gear position needs to match the shift position of the shift lever 6a, but the vehicle 100 of the first embodiment does not have a sensor for detecting the shift position. When the depression operation of the clutch pedal 7 is detected, the controller 4 determines downshifting or upshifting based on the state of the clutch pedal 7 and whether or not the shift lever 6a is in the neutral position. The controller 4 sets the target gear position based on the current gear position estimated from the vehicle speed V and the engine speed Ne and the determination of downshifting or upshifting.

Generally, in MT vehicles, a double clutch is used to reduce shift shock when downshifting is completed. The double clutch raises the engine speed by temporarily engaging the clutch 5 and blipping the accelerator with the shift lever in the neutral position, then releases the clutch again to shift down, and the engine speed drops. The clutch is engaged before it is exhausted. Therefore, when the depressing operation of the clutch pedal 7 is detected while the neutral position of the shift lever 6a is detected, it can be determined that the driver intends to downshift. On the other hand, when the depressing operation of the clutch pedal 7 is not detected while the neutral position of the shift lever 6a is detected, it can be determined that the driver intends to upshift.

Therefore, in the first embodiment, when the ON of the clutch pedal switch 14 is detected, the gear position one step higher than the current gear position is set as the target gear position, and the ON of the neutral position switch 15 is detected. When OFF of the clutch pedal switch 14 is detected in this state, the gear position on the one-step lower speed side than the current gear position is set to the target gear position. As a result, the target gear position can be set according to the shift position by using the inexpensive clutch pedal switch 14 and the neutral position switch 15 without using a dedicated sensor for detecting the shift position, so that the cost increase can be suppressed. ..

Further, in the first embodiment, as soon as the ON of the clutch pedal switch 14 is detected, the gear position on the one-step higher speed side than the current gear position is set to the target gear position, so that the shift lever 6a is in the neutral position. Compared to the case where the upshift is judged after confirming that the double clutch was not performed in the state of, the engine speed Ne is set to the target engine speed tNe corresponding to the gear position on the one-step high speed side earlier. It is possible to further alleviate the shift shock.
Further, when the driver downshifts by using the double clutch, the engine speed Ne is increased by the rotation synchronous feedback control, so that the accelerator blipping is unnecessary and the driver's operating load can be reduced.
Also, there are cases where only blipping is performed to adjust the engine speed by operating the accelerator pedal without double clutching during downshifting, but if you need to operate the brake pedal before cornering or during cornering, heel & toe Since the right foot is required to perform advanced and complicated operations such as, the brake pedal operation may become unstable. According to this embodiment, if the clutch pedal is operated with the left foot that is free even while the brake pedal is being operated, the engine speed can be adjusted accurately without blipping, so that even a general driver can achieve heel and toe equivalent. The right foot can be safely downshifted by focusing on the brake pedal operation.

FIG. 4 is a time chart showing the operation of the rotation synchronization feedback control of the first embodiment at the time of 5 → 3 downshift. The vehicle speed V shall be equal to or higher than the predetermined vehicle speed V0.
The section at time t1-t5 is the same as the section at time t1-t5 shown in FIG. 3, except that the 3 → 2 downshift becomes a 5 → 4 downshift, and thus the description thereof will be omitted.
At time t5, the driver depresses the clutch pedal 7, so that the clutch 5 is engaged. At this time, since the clutch pedal switch 14 is turned ON → OFF, in the flowchart of FIG. 2, the flow is S1 → S2 → S15 → S16 → S17 → S18 → S13 → S14. In step S18, a gear position (3rd gear) on the one-step lower speed side from the current target gear position (4th gear) is set as the target gear position. In step S13, the target engine speed tNe is set to the engine speed corresponding to the third speed. After that, the flow is S1 → S2 → S15 → S16 → S17 → S13 → S14, and in the section at time t5-t6, the engine speed Ne rises due to feedback control to the target engine speed tNe corresponding to the 3rd speed. ..

At time t6, the driver depresses the clutch pedal 7, so the clutch 5 is released. At this time, the clutch pedal switch 14 is turned from OFF to ON.
At time t7, since the driver operated the shift lever 6a to the shift position corresponding to the 3rd gear, the gear position of the manual transmission 6 is switched from the gear position corresponding to the 4th gear to the gear position corresponding to the 3rd gear. At this time, in the flowchart of FIG. 2, the flow is S1 → S2 → S3 → S4 → S16 → S17 → S13 → S14.

At time t8, the driver depresses the clutch pedal 7, so that the clutch 5 is engaged. At this time, since the clutch pedal switch 14 is turned ON → OFF, in the flowchart of FIG. 2, the flow is S1 → S2 → S3 → S19 → S20 → S21 → S22. In step S19, the rotation synchronization feedback control flag Fa is reset, in step S20, the current gear position is updated from the vehicle speed V and the engine speed Ne, and in step S21, the target gear position is set to the current gear position. In S22, the downshift judgment flag Fd is reset.

As described above, when the OFF of the clutch pedal switch 14 is detected a plurality of times (twice in FIG. 4) while the ON of the neutral position switch 15 is detected, the controller 4 has the number of stages (FIG. 4). The gear position on the low speed side (3rd gear in FIG. 4) is set to the target gear position by the amount of 2nd gear in 4. As a result, even when the driver downshifts in a so-called jump stage, the engine speed Ne can be controlled to the target engine speed tNe corresponding to the gear position after the shift, and the shift shock can be reduced.

[Embodiment 2]
Since the basic configuration of the second embodiment is the same as that of the first embodiment, only the parts different from the first embodiment will be described.
FIG. 5 is a flowchart showing the flow of rotation synchronization feedback control according to the second embodiment. This flowchart is repeatedly executed at a predetermined calculation cycle. In addition, the step which performs the same process as the flowchart of FIG. 2 in FIG. 5 is given the same step number. Hereinafter, only the step of performing the process different from that of FIG. 2 will be described.
In step S23, it is determined whether or not the accelerator pedal 8 has been operated by the signal from the accelerator pedal sensor 11. If YES, proceed to step S18, and if NO, proceed to step S13.

Next, the action and effect of the second embodiment will be described.
FIG. 6 is a time chart showing the operation of the rotation synchronization feedback control of the second embodiment at the time of 5 → 3 downshift. The vehicle speed V shall be equal to or higher than the predetermined vehicle speed V0.
Since the section at time t1-t5 is the same as the section at time t1-t5 shown in FIG. 4, the description thereof will be omitted.
At time t5, since the driver has started to depress the accelerator pedal 8, the operation of the accelerator pedal 8 is detected by the signal of the accelerator pedal sensor 11. At this time, in the flowchart of FIG. 5, the flow is S1 → S2 → S15 → S16 → S17 → S23 → S18 → S13 → S14. In step S18, a gear position (3rd gear) on the one-step lower speed side from the current target gear position (4th gear) is set as the target gear position. In step S13, the target engine speed tNe is set to the engine speed corresponding to the third speed. After that, the flow is S1 → S2 → S15 → S16 → S17 → S23 → S13 → S14. Rise.

At time t6, since the driver operated the shift lever 6a to the shift position corresponding to the third gear, the gear position of the manual transmission 6 is switched from the gear position corresponding to the fourth gear to the gear position corresponding to the third gear. At this time, in the flowchart of FIG. 5, the flow is S1 → S2 → S3 → S4 → S16 → S17 → S23 → S13 → S14.
At time t7, the driver depresses the clutch pedal 7, so that the clutch 5 is engaged. At this time, since the clutch pedal switch 14 is turned ON → OFF, in the flowchart of FIG. 5, the flow is S1 → S2 → S3 → S19 → S20 → S21 → S22. In step S19, the rotation synchronization feedback control flag Fa is reset, in step S20, the current gear position is updated from the vehicle speed V and the engine speed Ne, and in step S21, the target gear position is set as the current gear position, and the step In S22, the downshift judgment flag Fd is reset.

As described above, the controller 4 depresses the accelerator pedal 8 when the depressing operation of the accelerator pedal 8 is detected after the clutch pedal switch 14 is turned off while the neutral position switch 15 is detected to be ON. The gear position on the low speed side (3rd gear in FIG. 6) is set as the target gear position by the number of stages (1st gear in FIG. 6) for the number of times (1 time in FIG. 6). Since blipping (accelerator operation) during shifting is performed by the driver to increase the engine speed Ne, by setting the target gear position to the gear position on the low speed side according to the number of blipping, the driver is so-called. Even when downshifting in the jump stage, the engine speed Ne can be controlled to the target engine speed tNe corresponding to the gear position after the shift, and the shift shock can be reduced.

(Other embodiments)
Although the embodiments for carrying out the present invention have been described above based on the embodiments, the specific configuration of the present invention is not limited to the embodiments, and the design changes within a range that does not deviate from the gist of the invention. Etc. are included in the present invention.

1 engine
2 Intake passage
3 Electronically controlled throttle valve
4 controller
5 clutch
6 Manual transmission
6a shift lever
7 Clutch pedal
8 Accelerator pedal
11 Accelerator pedal sensor
12 Crank angle sensor
13 Vehicle speed sensor
14 Clutch pedal switch
15 Neutral position switch
100 vehicles

Claims (4)

A method for controlling a vehicle equipped with a manual transmission having a clutch that cuts off power transmission from the engine to the drive wheels by depressing the clutch pedal.
When the vehicle controller feedback-controls the engine speed to the target engine speed corresponding to the target gear position after shifting of the manual transmission by operating the shift lever,
When the depression operation of the clutch pedal is detected, the gear position on the one-step higher speed side than the current gear position estimated from the vehicle speed and the engine speed is set to the target gear position, and the neutral position of the shift lever is set. When the depressing operation of the clutch pedal is detected in the state where is detected, the gear position on the one step lower speed side than the current gear position is set to the target gear position.
How to control the vehicle. The vehicle control method according to claim 1.
When the clutch pedal depressing operation is detected a plurality of times while the neutral position of the shift lever is detected, the controller sets the gear position on the low speed side to the target gear position by the number of steps corresponding to the number of steps. do,
How to control the vehicle. The vehicle control method according to claim 1.
When the neutral position of the shift lever is detected and the accelerator pedal depression operation is detected after the clutch pedal depression operation is detected, the controller has the number of steps corresponding to the number of depressions of the accelerator pedal. Only the low speed side gear position is set to the target gear position,
How to control the vehicle. A manual transmission with a clutch that shuts off power transmission from the engine to the drive wheels by depressing the clutch pedal.
A clutch pedal operation detection sensor that detects the depression and return operation of the clutch pedal, and
A neutral position detection sensor that detects the neutral position of the shift lever,
A controller that feedback-controls the engine speed to the target engine speed corresponding to the target gear position after shifting of the manual transmission by operating the shift lever.
It is a vehicle control device equipped with
When the depression operation of the clutch pedal is detected, the controller sets the gear position one step higher than the current gear position estimated from the vehicle speed and the engine rotation speed to the target gear position, and shifts the gear. When the clutch pedal depressing operation is detected while the neutral position of the lever is detected, the gear position one step lower than the current gear position is set to the target gear position.
Vehicle control device.

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