JP2021076101A - vehicle - Google Patents

Abstract

To make compatible both the suppression of an incongruity imparted to a user, and the suppression of vibration irrespective of a change of an accelerator opening.SOLUTION: When at least one of a first condition in which a change amount obtained when the torque of an engine is changed to target torque is larger than a first threshold, and a second condition in which a change amount of a rotation number of a turbine runner is larger than a second threshold is established, a first reduction amount is calculated which is proportional to a post-treatment change amount which is obtained by applying bypass filter processing to a pre-treatment change amount being a difference between the rotation number of the engine and an estimation rotation number of the engine which is calculated by using a rotation number of a drive shaft, a second reduction amount proportional to an accumulation value of the post-treatment change amount is calculated, and a value which is obtained by subtracting the first reduction amount and the second reduction amount from the target torque is set as a torque command.SELECTED DRAWING: Figure 5

Description

The present invention relates to a vehicle, and more particularly to a vehicle including an engine and a torque converter.

Conventionally, as a vehicle of this type, a vehicle including an engine and a transmission and controlling the transmission so that the rotation speed of the engine becomes a target rotation speed has been proposed (see, for example, Patent Document 1). .. In this vehicle, the target rotation speed is changed from the rotation speed based on the user's intention to the rotation speed that suppresses the vehicle vibration caused by the fluctuation of the engine rotation speed due to the accelerator pedal being depressed and downshifting. As a result, vehicle vibration is suppressed.

Special Table 2003-502599

However, in the above-mentioned vehicle, although the vehicle vibration can be suppressed, the engine speed is different from the user's intention, so that the user may feel uncomfortable. Therefore, it is desired to control both the suppression of discomfort given to the user and the suppression of vibration. Further, in the above-mentioned vehicle, it is not possible to cope with the vehicle vibration due to the torque fluctuation of the drive shaft when the accelerator pedal is turned off.

The main object of the vehicle of the present invention is to achieve both suppression of discomfort given to the user and suppression of vehicle vibration regardless of changes in the accelerator opening degree.

The vehicle of the present invention has adopted the following means in order to achieve the above-mentioned main object.

The vehicle of the present invention
An engine that outputs power and
A torque converter having a pump impeller connected to the output shaft of the engine and a turbine runner connected to a drive shaft connected to an axle.
A control device that sets a target torque of the engine so as to run at a required torque based on the accelerator opening, and controls the engine so that the engine is operated by a torque command based on the set target torque.
It is a vehicle equipped with
The control device is
At least one of a first condition in which the amount of change when the torque of the engine is changed to the target torque is larger than the first threshold value and a second condition in which the amount of change in the rotation speed of the turbine runner is larger than the second threshold value. Is satisfied, a process obtained by applying a high-pass filter process to the pre-processing change amount, which is the difference between the engine speed and the estimated engine speed calculated using the drive shaft speed. The first reduction amount proportional to the post-change amount is calculated, the second reduction amount proportional to the integrated value of the post-processing change amount is calculated, and the first reduction amount and the second reduction amount are calculated from the target torque. The reduced value is used as the torque command.
The gist is that.

In the vehicle of the present invention, the target torque of the engine is set so as to travel with the required torque based on the accelerator opening degree, and the engine is controlled so as to be operated by the torque command based on the set target torque. Then, at least one of the first condition in which the amount of change when the engine torque is changed to the target torque is larger than the first threshold value and the second condition in which the amount of change in the rotation speed of the turbine runner is larger than the second threshold value is When it is satisfied, the amount of change after processing obtained by applying high-pass filter processing to the amount of change before processing, which is the difference between the number of revolutions of the engine and the estimated number of revolutions of the engine calculated using the number of revolutions of the drive shaft. The proportional first reduction amount is calculated, the second reduction amount proportional to the integrated value of the post-processing change amount is calculated, and the torque command is obtained by subtracting the first reduction amount and the second reduction amount from the target torque. ..

At least one of the first condition in which the amount of change when the engine torque is changed to the target torque is larger than the first threshold and the second condition in which the amount of change in the rotation speed of the turbine runner is larger than the second threshold is satisfied. When the engine is controlled using the target torque as the torque command of the engine, the twist of the drive shaft becomes large, and it is predicted that the twist causes a relatively large torque fluctuation in the drive shaft in a short period. When the torque fluctuation occurs in the drive shaft, a difference corresponding to the torque fluctuation occurs between the actual rotation speed of the engine and the estimated rotation speed of the engine calculated using the rotation speed of the drive shaft. Therefore, the amount of change before processing, which is the difference between the actual engine speed and the estimated engine speed, is an amount that reflects the magnitude and phase of the torque fluctuation. The amount of change before processing includes the offset error of each sensor used to derive the engine speed and the drive shaft speed. Therefore, by calculating the first and second reduction amounts using the post-processing change amount obtained by applying the high-pass filter processing to the pre-processing change amount, the engine speed and the drive shaft are calculated from the first and second reduction amounts. The offset error of each sensor used to derive the rotation speed of is removed.

The phase of the amount of change after processing obtained by applying the high-pass filter processing to the amount of change before processing is the amount of change before processing, that is, the phase advance that advances by up to 90 degrees with respect to the torque fluctuation. Therefore, since such a phase lead also occurs in the first reduction amount proportional to the change amount after processing, it is necessary to correct the phase lead when the target torque of the engine is corrected by the first reduction amount. In the present invention, in consideration of this, when it is predicted that vehicle vibration will occur when the engine is controlled with the target torque as the torque command of the engine, a second reduction amount proportional to the integrated value of the post-processing change amount is calculated. , The torque command is obtained by subtracting the first reduction amount and the second reduction amount from the target torque of the engine. Since the time change of the post-processing change amount can be approximated by a sine wave, the phase of the second reduction amount proportional to the integrated value of the post-processing change amount is the one in which the post-processing change amount is delayed by 90 degrees. By subtracting the first reduction amount and the second reduction amount calculated in this way as the torque command, the torque command is obtained by subtracting only the first reduction amount from the target torque of the engine. Vehicle vibration can be suppressed by suppressing torque fluctuations more appropriately. Further, since the torque of the engine is controlled, it is possible to suppress giving a feeling of strangeness to the user as compared with the one that controls the rotation speed of the engine. Further, such control can be applied regardless of the degree of change in the accelerator opening degree. As a result, regardless of the change in the accelerator opening degree, it is possible to suppress the discomfort given to the user and the vehicle vibration at the same time.

In such a vehicle of the present invention, the control device includes a transmission for transmitting power between the turbine runner and the drive shaft with a change in the rotation speed, and the control device is described so that the gear ratio becomes a target gear ratio. The transmission speed is controlled, and the amount of change in the rotation speed of the turbine runner under the second condition is calculated based on the rotation speed of the drive shaft and the gear ratio of the transmission. May be the amount of change when the turbine runner is changed to the target rotation speed calculated based on the rotation speed of the drive shaft and the target gear ratio of the transmission.

It is a block diagram which shows the outline of the structure of the automobile 20 as one Example of this invention. It is a circuit diagram which shows an example of the structure of the high-pass filter HPF. It is explanatory drawing which shows the phase characteristic of a high-pass filter HPF. It is explanatory drawing which shows the gain characteristic of the high-pass filter HPF. It is a flowchart which shows an example of the torque command setting routine executed by ECU 50.

Next, a mode for carrying out the present invention will be described with reference to examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of an automobile 20 as an embodiment of the present invention. As shown in the figure, the automobile 20 of the embodiment includes an engine 22, a torque converter 28, a transmission 30, and an electronic control unit (hereinafter, referred to as “ECU”) 50.

The engine 22 is an internal combustion engine that outputs power from a hydrocarbon-based fuel such as gasoline or light oil, and fuel injection control, ignition control, and intake air are controlled by an ECU 50 that inputs signals from various sensors that detect the operating state of the engine 22. It receives operation control such as quantity adjustment control.

The torque converter 28 is configured as a general fluid type conduction device, and amplifies and transmits the power of the crankshaft 23 of the engine 22 to the input shaft 32 of the transmission 30 or amplifies the torque. It can be transmitted as it is. The torque converter 28 includes a pump impeller connected to the crankshaft 23 of the engine 22, a turbine runner connected to the input shaft 32, a stator that rectifies the flow of hydraulic oil from the turbine runner to the pump impeller, and rotation of the stator. It includes a one-way clutch that limits the direction in one direction, and a hydraulically driven lockup clutch 28a that connects the pump impeller and the turbine runner. The lockup clutch 28a is drive-controlled by the ECU 50.

The transmission 30 is configured as a belt-type continuously variable transmission (CVT), and although not shown, the groove width can be changed and the groove width is the same as that of the primary pulley connected to the input shaft 32 (input shaft). The secondary pulley connected to the drive shaft 37 (output shaft), the belt hung in the groove of the primary pulley and the secondary pulley, and the hydraulic pressure to change the groove width of the primary pulley and the secondary pulley using hydraulic oil. It is equipped with a circuit. The transmission 30 drives the hydraulic circuit to change the groove widths of the primary pulley and the secondary pulley to steplessly shift the power of the input shaft 32 (input shaft) and output it to the drive shaft 37 (output shaft). ..

Although not shown, the ECU 50 is configured as a microprocessor centered on a CPU, and in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, a communication port, and a high-pass filter. It includes a filter HPF.

FIG. 2 is a circuit diagram showing an example of the configuration of the high-pass filter HPF. As shown in the figure, the high-pass filter HPF is configured as a well-known high-pass filter having a capacitance C (capacity value c) and a resistance R (resistance value r) between the input Vin and the output Vout. FIG. 3 is an explanatory diagram showing the phase characteristics of the high-pass filter HPF, and FIG. 4 is an explanatory diagram showing the gain characteristics of the high-pass filter HPF. In the figure, "Ts" is calculated using the following equation (1). “Ω” is the frequency of the input signal. As shown in FIG. 3, the phase of the output Vout of the high-pass filter HPF has a phase lead of up to 90 degrees with respect to the input Vin.

Ts = 1 / (c ・ r) ・ ・ ・ (1)

Signals from various sensors necessary for the operation control of the engine 22, the lockup clutch 28a, and the control of the transmission 30 are input to the ECU 50 via the input port. The signals input to the ECU 50 include, for example, the crank angle θcr from the crank position sensor 22a that detects the rotational position of the crankshaft 23 of the engine 22, and the cooling water temperature from the water temperature sensor that detects the temperature of the cooling water of the engine 22. Can be mentioned. The throttle opening from the throttle position sensor that detects the position of the throttle valve and the amount of intake air from the air flow meter attached to the intake port can also be mentioned. The rotation speed Ni of the input shaft 32 from the rotation speed sensor attached to the input shaft 32 is input via the input port. Further, the ignition signal from the ignition switch 60 and the shift position SP from the shift position sensor 62 that detects the operation position of the shift lever 61 can also be mentioned. Further, the accelerator opening Acc from the accelerator pedal position sensor 64 that detects the depression amount of the accelerator pedal 63, the brake pedal position BP from the brake pedal position sensor 66 that detects the depression amount of the brake pedal 65, and the vehicle speed sensor 68. The vehicle speed V and the rotation speeds (wheel speeds) Vwa and Vwb of the drive wheels 36a and 36b from the wheel speed sensors 70a and 70b attached to the drive wheels 36a and 36b can also be mentioned.

From the ECU 50, various control signals necessary for the operation control of the engine 22, the lockup clutch 28a, and the control of the transmission 30 are output via the output port. Examples of various control signals include a drive signal to the throttle motor and the fuel injection valve for adjusting the position of the throttle valve, a drive signal to the fuel injection valve, and the like. Further, a control signal to the lockup clutch 28a of the torque converter 28, a control signal to the hydraulic circuit of the transmission 30 and the like can be mentioned.

The ECU 50 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 22a, and the rotation speeds (wheel speeds) Vwa and Vwb of the drive wheels 36a and 36b from the wheel speed sensors 70a and 70b. The rotation speed Nds of the drive shaft 37 is calculated using the average value.

In the automobile 20 of the embodiment configured in this way, the ECU 50 performs the following traveling control. In the traveling control, the traveling required torque Tdrv * required for traveling is set based on the accelerator opening degree Acc and the vehicle speed V, and the target gear ratio Gr * of the transmission 30 is set based on the traveling required torque Tdrv *. The hydraulic circuit of the transmission 30 is controlled so that the gear ratio Gr of the transmission 30 becomes the target gear ratio Gr *. Further, the required torque Tin * required for the input shaft 32 of the transmission 30 is set based on the travel required torque Tdrv * and the gear ratio Gr of the transmission 30, and the required torque Tin * is the input shaft 32 of the transmission 30. The target torque chain of the engine 22 is set so as to be output to. Then, the torque command Te * is set by the torque command setting process described later, and the engine 22 is controlled so that the engine 22 is operated by the torque command Te *. The ECU 50 performs processing from the input of the accelerator opening Acc and the vehicle speed V to the control of the transmission 30 and the processing from the input of the accelerator opening Acc and the vehicle speed V and the gear ratio Gr to the control of the engine 22 every several msec. To run.

Next, the torque command setting process will be described. FIG. 5 is a flowchart showing an example of a torque command setting routine executed by the ECU 50.

When this routine is executed, first, the engine 22 rotation speed Ne, the estimated rotation speed Nes, the target torque TEIN, the target turbine rotation speed Nin, the previous Te *, and the previous Nin are input (step S100). .. The rotation speed Ne of the engine 22 is calculated based on the crank angle θcr from the crank position sensor 22a. The estimated rotation speed Nes is an engine calculated by the rotation speed Nds of the drive shaft 37 calculated using the rotation speeds (wheel speeds) Vwa and Vwb from the wheel speed sensors 70a and 70b and the current gear ratio Gr of the transmission 30. It is 22 rotation speeds. As the target torque TEIN, the one set by the traveling control is input. The target turbine rotation speed Nin is the rotation speed of the turbine runner (input shaft 32) when the gear ratio Gr of the transmission 30 is set to the target gear ratio Gr *, and is the rotation speed (wheel speed) from the wheel speed sensors 70a and 70b. ) The one calculated by the rotation speed Nds of the drive shaft 37 calculated by using Vwa and Vwb and the target gear ratio Gr * of the transmission 30 is input. The previous Te * is the torque command Te * when this routine was executed last time. The previous Nin is the number of rotations of the turbine runner (input shaft 32) when this routine was executed last time, and the rotation speeds (wheel speeds) Vwa, Vwb from the wheel speed sensors 70a and 70b when this routine was executed last time. The rotation speed Nds of the drive shaft 37 when the present routine was executed last time calculated using the above and the gear ratio Gr of the transmission 30 when the present routine was executed last time are input.

Subsequently, the torque change amount ΔTein is calculated by subtracting the previous Te * from the target torque Tein input in step S100 (step S110), and the rotation speed change amount ΔNin is obtained by subtracting the previous Nin from the target turbine rotation speed Nin input in step S100. Is calculated (step S120).

Then, it is determined whether or not at least one of the first condition in which the torque change amount ΔTein is the first threshold value TH1 or more and the second condition in which the rotation speed change amount ΔNin is the second threshold value TH2 or more is satisfied (step S130). ). When the torque acting on the drive shaft 37 (hereinafter referred to as “drive shaft torque”) changes, the drive shaft 37 is twisted and vehicle vibration is generated. Such changes in the drive shaft torque are caused by changes in the torque output from the engine 22 and the inertia of the rotation system (torque converter 28, input shaft 32, transmission 30) between the crankshaft 23 and the drive shaft 37 of the engine 22. It is considered to be the sum of the changes in torque. Therefore, the first threshold value TH1 is used as a threshold value for determining whether or not the vehicle vibration increases due to the torque change of the engine 22 predicted when the torque of the engine 22 is set as the target torque Ten, and is subjected to experiments, analyzes, etc. in advance. It is the value obtained by. The second threshold TH2 causes vehicle vibration due to a change in inertia torque predicted when the rotation speed of the input shaft 32 (the rotation speed of the turbine impeller) changes with the gear ratio Gr of the transmission 30 as the target gear ratio Gr *. It is a value obtained in advance by experiments or analysis as a threshold for determining whether or not it becomes large.

When the first condition and the second condition are not satisfied in step S130, the rotation speed of the turbine impeller changes when the engine 22 is operated with the target torque Tin or the gear ratio Gr of the transmission 30 is set as the target gear ratio Gr *. However, it is determined that the vehicle vibration does not increase, the target torque turbine is set to the torque command Te * (step S140), and this routine is terminated. When the torque command Te * is set in this way, the engine 22 is controlled so that the engine 22 is operated by the torque command Te *. With such control, it is possible to drive the vehicle as intended by the user.

When at least one of the first condition and the second condition is satisfied in step S130, the vehicle vibration becomes large when the engine 22 is operated with the target torque Tin or the gear ratio Gr of the transmission 30 is set to the target gear ratio Gr *. It is predicted that the pre-processing change amount ΔNepre (= Ne-Nes) obtained by subtracting the estimated rotation speed Nes from the input engine 22 rotation speed Ne is calculated, and the high-pass filter HPF is used for the pre-processing change amount ΔNepre. The high-pass filter processed product is set to the post-processing change amount ΔNe (step S150). When a short-period torque fluctuation occurs in the drive shaft 37, the rotation speed Nds fluctuates. Therefore, there is a difference between the rotation speed Ne of the engine 22 and the estimated rotation speed Ne calculated from the rotation speed Nds of the drive shaft 37. Occurs. Therefore, the pre-processing change amount ΔNepre obtained by subtracting the estimated rotation speed Ne from the rotation speed Ne of the engine 22 is an amount that reflects the torque fluctuation of the drive shaft 37. The high-pass filter processing is applied to the pre-processing change amount ΔNepre to obtain the crank position sensor 22a used to derive the rotation speed Ne of the engine 22 and the wheel speed sensor used to derive the rotation speed Nds of the drive shaft 37. This is to eliminate the offset error of 70a and 70b. As described above, the phase of the output Vout of the high-pass filter HPF has a phase lead of up to 90 degrees with respect to the input Vin. Therefore, the post-processing change amount ΔNe reflects the torque fluctuation of the drive shaft 37, but the phase is advanced by 90 degrees at the maximum with respect to the actual torque fluctuation of the drive shaft 37.

Subsequently, the torque reduction amount ΔTe1 is calculated by multiplying the post-processing change amount ΔNe by the constant kp (step S160), and the integrated value S (= ΣΔNe) of the post-processing change amount ΔNe is multiplied by the constant ki to obtain the torque reduction amount ΔTe2. Calculated (step S170), the torque of the sum of the torque reduction amount ΔTe1 and the torque reduction amount ΔTe2 is subtracted from the target torque Tin, that is, the torque reduction amount ΔTe1 and ΔTe2 are subtracted from the target torque Tin, and the torque command Te * (Step S180) to end this routine. In step S130, the integrated value S is a value integrated every time the routine is executed and the post-processing change amount ΔNe is calculated after the system is started for the first time after the automobile 20 is shipped. Since the time change of the post-processing change amount ΔNe can be approximated by a sine wave, the phase of the torque reduction amount ΔTe2 proportional to the integrated value S of the post-processing change amount ΔNe is 90 degrees behind the post-processing change amount ΔNe.

When the torque command Te * is set in this way, the engine 22 is controlled so that the engine 22 is operated by the torque command Te *, that is, the engine 22 is torque-controlled. Therefore, it is possible to suppress giving a user a sense of discomfort as compared with the case where the gear ratio Gr of the transmission 30 is changed to control the rotation speed Ne of the engine 22.

Here, the reason why the torque command Te * is set by subtracting the torque reduction amount ΔTe1 and the torque reduction amount ΔTe2 from the target torque TEIN will be described.

As described above, the phase of the post-treatment change amount ΔNe is advanced by a maximum of 90 degrees with respect to the pre-treatment change amount ΔNepre. Therefore, the phase of the torque reduction amount ΔTe1 obtained by multiplying the post-processing change amount ΔNe by the constant kp has a phase advance of up to 90 degrees as compared with the pre-processing change amount ΔNepre. Since the change amount before processing ΔNepre, that is, the torque fluctuation of the drive shaft 37 is shown, the torque command Te * is obtained by subtracting the torque reduction amount ΔTe1 from the target torque TEIN of the engine 22, and the engine is operated by the torque command Te *. A method of controlling the engine 22 so as to be considered is also conceivable. However, in this method, since the phase of the torque reduction amount ΔTe1 is out of phase with respect to the torque fluctuation of the drive shaft 37, the torque fluctuation of the drive shaft 37 cannot be appropriately suppressed. It is conceivable to apply phase delay compensation to the torque reduction amount ΔTe1, but in this case, complicated arithmetic processing is required, and the processing load of the ECU 50 increases.

In the embodiment, in consideration of the above, the torque reduction amount ΔTe2 proportional to the integrated value S of the post-processing change amount ΔNe is calculated, and the torque reduction amount ΔTe1 and the torque reduction amount ΔTe2 are calculated from the target torque Tein of the engine 22. The torque command Te * is obtained by subtracting. By doing so, it is possible to match the timing at which the drive shaft torque increases or decreases with a very short fluctuation and the timing at which the total torque reduction amount ΔTet (= ΔTe1 + ΔTe2) increases or decreases. Fluctuations in drive shaft torque can be suppressed appropriately. In this way, when it is predicted that the vehicle vibration will increase due to fluctuations in the drive shaft torque, the engine 22 is controlled using the torque command Te * obtained by subtracting the torque reduction amount ΔTe1 and the torque reduction amount ΔTe2 from the target torque Tein. , Fluctuation of drive shaft torque can be suppressed, and vehicle vibration can be suppressed. The constants kp and ki are values predetermined in experiments and analyzes so that the torque fluctuation of the drive shaft 37, which will be described later, can be suppressed.

Further, the torque command setting routine illustrated in FIG. 5 can be applied regardless of the change in the opening degree of the accelerator opening degree Acc, and can correspond to, for example, a slight increase in the accelerator opening degree Acc. Therefore, regardless of the change in the accelerator opening degree Acc, it is possible to suppress both the discomfort given to the user and the vibration.

Further, since the torque reduction amount ΔTe2 is calculated as an amount proportional to the integrated value S of the post-processing change amount ΔNe in step S130, it is calculated more easily than the torque reduction amount ΔTe1 in which the phase delay compensation is applied. It is possible to suppress an increase in the load of the control device.

According to the automobile 20 of the embodiment described above, at least one of the first condition in which the torque change amount ΔTein is the first threshold value TH1 or more and the second condition in which the rotation speed change amount ΔNin is the second threshold value TH2 or more is satisfied. When the torque is increased, the pre-processing change amount ΔNepre, which is the difference between the rotation speed Ne of the engine 22 and the estimated rotation speed Ne of the engine 22 calculated using the rotation speed Nds of the drive shaft 37, is obtained by performing high-pass filter processing. The torque reduction amount ΔTe1 proportional to the post-processing change amount ΔNe is calculated, the torque reduction amount ΔTe2 proportional to the integrated value S of the post-processing change amount ΔNe is calculated, and the torque reduction amount ΔTe1 and the torque reduction amount ΔTe2 are calculated from the target torque Tein. By setting the torque command Te * after subtracting the above, it is possible to suppress both the discomfort given to the user and the suppression of vibration regardless of the change in the accelerator opening Acc.

In the automobile 20 of the embodiment, the wheel speed sensors 70a and 70b are used to detect the rotation speed Nds of the drive shaft 37. However, a rotation speed sensor for detecting the rotation speed may be attached to the drive shaft 37, and the rotation speed Nds may be detected by the rotation speed sensor.

In the automobile 20 of the embodiment, the integrated value S is a value that is integrated each time the system is started for the first time after the automobile 20 is shipped and the change amount ΔNe after processing is calculated by executing this routine. However, even if the integrated value S is set to be the value integrated every time this routine is executed and the post-processing change amount ΔNe is calculated from the time when the ignition is turned on, and reset to the value 0 when the ignition is turned off. Good.

In the automobile 20 of the embodiment, the transmission 30 is configured as a CVT. However, the transmission 30 may be configured as a stepped transmission.

In the examples, the case where the present invention is applied to an automobile including an engine 22, a torque converter 28, and a transmission 30 is illustrated, but the present invention powers a drive shaft connected to an axle. It may be applied to any configuration as long as it is an automobile equipped with an output engine.

The correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the engine 22 corresponds to the "engine", the torque converter 28 corresponds to the "torque converter", and the ECU 50 corresponds to the "control device".

Regarding the correspondence between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem, the invention described in the column of the means for solving the problem in the examples is carried out. Since it is an example for specifically explaining the form for solving the problem, the elements of the invention described in the column of means for solving the problem are not limited. That is, the interpretation of the invention described in the column of means for solving the problem should be performed based on the description in the column, and the examples are the inventions described in the column of means for solving the problem. It is just a concrete example.

Although the embodiments for carrying out the present invention have been described above with reference to examples, the present invention is not limited to these examples, and various embodiments are used without departing from the gist of the present invention. Of course, it can be done.

The present invention can be used in the vehicle manufacturing industry and the like.

20 Automobile, 22 Engine, 22a Crank Position Sensor, 23 Crank Shaft, 28 Torque Converter, 28a Lockup Clutch, 30 Transmission, 32 Input Shaft, 36a, 36b Drive Wheel, 37 Drive Shaft, 50 Electronic Control Unit (ECU), 60 Ignition switch, 61 Shift lever, 62 Shift position sensor, 63 Accelerator pedal, 64 Accelerator pedal position sensor, 65 Brake pedal, 66 Brake pedal position sensor, 68 Vehicle speed sensor, 70a, 70b Wheel speed sensor.

Claims (1)

An engine that outputs power and
A torque converter having a pump impeller connected to the output shaft of the engine and a turbine runner connected to a drive shaft connected to an axle.
A control device that sets a target torque of the engine so as to run at a required torque based on the accelerator opening, and controls the engine so that the engine is operated by a torque command based on the set target torque.
It is a vehicle equipped with
The control device is
At least one of a first condition in which the amount of change when the torque of the engine is changed to the target torque is larger than the first threshold value and a second condition in which the amount of change in the rotation speed of the turbine runner is larger than the second threshold value. Is satisfied, a process obtained by applying a high-pass filter process to the pre-processing change amount, which is the difference between the engine speed and the estimated engine speed calculated using the drive shaft speed. The first reduction amount proportional to the post-change amount is calculated, the second reduction amount proportional to the integrated value of the post-processing change amount is calculated, and the first reduction amount and the second reduction amount are calculated from the target torque. The reduced value is used as the torque command.
vehicle.

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