JP2002039350A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve follow-up controllability of a controlled variable to a desired value, when a control input is saturated. SOLUTION: This control device for a vehicle is provided with a controlled variable detecting means detecting the controlled variable y(t) outputted from the vehicle of controlled system, a feedback control means integrating a deviation e(t) between a controlled variable desired value yt(t) and a controlled variable detection value y(t), calculating the control input u(t), and adding it to vehicle of controlled system, and an operation amount saturation detecting means detecting the saturation state of the control input u(t). When the control input u(t) is in a saturated state, the integration of the deviation e(t) between the controlled variable desired value yt(t) and the controlled variable detection value y(t) is made to stop.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle, and more particularly to a control device for a vehicle provided with a continuously variable transmission, which has improved followability of a control amount to a target value.

[0002]

2. Description of the Related Art As a model following type (model following) control device using a state space method, as shown in FIG. 1, a state quantity x (t) of a control target (plant) and a state quantity xm ( t), and an extended system in which all integral values of the deviation e (t) between the output ym (t) of the reference model and the output y (t) of the control object are defined as state quantities, and by performing state feedback, A model-following servo controller with improved robustness is known (for example, see "Guidance and Control in Aerospace", co-authored by Nishimura, Kanai, and Murata, Corona pp. 101-103).

As a specific application example of this model-following control device, a control device for a vehicle equipped with a continuously variable transmission such as a CVT is known (for example, Japanese Patent Application Laid-Open No. H11-10558).
No. 4). In this device, while satisfying the engine operating point constraint condition determined based on the optimal fuel consumption operation line of the engine and the engine brake characteristic line at the time of fuel cut, that is, the relationship between the engine torque and the engine rotation speed, the first target A feedback compensator that calculates the engine torque command value required to match the estimated driving force with the driving force and the gear ratio command value of the continuously variable transmission and controls them separately to achieve two command values simultaneously are doing.

[0004]

However, in the above-described conventional model-following control device, the reference model output y
Since the integrated value of the deviation e (t) between m (t) and the control target output y (t) is also fed back as one state quantity, the manipulated variable u (t)
Is saturated, the integral value of the deviation e (t) increases or decreases unnecessarily. In such a saturated state, the target value yt
Even if (t) suddenly changes greatly or the polarity reverses, the change is difficult to be reflected in the manipulated variable u (t), so that the control amount y
There is a problem that the followability of (t) to the target value yt (t) and the reference model output ym (t) is deteriorated.

An object of the present invention is to improve the ability of a control amount to follow a target value when an operation amount is saturated.

[0006]

Means for Solving the Problems (1) The invention of claim 1 will be described with reference to FIG. 2 showing the configuration of an embodiment. The invention of claim 1 is output from a vehicle to be controlled. A control amount detecting means for detecting the control amount y (t); and a deviation e (t) between the control amount target value yt (t) (or the reference model output ym (t)) and the control amount detection value y (t). The present invention is applied to a vehicular control device including feedback control means for performing an integration operation on a vehicle, calculating an operation amount u (t), and adding the operation amount u (t) to a vehicle to be controlled. And an operation amount saturation detecting means for detecting a saturated state of the operation amount u (t), wherein the feedback control means
When (t) is in a saturated state, the integration of the deviation e (t) between the control amount target value yt (t) (or the reference model output ym (t)) and the control amount detection value y (t) is stopped. (2) The invention of claim 2 will be described with reference to FIGS. 5 and 6 for describing the operation of the embodiment.
The invention of the present invention is an acceleration detecting means for detecting an acceleration αwf of a vehicle equipped with a continuously variable transmission, a rotational speed detecting means for detecting a continuously variable transmission primary pulley rotational speed ωp of the vehicle,
The integral operation is performed on the deviation between the target value αref of the acceleration and the detected value αwf and the deviation between the target value ωp ^* of the primary pulley rotation speed and the detected value ωp, and the engine torque command value TeL ^* and the gear ratio command value IpL ^*. Is applied to a vehicle control device having an engine control device and a feedback control means added to the continuously variable transmission control device. Then, the manipulated variable saturation detecting means (S22, S24, S24) for detecting the saturated state of the engine torque command value TeL ^* and the speed ratio command value IpL ^* .
S32, S33 and S35), and the feedback control means stops integration of the deviation between the target value ωp ^* of the primary pulley rotation speed and the detected value ωp when the speed ratio command value IpL ^* is in a saturated state (S23). If the engine torque command value TeL ^* and the gear ratio command value IpL ^* are both saturated, the integration of the deviation between the target acceleration value αref and the detected value αwf is stopped (S34).

In the section of the means for solving the above-described problem, a diagram of one embodiment is used for easy understanding of the description, but the present invention is not limited to this embodiment. .

[0008]

(1) According to the first aspect of the invention, when the operation amount u is in a saturated state, the integration of the deviation e between the control amount target value yt and the control amount detection value y is stopped. So
Even if the operation amount u is saturated, it is possible to prevent the integral value of the deviation e between the control amount target value yt and the control amount detection value y from unnecessarily increasing or decreasing. As a result, even if the control amount target value yt suddenly changes greatly or the polarity reverses in the state where the operation amount u is saturated, the operation amount u immediately follows the change, and further changes the output of the control target. The control amount y changes. That is, the ability of the control amount y to follow the target value yt can be improved. (2) According to the invention of claim 2, when the speed ratio command value is in a saturated state, integration of the deviation between the target value and the detected value of the primary pulley rotation speed is stopped, and the engine torque command value and the speed ratio command are stopped. When the values are both saturated, integration of the deviation between the target acceleration value and the detected value is stopped, so that even if the engine torque command value and the gear ratio command value are saturated, the primary pulley rotation speed deviation and Unnecessary increase or decrease of the integral value of the acceleration deviation can be prevented. As a result, even if the target values of the acceleration and the primary pulley rotation speed suddenly change greatly or the polarity reverses, the engine torque command value is changed to the change even if the engine torque command value and the gear ratio command value are saturated. And the speed ratio command value immediately changes, and further, the acceleration detection value and the primary pulley rotation speed detection value change. That is, it is possible to improve the ability to follow the respective target values of the acceleration detection value and the primary pulley rotation speed detection value that are the control amounts.

[0009]

FIG. 2 is a diagram showing a configuration of a model following type (model following) control system according to one embodiment. This control system includes a control amount y (t) and a reference model output ym
(t), and performs a state feedback calculation using a state quantity including the integrated value to calculate a manipulated variable u (t) to obtain a plant to be controlled. (Vehicle) constitutes a feedback control system. In this embodiment, the stop determination unit determines whether the operation amount u (t) is in a saturated state, and determines the operation amount u (t).
Is saturated, the integration of the deviation e (t) between the control amount y (t) and the reference model output ym (t) is stopped. An example in which the integration operation is performed on the deviation e (t) between the control amount y (t) and the reference model output ym (t) will be described. can do.

According to this embodiment, the operation amount u (t)
Can be prevented from unnecessarily increasing or decreasing the integral value of the deviation e between the control amount y (t) and the reference model output ym (t) even if is saturated. As a result, even if the target value yt (t) suddenly changes greatly or the polarity reverses while the operation amount u (t) is saturated, the operation amount u (t) immediately follows the change. Then, the control amount y (t) of the output of the control target (plant) changes. That is, it is possible to improve the ability to follow the control value y (t) to the target value yt (t) and the reference model output ym (t).

In the above-described embodiment, a model-following type feedback control system using a reference model for determining a target value of a control amount y (t) in a steady state and a transient state has been described as an example. However, the present invention is not limited to a model-following feedback control system, and can be applied to a feedback control system that does not use a reference model. In this case, when it is determined that the operation amount u (t) is in a saturated state, integration of the deviation e (t) between the control amount y (t) and the target value yt (t) is stopped. As a result, the ability of the control amount y (t) to follow the target value yt (t) can be improved.

Next, the model following control system shown in FIG.
An embodiment applied to an acceleration / deceleration control device for a vehicle having a continuously variable transmission will be described. FIG. 3 shows the configuration. The power train of the vehicle of one embodiment includes an engine 1, a torque converter 2 with a lock-up clutch, and a continuously variable transmission (C).
VT) 3. The engine 1 controls the amount of intake air by an electronically controlled throttle valve actuator 1a, controls fuel injection by an injector (not shown), and controls ignition timing by an ignition device (not shown).
Engine torque is controlled.

The lock-up clutch of the torque converter 2 with a lock-up clutch is released only in an extremely low speed range to enable the vehicle to stop and start, and to further dampen vibration. On the other hand, in the middle to high speed range, the lock-up clutch is engaged to improve the transmission efficiency. The continuously variable transmission 3 adjusts the effective radii of the primary pulley and the secondary pulley on which the belts are stretched by a hydraulic mechanism (not shown) to make the speed ratio variable. The continuously variable transmission 3 is not limited to a belt type, and may be, for example, a toroidal type.

The acceleration / deceleration controller 4, the engine torque controller 5, and the CVT & clutch controller 6 are respectively a microcomputer, a ROM,
Peripheral circuits such as a RAM, an A / D converter, and various timers, a communication circuit, and a drive circuit for various actuators are provided, and communicate with each other via a high-speed communication line 13.

The acceleration / deceleration controller 4 performs a band-pass filter process on the detected vehicle speed to obtain the acceleration αwf of the vehicle.
Is estimated, and the acceleration estimated value αwf is fed back to a reference model output αref for calculating a desired response of the estimated acceleration αwf to the target acceleration αw ^* as an acceleration detection value, thereby performing acceleration feedback control. The acceleration / deceleration controller 4 includes an accelerator sensor 7 for detecting an amount of depression of an accelerator pedal (hereinafter, referred to as an accelerator opening) Apo, and a peripheral speed (hereinafter, referred to as a wheel speed) V of a driving wheel 14.
A wheel speed sensor 8 for detecting w is connected.
Note that the wheel speed Vw is equal to the vehicle speed.

The engine torque controller 5 controls the torque of the engine 1 by controlling the amount of intake air, controlling fuel injection, and controlling ignition timing. A crank angle sensor 9 for detecting the rotation speed ωe of the engine 1 is connected to the engine torque controller 5. The CVT & clutch controller 6 controls a hydraulic mechanism (not shown) to control the speed ratio of the continuously variable transmission 3. The CVT & clutch controller 6 has a primary speed sensor 10 for detecting the rotation speed ωp of the primary pulley of the continuously variable transmission 3 and the rotation speed ωs of the secondary pulley.
Is connected to a secondary speed sensor 11 for detecting the speed.

FIGS. 4 to 6 are flowcharts showing an acceleration / deceleration control program according to one embodiment. The operation of the embodiment will be described with reference to these flowcharts.
The microcomputer of the acceleration / deceleration controller 4 executes this control program at predetermined time intervals, for example, every 10 msec.

In step 1, the accelerator sensor 7
The accelerator opening Apo is read from. In step 2, the pulse signal from the wheel speed sensor 8 is measured, and the peripheral speed of the drive wheel 14 relative to the effective radius R of the tire, that is, the wheel speed V
Detect w. The wheel speed Vw is equal to the vehicle speed. In the following step 3, the rotation speed ωp of the primary pulley (input shaft), the rotation speed ωs of the secondary pulley (output shaft), and the speed ratio Ip (=) of the continuously variable transmission 3 from the CVT & clutch controller 6 via the high-speed communication line 13. ωp
/ Ωs) and the rotational speed ωe of the engine 1 from the engine torque controller 5 via the high-speed communication line 13.

In step 4, a target acceleration αw ^* is calculated based on the accelerator opening Apo and the wheel speed Vw. Specifically, a map of the target acceleration αw ^* with respect to the accelerator opening Apo and the wheel speed Vw as shown in FIG.
A target acceleration αw ^* with respect to the detected accelerator opening Apo and wheel speed Vw is calculated by lookup. When the vehicle speed is being controlled, the target acceleration αw ^* is set in accordance with a target vehicle speed setting operation such as a set switch, an accelerator switch, or a coast switch.

In step 5, a band-pass filter process is performed on the wheel speed Vw to calculate an estimated acceleration value αwf.
Hereinafter, a method of calculating the estimated acceleration value αwf will be described.

First, a transfer function Gbp (s) of a continuous time system in which the wheel speed Vw is input and the estimated acceleration value αwf is output is described as follows.

(Equation 1) In the expression (1), s is a Laplace operator, ωn is a natural angular frequency, Δn is an attenuation rate, and ωn and Δn are determined according to a noise level included in the detected wheel speed value Vw.

Next, when this transfer function Gbp (s) is converted into a representation by a state vector, it is represented by a block diagram shown in FIG. 8, and a state equation and an output equation using the state variable vector xf are as follows. Is described.

(Equation 2) In the equation (2), Af, Bf, Cf, and Df are constant matrices determined from the natural angular frequency ωn and the attenuation rate ζn.

In order to calculate an internal state variable vector xf of the band-pass filter in addition to the estimated acceleration value αwf which is the output of the band-pass filter, a continuous-time state equation and an output equation shown in the equation (2) are used. Perform the operation. If the integration operation is Euler integration in order to design a state feedback compensator for acceleration control in a continuous time system, the state equation and the output equation of the above equation (2) can be actually executed by microcomputer software. It can be expressed as a simple difference equation as follows.

(Equation 3) In the equation (3), Tsmp is a sampling period,
In this embodiment, it is 10 msec. (K) indicates a value in the current sampling cycle, and (kn) indicates a value in n sampling cycles before. By executing Expression 3, the estimated acceleration value αwf is obtained.

In step 6, the engine torque command value T
A simple first-order lag model from e ^* to the actual engine torque Te is used to estimate the actual engine torque Te with respect to the engine torque command value Te ^* . First, a transfer function Geng of a continuous time system from the engine torque command value Te ^* to the actual engine torque Te is described as follows.

(Equation 4) In the equation (4), Teng is a time constant.

Equation (4) is discretized by Tustin approximation or the like, and a difference equation which can be actually executed by microcomputer software is obtained and executed.

(Equation 5) In the equation (5), TEN0, TEN1, and TED1 are time constants Te.
It is a constant determined from ng and the sampling period Tsmp.

In step 7, the engine rotational speed ωe corresponding to the estimated engine torque Te is looked up from a preset engine operating point constraint line map as shown in FIG. Engine operating point constraint line map In FIG. 9, the engine optimum fuel consumption operation line is used as a constraint line in a positive torque range, and the engine brake characteristic line is used as a constraint line in a negative torque range. Note that the engine optimum fuel consumption operation line is a characteristic line connecting engine operation points on the output line such as the engine where the fuel consumption is the smallest. The engine brake characteristic line is the engine operating point when the throttle valve is fully closed and the fuel is cut. By controlling along the engine brake characteristic line, the engine brake control during the downshift of the continuously variable transmission 3 is performed. Enable.

In this embodiment, since only the state where the lock-up clutch of the torque converter 2 is engaged is considered, the engine rotation speed ωe is equal to the rotation speed ωp of the primary pulley (input shaft) of the continuously variable transmission 3. Therefore, the engine rotational speed ωe obtained by performing a lookup calculation from the map of FIG. 9 is set as a target primary pulley rotational speed (input shaft rotational speed of the continuously variable transmission) ωp ^* . Then, a value Z is calculated by integrating the deviation between the target primary pulley rotation speed ωp ^* and the actual rotation speed ωp of the primary pulley.

(Equation 6)

However, before executing the deviation integration of the primary pulley rotational speed by the equation (6), the deviation integration stop processing shown in FIG. 5 is performed, and the speed ratio command value IpL which is one of the manipulated variables u (t) is performed. ^{When *} is saturated, deviation integration is stopped, and when it is not saturated, deviation integration is performed.

<< Process of Stopping Deviation Integration of Primary Pulley Rotation Speed >> In FIG. 5, the target primary pulley rotation speed ωp ^* and the actual primary pulley rotation speed ω
When the deviation from p (ωp ^* −ωp) is 0 or more (step 2
1) Gear ratio command value IpL ^* (k-1) one sampling cycle before
Has reached its upper limit value Iphlmt (step 22). When it has reached the upper limit value Iphlmt,
That is, when the speed ratio command value IpL ^* is saturated, the integration of the deviation of the primary pulley rotational speed by the equation (6) is stopped, and the integrated value Z (k-1) one sampling cycle earlier is integrated in the current sampling cycle. The value is set to Z (k) (step 23).

When the deviation (ωp ^* −ωp) of the rotation speed of the primary pulley is smaller than 0 (step 2).
1) Gear ratio command value IpL ^* (k-1) one sampling cycle before
Is checked to see if it has reached its lower limit value Ipllmt (step 24). If it has reached the lower limit value Ipllmt, that is, if the speed ratio command value IpL ^* is saturated (6),
The deviation integration of the primary pulley rotation speed by the equation is stopped, and the integrated value Z (k-1) one sampling cycle ago is set as the integrated value Z (k) in the current sampling cycle (step 23).

Note that the speed ratio command value IpL ^* is the upper limit value Ip
If hlmt or the lower limit Ipllmt has not been reached, that is, if the speed ratio command value IpL ^* is not saturated, (6)
The integral of the deviation of the rotation speed of the primary pulley is executed by the equation.

Before executing the deviation integration of the primary pulley rotational speed by the equation (6), the deviation integration stop processing shown in FIG. 5 is performed to prevent the deviation integration value Z from being unnecessarily increased or decreased. Can be. Therefore, it is possible to improve the followability of the actual primary pulley rotation speed ωp to the target value ωp ^* when the target primary pulley rotation speed ωp ^* is inverted from the integration stop state.

In step 8, an operation range for performing gain switching by acceleration feedback control is determined. In this embodiment, as shown in FIG. 10, the operating range is divided into six based on the value of the wheel speed Vw and the sign of the input torque Tp of the continuously variable transmission 3, and gain switching is performed. In this embodiment, since only the state where the lock-up clutch of the torque converter 2 is engaged is considered,
The input torque Tp of the continuously variable transmission 3 is equal to the engine torque Te. If the operation region one sampling period before and the operation region in the current sampling period are the same region, the process proceeds to step 10; otherwise, the process proceeds to step 9.

In step 9, in preparation for switching of the state feedback gain, the initial values of the two integrators in the acceleration control feedback compensator are calculated. Specifically, from the state feedback gain constant matrix corresponding to each operation region stored in the ROM in advance, Kold corresponding to the operation region one sampling cycle before and Knew corresponding to the current operation region are selected. Using the following equation obtained by solving the equation (14) of the state feedback operation described later, so that the compensator output U changes continuously before and after the gain switching.
The initial value xi_ini of the acceleration deviation integrator and the initial value Zini of the primary pulley rotation speed deviation integrator are calculated.

(Equation 7) In equation (7), (k) indicates a value in the current sampling cycle, and (k-1) indicates a value one sample cycle before.

In step 10, the operation of the acceleration control feedback compensator is performed. In this embodiment,
A model-following control method using the state space method, which is one of practical linear control methods, is used. The control system design method will be described below.

First, a plant model for control system design is derived. In this embodiment, for an actual vehicle model, an expanded system model combining the above-described bandpass filter model and the above-described deviation integral model (state variable Z) relating to the engine operating point constraint condition is used for control system design. This is a plant model. Note that, for the deviation integral model relating to the engine operating point constraint condition, the following equation obtained by linearly approximating the nonlinear map at a specific point is used.

(Equation 8) In equation (8), ka is the slope of the engine operating point constraint line map shown in FIG.

The plant model of the enlarged system is represented by a block diagram using the state vector shown in FIG. 11, and is described in the form of a state equation and an output equation of a continuous time system as follows. As described above, in this embodiment, only the engagement state of the lock-up clutch of the torque converter 2 is considered, so that the input torque Tp of the continuously variable transmission 3 is assumed to be equal to the engine torque Te.

(Equation 9) In the equation (9), the number of inputs is 2, the number of outputs is 1, and the number of states is 6, and Ap, Bp, Cp, and Dp are constant matrices. Also, Tp ^*
Is an input torque command value of the continuously variable transmission 3, and Ip ^* is a speed ratio command value of the continuously variable transmission 3. Further, xf1 and xf2 are elements of the internal state variable vector xf of the bandpass filter expressed by the quadratic expression shown in Expression 1.

A reference model indicating a desired response of the estimated acceleration αwf to the target acceleration αw ^* is a first-order lag, and its transfer function, state equation, and output equation are expressed as follows.

(Equation 10) In the equation (10), Tαw is a time constant.

FIG. 12 shows a control block diagram when an acceleration feedback control system is constructed using a model following control method based on state feedback (state space method) for the above-described expanded system plant model and reference model. In FIG. 12, a thick line represents a vector, and a thin line represents a scalar.

By constructing such an acceleration feedback compensator, the estimated acceleration αwf follows the acceleration command value αref of the reference model output without a steady-state deviation. At the same time, all state variables are stabilized by state feedback. That is, since the integral value Z of the rotational speed deviation of the primary pulley (input shaft) of the continuously variable transmission 3, which is one of the state variables, is stabilized, as a result, the target rotational speed ωp of the primary pulley of the continuously variable transmission 3 is obtained. ^The actual rotation speed ωp follows ^* without a steady deviation.

The state feedback gain K shown in FIG.
The (constant matrix) is obtained by using a general optimal regulator method or the like with respect to the combined model shown in FIG. 13 in which the above-described expanded system model and reference model are further combined. Here, xi is the deviation integral amount between the acceleration command value αref of the reference model output and the estimated acceleration αwf.

[Equation 11]

Next, the actual processing is represented in the form of a difference equation executable by software of the microcomputer.
First, the calculation of the reference model is performed by the following difference equation.

(Equation 12) In the equation (12), MAN0, MAN1, and MAD1 are the above (1)
This is a constant obtained by discretizing equation (0) by Tustin approximation or the like. Next, the acceleration deviation integral calculation is executed by the following difference equation.

(Equation 13) Further, the state feedback calculation is executed by the following equation.

[Equation 14] However, Knew corresponding to the current operation region is used as the state feedback gain matrix. Further, as described above, in this embodiment, only the state in which the lock-up clutch of the torque converter 2 is engaged is considered.

(Equation 15) And

However, before executing the integration of the acceleration deviation by the equation (13), the deviation integration stop processing shown in FIG. 6 is performed, and the engine torque command value TeL ^* , which is the operation amount u (t), and the gear ratio command value. When both IpL ^* are saturated, the deviation integration is stopped, and when one or both are not saturated, the deviation integration is executed.

<< Acceleration Deviation Integral Stop Processing >> In FIG. 6, when the deviation (αref−αwf) between the acceleration command value αref of the reference model output and the estimated acceleration αwf is 0 or more (step 31), one sampling period It is checked whether both the previous engine torque command value TeL ^* (k-1) and the gear ratio command value IpL ^* (k-1) have reached their upper limits Tehlmt and Iphlmt (steps 32-33). When both the engine torque command value TeL ^* (k-1) and the speed ratio command value IpL ^* (k-1) have reached their upper limits Tehlmt and Iphlmt, ie, the engine torque command value TeL ^* and the speed ratio command value When both IpL ^* are saturated, the integration of the deviation of the acceleration according to the equation (13) is stopped, and the integral xi (k-1) one sampling cycle before is used as the integral xi (k) in the present sampling cycle. (Step 34).

When the acceleration deviation (αref−αwf) is zero,
If smaller (step 32), one sampling period
Previous engine torque command value TeL^*(k-1) and the gear ratio command value I
pL^*(k-1) reach the lower limit Tellmt and the upper limit Iphlmt, respectively
It is confirmed whether or not it has been performed (steps 35 and 33).
Engine torque command value TeL^*(k-1) and the gear ratio command value IpL
^*(k-1) reaches the lower limit Tellmt and the upper limit Iphlmt, respectively.
, Ie, the engine torque command value TeL^*And strange
Speed ratio command value IpL^*Are both saturated (13)
Stop the integration of acceleration deviation by the formula
The integration value xi (k-1) before the period is used in the current sampling cycle.
Xi (k) (step 34).

When the engine torque command value TeL ^* has not reached its upper limit value Tehlmt or the lower limit value Tellmt, that is, when the engine torque command value TeL ^* is not saturated, or when the gear ratio command value IpL ^* Upper limit Ip
If hlmt or the lower limit Ipllmt has not been reached, that is, if the speed ratio command value IpL ^* is not saturated, (1
The integration of the deviation of the acceleration according to the equation (3) is executed.

By executing the deviation integration stop processing shown in FIG. 6 before executing the deviation integration of the acceleration by the equation (13), it is possible to prevent the deviation integration value xi from unnecessarily increasing or decreasing. Therefore, the target acceleration / deceleration α
Estimated acceleration αwf when w ^* is reversed from the integration stop state
Can follow the acceleration command value αref.

In step 11, the engine torque command value T calculated by the acceleration control model following compensator
e ^* , the upper and lower limiter process is applied to the speed ratio command value Ip ^* ,
Limiting to values achievable by the engine torque controller 5 and the CVT & clutch controller 6, respectively.
The final engine torque command value TeL ^* and the gear ratio command value IpL ^* are used. In the following step 12, the engine torque command value TeL ^* is sent to the engine torque controller 5,
The gear ratio command value IpL ^* is output to the CVT & clutch controller 6 via the high-speed communication line 13, respectively. The engine torque controller 5 controls the engine torque Te to be the command value TeL ^*, and the CVT & clutch controller 6 controls the speed ratio Ip of the continuously variable transmission 3 to be the command value IpL ^* .

FIGS. 14 and 15 show control results obtained by a conventional acceleration / deceleration control device which does not perform a process of stopping the integration of the deviation of the primary pulley rotational speed and acceleration.
FIGS. 16 and 17 are diagrams showing control results of an embodiment in which the process of stopping the integration of the deviation of the primary pulley rotation speed and the acceleration is performed. In these figures, FIG.
4A and 16A show the target acceleration αw ^* , the reference model output αref and the estimated acceleration value αwf, FIG. 16B shows the target primary pulley rotation speed ωp ^* and the actual primary pulley rotation speed ωp, and FIG. ) Shows the engine torque command value TeL ^* and the actual engine torque Te, and (d) shows the gear ratio command value IpL ^* and the actual gear ratio Ip
Represents 15A and 17A show the acceleration deviation integrated value xi, FIG. 15B shows the primary pulley rotational speed deviation integrated value Z, and FIG. 15C shows the wheel speed (vehicle speed) Vw.

In a vehicle acceleration / deceleration control device provided with a continuously variable transmission for simultaneously achieving the target acceleration αw ^* and the target primary pulley rotation speed ωp ^* (or the target engine rotation speed ωe ^* ), a finite amount of operation is required. The engine torque command value TeL ^* and the gear ratio command value IpL ^* may be saturated. When these manipulated variables are saturated, the acceleration command value α
ref and the target primary pulley rotation speed ωp ^* are not realized, and the integral values of the acceleration deviation (αref−αwf) and the primary pulley rotation speed deviation (ωp ^* −ωp) unnecessarily increase or decrease. From such a state, the target acceleration α
When w ^* and the target primary pulley rotation speed ωp ^* are reversed, the ability to follow the actual acceleration, which is the control amount, and the target value of the primary pulley rotation speed deteriorates.

In this embodiment, the state of the engine torque command value TeL ^* and the speed ratio command value IpL ^* , which are the manipulated variables, are grasped, and the acceleration deviation (αref−αwf) and the primary pulley rotation speed deviation (ωp ^* ) are determined ^. -Ωp). As described above, the deviation integration stop processing shown in FIG. 5 is executed in step 7 of FIG. 4, and when the speed ratio command value IpL ^* is saturated, integration of the primary pulley rotation speed deviation (ωp ^* −ωp) is performed. When the engine torque command value TeL ^* and the speed ratio command value IpL ^* are both saturated, the acceleration deviation (αref−αwf) is determined. Stop integration.

Part A of FIG. 14A showing the result of the acceleration / deceleration control when the deviation integration stop processing is not performed, and FIG. 16A showing the result of the acceleration / deceleration control when the deviation integration stop processing is performed.
In this embodiment in which the deviation integration stop processing is performed, it can be confirmed that the followability of the estimated acceleration value αwf to the acceleration command value αref in the transient state from deceleration to acceleration is improved. .

As described above, in this embodiment, the deviation (αref−αwf) between the command value αref of the acceleration of the vehicle having the continuously variable transmission and the estimated value αwf and the target value of the primary pulley rotation speed are described. The integral operation is performed on the deviation (ωp ^* −ωp) between ωp ^* and the detected value ωp, and the engine torque command value TeL ^* and the gear ratio command value IpL ^* are calculated and sent to the engine torque controller 5 and the CVT & clutch controller 6. In the vehicle control device having the acceleration / deceleration controller 4 to be added, the saturation state of the engine torque command value TeL ^* and the speed ratio command value IpL ^* is detected, and when the speed ratio command value IpL ^* is saturated, the primary pulley rotation Deviation between the target speed value ωp ^* and the detected value ωp (ωp ^* −ω
p) is stopped, and when the engine torque command value TeL ^* and the speed ratio command value IpL ^* are both saturated, the integration of the deviation (αref−αwf) between the acceleration command value αref and the detection value αwf is performed. Stopped.

Thus, even if the command values TeL ^* and IpL ^* are saturated, it is possible to prevent the integral values of the deviation (ωp ^* −ωp) and (αref−αwf) from unnecessarily increasing or decreasing. As a result, when the command values TeL ^* and IpL ^* are saturated, the target values αw ^* and ωp ^* of the acceleration and the primary pulley rotation speed are obtained ^.
Command values TeL ^* and IpL ^* immediately follow the change, and the estimated acceleration value αwf and the detected primary pulley rotation speed value ωp also change. That is, the estimated acceleration value αw which is the control amount
It is possible to improve the followability of f and the primary pulley rotation speed detection value ωp to the respective acceleration command values αref, ωp ^* .

In the above-described embodiment, the model follow-up using the reference model for determining the steady-state and transient target values αref of the estimated acceleration value αwf and the primary pulley rotational speed target value ωp ^* , which are the control amounts, is performed. Although the type feedback control system has been described as an example, the present invention is not limited to a model-following type feedback control system, and can be applied to a feedback control system not using a reference model.

In the configuration of the above embodiment, the wheel speed sensor 8 and the acceleration / deceleration controller 4 serve as acceleration detecting means, the primary speed sensor 10 serves as rotation speed detecting means, and the acceleration / deceleration controller 4 serves as feedback control means and operation amount saturation. The engine torque controller 5 constitutes an engine control device, and the CVT & clutch controller 6 constitutes a continuously variable transmission control device.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration of a conventional model following control system.

FIG. 2 is a diagram illustrating a configuration of a model-following control system according to an embodiment.

FIG. 3 is a diagram showing a configuration of an embodiment.

FIG. 4 is a flowchart showing an acceleration / deceleration control program according to one embodiment.

FIG. 5 is a flowchart showing a routine for stopping a deviation integration of a primary pulley rotation speed.

FIG. 6 is a flowchart illustrating an acceleration deviation integration stop processing routine.

FIG. 7 is a diagram showing a map of a target acceleration αw ^* with respect to an accelerator opening Apo and a wheel speed Vw.

FIG. 8 is a diagram expressing a transfer function of a continuous time system using a wheel speed Vw as an input and an estimated acceleration value αwf as an output in a state vector.

FIG. 9 is a diagram showing an engine operating point constraint line map.

FIG. 10 shows values of wheel speed Vw and input torque Tp of a continuously variable transmission.
FIG. 7 is a diagram showing an example in which the engine operation area is divided into six parts by the reference numerals.

FIG. 11 is a diagram showing an expanded plant model in which a bandpass filter model and a deviation integral model relating to engine operating point constraint conditions are combined with an actual vehicle model using a state vector.

FIG. 12 is a control block diagram in a case where an acceleration feedback control system is constructed using a model following control method based on state feedback (state space method) for the expanded plant model and the reference model.

FIG. 13 is a diagram showing a combined model obtained by combining an expanded plant model and a reference model.

FIG. 14 is a diagram showing a control result by a conventional acceleration / deceleration control device which does not perform a process of stopping the integration of the deviation of the primary pulley rotation speed and the acceleration.

FIG. 15 is a diagram showing a control result by a conventional acceleration / deceleration control device which does not perform a deviation integration stop process of a primary pulley rotation speed and an acceleration.

FIG. 16 is a diagram showing a control result of one embodiment for performing a deviation integration stop process of a primary pulley rotation speed and an acceleration.

FIG. 17 is a diagram showing a control result of an embodiment in which a process of stopping a deviation integration of a primary pulley rotation speed and an acceleration is performed.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Torque converter with lock-up clutch 3 Continuously variable transmission 4 Acceleration / deceleration controller 5 Engine torque controller 6 CVT & clutch controller 7 Accelerator sensor 8 Wheel speed sensor 9 Crank angle sensor 11 Primary speed sensor 12 Secondary speed sensor 13 High speed communication line 14 Drive wheel

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3J552 MA07 MA09 MA12 NA01 NB01 PA32 PA33 PA54 RB15 RB18 SA31 TA01 TB13 VA32W VA32Y VA37Z VB02Z VB04W VC01Z VD02Z

Claims (2)

[Claims] A control amount detection means for detecting a control amount y output from a vehicle to be controlled; an integration operation for a deviation e between a control amount target value yt and a control amount detection value y; and a feedback control means for calculating u and adding it to the vehicle to be controlled. The control apparatus for a vehicle further comprises: an operation amount saturation detecting means for detecting a saturation state of the operation amount u; A controller for stopping integration of a deviation e between a control amount target value yt and a control amount detection value y when is in a saturated state. 2. An acceleration detecting means for detecting an acceleration of a vehicle having a continuously variable transmission, a rotational speed detecting means for detecting a rotational speed of a primary pulley of the continuously variable transmission of the vehicle, a target value and a detected value of acceleration. And the deviation between the target value of the primary pulley rotation speed and the detected value are integrated to calculate an engine torque command value and a gear ratio command value, which are added to the engine control device and the continuously variable transmission control device. A control unit for a vehicle comprising: a feedback control unit; and an operation amount saturation detection unit configured to detect a saturation state of the engine torque command value and the speed ratio command value. In some cases, integration of the deviation between the target value and the detected value of the primary pulley rotation speed is stopped, and both the engine torque command value and the gear ratio command value are A vehicle control device for stopping integration of a deviation between a target acceleration value and a detection value when the vehicle is in a saturated state.