WO2011114367A1 - Dispositif de commande de véhicule - Google Patents

Dispositif de commande de véhicule Download PDF

Info

Publication number
WO2011114367A1
WO2011114367A1 PCT/JP2010/001873 JP2010001873W WO2011114367A1 WO 2011114367 A1 WO2011114367 A1 WO 2011114367A1 JP 2010001873 W JP2010001873 W JP 2010001873W WO 2011114367 A1 WO2011114367 A1 WO 2011114367A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
speed
travel speed
control device
clutch
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2010/001873
Other languages
English (en)
Japanese (ja)
Inventor
小林勝也
竹内伸一
貝野健
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to PCT/JP2010/001873 priority Critical patent/WO2011114367A1/fr
Publication of WO2011114367A1 publication Critical patent/WO2011114367A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator

Definitions

  • the present invention relates to a vehicle control device equipped with a manual transmission, and more particularly to a vehicle control device that executes travel speed control.
  • a vehicle equipped with a manual transmission has a manual clutch, and rotation output from an engine as an internal combustion engine is transmitted to a transmission mechanism that constitutes the manual transmission via the manual clutch. Yes.
  • a dry single-plate friction clutch is adopted, which is connected to the flywheel connected to the engine output shaft and the input shaft of the transmission mechanism according to the operation of the clutch pedal.
  • the transmission mechanism is generally constituted by a constant meshing type or a synchronous meshing type manual transmission.
  • a transmission mechanism includes an input-side main shaft, an output-side main shaft, and a countershaft, and is disposed on the input-side or output-side main shaft and the countershaft.
  • a plurality of gear pairs configured so as to always mesh with each other. The gear provided on each main shaft can be idled on the shaft.
  • a sleeve can be connected to the side of each gear that can idle.
  • the sleeve is movable in the axial direction by a shift fork connected to the shift lever.
  • the gear is connected to the sleeve via the sleeve. Fixed to the main shaft. Therefore, the output rotation of the engine is shifted by the gear ratio between the gear fixed to the main shaft by the sleeve and the gear meshing with the gear, and is transmitted to the drive wheels.
  • the driver depresses the accelerator pedal to increase the engine rotation speed so that the engine torque corresponding to the engine rotation speed and the clutch torque corresponding to the clutch operation are harmonized. As a result, smooth operation is possible.
  • the vehicle control device disclosed in Patent Document 1 executes a traveling speed control for controlling the driving force of the engine so that the vehicle speed detected by the vehicle speed sensor matches the set target speed. Further, when the driver detects the operation of the clutch pedal by the clutch pedal switch, the traveling speed control is terminated. This is because if the manual clutch is disengaged and the traveling speed control is continued, the vehicle control device rotates the engine so that the vehicle speed increases to the target speed even though the engine driving force is not transmitted. This is because the engine continues to rise as the number continues to rise.
  • the vehicle control device performs the travel speed control immediately after the operation of the clutch pedal is finished. It is supposed to start.
  • the vehicle control device disclosed in Patent Document 1 does not wait for the clutch pedal operation to end when the clutch pedal is depressed and the travel speed control is terminated during the travel speed control.
  • the control start request can be input, and the traveling speed control is started immediately after the operation of the clutch pedal by the driver is completed.
  • the present invention has been made to solve the above-described conventional problems, and in a vehicle equipped with a manual transmission, it is possible to prevent the driver from feeling troublesome with respect to an operation for executing travel speed control.
  • An object of the present invention is to provide a vehicle control device.
  • a vehicle control device can switch between a shut-off state for shutting off power between an internal combustion engine and a manual transmission and a transmission state for transmission according to a driver's operation.
  • a vehicle speed control means for executing a running speed control for keeping the running speed of the vehicle constant, wherein the running speed control means is configured to switch the switching means during the running speed control. Is shifted from the transmission state to the cut-off state, the travel speed control is interrupted until the transfer state is transferred to the transfer state. Note that the interruption of the traveling speed control includes a worsening of the followability of the traveling speed of the vehicle with respect to the target speed, for example, by reducing the feedback gain.
  • the vehicle control apparatus automatically performs the traveling speed control when the switching means shifts from the shut-off state to the transmission state even when a shifting operation is performed during the traveling speed control. Will be resumed. This eliminates the need for the driver to perform an operation for starting the traveling speed control every time the speed change operation is performed, and as a result, the vehicle control device can prevent the driver from feeling troublesome.
  • the travel speed control means returns the travel speed control when the switching means shifts from the shut-off state to the transmission state.
  • the vehicle control apparatus automatically restarts the traveling speed control even after the speed change operation is performed by the driver, so that the driver performs an operation for starting the traveling speed control.
  • the vehicle control device can prevent the driver from feeling troublesome.
  • synchronization control means for executing synchronization control of rotation of the output shaft of the internal combustion engine and rotation of the input shaft of the manual transmission is provided, and the running speed control is interrupted in the synchronization control means.
  • the synchronization control is executed on condition that
  • the vehicle control apparatus enables the rotation of the output shaft of the internal combustion engine and the input shaft of the manual transmission even when the switching means shifts from the transmission state to the cutoff state, such as during a shift operation by the driver. Therefore, it is possible to prevent an engagement shock from occurring when the switching means shifts from the shut-off state to the transmission state.
  • the travel speed control means ends the execution of the travel speed control when the travel speed of the vehicle falls outside a predetermined range.
  • the vehicle control device can execute the traveling speed control within the range of the traveling speed of the vehicle suitable for executing the traveling speed control.
  • the travel speed control means ends the execution of the travel speed control when a braking request is generated for the vehicle.
  • the vehicle control device can terminate the traveling speed control and brake the vehicle when a driver's braking request is generated by the driver.
  • the travel speed control means ends the execution of the travel speed control when a speed difference between the travel speed of the vehicle and a target speed becomes a predetermined value or more.
  • the vehicle control apparatus automatically restarts the traveling speed control when the traveling speed of the vehicle greatly decreases or increases above the target speed while the traveling speed control is interrupted. It is possible to prevent unintended acceleration / deceleration of the vehicle. Therefore, for example, when the vehicle speed is significantly reduced while the switching means is operated by the driver to shift from the transmission state to the cutoff state, when the driver finishes the operation of the switching means, the driver's expectation The acceleration that does not occur can be prevented.
  • the power train mounted on the vehicle 1 mainly includes an engine 11 as an internal combustion engine, a manual transmission 12 that can realize a shift by a driver's operation, and the engine 11 and the manual transmission 12. And a clutch mechanism 13 capable of interrupting the transmission of torque therebetween.
  • the engine 11 includes a plurality of substantially cylindrical cylinders, a cylinder block fixed to the vehicle body via an engine mount, a piston housed in each cylinder so as to be slidable in the axial direction, and a cylinder block And an intake valve and an exhaust valve for switching opening and closing of an intake port 17 and an exhaust port 18 formed in the cylinder head, respectively.
  • a combustion chamber 19 is defined by the cylinder block, the cylinder head, and the piston.
  • a 4-cylinder gasoline engine will be described as an example.
  • the intake port 17 is connected to an intake pipe 23 via an intake manifold 21 and a surge tank 22.
  • An air cleaner 24 is installed at the air inlet of the intake pipe 23.
  • An electronic throttle device 26 having a throttle valve 25 is installed in the intake pipe 23.
  • the exhaust port 18 is connected to an exhaust pipe 28 via an exhaust manifold 27.
  • each intake port 17 In the vicinity of each intake port 17, an injector 29 for injecting fuel is installed. Above each combustion chamber 19, a spark plug 16 for igniting an air-fuel mixture of gasoline and air is installed.
  • the engine 11 further has a crankshaft 32 as an output shaft, and is connected to an input shaft 33 constituting an input shaft of the manual transmission 12 via the clutch mechanism 13.
  • the clutch mechanism 13 is switched between a transmission state in which rotation of the crankshaft 32 is transmitted to the input shaft 33 and a cutoff state in which transmission to the input shaft 33 is blocked.
  • the transition of the state between the transmission state and the cutoff state in the clutch mechanism 13 corresponds to the depression position of the clutch pedal 35 operated by the driver, that is, the clutch stroke Cs, and the clutch pedal 35 is not depressed.
  • the clutch mechanism 13 In the state, the clutch mechanism 13 is in a transmission state, and the rotation of the crankshaft 32 is transmitted to the input shaft 33.
  • the clutch mechanism 13 constitutes switching means that can be switched between a shut-off state that shuts off the power between the internal combustion engine and the manual transmission 12 and a transmission state that transmits the power according to the operation of the driver.
  • the manual transmission 12 decelerates the rotation of the input shaft 33 by any one of a plurality of gear pairs having different gear ratios, and rotates the output shaft 36. Further, in the manual transmission 12, the power transmission path between the input shaft 33 and the output shaft 36 is switched according to the operation of the shift lever 37 by the driver, and according to the gear pair constituting this power transmission path. A gear ratio is set.
  • the shift lever 37 has a neutral position for interrupting transmission of power between the input shaft 33 and the output shaft 36 in the manual transmission 12, and the rotational directions of the input shaft 33 and the output shaft 36 are opposite to each other.
  • the shift position is any one of a reverse position for moving the vehicle 1 backward and a 1st to 5th gear position associated with a predetermined speed ratio of the manual transmission 12.
  • the clutch mechanism 13 in the present embodiment is constituted by a dry single-plate friction clutch.
  • the clutch mechanism 13 includes a disc-shaped flywheel 42 that rotates integrally with the crankshaft 32, a clutch disc 43 that rotates integrally with the input shaft 33, and an annular shape that presses the clutch disc 43 toward the flywheel 42.
  • a pressure plate 44, a disk-shaped diaphragm spring 45 that applies a pressing force to the pressure plate 44, and a clutch cover 46 that rotates integrally with the flywheel 42 are provided.
  • the flywheel 42 is rotated by the torque output from the engine 11 via the crankshaft 32.
  • the clutch disc 43, the pressure plate 44, and the diaphragm spring 45 are accommodated between the flywheel 42 and the clutch cover 46 so that their axes coincide with each other.
  • the clutch disk 43 is splined to the input shaft 33. Therefore, the clutch disk 43 can move in the axial direction of the input shaft 33 while rotating integrally with the input shaft 33.
  • the pressure plate 44 is in contact with the annular outer peripheral portion 45a of the diaphragm spring 45 and is pressed toward the flywheel 42 by the diaphragm spring 45. By this pressing, the pressure plate 44 presses the clutch disk 43, and a frictional force is generated between the clutch disk 43 and the flywheel 42. By this frictional force, the flywheel 42 and the clutch disc 43 are engaged with each other and rotate together. That is, the clutch mechanism 13 is in a transmission state, and power is transmitted from the engine 11 to the manual transmission 12.
  • the diaphragm spring 45 has a disk shape, and has a structure in which a plurality of tongue-like levers toward the center are formed on the inner peripheral side of the annular outer peripheral portion 45a.
  • the tip of the tongue-like lever near the center of the diaphragm spring 45 is a central portion 45b, and the vicinity of the boundary between the annular outer peripheral portion 45a and the tongue-like lever is a support portion 45c.
  • the diaphragm spring 45 since the diaphragm spring 45 has a structure in which the central portion 45b is raised, it functions as a disc spring.
  • the diaphragm spring 45 has a support portion 45 c held between the end portions 46 a of the clutch cover 46, an outer peripheral portion 45 a in contact with the pressure plate 44, and a central portion 45 b in contact with the tip of the release sleeve 55.
  • a master cylinder (not shown) is provided in the vicinity of the clutch pedal 35 (see FIG. 1).
  • the master cylinder is composed of a piston and a liquid chamber, and the tip of the piston is connected to the clutch pedal 35.
  • the master cylinder is configured so that its piston protrudes and retracts with respect to the cylinder portion as the clutch pedal 35 is operated.
  • a release cylinder 52 is provided in the vicinity of the release fork 54.
  • the release cylinder 52 is composed of a piston and a liquid chamber, and the tip of the piston is connected to the end of the release fork 54 (the upper end of FIG. 2).
  • the cylinder part of the master cylinder and the cylinder part of the release cylinder 52 are communicated with each other via a clutch pipe 53.
  • the cylinder portion of the master cylinder, the cylinder portion of the release cylinder 52, and the clutch pipe 53 are filled with clutch fluid.
  • the output shaft 36 of the manual transmission 12 is connected to the left and right drive wheels 59 via a propeller shaft 56, a differential gear 57 and a drive shaft 58.
  • the vehicle 1 further includes an electronic control device 10 that constitutes a vehicle control device.
  • the electronic control device 10 is configured by a known ECU (Electronic Control Unit).
  • the electronic control unit 10 controls the magnitude of torque output from the engine 11.
  • the electronic control device 10 executes cruise control as will be described later.
  • the electronic control device 10 is a micro having a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), an input port, an output port, and the like connected to each other via a bidirectional bus. Consists of a computer.
  • the CPU performs output control of the engine 11 and the like by performing signal processing according to a program and a map stored in advance in the ROM while using a temporary storage function of the RAM.
  • a signal output from the output port is transmitted to an actuator (not shown) or the like via an A / D converter.
  • the electronic control device 10 determines the opening degree of the throttle valve 25 of the electronic throttle device 26, the fuel injection amount and timing in the injector 29, the ignition timing in the spark plug 16 and the like based on signals input from sensors described later. It comes to control.
  • the vehicle 1 further includes an engine speed sensor 40, an input shaft speed sensor 64, a vehicle speed sensor 65, and a vehicle speed meter 68 that represents the speed of the vehicle 1.
  • the engine speed sensor 40 outputs a signal representing the speed of the crankshaft 32 to the electronic control unit 10, and the electronic control unit 10 detects the engine speed Ne based on this signal. It has become.
  • the vehicle speed sensor 65 outputs a signal representing the number of rotations of the output shaft 36 of the manual transmission 12 to the electronic control device 10, and the electronic control device 10 calculates the vehicle speed V based on this signal. It has become.
  • the input shaft rotational speed sensor 64 outputs a signal representing the rotational speed of the input shaft 33 of the manual transmission 12, that is, the input shaft rotational speed Ni, to the electronic control unit 10.
  • the vehicle 1 includes an accelerator pedal 61 and an accelerator opening sensor 62.
  • the accelerator opening sensor 62 is composed of, for example, an electronic position sensor using a hall element.
  • the accelerator opening sensor 62 indicates the accelerator opening Apedal indicating the position of the accelerator pedal 61. Is output to the electronic control unit 10.
  • the electronic control device 10 opens the throttle valve 25 of the electronic throttle device 26, the timing of fuel injection in the injector 29, and the ignition in the spark plug 16 so that the engine 11 generates the required torque amount Te according to the accelerator opening Apedal. The timing is controlled.
  • the vehicle 1 also includes a clutch pedal switch 63.
  • the clutch pedal switch 63 is a first sensor that detects whether or not the clutch stroke Cs of the clutch pedal 35 is at the minimum 0 [%] position and the clutch stroke Cs is at the maximum 100 [%]. It has the 2nd sensor which detects whether it is.
  • the clutch pedal switch 63 detects whether or not the clutch pedal 35 is depressed by the driver instead of the above configuration, and when it is depressed, transmits an ON signal to the electronic control unit 10. Also good. In this case, when the electronic control device 10 acquires the ON signal from the clutch pedal switch 63, the electronic control device 10 determines that the clutch is ON.
  • the vehicle 1 includes a brake sensor 70.
  • the brake sensor 70 transmits to the electronic control device 10 a pedaling force switch signal that switches from an OFF state to an ON state when the brake pedal 69 is depressed by a driver with a predetermined depression amount. Therefore, the electronic control unit 10 determines that a braking request for the vehicle 1 has occurred when a pedaling force switch signal indicating an ON state is input from the brake sensor 70.
  • the electronic control unit 10 executes cruise control for keeping the traveling speed of the vehicle 1 constant.
  • the electronic control device 10 executes output control of the engine 11 so that the vehicle 1 travels at a target speed Vt set by the driver during execution of cruise control.
  • the electronic control unit 10 acquires a signal representing the current vehicle speed Vr of the vehicle 1 from the vehicle speed sensor 65 during execution of the cruise control
  • the electronic control unit 10 and the target speed Vt set by the driver by a method described later are used.
  • vehicle speed feedback control is performed to control the output of the engine 11 so that the vehicle speed Vr matches the target speed Vt, and the traveling speed is kept constant.
  • the vehicle speed feedback control is realized by known feedback control such as PID control.
  • PID control a proportional gain, an integral gain, and a differential gain are determined in advance by experimental measurement, and the determined values are stored in the ROM in advance.
  • the output control of the engine 11 executes known output control such as adjustment of the opening degree of the throttle valve 25 and adjustment of the fuel injection amount. Therefore, the electronic control unit 10 constitutes the traveling speed control means according to the present invention, and the vehicle speed feedback control constitutes the traveling speed control according to the present invention.
  • the vehicle 1 includes a cruise control switch 71 shown in FIG.
  • the cruise control switch 71 is installed on the steering wheel, and includes a push-type main switch 72 and a three-way lever-type operation switch 73.
  • the main switch 72 switches the main power source of the cruise control system between ON and OFF in response to the driver's pressing.
  • the operation switch 73 transmits a signal indicating that the switch is ON only during operation by the driver to the electronic control unit 10 on the condition that the main power source of the cruise control system is ON. A signal to be transmitted is transmitted to the electronic control unit 10.
  • the electronic control device 10 When the vehicle speed is not set and the current vehicle speed Vr is within a predetermined range, for example, 40 km / h to 100 km / h, the electronic control device 10 operates the operation switch 73 in the direction of the arrow 75. Then, the vehicle speed when the operation switch 73 is operated is set to the target speed Vt, cruise control is started, and vehicle speed feedback control is executed. Therefore, the electronic control unit 10 constitutes a means for setting the start of traveling speed control.
  • the electronic control device 10 continues to decrease the target speed Vt until the operation ends, and the engine 11 Is reduced to a target speed Vt at which the vehicle 1 is reduced.
  • the electronic control device 10 ends the cruise control with the main power supply of the cruise control system remaining on. ing. In this case, the electronic control unit 10 keeps the target speed Vt in the RAM. Note that the electronic control device 10 clears the target speed Vt held in the RAM when a predetermined condition (described later) in which the cruise control is terminated regardless of the operation of the operation switch 73 is satisfied.
  • the electronic control device 10 operates when the operation switch 73 is operated in the direction of the arrow 76.
  • the target speed Vt held in the vehicle is set as a newly set target speed, and cruise control is started again.
  • the electronic control unit 10 can operate until the operation is completed when the operation switch 73 is operated in the direction of the arrow 76. While continuing to raise Vt, the output of the engine 11 is increased and the vehicle 1 is raised to the raised target speed Vt.
  • the electronic control unit 10 turns on when the difference between the current vehicle speed Vr and the target speed Vt is equal to or greater than a predetermined value during execution of the cruise control, and when the pedal force switch signal input from the brake sensor 70 is turned off.
  • a predetermined condition such as when switching to a state, the cruise control is performed with the main power source of the cruise control system turned on, that is, the vehicle speed feedback control being executed or the rotation speed feedback control described later is performed. It is supposed to end.
  • the electronic control unit 10 is configured to release the set target speed Vt.
  • the electronic control unit 10 executes the rotational speed feedback control that synchronizes the rotation of the crankshaft 32 and the input shaft 33 while the clutch pedal 35 is depressed.
  • the rotation speed feedback control is finished and the vehicle speed feedback control is resumed.
  • the electronic control unit 10 executes vehicle speed feedback control and rotation speed feedback control as cruise control, and switches between vehicle speed feedback control and rotation speed feedback control according to depression of the clutch pedal 35. It is supposed to be.
  • the electronic control unit 10 receives a signal representing the rotational speed Ne of the crankshaft 32 from the engine rotational speed sensor 40 and a signal representing the rotational speed Ni of the input shaft 33 from the input shaft rotational speed sensor 64. Enter. Then, the electronic control unit 10 controls the output of the engine 11 based on the rotational speed difference between the rotational speed Ne of the crankshaft 32 and the rotational speed Ni of the input shaft 33, so that the rotational speeds of the crankshaft 32 and the input shaft 33 coincide. It is supposed to let you.
  • the rotational speed feedback control is realized by known feedback control such as PID control.
  • PID control When the rotational speed feedback control is realized by PID control, the proportional gain, the integral gain, and the differential gain are determined in advance by experimental measurement, and the determined values are stored in the ROM in advance.
  • the electronic control unit 10 constitutes a synchronization control unit according to the present invention
  • the rotation speed feedback control constitutes a synchronization control according to the present invention.
  • the electronic control unit 10 includes a cruise meter in a combination meter installed in the vicinity of the driver's seat regardless of whether the vehicle speed feedback control or the rotational speed feedback control is being executed.
  • An indicator lamp is lit to indicate that control is being executed.
  • the electronic control unit 10 can allow the driver to confirm that the cruise control is continued even during the shift operation, so that the setting of the target speed Vt is maintained after the shift operation is completed. Regardless, the setting operation of the target speed Vt is prevented from being unnecessarily performed by the driver.
  • the electronic control unit 10 executes an executable determination process for determining whether or not cruise control is executable.
  • the electronic control unit 10 first determines whether cruise control is requested (step S1). Specifically, in the electronic control device 10, the main switch 72 turns on the main power source of the cruise control system and the target speed Vt is not set. When the target speed Vt is set by the operation, it is determined that the cruise control is requested. Further, the electronic control unit 10 determines that the cruise control is requested even when the main power source of the cruise control system is turned on and the target speed Vt is already set.
  • step S1 If the electronic control unit 10 determines that cruise control is required (YES in step S1), the electronic control unit 10 proceeds to step S2. On the other hand, when it is determined that the cruise control is not requested (NO in step S1), the process proceeds to RETURN.
  • the electronic control unit 10 determines whether or not the current vehicle speed Vr is within a predetermined range, that is, whether or not Vth1 ⁇ Vr ⁇ Vth2 is satisfied (step S2).
  • the low-speed threshold Vth1 and the high-speed threshold Vth2 are set to 40 km / h and 100 km / h, for example.
  • step S2 When the electronic control unit 10 determines that the current vehicle speed Vr is within the predetermined range (YES in step S2), the electronic control unit 10 proceeds to step S3. On the other hand, if it is determined that the current vehicle speed Vr is not within the predetermined range, the routine proceeds to RETURN.
  • the electronic control unit 10 determines whether or not the difference between the current vehicle speed Vr and the target speed Vt is within a predetermined range, that is, whether or not
  • the threshold value Vth3 is set to 40 km / h, for example.
  • step S3 When the electronic control unit 10 determines that the difference between the current vehicle speed Vr and the target speed Vt is within a predetermined range (YES in step S3), the electronic control unit 10 proceeds to step S4. On the other hand, if it is determined that the difference between the current vehicle speed Vr and the target speed Vt is not within the predetermined range, the routine proceeds to RETURN.
  • the electronic control unit 10 determines whether or not the brake is OFF based on the pedaling force switch signal input from the brake sensor 70 (step S4). If the electronic control unit 10 determines that the brake is OFF (YES in step S4), the electronic control unit 10 proceeds to step S5. On the other hand, when it is determined that the brake is ON, that is, a braking request is generated for the vehicle 1 (NO in step S4), the process proceeds to RETURN.
  • step S5 the electronic control unit 10 executes cruise control described in detail below.
  • the electronic control device 10 executes the cruise control shown in FIG. 5 when it is determined in the above steps S1 to S4 that each condition is satisfied. If it is determined in step S1 to step S4 that any one of the conditions is not satisfied, the cruise control is not executed. If the cruise control is already being executed, the cruise control is terminated.
  • the cruise control execution condition described above is merely an example, and the electronic control unit 10 may omit the condition determination in any one of steps S1 to S4. You may further perform condition determination other than the condition determination of S4.
  • the electronic control unit 10 first sets a target speed Vt when executing cruise control (step S11).
  • the electronic control device 10 sets the vehicle speed when the operation switch 73 is operated in the direction of the arrow 75 by the driver as the target speed Vt. If the target speed Vt has already been set, the target speed Vt is maintained.
  • the electronic control unit 10 determines whether or not the signal input from the clutch pedal switch 63 indicates that the clutch pedal 35 is depressed, that is, whether or not the clutch is ON (step S12).
  • step S12 If the electronic control unit 10 determines that the clutch is ON (YES in step S12), the electronic control unit 10 proceeds to step S13. On the other hand, when it is determined that the clutch has not been depressed by the driver and the clutch is OFF (NO in step S12), the process proceeds to step S17.
  • the electronic control unit 10 acquires the input shaft speed Ni based on the signal input from the input shaft speed sensor 64 when the process proceeds to step S13.
  • the electronic control unit 10 acquires the engine speed Ne based on the signal input from the engine speed sensor 40 (step S14).
  • the electronic control unit 10 calculates the rotational speed difference between the input shaft rotational speed Ni acquired in step S13 and the engine rotational speed Ne acquired in step S14 (step S15).
  • the electronic control unit 10 controls the output of the engine 11 based on the rotational speed difference calculated in step S15, and executes rotational speed feedback control for matching the engine rotational speed Ne with the input shaft rotational speed Ni ( Step S16).
  • step S12 determines the current vehicle speed based on the signal input from the vehicle speed sensor 65. Vr is acquired.
  • the electronic control unit 10 calculates a speed difference between the target speed Vt set in step S11 and the current vehicle speed Vr acquired in step S17 (step S18).
  • the electronic control unit 10 executes vehicle speed feedback control that controls the output of the engine 11 based on the speed difference calculated in step S18 so that the current vehicle speed Vr matches the target speed Vt (step S19).
  • the electronic control device 10 can reduce the vehicle speed when the clutch mechanism 13 shifts from the disengaged state to the transmitted state even when a shift operation is performed during the execution of the vehicle speed feedback control. Feedback control can be automatically resumed.
  • the driver does not need to perform an operation for starting the vehicle speed feedback control every time the speed change operation is performed, and as a result, the electronic control device 10 can prevent the driver from feeling troublesome.
  • the electronic control device 10 can synchronize the rotation of the crankshaft 32 and the input shaft 33 when the clutch mechanism 13 shifts to the disconnected state, such as during a gear shifting operation by the driver, so the clutch mechanism 13 is in the disconnected state. It is possible to prevent an engagement shock from occurring when the state is shifted from the transmission state to the transmission state.
  • the electronic control unit 10 can execute the vehicle speed feedback control within the range of the traveling speed of the vehicle 1 suitable for executing the vehicle speed feedback control.
  • the electronic control device 10 can end the vehicle speed feedback control and brake the vehicle 1.
  • the electronic control unit 10 ends the cruise control when the current vehicle speed Vr of the vehicle 1 is significantly decreased or increased than the target speed Vt. Therefore, when the vehicle speed greatly fluctuates during the interruption of the vehicle speed feedback control. Can prevent acceleration / deceleration of the vehicle 1 unintended by the driver due to the vehicle speed feedback control being executed again. Therefore, for example, when the vehicle speed is reduced while the driver is operating the clutch mechanism 13 to shift from the transmission state to the cutoff state, the driver's expectation is assumed when the driver finishes the operation of the clutch mechanism 13. The acceleration that does not occur can be prevented.
  • the electronic control unit 10 converts the rotational speed of the output shaft 36 input from the vehicle speed sensor 65 into the input shaft rotational speed Ni according to the gear ratio of the gear stage formed in the manual transmission 12, and the engine The rotational speed Ne may be made to coincide with the input shaft rotational speed Ni.
  • the vehicle 1 installs a shift position sensor at each shift position of the shift lever 37 and determines which shift position the shift lever 37 is located. Then, the rotational speed of the output shaft 36 is converted into the input shaft rotational speed Ni by the gear ratio of the gear position according to the shift position. Note that the gear ratio of each gear stage is stored in advance in the ROM.
  • the electronic control unit 10 acquires the rotation speed of the drive wheel 59 from a drive wheel rotation speed sensor that detects the rotation speed of the drive wheel 59, and uses this drive wheel rotation speed as a gear ratio between the final gear and the differential gear 57 and
  • the input shaft rotation speed Ni may be converted according to the rotation speed ratio between the input shaft 33 and the drive wheel 59, such as the gear ratio of the manual transmission 12.
  • values necessary for calculating the rotation speed ratio between the input shaft 33 and the drive wheel 59, such as the gear ratio of each gear are stored in the ROM in advance.
  • the electronic control device 10 has been described with respect to the case where the engine speed and the input shaft 33 are synchronized while the clutch pedal 35 is depressed and the cruise control is interrupted.
  • the electronic control unit 10 may start executing the synchronous control after a predetermined time has elapsed since the clutch pedal 35 was depressed.
  • the cruise control only needs to be executed by one ECU configuring the electronic control device 10, and a plurality of ECUs may execute cruise control in cooperation with each other.
  • the present invention is not limited to this.
  • the followability of the traveling speed of the vehicle may be deteriorated.
  • the electronic control device 10 has been described based on a signal input from the clutch pedal switch 63 to determine whether or not the clutch is ON.
  • the present invention is not limited to this, and the crankshaft 32 is not limited thereto.
  • Whether or not the clutch is ON may be determined based on the rotational speed difference between the input shaft 33 and the input shaft 33.
  • the electronic control unit 10 calculates the rotational speed difference between the crankshaft 32 and the input shaft 33 based on signals input from the engine rotational speed sensor 40 and the input shaft rotational speed sensor 64, for example, and this rotational speed difference is calculated. If a predetermined threshold value is exceeded, it is determined that the clutch is ON indicating a clutch disengaged state.
  • the vehicle control device has an effect of preventing the driver from feeling troublesome with respect to the operation for executing the traveling speed control, and includes the manual transmission. It is useful for a vehicle control device.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Controls For Constant Speed Travelling (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un dispositif de commande de véhicule capable, dans un véhicule équipé d'une boîte de vitesses manuelle, d'éviter que le conducteur soit gêné par une opération qui exécute une commande de la vitesse de conduite. Lors de l'exécution d'une régulation automatique de la vitesse, un dispositif de commande électronique fixe une vitesse cible (Vt) (étape S11), et vérifie si l'embrayage est serré (étape S12). S'il est constaté que l'embrayage est serré, le dispositif de commande électronique acquiert le tr/min de l'essieu d'entrée (Ni) et le tr/min du moteur (Ne) (étapes S13, S14) et il exécute une commande en réaction des tr/min qui accorde le tr/min du moteur (Ne) au tr/min de l'essieu d'entrée (Ni) (étape S16). S'il est constaté que l'embrayage n'est pas serré, le dispositif de commande électronique acquiert la vitesse actuelle du véhicule (Vr) (étape S17) et exécute une commande en réaction de la vitesse du véhicule qui accorde la vitesse actuelle du véhicule (Vr) à la vitesse cible (Vt) (étape S19)
PCT/JP2010/001873 2010-03-16 2010-03-16 Dispositif de commande de véhicule Ceased WO2011114367A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2010/001873 WO2011114367A1 (fr) 2010-03-16 2010-03-16 Dispositif de commande de véhicule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2010/001873 WO2011114367A1 (fr) 2010-03-16 2010-03-16 Dispositif de commande de véhicule

Publications (1)

Publication Number Publication Date
WO2011114367A1 true WO2011114367A1 (fr) 2011-09-22

Family

ID=44648507

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2010/001873 Ceased WO2011114367A1 (fr) 2010-03-16 2010-03-16 Dispositif de commande de véhicule

Country Status (1)

Country Link
WO (1) WO2011114367A1 (fr)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6128727A (ja) * 1984-07-17 1986-02-08 Nippon Denso Co Ltd 車両用内燃機関の機関回転数制御装置
JPS63188531A (ja) * 1987-01-29 1988-08-04 Fujitsu Ten Ltd 自動車の定速走行装置
JPH0314736A (ja) * 1989-06-12 1991-01-23 Hitachi Ltd 自動車の自動変速制御装置及びその制御方式
JPH09290665A (ja) * 1996-04-25 1997-11-11 Denso Corp 車両の自動速度制御装置
JP2001146961A (ja) * 1999-11-24 2001-05-29 Mitsubishi Motors Corp 車両の変速制御装置
JP2004161175A (ja) * 2002-09-19 2004-06-10 Nissan Motor Co Ltd 走行速度制御装置
JP2004211798A (ja) * 2002-12-27 2004-07-29 Hitachi Unisia Automotive Ltd 車両用定速走行装置
JP2004231021A (ja) * 2003-01-30 2004-08-19 Hitachi Ltd 車速制御と変速制御を協調制御する車両制御装置及び方法

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6128727A (ja) * 1984-07-17 1986-02-08 Nippon Denso Co Ltd 車両用内燃機関の機関回転数制御装置
JPS63188531A (ja) * 1987-01-29 1988-08-04 Fujitsu Ten Ltd 自動車の定速走行装置
JPH0314736A (ja) * 1989-06-12 1991-01-23 Hitachi Ltd 自動車の自動変速制御装置及びその制御方式
JPH09290665A (ja) * 1996-04-25 1997-11-11 Denso Corp 車両の自動速度制御装置
JP2001146961A (ja) * 1999-11-24 2001-05-29 Mitsubishi Motors Corp 車両の変速制御装置
JP2004161175A (ja) * 2002-09-19 2004-06-10 Nissan Motor Co Ltd 走行速度制御装置
JP2004211798A (ja) * 2002-12-27 2004-07-29 Hitachi Unisia Automotive Ltd 車両用定速走行装置
JP2004231021A (ja) * 2003-01-30 2004-08-19 Hitachi Ltd 車速制御と変速制御を協調制御する車両制御装置及び方法

Similar Documents

Publication Publication Date Title
EP1923287B1 (fr) Système de commande et véhicule
WO2014156702A1 (fr) Dispositif d'entraînement de véhicule
JP5045767B2 (ja) 車両の制御装置
JP2018065424A (ja) 車両の制御装置
JP2011080449A (ja) 車両の制御装置
JP5737394B2 (ja) 車両の制御装置
JP2014084815A (ja) 車両用駆動装置
US20170204919A1 (en) Controller for vehicle and control method
WO2013038446A1 (fr) Dispositif de transmission/d'interruption d'énergie
JP2011194970A (ja) 車両の制御装置
JP2010276117A (ja) 自動クラッチの制御装置
JP5310941B2 (ja) 車両用エンジンの制御装置
JP2013053727A (ja) 車両の動力伝達制御装置
JP2012201154A (ja) 変速制御装置
WO2011114367A1 (fr) Dispositif de commande de véhicule
JP2017166338A (ja) 車両用駆動装置
JP5273309B1 (ja) 車両の制御装置
US20100093489A1 (en) Transmission control apparatus and control method
JP5062366B2 (ja) 車両の制御装置
JP4291753B2 (ja) 内燃機関の制御装置
JP2018035760A (ja) 車両の制御装置
JP2017227190A (ja) 車両の制御装置
JP2011220135A (ja) 車両の制御装置
JP2018040374A (ja) 車両の制御装置
JP2006046209A (ja) 内燃機関の制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 10847789

Country of ref document: EP

Kind code of ref document: A1

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)
NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 10847789

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: JP