FR3057226A1 - CONTROL DEVICE AND VEHICLE CONTROL SYSTEM - Google Patents

Abstract

The invention relates to a vehicle control device. The vehicle includes a torque converter (3) configured to transmit an output of a motor (2) to a transmission (4) by means of oil, and an auxiliary machine configured to be driven using the motor output (2). ) as a training source. When an occupant actuates a brake, the control device limits the drive of the auxiliary machine.

Description

(57) The invention relates to a vehicle control device. The vehicle has a torque converter (3) configured to transmit an output from an engine (2) to a transmission (4) using oil, and an auxiliary machine configured to be driven using the output of the engine (2 ) as a training source. When an occupant applies a brake, the control device limits the drive of the auxiliary machine.

FR 3 057 226 - A1

VEHICLE CONTROL DEVICE AND CONTROL SYSTEM

The present invention relates to a control device and a system for controlling a vehicle.

A torque converter used in a vehicle transmits power from an engine to a transmission using oil. Specifically, the torque converter is configured to include an impeller installed on the output shaft of the engine, and a turbine installed on the input shaft of the transmission. The rotation of the impeller is transmitted to the turbine by means of oil. As the turbine turns, the power from the engine is transmitted to the transmission, and then transmitted to the vehicle wheels.

There is also a torque converter with a locking clutch mechanism directly connecting the engine side and the transmission side (see patent document 1 for example). In patent document 1, the power transmission between the engine and the transmission can be switched between the direct transmission and the indirect transmission by means of oil by actuating or releasing the locking clutch mechanism.

Patent document 1: Japanese patent application publication No. 2001200927A

In a case where the locking clutch mechanism is in a released state, when the impeller and the impeller are not directly connected as described above, the rotation of the impeller is transmitted to the turbine by means of oil. In this case, depending on the speed of rotation of the impeller or of the turbine, a difference in speed of rotation may appear between the impeller and the turbine. In particular, if an occupant of the vehicle applies a brake, the speed of rotation of the vehicle wheel side (transmission), namely the speed of rotation of the turbine decreases, and thus, the difference in speed of rotation between the propeller and the turbine increases. As a result, vibration (or shock) can occur in the vehicle.

It is therefore an object of the present invention to provide a control device and a control system for a vehicle capable of suppressing the vibration of the vehicle attributable to a torque converter.

One aspect of the embodiments of the present invention provides a vehicle control device which comprises: a torque converter configured to transmit the output of an engine to a transmission by means of oil; and an auxiliary machine configured to be driven using the output of the engine as a drive source, wherein, when an occupant applies a brake, the controller limits the drive of the auxiliary machine.

Another aspect of the embodiments of the present invention provides a vehicle control system, comprising: a torque converter configured to transmit the output of an engine to a transmission by means of oil; an auxiliary machine configured to be driven using the output of the engine as a drive source; and a controller configured to control the drive of the auxiliary machine, wherein, when an occupant applies a brake, the controller limits the drive of the auxiliary machine.

According to the aspect of the embodiments of the present invention, it is possible to suppress the vibration of the vehicle attributable to the torque converter.

On the attached drawings:

Figure 1 is a conceptual view illustrating the overall configuration of a vehicle control system according to a first embodiment;

FIGS. 2A and 2B are a chronological graph of control of the drive of an air compressor according to the first embodiment;

FIG. 3 is a flowchart for controlling the drive of the air compressor according to the first embodiment;

FIGS. 4A and 4B are a chronological graph of control of the drive of an air compressor according to a second embodiment; and FIG. 5 is a flowchart for controlling the drive of the air compressor according to the second embodiment.

We will describe below in detail embodiments of the present invention with reference to the accompanying drawings. We will also describe, in the following description, an example in which a vehicle control device and a vehicle control system according to the present invention are applied to an automobile; however, the objects of the request are not limited to this example and can be modified. For example, the vehicle control device and the vehicle control system according to the present invention can also be applied to other types of vehicles (for example, motorcycles). Furthermore, in the drawings, for ease of explanation, certain components are not shown.

Referring to Figure 1, we will describe schematic configurations of a vehicle control device and a vehicle control system according to a first embodiment. Figure 1 is a conceptual view illustrating the overall configuration of the vehicle control system according to the first embodiment. In the first embodiment, it is also understood that a vehicle (for example, an automobile) has a general configuration, and a description thereof will not be given.

As shown in Figure 1, a vehicle control system 1 according to the first embodiment is configured to control the drive of an auxiliary machine (in the first embodiment, an air compressor 6) according to the action of an occupant on a brake. Specifically, the vehicle control system 1 is configured to include an engine 2, a torque converter 3, a transmission 4, the air compressor 6 (an air conditioning compressor), an electronic control unit (ECU) 7, etc.

The engine 2 which is an internal combustion engine is configured, for example, as a gasoline engine. However, engine 2 is not limited to a gasoline engine, and can be configured like any other type of engine such as a diesel engine.

Transmission 4 is configured, for example, as an automatic multi-stage type transmission. However, transmission 4 is not limited to the above configuration and can be configured as any other type of transmission such as a continuously variable transmission (CVT) or a manual transmission.

The torque converter 3 is a kind of hydraulic coupler for transmitting the output of the engine 2 to the transmission 4 using oil. Specifically, the torque converter 3 is configured to include an impeller 30 installed on an output shaft 20 of the engine 2 and a turbine 31 installed on an input shaft 40 of the transmission 4. The rotation of the impeller 30 is transmitted to the turbine 31 by means of oil.

The torque converter 3 also has a locking clutch mechanism 32 capable of effecting the switching switching between the output shaft of the engine 2 and the input shaft 40 of the transmission 4. During the actuation of the locking clutch mechanism 32, the output shaft 20 of the engine 2 and the input shaft 40 of the transmission 4 are directly connected. In parallel, if the locking clutch mechanism 32 is released, the connection between the output shaft 20 of the engine 2 and the input shaft 40 of the transmission 4 is released. In this case, as described above, the rotation of the impeller 30 is transmitted to the turbine 31 by means of oil.

On the output shaft 20 of the motor 2, a drive unit rotation speed detection means 21 is installed to detect the rotation speed of the output shaft 20 (the rotation speed of the impeller 30). Furthermore, on the input shaft 40 of the transmission 4, a means for detecting the speed of rotation of the driven unit 41 is installed to detect the speed of rotation of the input shaft 40 (the speed of rotation turbine 31). The detection values of the drive unit speed detection means 21 and the drive unit speed detection means 41 are entered into the ECU 7. The ECU 7 calculates a speed ratio of rotation from the detection values of the drive unit speed detection means 21 and the drive unit speed detection means 41, as will be described in detail below.

A braking system 5 is configured to decelerate the vehicle in response to the action of an occupant on the brake. Specifically, the braking system is configured as comprising a brake device (for example, a disc brake or a drum brake) and a brake pedal (all of them not being shown on the drawings). Between the brake device and the brake pedal, a master cylinder is connected by a brake hose (all of which are not shown in the drawings). If an occupant operates the brake pedal, hydraulic pressure is generated by the master cylinder, and the generated hydraulic pressure is transmitted to the brake device through the brake hose. As a result, the brake device is actuated, whereby the vehicle wheels (not shown in the drawings) are braked.

The air compressor 6 which is the auxiliary machine operates as a component of an air conditioner of the vehicle, and is driven using the output of the engine 2 as a drive source. In the first embodiment, the air compressor 6 is described as an example of the auxiliary machine; however, the present invention is not limited to this configuration. The auxiliary machine can be configured, for example, as an alternator which is driven using the output of engine 2 as the drive source.

The ECU 7 is generally intended to control various components in the vehicle, and is configured with a processor intended to carry out various processes in the vehicle, a memory, etc. The memory can be configured with storage means such as read-only memory (ROM), random access memory (RAM) or the like depending on the intended use. The memory stores control programs for controlling individual units in the vehicle, etc. The ECU 7 maintains various predetermined values to be used to control the drive of the air compressor 6, as described in detail below.

The ECU 7 controls the operations of the engine 2, the torque converter 3, the transmission 4, the braking system 5, the air compressor 6, etc., as described above. The ECU 7 has in particular an air conditioner cutoff determination means 70 (an air conditioning cutoff determination means) for determining the driving or stopping of the air compressor 6.

The air conditioner cutoff determination means 70 determines whether to drive or stop the air compressor 6, based on the gear stage, the vehicle speed, a brake switch, master brake pressure, rotational speed ratio between Timpulseur 30 and turbine 31, and the like. The ECU 7 controls the drive of the air compressor 6 on the basis of the determination result of the air conditioner cutoff determination means 70, as described in detail below.

At the same time, in the torque converter having the lock-up clutch mechanism, if the lock-up clutch mechanism is actuated under a predetermined condition, the engine and the transmission are directly connected. Therefore, it is possible to suppress a reduction in the power transmission efficiency in the torque converter as a function of fluid slip.

However, since the engine and the transmission are directly connected, it is understood that the vibration of the engine is directly transmitted to the transmission. On the other hand, in a case where the air compressor using the power of the engine is activated, since the driving force (speed of rotation) of the engine is large, it is to be feared that the vibration will become greater.

At the same time, in a case where the locking clutch mechanism has been released and, as a result, the direct link between the engine and the transmission has been eliminated, if the vehicle is decelerated according to a braking action, the speed of rotation of the turbine decreases in proportion to the speed of rotation of the impeller. Consequently, the difference in rotational speed between the impeller and the turbine increases. Therefore, it is feared that a vibration (shock) different from an engine-specific vibration will occur.

For this reason, the inventor of this application has achieved the present invention by focusing on the drive state of the auxiliary machine (of the air compressor) using the engine output as the drive source and the state actuating the locking clutch mechanism. In other words, the essence of the present invention resides in the fact that when an occupant actuates the brake, the drive of the auxiliary machine is limited. According to this configuration, in a case where the vehicle decelerates according to the action of an occupant on the brake, the drive of the auxiliary machine is stopped. Therefore, it is possible to reduce the driving force (load) of motor 2, and it is possible to prevent a vibration of the vehicle from occurring due to the transmission of the driving force of motor 2 to the torque converter 3.

The inventor of the present application has also noticed the correlation of the load of the torque converter 3 with the ratio of the speed of rotation of the impeller 30 and the speed of rotation of the turbine 31 (or the difference in speed of rotation). More specifically, in a case where the locking clutch mechanism 32 is in the released state, if the vehicle is decelerated, a difference appears between the speed of rotation of the impeller 30 and the speed of rotation of the turbine 31. If a difference in rotational speed appears between the impeller 30 and the turbine 31, the ECU limits the drive of the air compressor 6. In this case, even if the load of the torque converter 3 increases response to the occurrence of the aforementioned rotational speed difference, since the drive of the air compressor 6 is limited, it is possible to reduce the driving force (load) of the motor 2. Therefore, It is possible to suppress the vehicle vibration attributable to the torque converter 3.

We will now describe the control of the auxiliary machine drive according to the first embodiment with reference to Figures 2A and 2B. FIGS. 2A and 2B are a chronological graph of control of the air compressor drive according to the first embodiment. Specifically, FIG. 2A is a chronological graph illustrating various parameters of the vehicle, and FIG. 2B is a chronological graph illustrating the drive state of the air compressor. Furthermore, in FIGS. 2A and 2B, the time axes (transverse axes) correspond (agree). Referring to Figures 2A and 2B, we will describe the control of the air compressor when the vehicle decelerates in response to the action of an occupant on the brake. Furthermore, in FIGS. 2A and 2B, it is understood that the locking clutch mechanism is in the released state.

Figure 2A shows the variations of eight parameters over time. Specifically, LI represents the on / off state of the brake switch, and L2 represents the speed of rotation of the motor, and L3 represents a target speed of rotation, and L4 represents the speed of rotation of the turbine, and L5 represents the rotational speed of the vehicle, and L6 represents the rotational speed ratio, and L7 represents the load of the torque converter 3 (see FIG. 1), and L8 represents the load of the engine. The engine load can be obtained, for example, from the volume of engine intake air. Here, the rotational speed ratio represents the ratio of the rotational speed of the motor (the rotational speed of the impeller) and the rotational speed of the turbine, more specifically, the ratio of the rotational speed of the turbine on the engine speed. In particular, L8A represents the engine load in a case where the air conditioner (the air compressor 6 (see Figure 1)) is in a stopped state, and L8B represents the engine load in a case where the compressor d air is not in a shutdown state. Furthermore, in FIG. 2B, L9 represents the drive state (on / off state) of the air conditioner (of the air compressor 6).

For example, a case where an occupant applies the brake between a time T1 and a time T4 can be considered. As shown in Figure 2A, the brake switch is turned on at time T1, after a predetermined time, that is, at time T2, the brake device is actually actuated. As L5 shows, from time T2, since the brake device is applied, the vehicle speed gradually decreases, and at time T3, the vehicle speed becomes zero, that is, the vehicle stops.

As L2 and L4 show, from moment T2, as the vehicle speed decreases, the rotation speed of the turbine decreases in proportion to the rotation speed of the engine. In other words, a difference occurs between the speed of rotation of the turbine and the speed of rotation of the motor (the speed of rotation of the impeller). In this case, as shown in L7, the load on the torque converter 3 begins to decrease from time T2.

In the first embodiment, at the moment T2 when the brake starts to operate, the control is carried out so that the drive of the air compressor 6 stops. Therefore, as shown in L8A, the motor load is kept constant without increasing, and the motor speed represented by L2 decreases to about L3 which is the target speed.

At the same time, in a case where the air compressor 6 drive is not stopped at time T2, as shown in L8B, the engine load increases from time T2. This is due to the fact that the ECU 7 increases the driving force of the engine 2 in order to fix the driving force of the air compressor 6 from the driving force of the engine 2. Consequently, with respect to the if the drive of the air compressor 6 is in the stopped state, the vibration of the motor 2 becomes greater.

On the contrary, in the first embodiment, as described above, at time T2, when a difference in rotational speed appears between the impeller 30 and the turbine 31 due to the deceleration of the vehicle and thus, the load of the torque converter 3 increases, the air compressor 6 drive is stopped. In this way, it is possible to suppress an increase in the rotational speed of the motor, i.e., an increase in the load on the motor. Consequently, even if the load of the torque converter 3 increases as a function of the deceleration of the vehicle, an increase in the engine load proportional to the increase in the load of the torque converter is prevented. Therefore, it is possible to suppress the vibration of the vehicle.

We will now describe a control flow of the air compressor drive (an air conditioning cutoff determination flow) according to the first embodiment with reference to FIG. 3. FIG. 3 is a flow diagram of the control of the air compressor drive according to the first embodiment. In each of the following flows, it is the ECU (the air conditioner cutoff determination means 70) which performs the determination, unless otherwise stated. Furthermore, it is understood that when the control is started, the air compressor is driven.

As shown in Figure 3, if the control is started, in step ST101, whether the locking clutch mechanism 32 has been released or not and whether the vehicle is decelerating or not is determined. The ECU 7 can determine the actuation state of the lock-up clutch mechanism 32. The ECU 7 can determine whether the vehicle decelerates, based on outputs from a vehicle speed sensor and the like installed on the vehicle wheels side.

In a case where the locking clutch mechanism 32 has been released and the vehicle decelerates ("YES" in step ST101), the flow passes to the process of step ST 102. At the same time, in a case where the locking clutch mechanism 32 has been released but the vehicle is not decelerating ("NO" in step STI01), while the air compressor 6 drive continues, the control ends.

In step ST 102, whether an occupant has applied the brake or not is determined. The ECU 7 can determine whether the brake has been applied (for example, at the time T1 in FIG. 2A), on the basis of the on / off state of the brake switch of the braking system 5.

In a case where the brake has been applied ("YES" in step ST 102), in step ST103, the air compressor 6 is stopped, and the control ends. At the same time, in a case where the brake has not been applied ("NO" in step ST102), while the air compressor 6 drive continues, the command ends.

However, step ST102 is not limited to the case where the fact that the brake has been applied is determined on the basis of the on / off state of the brake switch, and can be modified as appropriate. For example, whether or not the brake device has actually started to operate and whether the brake has started to operate (for example, at time T2 in Figures 2A and 2B) can be determined. In this case, the ECU 7 can determine whether the brake has started to operate, based on whether or not the master brake pressure has exceeded a predetermined value.

As described above, in the first embodiment, in view of the operating situation of the locking clutch mechanism, in a case where the vehicle decelerates, the on / off state of the air compressor 6 is controlled based on whether the brake has been applied or not. For example, if the brake has been applied, it is possible to predict that the deceleration of the vehicle will cause a difference in rotational speed between the impeller 30 and the turbine 31, and that the load on the torque converter 3 will increase. In this case, since the drive of the air compressor 6 is stopped, it is possible to suppress an increase in the engine load. At the same time, if the brake has not been applied, it is possible to predict that the deceleration of the vehicle will not cause a difference in rotational speed between the impeller 30 and the turbine 31 and that the load of the torque converter 3 will be too weak to influence the vibration.

In this case where the load of the torque converter 3 is predicted based on whether the brake has been applied or not, and where it is considered that there is a possibility that the load influences the vibration, the compressor air 6 is stopped, whereby it is possible to suppress an increase in the engine load. Therefore, it is possible to suppress the vehicle vibration attributable to the torque converter 3.

We will now describe a second embodiment with reference to FIGS. 4A, 4B and 5. FIGS. 4A and 4B are a chronological graph of the control of the air compressor drive according to the second embodiment. FIG. 5 is a flow diagram of the control of the air compressor drive according to the second embodiment.

In the first embodiment, we have described a case of stopping the air compressor if the brake is applied or if the brake starts to operate. In the second embodiment, we will describe a case of controlling the air compressor drive not only on the basis of whether the brake has been applied or not or whether the brake has started to operate or not, but also on the basis of the rotational speed ratio between the impeller and the turbine. In the second embodiment, moreover, the configuration of a control system is identical to that of the first embodiment and a description thereof will therefore not be made.

As shown in FIGS. 4A and 4B, in the second embodiment, from the moment T2, the brake begins to operate, and at a moment T5 when the rotation speed ratio becomes greater than or equal to a predetermined value (a when the difference between the engine speed and the turbine speed becomes greater than or equal to a predetermined difference), the drive of the air compressor 6 is stopped. Then, after a predetermined time, for example, at time T3 when the vehicle speed becomes zero, the drive of the air compressor 6 is started again. In this case, only if it is predicted for a period that the load of the torque converter 3 will increase, in the period, the air compressor 6 is stopped. Therefore, it is possible to eliminate the air conditioner off period by reducing it to a minimum required. However, the time when the air compressor 6 drive is restarted is not limited to time T3, and can be changed appropriately.

Specifically, in a period from time T2 to time T5, as shown by L8A, as the vehicle decelerates, the engine load gradually increases. Furthermore, in a period from time T5 to time T3, since the drive of the air compressor 6 is stopped, the engine load decreases. From the moment T3 when the vehicle stops, the air compressor 6 drive is started again, and thus the engine load increases slightly.

At the same time, in a case where the drive of the air compressor 6 is not in a stopped state in the period from moment T5 to moment T3, as in FIGS. 2A and 2B, the load on the motor represented by L8B increases further from L8A, and then decreases to a predetermined value. Consequently, it is to be feared that the vibration of the engine 2 is greater and exerts a greater influence on the vibration of the vehicle.

On the contrary, in the second embodiment, as described above, only if it is predicted for a period that the load of the torque converter 3 will increase, in the period, the air compressor 6 is stopped. Therefore, it is possible to effectively reduce the engine load and suppress vehicle vibration while suppressing an air conditioner shutdown period to a minimum required.

We will describe a specific command flow with reference to FIG. 5. Furthermore, step ST201, step ST202 and step ST204 in FIG. 5 correspond to step ST101, to step ST102 and in step ST103, respectively, and their descriptions will therefore not be made.

As shown in Figure 5, in a case where the brake has been applied ("YES" in step ST202), the flow goes to the process of step ST203. In step ST203, the fact that the rotational speed ratio (the ratio of the rotational speed of the turbine to the rotational speed of the motor (the rotational speed of the impeller)) is greater than or equal to one predetermined value or not is determined. Specifically, the ECU 7 calculates the rotational speed ratio from the detection values of the drive unit rotational speed detecting means 21 and the driven unit rotational speed detecting means 41 Next, the CPU 7 compares the rotation speed ratio corresponding to the predetermined value stored in advance.

In the case where the rotation speed ratio is greater than or equal to the predetermined value ("YES" in step ST203), in step ST204, the air compressor 6 is stopped. Then the command ends. At the same time, in a case where the rotational speed ratio is smaller than the predetermined value ("NO" in step ST203), while the drive of the air compressor 6 continues, the command ends.

As described above, in the second embodiment, in view of the operating situation of the locking clutch mechanism, in a case where the vehicle decelerates, the on / off state of the air compressor 6 is controlled not only on the basis of whether the brake was applied or not but also on the basis of the rotational speed ratio between the impeller and the turbine. As described above, the rotational speed ratio correlates with the load on the torque converter 3.

For example, if the rotational speed ratio is greater than or equal to the predetermined value, it can be predicted that the load on the torque converter 3 will increase. In this case, the drive of the air converter 6 is stopped, whereby it is possible to suppress an increase in the engine load. At the same time, if the rotational speed ratio is smaller than the predetermined value, it is possible to predict that the load of the torque converter 3 will be too small to influence the vibration.

As described above, even in the second embodiment, in a case where the load of the torque converter 3 is predicted from the rotational speed ratio, and where it is considered that there is a probability that the load corresponding influences the vibration, the air compressor 6 is stopped, whereby it is possible to suppress an increase in the engine load. Therefore, it is possible to suppress the vehicle vibration attributable to the torque converter 3.

With respect to the sizes, shapes and the like of the individual components of the embodiments shown in the accompanying drawings, the present invention is not limited to the embodiments and may be modified appropriately provided that the modifications exhibit the effects of the present invention. Furthermore, the present invention can be appropriately modified and implemented without departing from the scope of the object of the present invention.

For example, in the embodiments described above, the drive of the air compressor 6 is limited on the basis of the on / off state of the air compressor 6. However, the present invention is not limited to this configuration. For example, the driving force of the air compressor 6 can be controlled so that the driving force changes gradually.

Furthermore, in the embodiments described above, in order to determine whether a difference has occurred between the speed of rotation of the impeller 30 and the speed of rotation of the turbine 31, the speed of rotation ratio is used . However, the present invention is not limited to this case. For example, the difference in speed between the impeller 30 and the turbine 31 can be used.

The present invention has the effect that it is possible to suppress the vehicle vibration attributable to the torque converter, and is useful, for example, in vehicle control devices and vehicle control systems.

Claims (5)

1. A vehicle control device which comprises: a torque converter (3) configured to transmit an output from a motor (2) to a transmission (4) using oil; and an auxiliary machine configured to be driven using the motor output (2) as a drive source, wherein, when an occupant applies a brake, the controller limits the drive of the auxiliary machine. 2. Control device according to claim 1, wherein the torque converter (3) comprises an impeller (30) installed on an output shaft (20) of the engine (2) and a turbine (31) installed on a shaft of input (40) of the transmission (4), in which the rotation of the impeller (30) is transmitted to the turbine (31) by means of oil, and in which, if a difference appears between a speed of rotation of the impeller (30) and a speed of rotation of the turbine (31), the control device limits the drive of the auxiliary machine. 3. Control device according to claim 2, wherein the torque converter (3) further comprises a locking clutch mechanism (32) capable of effecting a switching connection between the output shaft (20) of the motor (2) and the input shaft (40) of the transmission (4), and in which, in a case where the locking clutch mechanism (32) is in a released state, the limit control device the auxiliary machine drive. 4. Vehicle control system, comprising: a torque converter configured to transmit the output of a motor (2) to a transmission (4) using oil; an auxiliary machine configured to be driven using the motor output (2) as a drive source; and a controller configured to control the drive of the auxiliary machine, 5 in which, when an occupant applies a brake, the control device limits the drive of the auxiliary machine. 1/5 2/5