JP2008157196A - Driving force control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force control device for a vehicle capable of favorably controlling a driving force during shifting operation in the driving force control device for the vehicle for controlling the driving force of the vehicle. <P>SOLUTION: In the driving force control device for the vehicle controlling the driving force of the vehicle by corresponding to disturbance influencing the travel of the vehicle, the driving force during the shifting operation is derived (S110) based on a variation of the rotation of a rotation member accompanied by the shifting operation (S100), and a driving force compensation amount is determined based on the driving force during the shifting operation (S40). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle driving force control apparatus.

  2. Description of the Related Art A vehicle driving force control device that controls driving force of a vehicle in response to a disturbance that affects the traveling of the vehicle is known.

  Japanese Patent Application Laid-Open No. 9-42002 (Patent Document 1) discloses an electronic method in which a relationship between a throttle opening with respect to an accelerator operation amount is set as a predetermined control function, and the throttle opening at the time of accelerator operation is controlled based on the control function. In the vehicle driving force control device equipped with the throttle, the road surface condition detecting means for detecting the road surface condition of the road ahead of a predetermined distance in the traveling direction of the vehicle currently traveling, and the information detected by the road surface condition detecting means, A technique is disclosed that includes a throttle opening calculation means for correcting a control function to a characteristic corresponding to the road surface condition and calculating a throttle opening with respect to an accelerator operation amount.

  Japanese Patent Laid-Open No. 2000-27682 (Patent Document 2) discloses the following technique for controlling the driving force of a vehicle based on the climbing slope of the road surface. Means for detecting an accelerator operation amount, means for setting a target throttle opening on a flat road corresponding to the detected accelerator operation amount as a normal target throttle opening, means for detecting a weight gradient resistance, and detection When a driving force obtained by adding a driving force correction amount of less than this percentage to the vehicle driving force at the normal target throttle opening as a gradient corresponding target driving force, with the weight gradient resistance set as 100%, this gradient corresponding target drive Means for calculating the target throttle opening at which the force is generated as a gradient corresponding target throttle opening, and means for realizing the calculated gradient corresponding target throttle opening.

Japanese Patent Laid-Open No. 9-42002 JP 2000-27682 A

  In the vehicle driving force control device that controls the driving force of the vehicle in response to a disturbance that affects the running of the vehicle, how to control the driving force when shifting the stepped transmission of the vehicle, Not enough consideration has been made. When applied to a stepped transmission, unlike CVT, a large driving force fluctuation occurs particularly in a power-on downshift or the like, and therefore, how to control the driving force becomes a problem.

  An object of the present invention is to provide a vehicular driving force control device that can suitably control the driving force at the time of shifting in a vehicular driving force control device that controls the driving force of the vehicle.

  The vehicle driving force control device according to the present invention is a vehicle driving force control device that controls the driving force of a vehicle in response to a disturbance that affects the running of the vehicle. Thus, the driving force during shifting is obtained, and the driving force compensation amount is determined based on the driving force during shifting.

  In the vehicle driving force control apparatus according to the present invention, the rotational state of the rotating member is detected, and the driving force during the shift is obtained based on the detected rotational state.

  In the vehicle driving force control apparatus according to the present invention, the characteristic of the driving force during the shift is set using a timer.

  In the vehicle driving force control device according to the present invention, the driving force during the shifting is obtained based on the type of shifting.

  In the vehicle driving force control apparatus according to the present invention, the driving force during the shift is obtained based on at least one of a throttle opening and a vehicle speed. For example, the output shaft torque characteristics may be specified based on the throttle opening and the type of shift in the case of an upshift, and on the basis of the throttle opening, the vehicle speed, and the type of a shift in the case of a downshift. it can.

  According to the vehicle driving force control device of the present invention, it becomes possible to suitably control the driving force at the time of shifting.

  Hereinafter, an embodiment of a vehicle driving force control device of the present invention will be described in detail with reference to the drawings.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 4. The present embodiment is a vehicle driving force control device that compensates for driving force in response to a disturbance (for example, a road gradient). When a shift instruction or a shift of a transmission is detected, A driving force compensation amount is determined based on the driving force.

  In FIG. 2, reference numeral 10 denotes an automatic transmission, and 40 denotes an engine. The automatic transmission 10 is capable of six-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, and 121c. In FIG. 2, three electromagnetic valves 121a, 121b, and 121c are illustrated, but the number of electromagnetic valves is not limited to three. The solenoid valves 121a, 121b, and 121c are driven by a signal from the control circuit 130.

  The accelerator pedal opening sensor 114 detects the opening of the accelerator pedal 112. The engine speed sensor 116 detects the speed of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The pattern select switch 117 is used when instructing a shift pattern. The acceleration sensor 90 detects vehicle deceleration (deceleration acceleration). The lateral G sensor 101 detects the lateral G of the vehicle.

  The navigation system device 95 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information (map, straight road, curve, uphill / downhill, highway) necessary for traveling the vehicle. Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver.

  The road gradient measurement / estimation unit 118 can be provided as a part of the CPU 131. The road gradient measurement / estimation unit 118 can measure or estimate the road gradient based on the acceleration detected by the acceleration sensor 90. Further, the road gradient measuring / estimating unit 118 may store the acceleration on the flat road in the ROM 133 in advance and obtain the road gradient by comparing with the acceleration actually detected by the acceleration sensor 90.

  The disturbance detection / estimation unit 115 can be provided as a part of the CPU 131, and detects or estimates a disturbance that affects the running of the vehicle. The target vehicle speed (theoretical value of the vehicle speed) or the target acceleration (acceleration of acceleration) that is expected when the accelerator opening and the vehicle speed are values, the road surface is flat, the number of passengers is limited, etc. (Target value) is set as a reference vehicle speed or a reference acceleration. When the vehicle does not actually travel at the reference vehicle speed or acceleration, all factors that affect the vehicle not traveling at the reference vehicle speed or acceleration can be included in the disturbance. For example, disturbances include road surface gradient, cornering resistance, vehicle weight, altitude of the place where the vehicle travels, road surface roughness (road surface resistance), variations in engine performance, variations in transmission drag, etc. All disturbances that affect it can be included.

  The disturbance detection / estimation unit 115 is, for example, a basic driving force that is a theoretical value calculated based on a condition that the accelerator opening, the vehicle speed, the number of passengers is a capacity, and the traveling road surface is a flat road, and the like. The difference in driving force can be detected or estimated as a disturbance. The disturbance can be obtained based on the difference between the acceleration (basic driving force / vehicle weight) obtained when traveling on a flat road determined from the engine torque and the actual acceleration.

  The control circuit 130 inputs signals indicating detection results of the accelerator pedal opening sensor 114, the engine speed sensor 116, the vehicle speed sensor 122, the shift position sensor 123, and the acceleration sensor 90, and the switching state of the pattern select switch 117. A signal indicating the detection result by the lateral G sensor 101 is input.

  The control circuit 130 is configured by a known microcomputer and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, and a common bus 136. The input port 134 receives a signal from each of the sensors 114, 116, 122, 123, 90, a signal from the switch 117, a signal from the lateral G sensor 101, and a signal from the navigation system device 95. . Solenoid valve driving units 138a, 138b, and 138c are connected to the output port 135.

  The ROM 133 stores in advance the operation (control step) shown in the flowchart of FIG. 1, and stores a shift map for shifting the gear stage of the automatic transmission 10 and an operation (not shown) of shift control. ing. The control circuit 130 shifts the automatic transmission 10 based on various input control conditions.

  The operation of this embodiment will be described with reference to FIGS. The following operations are mainly performed by the control circuit 130.

[Step S10]
In step S10, it is determined whether or not a shift command is output. Here, the timing at which the output of the shift command is stopped is the timing at which the shift ends (determined affirmative in step S120 described later), and the shift command is output until the shift ends. If the result of determination in step S10 is that a shift command has been output, the process proceeds to step S100, and if not, the process proceeds to step S20.

[Step S20]
In step S20, the turbine torque Tt is calculated. First, a preset reference throttle opening is obtained from the accelerator opening, and the engine torque Te is obtained from the reference throttle opening and the engine rotational speed Ne. The turbine torque Tt is obtained from the engine torque Te and the engine operating state of the engine shuttle torque or torque converter. Following step S20, step S30 is performed.

[Step S30]
In step S30, output shaft torque TO is calculated (multiplication) from turbine torque Tt and transmission gear ratio Im. Following step S30, step S40 is performed.

[Step S40]
In step S40, the driving force F is calculated from the output shaft torque TO, the differential gear ratio iD, the tire diameter, and the like. Following step S40, step S50 is performed.

[Step S50]
In step S50, the road load FL on a flat road is obtained based on the vehicle speed or the like. Following step S50, step S60 is performed.

[Step S60]
In step S60, ΔF (= driving force F−road load FL on a flat road) is integrated to obtain a standard vehicle speed (target vehicle speed) Vt. Following step S60, step S70 is performed.

[Step S70]
In step S70, a deviation ΔV (= current actual vehicle speed V−reference vehicle speed Vt) between the reference vehicle speed Vt and the current actual vehicle speed V is obtained. Following step S70, step S80 is performed.

[Step S80]
In step S80, an electronic throttle opening correction amount Δθ is obtained. Here, the correction amount Δθ of the electronic throttle opening can be obtained by the following equation, for example.
Δθ = K · ΔV
Following step S80, step S90 is performed.

[Step S90]
In step S90, the opening degree θ of the electronic throttle is obtained by the following equation, and an electronic throttle control command is output so as to be the opening degree θ.
θ = Δθ + θ

[Step S100]
If it is determined in step S10 that a shift command has been output, it is determined in step S100 whether a shift (inertia phase) has actually started. As a result of the determination, if it is determined that the shift (inertia phase) has actually started, the process proceeds to step S110, and if not, the process proceeds to step S20.

[Step S110]
In step S110, the output shaft torque TO during the shift is determined. In the case of downshifting, the output shaft torque TO during shifting is determined based on at least the electronic throttle opening, the vehicle speed, and the type of shifting. In the case of an upshift, the output shaft torque TO during the shift is determined based on at least the type of shift, the electronic throttle opening, the turbine rotational speed Nt, and the like. Details will be described later. Following step S110, step S120 is performed.

[Step S120]
In step S120, it is determined whether or not shifting has been completed. As a result of the determination, if it is determined that the shift is not completed, the process proceeds to step S40. That is, in this case, the driving force F is determined based on the output shaft torque TO during the shift determined in step S110 (step S40). On the other hand, if it is determined that the shift has been completed as a result of the determination in step S120, the process proceeds to step S130.

[Step S130]
In step S130, the gear ratio of the gear position is changed to the gear ratio after the shift. Next, this control flow is returned. In the control flow of the next cycle, since it is determined that the shift command is not output (step S10-Y), the output shaft torque TO is obtained based on the gear ratio after the shift.

  Next, with reference to FIG. 3 and FIG. 4, a method for determining the output shaft torque TO during the shifting in step S110 will be described.

  First, with reference to FIG. 3, how to obtain the output shaft torque TO at the time of downshift will be described.

  Consider a case where an accelerator (not shown) is started from the vicinity of point A in FIG. 3 and a power-on downshift is performed. A thick solid line 500 schematically shows the characteristics of the actual output shaft torque TO. As indicated by the actual output shaft torque TO of reference numeral 500, when a gear shift determination command is issued at point B, the high-speed clutch is released (not shown). Change in rotational speed Nt = Inertia phase = Shift starts. Thereafter, the synchronous rotational speed is reached at point F, the output shaft torque TO increases, and the shift is completed.

  On the other hand, reference numeral 600 indicates an example of the output shaft torque TO during a shift that is recognized in terms of control when there is no shift model (when there are no steps S100 to S130 in FIG. 1). As indicated by reference numeral 600, when there is no conventional shift model, for example, since it is considered that the shift is completed simultaneously with the shift output at point B, the engine speed (Ne) or the engine torque (Te) is the same and the gear ratio is the same. The output shaft torque TO increases by the amount. When the inertia phase starts near the point C, the engine torque Te (≈turbine torque Tt) decreases when the normal accelerator opening is the partial opening simultaneously with the increase of the engine rotational speed Ne, so the output shaft torque TO also decreases. It coincides with the actual output shaft torque TO at point F. Thus, since the output shaft torque 600 during the shift recognized by the conventional control is far away from the actual output shaft torque 500, the driving force compensation amount determined based on the output shaft torque 600 is actually It does not correspond to the state of the vehicle, and may give the driver a sense of incongruity.

  In contrast, in the present embodiment, as indicated by a one-dot chain line 700, the start of the inertia phase (point C) is regarded as non-shifting (step S100-N). Therefore, the output shaft torque 700 along substantially the actual output shaft torque TO (500) is recognized up to point D where the start of the inertia phase can be recognized. Here, the start of the inertia phase is recognized based on a change in the member rotational speed such as the turbine rotational speed Nt. In the inertia phase, the output shaft torque 700 is determined so as to follow the actual output shaft torque TO (500) based on at least the type of shift (and the vehicle speed and throttle opening) (step S110). When the end of the shift is determined at point F (step S120-Y), the output shaft torque TO (700) that is approximately approximate to the actual output shaft torque TO (500) is recognized by changing the gear ratio (step S130). obtain. That is, when it is determined that the shift is completed at the point F (step S120-Y), the non-shift model is restored (step S10-N).

  As described above, in this embodiment, as indicated by reference numeral 700, the driving force during the shift is obtained based on the change of the rotating member accompanying the shift (step S110, step S120-N, step S40), and the shift is performed. A driving amount compensation amount is determined based on the medium driving force (step S80). As a result, the driving force compensation amount corresponds to the actual state of the vehicle as compared with the conventional case, so that the driver is prevented from feeling uncomfortable.

  That is, until the start of the inertia phase (shift) can be recognized at point D (step S100-N), it is considered that there is no shift, so that the output is more in line with the actual output shaft torque TO (500) than the conventional characteristic 600. A shaft torque TO (700) can be obtained (step S30). Based on the output shaft torque TO (700), the driving force F during shifting is obtained (step S40), and the driving amount compensation amount (step S80) is determined based on the driving force F. Therefore, better driving force compensation can be performed.

  In the above description, the output shaft torque TO during the shift is obtained as a value indicated by reference numeral 700, but the following configuration can be adopted instead. That is, until the start of the inertia phase (shift) can be recognized at point D (step S100-N), it is considered that there is no shift, so that the output is more in line with the actual output shaft torque TO (500) than the conventional characteristic 600. The shaft torque TO (700) is obtained (step S30), and after the point D, although not shown, for example, using a timer, the actual output shaft torque (500) at the point F is lined (including a straight line). The output shaft torque TO during the shift can be obtained as a characteristic connected by

  In this case, recognition of the start of the inertia phase at point D can be performed using a timer or the like, for example, from point B to point C or point D, instead of the configuration based on the change in rotation of the rotating member. it can. In the above, when the period from the point D to the point F and / or the period from the point B to the point C or D point is obtained using a timer, the timer period based on the type of shift, the vehicle speed, and the throttle opening Can be set.

Further, the recognition of the point C or the point D from the point B is performed using, for example, a timer, and the output shaft torque _To0 at the point C or D is obtained based on the type of shift, the vehicle speed, and the throttle opening, The period during which the output shaft torque _Too continues (point C or point D to point F) is set by a timer, and the gear ratio is switched at point F to return to the non-shift model (steps S10 to S90 in FIG. 1). Thus, it may be configured to connect to the output shaft torque at point F.

  Next, how to obtain the output shaft torque TO at the time of upshift will be described with reference to FIG.

  In FIG. 4, a shift command is output at point A. A thick solid line denoted by reference numeral 750 schematically shows an actual output shaft torque characteristic. From point B to point C is the torque phase, and from point C to point F is the inertia phase.

  Conventionally, when there is no speed change model (when there are no steps S100 to S130 in FIG. 1), the output shaft torque TO during speed change is recognized as indicated by a thin solid line 800, for example. When there is no speed change model, since it is considered that the speed change is completed at the same time as the speed change output, the output shaft torque TO (800) is reduced by the gear ratio by the same engine rotation speed Ne (engine torque Te) at point A. When the inertia phase starts from the point C, the engine torque Te (≈turbine torque Tt) usually increases when the accelerator opening is partial when the engine rotational speed Ne decreases. Therefore, the output shaft torque TO (800) Also rises and coincides with the actual output shaft torque TO (750) at point F.

On the other hand, in the present embodiment, as indicated by the alternate long and short dash line 900, the start of the inertia phase is recognized until the start of the inertia phase (point C) (step S100-N), so that the start of the inertia phase can be recognized. Until the point, the output shaft torque To (900) along the actual output shaft torque TO (750) is generally recognized (except for the torque phase from point B to point C). Here, the start and end of the inertia phase are recognized by a change in the turbine rotational speed Nt. When the start of the inertia phase is determined at point C, the torque T ′ _o0 is calculated based on the gear ratio of the high speed stage and the turbine torque Tt, and the inertia torque (indicated by hatching in the figure) is calculated from the differential value of the turbine speed Nt. By calculating and adding both (T ′ _o0 and inertia torque), the output shaft torque T _o0 can be obtained. Or, it is possible to obtain an output shaft torque TO from the map stored beforehand torque T _o0 according to the shift of the kind and the throttle opening. If the end of the shift is determined at the point F, the inertia torque decreases, and recognition of the output shaft torque close to the actual output shaft torque TO (750) can be obtained.

  In the case of upshifting, similarly to the case of downshifting, for example, a characteristic of driving force during shifting can be set using a timer. That is, for example, the period from point A to point C or point D can be obtained with a timer. The timer period can be set based on, for example, the type of shift, the throttle opening, and the vehicle speed. The magnitude of the torque To0 and the timer period from the point D to the point F can be set based on, for example, the throttle opening and the vehicle speed. It is good also as a structure connected to the output-shaft torque in F point by switching a gear ratio in F point and returning to a non-transmission model (step S10-step S90 of FIG. 1).

(Modification of the first embodiment)
Moreover, in the said embodiment, the case where driving force compensation was performed with respect to the road surface gradient among disturbances was demonstrated. On the other hand, in the present modification, the disturbance for which the driving force compensation is performed is not limited to the road surface gradient. All the disturbances detected by the above-described disturbance detection / estimation unit 115 are targets of application of this embodiment. For example, disturbances include cornering resistance, vehicle weight, altitude of the place where the vehicle is traveling, road surface roughness (road surface resistance), engine performance variations, transmission drag variations, etc. The amount of force compensation is set based on the driving force during the shift obtained based on the change in rotation of the rotating member accompanying the shift.

It is a flowchart which shows operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a schematic block diagram of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a chart which shows the operation | movement at the time of the downshift of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a chart which shows the operation | movement at the time of upshift of 1st Embodiment of the driving force control apparatus for vehicles of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 90 Acceleration sensor 95 Navigation system apparatus 114 Accelerator pedal opening sensor 115 Disturbance detection / estimation part 116 Engine speed sensor 118 Road gradient measurement / estimation part 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
133 ROM
500 Actual output shaft torque 600 Output shaft torque recognized in the past 700 Output shaft torque recognized in the present embodiment 750 Actual output shaft torque 800 Output shaft torque recognized in the past 900 Output recognized in the present embodiment Shaft torque

Claims (5)

In a vehicle driving force control device that controls the driving force of a vehicle in response to a disturbance that affects the running of the vehicle,
A vehicular driving force control apparatus, wherein a driving force during a shift is obtained based on a change in rotation of a rotating member accompanying a shift, and a driving force compensation amount is determined based on the driving force during the shift. The vehicle driving force control device according to claim 1,
A vehicle driving force control device that detects a rotating state of the rotating member and obtains the driving force during the shifting based on the detected rotating state. The vehicle driving force control device according to claim 1,
A driving force control device for a vehicle, wherein a characteristic of driving force during the shift is set using a timer. In the vehicle driving force control device according to any one of claims 1 to 3,
A vehicle driving force control device characterized in that a driving force during the shifting is obtained based on a type of shifting. In the vehicle driving force control device according to claim 4,
The vehicle driving force control device characterized in that the driving force during the shift is obtained based on at least one of a throttle opening and a vehicle speed.

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