JP6222078B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device.

  2. Description of the Related Art Conventionally, there is a technique for automatically releasing a clutch during traveling and disconnecting an engine for traveling. For example, in Patent Document 1, an internal combustion engine that is mounted on a vehicle having a clutch disposed on a power transmission path between an internal combustion engine and a transmission is automatically An automatic stop / start control device for an internal combustion engine that automatically stops a stopped internal combustion engine when a start condition is satisfied is disclosed. In this internal combustion engine automatic stop / start control device, the stop condition is satisfied when the vehicle speed or the rotational speed of the internal combustion engine is equal to or lower than a threshold value greater than 0 and the accelerator operation of the internal combustion engine is off. This automatic stop / start control device for an internal combustion engine automatically stops the internal combustion engine and then disengages the clutch when the shift position of the transmission is in the travel range and the clutch is engaged. A clutch actuator provided separately from the clutch pedal for operating the clutch connection / disconnection is controlled so as to be in a state.

JP 2011-69274 A

  In a vehicle equipped with a manual transmission and a clutch pedal, if the clutch is released by an actuator, the shift operation is allowed when the driver performs a shift operation without performing an operation on the clutch pedal. . If an inappropriate speed change operation that does not involve an operation on the clutch pedal is allowed, the driver may perform the same speed change operation even when the actuator does not release the clutch, which is not preferable.

  An object of the present invention is to provide a vehicle control device that can suppress an inappropriate speed change operation by a driver.

  The vehicle control device of the present invention includes a manual transmission whose speed ratio is changed according to a speed change operation of a driver, a clutch provided between an engine and the manual transmission, and the clutch for releasing the clutch. A detection unit that detects a depression operation of a clutch pedal that is a depression operation on the clutch pedal by a driver; an actuator that performs engagement and release operations of the clutch; and a control unit that controls the actuator in response to the depression operation of the clutch pedal; The control unit executes a free run that causes the vehicle to run with the engine stopped and the clutch is released, and the driver depresses the clutch pedal during the free run. If the shifting operation is performed without any change and the manual transmission becomes neutral, the actuator Characterized in that engaging the clutch by.

  The vehicle control device engages a clutch by an actuator when a gear shift operation is performed without a clutch pedal operation by a driver during a free run and the manual transmission becomes neutral. Thereby, when the shifting operation from the neutral to the predetermined stage is continued without the clutch pedal being depressed, a reaction force against the shifting operation is generated. As a result, the driver can recognize that the speed change operation is an inappropriate operation. Therefore, the vehicle control device can suppress an inappropriate speed change operation by the driver.

  In the vehicle control device, the control unit may perform the clutch pedal operation after the shift operation is performed without the clutch pedal being depressed by the driver during the free run and the manual transmission becomes neutral. It is preferable that the clutch is engaged by the actuator until a stepping operation is performed.

  The vehicle control apparatus can prompt the driver to appropriately perform the clutch pedal operation, and can suppress an inappropriate speed change operation by the driver.

  The vehicle control device according to the present invention engages the clutch by the actuator when the gear shift operation is performed without the clutch pedal being depressed by the driver during the free run and the manual transmission becomes neutral. The vehicle control device according to the present invention has an effect that an inappropriate speed change operation by a driver can be suppressed.

FIG. 1 is a schematic configuration diagram of a vehicle according to an embodiment. FIG. 2 is a flowchart showing the operation of the embodiment. FIG. 3 is a time chart according to the control of the embodiment. FIG. 4 is another time chart according to the control of the embodiment. FIG. 5 is a schematic configuration diagram of a vehicle according to a second modification of the embodiment.

  Hereinafter, a vehicle control device according to an embodiment of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

[Embodiment]
The embodiment will be described with reference to FIGS. 1 to 4. The present embodiment relates to a vehicle control device. FIG. 1 is a schematic configuration diagram of a vehicle according to an embodiment.

  As shown in FIG. 1, the vehicle 100 is a one-motor type hybrid vehicle. The vehicle 100 includes a vehicle control device 101, an engine 1, a motor generator (MG) 2, a clutch pedal 40, an accelerator pedal 41, and a shift lever 42. The vehicle control apparatus 101 according to the embodiment includes a transmission (T / M) 4, a clutch 3, an actuator 7, a clutch stroke sensor 32, and an ECU 50. In the present embodiment, the clutch stroke sensor 32 has a function of a detection unit that detects an operation of the clutch pedal 40 for releasing the clutch 3 by the driver. Further, the ECU 50 has a function of a control unit that controls the actuator 7.

  The engine 1 is a power source of the vehicle 100 and converts the combustion energy of the fuel into the rotational motion of the output shaft 1a. The engine 1 of this embodiment is an internal combustion engine. The output shaft 1 a of the engine 1 is connected to the input shaft of the transmission 4 via the clutch 3. The output shaft of the transmission 4 is connected to the left and right drive wheels 6 via a differential gear 5.

  MG2 is a permanent magnet type AC synchronous electric motor, for example, and has a function as an electric motor and a function as a generator. The MG 2 outputs torque together with the engine 1 as a power source of the vehicle 100 by outputting torque as an electric motor. The MG 2 functions as a starter motor that increases the engine rotation speed when the engine 1 is started by outputting torque as an electric motor. The MG 2 is connected to the high voltage battery 21 via the inverter 20. The MG 2 is connected to the low voltage battery 23 via the inverter 20 and the power converter 22. The low voltage battery 23 is connected to a load 24 that is various electric components and electric devices mounted on the vehicle 100.

  The high voltage battery 21 is a secondary battery that can be charged and discharged. The high voltage battery 21 has a function as a power source for supplying motor driving power to the MG 2 and a function of storing the power generated by the MG 2. The high voltage battery 21 is, for example, a 48V lithium ion battery. The low voltage battery 23 is a secondary battery that can be charged and discharged. The low voltage battery 23 is, for example, a 12V lead battery. The low voltage battery 23 supplies power to the load 24.

  Inverter 20 converts the DC power on the high voltage battery 21 side into AC power and outputs the AC power to MG2. Further, the inverter 20 converts AC power on the MG2 side into DC power and outputs it to the high voltage battery 21 side. The power converter 22 is a DC / DC converter. The power converter 22 boosts the DC power on the low voltage battery 23 side and outputs it to the high voltage battery 21 side, and steps down the DC power on the high voltage battery 21 side and outputs it to the low voltage battery 23 side. Can do.

  A pulley 12 is connected to the rotation shaft of MG2. The auxiliary machine 8 is a power steering pump, an air conditioner compressor, or the like. A pulley 13 is connected to the input shaft of the auxiliary machine 8. A pulley 11 is connected to the output shaft 1 a of the engine 1. An endless transmission belt 14 is wound around the pulleys 11, 12, and 13. Therefore, the input shaft of the auxiliary machine 8, the rotation shaft of the MG 2, and the output shaft 1 a of the engine 1 are connected via the pulleys 11, 12, 13 and the transmission belt 14.

  The clutch 3 is a clutch device provided between the engine 1 and the transmission 4. The clutch 3 of this embodiment is a friction engagement type clutch device, for example, a wet multi-plate clutch. The clutch 3 has an engagement member 3 a connected to the output shaft 1 a of the engine 1 and an engagement member 3 b connected to the input shaft of the transmission 4. The engaged clutch 3 connects the engine 1 and the transmission 4 and transmits power between the engine 1 and the transmission 4. The opened clutch 3 disconnects the engine 1 and the transmission 4 and cuts off the transmission of power between the engine 1 and the transmission 4.

  The actuator 7 engages and disengages the clutch 3. The actuator 7 of this embodiment includes a hydraulic control device 7a, a return spring, a hydraulic chamber, and the like. The hydraulic control device 7 a of the actuator 7 is connected to the master cylinder of the clutch pedal 40. When the clutch pedal 40 is depressed by the driver, the master cylinder generates hydraulic pressure, and this hydraulic pressure is transmitted to the hydraulic control device 7a of the actuator 7. The hydraulic control device 7a has an electric hydraulic pump 7b. The actuator 7 selectively supplies the hydraulic pressure transmitted from the master cylinder or the hydraulic pressure generated by the hydraulic pump 7b to the hydraulic chamber. The return spring generates a biasing force in a direction in which the engaging members 3 a and 3 b of the clutch 3 are engaged. The hydraulic chamber of the actuator 7 is provided adjacent to the engaging members 3 a and 3 b of the clutch 3.

  The pressure of the hydraulic fluid supplied from the hydraulic control device 7a to the hydraulic chamber presses the engaging members 3a and 3b in the direction of separating them. When the hydraulic pressure supplied to the hydraulic chamber becomes equal to or higher than the release pressure, the force by the hydraulic pressure separates the engagement members 3a and 3b against the biasing force of the return spring. Further, when the hydraulic pressure supplied to the hydraulic chamber becomes less than the release pressure, the clutch 3 is brought into an engaged state by frictional contact between the engaging members 3a and 3b. The clutch 3 is engaged with an engagement force (torque capacity) corresponding to the hydraulic pressure supplied to the hydraulic chamber. The vehicle control apparatus 101 of the present embodiment has an automatic clutch system that includes the ECU 50, the actuator 7, and the clutch 3. The actuator 7 can engage and disengage the clutch 3 regardless of whether or not the driver depresses the clutch pedal 40 and the amount of operation.

  In the transmission 4, the gear ratio is changed according to the gear shifting operation of the driver. The transmission 4 of the present embodiment is a stepped manual transmission. The transmission mechanism of the transmission 4 is mechanically connected to the shift lever 42 via a link mechanism, a cable, or the like. When the position of the shift lever 42 is changed by a gear shift operation of the driver, the gear shift mechanism switches the gear position of the transmission 4 in conjunction with the gear shift operation. The transmission 4 has a plurality of shift stages for forward travel and at least one shift stage for reverse travel. The plurality of shift stages for forward travel transmit rotation from the input shaft to the output shaft at different gear ratios. When the position of the shift lever 42 is the neutral position, the transmission 4 becomes neutral (neutral state) and disconnects the clutch 3 and the drive wheel 6.

  The ECU 50 is a control device such as an electronic control unit, and has a function as a control unit that controls the actuator 7. The ECU 50 is connected to the engine speed sensor 31, the clutch stroke sensor 32, the accelerator opening sensor 33, and the neutral switch (Nsw) 34, and acquires signals sent from the sensors 31, 32, 33 and the neutral switch 34. To do.

  The engine rotation speed sensor 31 detects the rotation position and rotation speed [rpm] of the output shaft 1a of the engine 1 and outputs a signal indicating the detection result. The clutch stroke sensor 32 detects the operation state of the driver with respect to the clutch pedal 40. The operation state detected by the clutch stroke sensor 32 is a depression amount with respect to the clutch pedal 40, that is, a pedal stroke of the clutch pedal 40. In the following description, the pedal stroke of the clutch pedal 40 is simply referred to as “clutch stroke”. In the following description, the depression operation on the clutch pedal 40 by the driver is also referred to as “clutch pedal depression operation”. The clutch pedal stepping operation is an operation by the driver for releasing the clutch 3. The clutch stroke sensor 32 outputs a signal indicating the detected clutch stroke value. The accelerator opening sensor 33 detects the accelerator opening of the accelerator pedal 41 and outputs a signal indicating the detected accelerator opening. The neutral switch 34 detects whether or not the transmission 4 is neutral. The neutral switch 34 outputs an ON signal when the transmission 4 is neutral, and outputs an OFF signal when the transmission 4 is not neutral. For example, when the transmission 4 is in the forward travel speed stage, the neutral switch 34 outputs an OFF signal.

  The ECU 50 controls the engine 1, the inverter 20, and the actuator 7. The ECU 50 executes various controls such as intake control, fuel injection control, and ignition control of the engine 1. ECU 50 outputs a torque command value of MG2 to inverter 20. The inverter 20 controls the current value output from the high voltage battery 21 side to the MG2 and the current value output from the MG2 to the high voltage battery 21 side based on the torque command value.

  The ECU 50 controls the actuator 7 in accordance with the clutch pedal operation by the driver. The ECU 50 according to the present embodiment controls the actuator 7 following the operation of the driver with respect to the clutch pedal 40 during normal times. In other words, the ECU 50 controls the actuator 7 so that the clutch 3 is in an engaged state or a released state according to the clutch stroke. For the clutch stroke, an off threshold and a low threshold are set in advance. The off threshold is a stroke amount at which the engagement force of the clutch 3 starts to decrease when the clutch pedal 40 is depressed. When the clutch stroke reaches the off threshold, the hydraulic pressure generated in the master cylinder of the clutch pedal 40 becomes the lower limit of the pressure that reduces the engagement force of the clutch 3. The low threshold is a stroke amount at which the clutch 3 switches from the engaged state to the released state when the clutch pedal 40 is depressed. When the clutch stroke reaches the low threshold, the hydraulic pressure generated in the master cylinder of the clutch pedal 40 rises to a pressure that opens the clutch 3. In the range of the clutch stroke between the off threshold and the low threshold, the ECU 50 decreases the engagement force of the clutch 3 as the clutch stroke increases.

(Free run)
The ECU 50 executes a free run when neither the accelerator pedal 41 nor the clutch pedal 40 is depressed while the vehicle 100 is traveling. The free run is a traveling state in which the vehicle 100 travels with the engine 1 stopped and the clutch 3 released. The ECU 50 of the present embodiment executes two types of free runs, a first free run and a second free run.

  The first free run is a free run that is executed in a state where the transmission 4 has a forward travel speed. The second free run is a free run executed when the transmission 4 is in a neutral state. In the following description, when the first free run and the second free run are not distinguished, the two types of free runs are simply referred to as “free run”. When starting the free run, the ECU 50 outputs an opening command for opening the clutch 3 to the actuator 7. The actuator 7 supplies the hydraulic pressure from the hydraulic pump 7b to the clutch 3 in response to the release command, and puts the clutch 3 in an open state. Accordingly, the clutch 3 is automatically released in a state where the clutch pedal 40 is not depressed, and the engine 1 and the transmission 4 are disconnected. When the clutch 3 is released, the ECU 50 instructs the engine 1 to stop fuel injection. When fuel injection is stopped in the engine 1, the engine rotation speed gradually decreases, and finally the engine 1 stops rotating.

  When the clutch 3 is released and the engine 1 is stopped, a free run is started. In the free run, the engine 1 is disconnected from the drive wheels 6 and the engine brake does not act on the drive wheels 6. Accordingly, the running resistance is reduced and the fuel consumption of the vehicle 100 is improved. Further, since fuel injection of engine 1 is not performed, fuel consumption is reduced and fuel efficiency of vehicle 100 is improved.

(End of free run)
The vehicle control device 101 according to the present embodiment ends the free run when the end condition is satisfied during the free run. The end condition of the first free run is at least one of when the clutch pedal 40 is depressed and the accelerator is turned on in a state in which any gear stage is established in the transmission 4 during the execution of the first free run. One of them is detected. The termination condition of the second free run is that a shift operation to any of the forward gears is detected during the execution of the second free run.

  Here, during the free run, the clutch 3 is released even though the clutch pedal 40 is not depressed. Since the clutch 3 is released, it is possible to perform a downshift operation or an upshift operation without depressing the clutch pedal 40. Therefore, even if the driver accidentally performs a shift operation without depressing the clutch pedal 40 or performs a shift operation without fully depressing the clutch pedal 40, the shift operation is permitted. In this way, if the shift operation is allowed without performing the stepping operation on the clutch pedal 40 (the operation for releasing the clutch 3), it is misunderstood that the driver can perform the shift operation in the same manner even when the driver is not free running. There is a possibility. Alternatively, there is a possibility that a driver who knows that the clutch 3 is disengaged during the free run may perform a shift operation without depressing the clutch pedal 40 during the free run. As a result, there is a possibility that the driver may inadvertently perform a shift operation without depressing the clutch pedal 40 when the free run is not being executed.

  The ECU 50 of the vehicle control device 101 according to the present embodiment engages the clutch 3 when the transmission 4 becomes neutral when the driver starts a shift operation without depressing the clutch pedal 40 during the free run. As a result, when the driver attempts to put the shift lever 42 in any shift position, a reaction force is received. The driver who feels the reaction force notices that he has forgotten to operate the clutch pedal 40. Therefore, the vehicle control apparatus 101 according to the present embodiment can prompt the driver to surely depress the clutch pedal 40 during the shift operation.

  With reference to FIGS. 2 to 4, the operation of the vehicle control apparatus 101 of the present embodiment will be described. The flowchart shown in FIG. 2 is executed during traveling, and is repeatedly executed at predetermined intervals, for example. The time charts shown in FIGS. 3 and 4 include (a) accelerator opening [%], (b) engine speed, (c) shift position, (d) clutch stroke, and (e) state of clutch 3 (engagement). Resultant). In the clutch stroke, “up” indicates a stroke amount when the clutch pedal 40 is not depressed, that is, a stroke amount of zero. In the column of the state of the clutch 3, “completely engaged” indicates that the engaging force of the clutch 3 is the maximum value. In FIG. 3, the first free run is executed before time t1. In FIG. 4, the first free run is executed before the time t11.

  In step S <b> 10, the ECU 50 determines whether or not the accelerator is OFF based on the detection result of the accelerator opening sensor 33. If it is determined that the accelerator is OFF (step S10-Y), the process proceeds to step S20. If a negative determination is made (step S10-N), the current control process ends.

  In step S20, the ECU 50 determines whether or not the clutch pedal 40 is OFF based on the detection result of the clutch stroke sensor 32. In the present embodiment, when the clutch stroke is a value that is greater than or equal to the up threshold value and less than the off threshold value, it is determined that the clutch pedal 40 is OFF. If it is determined that the clutch pedal 40 is OFF (step S20-Y), the process proceeds to step S30. If a negative determination is made (step S20-N), the current control process is terminated.

  In step S30, the ECU 50 performs a free run. The ECU 50 opens the clutch 3 and stops the engine 1. When step S30 is executed, the process proceeds to step S40.

  In step S40, the ECU 50 determines whether or not the second free run is being performed. The ECU 50 determines that the second free run is being performed when the transmission 4 starts a free run in the neutral state in step S30. If it is determined in step S40 that the second free run is being performed (step S40-Y), the process proceeds to step S90. If the negative determination is made (step S40-N), the process proceeds to step S50.

  In step S50, the ECU 50 determines whether or not the clutch pedal 40 is OFF and the neutral switch 34 is ON. Since a negative determination is made in step S40, step S50 is executed during the first free run. The fact that the clutch pedal 40 is OFF indicates that the clutch pedal 40 is not operated to release the clutch 3. The neutral switch 34 being in the ON state indicates that the transmission 4 has been switched to neutral. Accordingly, the situation in which an affirmative determination is made in step S50 indicates that the gear shift operation was performed without the driver releasing the clutch 3 during the first free run and the transmission 4 became neutral. Yes.

  If an affirmative determination is made in step S50 (step S50-Y), the process proceeds to step S60, and if a negative determination is made (step S50-N), the process proceeds to step S80. In FIG. 3, the shift position is changed from the third gear to the neutral (N) while the clutch stroke remains up at time t1, and an affirmative determination is made in step S50. In FIG. 4, the shift position is changed from the third gear to the neutral (N) while the clutch stroke remains up at time t11, and an affirmative determination is made in step S50.

  In step S60, the ECU 50 engages the clutch 3 and continues the stop of the engine 1. The ECU 50 outputs a command for engaging the clutch 3 to the actuator 7. The actuator 7 releases the hydraulic pressure in the hydraulic chamber and engages the clutch 3. In FIG. 3, the engagement force of the clutch 3 is maximized at time t2, and the clutch 3 is completely engaged. In FIG. 4, the engagement force of the clutch 3 is maximized at time t12 and the clutch 3 is completely engaged. When step S60 is executed, the process proceeds to step S70.

  In step S70, the ECU 50 changes the operation mode for the clutch 3 to a normal mode following the driver operation. The ECU 50 changes the engagement force of the clutch 3 in accordance with the clutch stroke in the normal mode. That is, when the clutch pedal 40 is depressed and the clutch stroke becomes equal to or greater than the off threshold value, the ECU 50 reduces the engagement force of the clutch 3 according to the increase in the clutch stroke. Further, the ECU 50 opens the clutch 3 when the clutch stroke becomes equal to or greater than the low threshold value.

  In FIG. 3, at time t3, the driver tries to perform a shift operation (dashed line in the shift position column) to the fourth gear without depressing the clutch pedal 40. However, since the operation mode for the clutch 3 is the normal mode and the clutch 3 is engaged, the driver cannot receive the reaction force and change the shift position to the fourth speed. As a result, an inappropriate speed change operation without depressing the clutch pedal 40 can be restricted. On the other hand, in FIG. 4, the clutch pedal 40 is depressed by the driver until the clutch stroke becomes equal to or greater than the low threshold at time t13. The ECU 50 releases the clutch 3 in response to the stepping operation. Therefore, a shift operation to the fourth speed is allowed at time t14. Even if the transmission 4 is operated neutrally without depressing the clutch pedal 40, the ECU 50 releases the clutch 3 and performs the subsequent shift operation if the driver subsequently performs a clutch operation to release the clutch 3. Allow. When step S70 is executed, the process proceeds to step S80.

  In step S80, the ECU 50 determines whether or not the first free run end condition is satisfied. If the end condition is satisfied (step S80-Y), the process proceeds to step S100. If the determination is negative (step S80-N), the process proceeds to step S40. In FIG. 4, when the shift operation to the fourth gear is performed at time t <b> 14, the first free run end condition is satisfied. Termination conditions that are satisfied at this time are “the clutch pedal 40 is depressed in a state in which any gear stage is established in the transmission 4” (first condition) and “accelerator ON” (second Condition) is a first condition in which the gear position of the transmission 4 is a forward gear position and the clutch pedal 40 is ON. Therefore, after the time t14, the engine 1 is restarted in step S100 described later, and when the clutch pedal 40 is turned off at time t15, the clutch 3 is engaged in step S120.

  In step S90, the ECU 50 determines whether or not the second free run end condition is satisfied. If the end condition is satisfied (step S90-Y), the process proceeds to step S100. If the determination is negative (step S90-N), the process proceeds to step S40.

  In step S100, the ECU 50 starts the engine 1. The ECU 50 rotates the engine 1 with the torque of the MG 2 and increases the rotational speed of the engine 1. The ECU 50 starts fuel injection and ignition and starts the engine 1 when the rotational speed of the engine 1 increases to a predetermined rotational speed. When the start of the engine 1 is completed, the ECU 50 executes rotational speed synchronization control. The rotation speed synchronization control is a control for synchronizing the rotation speed of the engagement member 3a of the clutch 3 with the rotation speed of the engagement member 3b. In the rotational speed synchronization control, the ECU 50 controls the engine rotational speed to a rotational speed determined from the current shift speed and the vehicle speed. When step S100 is executed, the process proceeds to step S110.

  In step S110, the ECU 50 determines whether or not the clutch pedal 40 is OFF. If it is determined that the clutch pedal 40 is OFF (step S110-Y), the process proceeds to step S120. If a negative determination is made (step S110-N), the determination in step S110 is repeated.

  In step S120, the ECU 50 engages the clutch 3. When step S120 is executed, the current control process ends.

  As described above, the ECU 50 of the present embodiment executes a free run that causes the vehicle 100 to travel with the engine 1 stopped and the clutch 3 released (step S30). The ECU 50 causes the actuator 7 to perform a gear shifting operation without performing a clutch pedal depression operation (an operation to release the clutch 3) by the driver during the free run and the transmission 4 becomes neutral (step S50-Y). The clutch 3 is engaged (step S60). As described above, the vehicle control apparatus 101 according to the present embodiment suppresses a situation in which an inappropriate speed change operation is permitted in which the shift lever 42 is put into the traveling position without the clutch pedal 40 being depressed. . Therefore, the vehicle control apparatus 101 of the present embodiment can suppress an inappropriate speed change operation by the driver.

  The condition for determining that the driver does not release the clutch 3 is typically a condition in which the clutch pedal 40 is in an OFF state as in step S50, but is not limited thereto. The ECU 50 may determine that the driver has not performed an operation of releasing the clutch 3 when the clutch stroke is less than a predetermined value. This predetermined value is determined, for example, in a range greater than or equal to the off threshold and less than the low threshold. In this way, when a shift operation is performed while the clutch pedal 40 is not fully depressed, the driver can be made aware that the shift operation is inappropriate. If the transmission 4 is neutral when the clutch stroke is greater than or equal to the off threshold and less than the low threshold, the ECU 50 replaces the clutch 3 with the maximum engagement force instead of setting the clutch 3 to the maximum value. The clutch 3 may be engaged as an engaging force according to the above.

  The ECU 50 according to the present embodiment performs an operation mode for the clutch 3 after the speed change operation is performed without the clutch pedal being depressed by the driver during the free run and the transmission 4 becomes neutral (step S50-Y). Is changed to the normal mode following the driver operation (step S70). That is, the ECU 50 engages the clutch 3 with the actuator 7 until the driver depresses the clutch pedal (until the clutch pedal 40 is operated to release the clutch 3). Thereby, the shifting operation for putting the shift lever 42 into the traveling position is not permitted until the driver correctly depresses the clutch pedal 40. Therefore, the vehicle control apparatus 101 of the present embodiment can suppress an inappropriate speed change operation by the driver.

[First Modification of Embodiment]
A first modification of the embodiment will be described. In the above embodiment, the ECU 50 controls the engagement force of the clutch 3 when the operation mode for the clutch 3 is set to the normal mode following the driver operation during the free run (step S70). Alternatively, the ECU 50 may supply the hydraulic pressure generated in the master cylinder of the clutch pedal 40 to the hydraulic chamber as it is in the normal mode. In this case, the ECU 50 instructs the actuator 7 to shut off the hydraulic pump 7b and the hydraulic chamber and to communicate the master cylinder of the clutch pedal 40 and the hydraulic chamber.

[Second Modification of Embodiment]
A second modification of the embodiment will be described. FIG. 5 is a schematic configuration diagram of a vehicle according to a second modification of the embodiment. The vehicle 102 of FIG. 5 differs from the vehicle 100 of the above-described embodiment in that the clutch pedal 40 and the clutch 3 are not mechanically connected, and that the starter 26 is mounted instead of the MG2. is there. The starting device 26 is typically a starter motor. The rotating shaft of the starting device 26 is connected to the output shaft 1 a of the engine 1 through a belt 27. The starter 26 rotates the engine 1 with torque generated by consuming electric power supplied from the battery 25.

  In the vehicle 102 of the second modified example, the hydraulic pressure supplied to the clutch 3 is always controlled by the ECU 50. The vehicle 102 includes a main ECU 60 and an engine ECU 80 instead of the ECU 50 of the above embodiment. The vehicle control device 103 according to the second modification includes a transmission 4, a clutch 3, an actuator 7, a clutch stroke sensor 32, and an engine ECU 80.

  Engine ECU 80 is connected to accelerator opening sensor 33, clutch stroke sensor 32, and neutral switch 34. The engine ECU 80 controls the engine 1 and the actuator 7. The main ECU 60 controls the supply of electric power from the battery 25 to the starting device 26. The main ECU 60 and the engine ECU 80 are connected so as to communicate with each other, and cooperatively control the vehicle 102. The vehicle control device 103 having a so-called by-wire clutch system as shown in FIG. 5 can perform the same control as in the above-described embodiment and achieve the same effect.

[Third Modification of Embodiment]
A third modification of the embodiment will be described. The actuator 7 is not limited to one that operates by hydraulic pressure. The actuator 7 may be one that engages and disengages the clutch 3 by a force other than hydraulic pressure such as electromagnetic force. The means for detecting whether or not the transmission 4 is neutral is not limited to the neutral switch 34. Instead of the neutral switch 34, a shift position sensor or the like may be used.

[Fourth Modification of Embodiment]
A fourth modification of the embodiment will be described. The vehicle control devices 101 and 103 are inadequate when the speed change operation is performed without the operation of releasing the clutch 3 being performed by the driver during the free run and the transmission 4 becomes neutral. Informing means for informing the driver may be provided. Examples of notification means include visual means such as lamps and displays, and auditory means such as speakers and buzzers. When a shift operation without a clutch operation is performed, the clutch 7 is engaged by the actuator 7 and the notification means is operated, so that the driver can be more surely recognized that the shift operation is inappropriate. .

  The engagement force of the clutch 3 when the clutch 3 is engaged in step S60 of the above embodiment may not be the maximum value. For example, the clutch 3 may be engaged with an engagement force between the maximum value and zero. The engagement force of the clutch 3 is set to such a value that at least the reaction force against the speed change operation is larger than the reaction force when the clutch 3 is released, and the driver notices the difference in the reaction force.

[Fifth Modification of Embodiment]
The free-run start condition and end condition are not limited to those exemplified in the above embodiment. For example, the free-run start condition may include “the brake operation is not performed (the brake is off)”. Further, the free-run end condition may include “the brake operation being performed (the brake is in an on state)”.

[Sixth Modification of Embodiment]
In the above embodiment, in step S50, the determination is made based on the state of the clutch pedal 40 at that time and the state of the neutral switch 34 at that time. Instead, the determination may be made based on the transition of the state of the clutch pedal 40 until then and the transition of the state of the neutral switch 34 until then. For example, if the neutral switch 34 is switched from OFF to ON and the clutch pedal 40 is OFF during the period from when the flowchart of FIG. A determination may be made.

  The contents disclosed in the above embodiments and modifications can be executed in appropriate combination.

DESCRIPTION OF SYMBOLS 1 Engine 3 Clutch 4 Transmission 7 Actuator 7a Hydraulic control apparatus 7b Hydraulic pump 31 Engine rotational speed sensor 32 Clutch stroke sensor (detection part)
33 Accelerator opening sensor 34 Neutral switch 40 Clutch pedal 41 Accelerator pedal 42 Shift lever 50 ECU (control unit)
60 Main ECU
80 Engine ECU (control unit)
100,102 Vehicle 101,103 Vehicle control device

Claims (2)

A manual transmission whose gear ratio is changed in accordance with the gear shifting operation of the driver;
A clutch provided between the engine and the manual transmission;
A detection unit for detecting a depression operation of the clutch pedal, which is a depression operation on the clutch pedal by the driver for releasing the clutch;
An actuator for engaging and disengaging the clutch;
A control unit that controls the actuator in response to the depression of the clutch pedal;
With
The control unit performs a free run that causes the vehicle to run with the engine stopped and the clutch released, and performs a speed change without the clutch pedal being depressed by the driver during the free run. When the operation is performed and the manual transmission becomes neutral, the clutch is engaged by the actuator. The control unit performs a shift operation without performing the clutch pedal depressing operation by the driver during the free run, and after the manual transmission becomes neutral, until the clutch pedal depressing operation is performed. The vehicle control device according to claim 1, wherein the clutch is engaged by the actuator.

Images