JP4241502B2 - Vehicle driving force control device - Google Patents

Description

  The present invention relates to an engine control device, and more particularly to a technique for suppressing vehicle longitudinal vibration that occurs when an accelerator operation is performed from a state in which an accelerator operation is not performed (when switching from an accelerator OFF to an accelerator ON).

As a technique for suppressing the longitudinal vibration of the vehicle, there is one described in Patent Document 1. In this technique, when the fuel supply is resumed from the coast state where the fuel supply is stopped, the change speed of the target driving force with respect to the accelerator change is limited to reduce the longitudinal vibration of the vehicle.
Japanese Patent Laid-Open No. 10-9018

However, in the above-described conventional technology, no consideration is given to the longitudinal vibration of the vehicle caused by the collision between the gears when the backlash of the drive system gear is closed, and there is room for improvement in this respect.
In other words, when the driver depresses the accelerator pedal (accelerator OFF → accelerator ON), the fuel supply is resumed. At this time, the engine changes from the driven state to the driving state. System gear backlash will be packed. While this backlash is packed, the engine is in a no-load state, so even if the acceleration characteristics are moderated by limiting the change speed of the target driving force, the engine outputs torque for acceleration. If this happens, the gears will collide violently, and there will be a problem that the longitudinal vibration of the vehicle will occur due to the impact at that time.

Such a problem occurs when switching from the running state (driven state) using the engine brake as the accelerator OFF to the accelerator ON (driven state) regardless of whether or not the fuel supply is stopped. Is also generated in the same manner.
The present invention has been made paying attention to such a problem, and it is an object of the present invention to provide a driver with a responsive acceleration feeling while suppressing vehicle longitudinal vibration when switching from accelerator OFF to accelerator ON. .

The present invention is an engine control device that detects an accelerator operation amount and controls an output torque of the engine based on the detected accelerator operation amount, wherein the opening degree of the throttle valve of the engine is independent of the accelerator operation amount. Throttle opening control means that can be controlled in an automatic manner, and an upper limit throttle that sets the throttle opening that generates backlash backlash necessary torque as the upper limit of the throttle opening when the accelerator operation is performed from the state where the accelerator operation is not performed The throttle opening degree control means includes an opening degree setting means and an engine rotation speed detection means for detecting the engine rotation speed, and the throttle opening degree control means is preset with a change amount per unit time of the engine rotation speed after the accelerator operation is performed. The slot for a predetermined period of time after the predetermined value is exceeded, and then again below the predetermined value. What is the first value after limiting the opening of the valve to the upper limit or less, or after the amount of change per unit time of the engine speed after the accelerator operation is greater than or equal to a first predetermined value? The throttle valve opening is limited to the upper limit or less for a predetermined period until the second predetermined value or less differs.

  According to the engine control apparatus of the present invention, when switching from the accelerator OFF to the accelerator ON, the throttle opening of the engine is controlled to be equal to or less than the upper limit throttle opening regardless of the accelerator operation amount for a predetermined period from the accelerator ON. Therefore, the engine torque that is necessary and sufficient to reduce backlash in the process of backlash of the drive system gear that occurs when the engine is switched from the driven state to the driven state is output, and the backlash is reduced. The engine torque requested by the driver (according to the amount of accelerator operation) is output after a predetermined period has elapsed.

Thus, when the accelerator is switched from the accelerator OFF to the accelerator ON, the drive system gears can be prevented from colliding violently and the occurrence of longitudinal vibrations of the vehicle can be suppressed, and the acceleration feeling of the driver can be improved.
It can be said that the engine torque that should originally be output is limited until the predetermined period elapses. Therefore, after the predetermined period elapses, the limited amount may be added to the engine torque. Good (in this case, it is desirable to gradually change (decrease) the added amount as time passes). In this way, it is possible to give the driver a feeling of acceleration with better response.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 schematically shows the configuration of a vehicle according to an embodiment of the present invention. As shown in FIG. 1, the vehicle includes an engine 1 and an automatic transmission with a torque converter (hereinafter referred to as “AT”) 2 connected to the engine 1, and the output of the engine 1 is AT 2. The wheel drive shaft 5 and the wheel 6 are transmitted via the propeller shaft 3 and the differential gear 4.

  The engine 1 includes an electronically controlled throttle 101 that can be controlled independently from the driver's accelerator operation. A throttle valve actuator 101b that controls the opening of the throttle valve 101a is an engine control unit (hereinafter referred to as "ECU"). ) 10 driven. The ECU 10 includes an accelerator opening sensor 21 that detects an accelerator opening APO (amount of operation of the accelerator pedal 8), and a crank sensor that detects a rotation speed (engine rotation speed Ne) of a crankshaft 102 that is an output shaft of the engine 1. 22. Various sensors such as a water temperature sensor 23 for detecting the engine coolant temperature Tw, a vehicle speed sensor 24 for detecting the vehicle speed Vs, and a wheel speed sensor 25 for detecting the rotational speed of the wheel 6 (hereinafter referred to as “wheel speed”) Nw. In addition to the detection signal, an operation signal for the idle switch 26 and the like that operates when the throttle valve of the electronic control throttle 10 is fully closed is also input.

  The AT 2 is composed of a continuously variable transmission that can continuously change the gear ratio, and its operation is controlled by a transmission control unit (hereinafter referred to as “ATCU”) 20. The ATCU 20 includes an output shaft rotation sensor 31 that detects the rotational speed No. of the output shaft (not shown) of AT2 to which the propeller shaft 4 is connected, a gear stage detection sensor 32 that detects the gear stage of AT2, and a shift position. Detection signals such as a shift position detection sensor (not shown) are input.

The ECU 10 and the ATCU 20 are connected to each other so that a predetermined signal can be exchanged.
The ECU 10 adjusts the engine torque by controlling the fuel injection amount, the ignition timing, and the throttle opening of the electronic control throttle 101 based on the inputted various signals, and the ATCU 20 is based on the inputted various signals. The AT2 shift control is performed to achieve the target driving force required according to the engine operating conditions.

Regarding fuel injection control, the ECU 10 normally controls the drive of a fuel injection valve (not shown) in accordance with the engine operating state to supply an optimal amount of fuel to the engine 1 while maintaining predetermined fuel cut conditions. When is established, the drive of the fuel injection valve is stopped and the supply of fuel to the engine 1 is stopped.
By the way, when the driver depresses the accelerator pedal 8 during the fuel cut (accelerator OFF → accelerator ON), the fuel cut condition is not established and the fuel supply is resumed. As a result, as described above, the engine 1 shifts from the rotated state (driven state) to the vehicle driving state (driving state), and the driving force is from the “negative” direction. It will switch to the “positive” direction. For this reason, a process in which backlash is reduced occurs in the drive train gear. In such a process, since the engine 1 is in a no-load state, when engine torque (acceleration torque) corresponding to the amount of depression of the accelerator pedal 8 (accelerator operation amount) is output as in normal operation, As the drive state is switched to the drive state, the drive system gears collide violently, and there is a possibility that longitudinal vibration of the vehicle may occur due to the impact at that time.

  Therefore, in this embodiment, the accelerator pedal 8 is depressed during the fuel cut (accelerator OFF → accelerator ON) in order to suppress such a severe collision between the drive system gears and the accompanying longitudinal vibration of the vehicle. When the supply is resumed, first, output the torque necessary and sufficient to reduce the backlash of the drive train gear (limit the engine torque), and after the backlash is reduced (in other words, the above-mentioned no-load state) At the timing when the operation is finished), a torque necessary for acceleration is output in accordance with the depression operation of the accelerator pedal 8.

  2 and 3 are flowcharts showing the engine torque control executed by the ECU 10 when the fuel supply is resumed from the fuel cut. This flow is executed when the fuel cut flag Fcut is set to 1 (that is, when the fuel is being cut). Here, the fuel cut flag Fcut is set to 0 during normal operation, and is set to 1 when a predetermined fuel cut condition (for example, the idle switch is ON and the engine speed Ne is equal to or higher than a predetermined value) is satisfied. .

In S11, the vehicle state such as the engine speed Ne, the wheel speed Nw, and the gear stage (speed ratio) of AT2 is read.
In S12, it is determined whether or not the accelerator pedal 8 has been depressed by the driver (whether or not an accelerator operation has been performed). If the accelerator pedal 8 is depressed (that is, accelerator OFF → accelerator ON), the process proceeds to S13. Otherwise (that is, the accelerator is OFF), this flow is terminated.

When the accelerator pedal 8 is depressed, the fuel cut flag Fcut is canceled (Fcut = 0), and the fuel supply is resumed. When the accelerator pedal 8 is depressed, the depression amount (accelerator opening APO) of the accelerator pedal 8 is also read at the same time.
In S13, an engine torque (hereinafter referred to as “driver required torque”) TFD corresponding to the driver's acceleration request is calculated based on the accelerator opening APO and the engine speed Ne read. The calculation of the driver request torque TFD is the same as that performed during normal operation. For example, the driver request torque TFD is assigned according to the accelerator opening APO and the engine speed Ne based on the read accelerator opening APO and the engine speed Ne. Calculated by referring to the target engine torque map.

  In S14, it is determined whether or not an upper limit throttle opening setting flag FLMTTH is set. If the upper limit throttle opening is not set (if FLMTTH = 0), the process proceeds to S15, and if already set (if FLMTTH = 0), the process proceeds to S18. The upper limit throttle opening degree setting flag FLMTTH is set to 1 when the upper limit throttle opening degree LMTTH is set in S17 described later.

  In S15, an engine torque (hereinafter referred to as “backlash necessary torque”) GATTRQ required to close backlash of the drive train gear is calculated based on the vehicle state. The rattling-necessary torque GATTRQ is smaller than the driver request torque TFD, and is calculated as a value that can prevent a severe collision between gears when the accelerator is turned off and the accelerator is turned on, as described above. The calculation of the backlash necessary torque GAATTRQ is performed, for example, by searching a table as shown in FIGS. 4 and 5 based on the relative value (ratio) of the wheel speed Nw to the engine speed Ne and the gear stage. Here, the larger the relative value (ratio) of the wheel speed Nw to the engine rotation speed Ne or the lower the gear position, the larger the backlash required torque GATTRQ is set to a larger value. This is because the larger the relative value of the wheel speed Nw with respect to the engine rotational speed Ne or the closer the gear stage is to the LOW side, the larger the amount of rotation (rotation angle) for closing backlash. In either case, the time for closing backlash (that is, the period during which the engine torque is limited) is set to be substantially constant while avoiding the gears from colliding violently. The calculation of the backlash necessary torque GATTRQ and the setting of LMTTH for the upper limit throttle opening described below are not limited to those performed when the accelerator is turned off and the accelerator is turned on, but may be performed in the accelerator off state before that time.

In S16, the backlash necessary torque GAATTRQ is converted into the throttle opening, and the converted value is set as the upper limit (upper limit throttle opening) LMTTH of the throttle opening.
In S17, an upper limit throttle opening LMTTH is set. By setting the upper limit throttle opening degree LMTTH, the throttle opening degree is limited to the upper limit throttle opening degree LMTTH or less until the setting is canceled. As a result, the control of the engine 1 (and AT2) is executed so as to output the driver request torque TFD calculated in S13 during the normal operation, but the calculation is performed while the upper limit throttle opening LMTTH is set. Regardless of the driver request torque TFD, the engine 1 outputs the backlash required torque GAATTRQ (the engine torque is limited to the backlash required torque GATTRQ). At the same time, the upper limit throttle opening setting flag FLMTTH is set to 1.

In S18, calculation of the amount of change per unit time of the engine rotational speed Ne (current value—previous value, hereinafter simply referred to as “rotational speed change amount”) DLTNE is started.
In S19, it is determined whether or not the rotation time change amount DLTNE is equal to or greater than a first predetermined value ΔNe1. If DLTNE ≧ ΔNe1, the process proceeds to S20, and if DLTNE <ΔNe1, this flow ends.

In S20, it is determined whether or not the rotation time change amount DLTNE is equal to or smaller than a second predetermined value ΔNe2. If DLTNE ≦ ΔNe2, the process proceeds to S21, and if DLTNE> ΔNe2, the flow ends.
As described above, when the engine 1 outputs the backlash-necessary torque GAATTRQ, the backlash of the drive system gear is reduced. In the process of filling the backlash, the engine 1 is in a no-load state, so the engine speed Ne increases. Accordingly, in S19, it is determined that the rotation time change amount DLTNE is equal to or greater than the first predetermined value ΔNe1, and a state in which the backlash of the drive system gear is reduced (hereinafter referred to as “backlashing phase”) is started. That is confirmed. On the other hand, since the load on the engine 1 increases at the final stage of packing backlash, the increased engine rotational speed Ne starts to decrease. Therefore, it is confirmed that the loosening phase is (almost) completed by determining that the rotation time variation amount DLTNE is equal to or smaller than the second predetermined value ΔNe2 in S20. The first predetermined value ΔNe1 and the second predetermined value ΔNe2 may be the same value or different values.

In S21, the setting of the upper limit throttle opening degree LMTTH is canceled and the upper limit throttle opening degree setting flag FLMTTH is set to zero.
In S22, an engine torque (hereinafter simply referred to as “restricted torque”) LMTFD limited during the backlash phase is calculated. The limit torque LMTFD is calculated based on the difference between the driver request torque TFD and the backlash necessary torque GAATTRQ during the backlash phase time (see part A in FIG. 6).

  In S23, the limit torque LMTFD is added to the driver request torque TFD. When the setting of the upper limit throttle opening LMTTH is canceled, the engine control is basically executed so as to output the driver request torque TFD, but in this embodiment, the driver request torque TFD is simply output. Instead, the engine control is executed so as to output a torque obtained by adding the amount limited in the looseness phase (limit torque LMTFD). Here, instead of adding the limit torque LMTFD at a time, a part of the limit torque LMTFD is added to the driver request torque TFD, and the addition is gradually reduced with the elapsed time (FIG. 6). ), And also prevents an excessive acceleration feeling while preventing a decrease in the acceleration feeling.

FIG. 6 is a time chart showing changes at the time of resumption of fuel supply from the fuel cut of the present embodiment described above. In addition, the broken line in a figure has shown the conventional state.
When a predetermined fuel cut condition is satisfied, the fuel cut flag Fcut is set, and the fuel supply is stopped. During such fuel cut, the accelerator is OFF, the throttle valve is fully closed, and the engine speed is substantially constant (rotation time variation DLTNE≈0). At this time, the engine brake is applied to the vehicle, and the driving force (actually generated value) is in a “negative (minus)” state.

  When the accelerator pedal 8 is depressed, the fuel cut flag is released, and the driver request torque TFD is calculated based on the engine operating state (accelerator opening APO, engine speed Ne). Further, the backlash required torque GATTRQ corresponding to the vehicle state is calculated, and an upper limit throttle opening LMTTH obtained by converting the backlash required torque GAATTRQ into the throttle opening is set (time t1). By setting the upper limit throttle opening LMTTH, the engine 1 outputs the backlash-necessary torque GATTRQ regardless of the driver request torque TFD.

  As described above, when the accelerator pedal 8 is depressed, the engine 1 is switched from the driven state to the driving state, and a process of closing backlash of the driving system gears occurs. At this time, the engine rotation speed Ne (rotation time change amount DLTNE) increases, but when the backlash is reduced, the engine rotation speed Ne (rotation time change amount DLTNE) decreases. Therefore, when the rotation time change amount DLTNE becomes equal to or larger than the first predetermined value ΔNe1 and then becomes equal to or smaller than the second predetermined value ΔNe2, it is determined that backlash is stuffed (backlash ending) (time t2), and the upper limit is reached. Cancel the throttle opening LMTTH setting. During this period from time t1 to t2, the “backlash filling phase” in which backlash is packed is performed. During that time, the throttle opening is limited to the upper limit throttle opening LMTTH or less, and the engine torque is limited to the backlash necessary torque or less. Will be. As a result, when the engine 1 is switched from the driven state to the driven state, the drive system gears are prevented from colliding violently, and the occurrence of longitudinal vibrations of the vehicle can be suppressed. This improves the feeling of acceleration (because the longitudinal vibration of the vehicle is eliminated).

  Then, by releasing the setting of the upper limit throttle opening degree LMTTH, the engine control is basically performed so as to output the driver request torque TFD (from the “backlash filling phase” to the “acceleration phase”). And migrate). However, in the backlash phase, it can be said that the portion indicated by A in the figure (the limit torque LMTFD) is insufficient with respect to the driver request torque TFD that should be output originally. In the stage, the shortage is added to the driver request torque TFD (the driver request torque is corrected to increase), and this is set as the target engine torque. As a result, the driver can give a sense of acceleration with good response.

  Here, the deficient limit torque LMTFD is compensated in consideration of drivability and the like, and as shown in the figure, the amount to be added is decreased with the elapsed time. As a result, during a predetermined period (from time t2 to time t3), the driver request torque is corrected to increase, and the throttle valve 101a has a throttle opening degree corresponding to the driver correction torque (target engine torque) corrected for increase. It is controlled as follows. In this case, the part indicated by B in the figure is the torque added to the driver request torque TFD in the acceleration phase, and has substantially the same area as the part indicated by A in the figure.

Further, the engine (torque) control described above is at the time of resumption of fuel supply from the fuel cut. However, regardless of whether or not the fuel cut is in progress, the above-described “backlash filling phase” occurs. Needless to say, this can be applied when switching from the accelerator to the accelerator ON.
According to the embodiment described above, the upper limit throttle opening LMTTH that is the upper limit of the throttle opening at the time of switching from the accelerator OFF to the accelerator ON (time t1) is set, and when the accelerator is ON, the throttle opening is increased to the upper limit. By limiting the throttle opening to less than LMTTH, first, the engine torque necessary to close backlash of the drive system gear (necessary backlash torque GAATTRQ) is generated, and the backlash is reduced and the engine 1 is completely driven. The engine torque (driver required torque TFD) necessary for acceleration is generated at the timing (time t2) when the operation starts. As a result, it is possible to avoid the occurrence of longitudinal vibrations of the vehicle by avoiding a violent collision between the drive system gears that may occur when the engine 1 changes from the driven state to the driven state, thereby improving the driver's feeling of acceleration. .

In addition, by setting the throttle opening rotational speed change amount DLTNE to the second predetermined value ΔNe2 or less after the first predetermined value ΔNe1 or more, the period for limiting the engine torque is minimized. It is possible to avoid a situation that impairs the acceleration feeling (the first predetermined value ΔNe1 and the second predetermined value ΔNe2 may be the same value).
In addition, after the loosening phase is completed, the driver request torque TFD is increased and corrected based on the torque (restricted torque LMTFD) limited in the loosening phase, and this increase correction amount is gradually decreased with time. Therefore (see part B in FIG. 6), it is possible to ensure good drivability while giving the driver a more responsive feeling of acceleration.

  Further, the upper limit throttle opening degree LMTTH is set based on the gear stage and the relative value of the wheel speed Nw with respect to the engine rotational speed Ne (see FIGS. 4 and 5), so that the engine torque is limited regardless of the vehicle state. The period can be made almost constant.

1 is a configuration diagram of a vehicle according to an embodiment of the present invention. It is a flowchart (1) which shows the engine torque control which concerns on embodiment. It is a flowchart (2) which shows the engine torque control which concerns on embodiment. It is a figure which shows an example of the setting table of backlash required torque. It is a figure which similarly shows an example of the setting table of the backlash required torque. It is a time chart which shows the change at the time of accelerator OFF-> accelerator ON.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Automatic transmission, 8 ... Accelerator pedal, 10 ... Engine control unit (ECU), 20 ... Transmission control unit (ATCU), 21 ... Accelerator opening sensor, 22 ... Crank sensor, 23 ... Water temperature sensor, 24 ... Vehicle speed sensor, 25 ... Wheel speed sensor, 26 ... Idle switch, 32 ... Gear stage detection sensor

Claims (6)

An engine control device that detects an accelerator operation amount and controls an output torque of the engine based on the detected accelerator operation amount,
Throttle opening control means capable of controlling the opening of the throttle valve of the engine independently of the accelerator operation amount;
An upper limit throttle opening setting means for setting a throttle opening that generates backlash backlash required torque as an upper limit of the throttle opening when the accelerator operation is performed from a state where the accelerator operation is not performed,
An engine rotation speed detecting means for detecting the engine rotation speed;
The throttle opening control means has a predetermined period from when the accelerator operation is performed until a change amount per unit time of the engine speed becomes equal to or higher than a predetermined value, and then becomes equal to or lower than the predetermined value again. An engine control device that limits the opening of the throttle valve to the upper limit or less. An engine control device that detects an accelerator operation amount and controls an output torque of the engine based on the detected accelerator operation amount,
Throttle opening control means capable of controlling the opening of the throttle valve of the engine independently of the accelerator operation amount;
An upper limit throttle opening setting means for setting a throttle opening that generates backlash backlash required torque as an upper limit of the throttle opening when the accelerator operation is performed from a state where the accelerator operation is not performed,
An engine rotation speed detecting means for detecting the engine rotation speed;
The throttle opening control means has a second predetermined value different from the first value after the amount of change per unit time of the engine speed after the accelerator operation is greater than or equal to a first predetermined value. An engine control apparatus that limits the opening of the throttle valve to the upper limit or less for a predetermined period until the following. Based on the detected accelerator operation amount and engine rotation speed, driver requested torque calculating means for calculating an engine output torque corresponding to the driver's request as a driver requested torque;
Limiting torque calculating means for calculating a limiting torque that is limited by setting the throttle opening to the upper limit or less with respect to the driver required torque;
Torque correction means for correcting the driver request torque to be increased based on the limit torque after elapse of the predetermined period;
The engine control device according to claim 1, further comprising: 4. The engine control apparatus according to claim 3, wherein the torque correction means gradually decreases the amount of increase correction over time. Gear stage detecting means for detecting a gear stage of a transmission to which the engine is connected;
The engine control device according to any one of claims 1 to 4, wherein the upper limit throttle opening setting means sets an upper limit of the throttle opening based on a gear stage. Wheel rotation speed detection means for detecting the rotation speed of a wheel of a vehicle on which the engine is mounted;
6. The engine according to claim 1, wherein the upper limit throttle opening setting means sets an upper limit of the throttle opening based on an engine rotation speed and a rotation speed of the wheel. Control device.

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