JP2018177082A - Vehicle control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control apparatus which can achieve both of prevention of a torque shock and assurance of drivability.SOLUTION: A control part switches smoothing control for gradually changing drive power to drive power for an automatic transmission mode or to drive for manual transmission mode to be valid or invalid depending on whether involving a switching request of a gear stage or not (step S2) in the case that a change operation for a shift mode is performed (step S1). The control part so makes said smoothing control as to be invalid (step S4) when the change operation for the shift mode involving the switching request of the gear stage is performed (YES at step S3). The control part so makes said smoothing control as to be valid (step S5) when the change operation for the shift mode involving no switching request of the gear stage is performed (NO at step S3).SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device mounted on a vehicle that transmits the power of an engine to drive wheels via a transmission.

  In recent years, in a control device of a vehicle such as an automobile, a control device of a vehicle having an automatic transmission mode for automatically changing the transmission gear ratio of an automatic transmission and a manual transmission mode for manually changing the transmission gear ratio is known. (See Patent Document 1). According to Patent Document 1, switching between an automatic shift mode and a manual shift mode is performed by operating an auto / manual selection switch. Further, in the automatic shift mode, the one described in Patent Document 1 operates the upshift switch or the downshift switch provided on the steering to switch to the manual shift mode and to switch the transmission ratio manually. It is supposed to do both.

Japanese Patent Application Laid-Open No. 7-301321

  Here, the control device of a vehicle having an automatic shift mode and a manual shift mode as in the patent document 1 sets the driving force of the engine to the driving force for the automatic shift mode in the automatic shift mode, and the manual shift is performed. In the mode, it is set to the manual shift mode driving force.

  In addition, in the automatic transmissions of vehicles such as automobiles, AMT (Automated Manual Transmission) and DCT (Dual Clutch Transmission) are known, and AMT and DCT release the clutch when switching the gear. It has become.

  In the automatic transmission that releases the clutch when switching the gear as described above, the clutch is engaged if the switching operation of the shift mode is performed and the switching operation is not accompanied by a shift request of the gear. In this condition, the driving force of the engine is changed, and a sudden change in the driving force causes a torque shock. On the other hand, in the case of a shift mode switching operation accompanied by a shift request of a gear, it is necessary to complete the change of the gear without delay and ensure drivability.

  However, in the control device for a vehicle described in Patent Document 1, no consideration is given to the torque shock resulting from the change of the engine driving force when switching the shift mode. For this reason, the control apparatus for a vehicle described in Patent Document 1 has a problem that it is impossible to simultaneously achieve the prevention of the torque shock and the securing of the drivability.

  The present invention has been made focusing on the above problems, and it is an object of the present invention to provide a control device for a vehicle that can both prevent torque shock and ensure drivability. is there.

  The present invention comprises an engine, a friction clutch and a transmission mechanism to which the driving force of the engine is transmitted, and an automatic transmission in which the friction clutch is released when the gear of the transmission mechanism is switched, and the gear The engine and the automatic transmission are controlled in a shift mode including an automatic shift mode in which the gear is switched automatically and a manual shift mode in which the gear is manually switched, and in the automatic shift mode, the driving force is driven for the automatic shift mode And a control unit for setting the driving force to the manual transmission mode driving force in the manual transmission mode, wherein the control part is configured to change the transmission mode. If it is determined that there is a request to switch the gear, the driving force for the automatic shift mode or the driving force for the manual shift mode is And switches gradually moderation changing control the driving force to enable or disable.

  As described above, according to the present invention described above, it is possible to both prevent torque shock and ensure drivability.

FIG. 1 is a block diagram of a vehicle provided with a control device according to an embodiment of the present invention. FIG. 2 is a flow chart for explaining an engine driving force control operation by the control system for a vehicle according to an embodiment of the present invention. FIG. 3 is a timing chart showing the transition of the vehicle state when the smoothing control is invalidated in the engine driving force control operation by the control device of the vehicle according to the embodiment of the present invention. FIG. 4 is a timing chart showing the transition of the vehicle state when the smoothing control is enabled in the engine driving force control operation by the control device of the vehicle according to the embodiment of the present invention.

  A control device for a vehicle according to one embodiment of the present invention includes an engine, a friction clutch and a transmission mechanism to which driving force of the engine is transmitted, and the friction clutch is released when the gear of the transmission mechanism is switched. Control the engine and the automatic transmission in a shift mode that includes an automatic transmission that automatically switches the gear and a manual shift mode that And a control unit for setting the driving force to the manual transmission mode driving force in the manual transmission mode, and the control part is configured to change the transmission mode. In this case, the driving power is gradually changed to the driving power for the automatic transmission mode or the driving power for the manual transmission mode depending on whether or not there is a request for switching the gear position. And it switches the enable or disable. As a result, the control device for a vehicle according to the embodiment of the present invention can achieve both of preventing torque shock and ensuring drivability.

  An embodiment of the present invention will be described below with reference to FIGS. 1 to 4. As shown in FIG. 1, a vehicle 10 equipped with a control device for an automatic transmission according to an embodiment of the present invention includes an engine 1, an automatic transmission 4 to which power is transmitted from the engine 1, and an automatic transmission. 4 includes a drive wheel 11 to which power is transmitted, an accelerator pedal sensor 7, a brake pedal sensor 8, a vehicle speed sensor 9, and a control unit 6 for controlling the engine 1 and the automatic transmission 4. .

  The engine 1 performs a series of four strokes consisting of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke, and is a four-cycle gasoline engine that ignites between the compression stroke and the expansion stroke to generate the driving force of the vehicle 10 It is configured. The engine 1 may be configured by a diesel engine.

  The automatic transmission 4 includes a transmission mechanism 2, a clutch 3, and an actuator 12. The transmission mechanism 2 is configured as a parallel shaft gear type transmission mechanism generally used for a manual transmission.

  The clutch 3 is configured as a dry single-plate friction clutch, and includes a flywheel 3A connected to the crankshaft 1A of the engine 1 and a clutch disc 3B connected to the input shaft 2A of the transmission mechanism 2.

  The clutch 3 transmits power between the engine 1 and the transmission mechanism 2 when the clutch disc 3B and the flywheel 3A are switched to the engaged (connected) state, and the engine 3 and the engine 1 when switched to the released state. Power transmission to and from the transmission mechanism 2 is shut off.

  The actuator 12 is configured as a hydraulic actuator operated by the hydraulic pressure of hydraulic fluid, and drives the automatic transmission 4 to perform a gear shift operation. The gear shifting operation performed by the actuator 12 includes a clutch engagement and disengagement operation for engaging or releasing the clutch 3 and a gear stage switching operation for switching the gear stage of the transmission mechanism 2.

  The actuator 12 is electrically connected to the control unit 6 and is controlled by a control signal from the control unit 6. Thus, the automatic transmission 4 is configured as an AMT (Automated Manual Transmission) in which the shift operation of the manual transmission is automated.

  The actuator 12 is provided with a shift actuator (not shown), and the shift actuator performs gear position switching operation. The actuator 12 also includes a clutch actuator (not shown).

  The actuator 12 engages or releases the clutch 3 by this clutch actuator. More specifically, the clutch actuator drives the release rod (not shown) of the automatic transmission 4 to release the clutch 3 before gear shift operation, and engages the clutch 3 after gear shift operation.

  In the vehicle 10 configured as described above, the rotation output from the engine 1 is shifted at a transmission gear ratio corresponding to the gear established in the automatic transmission 4 and a differential device (not shown) and the left and right drive shafts 11A And is transmitted to the left and right drive wheels 11.

  In addition, the automatic transmission 4 is provided with a clutch stroke sensor 17. The clutch stroke sensor 17 detects the degree of engagement (degree of engagement) of the clutch 3. The clutch stroke sensor 17 is electrically connected to the control unit 6 and outputs a detection signal to the control unit 6. The clutch stroke sensor 17 indirectly detects the degree of engagement of the clutch 3 by detecting, for example, the stroke amount of the release rod.

  The accelerator pedal sensor 7 is provided on the accelerator pedal 7A and detects the amount of depression of the accelerator pedal 7A. The brake pedal sensor 8 is provided on the brake pedal 8A, and detects the amount of depression of the brake pedal 8A.

  The vehicle speed sensor 9 is provided on the drive shaft 11A, and detects the vehicle speed based on the rotational speed of the drive shaft 11A.

  The accelerator pedal sensor 7, the brake pedal sensor 8 and the vehicle speed sensor 9 are electrically connected to the control unit 6, and output a detection signal to the control unit 6.

  The control unit 6 is constituted by a computer unit provided with a central processing unit (CPU), a random access memory (RAM), a read only memory (ROM), a flash memory, an input port, and an output port. And electrically control the controlled object. That is, the control unit 6 is configured of an ECU (Electronic Control Unit).

  The ROM of the control unit 6 stores programs for causing the computer unit to function as the control unit 6 together with various control constants, various maps, and the like. That is, in the control unit 6, the computer unit functions as the control unit 6 by the CPU executing a program stored in the ROM.

  Various sensors such as the above-described clutch stroke sensor 17, accelerator pedal sensor 7, brake pedal sensor 8 and vehicle speed sensor 9 are connected to the input port of the control unit 6.

  The engine 1 and the actuator 12 of the automatic transmission 4 are connected to the output port of the control unit 6. The control unit 6 controls the accelerator pedal depression amount (accelerator opening degree) detected by the accelerator pedal sensor 7, the brake pedal depression amount detected by the brake pedal sensor 8 (brake stroke), the vehicle speed detected by the vehicle speed sensor 9, and the like. The engine 1 and the automatic transmission 4 are controlled based on the driving state of the vehicle.

  The control unit 6 includes an engine control unit 6A that controls the engine 1 and an automatic transmission control unit 6B that controls the automatic transmission 4. The engine control unit 6A may be provided independently as an engine ECU, and the automatic transmission control unit 6B may be provided independently as a transmission ECU.

  In the present embodiment, the shift selector 21 and the paddle shift 22 are connected to the input port of the control unit 6.

  The shift selector 21 is disposed on the floor on the side of the driver's seat or on the rotation axis (steering column) of the steered wheels 23 or the like. In the shift selector 21, a parking range (P), a reverse range (R), a neutral range (N), and an automatic shift range (D) are provided in a row, and any one of them is moved by the shift selector 21 in the vertical direction. The switching operation is performed to the driving range of.

  In addition, the shift selector 21 is provided with a manual shift range (M) adjacent to the side of the automatic shift range (D), and the lateral shift of the shift selector 21 causes the automatic shift range (D) or A switching operation is performed to the manual shift range (M).

  A downshift position (-) is provided in front of the manual shift range (M), and an upshift position (+) is provided behind the manual shift range (M). The driver changes the gear by moving the shift selector 21 forward or backward in the manual shift range (M).

  The paddle shift 22 is disposed on the steered wheels 23. The paddle shift 22 includes a downshift paddle (-) for performing a gear shift operation requiring a gear shift down and an upshift paddle (+) for performing a gear shift operation requiring a gear upshift. Become. The driver changes the gear by operating the paddle shift 22.

  When the automatic shift range (D) is selected in the shift selector 21, the control unit 6 sets the shift mode to the automatic shift mode, and sets the engine drive force to the engine drive force for the automatic shift mode. In the automatic shift mode, the control unit 6 changes the gear based on the vehicle speed, the accelerator opening degree, and the like. That is, in the automatic shift mode, the control unit 6 automatically shifts the gear.

  When the manual shift range (M) is selected in the shift selector 21, the control unit 6 sets the shift mode to the manual shift mode, and sets the engine drive force to the engine drive force for the manual shift mode. In the manual transmission mode, the control unit 6 changes the gear position of the automatic transmission 4 to the gear position designated by the gear shift operation by the shift selector 21 or the paddle shift 22.

  When the gear shift operation is performed from the paddle shift 22 in the automatic gear shift mode, the control unit 6 switches the gear shift mode to the manual gear shift mode to set the engine drive force as the engine drive force for the manual gear shift mode. The gear of the automatic transmission 4 is changed to the gear designated by. As described above, the operation of the paddle shift 22 in the automatic shift mode is a shift operation requiring switching of the gear and is a shift mode changing operation.

  Therefore, the operation of the paddle shift 22 in the automatic shift mode is a shift mode change operation accompanied by a shift request of the gear. On the other hand, the operation of moving the shift selector 21 between the automatic shift range (D) and the manual shift range (M) is a shift mode changing operation without a request for switching the gear.

  Here, when the driving force of the engine 1 is rapidly changed with the switching of the shift mode, the sudden change of the driving force may be transmitted to the drive system to generate a torque shock. When a torque shock occurs, the behavior of the vehicle 10 may be destabilized due to a sudden change of the ground contact state of the drive wheel 11, or the driver may feel uncomfortable.

  For example, when the shift mode is switched by moving the shift selector 21 from the automatic shift range (D) to the manual shift range (M), the engine drive force is for the manual shift mode without shifting the gear. Since the engine driving force is changed, if the change in the engine driving force is rapid, a torque shock will occur.

  Therefore, in the present embodiment, the control unit 6 is configured to prevent the occurrence of a torque shock by performing the "moderation control" at the time of changing the engine driving force at the time of switching the shift mode. The smoothing control is to gradually change the engine driving power. More specifically, the smoothing control is to limit the rate of change when changing the engine driving force to a small value less than a predetermined rate of change. Moderation control is sometimes referred to as "moderation processing".

  On the other hand, when smooth control of the engine driving force is always performed when switching the shift mode, the actual engine driving power reaches the target engine driving power at a later timing because the smoothing control is performed. It may cause a decrease in drivability. For this reason, it is necessary to carry out the annealing control only in the situation where the annealing control is required and not to carry out the annealing control in the situation where the annealing control is not necessary.

  For example, when switching to the manual transmission mode and changing the gear are performed in response to the paddle shift 22 being operated, the engine driving force is performed while the clutch 3 is open for switching the gear. Is changed to the engine drive force for the manual shift mode, there is no possibility that a torque shock will occur, and the averaging control is unnecessary.

  Therefore, in the present embodiment, when a change operation of the shift mode is performed, the control unit 6 sets the drive force for the automatic shift mode or the drive force for the manual shift mode according to whether or not it is accompanied by a shift request for gear. The annealing control when changing the driving force is switched to enable or disable.

  Next, the flow of the engine driving force control operation performed by the control unit 6 according to the present embodiment will be described with reference to the flowchart shown in FIG.

  In FIG. 2, the control unit 6 repeats the determination as to whether or not the switching operation of the shift mode has been performed (step S1).

  When the switching operation of the transmission mode is performed in step S1, the control unit 6 determines an appropriate gear and engine driving force in the transmission mode after switching based on the current vehicle speed and the accelerator opening (step S2). ).

  Next, the control unit 6 determines whether it is necessary to change the gear (step S3).

  If it is necessary to change the gear in step S3, the smoothing control is invalidated to immediately change the engine driving force according to the gear after the shift mode switching (step S4), and the current operation is ended. In step S4, the control unit 6 also changes the gear.

  If it is not necessary to change the gear in step S3, the smoothing control is enabled to gradually change the engine driving force according to the gear after the shift mode switching (step S5), and the current operation is ended. .

  Next, transition of the vehicle state when the engine driving force control operation of FIG. 2 is performed will be described with reference to timing charts of FIG. 3 and FIG. 4. 3 and 4 show the transition of the engine driving force, the gear change mode, and the gear.

  In the initial state (time t0, t10) in FIGS. 3 and 4, the shift mode is set to the automatic shift mode, the engine drive force is set to the engine drive force for the automatic shift mode, and the gear is third gear (see Medium, described as 3rd).

  As shown in FIG. 3, at time t1, the operation of switching the gear from 3rd to 2nd (indicated as 2nd in the drawing) is performed by the paddle shift 22. That is, a change operation of the transmission mode accompanied by a request to switch the gear is performed.

  At time t1, the shift mode change operation accompanied by a shift request of the gear is performed, so that the smoothing control is invalidated, and the target engine driving force is stepped (step wave shape) into the manual transmission mode engine driving force. Change to). Therefore, the engine driving force immediately changes to the manual transmission mode engine driving force.

  As shown in FIG. 4, at time t11, the shift selector 21 performs a switching operation of the shift mode from the automatic shift mode to the manual shift mode. That is, the change operation of the transmission mode without the request for switching the gear is performed.

  At time t11, the change control of the transmission mode not accompanied by a request to switch the gear is performed, so that the smoothing control becomes effective, and the target engine driving force is gradually changed from time t11 to time t12. Therefore, the engine drive force gradually changes to the engine drive force for the manual transmission mode.

  As described above, in the present embodiment, when a change operation of the shift mode is performed, the control unit 6 is for the driving force for the automatic shift mode or the manual shift mode depending on whether or not it is accompanied by a request for switching the gear. Change the driving force gradually to the driving force Switch the moderation control to enable or disable.

  As a result, by enabling the annealing control at the time of changing the shift mode, it is possible to prevent the occurrence of torque shock due to the sudden change to the driving force corresponding to the changed shift mode. In addition, by disabling the annealing control when changing the transmission mode, it is possible to change to the driving force corresponding to the changed transmission mode without delay, and it is possible to complete the switching of the gear without delay. As a result, it is possible to both prevent torque shock and ensure drivability.

  Further, in the present embodiment, the control unit 6 invalidates the smoothing control when the change operation of the shift mode accompanied by the shift request of the gear is performed.

  As a result, when a change operation of the transmission mode accompanied by a request to switch the gear is performed, the clutch is released at the time of switching the gear, so that it is not necessary to perform the annealing control. By changing the force immediately, switching of the gear can be completed without delay.

  Further, in the present embodiment, the control unit 6 makes the smoothing control effective when the change operation of the transmission mode without the switching request of the gear is performed.

  As a result, when a change operation of the transmission mode without a request to switch the gear is performed, the driving force is changed to the automatic transmission mode driving force or the manual transmission mode driving force without releasing the clutch. The occurrence of the torque shock due to the change of the driving force can be prevented by enabling the smoothing control.

  While embodiments of the present invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the following claims.

1 Engine 2 Transmission Mechanism 3 Clutch (Friction Clutch)
4 Automatic transmission (transmission)
6 control unit 10 vehicle

Claims (3)

With the engine,
An automatic transmission having a friction clutch and a transmission mechanism to which driving force of the engine is transmitted, and the friction clutch being released when a gear of the transmission mechanism is switched;
The engine and the automatic transmission are controlled in a shift mode including an automatic shift mode in which the gear is switched automatically and a manual shift mode in which the gear is switched manually, and in the automatic shift mode, the driving force is switched to the automatic shift mode A control unit for setting a driving force for the driving force and setting the driving force for the manual transmission mode in the manual transmission mode,
The control unit
When the change operation of the shift mode is performed, the drive force is gradually changed to the drive force for the automatic shift mode or the drive force for the manual shift mode according to whether or not the switch request for the gear is accompanied. A control device for a vehicle characterized by switching on or off annealing control. The control unit
The control device for a vehicle according to claim 1, wherein the smoothing control is invalidated when a change operation of the transmission mode accompanied by a switching request of the gear is performed. The control unit
The control device for a vehicle according to claim 1 or 2, wherein the smoothing control is enabled when a change operation of the transmission mode without the switching request of the gear is performed.

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