JP2007261494A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve drivability in jogging through a simple structure in a control device for vehicle provided with a mechanical automatic transmission. <P>SOLUTION: The device comprises a driving source, the mechanical automatic transmission, a clutch and a requested driving torque setting means for setting a requested driving torque. The requested driving torque setting means is set so that the increase ratio of requested driving torque to the increase of accelerator opening is low in an area with low accelerator opening, compared with in an area with high accelerator opening, and set so that the requested driving torque at the same accelerator opening is increased, in areas with middle and high clutch rotating speeds, as the clutch rotating speed is increased. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle control device applied to a vehicle equipped with a mechanical automatic transmission.

  In general, an automatic transmission mounted on an automobile is provided with a shift map in which the vehicle speed and the accelerator opening are parameters. Usually, a target shift stage is set based on the shift map, and the target shift stage is set. The shift speed is switched so as to be the shift speed. Further, as an automatic transmission, a combination of a planetary gear mechanism and a torque converter has been widely put into practical use.

In addition, in a manual transmission, the driver can operate the shift lever at his / her own intention to switch the gear position, and is generally composed of a two-shaft parallel gear transmission mechanism and a clutch mechanism. ing.
In recent years, a so-called mechanical automatic transmission has been put into practical use in which such a two-shaft parallel gear type manual transmission is operated by a plurality of actuators to realize automatic transmission.

In such a mechanical automatic transmission, a normal torque converter is not used, and a clutch mechanism similar to a manual transmission is applied. In addition, an actuator is also provided in the clutch mechanism in order to realize automatic shifting, and the clutch is automatically connected and disconnected during shifting operation.
By the way, since an automatic transmission equipped with a torque converter has a creep phenomenon, fine movement (for example, low speed operation of about 10 km / h or less) can be controlled only by a brake, and a normal manual transmission can operate a clutch of a driver ( Fine movement can be controlled by a so-called half-clutch.

However, in a vehicle with a mechanical automatic transmission that does not have a torque converter, it is necessary for the driver to control the fine movement with the amount of depression of the accelerator, compared with an automatic transmission with a torque converter or a normal manual transmission. There is a problem that smooth tremor is difficult.
On the other hand, in Patent Documents 1 and 2 below, in a mechanism that automatically engages and disengages a clutch, there is a technique for improving the drivability at low speed by controlling the engagement state of the clutch. It is disclosed. Specifically, Patent Document 1 discloses a technique for controlling the clutch engagement state so that the creep force decreases as the braking force increases.

In Patent Document 2, the weight of the vehicle is estimated, the target torque of the engine is corrected according to the estimated vehicle weight, and the clutch stroke amount is set according to the corrected target torque. Have been disclosed.
JP 2005-337432 A JP 2005-280558 A

However, the techniques of Patent Documents 1 and 2 are techniques for improving the drivability during creep running (fine movement) by controlling the engagement state of the clutch, and it is necessary to accurately grasp the wear state of the clutch. In addition, there is a problem that a new mechanism is required to control the clutch actuator.
The present invention has been devised in view of such problems, and an object of the present invention is to provide a vehicular control device that improves drivability during a fine movement with a simple configuration.

  For this reason, the vehicle control device of the present invention includes a drive source mounted on a vehicle, a mechanical automatic transmission that changes the rotational speed of the drive source, and between the drive source and the mechanical automatic transmission. A required drive torque setting means for setting a required drive torque for the drive source on the basis of a clutch interposed in the vehicle, a parameter that correlates with the accelerator opening and the rotational speed of the drive source, and the required drive torque setting means. The output of the drive source is controlled according to the set required drive torque, and control means for controlling the operation of the clutch and the mechanical automatic transmission is provided. In the low region, the increase rate of the required drive torque with respect to the increase in the accelerator opening is set to be smaller than that in the region where the accelerator opening is high, and correlates with the rotational speed of the drive source. The parameter is set so that the required drive torque at the same accelerator opening increases as the parameter value correlated with the rotational speed of the drive source increases in the medium-high speed range. 1).

  The vehicle control device of the present invention includes a drive source mounted on a vehicle, a mechanical automatic transmission that changes the rotational speed of the drive source, and the drive source and the mechanical automatic transmission. A required drive torque setting means for setting a required drive torque for the drive source based on an intervening clutch, an accelerator opening degree, and a parameter correlated with the rotational speed of the drive source, and a setting by the required drive torque setting means And control means for controlling the operation of the clutch and the mechanical automatic transmission according to the requested drive torque, and the requested drive torque setting means has a low accelerator opening. In the region, the basic required driving torque is set such that the increase rate of the required driving torque with respect to the increase in the accelerator opening is smaller than that in the region where the accelerator opening is high. The basic demand set by the basic demand drive torque setting means when the accelerator opening is in a predetermined intermediate range and the value of the parameter correlated with the rotational speed of the drive source is in the predetermined medium speed range. It is characterized by comprising correction means for gradually increasing the drive torque (claim 2).

  According to the vehicle control device of the present invention, it is possible to greatly improve the fine mobility of a vehicle including a mechanical automatic transmission and a clutch. In particular, this apparatus has an advantage that the fine movement of the vehicle can be improved with a simple configuration in which the characteristics of the required drive torque setting means are changed, and the cost is not increased. In addition, the acceleration performance during normal running is not impaired in order to ensure the fine movement of the vehicle.

  Further, since it is not necessary to directly control the clutch, there is an advantage that it can be realized easily and at a low cost, and high durability can be secured with respect to the conventional technique in which the clutch is directly controlled.

Hereinafter, a vehicle control apparatus according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram showing a power train of a vehicle to which the present invention is applied. As illustrated, the vehicle 10 is provided with an engine 1 as a drive source. The drive source may be a hybrid system combining the engine 1 and a motor.
Further, the vehicle 10 is provided with a transmission 4 that changes the rotational speed from the engine 1, and transmission of driving force between the engine 1 and the transmission 4 is interrupted between the engine 1 and the transmission 4. A clutch 3 that can be contacted is provided. The driving force output from the transmission 4 is transmitted to the drive wheels 7 through a power transmission mechanism 9 including a propeller shaft 9a, a differential gear 9c, and an axle shaft 9b.

  By the way, in this embodiment, an automatic transmission is applied as the transmission 4. The automatic transmission 4 is a stepped automatic transmission that switches the current shift stage so as to be the target shift stage set in the target shift stage setting map. An automatic transmission (so-called mechanical automatic transmission) that switches a gear position by operating a plurality of actuators (not shown) on the basis of a manual transmission of the type.

Therefore, the transmission 4 is provided with a gear shift unit (GSU) 20 having a plurality of actuators (not shown) (see FIG. 2).
The clutch 3 is an automatic clutch that automatically engages and disengages the clutch when the gear position is changed. The clutch actuator (not shown) operates in cooperation with the GSU 20 so that the clutch 3 is engaged and disengaged. It has become so.

  Moreover, in this embodiment, the engine 1 is comprised as a diesel engine, and the output torque of the engine 1 is controlled by controlling the drive time (namely, fuel injection amount) of the injector 19 (refer FIG. 2). It is like that. A gasoline engine may be applied as the engine. In this case, the engine output torque is controlled by adjusting the throttle opening.

  Next, the main part of the present invention will be described with reference to FIG. 2. This vehicle is provided with a control means (controller) 11 for controlling the operation of the engine 1, the clutch 3 and the transmission 4 as shown in the figure. The controller 11 mainly includes an engine control unit (ECU) 12 that controls the operation of the injector 19, a transmission gear controller 17 that sets the target gear position of the transmission 4 and controls the operation of the GSU 20, In cooperation with the transmission controller 17, a clutch controller 13 that controls the connection / disconnection state of the clutch 3 is provided.

Further, the controller 11 includes an engine speed sensor 21 for detecting the engine speed Ne of the engine 1, a rotational speed of the input shaft of the transmission 4 (output-side rotational speed of the clutch 3) Nc (that is, the rotational speed of the drive source). An input shaft rotational speed sensor 22 that detects (correlated parameters) and an accelerator opening sensor 23 that detects the accelerator depression amount (accelerator opening) θ _ACC of the driver are provided. In addition to the output side rotational speed Nc of the clutch 3 described above, for example, the rotational speed of the output shaft of the automatic transmission 4 and the engine rotational speed correspond to the parameters correlated with the rotational speed of the drive source.

If the speed is known, the vehicle speed can be obtained from the rotational speed Nc of the clutch 3 and the speed, so the clutch rotational speed Nc obtained by the input shaft rotational speed sensor 22 is also a parameter correlated to the vehicle speed. it can.
Further, as shown in the figure, the controller 11 is provided with required drive torque setting means 14 for calculating a required torque for the engine 1 based on the running state of the vehicle and the driving operation state of the driver.

Here, as shown in the figure, the required drive torque setting means 14 includes clutch rotational speeds (parameters correlated with the rotational speed of the drive source) Nc detected by the input shaft rotational speed sensor 22 and the accelerator opening sensor 23, respectively. The accelerator opening θ _ACC is inputted, and in the required drive torque setting 14, the driver's required torque (required drive torque) T is set from a map to be described later based on these information (Nc, θ _ACC ). It is supposed to be. Note that when the clutch is completely connected, the clutch rotational speed Nc matches the engine rotational speed Ne. Therefore, the required drive torque T is obtained using the engine rotational speed Ne obtained by the engine rotational speed sensor 21 instead of the clutch rotational speed Nc. May be calculated.

When the required drive torque T of the engine is set in this way, the required drive torque T is input to the ECU 12, and the ECU 12 sets the injector drive time for outputting the required drive torque T. (Or calculation).
As a result, the injector 19 is driven with the injector drive time set by the ECU 12, and the engine 1 as a drive source is controlled so that the output torque of the engine 1 becomes the required drive torque T.

  The controller 11 is provided with the transmission controller 17 as described above. Further, in the transmission controller 17, the target gear position is set using the clutch rotational speed Nc detected by the input shaft rotational speed sensor 22 and the required driving torque T set by the required driving torque setting 14 as parameters. A known target gear position setting map (not shown) is provided. In this target gear position setting map, the vehicle speed obtained by the vehicle speed sensor may be applied instead of the clutch rotational speed Nc.

With such a configuration, for example, the target shift speed is set in the target shift speed setting map according to the driving state of the vehicle, and this information is output from the transmission controller 17 to the clutch controller 13 and the GSU 20. Yes.
Based on the information from the transmission controller 17, the clutch controller 13 and the GSU 20 are controlled. That is, the clutch controller 13 controls the operation of the actuator of the clutch 3 to disconnect the clutch 3, and the transmission controller 17 controls the operation of the gear shift unit 20 to switch the gear position.

  Incidentally, in the present embodiment, the required torque setting means 14 is provided with a characteristic map (required drive torque setting map or accelerator governor map) as shown in FIG. 3, and the required drive torque is set by this map. It has become so. Here, in this map, in the region where the accelerator opening is low, the increase rate of the required drive torque with respect to the increase in the accelerator opening is set smaller than in the region where the accelerator opening is high, and the clutch rotational speed is medium and high. In the region, the required drive torque at the same accelerator opening is set to increase as the clutch rotational speed increases.

This will be described in comparison with the general accelerator governor map shown in FIG. 4. As shown in the figure, the accelerator opening is in the range of 0-40% every 10%, and in the range of 40% -100%, every 20%. The characteristic lines of the map are set, and these characteristic lines are set so as to be substantially parallel to each other in the low rotation range and at substantially equal intervals.
On the other hand, in the map of the present embodiment shown in FIG. 3, in the region where the accelerator opening is low (eg, the accelerator opening 0 to 60% in this embodiment), the interval between these characteristic lines is the normal shown in FIG. In the region where the accelerator opening is high, the interval between the characteristic lines is set wider. As a result, in the region where the accelerator opening is low, the responsiveness to the accelerator operation becomes slower than the region where the accelerator opening is high (that is, the rate of increase in the required driving torque with respect to the increase in accelerator opening is reduced). .

By setting such characteristics, it is possible to slow down the engine output with respect to changes in the accelerator operation when the vehicle is finely moved (such as slow running), and to control the clutch side such as a half clutch. In addition, controllability during fine movement can be improved.
Further, as shown in FIG. 4, when the accelerator opening is normally the same, the required drive torque characteristic is set to be substantially constant (that is, horizontally in the figure) when the clutch rotational speed is from the low rotation range to the middle rotation range. It is set so as to decrease toward the high rotation range (lower right).

  On the other hand, in the present embodiment, as shown in FIG. 3, in the region where the clutch rotational speed is in a predetermined middle / high rotational speed range, the required driving torque at the same accelerator opening increases as the clutch rotational speed increases. Is set to That is, in the map shown in FIG. 3, the characteristics are set such that the clutch speed increases to the right when the clutch rotational speed is in a predetermined mid-high speed region. Then, the map is set so that the required drive torque gradually decreases thereafter.

Thus, by setting the required drive torque to increase as the clutch rotational speed increases in the middle and high rotation range, acceleration performance during normal travel can be ensured.
That is, with respect to the normal map (see FIG. 4), the interval between the characteristic lines of the map for setting the required drive torque is narrowed in the region where the accelerator opening is simply low, and the interval between the characteristic lines in the region where the accelerator opening is high. 5 is a map of characteristics as shown in FIG. 5. However, in such a map, since the output of the engine (responsiveness) to the change in the accelerator operation becomes dull in the middle and high rotation range, Although the controllability at the time is improved, in order to obtain a high driving force when the rotational speed increases, the accelerator opening θ _ACC must be increased by depressing the accelerator, which improves drivability during medium to high speed driving. It will be damaged.

  Therefore, in the present embodiment, as shown in FIG. 3, even in the middle and high speed range, the required drive torque is increased so that the characteristic is partially increased to the right so that the middle and high speed range can be obtained without depressing the accelerator pedal. A sufficient required driving torque was set at And by setting in this way, the acceleration performance according to the accelerator opening is obtained, and the drivability in the medium and high speed range can be ensured.

  Although it may be possible to remember that the vehicle is accelerating spontaneously as the rotational speed increases and the required driving torque increases with a constant accelerator opening, as shown in FIG. Since the running resistance increases with the increase, even if the accelerator governor map has such a characteristic that the required drive torque increases in the middle and high rotation range as shown in FIG. There is no sense of incongruity that accelerates. Accordingly, it is possible to achieve both drivability during fine movement and drivability in the middle and high rotation range.

Since the vehicle control apparatus according to the first embodiment of the present invention is configured as described above, its operation will be described as follows.
First, when the vehicle starts (at low speed), the required drive torque is set based on the accelerator governor map shown in FIG. 3, so that the fluctuation of the required drive torque with respect to the accelerator operation is reduced, and the vehicle is Speed adjustment becomes easy and drivability improves.

In particular, in the conventional accelerator governor map (see FIG. 4), the change in the engine output with respect to the change in the accelerator operation is set to be relatively high regardless of whether the engine is in the low rotation range or the middle / high rotation range. When the engine is running at a low speed, the engine reacts sensitively to the accelerator operation, and the movement of the vehicle 10 may be jerky.
On the other hand, in the present embodiment, the accelerator governor map is set so that the increase rate of the required drive torque with respect to the increase in the accelerator opening is smaller in the region where the accelerator opening is low than in the region where the accelerator opening is high. Since it is set, the output fluctuation of the engine 1 at a low accelerator opening can be blunted, and drivability during fine movement is improved.

In addition, since the required drive torque at the same accelerator opening increases as the clutch rotational speed increases in the region where the clutch rotational speed is in the middle and high rotational speed range, acceleration performance during normal travel can be ensured. it can.
As described above, according to the vehicle control apparatus of the present embodiment, the vehicle 10 including the mechanical automatic transmission 4 and the clutch 3 only by changing the characteristics of the accelerator governor map of the required drive torque setting means 14. There is an advantage that the fine mobility can be improved. Moreover, since the acceleration performance is not impaired during normal driving, the driver does not feel uncomfortable.

  Further, since this device does not control the clutch engagement state as in the prior art, it is not necessary to manage the wear of clutch fading, the clutch stroke, etc., and the drivability at the time of fine movement can be improved very easily. There are advantages that can be made. Further, since it is not necessary to directly control the clutch, there is an advantage that high durability can be ensured with respect to the conventional technique in which the clutch is directly controlled.

Next, a second embodiment of the present invention will be described. In the second embodiment, only the content of the required drive torque setting means 14 is different from that in the first embodiment described above, and the other configurations are the same as those in the first embodiment. Therefore, in the following, the content of the required drive torque setting means 14 of the second embodiment will be described, and the description other than this will be omitted.
Now, in the vehicle control apparatus according to the second embodiment, the required drive torque for setting the required drive torque for the engine 1 based on the accelerator opening and the clutch rotational speed (a parameter correlated with the rotational speed of the drive source). Setting means 14 is provided.

Here, the required drive torque setting means 14 is composed of basic required drive torque setting means for setting the basic required drive torque and correction means (both not shown) for correcting the basic required drive torque. The required drive torque is set by correcting the basic required drive torque set by the required drive torque setting means by the correction means.
The basic required driving torque setting means is provided with an accelerator governor map shown in FIG. That is, a map is set that has characteristics set such that an increase rate of the required driving torque with respect to an increase in the accelerator opening decreases in a region where the accelerator opening is low compared to a region where the accelerator opening is high. The basic required drive torque is read from this map.

The correction means is obtained by the basic required drive torque setting means when the accelerator opening is in a predetermined intermediate region and the clutch rotational speed (a parameter correlated with the rotational speed of the drive source) is in a predetermined medium speed region. The basic required drive torque is set to be gradually increased.
Here, in the correction means, the correction coefficient is tabulated in a two-dimensional map composed of the accelerator opening and the clutch rotational speed, the accelerator opening is in a predetermined intermediate region, and the clutch rotational speed is in the predetermined range. In the speed range, the correction coefficient takes a maximum value (for example, 1.25). For example, 1.00 is set as the minimum value of the correction coefficient, and the correction coefficient is set in the range of 1.00 to 1.25. The required drive torque is set as drive torque = basic required drive torque × correction coefficient.

In the second embodiment, the characteristic of the required drive torque obtained by the basic required drive torque (see FIG. 5) × correction coefficient is the same as that described in the first embodiment (see FIG. 3). ) Can be obtained.
Therefore, even in the second embodiment, the same operations and effects as those in the first embodiment described above can be obtained.

In other words, in the basic required drive torque setting means, drivability during fine movement can be ensured by setting the engine output fluctuation at a low accelerator opening dull, and the basic required drive torque is corrected by the correction means. Thus, it is possible to ensure acceleration in the middle and high rotation range.
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, a mechanical automatic transmission is not necessarily a parallel twin-shaft gear type.

  The present invention can also be applied to a hybrid vehicle in which an engine and a motor are provided as drive sources, and the driving force of these engine and motor is transmitted to the transmission via a clutch. Further, the accelerator governor map is not limited to the illustrated one, and various changes can be made without departing from the spirit of the present invention according to the specifications and characteristics of the engine and the vehicle.

It is a mimetic diagram showing an example of the powertrain of vehicles to which the control device for vehicles concerning a 1st embodiment of the present invention is applied. It is a typical block diagram which shows the principal part structure of the control apparatus for vehicles which concerns on 1st Embodiment of this invention. It is a figure explaining the characteristic of the demand drive torque setting map of the control device for vehicles concerning a 1st embodiment of the present invention. It is a figure explaining the characteristic of a general required drive torque setting map. It is a figure explaining the other characteristic of a request drive torque setting map. It is a figure which shows the relationship between a general vehicle speed and driving | running | working resistance.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 3 Clutch 4 Transmission 10 Vehicle 11 Control means (controller)
12 Engine control unit (ECU)
13 Clutch controller 14 Required drive torque setting means 17 Transmission controller 19 Injector 20 Gear shift unit (GSU)
21 Engine speed sensor 23 Accelerator position sensor 22 Input shaft speed sensor 23 Accelerator position sensor

Claims (2)

A drive source mounted on the vehicle;
A mechanical automatic transmission that changes the rotational speed of the drive source;
A clutch interposed between the drive source and the mechanical automatic transmission;
A required drive torque setting means for setting a required drive torque for the drive source based on an accelerator opening and a parameter correlated with the rotational speed of the drive source;
Control means for controlling the output of the drive source in accordance with the required drive torque set by the required drive torque setting means, and control means for controlling the operation of the clutch and the mechanical automatic transmission;
The required drive torque setting means is set such that an increase rate of the required drive torque with respect to an increase in the accelerator opening is smaller in a region where the accelerator opening is low than in a region where the accelerator opening is high, and The parameter correlated with the rotational speed of the drive source is set so that the required drive torque at the same accelerator opening increases as the value of the parameter correlated with the rotational speed of the drive source increases in the middle / high speed region. A vehicle control device. A drive source mounted on the vehicle;
A mechanical automatic transmission that changes the rotational speed of the drive source;
A clutch interposed between the drive source and the mechanical automatic transmission;
A required drive torque setting means for setting a required drive torque for the drive source based on an accelerator opening and a parameter correlated with the rotational speed of the drive source;
Control means for controlling the output of the drive source in accordance with the required drive torque set by the required drive torque setting means, and control means for controlling the operation of the clutch and the mechanical automatic transmission;
The required drive torque setting means is configured to reduce a basic required drive torque so that an increase rate of the required drive torque with respect to an increase in the accelerator opening decreases in a region where the accelerator opening is low compared to a region where the accelerator opening is high. Basic required driving torque setting means for setting,
When the accelerator opening is in a predetermined intermediate range and the parameter value correlated with the rotational speed of the drive source is in a predetermined medium speed range, the basic required drive torque set by the basic required drive torque setting means is gradually increased. A vehicle control device characterized by comprising correction means for controlling the vehicle.

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