JP2015014228A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of: improving fuel efficiency of a driving source with a rotational speed maintained constant regardless of a load change of an auxiliary machine; and accurately calculating input torque of a continuously variable transmission.SOLUTION: A vehicle control device which calculates target driving force on the basis of an operation state comprises: target transmission gear ratio calculation means 105 which calculates a target transmission gear ratio of a continuously variable transmission on the basis of the target driving force; corrected driving force calculation means 100 which calculates driving force obtained by subtracting the driving force for an auxiliary machine load from the target driving force as corrected driving force; target input torque calculation means 106 which calculates target input torque of the continuously variable transmission on the basis of the target transmission gear ratio and the corrected driving force; and target torque calculation means 107 which calculates torque obtained by adding auxiliary machine load torque to the target input torque as target torque of a driving source.

Description

  The present invention relates to a vehicle control device.

  Conventionally, when the target output is calculated based on the target driving force and the load on the auxiliary machinery increases, the target output is corrected by the auxiliary load output, and on the optimum fuel consumption line based on the corrected target output. A vehicle control device that calculates a target engine rotation speed serving as an operating point is disclosed in Patent Document 1. In Patent Document 1, the gear ratio of the continuously variable transmission is controlled so as to achieve the target engine rotation speed. Moreover, in patent document 1, the engine torque is controlled to the torque which added the correction torque by auxiliary machine load correction | amendment.

JP 2001-253270 A

  However, the above-described control device has a problem that, for example, an engine such as an air conditioner is turned ON / OFF, so that the engine rotation speed is changed, so that the driver feels uncomfortable.

  Further, in order to prevent the engine speed from changing and prevent the driver from feeling uncomfortable with respect to the above control device, only the target engine torque is corrected without correcting the target output with the auxiliary load output. When corrected, there is a problem that an operating point deviating from the optimum fuel consumption line is taken.

  Furthermore, when the target output and the target engine torque are not corrected, the engine rotational speed does not change and the operating point of the optimum fuel consumption line can be taken, but the auxiliary machine load is input as input torque to the continuously variable transmission. Torque that does not take into account the output is calculated. For example, when the auxiliary machine is ON, the torque obtained by subtracting the torque used in the auxiliary machine from a certain engine torque becomes the input torque of the continuously variable transmission. The torque that is not subtracted from the torque used in is calculated as the input torque. The calculated input torque is used, for example, when controlling the torque capacity of a frictional engagement element such as a clutch. However, when the calculated input torque is not accurate, the torque capacity cannot be accurately calculated. Therefore, there is a problem that the torque capacity cannot be accurately controlled.

  The present invention solves such a problem, and even when an auxiliary machine is turned ON / OFF, the change of the engine speed is suppressed, the operating point of the optimum fuel consumption line is taken, and the input torque is accurately calculated. The purpose is to do.

  A vehicle control device according to an aspect of the present invention is a vehicle control device that calculates a target driving force based on a driving state, and that calculates a target gear ratio of a continuously variable transmission based on the target driving force. Based on the calculation means, the correction driving force calculation means for calculating the driving force obtained by subtracting the driving force corresponding to the auxiliary machine load from the target driving force as the correction driving force, and based on the target gear ratio and the correction driving force. Target input torque calculating means for calculating the target input torque of the transmission, and target torque calculating means for calculating the torque obtained by adding the auxiliary load torque to the target input torque as the target torque of the drive source.

  According to this aspect, the target transmission ratio of the continuously variable transmission is calculated based on the target driving force, and the auxiliary transmission load correction is not performed on the target transmission ratio. Therefore, even when the auxiliary apparatus is turned on / off, The rotational speed does not change, and it can be suppressed that the driver feels uncomfortable. In addition, since the target input torque of the continuously variable transmission is calculated based on the target gear ratio and the corrected driving force obtained by subtracting the driving force corresponding to the auxiliary load from the target driving force, it corresponds to ON / OFF of the auxiliary device. The target input torque is calculated, and the target input torque can be accurately calculated. Further, since the target torque of the drive source is calculated based on the target input torque and the auxiliary machine load torque, the operating point of the optimum fuel consumption line can be taken.

It is a schematic structure figure of vehicles of a 1st embodiment. It is a control block diagram explaining the setting method of the target gear ratio, target input torque, and target engine torque of 1st Embodiment. It is a map which shows the relationship between a vehicle speed, an accelerator opening degree, and target drive force. It is a map which shows an optimal fuel consumption line. It is a control block diagram explaining the setting method of the target gear ratio, target input torque, and target engine torque of 1st Embodiment. It is a map which shows the modification in the case of calculating a correction coefficient.

  A vehicle 10 according to a first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic configuration diagram of a vehicle 10 according to the present embodiment.

  The vehicle 10 of this embodiment is a hybrid vehicle. The vehicle 10 includes an engine 1 and a motor generator 2 as drive sources, a battery 3 as an electric power source, an inverter 4 that controls the motor generator 2, a drive system 5 that transmits the output of the drive source to wheels 9, and a supplement. Machine 6. The vehicle 10 also includes a controller 7 for controlling the engine 1, the motor generator 2, the drive system 5, and the auxiliary machine 6.

  The motor generator 2 is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The motor generator 2 has a function as an electric motor that rotates by receiving electric power supply, and a function as a generator that generates an electromotive force at both ends of the stator coil when the rotor is rotated by an external force.

  The battery 3 supplies electric power to various electrical components such as the motor generator 2 and stores the electric power generated by the motor generator 2.

  The inverter 4 is a current converter that mutually converts two types of electricity, DC and AC. The inverter 4 converts the direct current from the battery 3 into a three-phase alternating current having an arbitrary frequency and supplies it to the motor generator 2. On the other hand, when the motor generator 2 functions as a generator, the three-phase alternating current from the motor generator 2 is converted into direct current and supplied to the battery 3.

  The drive system 5 includes a clutch 50, an automatic transmission 51, a forward / reverse switching mechanism 52, a final deceleration differential device 53, and a drive shaft 54.

  Clutch 50 is provided between engine 1 and motor generator 2. The clutch 50 is controlled in three states, an engaged state, a slip state (half-clutch state), and a released state, by changing the torque capacity.

  The automatic transmission 51 is a continuously variable transmission that includes a primary pulley, a secondary pulley, and a belt that is wound around the primary pulley and the secondary pulley. The gear ratio is changed by changing the contact radius between the belt and each pulley.

  The forward / reverse switching mechanism 52 includes a planetary gear mechanism as a main component, and includes a forward clutch and a reverse brake. The forward clutch is engaged during forward travel, the reverse brake is released, the forward clutch is released during reverse travel, and the reverse brake is engaged. Conclude. The forward clutch and the reverse brake are controlled in three states, an engaged state, a slip state (half-clutch state), and a released state, by changing the torque capacity.

  The final deceleration differential device 53 is an integration of the final deceleration device and the differential device. The final deceleration differential device 53 decelerates the rotation transmitted from the output shaft of the automatic transmission 51 and transmits it to the left and right drive shafts 54. . Further, when it is necessary to create a speed difference between the rotational speeds of the left and right drive shafts 54 such as during a curve run, the speed difference is automatically given to enable smooth running. Wheels 9 are attached to the tips of the left and right drive shafts 54, respectively.

  The auxiliary machine 6 can be operated by transmitting a part of the rotation of the engine 1. The auxiliary machine 6 is an oil pump for cooling such as an air conditioner or a clutch 50.

  The controller 7 is composed of a microcomputer having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface).

  The controller 7 uses a signal from the accelerator opening sensor 20 that detects the accelerator opening, a signal from the vehicle speed sensor 21 that detects the vehicle speed, and the rotational speed of the secondary pulley of the automatic transmission 51 (hereinafter referred to as secondary rotational speed). A signal from the secondary pulley rotational speed sensor 22 to detect, a signal from the motor generator rotational speed sensor 23 to detect the rotational speed of the motor generator 2, a signal from the SOC sensor 24 to detect the SOC (State Of Charge) of the battery 3, A signal from the engine rotation speed sensor 25 for detecting the engine rotation speed, a signal for transmitting the operation status of the auxiliary machine 6 and the like are input. The controller 7 controls the engine 1, the motor generator 2, the clutch 50, the forward / reverse switching mechanism 52, the auxiliary machine 6, and the automatic transmission 51 based on the input signal.

  Next, a method for calculating the target gear ratio, the target input torque, and the target engine torque when the vehicle 10 is driven by the engine 1 will be described with reference to the control block diagram of FIG. The control described below is executed by the controller 7.

  The corrected driving force setting unit 100 calculates a corrected driving force based on the target driving force and the auxiliary machine load torque. The corrected driving force setting unit 100 calculates the driving force for the auxiliary load based on the auxiliary load torque, and subtracts the driving force for the auxiliary load from the target driving force to calculate the corrected driving force. The target driving force is calculated from the map shown in FIG. 3 and the like based on the vehicle speed indicating the driving state of the vehicle 10 and the accelerator opening. The driving force for the auxiliary load is a driving force that is reduced by operating the auxiliary device 6.

  The target drive output setting unit 101 calculates the target drive output by multiplying the corrected driving force and the vehicle speed.

  The accessory drive output setting unit 102 calculates the accessory drive output by multiplying the drive force for the accessory load calculated based on the accessory load torque by the vehicle speed.

  The target engine output setting unit 103 calculates the target engine output by adding the target drive output and the accessory drive output. The target engine output is an output that is not affected by the auxiliary load torque, and is an output corresponding to the target driving force. For example, even when the auxiliary machine 6 is turned on / off and the auxiliary machine load torque changes, the target engine output does not change.

  The target engine speed setting unit 104 calculates a target engine speed from the map based on the target engine output. The map used here is created based on the map showing the optimum fuel consumption line in FIG. 4, and a target engine rotation speed with good fuel consumption of the engine 1 is set based on the target engine output.

  The target speed ratio setting unit 105 calculates the target speed ratio by dividing the target engine speed by the secondary speed. The target gear ratio is a gear ratio that is not affected by the auxiliary load torque, and is calculated based on the target engine output (target engine speed) corresponding to the target driving force. Even if the auxiliary load torque changes, the target speed change The ratio is not changed. When the vehicle 10 is traveling at a certain vehicle speed, the engine rotation speed does not change even if the auxiliary load torque changes, so that it is possible to suppress the driver from feeling uncomfortable.

  The target input torque setting unit 106 calculates the target input torque by multiplying the corrected driving force by the radius of the wheel 9 and dividing the multiplied value by the target gear ratio and the final gear ratio. The target input torque is a torque calculated based on a corrected driving force obtained by subtracting a driving force corresponding to the auxiliary load from the target driving force, and is a torque input to the automatic transmission 51. The target input torque is used for calculation of torque capacity in the forward clutch, for example. Therefore, it is necessary to accurately calculate the target input torque. If the target input torque is not accurately calculated, for example, if the target input torque is calculated to be larger than the torque actually input to the automatic transmission 51, the forward clutch must originally be in the slip state. Regardless, there is a risk that shock will occur due to excessive capacity due to the engaged state. In the present embodiment, the target input torque is a torque that takes into account the torque used by the auxiliary machine 6, and is the torque that is actually input to the automatic transmission 51. Therefore, the occurrence of the shock as described above can be suppressed.

  The target engine torque setting unit 107 adds the target input torque and the auxiliary machine load torque to calculate the target engine torque. By adding the auxiliary load torque to the target input torque, the target engine torque becomes a torque corresponding to the target driving force. Therefore, when fuel injection or the like is performed on the engine 1 based on the target engine torque, the operating point on the optimum fuel consumption line can be obtained.

  The effect of 1st Embodiment of this invention is demonstrated.

  A target gear ratio of the automatic transmission 51 is calculated based on the target driving force calculated based on the driving state. Since the target gear ratio is not subjected to auxiliary load correction, for example, even when the auxiliary device 6 is turned ON / OFF and the auxiliary load torque changes, the engine rotational speed does not change, and the driver feels uncomfortable. Can be suppressed. Further, the target input torque of the automatic transmission 51 is calculated based on the target gear ratio and the corrected driving force obtained by subtracting the driving force corresponding to the auxiliary load from the target driving force. As a result, the target input torque becomes the torque that is actually input to the automatic transmission 51, and the calculation using the target input torque, for example, the calculation of the torque capacity of the forward clutch can be performed accurately. The occurrence of shock due to can be suppressed. Further, the target engine torque is calculated based on the target input torque and the auxiliary machine load torque. Thereby, the operating point of the optimal fuel consumption line can be taken.

  Next, a second embodiment of the present invention will be described.

  In the second embodiment, the calculation method of the target gear ratio, the target input torque, and the target engine torque when the vehicle 10 is driven by the engine 1 is different from that of the first embodiment. The calculation method will be described using a block diagram. Note that the differences from the first embodiment will be described.

  In the first embodiment, the target input torque is calculated based on the corrected driving force obtained by subtracting the driving force corresponding to the auxiliary load from the target driving force, and the auxiliary engine load torque is added to the target input torque to obtain the target engine torque. Calculated. That is, the target engine torque corresponding to the target driving force calculated based on the accelerator opening of the driver is calculated. For example, when the auxiliary machine 6 is ON, the target engine torque is compensated from the torque generated in the engine 1 based on the target engine torque. Torque obtained by subtracting the torque used by the machine 6 is transmitted to the wheel 9. Therefore, in the vehicle 10, a driving force is generated by subtracting the driving force for the auxiliary load from the target driving force. For example, when the auxiliary device 6 is turned on, the driving force is actually increased with respect to the target driving force. The generated driving force is reduced.

  In this embodiment, even when the output (engine torque) changes, the driving force actually generated becomes smaller than the target driving force when the operating point where the engine speed does not change on the optimum fuel consumption line is taken. Suppress.

  The first target engine output setting unit 200 calculates the target engine output by multiplying the target driving force and the vehicle speed. The method for calculating the target driving force is the same as that of the corrected driving force setting unit 100 of the first embodiment.

  The correction coefficient setting unit 201 calculates a correction coefficient based on the target engine output. In the map shown in FIG. 4, the correction coefficient is obtained when the operating point is in the region A where the engine speed does not change even when the output (engine torque) changes, that is, the target engine output is the maximum output (maximum engine torque) in the region A. ) The correction coefficient is set to “0” in the following cases, and the correction coefficient is set to “1” when the target engine output is larger than the maximum output in the region A.

  In the optimum fuel consumption line shown in FIG. 4, for example, the target engine output corresponding to the target driving force is point B, the auxiliary machine 6 is turned on, and the target engine output obtained by adding the increased output from the auxiliary machine 6 is point C. In some cases, the operating point of the optimum fuel consumption line can be obtained without changing the engine speed. In this embodiment, the correction coefficient is set to “0” in such a case.

  The corrected auxiliary machine load torque setting unit 202 calculates the corrected auxiliary machine load torque by multiplying the auxiliary machine load torque and the correction coefficient. When the correction coefficient is “0”, the corrected auxiliary load torque is zero even when the auxiliary load torque is not zero.

  The corrected driving force setting unit 100 calculates a corrected driving force based on the target driving force and the corrected auxiliary machine load torque. The corrected driving force setting unit 100 calculates the driving force for the auxiliary load based on the corrected auxiliary load torque, and subtracts the driving force for the auxiliary load from the target driving force to calculate the corrected driving force. When the correction coefficient is “0”, the corrected auxiliary load torque is zero, so that the corrected driving force is subtracted from the auxiliary load even when the auxiliary device 6 is ON, for example. Instead, the driving force is equal to the target driving force. When the correction coefficient is “1”, the driving force is obtained by subtracting the driving force corresponding to the auxiliary load from the target driving force.

  The auxiliary machine drive output setting unit 102 calculates the auxiliary machine drive output by multiplying the driving force for the corrected auxiliary machine load calculated based on the corrected auxiliary machine load torque and the vehicle speed.

  The second target engine output setting unit 203 calculates the target engine output by adding the target drive output and the accessory drive output. The target engine output is an output that is not affected by the auxiliary load torque, and is an output corresponding to the target driving force.

  The target input torque setting unit 106 calculates the target input torque by multiplying the corrected driving force by the radius of the wheel 9 and dividing the multiplied value by the target gear ratio and the final gear ratio. As described above, the corrected driving force is equal to the target driving force when the target engine output is small and the correction coefficient is “0”. Therefore, for example, when the correction coefficient is “0” even when the auxiliary machine 6 is ON, the target input torque corresponding to the target driving force calculated based on the accelerator opening of the driver is calculated.

  The target engine torque setting unit 107 adds the target input torque and the auxiliary machine load torque to calculate the target engine torque. For example, if the correction coefficient is “0” even if the auxiliary machine 6 is ON, the target input torque is a torque corresponding to the target driving force. Therefore, for example, when the auxiliary machine 6 is ON and the correction coefficient is “0”, the target engine torque is compensated for the target input torque corresponding to the target driving force (for example, the torque at point B in FIG. 4). A torque obtained by adding the machine load torque (for example, torque at point C in FIG. 4). When fuel injection or the like is performed on the engine 1 based on the target engine torque, for example, even when the auxiliary machine 6 is turned on, the engine rotation speed does not change and the operating point of the optimum fuel consumption line can be taken. Further, the vehicle 10 can obtain a driving force corresponding to the target driving force.

  The effect of 2nd Embodiment of this invention is demonstrated.

  When there is an operating point in the region A where the engine speed is constant on the optimum fuel consumption line, for example, even when the auxiliary machine 6 is turned on, the corrected driving force is not subtracted without subtracting the driving force for the auxiliary machine load. calculate. As a result, for example, when the auxiliary machine 6 is turned on, a change in the engine speed is suppressed, the target input torque is accurately calculated, the operating point of the optimum fuel consumption line is taken, and the driving force is reduced. The driving force corresponding to the target driving force can be obtained.

  In the case of region A in FIG. 4, the output is relatively small. In such a case, if the driving force becomes smaller than the target driving force, the driver tends to feel uncomfortable. In the present embodiment, a driving force corresponding to the target driving force can be obtained, and the uncomfortable feeling given to the driver can be suppressed.

  The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

  The block diagrams shown in FIGS. 2 and 5 show examples of the present embodiment, and the present invention is not limited to these. For example, when the target engine output setting unit 103 and the second target engine output setting unit 203 calculate the target engine output, the target driving force may be multiplied by the vehicle speed.

  In the said embodiment, although the hybrid vehicle was demonstrated as an example, it is not restricted to this, You may use for the vehicle carrying only an engine. Further, the belt-type continuously variable transmission has been described as an example, but the present invention is not limited to this, and the automatic transmission 51 may be a chain-type continuously variable transmission.

  As shown in FIG. 6, the correction coefficient in the second embodiment is provided by changing the correction coefficient continuously with respect to the target engine output by providing a transition region while the correction coefficient is changed from “0” to “1”. Also good. Here, the correction coefficient is “1” when the target engine output is the maximum output in the area A of FIG. 4, and the correction coefficient is “1” when the output from the auxiliary machine 6 is subtracted from the maximum output in the area A. 0 ". As a result, the corrected auxiliary machine load torque increases as the target engine output increases and approaches the maximum output, and the target engine output becomes an output near the maximum output. For example, even when the auxiliary machine 6 is turned on, the operating point Can be prevented from deviating from the optimum fuel consumption line.

  In the second embodiment, the correction coefficient is set to “1” when it is larger than the maximum output of the area A in FIG. 4, but when it is larger than the output obtained by subtracting the output of the auxiliary machine 6 from the maximum output of the area A, The correction coefficient may be “1”. Thereby, even when the auxiliary machine 6 is turned on, for example, it is possible to further suppress the operating point from deviating from the optimum fuel consumption line.

1 Engine (drive source)
7 Controller (corrected driving force calculating means, target gear ratio calculating means, target input torque calculating means, target torque calculating means, target output calculating means)
51 Automatic transmission

Claims (3)

A vehicle control device that calculates a target driving force based on a driving state,
Target gear ratio calculating means for calculating a target gear ratio of the continuously variable transmission based on the target driving force;
Corrected driving force calculating means for calculating a driving force obtained by subtracting a driving force corresponding to an auxiliary load from the target driving force as a corrected driving force;
Target input torque calculating means for calculating a target input torque of the continuously variable transmission based on the target speed ratio and the corrected driving force;
A vehicle control apparatus comprising: target torque calculation means for calculating a torque obtained by adding an auxiliary machine load torque to the target input torque as a target torque of a drive source. The vehicle control device according to claim 1,
The corrected driving force calculating means does not subtract the driving force for the auxiliary load when there is an operating point in a region where the rotational speed of the driving source is constant on the optimum fuel consumption line. apparatus. The vehicle control device according to claim 1 or 2,
A target output calculating means for calculating a target output based on the target driving force;
When the operating point is in a region where the rotational speed of the driving source is constant on the optimum fuel consumption line, the corrected driving force calculation means calculates the driving force corresponding to the auxiliary load to be subtracted as the target output increases. A vehicle control device characterized by being enlarged.

Images