JP6098584B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a stepped transmission, an engine, a clutch capable of connecting and disconnecting the transmission and the engine, a generator driven by the engine and capable of generating power, and storing electric power generated by the generator. The present invention relates to a control device mounted on a vehicle having a potential storage means.

  Conventionally, in order to improve fuel efficiency, it has been studied to collect rotational energy of the engine when the accelerator is off, such as when decelerating, and use it for power supply to an electronic device or the like.

  For example, Patent Document 1 includes a generator driven by an engine and a capacitor and a battery for storing electric power generated by the generator. When the remaining capacity of the battery becomes smaller than a predetermined value, the generator generates power. The battery is charged through a capacitor, and the power generation by the generator is performed mainly when the accelerator is off such as during deceleration.

JP 2014-66136 A

  Here, as a means for improving the fuel consumption performance, there is a method of suppressing the mechanical resistance generated when the engine is driven, in addition to the above. In view of this, it is considered that if the engine configured to suppress the mechanical resistance and the device for recovering the rotational energy of the engine as described in Patent Document 1 above are combined and mounted on a vehicle, the fuel efficiency can be further improved. It is done.

  However, the present inventors have found out that it may be difficult to ensure good operability in a so-called manual transmission vehicle at the time of shifting to change the gear stage by simply combining these. It was.

  Specifically, since the amount of power generated by the generator, that is, the drive resistance (load) generated in the engine by driving the generator varies depending on the amount of battery charge and the demand for the electrical load, The speed of change of the engine speed after the connection with the machine is disconnected varies, and the optimal timing for reconnecting the engine and the transmission, that is, the appropriate reconnection timing that can avoid the occurrence of a shift shock varies. . In particular, in the case where the power generation is performed mainly when the accelerator is off, or in an engine configured to reduce mechanical resistance, the influence of the generator load on the change in the engine speed at the time of shifting increases, so the reconnection As a result, there arises a problem that the variation of the timing becomes large, the operability is deteriorated, and a chance that a shift shock occurs increases.

  This invention is made | formed in view of this point, and provides the control apparatus of the vehicle which can improve driving | operation operability more reliably, ensuring high fuel-consumption performance.

  In order to solve the above problems, the present invention includes a stepped transmission, an engine, a clutch that connects and disconnects the stepped transmission and the engine, a generator that is driven by the engine and generates electric power, A control device mounted on a vehicle having power storage means for storing electric power generated by the generator, wherein at least one of a request from an electric load connected to the generator and a power storage state of the power storage means A power generation amount to be generated by the power generator based on the determined power generation amount, and a generator control means for causing the power generator to generate power based on the determined power generation amount, and a rotational speed of the engine during shifting of the stepped transmission. A speed change speed control means for controlling the speed change speed control means, the speed change speed control means for determining a connection state between the stepped transmission and the engine, the stepped transmission and the stepped transmission. En When the connection between the stepped transmission and the engine is released, and the post-shift gear stage estimation means for estimating the post-shift gear stage that is the gear stage when the connection with the engine is released and then reconnected On the basis of the estimated vehicle speed and the estimated post-shift gear stage, the number of revolutions of the engine synchronized with the stepped transmission upon completion of reconnection between the stepped transmission and the engine is estimated. After determining that the connection between the stepped transmission and the engine has been released by the target speed determination means that determines the target speed and the connection state determination means, the connection state determination means performs reconnection of these. Rotation for controlling the engine speed so as to achieve the target speed while maintaining the generator driving state based on the power generation amount determined by the power generator control means until it is determined that the power has been completed. number To provide a control device for a vehicle, characterized in that it comprises a control unit (claim 1).

  According to the present invention, fuel efficiency can be improved while suppressing deterioration of operability and occurrence of a shift shock. That is, according to the present invention, the generator is maintained in the drive state, that is, regardless of the generator drive state, during the shift (the connection between the transmission and the engine is released, and then the reconnection is completed. Until the engine speed is forcibly controlled to the speed synchronized with the transmission after shifting, the load applied to the engine from the generator and the engine speed according to the driving state of the generator. Even if the change speed varies greatly, the engine speed should be brought close to the appropriate speed at which no shift shock will occur before shifting (reconnection between the transmission and the engine) is completed. It is possible to suppress a variation in the optimum reconnection timing, that is, the appropriate reconnection timing that can avoid the occurrence of a shift shock. Therefore, even during the shifting, the generator can generate power corresponding to at least one of the request from the electric load and the storage state of the power storage means to stably supply power to the electric load, and the power storage means can be effectively used. Thus, it is possible to store electricity and to improve fuel efficiency while avoiding the occurrence of good operability and shift shock.

  In the present invention, the rotational speed control means determines a target engine output based on the difference between the target rotational speed determined by the target rotational speed determination means and the engine rotational speed and the amount of power generated by the generator, It is preferable to change the engine output so as to achieve the target engine output.

  In this way, the engine speed can be brought closer to the target speed more reliably while appropriately securing the amount of power generated by the generator during the shift.

  As described above, according to the present invention, driving operability can be more reliably improved while ensuring high fuel efficiency.

1 is a diagram showing an outline of a vehicle to which an engine control device according to an embodiment of the present invention is applied. It is a figure which shows the control block of the control apparatus of the engine which concerns on embodiment of this invention. It is a figure for demonstrating the dispersion | variation in engine speed. It is the graph which showed the relationship between a gear stage and synchronous rotation speed. It is the flowchart which showed the control procedure of rotation speed control.

  Hereinafter, a vehicle control device 1 according to an embodiment of the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic diagram showing a vehicle to which a vehicle control device 1 is applied.

  The engine 2 shown in FIG. 1 is an engine mounted on a vehicle as a driving source for traveling. FIG. 1 shows an in-line four-cylinder direct injection engine as the engine 2. As shown in FIG. 1, the engine 2 discharges exhaust gas generated in the engine body 20, an engine body 20 in which a plurality of cylinders are formed, an intake passage 21 for introducing air into the engine body 20. The exhaust passage 22 is provided. The engine body 20 is supplied with ignition energy by spark discharge to an injector (see FIG. 2) 23 for injecting fuel into each cylinder, and to a mixture of fuel and air injected from the injector 23. An ignition plug 29 for burning the air-fuel mixture is provided for each cylinder.

  The intake passage 21 includes four independent intake passages 21a communicating with each cylinder, a surge tank 21b commonly connected to the upstream end of each independent intake passage 21a, and one upstream extending from the surge tank 21b. And an intake pipe 21c. An openable / closable throttle valve 25 for adjusting the flow rate of intake air introduced into the engine body 20 is provided in the middle of the intake pipe 21c.

  A clutch 4, a transmission (stepped transmission) 5, and a differential 6 are interposed between the engine 2 and the wheel 3 configured as described above, and a driving force generated by the engine 2. Is transmitted to the wheel 3 via these.

  The transmission 5 is a stepped transmission. In this embodiment, a five-speed transmission having five gears is used as the forward gear. That is, the transmission 5 includes an input shaft 5a to which the driving force of the engine 2 is input, and an output shaft 5b that outputs the driving force to the wheel 3 side, and between the input shaft 5a and the output shaft 5b. Have five gears with different gear ratios. The transmission 5 is also provided with a rear gear. The transmission 5 is a manual transmission, and the gear stage is changed by a driver operating a shift lever (not shown).

  The clutch 4 connects and disconnects the engine 2 and the transmission 5. The clutch 4 has a clutch plate 4a connected to the output shaft of the engine 2 and a clutch plate 4b connected to the input shaft 5a of the transmission 5, and the clutch plates 4a and 4b are in pressure contact with each other. And the connection state of the engine 2 and the transmission 5 is changed by switching to the separated state. The clutch 4 changes the connection state between the engine 2 and the transmission 5 according to the operation of the clutch pedal 11 by the driver. Specifically, when the clutch pedal 11 is depressed (clutch cut), the clutch plates 4a and 4b are separated to disconnect the connection state between the engine 2 and the transmission 5, and the clutch pedal 11 is depressed. When the operation is released, the clutch plates 4a and 4b are pressed to bring the engine 2 and the transmission 5 into a connected state.

  The differential 6 distributes the driving force transmitted from the transmission 5 to the left and right wheels 3 and 3. The differential 6 includes a final reduction gear 6a, and the driving force transmitted from the transmission 5 is transmitted to the wheels 3 and 3 after being decelerated by the final reduction gear 6a.

  In addition, an alternator (generator) 30 that is driven by the engine 2 to generate electric power is connected to the engine 2 via a winding transmission member such as a belt.

  A capacitor (power storage means) 31 is connected to the alternator 30, and a battery (power storage means) 33 and various electric devices (electric loads) 34 are connected via a DC / DC converter 32. The alternator 30 is a variable voltage type, and is configured to be able to increase the voltage up to 25 V so that power transmission and storage can be performed efficiently.

  The electric device 34 is various devices driven by electric power, and is, for example, an air conditioner, an audio, a light, or the like.

  The capacitor 31 and the battery 33 store electrical energy generated by the alternator 30. The capacitor 31 is a variable voltage type large-capacity low resistance electric double layer capacitor (EDLC) that can be charged from 12V to 25V. Since such a capacitor 31 stores electricity by physical adsorption of electrolyte ions, the internal resistance is small, and electric energy generated by the alternator 30 can be instantaneously stored and efficiently extracted and used. . On the other hand, the battery 33 is a secondary battery made of a lead battery or the like generally used as a vehicle battery. Since such a battery 33 stores electrical energy through a chemical reaction, it is unsuitable for rapid charge / discharge, but has a characteristic of a large charge capacity.

  In the present embodiment, the electric power generated by the alternator 30 is once charged in the capacitor 31. The electric power charged in the capacitor 31 is stepped down by the DC / DC converter 32 and then supplied to the electric device 34 and the battery 33.

(2) Control system (2-1) Overview A vehicle control system will be described. In this embodiment, each part of the engine and the alternator 30 are comprehensively controlled by an ECU (engine control unit) 50 shown in FIGS. 1 and 2. As is well known, the ECU 50 is a microprocessor including a CPU, a ROM, a RAM, and the like.

  The engine 2 and the vehicle are provided with a plurality of sensors for detecting the state quantities of the respective parts, and information from each sensor is input to the ECU 50.

  For example, the engine body 20 is provided with a crank angle sensor SN1 that detects the engine speed. Specifically, the crank angle sensor SN1 detects the rotation angle and rotation speed of the crankshaft, and the engine speed is specified based on the rotation speed of the crankshaft detected by the crank angle sensor SN1. Is done.

  The vehicle is provided with a vehicle speed sensor SN2, a clutch switch SN3, an accelerator pedal sensor SN4, a battery current sensor SN5, a capacitor voltage sensor SN6, and the like.

  The vehicle speed sensor SN2 is for detecting the vehicle speed. In the present embodiment, the vehicle speed sensor SN2 detects the rotational speed of the output shaft 5b of the transmission 5, and the rotational speed and vehicle speed of the wheel 3 are specified based on the detected rotational speed of the output shaft 5b of the transmission 5. Is done.

  The clutch switch SN3 detects depression of the clutch pedal 11. In the present embodiment, the clutch switch SN3 determines whether or not the depression amount of the clutch pedal 11 is greater than or equal to a predetermined amount, and outputs a predetermined signal when the depression amount exceeds a predetermined value.

  The accelerator pedal sensor SN4 detects the opening degree of the accelerator pedal 12 operated by the driver.

  The battery current sensor SN5 detects a current (current input / output) flowing through the battery 33. As will be described later, the SOC (State of Charge) of the battery 33 is specified based on the detected value. The

  Capacitor voltage sensor SN6 detects the voltage across terminals of capacitor 31 and thus the capacitor voltage, and the electric power stored in capacitor 31 is specified based on the detected value.

  The ECU 50 is electrically connected to the sensors SN1 to SN6, and based on signals input from the sensors, the above-described various information (engine speed, vehicle speed, depression state of the clutch pedal, accelerator opening, Current flowing in the battery 33, voltage of the capacitor 31).

  The ECU 50 controls each part of the vehicle while executing various determinations and calculations based on the input signals from the sensors SN1 to SN6. For example, the ECU 50 is electrically connected to the injector 23, the throttle valve 25, the spark plug 29, and the alternator 30, and outputs drive control signals to these devices based on the result of the calculation.

(2-2) Control of Alternator 30 The ECU 50 includes a generator control unit 51 (generator control means) as a specific functional element related to the control of the alternator 30.

  The generator control unit 51 determines the amount of power to be generated by the alternator 30, and issues an instruction to the alternator 30 so that the determined amount of power is generated.

  In the present embodiment, the generator control unit 51 causes the alternator 30 to generate power mainly when the accelerator is off (when the accelerator pedal is not depressed and the accelerator opening is 0). Here, the control contents of the generator control unit 51 when the accelerator is off will be described.

  The generator control unit 51 has a condition that the amount of electricity stored in the capacitor 31 is less than or equal to a predetermined value, a condition that the amount of electricity stored in the battery 33 is less than or equal to a predetermined value, and a condition that electric power is consumed in the electrical device 34. If at least one of the above holds, the alternator 30 generates power when the accelerator is off.

  Specifically, the generator control unit 51 determines whether or not the amount of electricity stored in the capacitor 31 is less than or equal to a predetermined value. If the amount of electricity stored in the capacitor 31 is less than or equal to a predetermined value, the generator 31 is fully charged. Determine the amount of power generation required. Further, the generator control unit 51 determines whether or not the SOC of the battery 33 is equal to or less than a predetermined value. If the SOC is equal to or less than the predetermined value, the power generation amount necessary for fully charging the battery 33 is determined. . The generator control unit 51 also detects the power consumption of the electrical device 34 and determines the amount of power generation that can cover this power consumption. Then, the generator control unit 51 determines an amount obtained by adding the determined power generation amounts as a target power generation amount, and instructs the alternator 30 to generate the target power generation amount.

  Note that the SOC of the battery 33 is calculated based on the integrated value of the power input / output to / from the battery 33 calculated based on the detection value of the battery current sensor SN5 and the initial charged amount. Further, as described above, the charged amount of the capacitor 31 is specified based on the detection value of the capacitor voltage sensor SN6.

  Thus, in this embodiment, when the accelerator is off, such as during deceleration, and no output is required for the engine 2, the alternator 30 is actively generated to generate rotational energy of the engine 2. It is converted into electrical energy and recovered.

  Here, by performing the control as described above, it is possible to secure the amount of electricity stored in the capacitor 31 and the battery 33 to stably supply electric power to the electric equipment and to improve fuel efficiency. However, when the present inventors perform this control, particularly when this control is performed on an engine configured to suppress the mechanical resistance to reduce fuel consumption performance, the frequency of occurrence of a shift shock at the time of shifting is determined. It has been found that there is a possibility that the driving operability may increase and that the driving operability may be deteriorated.

  This is considered to be due to the following reasons.

  That is, the accelerator opening is set to 0 even during gear shifting. Therefore, when the accelerator opening is set to 0 and the shift is started, the alternator 30 performs the power generation control described above, that is, the amount of electricity stored in the capacitor 31, the amount of electricity stored in the battery 33, and the power consumption of the operating electrical device 34. In response to this, power generation is started. At this time, the amount of power generated by the alternator 30 varies depending on the amount of electricity stored in the capacitor 31, the amount of electricity stored in the battery 33, and the operating state of the electric device 34, thereby driving resistance (load) applied from the alternator 30 to the engine. Vary widely. Therefore, it becomes difficult for the driver to predict an appropriate reconnection timing, and the operability is deteriorated. Further, the reconnection between the engine 2 and the transmission 5 cannot be performed at an appropriate reconnection timing, and the opportunity for occurrence of a shift shock increases. In an engine configured to reduce mechanical resistance, the influence of the load of the alternator 30 on the change in the engine speed increases, so that the variation in reconnection timing increases and the operability is further deteriorated. Further, the chance of occurrence of a shift shock is further increased.

  This will be specifically described with reference to FIG. FIG. 3 is a diagram showing changes in parameters at the time of upshifting. As shown in FIG. 3, when the accelerator opening is set to 0 at time t1 and the clutch pedal 11 is depressed to start shifting, the engine speed decreases. Further, the power generation amount of the alternator 30 is increased. Here, when the storage amount of the capacitor 31 and the battery 33 is sufficiently secured, the power generation amount in the alternator 30 is reduced as shown by the solid line. And in connection with this, the load provided to the engine 2 is restrained small, and an engine speed falls gently. On the other hand, when the amount of electricity stored in the capacitor 31 and the battery 33 is insufficient, the amount of power generated by the alternator 30 is increased and the load applied to the engine 2 is increased, as indicated by the broken line. Declines rapidly. As a result, although the engine speed at the start of the shift is the same, the time t2 and t3 until the speed decreases to an appropriate speed corresponding to the gear stage after the shift varies greatly. Therefore, for example, when the driver releases the depression of the clutch pedal 11 at time t2, when the engine speed changes as indicated by the broken line, no shift shock occurs, but the engine speed is When the change indicated by the solid line is occurring, a large shift shock occurs.

(2-3) Rotational Speed Control With respect to this problem, the apparatus 1 according to the present embodiment forcibly controls the engine rotational speed after the start of shifting.

  The ECU 50 includes a speed change speed control unit 52 (speed change speed control means) as a specific functional element related to the speed control. The speed change speed control unit 52 includes, as functional elements, a connection state determination unit (connection state determination unit) 61, a post-shift gear stage estimation unit (post-shift gear stage estimation unit) 62, and a target rotation speed determination unit (target A rotation speed determination means) 63 and a rotation speed control section (rotation speed control means) 64.

  The connection state determination unit 61 determines whether the engine 2 and the transmission 5 are connected or disconnected, and determines whether a shift is being performed according to the connection state. To do. In this embodiment, the connection state determination part 61 performs the said determination based on the detection signal of clutch switch SN3.

  Specifically, the connection state determination unit 61 outputs a predetermined signal from the clutch switch SN3, and when the clutch switch SN3 detects that the clutch pedal 11 is depressed more than a predetermined amount. It is determined that the engine 2 and the transmission 5 are in a disconnected state. On the other hand, the connection state determination unit 61 determines that the engine 2 and the transmission 5 are in a connected state if a predetermined signal is not output from the clutch switch SN3. When the connection state determination unit 61 determines that the state where the engine 2 and the transmission 5 are connected is changed to the disconnected state, the connection state determination unit 61 determines that the shift is started, and the engine 2 and the transmission 5 are disconnected. If it is determined that the state has shifted to the connected state, it is determined that the shift has been completed. Hereinafter, the time point at which the shift state is determined to be started by the connection state determination unit 61 is simply referred to as a shift start time, and the time point at which the connection state determination unit 61 determines that the shift has been completed is simply referred to as a shift end time. is there.

  The post-shift gear stage estimation unit 62 estimates the post-shift gear stage that is the gear stage at the end of the shift. The post-shift gear stage estimation unit 62 first estimates a gear stage at the start of a shift (hereinafter referred to as a gear stage at the start of a shift as appropriate), and estimates a post-shift gear stage based on the estimated gear stage at the start of a shift. To do. In the present embodiment, the rotational speed control is performed mainly for the purpose of suppressing operability deterioration and shift shock that occur at the time of upshifting, and the post-shift gear stage estimation unit 62 is one of the gear stages at the start of a shift. The gear stage on the high speed side is estimated as the gear stage after the shift. For example, if the gear stage at the start of the shift is the second speed, the third speed is estimated as the post-shift gear stage. Further, the post-shift gear stage estimation unit 62 estimates a shift start gear stage based on the engine speed NE and the vehicle speed Vsp at the start of the shift.

  In the present embodiment, the post-shift gear stage estimation unit 62 determines whether the vehicle speed Vsp and the engine speed NE at the start of the shift are any of the first region A1 to the fifth region A5 set in advance shown in FIG. If it is in the first area A1, the gear position at the start of the shift is estimated as the first speed, if it is in the second area A2, it is the second speed, if it is in the third area A3, it is the third speed, If it is in the 4th region, it is estimated as 4th speed, and if it is in the 5th region, it is estimated as 5th speed.

  The regions A1 to A5 are regions that are set in consideration of a predetermined amount of deviation from the reference synchronous rotational speed with reference to the reference synchronous rotational speed at each gear stage. Here, the reference synchronous rotational speed is the rotational speed of the engine 2 synchronized with the transmission 5 in a reference state in which there is no tire reduction, tire slip, and resistance / mechanical loss in the clutch 4 and the transmission 5 or the like. It is. The reference synchronous rotation speed NEs_i (i: gear stage, i = 1 to 5) at each gear stage is Vsp, the gear ratio of each gear stage is KGEAR_i (i = 1 to 5), and the reduction ratio of the final reduction gear 6a. Where FGR is the reference tire diameter and TS is the reference tire diameter, NEs_i = Vsp × FGR × KGEAR_i × K (K is a constant). Lines L1 to L5 in FIG. 3 indicate reference synchronous rotation speeds in the first to fifth gears, respectively.

  Each of the areas A1 to A5 is set to an area extending from the lower side to the higher side around the lines L1 to L5 of the reference synchronous speed. In the present embodiment, the second to fourth regions A2 to A4 are boundary lines L11 to L15 passing through the center of adjacent lines (the median value of the engine speed at the same vehicle speed), that is, the average value of the slopes of adjacent lines. Is set in a region sandwiched by lines L11 to L15 derived by applying the average value of the gear ratios of adjacent gear stages to the gear ratio of the above formula A. Further, the first region A1 is set to the entire lower vehicle speed side than the center line L11 of the line L1 of the first-speed reference synchronous rotation speed and the line L2 of the second-speed reference synchronous rotation speed. Further, the fifth region A5 is set on the entire high vehicle speed side from the center line L14 of the line L4 of the fourth-speed reference synchronous rotation speed and the line L5 of the fifth-speed reference synchronous rotation speed.

  As described above, in this embodiment, the total engine speed and the total vehicle speed region are set to any one of the gear region, and the gear step estimation unit 52 sets the gear steps at the start of the shift to 1 to 5 steps. Certainly decided on either. However, in a normal state in which the clutch 4 is not slipping and the engine 2 and the transmission 5 are firmly connected, the engine speed and the vehicle speed are substantially the values on the reference synchronous speed lines L1 to L5. .

  Based on the post-shift gear stage estimated by the post-shift gear stage estimation section 62, the target revolution speed determination unit 63 synchronizes with the transmission 5 after the shift (the rotational speed of the input shaft 5a of the transmission 5). ) Is determined as the target rotational speed. Specifically, the target rotational speed determination unit 63 extracts a value corresponding to the vehicle speed at the start of the shift from the estimated reference synchronous rotational speed of the post-shift gear stage, and determines the target rotational speed. For example, the target rotational speed determination unit 63 determines the engine rotational speed that is derived when the estimated post-shift gear stage and the vehicle speed are applied to the above equation A as the target rotational speed.

  The rotational speed control unit 64 controls the engine rotational speed to the target rotational speed set by the target rotational speed determination unit 63. The rotational speed control unit 64 changes the engine output based on the deviation between the target rotational speed and the actual engine rotational speed to forcibly control the engine rotational speed to the target rotational speed. The engine speed control by the speed control unit 64 is performed until the shift is completed.

  The control procedure by the rotation speed control unit 64 is shown in the flowchart of FIG.

  First, in step S11, the rotational speed control unit 64 determines the deviation between the target rotational speed determined by the target rotational speed determination unit 63 and the actual engine rotational speed (hereinafter referred to as the actual engine rotational speed as appropriate), that is, the target rotational speed. The engine speed deviation is calculated by subtracting the actual engine speed from the number.

  Next, in step S12, a speed increase / decrease rate that is an engine speed to be increased / decreased per unit time is set. The rotation speed control unit 64 calculates a value obtained by multiplying the target rotation speed deviation calculated in step S11 by a preset control gain as the rotation speed increase / decrease rate.

  In step S13, the rotational speed control unit 64 calculates the amount of torque increase / decrease required to increase the engine rotational speed by the rotational speed increase / decrease rate. Specifically, the rotation speed control unit 64 stores a map of the amount of increase / decrease in required torque with respect to a preset rotation speed increase / decrease rate, and corresponds to the rotation speed increase / decrease rate set in step S12 from this map. Extract the amount of torque increase / decrease.

  Next, in step S14, the rotation speed control unit 64 calculates a rotation speed maintenance torque that is an engine torque necessary to maintain the current engine rotation speed. Specifically, the rotational speed control unit 64 stores a map of preset engine rotational speed and rotational speed maintenance torque, and extracts a value corresponding to the actual engine rotational speed from this map.

  Next, the rotational speed control unit 64 is the engine torque necessary for increasing or decreasing the engine torque by the necessary torque increase / decrease amount calculated in step S13 while maintaining the engine rotational speed at the current value in step S15. Calculate the target torque for rotational speed. Specifically, the rotation speed control unit 64 calculates a value obtained by adding the rotation speed maintenance torque calculated in step S14 and the necessary torque increase / decrease amount calculated in step S13 as the rotation speed target torque.

  Next, the rotation speed control unit 64 calculates a target torque for power generation required for driving the alternator 30 in step S16. Here, the alternator 30 is driven to generate the power generation amount determined by the generator control unit 51, and the torque necessary for driving the alternator 30 changes according to the power generation amount. Therefore, in the present embodiment, the rotation speed control unit 64 calculates the power generation target torque based on the power generation amount determined by the generator control unit 51. Specifically, the rotational speed control unit 64 stores a map of a preset power generation amount of the alternator 30 and an engine torque necessary for causing the alternator 30 to generate this power generation amount. Then, the torque corresponding to the power generation amount determined by the generator control unit 51 is extracted.

  Next, the rotation speed control unit 64 calculates a target engine output in step S17. In the present embodiment, the rotation speed control unit 64 adds the power generation target torque calculated in step S16 to the rotation speed target torque calculated in step S15, and further, this total value is a machine generated as the engine rotates. The final required torque is calculated by adding the resistance torque, and the amount of pumping loss is further added to the engine output necessary to obtain the final required torque to obtain the target engine output.

  Next, in step S18, the rotation speed control unit 64 determines a target air amount and an ignition timing for outputting the target engine output based on the target engine output calculated in step S17, and determines the determined target air. The opening degree of the throttle valve for supplying the amount to the engine 2 is determined. Further, the fuel injection amount is determined based on the target air amount.

  In step S19, the rotational speed control unit 64 controls the throttle valve 25, the spark plug 29, and the injector 23 so that the throttle valve opening, the ignition timing, and the fuel injection amount determined in step S18 are obtained.

  Thereafter, the rotational speed control unit 64 proceeds to step S20 and confirms whether or not the shift has been completed, that is, whether or not the connection state determination unit 61 has determined that the shift has been completed. If this determination is YES and it is determined that the shift has been completed, the rotation speed control unit 64 proceeds to step S21 and stops the control of the engine rotation speed described above. On the other hand, if this determination is NO and it is not determined that the shift has ended, the rotation speed control unit 64 returns to step S11 and performs steps S11 to S20. That is, the rotation speed control unit 64 continues the control so that the engine rotation speed is set to the target rotation speed by performing steps S11 to S20 until the shift is completed.

  The rotation speed deviation calculated in step S11 is updated every moment. That is, at each time, the difference between the engine speed at that time and the target speed is calculated. Then, the target engine output is recalculated every moment according to this difference, and a more appropriate throttle valve opening degree or the like is determined in order to set the engine speed to the target speed.

  Further, the target torque for power generation calculated in step S16 is updated every moment. That is, as described above, the amount of power generated by the alternator 30 is determined by the amount of electricity stored in the capacitor 31 and the battery 33 and the power consumption of the electrical equipment. If these values change during the shift, the alternator 30 The amount of electricity generated also changes. Therefore, in the present embodiment, the power generation target torque corresponding to the amount of power generated by the alternator 30 is recalculated from time to time, and the target engine output is updated, whereby the engine speed is appropriately set to the target speed. While controlling, an appropriate power generation by the alternator 30 is ensured.

(3) Operation By performing the control as described above, in the present embodiment, the power generation amount of the alternator 30 varies depending on the storage amount of the capacitor 31 and the battery 3 and the operating state of the electric device 34. Even when the change speed of the engine speed changes greatly during the process, the engine speed can be made to synchronize with the transmission 5 at the end of the shift, and a shift shock can be more reliably generated. In addition to avoiding this, it is possible to suppress variations in the timing at which the engine speed becomes this synchronous speed by forcibly changing the engine speed, that is, the above appropriate reconnection timing. Can be.

  In particular, in the present embodiment, in steps S15 to S17, the target torque for the rotational speed, which is a torque necessary for controlling the engine rotational speed to the target rotational speed, and the alternator 30 to generate the necessary amount of power. The target engine output is determined by taking into account the necessary target torque for power generation, and the engine 2 outputs the power. Therefore, the engine speed is more reliably achieved until the shift is completed while the alternator 30 performs the necessary power generation. Can be changed to the target rotational speed, that is, the rotational speed synchronized with the transmission 5 after shifting.

(4) Modified Example In the above embodiment, only the case where the rotation speed control is performed only at the time of shifting up has been described, but the shift assist control may be performed at the time of shifting down. When the shift assist control is performed at the time of downshifting, for example, the post-shift gear stage estimation unit 62 shifts the gear stage on the lower speed side (for example, the first lower speed side) than the gear stage at the start of the shift. May be estimated as the gear stage.

  However, at the time of downshifting, it is necessary to increase the engine speed and the driver performs the operation of depressing the accelerator. Therefore, it is not necessary to separately control the engine speed. Regardless of automatic operation, it is considered unfavorable for operation safety. On the other hand, at the time of shifting up, since the mechanical resistance of the engine 2 is small, the decrease in the engine speed is slow, and accordingly, there is a high possibility that a shift shock occurs. Therefore, it is preferable to perform the rotation speed control at least at the time of upshifting as in the above embodiment.

  Further, in the above embodiment, the rotational speed control unit 64 determines the target engine output based on the difference between the target rotational speed and the actual engine rotational speed and the amount of power generated by the alternator 30, and becomes the target engine output. Although the case where the engine is controlled as described above has been described, the engine speed may be changed based on only the difference between the target engine speed and the actual engine speed. That is, the control in step S16 may be omitted, and the target engine output may be calculated in step S17 based only on the rotation speed control torque calculated in step S15.

  In the above embodiment, the case where the power generation amount of the alternator 30 is determined by both the storage amount of the capacitor 31 and the battery 33 and the operating state of the electrical device 34 when the accelerator is off has been described. It may be determined by one.

2 Engine 4 Clutch 5 Transmission 30 Alternator (generator)
31 Capacitor (electric storage means)
33 Battery (electric storage means)
34 Electric equipment (electric load)

Claims (2)

A stepped transmission, an engine, a clutch that connects and disconnects the stepped transmission and the engine, a generator that is driven by the engine to generate electric power, and a storage unit that stores electric power generated by the generator A control device mounted on a vehicle having
A power generation amount to be generated by the power generator is determined based on at least one of a request from an electric load connected to the power generator and a power storage state of the power storage means, and the power generator is determined based on the determined power generation amount. Generator control means for generating electricity;
A shift speed control means for controlling the speed of the engine during shifting of the stepped transmission,
The speed change speed control means includes:
Connection state determination means for determining a connection state between the stepped transmission and the engine;
A post-shift gear stage estimation means for estimating a post-shift gear stage that is a gear stage when the connection between the stepped transmission and the engine is released and then connected again;
Based on the vehicle speed when the connection between the stepped transmission and the engine is released and the estimated post-shift gear stage, the stepped transmission is completed when the reconnection between the stepped transmission and the engine is completed. Target rotational speed determining means for estimating the rotational speed of the engine synchronized with the machine and determining this estimated value as the target rotational speed;
The generator from when it is determined that the connection between the stepped transmission and the engine is released by the connection state determining means until the reconnection is determined by the connection state determining means. And a rotation speed control means for controlling the rotation speed of the engine so as to achieve the target rotation speed while maintaining the driving state of the generator based on the power generation amount determined by the control means. Control device. The vehicle control device according to claim 1,
The rotational speed control means determines a target engine output based on the difference between the target rotational speed determined by the target rotational speed determination means and the engine rotational speed and the amount of power generated by the generator, and the target engine output An engine output is changed so that

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