CN104554236A - Vehicle control device - Google Patents
Vehicle control device Download PDFInfo
- Publication number
- CN104554236A CN104554236A CN201410542215.6A CN201410542215A CN104554236A CN 104554236 A CN104554236 A CN 104554236A CN 201410542215 A CN201410542215 A CN 201410542215A CN 104554236 A CN104554236 A CN 104554236A
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- Prior art keywords
- speed
- engine
- vehicle
- gear ratio
- target change
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/101—Infinitely variable gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1005—Transmission ratio engaged
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/18—Braking system
Abstract
Providing a control apparatus for a vehicle, the fuel when the vehicle deceleration delay execution of the recovery from the cut, until the vehicle stops, thereby reducing the fuel consumption of the engine. A continuously variable transmission (T) having a toroidal speed change mechanism (11), a planetary gear mechanism (43) and the low speed clutch (39), the gear neutral state can be realized, and therefore, when the vehicle deceleration traveling, the engine ( E) is set to cut fuel state, so that the low-speed clutch (39) engages the control toroidal transmission mechanism (11) of the gear ratio, thereby enabling the engine speed is maintained at above idle speed to prevent the engine (E) The stall until the vehicle stops, when the vehicle is stopped, recovery from a fuel cut state, the engine (E) is actuated to switch to idle. Thereby, not only maximize fuel cut during execution, reducing engine (E) of the fuel consumption, but also to maximize the use of engine braking, extend the life of brake pads.
Description
Technical field
The present invention relates to the control setup of vehicle, this vehicle has driving engine, the propulsive effort of described driving engine passed to the toric transmission of drive wheel, cut off and restart fuel cut-off control unit that the fuel of described driving engine is supplied.
Background technology
According to following patent documentation 1 or following patent documentation 2, be known to: in the vehicle with automatic transmission with hydraulic torque converter, when car retardation travels, carry out skidding to the lock-up clutch of tor-con to control, and perform the fuel cut-off control fuel supply for driving engine cut off, when dropping to below specified value on the vehicle speed, lock-up clutch is removed engage, restart fuel supply, thus, under the state not making engine stall, be transformed into tickover.
Prior art document
Patent documentation
Patent documentation 1: Japanese Patent No. 3200896 publication
Patent documentation 2: Japanese Unexamined Patent Publication 2007-239724 publication
Fig. 7 illustrates when the vehicle with automatic transmission with hydraulic torque converter is in the past 1 fast gear, the diagram of curves of the speed of a motor vehicle till playing halted state from the Reduced Speed Now state with fuel cut-off and the relation of engine speed.The idling speed of driving engine is such as 700rpm, stall can be there is when engine speed drops to below idling speed, therefore, needed before engine speed drops to below idling speed, restart fuel supply (restoring from fuel cut off state), be transformed into tickover, prevent the stall of driving engine thus.
When be provided with lock-up clutch in tor-con, the speed of a motor vehicle drops to V2, under the rotating speed higher than engine speed, lock-up clutch is removed engage, make to restore, thereby, it is possible to do not make engine stall and be transformed into tickover from fuel cut off state.
In this case, need before vehicle stops, restore from fuel cut off state, restart the fuel supply to driving engine, even if if but till making fuel cut off state last till that vehicle stops, also driving engine tickover can be transformed into, then the fuel discharge of driving engine can be reduced further.
Summary of the invention
The present invention completes in view of the foregoing, its object is to, and postpones the action of restoring from the fuel cut-off performed during car retardation to greatest extent, reduces the fuel discharge of driving engine thus.
In order to reach above-mentioned purpose, the invention according to the 1st aspect, proposes a kind of control setup of vehicle, and this control setup has: driving engine; Toric transmission, the propulsive effort of described driving engine is delivered to drive wheel by it; And fuel cut-off control unit, its fuel supply cut off and restart described driving engine, described toric transmission has: input shaft, and it is connected with described driving engine; Output shaft, it is connected with described drive wheel; Speed-changing mechanism, it infinitely changes the converter speed ratio between described input shaft and described output shaft; And sun and planet gear, itself and described speed-changing mechanism are configured between described input shaft and described output shaft side by side, and described sun and planet gear has: the 1st key element, and it is connected with described input shaft; 2nd key element, it is connected with described output shaft; And the 3rd key element, it is connected via the output block of power-transfer clutch with described speed-changing mechanism, and the feature of the control setup of described vehicle is, described fuel cut-off control unit has: aimed acceleration calculating unit, and it calculates the aimed acceleration indicated by chaufeur; Fuel cut-off unit, when to carry out described aimed acceleration be the deceleration of negative value to vehicle, this fuel cut-off unit cuts off the fuel supply to described driving engine; Target change gear ratio calculating unit, make described power-transfer clutch connect together-cutting to the fuel of described driving engine for seasonable, this target change gear ratio calculating unit calculates the target change gear ratio of the described change-speed box for reaching described aimed acceleration; Converter speed ratio control unit, the actual converter speed ratio of described speed-changing mechanism controls as consistent with described target change gear ratio by it; Clutch control unit, it makes described power-transfer clutch remain on engagement state in the control of the actual converter speed ratio undertaken by described converter speed ratio control unit, until vehicle stops; And fuel cut-off restoration unit, it is when vehicle stops, restarts the fuel supply to described driving engine.
In addition, the invention according to the 2nd aspect, proposes a kind of control setup of vehicle, it is characterized in that, except the structure of the 1st aspect, described target change gear ratio calculating unit calculates the target change gear ratio of described change-speed box, and engine speed when vehicle is stopped is consistent with idling speed.
In addition, invention according to the 3rd aspect, propose a kind of control setup of vehicle, it is characterized in that, except the structure of the 1st aspect or the 2nd aspect, detect the urgency of vehicle slow down or the locking of wheel time, described clutch control unit makes described power-transfer clutch remove to engage, further, described fuel cut-off restoration unit restarts the fuel supply to described driving engine.
In addition, invention according to the 4th aspect, propose a kind of control setup of vehicle, it is characterized in that, except the structure of any one in the 1st aspect ~ the 3rd aspect, described target change gear ratio calculating unit is for the current speed of a motor vehicle, calculate the target change gear ratio of described change-speed box, engine speed is made to become idling speed, when under described target change gear ratio relative to desired deceleration be slow down excessive when, described fuel cut-off restoration unit restarts the fuel supply to described driving engine.
In addition, invention according to the 5th aspect, propose a kind of control setup of vehicle, it is characterized in that, except the structure of any one in the 1st aspect ~ the 3rd aspect, the control setup of described vehicle also has brak control unit, described target change gear ratio calculating unit calculates the target change gear ratio of described change-speed box for the current speed of a motor vehicle, engine speed is made to become idling speed, when being undermoderated relative to desired deceleration under described target change gear ratio, this brak control unit makes car retardation by the means beyond Jake brake.
In addition, invention according to the 6th aspect, propose a kind of control setup of vehicle, it is characterized in that, except the structure of any one in the 1st aspect ~ the 5th aspect, described fuel cut-off restoration unit, when engine speed is lower than idling speed, restarts the fuel supply to described driving engine.
In addition, the toroid speed-changing mechanism 11 of embodiment corresponds to change-speed box of the present invention, the output panel 22 of embodiment corresponds to output block of the present invention, the low speed power-transfer clutch 39 of embodiment corresponds to power-transfer clutch of the present invention, embodiment sun gear 44 corresponds to the 3rd key element of the present invention, the gear ring 45 of embodiment corresponds to the 2nd key element of the present invention, the pinion carrier 46 of embodiment corresponds to the 1st key element of the present invention, and the electronic control unit U of embodiment corresponds to fuel cut-off control unit of the present invention.
Invention effect
According to the structure of the 1st aspect, the control setup of vehicle has: input shaft, and it is connected with driving engine; Output shaft, it is connected with drive wheel; Speed-changing mechanism, it infinitely changes the converter speed ratio between input shaft and output shaft; Sun and planet gear, itself and speed-changing mechanism are configured between input shaft and output shaft side by side, therefore, under the state engaged making power-transfer clutch, the propulsive effort of driving engine is circulated between change-speed box and sun and planet gear, thereby, it is possible to realize the geared neutral making drive wheel stop while making engine running.
Therefore, when vehicle carries out Reduced Speed Now, under state driving engine being set to fuel cut-off by fuel cut-off unit, by clutch control unit, power-transfer clutch is engaged, controlled by the converter speed ratio of converter speed ratio control unit to speed-changing mechanism, thus, engine speed can be made to maintain more than idling speed, until vehicle stops, thus prevent the stall of driving engine, when vehicle stops, restored from fuel cut off state by fuel cut-off restoration unit, make engine starting and be transformed into tickover.Thus, can not only expand during performing fuel cut-off to greatest extent, reduce the fuel discharge of driving engine, and, can Jake brake be maximally utilised, extend the life-span of brake facing.
And, during fuel cut-off is carried out to driving engine, the aimed acceleration of chaufeur instruction is calculated by aimed acceleration calculating unit, the target change gear ratio of the speed-changing mechanism for reaching aimed acceleration is calculated by target change gear ratio calculating unit, by converter speed ratio control unit, the actual converter speed ratio of speed-changing mechanism is controlled as consistent with target change gear ratio, thus engine speed can be controlled arbitrarily, the effect of adjustment Jake brake, thus, the deceleration/decel that chaufeur is expected can be produced, improve brake feel.
In addition, according to the structure of the 2nd aspect, target change gear ratio calculating unit calculates the target change gear ratio of change-speed box, engine speed when vehicle is stopped is consistent with idling speed, therefore, engine speed can be made to remain on more than idling speed, until vehicle stops, thus reliably can prevent the stall of driving engine.
In addition, according to the structure of the 3rd aspect, detect the urgency of vehicle slow down or the locking of wheel time, clutch control unit makes power-transfer clutch remove joint, further, fuel cut-off restoration unit restarts the fuel supply to driving engine, therefore, even if when be difficult to the converter speed ratio carrying out speed-changing mechanism control, can not by control of engine speed for being not less than idling speed, also can be transformed into tickover.
In addition, according to the structure of the 4th aspect, target change gear ratio calculating unit is for the current speed of a motor vehicle, calculate the target change gear ratio of speed-changing mechanism, make engine speed become idling speed, when being when slowing down excessive relative to desired deceleration under target change gear ratio, fuel cut-off restoration unit restarts the fuel supply for driving engine, therefore, it is possible to reduced the deceleration/decel of vehicle by the propulsive effort of the driving engine reset, slow down with desired deceleration.Now, when the converter speed ratio by reducing toroid speed-changing mechanism, the effect that weakens Jake brake reduce the deceleration/decel of vehicle, engine speed is lower than idling speed, tickover can not be transformed into, before this, by restoring from fuel cut off state, tickover can be transformed into.
In addition, according to the structure of the 5th aspect, target change gear ratio calculating unit is for the current speed of a motor vehicle, calculating the target change gear ratio of change-speed box, making engine speed become idling speed, when being undermoderated relative to desired deceleration under target change gear ratio, brak control unit makes car retardation by the means beyond Jake brake, therefore, it is possible to make engine speed maintain idling speed and be transformed into tickover, and vehicle can be made to slow down with desired deceleration.
In addition, according to the structure of the 6th aspect, fuel cut-off restoration unit is when engine speed is lower than idling speed, restart the fuel supply to driving engine, therefore, the variable speed control of speed-changing mechanism can not be carried out in exception due to converter speed ratio control unit etc., engine speed is when becoming below idling speed, tickover can be transformed under the state preventing engine stall.
Accompanying drawing explanation
Fig. 1 is the skeleton diagram of the toric transmission with toroid speed-changing mechanism.
Fig. 2 is the block diagram of the circuit structure that electronic control unit is shown.
Fig. 3 is the diagram of curves (its 1) of the change that the overall converter speed ratio of engine speed, toric transmission and the converter speed ratio of toroid speed-changing mechanism are shown
Fig. 4 is the diagram of curves (its 2) of the change that the overall converter speed ratio of engine speed, toric transmission and the converter speed ratio of toroid speed-changing mechanism are shown
Fig. 5 is the 1st component of the diagram of circuit that fuel cut-off controls and fuel cut-off recovery controls.
Fig. 6 is the 2nd component of the diagram of circuit that fuel cut-off controls and fuel cut-off recovery controls.
Fig. 7 be illustrate the vehicle with automatic transmission with hydraulic torque converter play halted state from Reduced Speed Now state till the speed of a motor vehicle and engine speed between the diagram of curves of relation.
Label declaration
11 toroid speed-changing mechanisms (change-speed box)
12 input shafts
13 output shafts
22 output panels (output block)
39 low speed are with power-transfer clutch (power-transfer clutch)
43 sun and planet gears
44 sun gears (the 3rd key element)
45 gear rings (the 2nd key element)
46 pinion carriers (the 1st key element)
E driving engine
T toric transmission
U electronic control unit (fuel cut-off control unit)
W drive wheel
M1 aimed acceleration calculating unit
M2 fuel cut-off unit
M3 target change gear ratio calculating unit
M4 converter speed ratio control unit
M5 clutch control unit
M6 fuel cut-off restoration unit
M7 brak control unit
Detailed description of the invention
Below, according to Fig. 1 ~ Fig. 6, embodiments of the present invention are described.
As shown in Figure 1, the toric transmission T possessing toroid speed-changing mechanism 11 has the input shaft 12, output shaft 13, countershaft 14 and the lazy axle 15 that configure in parallel with each other.Input shaft 12 is connected with the bent axle 16 of driving engine E via damper 17, and output shaft 13 is connected with drive wheel W, W of left and right via final driven wheel 18, final driven gear 19, differential gear D and axle drive shaft 20,20.
Being configured in toroid speed-changing mechanism 11 on input shaft 12 by essence is that the 1st stepless speed changing mechanism 11F of same structure and the 2nd stepless speed changing mechanism 11R are formed, 1st stepless speed changing mechanism 11F has: roughly cone shape input disc 21, and it is fixed on input shaft 12; Roughly cone shape output panel 22, it is supported on input shaft 12 in relatively rotatable and that direction of principal axis slides freely mode; A pair gudgeon (Trunnion) 23,23, they configure across input shaft 12; The pivot (pivot shaft) 24,24 of a pair crank-like, their one end is rotatably freely supported on gudgeon 23,23; And a pair live roll 25,25, they are rotatably freely supported on the other end of pivot 24,24, and can abut with input disc 21 and output panel 22.
The face that input disc 21 and output panel 22 abut with live roll 25,25 is made up of annular surface, when a pair gudgeon 23,23 moves each other in the opposite direction along the trunnion axis as the axis of oneself, a pair live roll 25,25 is around gudgeon deflection, and the abutment of live roll 25,25 and input disc 21 and output panel 22 changes.
2nd stepless speed changing mechanism 11R is configured to symmetrical with described 1st stepless speed changing mechanism 11F face in fact across driven wheel 26, and output panel 22,22 and the driven wheel 26 of the 1st stepless speed changing mechanism 11F, the 2nd stepless speed changing mechanism 11R form as one.But, the input disc 21 of the 1st stepless speed changing mechanism 11F is fixed on input shaft 12, on the other hand, the input disc 21 of the 2nd stepless speed changing mechanism 11R is relative to rotating and the mode of axially movement can carrying out spline with input shaft 12 and be combined, and axially can be exerted a force by hydraulic loader 27.
Consequently, following clamping force can be produced: between the input disc 21 and output panel 22 of the 2nd stepless speed changing mechanism 11R, clamp live roll 25,25, and live roll 25,25 is clamped between the input disc 21 and output panel 22 of the 1st stepless speed changing mechanism 11F, suppress input disc 21,21 and output panel 22,22 and live roll 25 ... between skidding.
When being driven in the opposite direction each other by a pair gudgeon 23,23 of not shown hydraulic actuator to the 1st stepless speed changing mechanism 11F, live roll 25,25 deflects towards the arrow a direction of Fig. 1, move outside radial direction relative to input shaft 12 with the abutment of input disc 21, and, with the abutment of output panel 22 relative to input shaft 12 towards radial direction medial movement, therefore, make the rotation speedup of input disc 21 and be passed to output panel 22, making converter speed ratio continue to reduce.On the other hand, live roll 25,25 towards Fig. 1 arrow b direction deflection time, with the abutment of input disc 21 relative to input shaft 12 towards radial direction medial movement, and, move outside radial direction relative to input shaft 12 with the abutment of output panel 22, therefore, make the rotation of input disc 21 slow down and be passed to output panel 22, make converter speed ratio continue to increase.
The effect of the 2nd stepless speed changing mechanism 11R is identical with the effect of above-mentioned 1st stepless speed changing mechanism 11F, and the 1st stepless speed changing mechanism 11F, the 2nd stepless speed changing mechanism 11R synchronously carry out chronotropic action.Therefore, the propulsive effort being input to input shaft 12 from the bent axle 16 of driving engine E, and to be exported from driven wheel 26 by infinitely speed change with any converter speed ratio in the scope of the converter speed ratio of toroid speed-changing mechanism 11.
On countershaft 14, be fixedly installed the driven gear 33 engaged with described driven wheel 26, in addition, the 1st gear 35 be fixedly installed on the 1st rotatably chimeric axle sleeve 34 relative to countershaft 14 engages with the 2nd gear 36 be fixedly installed on output shaft 13.1st gear 35 can be combined with driven gear 33 via high speed power-transfer clutch 37.
In addition, countershaft 14 is relative with the 2nd axle sleeve 38 to be rotatably fitted together to, and the 2nd axle sleeve 38 can be combined with countershaft 14 via low speed power-transfer clutch 39.The 3rd gear 40 be fixedly installed on input shaft 12 engages with the 4th gear 41 be fixedly installed on lazy axle 15, and the 4th gear 41 engages with relative the 5th gear 42 be rotatably bearing on the 2nd axle sleeve 38.The sun and planet gear 43 be configured on countershaft 14 has: be fixedly installed on the sun gear 44 on the 2nd axle sleeve 38; Be fixedly installed on the gear ring 45 on the 1st axle sleeve 34; Be fixedly installed on the pinion carrier 46 on the 5th gear 42; And multiple miniature gears 47 ..., multiple miniature gears 47 is rotatable is supported on pinion carrier 46, and engages with sun gear 44 and gear ring 45.
Next, the chronotropic action of the toric transmission T with said structure is described.
Engaging making high speed power-transfer clutch 37, making low speed power-transfer clutch 39 remove in the fast mode engaged, being rotated through the such path of toroid speed-changing mechanism 11 → driven wheel 26 → driven gear 33 → high speed power-transfer clutch the 37 → 1st axle sleeve the 34 → 1st gear the 35 → 2nd gear 36 → output shaft 13 → final driven wheel 18 → final driven gear 19 and being passed to differential gear D of input shaft 12, makes forward travel.By infinitely changing the converter speed ratio of toroid speed-changing mechanism 11, the total converter speed ratio between driving engine E and differential gear D infinitely can be changed.
Now, in sun and planet gear 43, the pinion carrier 46 be connected with input shaft 12 via the 3rd gear 40, the 4th gear 41 and the 5th gear 42 rotates, but because low speed power-transfer clutch 39 removes joint, sun gear 44 can rotate freely, therefore, gear ring 45 also can rotate freely, and does not carry out the propulsive effort transmission via sun and planet gear 43.
Remove making high speed power-transfer clutch 37 and engage, in the low-speed mode that low speed power-transfer clutch 39 is engaged, being rotated through the such path of toroid speed-changing mechanism 11 → driven wheel 26 → driven gear 33 → countershaft 14 → low speed power-transfer clutch the 39 → 2nd axle sleeve 38 of input shaft 12 and be passed to the sun gear 44 of sun and planet gear 43, and, being rotated through the such path of the 3rd gear the 40 → 4th gear the 41 → 5th gear 42 of input shaft 12 and be passed to the pinion carrier 46 of sun and planet gear 43, therefore, the propulsive effort of driving engine E is output to differential gear D from the gear ring 45 of sun and planet gear 43 by the such path of the 1st axle sleeve the 34 → 1st gear the 35 → 2nd gear 36 → output shaft 13 → final driven wheel 18 → final driven gear 19.
Now, when making the rotation speed change of input shaft 12 and control the converter speed ratio passing to the toroid speed-changing mechanism 11 of sun gear 44 for specified value, the rotating speed vanishing of gear ring 45, not to differential gear D transmission of drive force, realizes geared neutral (geared-neutral) state.When making the converter speed ratio of toroid speed-changing mechanism 11 towards a direction change under this geared neutral, gear ring 45 can be made to rotate towards a direction, vehicle is moved forward with low speed, when making the converter speed ratio of toroid speed-changing mechanism 11 change towards other direction, gear ring 45 can be made to rotate towards other direction, vehicle is travelled backward with low speed.
Like this, when making vehicle stop with geared neutral in the low-speed mode, the propulsive effort of driving engine E circulates between toroid speed-changing mechanism 11 and sun and planet gear 43, thus, driving engine E is not stopped and the state that keeps on the go, and engine speed now can be adjusted arbitrarily by the converter speed ratio controlling toroid speed-changing mechanism 11.
Next, according to Fig. 2, to controlling the fuel cut-off of driving engine E and being described from the circuit structure of the electronic control unit U of the action of fuel cut off state recovery.Electronic control unit U has aimed acceleration calculating unit M1, fuel cut-off unit M2, target change gear ratio calculating unit M3, converter speed ratio control unit M4, clutch control unit M5, fuel cut-off restoration unit M6 and brak control unit M7.
Aimed acceleration calculating unit M1 to Das Gaspedal or the operational ton of brake pedal and the motoring condition (speed of a motor vehicle, inclination, acceleration/accel, deflection angle, engine speed etc.) of vehicle, calculates the aimed acceleration of vehicle according to chaufeur.When the aimed acceleration that aimed acceleration calculating unit M1 calculates is negative value (desired deceleration), fuel cut-off unit M2, in order to reduce the fuel discharge of driving engine E, performs the fuel cut-off will cut off the fuel supply of driving engine E.
In fuel cut-off, when the speed of a motor vehicle declines gradually, toric transmission T makes high speed power-transfer clutch 37 remove joint, low speed power-transfer clutch 39 is engaged, is switched to low-speed mode.Under this low-speed mode, the relation between the speed of a motor vehicle and engine speed can be adjusted arbitrarily by the converter speed ratio controlling toroid speed-changing mechanism 11, therefore, it is possible to adjust the effect of engine speed, the i.e. Jake brake in fuel cut-off.According to this principle, target change gear ratio calculating unit M3 calculates the target change gear ratio of the toroid speed-changing mechanism 11 for reaching the desired deceleration that aimed acceleration calculating unit M1 calculates.
Fig. 3 shows the change of the engine speed till playing halted state from the Reduced Speed Now state along with fuel cut-off (with reference to solid line), the overall converter speed ratio (with reference to dotted line) of toric transmission T and the converter speed ratio (reference point line) of toroid speed-changing mechanism 11.The overall converter speed ratio of toric transmission T is the converter speed ratio of the toric transmission T entirety comprising toroid speed-changing mechanism 11 and sun and planet gear 43.
In the example in figure 3, before dropping to V on the vehicle speed, overall converter speed ratio shown in broken lines remains fixing, and therebetween, decline gradually with the engine speed shown in solid line, when the speed of a motor vehicle reaches V, engine speed becomes idling speed (such as, 680rpm).During till the speed of a motor vehicle drops to zero from V, overall converter speed ratio is declined gradually, thus make engine speed maintain idling speed.When in speed of a motor vehicle vanishing, vehicle stops, overall converter speed ratio becomes infinity (geared neutral).Maintain fixing before dropping to V on the vehicle speed by the converter speed ratio of the toroid speed-changing mechanism 11 shown in long and short dash line, reduce gradually during the speed of a motor vehicle drops to zero from V.
Therefore, in fuel cut-off, converter speed ratio control unit M4 controls the converter speed ratio of toroid speed-changing mechanism 11, makes actual converter speed ratio consistent with the target change gear ratio that target change gear ratio calculating unit M3 calculates, and, therebetween, clutch control unit M5 makes low speed power-transfer clutch 39 maintain engagement state, thus, as shown in Figure 3, even if the speed of a motor vehicle drops to V, engine speed reaches idling speed, also can from this to speed of a motor vehicle vanishing during in, make engine speed maintain idling speed.
Thus, in the past, when making engine speed reach idling speed under vehicle velocity V, if do not restored from fuel cut off state, then the stall of driving engine E can not be prevented.But till making fuel cut-off last till that vehicle stops, when vehicle stops, by fuel cut-off restoration unit M6, make to restore from fuel cut off state, thus can either fuel discharge be reduced, tickover can be transformed under the state not making driving engine E stall again.
Even if when the target change gear ratio calculated target change gear ratio calculating unit M3 carries out controlling reaching the desired deceleration that aimed acceleration calculating unit M1 calculates, brak control unit M7 makes braking force, such as automatic brake arrangement or regenerative braking device beyond Jake brake carry out action, reaches desired deceleration.
In the example in figure 3, the characteristic line of engine speed bends at vehicle velocity V place, correspondingly, the characteristic line of the converter speed ratio of overall converter speed ratio and toroid speed-changing mechanism 11 also bends at vehicle velocity V place, but in the example in fig. 4, the characteristic line of engine speed is linearity, and correspondingly, the characteristic line of the converter speed ratio of overall converter speed ratio and toroid speed-changing mechanism 11 also becomes the curve-like close to straight line.If set like this, the sharply change of engine speed can be prevented, thus, the sharply change of the braking force of Jake brake can be prevented, eliminate the sticky feeling of motroist, and, engine speed can be controlled arbitrarily, the effect of adjustment Jake brake, thus produce the deceleration/decel of chaufeur expectation, improve brake feel.
According to the diagram of circuit of Fig. 5 and Fig. 6, further the function of above-mentioned electronic control unit U is described in detail.
First, in step sl, when making low speed power-transfer clutch 39 engage by clutch control unit M5, making toric transmission T be in the state of the low-speed mode that can realize geared neutral, in step s 2, read in the operational ton of chaufeur to Das Gaspedal or brake pedal, and, in step s3, read the vehicle running states such as the speed of a motor vehicle, inclination, acceleration/accel, deflection angle, engine speed, in step s 4 which, by aimed acceleration calculating unit M1, according to described operational ton and described vehicle running state, calculate the aimed acceleration of vehicle.
In following step S5, if aimed acceleration be on the occasion of, then in step s 6, as usual variable speed control is carried out to the toroid speed-changing mechanism 11 of toric transmission T.In above-mentioned steps S5, when aimed acceleration is negative value (desired deceleration) and makes car retardation, in the step s 7, by fuel cut-off unit M2, perform the fuel cut-off that will the fuel supply of driving engine E be cut off, realize the minimizing of fuel discharge.
In following step S8, when wheel locking or when producing the urgency that can not control the converter speed ratio of toroid speed-changing mechanism 11 and slowing down, be judged as that the converter speed ratio having little time to carry out toroid speed-changing mechanism 11 controls, thus abandon the minimizing continuing the fuel discharge brought of fuel cut-off, in step s 9, by clutch control unit M5, low speed power-transfer clutch 39 is removed to engage, in step slo, by fuel cut-off restoration unit M6, restart, to the fuel supply of driving engine E, to restore from fuel cut off state.Thus, though when be difficult to the control of the converter speed ratio carrying out toroid speed-changing mechanism 11 and can not by control of engine speed for being not less than idling speed, also can be transformed into tickover.
In above-mentioned steps S8, when producing wheel locking and maybe can not controlling the urgency deceleration of the converter speed ratio of toroid speed-changing mechanism 11, in step s 11, the target change gear ratio of the toroid speed-changing mechanism 11 can reaching desired deceleration is calculated by target change gear ratio calculating unit M3, then in step s 12, close the throttle.In the low-speed mode making low speed power-transfer clutch 39 engage, engine speed can be adjusted arbitrarily by the converter speed ratio controlling toroid speed-changing mechanism 11, therefore, the effect situation of Jake brake can not only be adjusted, produce arbitrary desired deceleration, and can by control of engine speed for not drop to below idling speed.
If in following step S13 the converter speed ratio of toroid speed-changing mechanism 11 be under the current speed of a motor vehicle, make engine speed higher than the value of idling speed and in step S14 the deceleration/decel of vehicle meet desired deceleration and in step s 16 the deceleration/decel of vehicle not excessively and in the step s 21 engine speed be below idling speed, then in step S23, turn back to above-mentioned steps S1, until vehicle stops.
Repeatedly carry out this circulation, in during the speed of a motor vehicle declines gradually, in above-mentioned steps S14, when the deceleration/decel of vehicle is less than desired deceleration, in step S15, the target change gear ratio of toroid speed-changing mechanism 11 is made to increase towards lower speed gear ratio (LOW) side and increase engine speed, thus, the braking force of Jake brake can be strengthened, increase the deceleration/decel of vehicle, make the deceleration/decel of vehicle consistent with desired deceleration.
In above-mentioned steps S13, when the converter speed ratio of toroid speed-changing mechanism 11 is the values making engine speed lower than idling speed under the current speed of a motor vehicle, even if restore from fuel cut off state, tickover can not be transformed into, driving engine E likely stall, therefore in step S18, by converter speed ratio control unit M4, the converter speed ratio of toroid speed-changing mechanism 11 is made to maintain current value.According to Fig. 3 and Fig. 4, idling speed is maintained in order to make engine speed, need the decline according to the speed of a motor vehicle, make to be reduced gradually by the converter speed ratio of the toroid speed-changing mechanism 11 shown in long and short dash line, but, not making it reduce by maintaining this converter speed ratio, can engine speed be increased and maintain more than idling speed.
And then, in step S19, when the deceleration/decel of vehicle meets desired deceleration, proceed to above-mentioned steps S16, in ungratified situation, proceed to step S20, by brak control unit M7 (with reference to Fig. 2), such as, make automatic brake carry out action, vehicle is braked, thereby, it is possible to make the deceleration/decel of vehicle consistent with desired deceleration.
In addition, in above-mentioned steps S16, when the deceleration/decel of the vehicle in front of vehicle stopping is excessive, in step S17, restart to restore, thereby, it is possible to make driving engine E reset and proceed to idling mode from fuel cut off state the fuel supply of driving engine E, terminate Jake brake, suitably maintain the deceleration/decel of vehicle.In addition, in above-mentioned steps S21, when engine speed drops to below idling speed because of some reason, restore, thereby, it is possible to be transformed into tickover under the state preventing driving engine E stall from fuel cut off state in step S22.
In addition, in above-mentioned steps S23, to the final stage that vehicle stops, if not through the path of above-mentioned steps S17 or above-mentioned steps S22, then during can extending fuel cut-off to greatest extent, reduce fuel discharge.
Before vehicle will stop, desired deceleration vanishing, therefore, in above-mentioned steps S16, the deceleration/decel of vehicle becomes excessively, in above-mentioned steps S17, restores, make driving engine E be transformed into tickover from fuel cut off state.In ensuing above-mentioned steps S16, driving engine E is in tickover, and therefore vehicle can not excessive deceleration, and, in following step S21, driving engine E is in tickover, and therefore, engine speed can not be below idling speed, thus step S23 is proceeded to, in step S23, because vehicle stops, thus process ends.
By above control, till fuel cut-off when car retardation can be made to travel lasts till that vehicle stops, use Jake brake to greatest extent, extend the life-span of brake facing, improve the minimizing effect of the fuel discharge of the driving engine E that fuel cut-off brings further.
Above, embodiments of the present invention are illustrated, but the present invention can carry out various design modification in the scope not departing from its purport.
Such as, change-speed box of the present invention is not limited to the toroid speed-changing mechanism 11 of embodiment, also can be the arbitrary change-speed box such as variable v-belt drive or crank-type toric transmission.
In addition, the toroid speed-changing mechanism 11 of embodiment is dual cavity type, but also can be single chamber profile.
In addition, the sun and planet gear 43 of embodiment is the 1st key element with pinion carrier 46, and being the 2nd key element with gear ring 45, is the 3rd key element with sun gear 44, but the selection of the 1st key element ~ the 3rd key element is not limited thereto.
Claims (13)
1. a control setup for vehicle, this control setup has:
Driving engine (E);
Toric transmission (T), the propulsive effort of described driving engine (E) is delivered to drive wheel (W) by it; And
Fuel cut-off control unit (U), its fuel supply cut off and restart described driving engine (E),
Described toric transmission (T) has:
Input shaft (12), it is connected with described driving engine (E);
Output shaft (13), it is connected with described drive wheel (W);
Speed-changing mechanism (11), it infinitely changes the converter speed ratio between described input shaft (12) and described output shaft (13); And
Sun and planet gear (43), itself and described speed-changing mechanism (11) are configured between described input shaft (12) and described output shaft (13) side by side,
Described sun and planet gear (43) has:
1st key element (46), it is connected with described input shaft (12);
2nd key element (45), it is connected with described output shaft (13); And
3rd key element (44), it is connected with the output block (22) of described speed-changing mechanism (11) via power-transfer clutch (39),
The feature of this control setup is,
Described fuel cut-off control unit (U) has:
Aimed acceleration calculating unit (M1), it calculates the aimed acceleration indicated by chaufeur;
Fuel cut-off unit (M2), when to carry out described aimed acceleration be the deceleration of negative value to vehicle, this fuel cut-off unit (M2) cuts off the fuel supply to described driving engine (E);
Target change gear ratio calculating unit (M3), make described power-transfer clutch (39) connect together-cutting to the fuel of described driving engine (E) for seasonable, this target change gear ratio calculating unit (M3) calculates the target change gear ratio of the described speed-changing mechanism (11) for reaching described aimed acceleration;
Converter speed ratio control unit (M4), the actual converter speed ratio of described speed-changing mechanism (11) controls as consistent with described target change gear ratio by it;
Clutch control unit (M5), it is in the control of the actual converter speed ratio undertaken by described converter speed ratio control unit (M4), makes described power-transfer clutch (39) remain on engagement state, until vehicle stops; And
Fuel cut-off restoration unit (M6), it is when vehicle stops, restarts the fuel supply to described driving engine (E).
2. the control setup of vehicle according to claim 1, is characterized in that,
Described target change gear ratio calculating unit (M3) calculates the target change gear ratio of described speed-changing mechanism (11), and engine speed when vehicle is stopped is consistent with idling speed.
3. the control setup of vehicle according to claim 1 and 2, is characterized in that,
Detect the urgency of vehicle slow down or the locking of wheel time, described clutch control unit (M5) makes described power-transfer clutch (39) remove joint, further, described fuel cut-off restoration unit (M6) restarts the fuel supply to described driving engine (E).
4. the control setup of vehicle according to claim 1 and 2, is characterized in that,
Described target change gear ratio calculating unit (M3) is for the current speed of a motor vehicle, calculate the target change gear ratio of described speed-changing mechanism (11), engine speed is made to become idling speed, when under described target change gear ratio relative to desired deceleration be slow down excessive when, described fuel cut-off restoration unit (M6) restarts the fuel supply to described driving engine (E).
5. the control setup of vehicle according to claim 3, is characterized in that,
Described target change gear ratio calculating unit (M3) is for the current speed of a motor vehicle, calculate the target change gear ratio of described speed-changing mechanism (11), engine speed is made to become idling speed, when under described target change gear ratio relative to desired deceleration be slow down excessive when, described fuel cut-off restoration unit (M6) restarts the fuel supply to described driving engine (E).
6. the control setup of vehicle according to claim 1 and 2, is characterized in that,
The control setup of described vehicle has brak control unit (M7), described target change gear ratio calculating unit (M3) is for the current speed of a motor vehicle, calculate the target change gear ratio of described speed-changing mechanism (11), engine speed is made to become idling speed, when being undermoderated relative to desired deceleration under described target change gear ratio, brak control unit (M7) makes car retardation by the means beyond Jake brake.
7. the control setup of vehicle according to claim 3, is characterized in that,
The control setup of described vehicle has brak control unit (M7), described target change gear ratio calculating unit (M3) is for the current speed of a motor vehicle, calculate the target change gear ratio of described speed-changing mechanism (11), engine speed is made to become idling speed, when being undermoderated relative to desired deceleration under described target change gear ratio, brak control unit (M7) makes car retardation by the means beyond Jake brake.
8. the control setup of vehicle according to claim 1 and 2, is characterized in that,
Described fuel cut-off restoration unit (M6), when engine speed is lower than idling speed, restarts the fuel supply to described driving engine (E).
9. the control setup of vehicle according to claim 3, is characterized in that,
Described fuel cut-off restoration unit (M6), when engine speed is lower than idling speed, restarts the fuel supply to described driving engine (E).
10. the control setup of vehicle according to claim 4, is characterized in that,
Described fuel cut-off restoration unit (M6), when engine speed is lower than idling speed, restarts the fuel supply to described driving engine (E).
The control setup of 11. vehicles according to claim 5, is characterized in that,
Described fuel cut-off restoration unit (M6), when engine speed is lower than idling speed, restarts the fuel supply to described driving engine (E).
The control setup of 12. vehicles according to claim 6, is characterized in that,
Described fuel cut-off restoration unit (M6), when engine speed is lower than idling speed, restarts the fuel supply to described driving engine (E).
The control setup of 13. vehicles according to claim 7, is characterized in that,
Described fuel cut-off restoration unit (M6), when engine speed is lower than idling speed, restarts the fuel supply to described driving engine (E).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
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| JP2013215714A JP6094892B2 (en) | 2013-10-16 | 2013-10-16 | Vehicle control device |
| JP2013-215714 | 2013-10-16 |
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| CN104554236A true CN104554236A (en) | 2015-04-29 |
| CN104554236B CN104554236B (en) | 2017-05-31 |
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| CN201410542215.6A Active CN104554236B (en) | 2013-10-16 | 2014-10-14 | The control device of vehicle |
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| CN (1) | CN104554236B (en) |
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| CN106555870A (en) * | 2015-09-25 | 2017-04-05 | 摩特动力工业股份有限公司 | Linear rows file organization without chain car |
| CN106555871A (en) * | 2015-09-25 | 2017-04-05 | 摩特动力工业股份有限公司 | Linear rows file organization |
| CN106594257A (en) * | 2015-10-16 | 2017-04-26 | 摩特动力工业股份有限公司 | Linear file arrangement power transfer mechanism |
| CN107634687A (en) * | 2016-07-19 | 2018-01-26 | 美蓓亚三美株式会社 | Circuit for controlling motor, motor drive control device and its control method |
| CN109252969A (en) * | 2017-07-13 | 2019-01-22 | 上汽通用汽车有限公司 | Engine control and computer readable storage medium |
| CN109941284A (en) * | 2017-12-18 | 2019-06-28 | 现代自动车株式会社 | Control method for vehicle and its control device including ISG function |
| CN110217102A (en) * | 2018-03-02 | 2019-09-10 | 丰田自动车株式会社 | The control device of vehicle |
| CN110242426A (en) * | 2018-03-08 | 2019-09-17 | 丰田自动车株式会社 | The control device and control method of internal combustion engine |
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| JPWO2023032035A1 (en) * | 2021-08-31 | 2023-03-09 |
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| CN109941284A (en) * | 2017-12-18 | 2019-06-28 | 现代自动车株式会社 | Control method for vehicle and its control device including ISG function |
| CN109941284B (en) * | 2017-12-18 | 2023-06-30 | 现代自动车株式会社 | Vehicle control method including ISG function and control device thereof |
| CN110217102A (en) * | 2018-03-02 | 2019-09-10 | 丰田自动车株式会社 | The control device of vehicle |
| CN110242426A (en) * | 2018-03-08 | 2019-09-17 | 丰田自动车株式会社 | The control device and control method of internal combustion engine |
| CN110242426B (en) * | 2018-03-08 | 2022-06-17 | 丰田自动车株式会社 | Control device and control method for internal combustion engine |
| WO2021233149A1 (en) * | 2020-05-18 | 2021-11-25 | Ningbo Geely Automobile Research & Development Co., Ltd. | Method for engine braking and powertrain |
Also Published As
| Publication number | Publication date |
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| JP2015078636A (en) | 2015-04-23 |
| CN104554236B (en) | 2017-05-31 |
| JP6094892B2 (en) | 2017-03-15 |
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