JP3418414B2 - Internal combustion engine torque control method and torque control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an integrated control system for a power train system of an automobile, and more particularly to a torque control method for an internal combustion engine suitable for operating an engine with high efficiency and the system thereof.

[0002]

2. Description of the Related Art Conventional torque control of an internal combustion engine is performed in an automobile equipped with an automatic transmission and an electronic throttle controller, as described in Japanese Patent Laid-Open No. 3-163256, for example. The driving force (driving torque) required by the automobile is determined by the detection signals of the sensor and the vehicle speed sensor. The driving force is determined by fuzzy inference of fuel consumption priority rule, power performance priority rule and engine sound priority rule, and the shift position and throttle opening of the automatic transmission corresponding to the driving force are calculated, These are controlled to the calculated values.

The above three rules are fuzzy sets whose speed ratio (torque converter output shaft speed / torque converter input shaft speed) is a parameter, and the membership function is the fuzzy set. The target speed ratio determined by the three rules is used as a reference.

[0004]

The above-mentioned conventional technique has a problem that fuel efficiency is deteriorated when the power performance priority rule or the engine sound priority rule is selected from the three rules. Moreover, because it was determined by only the target speed ratio, the prior art torque converter - a Kino valid only if that actuates the motor, the input of the torque converter, the lock-up control when directly connecting the output shaft, the operation result Therefore, there is a problem that optimal torque control and fuel consumption control cannot be performed.

A first object of the present invention is to provide a torque control method and a device therefor, which makes it possible to balance power performance and fuel economy by selectively using a torque converter when it is used and when it is not used (at lockup control). It is in.

A second object of the present invention is the CPU of the control device.
An object of the present invention is to provide a torque control method for an internal combustion engine and a device therefor that reduce the load on the engine.

[0007]

A third object of the present invention is to provide a torque control method for an internal combustion engine and an apparatus therefor capable of accurately knowing how far after the remaining fuel can be traveled.

A fourth object of the present invention is to provide a highly safe torque control method and its apparatus.

[0010]

SUMMARY OF THE INVENTION The above first object, entering bets Le <br/> click transmission mechanism, depending on whether a lock-up state to directly connect the output shaft, using a table of fuel consumption By setting the target gear ratio by setting the target air ratio and the intake air amount that becomes the target drive shaft torque at this target gear ratio,
To be achieved. The second purpose is a value obtained by adding the value of the basic drive torque to the value of the drive torque that is proportional to the accelerator opening from the accelerator opening value to the accelerator fully open value that gives the basic driving torque value that overcomes the running resistance. Is output from the torque map as the value of the target drive shaft torque. The third purpose is the remaining fuel quantity Q.
f, the vehicle speed Vsp, the engine speed Ne, and the throttle opening θ, the engine torque Te is obtained from the engine speed Ne and the throttle opening θ, and the operating state is calculated from the engine speed Ne and the engine torque Te. Then, the fuel consumption amount Fc is calculated, the fuel consumption Ff is calculated by Vsp / Fc, and the allowable travel distance S of the remaining fuel Qf is maintained by Qf × Ff. This is achieved by displaying the allowable travel distance S. Fourth above
The purpose of is to control the drive shaft torque to the target drive shaft torque when the manual shift range of the transmission is a range that includes a plurality of gear ratios in one range, and to intake when the range includes a single gear ratio in one range. This is achieved by making the air amount dependent only on the accelerator opening to control the drive shaft torque to the target drive shaft torque.

[0011]

Since the gear ratio and the throttle opening degree are changed depending on the presence or absence of lockup, torque control according to the presence or absence of lockup becomes possible.

Further, since the gear ratio and the throttle opening are calculated so as to obtain the optimum fuel consumption, and the others are taken into consideration in the map, the load on the CPU is reduced.

[0013]

Further, since the remaining fuel amount is calculated with the fuel consumption suitable for the traveling state of the vehicle, the allowable traveling distance with high accuracy can be calculated.

Further, when the vehicle is backed up, the throttle control by the driver 's accelerator operation rather than the torque is prioritized, so that the safety is enhanced.

[0016]

Embodiments of the present invention will now be described in detail with reference to the drawings. FIG. 1 is a configuration diagram of a torque control device according to an embodiment of the present invention. The current vehicle speed of the automobile is detected by the vehicle speed detection means 1, the accelerator pedal depression angle representing the target drive torque required by the driver is detected by the accelerator opening degree detection means 1.1, and the detected vehicle speed and the required drive torque are targeted. Input to the torque search means 2. A drive torque pattern is preset in the target drive torque search means 2 in consideration of the engine sound and the surplus drive force. From the target drive torque search means 2, the target drive torque corresponding to the vehicle speed and the required drive torque is set. The torque value is output. In this embodiment, the vehicle speed is
It is detected as the rotation speed of the transmission output shaft.

The value of this target drive torque is input to the torque transmission calculation means 3. The torque transmission calculation means 3 is the first
It has a second selection means 3.1, a first operator 3.2 and a second operator 3.3. The first and second selection means 3.1 are
It is determined whether the torque converter of the torque transmission mechanism is used or not and lockup control is performed, and the first operator 3.2 or the second operator 3.3 is selected according to the result of this determination. When the second operator 3.3 is selected, the duty amount output to the lockup controller 4 is controlled. A duty of 100% indicates a state in which the input / output shafts of the torque converter are directly connected, and whether the input / output shafts are directly connected is set to a duty amount corresponding to the amount of slippage during control. Furthermore, in order to prevent torque fluctuation during lockup control, the fuel control device 4.
1 is configured to send a control signal.

The torque transmission calculating means 3 determines the torque of the output shaft of the torque converter from the detected vehicle speed and the target drive torque based on the judgment made by the first and second selecting means 3.1. The calculation is performed for each possible gear ratio. The gear ratio selecting means 5 selects a gear ratio that maximizes the transmission efficiency between the input shaft and the output shaft, and outputs a control signal to the gear shift actuator 6 so that the gear ratio is achieved. After that, the throttle opening calculation means 7 calculates the throttle opening that is the target drive torque, and outputs a control signal to the electronic throttle controller 8 so that the calculated opening is obtained.

FIG. 2 is a flow chart showing the processing procedure of the torque control method according to the embodiment of the present invention. First,
In step 9, the accelerator opening α and the vehicle speed Vsp are read, and in the next step 10, it is determined whether the accelerator opening α is 0. When the accelerator opening α is not 0, the routine proceeds to step 11, where the driving torque To corresponding to the accelerator opening α is calculated by the function f of α determined in advance. Next, in step 12, it is determined whether or not the current operating state is the lockup state (in the present embodiment, a lockup of 100% duty and direct direct connection will be described as an example). In the case of lockup, the routine proceeds to step 13, where the effective shift position at the time of lockup is calculated, and the routine proceeds to step 15. If the lockup is not performed, that is, if the torque converter is being used, the effective shift position when the torque converter is used is calculated in step 14, and the process proceeds to step 15.

In step 15, the shift position iout that obtains the optimum fuel flow rate, that is, the best fuel consumption, is searched by a map provided in advance. In the next step 16, the throttle opening θ corresponding to the drive torque at the searched shift position
Is also searched by a map provided in advance. Finally, in step 17, the shift position iout and the throttle opening θ
Is output. If it is determined in step 10 that the accelerator opening α is 0, the process proceeds to step 18 and the maximum shift position i
out = imax, throttle opening θ = 0 in step 19
deg, and proceed to step 17 to output these.

3 to 7 are flowcharts showing the details of the above-mentioned control procedure. First, the detailed procedure at the time of lockup will be described with reference to FIGS. First, at step 20, the detected values of the accelerator opening α and the vehicle speed Vsp are read. Next, at step 21, it is determined whether the accelerator opening α is 0. When the accelerator opening α is not 0, the routine proceeds to step 22, and when it is 0, the routine proceeds to "C" in FIG. In step 22, the drive torque To is calculated from a formula that gives a torque that is predetermined as a function f of the accelerator opening α. Next, at step 23, the engine torque Tn at each shift position that the automatic transmission can take is calculated. For example, when the gear position is 4 speeds, Tt1 = To / (i1 * iend) i1 to i4: reduction ratio ien
d: Differential reduction ratio Tt2 = To / (i2 * iend) Tt1 to Tt4: Engine torque Tt3 = To / (i3 * iend) Tt4 = To / (i4 * iend) Calculate four engine torques Tt1 to Tt4 .

Then, in the next step 24, it is judged whether or not the current vehicle speed Vsp is equal to or higher than the target vehicle speed V10 (vehicle speed at which the lockup state is established), and if Vsp ≧ V10, step 25 is performed.
And if Vsp <V10, proceed to "B" in FIG. In step 25, the engine speed Nn (n = 1 at each shift position)
4) is calculated, and the process proceeds to step 26 in FIG. In step 26, the effective shift position search map is searched from the effective shift position search map from the engine torques (T1 to T4) and engine speeds (N1 to N4) of the first to fourth speeds. The effective engine shift position search map is provided with a limit engine speed Ntar and a limit torque.

In the next step 27, the shift position of the optimum fuel flow rate (best fuel consumption) is searched from the optimum fuel flow rate (best fuel consumption) map. In this step, for example, i3 (3rd speed)
Is selected, the i3 (3
(Speed), the throttle opening θ is searched from the engine torque and the engine speed, and in step 29, the shift position iout and the throttle opening θ are output.

If it is determined in step 24 that the vehicle speed Vsp is less than the target speed, in step 30 of FIG.
I1 is substituted into and the throttle opening corresponding to i1 is searched in step 28. In step 21, the accelerator opening α
When is determined to be 0, the process proceeds to step 31 in FIG.
i4 is assigned to iout, 0 deg is assigned to the throttle opening θ in step 32, and these are output in step 29.

5 to 8 are flowcharts showing the procedure of detailed control when the torque converter is used. First, in step 33, the detected values of the accelerator opening α and the vehicle speed Vsp are read. In the next step 34, it is determined whether or not the accelerator opening α is 0. If α = 0, the process proceeds to step 35, and if α = 0, the process proceeds to “B” in FIG. 7. In step 35, the driving torque To is calculated by the function f of α. In the next step 36, the torque converter output shaft torque Ttn at each shift position is calculated. For example, when the gear position is 4 speeds, Tt1 = To / (i1 * iend) i1 to i4: reduction ratio ien
d: Differential reduction ratio Tt2 = To / (i2 * iend) Tt1 to Tt4: Torque converter output shaft torque Tt3 = To / (i3 * iend) Tt4 = To / (i4 * iend) Four torque converters Tt1 to Tt4 -Calculate the output shaft torque. Then, in step 37, the torque converter output shaft speed Ntn (n = 1 to 4) at each shift position is calculated. Then, the process proceeds to step 38 of FIG. 6 to substitute Ntn (n = 1 to 4) for the search engine speed TNen. Next, at step 39, the power transfer characteristic map is searched using the speed ratio (Ntn / TNen) and the search engine speed TNen to obtain the engine torque Te.

In step 40, the torque ratio λ1 = Ttn / T
Performs the operation of e. In step 41, the torque ratio map is searched by the speed ratio (Ntn / TNen) to obtain the torque ratio λ2. Then, it is determined whether or not λ1 = λ2. If λ1 ≠ λ2, in step 43, Ntn is incremented (+1) and the process returns to step 38.

The value of the torque ratio in step 42 may be OK if it is within a certain range (λ2-k≤λ1≤λ2 + k). The increment amount in step 43 is +1.
It may be 0 or +20. This series of processing is performed for the first speed to the fourth speed, and if Yes (λ1 = λ2) is obtained for all, the process proceeds to "C" in FIG. In step 44, the engine torque (Te1 to Te4) and the engine speed (TNe1 to TNe4) at each shift position are obtained and stored in a memory, which is used in the next step 45. In step 45, the shift position that gives the optimum fuel flow rate (best fuel economy) is searched for from the optimum fuel flow rate (best fuel economy) map. And, for example, i1
When (1st speed) is selected, next, at step 46, the throttle opening θ is searched from the engine torque and engine speed at i1 (1st speed). In step 47, the determined shift position iout and throttle opening θ are output. If the determination result in step 34 of FIG. 5 is α = 0, the process proceeds to step 48 of FIG. 7 and i4 is substituted for iout,
In step 49, 0 deg is substituted for θ, and the process proceeds to step 47.

FIG. 8 is an alternative to the embodiment shown in FIGS. First, in step 50, the detected values of the accelerator opening α and the vehicle speed Vsp are read. In the next step 51, the simulated drive torque is searched from the simulated drive torque map from the accelerator opening α and the vehicle speed Vsp. The shift line of the best fuel economy is drawn in advance in this simulated drive torque map. Further, the acceleration pattern is also drawn according to the accelerator opening, and when the accelerator opening α is about ⅛, a driving torque sufficient to overcome the running resistance is required. The driving torque when the accelerator opening is 1/8 to 8/8 (fully opened) is proportional to the accelerator opening. Also, the simulated drive torque map takes into account the engine sound and the surplus drive force, and when the accelerator opening is a low opening such as 3/8 or less, the engine sound should be shifted at an engine speed that is not too loud. There is. Next, step 5
In step 2, the torque converter output shaft torque Tt at the shift position obtained in step 51 is calculated. Further, in step 53, the current vehicle speed Vsp and the torque converter output shaft rotation speed Nt at the shift position are calculated. Then, in step 54 of FIG. 9, the engine torque Te and the engine speed Ne are obtained using the characteristic formula of the torque converter. In step 55, the throttle opening corresponding to these values is searched from the map, and in step 56, the determined shift position and throttle opening are output.

FIG. 10 shows a model field for driving torque control.
It is a block configuration diagram of a control device to which the feedback control is added. In this embodiment, the detected values of the vehicle speed and the accelerator opening (target drive torque) are input to the controller 57, the throttle opening and the gear ratio corresponding to the vehicle speed and the accelerator opening are calculated, and output to the control target 58. . The controller 57 contains a model in consideration of engine efficiency and transmission efficiency, and realizes the driving torque required by the driver and the best fuel economy. Further, means (torque sensor, torque estimation, etc.) for detecting the actual driving torque is provided, and the deviation between the actual driving torque and the target driving torque is fed back to the corrector 59.
Correct the throttle opening. That is, the shortage of torque that occurs in a transient state, etc.
Correct with dt. In addition, the compensator 59 and the controller 5
Data is exchanged between the seven terminals through communication, and the data is rewritten so as to correspond to the state change due to a change over time.

FIG. 11 is a flow chart showing a control procedure in an automobile in which a transmission is operated by a manual shift lever. First, at step 60, the detected values of the accelerator opening α and the shift position r are read. And step 61
Then, it is determined whether or not it is in the D (drive) range. In the case of the D range, the routine proceeds to step 62, where the throttle opening and the shift position are calculated by the engine efficiency improvement control described above (FIGS. 3 to 7), and output at step 63. When the vehicle is in the driving range other than the D range, that is, in the R range (back) , the routine proceeds to step 64, where the throttle opening is calculated so that the accelerator opening and the throttle opening have a one-to-one correspondence. Then, in step 65, the shift position r and throttle opening read in step 60 are output.

FIG. 12 is a flow chart showing a control procedure when performing constant vehicle speed control. In step 66, the set vehicle speed Vtar and the current vehicle speed Vsp detection value are read. next,
In step 67, the acceleration a = (Vtar−Vsp) / Δt is calculated using the set vehicle speed Vtar and the current vehicle speed Vsp. In step 68, the driving torque Tout = k10 * a + Tf (Tf: running load, k10: constant) is calculated using the acceleration.
Is calculated. Then, in step 69, the drive torque Tou
The target engine torque Te and the target engine speed Ne are calculated by the function f of t and the function g of the vehicle speed Vsp. Next, in step 70, a map is searched for the target engine torque and the target engine speed to obtain the throttle opening, and this is output in step 71.

13 to 15 are flow charts showing the procedure of the method for estimating the rotational speed of the output shaft of the torque converter. In step 72, the engine speed Ne, the shift position in, and the detected value of the vehicle speed Vsp are read. Step 73
Then, it is determined whether or not the current shift position in and the previous shift position in-1 are equal. If they are equal, the routine proceeds to step 74, where it is judged whether or not FlgA is "1". If not, it proceeds to step 75 to execute the basic calculation of the torque converter output shaft rotation speed Nt, and at step 76, FlgA and Fl
The content of gB is set to "0" and the process proceeds to step 84 in FIG. If the current gear position in and the previous gear position in-1 are different in step 73, the routine proceeds to step 77, where FlgA =
1. The operation of r = gear (n-1) is executed. Here, i represents the shift position, and gear represents the gear ratio. Next, step 7
At 8 it is determined whether the shift is up or down.

In the case of upshifting, in step 79, u
p = 1, if downshifting, up = 2 in step 80.
To execute. Next, in step 81, it is determined whether or not up is "1". If it is "1", the process proceeds to step 82,
If the value is other than "1", the process proceeds to step 83 in FIG. In steps 82 to B and steps 83 to B, the torque converter output shaft rotation speed Nt during gear shifting is estimated.

In step 82, it is determined whether or not the value obtained by subtracting the previous engine speed Ne (n-1) from the current engine speed Ne (the difference in engine speed) is less than or equal to the set value drpm. If the difference in engine speed is less than or equal to the set value, it is determined that the gear is actually changed, and the process proceeds to step 82a to set the value of FlgB to "1". Then, the estimated turbine (torque converter output shaft) rotation speed calculation process (X in FIG. 15, which will be described later) in step 82b is executed. If it is determined in step 82 that the difference in engine speed is larger than the set value, step 82
Go to c and determine whether FlgB is "0". If FlgB is "0", the routine proceeds to step 82d, where it is judged that the actual gear shift is not performed, and Nt is calculated using the basic equation calculation of the previous gear ratio.
Ask for. When it is determined in step 82c that FlgB is "0", it is determined that the shift is completed, and in step 82e FlgA
Substituting "0" as the value of each of Flg and FlgB, the process proceeds to FIG.

In step 83, it is determined whether or not the value obtained by subtracting the previous engine speed Ne (n-1) from the current engine speed Ne (difference in engine speed) is the set value Drpm or more. When the difference between the engine speeds is equal to or greater than the set value, it is determined that the gear is actually changed, and the process proceeds to step 83a to set the value of FlgB to "1". Then, the estimated turbine (torque converter output shaft) rotation speed calculation process (Y in FIG. 15, which will be described later) in step 83b is executed. If the result of determination in step 83 is that the difference in engine speed is smaller than the set value, step 83c is proceeded to, where it is determined whether or not the value of FlgB is "0". In the case of "0", the routine proceeds to step 83d, it is judged that it is not an actual shift, and Nt is obtained by using the basic equation calculation of the previous gear ratio. If the value of FlgB is "0" in the determination in step 83c, it is determined that the gear shift is completed, and step 8 is performed.
In step 3e, "0" is set as the value of FlgA and FlgB, and the procedure proceeds to B. Finally, in step 84, Ne (n-1) is set to Ne, in-1
Is assigned to in to end the control.

FIG. 15 shows a turbine rotation speed estimation calculation process during shifting. The arithmetic expression performed in the process X is Ntb = Vsp * gear (n) * iend * k6 (1) Ntc = Nt-Ntb (2) Neb = Vsp * gear (n) * iend * k7 (3) Nec = Ne-Nb (4) Time = (Nec * ΔT) / (Ne (n-1) -Ne) (5) DNt = Ntc * ΔT / Time (6) Nt = Nt-DNt (7) Here, Ntb: Estimated torque converter output shaft rotation speed at the end of gear shift Ntc: Estimated torque converter output shaft rotation speed at the start of gear shift Ntb, that is, the torque converter output shaft rotation speed Neb which changes with gear shift : Engine speed at the end of gear shift Nec: Engine speed at the start of gear shift Neb minus Neb, that is, engine speed that changes due to gear shift Time: Gear shift time DNt: Torque converter at one task (for example, 10 msec)
Estimated change amount of output shaft rotational speed DNt Nt: Estimated torque converter output shaft rotational speed. Also in the process Y, the changing direction of the rotation speed (increase)
Nt is calculated in the same manner as in the process X, only by the difference.

FIG. 16 is a time chart of throttle control using the ratio (gear ratio) of the output shaft speed of the transmission and the torque converter output shaft speed. After the shift signal is output, the gear ratio actually changes, and thus the actual shift is performed. In the present embodiment, the throttle opening is controlled according to the gear ratio at the time of upshifting, but it can be similarly controlled by using the gear ratio at the time of downshifting. For example, when the gear ratio changes, a certain slice level is set at the start and end of the change, and a shift flag is set. And
When this shift flag is set, the throttle control is interrupted to maintain or reduce the throttle opening to prevent shift shock. Also, using the gear ratio,
It is possible to prevent the gear shift shock by operating the throttle during gear shift and controlling the ignition timing and the fuel amount when the gear shift flag is set without executing the interrupt control.

FIG. 17 is a flow chart showing the control procedure in the embodiment for calculating the allowable traveling distance. In step 85, the remaining fuel amount Qf, the vehicle speed Vsp, the engine speed Ne, and the detected values of the throttle opening θ are read. next,
In step 86, the engine torque Te is searched from the map based on the engine speed Ne and the throttle opening θ. Then, in step 87, a map is searched for the engine speed Ne and the engine torque Te to obtain the fuel consumption amount Fc in the operating state. In step 88, the fuel consumption Ff is calculated by Vsp / Fc. Then, in step 89, the permissible travel distance S that indicates how much distance the remaining fuel Qf has when maintaining the present operating condition is calculated by Qf * Ff, and in step 90, the display signal Sd is a function of S. It is obtained in step f and output in step 91.

FIG. 18 is a hard block diagram of the torque control device. In the vehicle of this embodiment, the accelerator pedal sensor 92, the shift lever signal 93, the vehicle speed rotation sensor 94,
The engine rotation sensor 101, the torque converter output shaft rotation 95, the accelerator switch 104, the set vehicle speed Vtar, the actual throttle opening θreal and the remaining fuel amount Qf are input to the power train controller 96. The power train controller 96 determines the drive torque intended by the driver (air amount, gear ratio) as described above. And this power train controller 9
6 calculates a throttle opening, a gear ratio, and a lockup state based on each input signal, and outputs a control signal based on each calculation to a throttle controller 97 and a shift solenoid 9
8. Output to the lockup solenoid 99. Further, the engine controller 100 includes an engine rotation sensor 10
1 signal is input, the engine controller 100
The ignition signal is output to the ignition device 102 and the fuel injection amount signal is output to the fuel control device 103. The power train controller 96 may have a form in which the transmission control and the throttle control are controlled by one CPU, or a form in which a plurality of CPUs are used in terms of safety.

In the case of performing the minimum fuel consumption point control in the vehicle having such a configuration, the signals of the accelerator pedal sensor 92 and the vehicle speed rotation sensor 94 are input to the power train controller 96 to generate the driving torque required by the driver. The throttle opening, the gear ratio, and the lock-up state are calculated so as to be the minimum point of the map of the fuel consumption amount, and the respective control signals based on the calculation results are sent to the throttle controller 97, the shift solenoid 98, and the lock. Output to the up solenoid 99. During lockup control, the power train controller 96 and the engine controller 100 communicate with each other to control the ignition device 102 and the fuel control device 103 so as to prevent torque fluctuations.

The accelerator pedal sensor 92 is provided with an accelerator switch 104, which constantly determines whether or not the accelerator pedal sensor 92 is abnormal in the power train controller 96. If the accelerator pedal sensor 9
If the signal of 2 is abnormal, the accelerator switch 1
Switch to 04 signal and use the judgment such as fully closed or fully opened to enable traveling to the repair shop. At the same time, the driver is notified by displaying the abnormality of the accelerator sensor 92 on the display plate.

Further, in the power train controller 96, the accelerator pedal sensor 92 and the shift lever signal 93 are used.
Is used to determine whether to execute the minimum fuel consumption point control, and D
In the case of the range, the above control is executed. In the range other than the D range, especially in the R (reverse) range, in order to prevent runaway due to opening of the throttle opening larger than the required opening of the accelerator pedal sensor 92, the required opening of the accelerator pedal sensor 92 ≧ throttle opening , Must be set. Therefore, in such a case, the throttle opening is calculated by a calculation different from the above-described calculation method and is output to the throttle controller 97.

When performing the constant vehicle speed control, the set vehicle speed Vtar requested by the driver and the signal from the vehicle speed rotation sensor 94 are input to the power train controller 96. The power train controller 96 calculates the acceleration for changing the current vehicle speed to the set vehicle speed in an arbitrary fixed time, and obtains and controls the throttle opening, the gear ratio, etc. by the control flow of the minimum fuel consumption point control.

In order to reduce the shift shock, it is necessary to use the gear ratio (the signal of the vehicle speed rotation sensor 94 / the signal of the torque converter output shaft rotation 95) to control the throttle opening during the gear shift. There is no problem in a vehicle in which the signal of the torque converter output shaft rotation 95 can be detected,
If it cannot be detected, it is necessary to estimate the rotational speed of the torque converter output shaft. The estimation is performed using the signal of the vehicle speed rotation sensor 94, the signal of the engine rotation sensor 101, and the gear ratio obtained by the minimum fuel consumption point control.

Finally, the present embodiment can be used to calculate the optimum fuel economy of the current automobile. That is, the permissible travel distance can be calculated in the power train controller 96 from the signals (vehicle speed, engine speed, gear ratio, throttle opening and residual fuel amount Qf) used in the minimum fuel consumption point control. . From a practical point of view, the traveling distance can be displayed on the display plate, which helps the driver in refueling.

FIG. 19 is an overall configuration diagram of a torque control device according to an embodiment of the present invention. The inside of the broken line is the function inside the power train controller shown in FIG. In the minimum fuel consumption point control, the detection signals of the accelerator opening detection means 105 and the vehicle speed detection means 106 are input to the target drive torque search means 107 of the power train controller, and the target drive torque required by the driver at the current vehicle speed. To search. Next, the value of the target drive torque is input to the torque transmission calculation means 108, and the gear ratios corresponding to the target drive torque are calculated for each gear ratio.
Calculate the throttle opening. Further, the presence or absence of lockup control is determined. When the lockup control is “present”, a control signal is output to the lockup control device 109.

Further, in the torque transmission calculating means 108, the shaft torque is estimated from the differential value or the twice differential value of the vehicle speed signal, the torque fluctuation during the lockup control is detected, and if the torque fluctuation occurs, The fuel control device 110 is controlled to increase (dilute) the air-fuel ratio to prevent torque fluctuation. Further, the engine speed and the engine torque for each gear ratio obtained by the torque transmission calculating means 108 are input to the gear ratio selecting means 111 to obtain the gear ratio with the smallest fuel consumption. The engine torque of the gear ratio and the engine speed obtained here are input to the throttle opening calculation means 1 (112),
The throttle opening signal based on the calculation result is output to the throttle controller 113. Further, the gear ratio obtained by the gear ratio selecting means 111 is output to the gear shift actuator 114.

The detection signal of the accelerator opening detecting means 105 is inputted to the fail judging means 115, and it is judged whether or not an abnormality has occurred in the accelerator opening signal. If an abnormality occurs, the fail determination means 115 outputs a fail signal to the target drive torque retrieval means 107 to switch it to the detection signal of the accelerator switch detection means 116. Further, in this case, it is impossible to arbitrarily set the target throttle opening degree, and therefore, when the accelerator fully closed switch is released, the throttle opening degree is opened by about 10 degrees. Further, the driver is informed by displaying an abnormality of the accelerator opening detection means 105 on the display plate.

Next, the accelerator opening detection means 105 and the shift position detection means 116 are connected to the manual shift lever position determination means 1
17 is inputted and it is judged in the judging means 117 whether or not the minimum fuel consumption point control is executed. In the case of the D range (where there are two or more gear ratios), this control is executed. In the range other than the D range, especially in the R (reverse) range, in order to prevent runaway due to the throttle opening opening being larger than the required opening degree of the accelerator opening detection means 105, the required opening degree of the accelerator opening detection means 105 ≧ Set the throttle opening. In this case, the throttle opening is calculated by the throttle opening calculation means 2 (118), and the throttle controller 113
Output to. Further, the manual shift lever position determination means 117
Simultaneously outputs the signal of the shift position detecting means 116 to the shift actuator 114.

Next, in the constant vehicle speed control, the set vehicle speed Vtar required by the driver is input to the set vehicle speed detecting means 119 and the vehicle speed detecting means 106 to the acceleration calculating means 120, and an arbitrary fixed time from the current vehicle speed to the set vehicle speed. Calculate the acceleration to change. Then, the acceleration is input to the target drive torque search means 107, and the target drive torque that matches the acceleration is calculated. After that, the above-mentioned minimum fuel consumption point control,
The throttle opening and the gear ratio are controlled via the torque transmission calculating means 108, the gear ratio selecting means 111, and the throttle opening calculating means 1 (112).

In order to control the throttle opening during gear shifting from the viewpoint of gear shift shock reduction, a gear ratio (vehicle speed detecting means 1
06 signal / torque converter output shaft rotation speed detecting means 1
21 signals) must be used. There is no problem in an automobile in which the signal of the torque converter output shaft rotation speed detection means 121 can be detected, but in the case where it cannot be detected, it is necessary to estimate the torque converter output shaft rotation speed. In the case of estimation, the signal of the vehicle speed detecting means 106, the signal of the engine speed detecting means 122 and the gear ratio selecting means 111 are input to the torque converter output shaft speed estimating means 123 to estimate the torque converter output shaft speed. To do. Then, the torque converter output shaft rotation speed detection means 121 or the torque converter output shaft rotation speed estimation means 123 inputs the torque converter output shaft rotation speed to the gear ratio calculation means 124 to determine whether or not a gear shift is in progress. When the gear is being changed, the throttle opening calculating means 1 (11) is used to adjust the throttle opening according to the change of the gear ratio so as not to cause a shift shock.
Obtained in 2) and output to the throttle controller 113.

Next, the actual throttle opening output from the throttle opening detecting means 125 of the throttle controller 113, the vehicle speed of the vehicle speed detecting means 106, the engine speed of the engine speed detecting means 122, and the gear ratio selecting means 111. And the gear ratio of the manual shift lever position determining means 117 and the residual fuel amount Qf of the residual fuel amount detecting means 126 are input to the allowable traveling distance calculating means 127 to calculate the allowable traveling distance, and the display plate ( For example, CRT) 128 is displayed.

[0053]

According to the present invention, the driving characteristics required by the driver can be ensured because the driving characteristics of the torque converter and the like can be grasped and the efficiency of the driving torque transmitted to the tire can be judged. At the same time, the fuel economy can be improved.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a torque control device according to an embodiment of the present invention.

FIG. 2 is a flowchart showing a processing procedure of a torque control method according to an embodiment of the present invention.

FIG. 3 is a flowchart showing detailed control at lockup in the control procedure shown in FIG.

FIG. 4 is a flowchart showing detailed control at lockup in the control procedure shown in FIG.

FIG. 5 is a flowchart showing a procedure of detailed control when the torque converter is used.

FIG. 6 is a flowchart showing a procedure of detailed control when the torque converter is used.

FIG. 7 is a flowchart showing a procedure of detailed control when the torque converter is used.

FIG. 8 is a flow chart according to an alternative of the embodiment shown in FIGS.

9 is a flow chart according to an alternative of the embodiment shown in FIGS.

FIG. 10 is a block configuration diagram of a control device in which model feedback control is added to drive torque control.

FIG. 11 is a flowchart showing a control procedure in an automobile in which a transmission is operated by a manual shift lever.

FIG. 12 is a flowchart showing a control procedure when performing constant vehicle speed control.

FIG. 13 is a flowchart showing a procedure of a method for estimating the rotational speed of the output shaft of the torque converter.

FIG. 14 is a flow chart showing a procedure of a method for estimating the rotational speed of the output shaft of the torque converter.

FIG. 15 is a flowchart showing the procedure of a method for estimating the output shaft speed of a torque converter.

FIG. 16 is a time chart of throttle control using the ratio (gear ratio) of the output shaft rotation speed of the transmission and the torque converter output shaft rotation speed.

FIG. 17 is a flowchart showing a control procedure in the embodiment for calculating an allowable travel distance.

FIG. 18 is a hard block diagram of the torque control device.

FIG. 19 is an overall configuration diagram of a torque control device according to an embodiment of the present invention.

[Explanation of symbols]

1 ... Vehicle speed detecting means, 1.1 ... Accelerator opening detecting means, 2
... target drive torque retrieval means, 3 ... torque transmission calculation means,
4 ... Lock-up control device, 5 ... Gear ratio selecting means, 6 ...
Speed change actuator, 7 ... Throttle opening calculation means, 8
… Throttle controller.

Continuation of front page (51) Int.Cl. ⁷ Identification code FI F16H 61/14 601 F16H 61/14 601C (72) Inventor Naoyuki Ozaki 2520 Takaba, Katsuta, Ibaraki Stock Company Hitachi Ltd. Automotive Equipment Division (72) Inventor Masahiko Hashimoto 2520 Takaba, Katsuta, Ibaraki, Takaba Stock Company, Hitachi Ltd., Automotive Equipment Division (72) Inventor Hirotsuka Tokuda 2520, Katsuta, Ibaraki, Takaba, Ltd., Automotive Equipment Business (56) Reference JP 62-110536 (JP, A) JP 3-182662 (JP, A) JP 57-73257 (JP, A) JP 60-143132 (JP, A) JP 59-215961 (JP, A) JP 3-169753 (JP, A) JP 3-100339 (JP, A) Actual development 59-135412 (JP, U) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60K 41/00-41/28 F02D 29/00-45/00 F16H 59/00-63/00

Claims (8)

(57) [Claims] Claim: What is claimed is: 1. A target drive shaft torque value is obtained from a vehicle speed and an accelerator opening, and a gear ratio and an intake air amount of a transmission that connects an engine output shaft and a vehicle drive shaft are controlled to control a vehicle drive shaft. The torque is controlled to reach the target drive shaft torque, and when the manual shift range of the transmission is a range including a plurality of gear ratios in one range, the drive shaft torque is controlled to the target drive shaft torque. A torque control method for an internal combustion engine, wherein when the range is a range including a single gear ratio, the drive shaft torque is controlled to the target drive shaft torque by making the intake air amount dependent only on the accelerator opening. 2. The torque control method for an internal combustion engine according to claim 1, wherein the target is determined by using a table of fuel consumption depending on whether or not a lock-up state in which the input and output shafts of the torque transmission mechanism are directly connected. A torque control method for an internal combustion engine, wherein a gear ratio is set and an intake air amount that achieves the target drive shaft torque is set at the target gear ratio. 3. The torque control method for an internal combustion engine according to claim 1, wherein a torque map is searched when the value of the target drive shaft torque is obtained, and an accelerator that gives a basic drive torque value that overcomes the running resistance. A value obtained by adding the value of the basic driving torque to the value of the driving torque proportional to the accelerator opening from the opening value to the accelerator full opening value is output from the torque map as the value of the target driving shaft torque, The target gear ratio is set using the table of fuel consumption depending on whether or not the input and output shafts are directly connected in the lockup state, and the intake air amount that becomes the target drive shaft torque at the target gear ratio is set. A torque control method for an internal combustion engine to be set. 4. The torque control method for an internal combustion engine according to claim 1, 2, or 3, wherein a residual fuel amount Qf, a vehicle speed Vsp, and an engine speed Ne.
And a throttle opening θ, and an engine torque Te is obtained from the engine speed Ne and the throttle opening θ, and the engine speed Ne and the engine torque T are obtained.
The fuel consumption amount Fc in that operating condition is calculated from e, and the fuel consumption F
f is calculated by the vehicle speed Vsp / the fuel consumption amount Fc, and a permissible travel distance S of how much the remaining fuel amount Qf has is obtained by the remaining fuel amount Qf × the fuel consumption Ff. Showing a torque control method for an internal combustion engine. 5. A drive shaft of a vehicle by determining a target drive shaft torque value from a vehicle speed and an accelerator opening, and controlling a gear ratio and an intake air amount of a transmission connecting an output shaft of an engine and a drive shaft of a vehicle. When the manual shift range of the transmission is a range including a plurality of gear ratios in one range, the drive shaft torque is set to the target drive shaft torque. Torque control of an internal combustion engine having a function of controlling the drive shaft torque to the target drive shaft torque by making the intake air amount dependent only on the accelerator opening when the range includes a single gear ratio in one range. apparatus. 6. The torque control device for an internal combustion engine according to claim 5, wherein it is determined whether or not a lockup state in which the input and output shafts of the torque transmission mechanism are directly connected is determined, and whether or not the lockup state is established. A torque control device for an internal combustion engine having a function of setting a target gear ratio by using a table of fuel consumption amount according to the above, and setting an intake air amount that becomes the target drive shaft torque at the target gear ratio. 7. A torque control apparatus for an internal combustion engine according to claim 5, wherein the search when determining the value of the target drive shaft torque, an accelerator opening value which gives the basic drive torque value enough to overcome the running resistance Has a torque map that outputs a value obtained by adding the value of the basic driving torque to the driving torque value proportional to the accelerator opening value from the accelerator opening value to the target driving torque value. It is determined whether or not the lockup state is directly connected to the engine, and the target gear ratio is set by using the table of fuel consumption depending on whether the lockup state is established or not. A torque control device for an internal combustion engine having a function of setting the intake air amount. 8. The torque control device for an internal combustion engine according to claim 5, 6 or 7, wherein the remaining fuel amount Qf, the vehicle speed Vsp, the engine speed Ne and the throttle opening θ are detected to detect the engine speed. The engine torque Te is calculated from Ne and the throttle opening θ,
From the engine speed Ne and the engine torque Te, the fuel consumption amount Fc in the operating state is obtained, the fuel consumption Ff is obtained by the vehicle speed Vsp / the fuel consumption amount Fc, and the distance of the remaining fuel amount Qf is maintained. A torque control device for an internal combustion engine having a function of obtaining the allowable traveling distance S by the remaining fuel amount Qf × the fuel consumption Ff and displaying the allowable traveling distance S.