JP4826551B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control apparatus.

  In a vehicle such as an automobile, rotation on the internal combustion engine side is transmitted to the wheel side via a transmission such as an automatic transmission. The automatic transmission includes a torque converter and a transmission gear mechanism, and selectively switches a power transmission path of the transmission gear mechanism by engaging a plurality of engagement elements such as a clutch and a brake, thereby changing the gear ratio. A plurality of different gear stages are established.

  Each engagement element such as the clutch and the brake operates based on the hydraulic pressure of the hydraulic oil supplied through the hydraulic control circuit, and adjusts the hydraulic pressure through the operation control of various solenoid valves provided in the hydraulic control circuit. By doing so, the state is switched between the engaged state and the released state. The gears of the automatic transmission are switched as follows by the operation of the engagement elements. That is, based on the gear change instruction, the hydraulic pressure acting on a predetermined engagement element is reduced to release the engagement element, while the hydraulic pressure acting on other engagement elements is increased based on the hydraulic pressure command value. The engaging element is engaged, and thereby the gear stage is switched based on the switching instruction.

  Further, in a vehicle such as an automobile, torque adjustment of the internal combustion engine is performed in order to travel according to the accelerator operation by the driver, and the actual generated torque of the engine is used for other control by the sensor. As required. Examples of the control using the generated torque for control include control of hydraulic pressure acting on each engagement element of the automatic transmission. That is, the hydraulic pressure command value is increased to increase the hydraulic pressure when the engaging element is engaged as the generated torque for control increases, and the engaging element is engaged as the generated torque for control decreases. The hydraulic pressure command value is lowered to lower the hydraulic pressure. The reason why the hydraulic pressure acting on the engaging element is controlled in this way is as follows: [1] and [2].

[1] As the generated torque for control increases, slipping is more likely to occur when the engaging element is engaged. Therefore, the hydraulic pressure acting on the engaging element is increased to suppress such slipping.
[2] The smaller the generated torque for control, the less slippage occurs even when the hydraulic pressure acting on the engagement element is lowered when the engagement element is held in the engaged state. The hydraulic pressure acting on the engagement element is lowered so that the fuel consumption of the internal combustion engine is not deteriorated due to driving of the oil pump or the like, which is higher than necessary for maintaining the combined state.

  By the way, in vehicles, such as a motor vehicle, as shown, for example in patent documents 1, what performs posture control which increases / decreases the torque of an internal-combustion engine in order to stabilize the behavior of vehicles at the time of running is known. In this attitude control, a value obtained by adding correction for suppressing sprung vibration to the target driving force (driver required torque) of the internal combustion engine calculated based on the accelerator operation amount is used as the final target driving force (final required driving force). Torque) and the internal combustion engine is controlled so that the final target driving force can be obtained.

The correction for suppressing the sprung vibration is performed on the basis of a parameter related to the behavior of the vehicle. Therefore, the target driving force of the internal combustion engine after the correction also changes in accordance with the parameter, and as a result The actual driving force (generated torque for control) of the internal combustion engine also changes according to the same parameter. Incidentally, the actual driving force (generated torque for control) of the internal combustion engine is smaller than the final target driving force (final required torque) due to the influence of the clogging of the intake system of the engine and the deposit adhesion in the fuel system. Usually it is a value.
JP 2007-8421 (paragraphs [0035], [0039], [0046], [0047])

  By executing the above-described vehicle attitude control, that is, a value obtained by adding a correction for suppressing sprung vibration to the target driving force of the internal combustion engine calculated based on the accelerator operation amount is the final target of the internal combustion engine. By controlling the internal combustion engine so as to obtain the final target driving force as the driving force, the behavior of the vehicle can be stabilized.

  However, the parameters related to the behavior of the vehicle used for the correction of the target driving force of the internal combustion engine in the attitude control frequently fluctuate depending on the running state of the vehicle and the road surface condition. The final target driving force of the internal combustion engine is frequently changed, and the actual driving force (control generated torque) of the internal combustion engine is also frequently changed. Thus, when the actual driving force (generated torque for control) of the internal combustion engine frequently fluctuates, the other control performed using the generated torque for control (in the above example, each engagement element of the automatic transmission) Hydraulic control) may not be performed properly.

  Such a problem is not limited to the case where the hydraulic control of each engagement element in the automatic transmission is performed as another control performed using the generated torque for control, but is also common in the case where other controls are performed. It will be a thing.

  The present invention has been made in view of such circumstances, and its purpose is to prevent other control performed using the generated torque for control from being appropriately performed with the execution of the attitude control of the vehicle. An object of the present invention is to provide a control device for a vehicle that can be used.

In the following, means for achieving the above object and its effects are described.
In order to achieve the above object, according to the first aspect of the present invention, the torque of the internal combustion engine is adjusted so that the vehicle travels according to the accelerator operation amount, and the generated torque of the engine is used for other control. A control device for a vehicle that obtains a generated torque for control as a value indicating the position, and executes posture control for increasing / decreasing the torque of the internal combustion engine so as to stabilize the behavior of the vehicle during traveling, and when executing the posture control, the accelerator operation The final required torque is obtained based on the driver required torque calculated based on the amount and the attitude control required torque calculated based on the parameter related to the behavior of the vehicle to perform the attitude control. while controlling the torque of the engine, when the posture control is not being executed the attitude control torque demand is set to "0", the Dora Obtains a final required torque based only on server required torque, the vehicle control apparatus for controlling the torque of the internal combustion engine based on the final required torque, when the attitude control is not executed, the torque generated by the periodic engine When calculating the torque deviation from the driver request torque at the time of obtaining the generated torque and storing the calculated torque deviation, and when the attitude control is being executed, A value obtained by subtracting a value obtained by correcting the stored torque deviation by multiplying the stored torque deviation by a correction coefficient is obtained as the generated torque for control while the attitude control is not executed. sometimes, onset control to it the control torque generated torque calculated based on the intake air amount Equipped with a torque calculating means.

When the attitude control of the vehicle is executed, the required torque for attitude control fluctuates based on parameters related to the behavior of the vehicle, so that the final required torque also fluctuates based on that, and consequently the actual generated torque of the internal combustion engine also fluctuates. It will be. If another control is to be performed using this fluctuating actual generated torque, the control may not be performed properly. According to the above configuration, the generated torque for control that does not vary due to the increase / decrease in the posture control required torque when the posture control is executed is used for the other control. This generated torque for control is calculated as follows. That is, when the attitude control is not executed, the torque deviation of the actual generated torque of the internal combustion engine with respect to the driver request torque is obtained and stored. This torque deviation is a value corresponding to the distance between the fluctuation center of the final required torque during execution of the attitude control and the fluctuation center of the actual generated torque of the internal combustion engine. When the attitude control is executed, a value obtained by subtracting a value obtained by correcting the stored torque deviation by multiplying the stored torque deviation by a correction coefficient from the driver request torque is set as the generated torque for control. The generated torque for control obtained in this way is a value that is not affected by the required torque for posture control that varies when the posture control is executed, and therefore does not change when the posture control is executed. Therefore, by executing the other control using the generated torque for control, it becomes possible to prevent the control from being appropriately performed.

According to a second aspect of the present invention, in the first aspect of the present invention, the generated torque for control calculation includes a fluctuation center of the final required torque during execution of the attitude control and a fluctuation center of the actual generated torque of the internal combustion engine. according to the change trend of the distance between, and corrected so that distance when the is increasing to increase the torque deviation by the memory by the correction coefficient to a value greater than "1.0", the distance When the torque tends to decrease, the correction coefficient is set to a value smaller than “1.0” so as to reduce the stored torque deviation, and the corrected torque deviation is obtained as the generated torque for control. The gist is to use it.

The distance between the fluctuation center of the final required torque during execution of attitude control and the fluctuation center of the actual generated torque of the internal combustion engine changes during execution of attitude control, and the torque deviation stored by the control generated torque calculation means May not match. In this case, there is a possibility that the generated torque for control calculated during the execution of the attitude control becomes a value deviated from the actual generated torque of the internal combustion engine. In order to cope with such a situation, according to the above configuration, the distance increases in accordance with the change tendency of the distance between the fluctuation center of the final required torque during execution of the attitude control and the fluctuation center of the actual generated torque of the internal combustion engine. When there is a tendency, the stored torque deviation is corrected so as to increase, and when the same distance is decreasing, the stored torque deviation is corrected so as to decrease . As a result, the corrected torque deviation becomes an appropriate value corresponding to the distance between the fluctuation center of the final required torque during attitude control and the fluctuation center of the actual generated torque of the internal combustion engine. The calculated generated torque for control is suppressed from deviating from the actual generated torque of the internal combustion engine during execution of the attitude control. Therefore, the generated torque for control calculated during the execution of the posture control can be made more accurate as a value used for the other control.

According to a third aspect of the present invention, in the second aspect of the present invention, the generated torque for control is calculated so that the final required torque is within a first torque range centered on the driver required torque after the attitude control is started. A request-side frequency ratio that is a ratio of the number of times of deviating to the increasing side and the number of times deviating to the decreasing side with respect to the first torque range is obtained, and the actual generated torque of the internal combustion engine after the start of the attitude control is A generation-side frequency ratio that is a ratio between the number of times the second torque range centered on the generated torque deviates to the increase side and the number of times the second torque range deviates to the decrease side is obtained, based on the distance tends reflection value is the ratio of the generation side frequency ratio to a value greater than the correction coefficient as the distance tendency reflects value changes to a value greater than "1.0", "1.0" the Symbol by Is corrected so as to increase the torque deviation, wherein the storage by the correction coefficient as the distance tendency reflects value changes to a value smaller than "1.0" to a value smaller than "1.0" The gist is to correct the torque deviation to be reduced .

According to the above configuration, as the request side frequency ratio becomes larger than “1.0”, it means that the fluctuation center of the final required torque tends to change toward the increase side. A smaller value than 1.0 means that the fluctuation center of the final required torque tends to change in a decreasing direction. Further, it means that the fluctuation center (the generated torque for control) of the actual generated torque of the internal combustion engine tends to change toward the increasing side as the generation-side frequency ratio becomes larger than “1.0”. It means that the fluctuation center of the actual required torque of the internal combustion engine tends to change in the decreasing direction as the required-side frequency ratio becomes smaller than “1.0”.

Therefore, as the distance tendency reflecting value, which is the ratio between the request side frequency ratio and the generation side frequency ratio, changes to a value larger than “1.0”, the fluctuation center of the final required torque and the actual generated torque of the internal combustion engine This means that the stored torque deviation is corrected to increase . In addition, the distance tendency reflection value changes to a value smaller than “1.0” means that the distance between the fluctuation center of the final required torque and the fluctuation center of the actual generated torque of the internal combustion engine tends to decrease. Therefore, the stored torque deviation is corrected so as to decrease . As described above, based on the change tendency of the distance between the fluctuation center of the final required torque during the attitude control and the fluctuation center of the actual generated torque of the internal combustion engine, the stored torque deviation is determined between the final required torque during the attitude control and the internal combustion engine. The value can be accurately corrected so as to be a value corresponding to the deviation from the actual generated torque.

According to a fourth aspect of the invention, in the third aspect of the invention, with respect to the first torque range and the second torque range, the required torque for attitude control is set to “0” based on the required torque for attitude control. The gist of the invention is that it is variably set so as to become wider as the value becomes farther away, and to become narrower as the required torque for the same attitude control becomes closer to “0”.

  During execution of the attitude control, as the attitude control required torque becomes a value farther from “0”, the final required torque fluctuates more and the actual generated torque fluctuation of the internal combustion engine tends to increase accordingly. Conversely, the closer the required torque for attitude control is to a value close to “0”, the smaller the fluctuation in the final required torque and the smaller the fluctuation in the actual generated torque of the internal combustion engine. Here, if the first torque range is too wide or too narrow with respect to the magnitude of the fluctuation of the final required torque, the request-side frequency ratio becomes inappropriate as a value indicating the change tendency of the fluctuation center of the final required torque. In addition, if the second torque range is too wide or too narrow relative to the magnitude of the fluctuation of the actual generated torque of the internal combustion engine, the generation-side frequency ratio is a value representing the change tendency of the fluctuation center of the actual generated torque of the internal combustion engine. As inappropriate. As a result, the distance trend reflecting value that is the ratio of the request side frequency ratio and the generation side frequency ratio is a value that represents the change tendency of the distance between the fluctuation center of the final required torque and the fluctuation center of the actual generated torque of the internal combustion engine. Also, it becomes an inappropriate value.

  According to the above configuration, since the first torque range and the second torque range are variably set based on the attitude control required torque as described above, these torque ranges are set to the fluctuations in the final required torque and the actual generated torque of the internal combustion engine. It is possible to make the area suitable for the size. Therefore, it becomes possible to suppress the distance tendency reflection value from being an inappropriate value as a value representing a change tendency of the distance between the fluctuation center of the final required torque and the fluctuation center of the actually generated torque of the internal combustion engine.

  According to a fifth aspect of the invention, in the invention according to any one of the first to fourth aspects, the vehicle selectively engages a plurality of engagement elements by hydraulic pressure to thereby provide a plurality of gear ratios different from each other. An automatic transmission that establishes a gear stage is mounted, and the other control using the generated torque for control is to increase the hydraulic pressure for operating the engagement element as the generated torque for control is increased. The gist is that the control is reduced as the generated torque for the control decreases.

  According to the above configuration, during execution of the attitude control, the hydraulic pressure acting on each engagement element of the automatic transmission is appropriately controlled based on the generated torque for control calculated through the generated torque calculation means for control. Become. That is, when the generated torque for control is large, the hydraulic pressure acting on the engagement element of the automatic transmission is accurately increased, thereby causing slip when attempting to engage the engagement element in the released state. This can be suppressed and the engagement element can be accurately engaged. In addition, when the generated torque for control is small, the hydraulic pressure acting on the engagement element of the automatic transmission is appropriately lowered, and thereby more than necessary to maintain the engagement of the engagement element in the engaged state. Thus, it is possible to suppress the deterioration of the fuel consumption of the internal combustion engine due to the driving of an oil pump or the like for generating the hydraulic pressure.

Hereinafter, an embodiment in which the present invention is embodied in an automobile control device will be described with reference to FIGS.
As shown in FIG. 1, in the automobile 1, the rotation of the engine 2 is transmitted to the wheels 4 via the automatic transmission 3 or the like. In the engine 2, the intake air amount is adjusted by adjusting the opening degree of the throttle valve 17 provided in the intake passage 7, and an amount of fuel corresponding to the intake air amount is injected from the fuel injection valve 45. And rotationally driven by burning an air-fuel mixture consisting of air and air. The automatic transmission 3 includes a torque converter 5 and a transmission gear mechanism 6, and selectively switches the power transmission path of the transmission gear mechanism 6 by selectively engaging each engagement element such as a clutch and a brake. A plurality of gear stages having different gear ratios are established.

  FIG. 2 is a skeleton diagram illustrating the configuration of the automatic transmission 3. The automatic transmission 3 is substantially symmetrical with respect to the center line. In FIG. 2, the lower half of the center line is omitted.

  As shown in the figure, the automatic transmission 3 includes a torque converter 5 that transmits power between the engine 2 side and the transmission gear mechanism 6 side via oil, and a crankshaft 11 of the engine 2. And a lockup clutch 28 that can directly connect the turbine shaft 20 that is the input shaft of the transmission gear mechanism 6 is provided. The torque converter 5 includes a pump impeller 18 connected to the crankshaft 11 of the engine 2, a turbine impeller 22 connected to a turbine shaft 20 that is an input shaft of the transmission gear mechanism 6, and a one-way clutch 24. And a stator impeller 26 that is prevented from rotating in the direction. Between the pump impeller 18 and the turbine impeller 22, there is oil for transmitting power between the engine 2 side and the transmission gear mechanism 6 side. In addition, hydraulic oil is pumped to the pump impeller 18 at a predetermined original pressure in conjunction with the operation of the engine 2, and each lubrication of the hydraulic control circuit 54, the lockup clutch 28, and the automatic transmission 3 described later is performed. An oil pump (not shown) for supplying hydraulic oil to the parts is connected.

  The transmission gear mechanism 6 includes a first transmission unit 34 mainly composed of a single pinion type first planetary gear unit 32, a single pinion type second planetary gear unit 36, and a double pinion type third planetary gear unit 38. And a second transmission unit 40 that is configured mainly on the same axis. The transmission gear mechanism 6 selectively selects any two of the engagement elements such as the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3. By engaging, a predetermined gear stage is established. The first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3 are all multi-plate hydraulic friction engagement devices that are frictionally engaged by a hydraulic cylinder. . In this speed change gear mechanism 6, the speed is changed at a predetermined speed ratio corresponding to the gear stage in which the rotation input from the turbine shaft 20 is established, and the output gear 42, the operating gear device (not shown), and the output shaft 12 ( It is transmitted to the wheel 4 of the automobile 1 via FIG.

  The first planetary gear device 32 constituting the first transmission unit 34 includes three rotating elements, that is, a sun gear S1, a carrier CA1, and a ring gear R1. The sun gear S1 is connected to the turbine shaft 20, and when the sun gear S1 rotates integrally with the turbine shaft 20 and the ring gear R1 is fixed to the housing 44 through the third brake B3 so as not to rotate, the carrier CA1 is turbine-driven. The shaft 20 rotates at a reduced speed.

  Further, the second planetary gear device 36 and the third planetary gear device 38 constituting the second transmission unit 40 are partially connected to each other to thereby constitute four rotating elements RM1, RM2, RM3, and RM4. Has been. Specifically, the first rotating element RM1 is constituted by the sun gear S3 of the third planetary gear unit 38, and the ring gear R2 of the second planetary gear unit 36 and the ring gear R3 of the third planetary gear unit 38 are connected to each other. Thus, the second rotation element RM2 is configured. Further, the carrier CA2 of the second planetary gear device 36 and the carrier CA3 of the third planetary gear device 38 are connected to each other to form a third rotating element RM3, and the fourth gear by the sun gear S2 of the second planetary gear device 36. A rotating element RM4 is configured. That is, in the second planetary gear device 36 and the third planetary gear device 38, the carriers CA2 and CA3 are integrally configured, the ring gears R2 and R3 are configured by a common member, and the second planetary gear device 38 is configured. The pinion gear of the gear device 36 is a Ravigneaux type planetary gear train that also serves as the second pinion gear of the third planetary gear device 38.

  The first rotating element RM1 is connected to the housing 44 by a first brake B1, and the second rotating element RM2 is connected to the housing 44 by a second brake B2 to prevent relative rotation. The fourth rotating element RM4 is connected to the turbine shaft 20 by a first clutch C1, and the second rotating element RM2 is connected to the turbine shaft 20 by a second clutch C2 and is rotated integrally therewith. The first rotating element RM1 is integrally connected to the carrier CA1 of the first planetary gear device 32, and the third rotating element RM3 is integrally connected to the output gear 42, and each of them is rotated integrally. Output. In addition, between the second rotating element RM2 and the housing 44, the reverse rotation is prevented while allowing the second rotating element RM2 to rotate in the same direction as the turbine shaft 20 in parallel with the second brake B2. A one-way clutch F is provided.

  The operation table of FIG. 3 shows the gear stages (reverse, first speed) that are established with the operation states of the engagement elements such as the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3. ○ represents the engagement, and “◎” represents the engagement at the time of engine braking or the like. Note that the reverse gear ratio, which is the reverse gear stage, and the first to sixth gear ratios, which are the forward gear stages, are the first planetary gear unit 32, the second planetary gear unit 36, and the third planetary gear unit 36. It is determined as appropriate according to the gear ratio of the planetary gear unit 38.

Hereinafter, the operating states of the respective engagement elements when the gear stages are established and the movement of the transmission gear mechanism 6 associated therewith are listed for each gear stage such as reverse and first to sixth speeds.
When establishing reverse, which is the reverse gear stage, both the second brake B2 and the third brake B3 are engaged. As a result, the rotation of the second rotating element RM2 relative to the housing 44 is prevented, and the first rotating element RM1 is decelerated and rotated by the first transmission unit 34, which is the reverse gear stage for moving the automobile 1 backward. Is established, and the third rotation element RM3 is reversely rotated at a rotation speed corresponding to “reverse”.

  The first clutch C1 and the second brake B2 are both engaged when establishing the first gear, which is the lowest gear among the forward gears. However, when accelerating, it is not always necessary to engage the second brake B2 as described above. This is because the second brake B2 and the one-way clutch F are provided in parallel as described above, and the one-way clutch F performs the same function as the engagement of the second brake B2 during acceleration. When the first clutch C1 and the second brake B2 or the one-way clutch F that replaces the first clutch C1 are engaged together, the fourth rotating element RM4 is rotated integrally with the turbine shaft 20, and the housing of the second rotating element RM2 is used. Rotation with respect to 44 is prevented, and “first speed”, which is a forward gear stage for moving the automobile 1 forward, is established. As a result, the third rotation element RM3 connected to the output gear 42 is rotated at a rotation speed corresponding to the “first speed”.

  When establishing the second speed, which is a gear stage having a higher gear ratio than the first speed, both the first clutch C1 and the first brake B1 are engaged. As a result, the fourth rotating element RM4 is rotated integrally with the turbine shaft 20, and the rotation of the first rotating element RM1 with respect to the housing 44 is prevented, and "second speed" that is the forward gear stage is established. As a result, the third rotation element RM3 is rotated at a rotation speed corresponding to “second speed”.

  When the third speed, which is a gear stage having a higher gear ratio than the second speed, is established, the first clutch C1 and the third brake B3 are both engaged, and the fourth rotating element RM4 is connected to the turbine shaft 20. The first rotation element RM1 is rotated at a reduced speed by the first transmission unit 34 while being rotated integrally. As a result, the “third speed” that is the forward gear stage is established, and the third rotation element RM3 is rotated at a rotational speed corresponding to the “third speed”.

  When the fourth speed, which is a gear stage having a higher gear ratio than the third speed, is established, both the first clutch C1 and the second clutch C2 are engaged, and the second transmission 40 is connected to the turbine shaft 20. It can be rotated together. As a result, “4th speed” that is the forward gear stage is established, and the third rotating element RM3 is rotated at a rotational speed corresponding to “4th speed”.

  When the fifth speed, which is the gear ratio with a higher gear ratio than the fourth speed, is established, the second clutch C2 and the third brake B3 are both engaged, and the second rotating element RM2 is connected to the turbine shaft 20. The first rotation element RM1 is rotated at a reduced speed by the first transmission unit 34 while being rotated integrally. As a result, “5th speed” which is the forward gear stage is established, and the third rotating element RM3 is rotated at a rotational speed corresponding to “5th speed”.

  When the sixth speed, which is a gear stage with a higher gear ratio than the fifth speed, is established, the second clutch C2 and the first brake B1 are engaged together, and the second rotating element RM2 is connected to the turbine shaft 20. The first rotation element RM1 is prevented from rotating with respect to the housing 44 while being rotated integrally. As a result, “6th speed” that is the forward gear stage is established, and the third rotation element RM3 is rotated at a rotational speed corresponding to “6th speed”.

Next, the electrical configuration of the control device for the automobile 1 in the present embodiment will be described with reference to FIG.
The automobile 1 is equipped with an electronic control device 8 that executes various controls relating to the engine 2, the automatic transmission 3, and the like. This electronic control unit 8 includes a CPU that executes various arithmetic processes related to the above control, a ROM that stores programs and data necessary for the control, a RAM that temporarily stores CPU calculation results, and the like. An input / output port for inputting / outputting signals is provided.

Various sensors shown below are connected to the input port of the electronic control unit 8.
An input rotation speed sensor 9 that detects the rotation speed of the turbine shaft 20 that is the input shaft of the transmission gear mechanism 6.

An output rotation speed sensor 10 that detects the rotation speed of the output shaft 12 of the transmission gear mechanism 6.
A shift position sensor 14 that outputs a signal corresponding to the position of the shift lever 13 operated by the driver of the automobile.

An accelerator position sensor 16 that detects the amount of depression (accelerator depression amount) of the accelerator pedal 15 that is depressed by the driver.
An air flow meter 21 that detects the amount of air passing through the intake passage 7 (intake air amount).

A wheel speed sensor 19 that detects the rotational speed of the wheel 4.
In addition to the drive circuit for the throttle valve 17 and the drive circuit for the fuel injection valve 45 in the engine 2, the output port of the electronic control device 8 is provided with a hydraulic control circuit 54 for switching the gear stage of the automatic transmission 3. Drive circuits for the first to fifth solenoid valves 55 to 59 are connected.

  The hydraulic control circuit 54 supplies hydraulic oil to engaging elements such as the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and the third brake B3. Further, the first to fifth solenoid valves 55 to 59 provided in the hydraulic control circuit 54 are respectively corresponding engagement elements, that is, the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, and This is for adjusting the hydraulic pressure acting on the third brake B3 and individually operating the engaging elements.

  Then, the electronic control unit 8 detects the operating state of the engine 2 and the automobile 1 that are grasped based on the detection signals input from the respective sensors, and outputs command signals of various drive circuits connected to the output port. Thus, throttle opening control and fuel injection amount control of the engine 2, gear stage switching control (shift control) of the automatic transmission 3 and the like are performed through the electronic control device 8.

  Regarding the shift control of the automatic transmission 3, the instruction stage, which is a gear stage suitable for the driving state of the automobile 1, is set based on the accelerator depression amount, the vehicle speed, the position of the shift lever, etc. This is realized by individually operating the first to fifth solenoid valves 55 to 59 so that the respective engagement elements are brought into an engaged state or a released state so as to be in the instruction stage. The vehicle speed used in the shift control can be obtained based on the detection signal from the output rotation speed sensor 10 or the detection signal from the input rotation speed sensor 9 and the current gear stage. By performing the shift control as described above, a gear stage suitable for the driving state of the automobile 1 is formed in the automatic transmission 3. Regarding the gear stage formed in this way, under the condition that the accelerator operation amount is constant during the forward traveling of the automobile 1, the gear ratio becomes higher as the vehicle speed increases, that is, the sixth gear from the first speed side. It moves to the side.

  When the gear stage of the automatic transmission 3 is switched to the set instruction stage, the hydraulic pressure acting on a predetermined engagement element is reduced according to the set instruction stage to release the engagement element. The hydraulic pressure acting on the other engagement elements is increased based on the hydraulic pressure command value to engage the engagement elements, thereby switching (changing) the gear stage to the instruction stage. . For example, when the gear stage is set to the second speed and the instruction stage is set to the third speed and the gear stage is changed from the second speed to the third speed, as shown in the table of FIG. The hydraulic pressure acting on the brake B1 is lowered to release the brake B1, while the hydraulic pressure acting on the third brake B3 is raised based on the hydraulic pressure command value to engage the brake B3.

Next, torque control of the engine 2 in the automobile 1 and other control performed based on the torque generated by the engine 2 will be described.
In the automobile 1, the torque of the engine 2 is adjusted through the electronic control device 8 so as to realize the running according to the depression operation of the accelerator pedal 15 by the driver and the behavior of the running automobile is stabilized. Attitude control for increasing / decreasing is executed under predetermined execution conditions. It should be noted that adjusting the torque of the engine 2 is realized by adjusting the throttle opening of the engine 2. The torque of the engine 2 can be adjusted in this way because when the intake air amount of the engine 2 is changed through adjustment of the throttle opening, the fuel injection amount of the engine 2 is also changed accordingly. This is because the amount of air-fuel mixture composed of fuel and air for driving is changed.

  As another control performed based on the torque generated by the engine 2, there is a control of the hydraulic pressure acting on each engagement element of the automatic transmission 3 described also in the section of “Background Art”. In this hydraulic pressure control, as the torque generated by the engine 2 increases, the hydraulic pressure command value is increased to increase the hydraulic pressure when engaging the engagement element, and the engagement element is engaged as the generated torque decreases. The hydraulic pressure command value is lowered so as to lower the hydraulic pressure at the time of running. The reason for controlling the hydraulic pressure acting on the engagement element in this way is due to the reasons [1] and [2] described in the [Background Art] column.

  FIG. 4 is a control block diagram showing an outline of processing executed by the electronic control unit 8 in performing torque control of the engine 2 and control of hydraulic pressure acting on each engagement element of the automatic transmission 3. .

  In the figure, a driver request torque calculation unit SB1 to which an accelerator depression amount is input calculates a driver request torque Treq based on the accelerator depression amount, and outputs it to the request torque arbitration unit SB2. The driver request torque Treq is a value representing the torque of the engine 2 for realizing the traveling of the vehicle 1 in accordance with the accelerator depression amount, and is increased as the accelerator depression amount is increased, and conversely, the accelerator depression amount is decreased. It is made small with it.

  The attitude control request torque calculation unit SB3 to which the wheel speed is input calculates the attitude control request torque Tpbc based on the wheel speed, which is one of the parameters affecting the behavior of the automobile 1 when executing the attitude control. , And outputs it to the requested torque arbitration unit SB2. The above-mentioned attitude control required torque Tpbc is changed in the positive direction when the deceleration tendency of the wheel speed due to the road surface condition is strong, in order to suppress the increase or decrease of the wheel speed due to the road surface condition. The stronger the tendency to increase, the more negative the direction. When the attitude control is not executed, the attitude control request torque Tpbc is set to “0” regardless of the wheel speed.

  The request torque arbitration unit SB2 that inputs the driver request torque Treq from the driver request torque calculation unit SB1 and the posture control request torque Tpbc from the posture control request torque calculation unit SB3 is the driver request torque Treq and the posture control request. Based on the torque Tpbc, the final required torque Teng is calculated and output to the target throttle opening calculation unit SB4. The final required torque Teng is a value obtained by adding the attitude control request torque Tpbc to the driver request torque Treq, and increases with a change in the attitude control request torque Tpbc in the positive direction. The required torque for control Tpbc decreases with a change in the negative direction.

  The target throttle opening degree calculation unit SB4 that inputs the final required torque Teng from the required torque arbitration unit SB2 calculates the target throttle opening degree TAt based on the final required torque Teng, and outputs it to the throttle valve control unit SB5. The target throttle opening degree TAt changes to the open side as the final required torque Teng increases, and conversely changes to the close side as the final required torque Teng decreases. The throttle valve controller SB5 that inputs the target throttle opening degree TAt drives the throttle valve 17 based on the target throttle opening degree TAt, and adjusts the opening degree of the valve 17 to the target throttle opening degree TAt. By adjusting the opening of the throttle valve 17 in this way, when the intake air amount of the engine 2 becomes a value corresponding to the throttle opening, an amount of fuel corresponding to the intake air amount at that time is supplied from the fuel injection valve 45. The torque of the engine 2 is adjusted to a value corresponding to the final required torque Teng.

  Here, referring to the time chart of FIG. 5, the change in the final required torque Teng depending on whether or not the attitude control is executed and the change in the actual generated torque Treal in the engine 2 with respect to the change in the final required torque Teng. explain.

  With respect to the final required torque Teng shown by the solid line in FIG. 5A, when the attitude control is not executed (before timing T1), the attitude required torque Tpbc becomes “0”, so that the driver required torque Treq and It is set to an equal value. On the other hand, when the attitude control is executed (after timing T1), the attitude control required torque Tpbc changes according to the increase / decrease of the wheel speed, and the attitude control required torque Tpbc is used to calculate the final required torque Teng. Therefore, the final required torque Teng varies according to the change in the attitude control required torque Tpbc. Accordingly, the actual generated torque Treal of the engine 2 indicated by the solid line in FIG. 5B does not change when the attitude control is not executed (before T1), and after the execution of the attitude control is started (after T1). ) Will fluctuate.

  The final required torque Teng is calculated by executing the above attitude control, that is, taking into account the attitude control required torque Tpbc that changes according to the increase or decrease of the wheel speed, and the torque of the engine 2 is adjusted based on the final required torque Teng. Thus, the behavior of the automobile 1 during traveling can be stabilized. However, the actual generated torque Treal of the engine 2 frequently fluctuates as shown by the solid line in FIG. Therefore, if the generated torque Treal is used to control the hydraulic pressure of each engagement element in the automatic transmission 3 described above, the generated torque Treal frequently fluctuates, so that the hydraulic pressure control may not be performed properly. There is.

  Therefore, in this embodiment, when the attitude control is not executed, the actual generated torque Treal of the engine 2 is obtained, and the steady torque deviation Δte, which is the deviation of the generated torque Treal at that time from the driver request torque Treq, is calculated. Remember. The steady torque deviation Δte calculated in this way corresponds to the distance between the fluctuation center of the final required torque Teng (driver required torque Treq) and the fluctuation center of the actual generated torque Treal of the engine 2 during execution of the attitude control. It becomes the value. When the attitude control is executed, the generated torque Tcont for control used for hydraulic control of each engagement element in the automatic transmission 3 is calculated based on the driver request torque Treq at that time and the stored steady torque deviation Δte. . The generated torque for control Tcont is a value obtained by removing the influence of the required torque for posture control Tpbc from the actual generated torque Treal of the engine 2, so that the required torque for posture control Tpbc is frequently increased or decreased as the wheel speed increases or decreases. Even if it changes, it does not change frequently corresponding to it, for example, it changes as shown by the dashed-dotted line in FIG.5 (b). Therefore, by performing the hydraulic control of each engagement element in the automatic transmission 3 using the generated torque Tcont for control, it is possible to suppress the occurrence of the above-described problem that the hydraulic control cannot be performed properly.

  Regarding the calculation of the control generation torque Tcont and the hydraulic control of each engagement element in the automatic transmission 3 using the control generation torque Tcont, the generated torque calculation unit SB6 in the control block diagram of FIG. This is realized through processing in the generated torque calculation unit SB7 and AT control unit SB8.

  That is, the generated torque calculation unit SB6 inputs the intake air amount of the engine 2 detected by the air flow meter 21, calculates the actual generated torque Treal of the engine 2 based on the intake air amount, and then generates it for control generation. The torque is output to the torque calculator SB7. The generated torque Treal changes to the increasing side as the intake air amount increases, and conversely changes to the decreasing side as the intake air amount decreases.

  The generated torque calculation unit SB7 receives the driver request torque Treq from the driver request torque calculation unit SB1. The generated control torque calculation unit SB7 sets the generated torque Treal to the generated control torque Tcont when the posture control is not executed, and outputs it to the AT control unit SB8. Further, the generated control torque calculation unit SB7 calculates a steady torque deviation Δte, which is a deviation of the generated torque Treal from the driver request torque Treq when the attitude control is not executed, and stores it in the RAM of the electronic control unit 8. deep. The generated torque calculation unit SB7 also multiplies the steady torque deviation Δte stored in the RAM by the correction coefficient K when executing the attitude control, and subtracts the multiplied value (Δte · K) from the driver request torque Treq. Thus, the control generation torque Tcont is calculated. The correction coefficient K is a steady torque stored in the RAM in accordance with the changing tendency of the distance between the fluctuation center of the final required torque Teng during execution of the attitude control and the fluctuation center of the actual generated torque Treal of the engine 2. This is for correcting the deviation Δte. The generated control torque calculation unit SB7 outputs the generated control torque Tcont to the AT control unit SB8 after calculating the control generated torque Tcont.

  The AT control unit SB8 that receives the generated control torque Tcont from the generated torque calculation unit SB6 sets the hydraulic pressure command value of each engagement element based on the generated control torque Tcont. Then, the AT control unit SB8 operates the first to fifth solenoid valves 55 to 59 so that the hydraulic pressure acting on each engagement element matches the hydraulic pressure command value. Therefore, the hydraulic control of each engagement element in the automatic transmission 3 is performed using the generated torque Tcont for control.

  Next, the procedure for calculating the control generation torque Tcont will be described with reference to the flowchart of FIG. 6 showing the control generation torque calculation routine. This generated torque calculation routine for control is periodically executed through the electronic control unit 8 by, for example, a time interruption every predetermined time.

  In this routine, it is first determined whether or not attitude control is being executed under a predetermined execution condition (S101). If a negative determination is made here, the actual generated torque Treal of the engine 2 is calculated based on the intake air amount of the engine 2 detected by the air flow meter 21 (S106), and the generated torque Treal is determined for each engagement in the automatic transmission 3. The generated torque for control Tcont used for hydraulic control of the element is set (S107).

  On the other hand, if the posture control is being executed (S101: YES), the driver request torque Treq is calculated based on the accelerator depression amount (S102). Thereafter, the steady torque deviation Δte stored in the RAM is taken in (S103) and the correction coefficient K is calculated (S104). Based on the driver request torque Treq, the steady torque deviation Δte, and the correction coefficient K, the control generation torque Tcont is calculated based on the equation “Tcont = Treq−Δte · K” (S105). The control generation torque Tcont thus calculated is a value obtained by subtracting “Δte · K”, which is a steady torque deviation corrected by the correction coefficient K, from the driver request torque Treq.

  Next, a procedure for calculating the steady torque deviation Δte will be described with reference to a flowchart of FIG. 7 showing a steady torque calculation routine. The steady torque calculation routine is periodically executed through the electronic control unit 8 by, for example, a time interruption every predetermined time.

  In this routine, it is first determined whether or not the posture control is not being executed (S201). If the determination is affirmative, the driver request torque Treq is calculated based on the accelerator depression amount (S202), and the actual generated torque Treal of the engine 2 is calculated based on the intake air amount detected by the air flow meter 21 ( S203) is performed in order. Then, a steady torque deviation Δte, which is a deviation of the actual generated torque Treal from the driver request torque Treq at that time, is calculated based on the expression “Δte = Treq−Treal” and stored in the RAM of the electronic control unit 8 (S209). . On the other hand, during the execution of the attitude control (S201: NO), the steady torque deviation Δte is not calculated and stored, and the steady torque deviation Δte stored in the RAM is held (S205).

  Next, the procedure for calculating the correction coefficient K for correcting the steady torque deviation Δte stored in the RAM will be described with reference to the flowchart of FIG. 8 showing the correction coefficient calculation routine. This steady torque calculation routine is executed through the electronic control unit 8 every time the process proceeds to step S104 in the control generated torque calculation routine of FIG.

  In this routine, it is first determined whether or not the attitude control is being executed under a predetermined execution condition (S301). Here, if the determination is affirmative, processing for calculating the correction coefficient K is executed. The correction coefficient K is calculated based on a distance tendency reflection value ΔCdmd / ΔCreal that is a value representing a change tendency of the distance between the fluctuation center of the final required torque Teng and the fluctuation center of the actual generated torque Treal of the engine 2. Further, the distance tendency reflection value ΔCdmd / ΔCreal is a value indicating the change tendency of the center of variation of the actual generated torque Treal of the engine 2 and the request side frequency ratio ΔCdmd which is a value indicating the change tendency of the center of variation of the final required torque Teng It is calculated | required as ratio with generation | occurrence | production side frequency ratio (DELTA) Creal which is. Hereinafter, the processing (S302 to S304) for calculating the request side frequency ratio ΔCdmd, the generation side frequency ratio ΔCreal, and the distance tendency reflection value ΔCdmd / ΔCreal will be listed.

  In step S302, the request side frequency ratio ΔCdmd is calculated based on the counters Cdmd1 and Cdmd2. Regarding the counter Cdmd1, the final required torque Teng after the start of the attitude control is a first torque range centered on the driver required torque Treq, that is, a range obtained by increasing or decreasing the driver required torque Treq by the width α. -Α to Treq + α ”(see FIG. 5A) represents the number of times of deviation from the increase side. The counter Cdmd2 represents the number of times that the final required torque Teng has deviated from the first torque range (Treq−α to Treq + α) after the start of the attitude control. The request side frequency ratio ΔCdmd is calculated as a ratio (Cdmd1 / Cdmd2) between the counter Cdmd1 and the counter Cdmd2. Therefore, the required-side frequency ratio ΔCdmd is a value representing the change tendency of the fluctuation center of the final required torque Teng. That is, it means that the fluctuation center of the final required torque Teng tends to increase toward the increasing side as the required-side frequency ratio ΔCdmd becomes larger than “1.0”, and conversely, the required-side frequency ratio ΔCdmd is “1. A smaller value of “0” means that the fluctuation center of the final required torque Teng tends to change in a decreasing direction.

  In step S303, the generation-side frequency ratio ΔCreal based on the counters Creal1 and Creal2 is calculated. Regarding the counter Creal1, the actual generated torque Treal of the engine 2 is increased or decreased by a width α with respect to the second torque range centered on the generated control torque Tcont, that is, the generated control torque Tcont after the attitude control is started. This represents the number of times of deviation from “Tcont−α to Tcont + α” (see FIG. 5B), which is an increased range. The counter Creal2 represents the number of times that the actual generated torque Treal of the engine 2 deviates from the second torque range (Tcont-α to Tcont + α) after the start of the attitude control. The generation-side frequency ratio ΔCreal is calculated as a ratio (Creal1 / Creal2) between the counter Creal1 and the counter Creal2. Therefore, the generation-side frequency ratio ΔCreal is a value representing the change tendency of the fluctuation center of the actual generated torque Treal of the engine 2. That is, it means that the fluctuation center of the generated torque Treal tends to increase toward the increasing side as the generating-side frequency ratio ΔCreal is larger than “1.0”, and conversely, the generating-side frequency ratio ΔCreal is “1.0”. ”Means that the fluctuation center of the final required torque Teng tends to change in a decreasing direction.

  In step S304, a distance tendency reflection value ΔCdmd / ΔCreal is calculated as a ratio between the request side frequency ratio ΔCdmd and the generation side frequency ratio ΔCreal. This request-side frequency ratio ΔCdmd is a value representing the change tendency of the distance between the fluctuation center of the final required torque Teng and the fluctuation center of the actual generated torque Treal of the engine 2. That is, as the distance tendency reflection value ΔCdmd / ΔCreal changes to an increase side with respect to “1.0”, the change in the distance between the fluctuation center of the final required torque Teng and the fluctuation center of the actual generated torque Treal of the engine 2 increases. It means that there is a tendency. Further, as the distance tendency reflection value ΔCdmd / ΔCreal changes to “1.0”, the change in the distance between the fluctuation center of the final required torque Teng and the fluctuation center of the actual generated torque Treal of the engine 2 decreases. It means that there is a tendency.

The correction coefficient K for correcting the steady torque deviation Δte stored in the RAM is calculated based on the distance tendency reflection value ΔCdmd / ΔCreal.
More specifically, it is determined whether or not there has been a change in the distance trend reflected value ΔCdmd / ΔCreal, in other words, a change in the distance between the center of variation of the final required torque Teng and the center of variation of the actual generated torque Treal of the engine 2 (S305). ). That is, the distance tendency reflection value ΔCdmd / ΔCreal is not “1.0”, and the distance center between the fluctuation center of the final required torque Teng and the fluctuation center of the actual generated torque Treal of the engine 2 can be regarded as not changing. It is determined whether or not the value is not close to “1.0”.

  If the determination is affirmative, the correction coefficient K is calculated based on the distance tendency reflection value ΔCdmd / ΔCreal (S306). That is, the correction coefficient K is calculated to be an increase value with respect to “1.0” as the distance tendency reflection value ΔCdmd / ΔCreal is an increase value with respect to “1.0”. “Δte · K”, which is the steady torque deviation after correction by the above, becomes a large value. On the other hand, the correction coefficient K is calculated to be a value on the decrease side with respect to “1.0” as the distance tendency reflection value ΔCdmd / ΔCreal is a value on the decrease side with respect to “1.0”. “Δte · K”, which is the steady torque deviation after correction by K, becomes a small value. As described above, even if the distance between the fluctuation center of the final required torque Teng and the fluctuation center of the actual generated torque Treal of the engine 2 changes during the posture control, the steady torque deviation after correction by the correction coefficient K is “ “Δte · K” is a value corresponding to the distance.

  On the other hand, a negative determination is made in step S305, and it is determined that there is no change in the distance tendency reflected value ΔCdmd / ΔCreal, in other words, no change in the distance between the fluctuation center of the final required torque Teng and the fluctuation center of the actual generated torque Treal of the engine 2. If so, the current correction coefficient K is used as it is for correcting the steady torque deviation Δte (S307).

  Next, FIG. 9 is a flowchart showing a count processing routine for the procedures of counting the counters Cdmd1 and Cdmd2 used for calculating the generation side frequency ratio ΔCreal and the counters Creal1 and Creal2 used for calculating the request side frequency ratio ΔCdmd. The description will be given with reference. This count processing routine is periodically executed through the electronic control unit 8 with, for example, a time interrupt at predetermined time intervals.

  In this routine, it is first determined whether or not the attitude control is being executed under a predetermined execution condition (S401). If the determination is negative, the counters Cdmd1, Cdmd2, Creal1, and Creal2 are cleared to the initial value “0” (S402). On the other hand, if the determination is affirmative, the width for determining the first torque range (Treq−α to Treq + α) and the second torque range (Tcont−α to Tcont + α) based on the absolute value of the attitude control request torque Tpbc. α is variably set (S403). That is, the width α is increased as the absolute value of the attitude control request torque Tpbc increases and moves away from “0”, and conversely decreases as the absolute value decreases and approaches “0”. Thereafter, on the condition that the engine 2 is not in a transient operation state (S404: YES), processing for counting the counters Cdmd1, Cdmd2, Creal1, and Creal2 (S405 to S414) is executed.

  The counters Cdmd1 and Cdmd2 are counted according to the final required torque Teng. The final required torque Teng is obtained by adding the attitude control request torque Tpbc to the driver request torque Treq (S405). When the final required torque Teng is larger than “Treq + α” and deviates from the first torque range (Treq−α to Treq + α) (S406: YES), the counter Cdmd1 is “1”. Is counted up (S407). When the final required torque Teng is smaller than “Treq−α” and deviates from the first torque range (Treq−α to Treq + α) (S408: YES), the counter Cdmd2 is “1”. "Is counted up (S409).

  The counters Creal1 and Creal2 are counted according to the actual generated torque Treal of the engine 2. The generated torque Treal is obtained based on the detection signal from the air flow meter 21 (S410). When the actual generated torque Treal of the engine 2 is larger than “Treal + α” and deviates from the second torque range (Treal−α to Treal + α) (S411: YES), the counter Creal1 is set to “ 1 "is counted up (S412). Further, when the actual generated torque Treal of the engine 2 is smaller than “Treal−α” and deviates from the second torque range (Treal−α to Treal + α) (S413: YES), the counter Creal2 Is incremented by "1" (S414).

According to the embodiment described in detail above, the following effects can be obtained.
(1) When the attitude control is not executed, a steady torque deviation Δte, which is a deviation of the actual generated torque Treal of the engine 2 from the driver request torque Treq, is calculated and stored. This steady torque deviation Δte is a value corresponding to the distance between the center of variation of the final required torque Teng (driver required torque Treq) during execution of attitude control and the center of variation of the actual generated torque Treal of the engine 2. When the attitude control is executed, a control generation torque Tcont used for hydraulic control of each engagement element in the automatic transmission 3 is calculated based on the driver request torque Treq at that time and the stored steady torque deviation Δte. The The generated torque for control Tcont is a value obtained by removing the influence of the required torque for posture control Tpbc from the actual generated torque Treal of the engine 2, so that the required torque for posture control Tpbc is frequently increased or decreased as the wheel speed increases or decreases. Even if it changes, it does not change frequently correspondingly. Therefore, by performing the hydraulic control of each engagement element in the automatic transmission 3 using the generated torque Tcont for control, it is possible to suppress the occurrence of a problem that the hydraulic control cannot be performed appropriately.

  (2) The distance between the fluctuation center of the final required torque Teng during execution of the attitude control and the fluctuation center of the actual generated torque Treal of the engine 2 changes during the execution of the attitude control and is stored in the RAM when the attitude control is not executed. The stored steady torque deviation Δte may not be matched. In this case, there is a possibility that the generated torque for control Tcont calculated during the execution of the attitude control becomes a value deviated from the actual generated torque Treal of the engine 2. In order to cope with such a situation, a correction coefficient K is calculated according to the change tendency of the distance between the fluctuation center of the final required torque Teng during execution of the attitude control and the fluctuation center of the actual generated torque Treal of the engine 2, and the correction is performed. A value “Δte · K” obtained by correcting the steady torque deviation Δte stored in the RAM with the coefficient K is used to calculate the generated torque Tcont for control. The correction coefficient K is increased when the distance between the fluctuation center of the final required torque Teng during execution of the attitude control and the fluctuation center of the actual generated torque Treal of the engine 2 tends to increase, and the distance tends to decrease. Sometimes it is made smaller. As a result, the corrected steady-state torque deviation (Δte · K) is appropriate as a value corresponding to the distance between the fluctuation center of the final required torque Teng during posture control and the fluctuation center of the actual generated torque Treal of the engine 2. The control generated torque Tcont is prevented from deviating from the actual generated torque Treal of the engine 2 during execution of the attitude control. Therefore, the generated torque for control Tcont calculated during the execution of the attitude control can be made more accurate as a value used for the other control.

  (3) The correction coefficient K is calculated based on a distance trend reflected value ΔCdmd / ΔCreal which is a value representing a change trend of the distance between the center of variation of the final required torque Teng and the center of variation of the actual generated torque Treal of the engine 2. The The distance tendency reflection value ΔCdmd / ΔCreal is a value indicating the change tendency of the fluctuation center of the actual required torque Treal of the engine 2 and the request side frequency ratio ΔCdmd which is a value indicating the change tendency of the fluctuation center of the final required torque Teng. It is obtained as a ratio with a certain occurrence-side frequency ratio ΔCreal. Regarding the request side frequency ratio ΔCdmd, the number of times that the final required torque Teng deviates further from the first torque range (Treq−α to Treq + α) centered on the driver required torque Treq after starting the attitude control (counter Cdmd1). And the number of times of deviating from the first torque range (counter Cdmd2). Regarding the generation-side frequency ratio ΔCreal, the actual generated torque Treal of the engine 2 deviates from the second torque range (Tcont−α to Tcont + α) centered on the generated torque for control Tcont after the start of attitude control. And the number of times of deviating from the second torque range. Therefore, with respect to the distance tendency reflection value ΔCdmd / ΔCreal, the change in the distance between the fluctuation center of the final required torque Teng and the fluctuation center of the actual generated torque Treal of the engine 2 increases as the value increases toward “1.0”. This indicates that the distance tends to increase, and that the change in the distance tends to decrease as the value decreases toward “1.0”.

  As for the correction coefficient K, the distance tendency reflection value ΔCdmd / ΔCreal is calculated so as to increase with respect to “1.0” as the value increases with respect to “1.0”. It is calculated that ΔCdmd / ΔCreal is a value on the decrease side with respect to “1.0” as the value is on the decrease side with respect to “1.0”. Accordingly, even if the distance between the fluctuation center of the final required torque Teng and the fluctuation center of the actual generated torque Treal of the engine 2 changes during execution of the attitude control, the steady torque deviation (Δte · K corrected by the correction coefficient K) ) Can be accurately set to a value corresponding to the distance.

  (4) While the attitude control is being executed, the fluctuation state of the wheel speed changes depending on the road surface on which the automobile 1 travels, and the attitude control required torque Tpbc changes accordingly. As the attitude control required torque Tpbc becomes a value farther from “0”, the final required torque Teng fluctuates more and the actual generated torque Treal of the engine 2 tends to fluctuate accordingly. Conversely, as the attitude control required torque Tpbc becomes closer to “0”, the variation in the final required torque Teng becomes smaller, and accordingly, the variation in the actual generated torque Treal of the engine 2 tends to become smaller.

  Here, if the first torque range (Treq−α to Treq + α) is too wide or too narrow with respect to the magnitude of the fluctuation of the final required torque Teng, the request side frequency ratio ΔCdmd changes in the fluctuation center of the final required torque Teng. It becomes inappropriate as a value indicating a trend. If the second torque range (Tcont-α to Tcont + α) is too wide or too narrow relative to the magnitude of the fluctuation of the actual generated torque Treal of the engine 2, the generation-side frequency ratio ΔCreal is the actual generated torque of the engine 2. It becomes inappropriate as a value indicating the change tendency of the fluctuation center of Treal. As a result, the distance tendency reflection value ΔCdmd / ΔCreal which is the ratio of the request side frequency ratio ΔCdmd and the generation side frequency ratio ΔCreal is the distance between the fluctuation center of the final required torque Teng and the fluctuation center of the actual generated torque Treal of the engine 2. It is also an inappropriate value as a value indicating the change tendency of.

  However, the width α for defining the first torque range and the second torque range is increased as the absolute value of the attitude control request torque Tpbc increases and moves away from “0”, and conversely, the absolute value decreases. As the value approaches “0”, the value is reduced. Therefore, the first torque range and the second torque range are variably set so as to increase as the absolute value of the attitude control request torque Tpbc increases and to decrease as the absolute value of the torque Tpbc decreases. The For this reason, the first and second torque ranges can be set to a width suitable for the magnitude of the fluctuation of the final required torque Teng and the actual generated torque Treal of the engine 2 that vary depending on the road surface condition. Therefore, the distance tendency reflection value ΔCdmd / ΔCreal is suppressed from being an inappropriate value as a value representing a change tendency of the distance between the fluctuation center of the final required torque Teng and the fluctuation center of the actual generated torque Treal of the engine 2. become able to.

  (5) During the execution of the posture control, the hydraulic pressure acting on each engagement element of the automatic transmission 3 is appropriately controlled based on the generated torque for control Tcont. That is, when the generated torque Tcont for control is large, the hydraulic pressure acting on the engagement element of the automatic transmission 3 is accurately increased, thereby slipping when attempting to engage the engagement element in the released state. Is suppressed, and the engagement element can be accurately engaged. Further, when the generated control torque Tcont is small, the hydraulic pressure acting on the engagement element of the automatic transmission 3 is appropriately reduced, thereby maintaining the engagement of the engagement element in the engaged state. It is possible to suppress an excessive hydraulic pressure from being applied, and to suppress a deterioration in fuel consumption of the engine 2 due to driving of an oil pump or the like for generating the hydraulic pressure.

In addition, the said embodiment can also be changed as follows, for example.
Other control using the generated torque Tcont for control includes control based on the generated torque Tcont for control of the line pressure, which is the original pressure of the hydraulic control circuit 54, in addition to the hydraulic control of each engagement element in the automatic transmission 3. In addition, various controls performed based on the generated gradient Tcont for control in order to calculate the gradient of the road surface can be given.

As a parameter related to the behavior of the automobile 1 for calculating the attitude control required torque Tpbc, a driver required torque Treq or the like can be used in addition to the wheel speed.
The width α for defining the first torque range and the second torque range is variably set based on the absolute value of the attitude control required torque Tpbc. Instead, every time the attitude control required torque Tpbc is calculated during a predetermined period. The width α may be variably set based on the accumulated value. In this case, the width α is decreased as the accumulated value becomes closer to “0”, and the width α is increased as the accumulated value becomes farther from “0”.

The width α for determining the first torque range and the second torque range may be fixed to an optimum value determined in advance through experiments or the like.
-As the automatic transmission 3, according to the drive system of the motor vehicle 1, such as front wheel drive, rear wheel drive, and four wheel drive, those corresponding to the drive system can be used.

BRIEF DESCRIPTION OF THE DRAWINGS Schematic which shows the whole drive system of the motor vehicle to which the control apparatus of this embodiment is applied. FIG. 3 is a skeleton diagram for explaining a configuration of an automatic transmission. The operation | movement table | surface which shows the relationship between the combination of the action | operation of each engagement element of an automatic transmission, and the gear stage formed by it. The control block diagram which shows the outline | summary of the process performed in an electronic controller in performing the torque control of an engine, and the control of the hydraulic pressure which acts on each engagement element of an automatic transmission. (A) And (b) is a time chart which shows the change of the final request torque and the actual generated torque of an engine. The flowchart which shows the calculation procedure of generation torque Tcont for control. The flowchart which shows the calculation procedure of steady torque deviation (DELTA) te. 6 is a flowchart showing a procedure for calculating a correction coefficient K. The flowchart which shows the count procedure of counter Cdmd1, Cdmd2, Creal1, Creal2.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Automobile, 2 ... Engine, 3 ... Automatic transmission, 4 ... Wheel, 5 ... Torque converter, 6 ... Transmission gear mechanism, 7 ... Intake passage, 8 ... Electronic control unit (torque deviation calculation storage means, generated torque for control) Calculation means), 9 ... input rotational speed sensor, 10 ... output rotational speed sensor, 11 ... crankshaft, 12 ... output shaft, 13 ... shift lever, 14 ... shift position sensor, 15 ... accelerator pedal, 16 ... accelerator position sensor, DESCRIPTION OF SYMBOLS 17 ... Throttle valve, 18 ... Pump impeller, 19 ... Wheel speed sensor, 20 ... Turbine shaft, 21 ... Air flow meter, 22 ... Turbine impeller, 24 ... One-way clutch, 26 ... Stator impeller, 28 ... Lock-up clutch 32 ... 1st planetary gear unit, 34 ... 1st speed change part, 36 ... 2nd planetary gear unit, 38 ... 3rd planetary gear unit, 40 ... 1st Transmission unit, 44 ... housing, 45 ... fuel injection valve, 54 ... hydraulic control circuit, C1, C2 ... first and second clutches, first to third ... brakes B1-B3, S1, S2 ... sun gear, CA1-CA3 ... carrier, R1 to R3 ... ring gear, RM1 to RM4 ... first to fourth rotating elements.

Claims (5)

A control device for a vehicle that adjusts the torque of an internal combustion engine to run the vehicle in accordance with an accelerator operation amount, and obtains a generated torque for control as a value indicating the magnitude of the generated torque of the engine for use in other control. Thus, posture control for increasing / decreasing the torque of the internal combustion engine is executed to stabilize the behavior of the vehicle during traveling, and when the posture control is executed, the driver requested torque calculated based on the accelerator operation amount and the posture control are executed. Therefore, the final required torque is obtained based on the required torque for attitude control calculated based on the parameter related to the behavior of the vehicle, and the attitude control is executed while the torque of the internal combustion engine is controlled based on the final required torque. If not, the required torque for attitude control is set to “0”, and the final required torque is obtained based only on the driver required torque, The vehicle control device for controlling the torque of the internal combustion engine based on the final required torque of,
When the attitude control is not being executed, the torque generated by the internal combustion engine is periodically obtained to calculate a torque deviation from the driver request torque at the time when the generated torque is obtained , and the calculated torque deviation is stored. Torque deviation calculation storage means to be stored;
When the attitude control is being executed, a value obtained by subtracting a value obtained by correcting the stored torque deviation by multiplying the stored torque deviation by a correction coefficient is obtained as the generated torque for control. On the other hand, when the attitude control is not being executed , the generated torque for control calculation that uses the generated torque calculated based on the intake air amount as it is as the generated torque for control ;
A vehicle control apparatus comprising: The generated torque calculation means for control tends to increase according to a change tendency of the distance between the fluctuation center of the final required torque and the fluctuation center of the actual generated torque of the internal combustion engine during the execution of the attitude control. sometimes the correction coefficient is corrected so as to increase the torque deviation by the memory by a value greater than "1.0", the more "1.0" and the correction coefficient when the same distance is decreasing The vehicle control apparatus according to claim 1, wherein the stored torque deviation is corrected so as to decrease by using a small value, and the corrected torque deviation is used when obtaining the control generated torque. The control generated torque calculation means includes:
A ratio between the number of times the final required torque deviates from the first torque range centered on the driver required torque and the number of times deviates from the first torque range after starting the attitude control. The request side frequency ratio is obtained, and the number of times the actual generated torque of the internal combustion engine deviates from the second torque range centered on the generated torque for control after the start of the attitude control and the second torque range. On the other hand, the occurrence side frequency ratio, which is the ratio of the number of deviations to the decrease side, is obtained.
Based on the distance tendency reflection value that is the ratio between the request side frequency ratio and the generation side frequency ratio, the correction coefficient is set to “1.0” as the distance tendency reflection value changes to a value larger than “1.0”. It is corrected so as to increase the stored torque deviation by setting it to a larger value, and the correction coefficient is set to “1.0” as the distance tendency reflection value changes to a value smaller than “1.0”. The vehicle control device according to claim 2 , wherein the stored torque deviation is corrected so as to be reduced by setting the value to a smaller value . Regarding the first torque range and the second torque range, based on the required torque for posture control, the required torque for same posture control becomes wider as the value is separated from “0”, and for the same posture control. The vehicle control device according to claim 3, wherein the vehicle control device is variably set so as to become narrower as the required torque becomes closer to “0”. The vehicle is equipped with an automatic transmission that establishes a plurality of gear stages having different gear ratios by selectively engaging a plurality of engagement elements with hydraulic pressure,
The other control using the generated torque for control is control in which the hydraulic pressure for operating the engagement element is increased as the generated torque for control is increased and decreased as the generated torque for control is decreased. The vehicle control device according to any one of claims 1 to 4.

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