JP4957566B2 - Powertrain control device - Google Patents

Powertrain control device Download PDF

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JP4957566B2
JP4957566B2 JP2008013791A JP2008013791A JP4957566B2 JP 4957566 B2 JP4957566 B2 JP 4957566B2 JP 2008013791 A JP2008013791 A JP 2008013791A JP 2008013791 A JP2008013791 A JP 2008013791A JP 4957566 B2 JP4957566 B2 JP 4957566B2
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target
speed
state
rotational speed
torque
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JP2009174425A (en
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俊弥 大石
章吾 松本
清二 桑原
正人 甲斐川
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トヨタ自動車株式会社
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Description

  The present invention relates to a power train control device, and more particularly to a technique for controlling a drive source using a target value of an output value converted from a target rotational speed.

  2. Description of the Related Art Conventionally, an engine in which an output torque value or the like is determined by a throttle valve opening (hereinafter also referred to as a throttle opening) is known. Generally, the throttle opening operates so as to uniquely correspond to the position of an accelerator pedal (hereinafter also referred to as an accelerator opening). However, if the throttle opening and the accelerator opening always correspond uniquely, it is difficult to control the driving force of the vehicle regardless of the driver's intention, for example, when the behavior of the vehicle is disturbed. It is. Therefore, there is a vehicle in which an engine is provided with an electronic throttle valve that is operated by an actuator so that output torque and the like can be controlled without depending on the accelerator opening. In a vehicle equipped with an electronic throttle valve, the target engine torque is set based on the behavior of the vehicle in addition to the accelerator opening, and the engine is controlled so that the actual engine torque becomes the set target engine torque. It is possible.

  Japanese Patent Laying-Open No. 2006-297993 (Patent Document 1) discloses a first target driving force calculation unit that calculates a first target driving force based on an operation amount of a driver's accelerator pedal, and a vehicle that maintains a constant vehicle speed. Alternatively, a second target driving force calculation unit for calculating the second target driving force and a driver's intention to accelerate or decelerate are determined so as to maintain a predetermined relative distance or relative speed relationship with respect to the vehicle peripheral object. In the arbitration unit that arbitrates the first target driving force and the second target driving force on the basis of the driving force while taking into account the driver's acceleration / deceleration intention determined by the intention determining unit, and the arbitrating unit A driving force control device including a driving force control unit that controls the driving force generation device based on the adjusted target driving force is disclosed.

According to the driving force control apparatus described in this publication, it is possible to perform appropriate arbitration according to the driver's intention of acceleration / deceleration while performing arbitration on a driving force basis. In Japanese Patent Application Laid-Open No. 2006-297993, driving force is converted into target engine torque.
JP 2006-297993 A

  However, when arbitration is performed based on the driving force as in the driving force control device described in Japanese Patent Application Laid-Open No. 2006-297993, the transmission input shaft and the output shaft are disconnected, for example, in a neutral state. If this is the case, the reaction force cannot be applied to the engine from the transmission. Therefore, the engine speed becomes unstable. Therefore, the output torque of the engine, that is, the driving force is likely to fluctuate, and it is difficult to perform control based on the driving force.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a power train control device capable of improving control accuracy.

  The power train control device according to the first invention is provided with an engagement element that is in one of a released state that allows rotation in one direction and an engagement state that restricts rotation in the reverse direction. And a power train control device provided with a transmission in which a gear stage is formed when the engaging element is in an engaged state, and a drive source coupled to the input shaft of the transmission. The control device sets a determination means for determining whether the engaging element is in an engaged state or a released state, and a first target value having an output value different from the rotational speed of the output shaft of the drive source. The first setting means for setting, the second setting means for setting the target rotation speed of the output shaft of the drive source, and the target rotation speed when it is determined that the engagement element is in the released state. A calculating means for calculating a second target value of the output value of the drive source; a third setting means for setting a third target value based on the first target value and the second target value; And means for controlling the drive source in accordance with the third target value.

  According to this configuration, a first target value of an output value (for example, output torque) different from the rotational speed of the output shaft of the drive source is set. When it is determined that the engaging element that is in one of the released state that allows rotation in one direction and the engaged state that restricts rotation in the reverse direction is in the released state, the output of the drive source The target rotational speed of the shaft is set. A second target value of the output value of the drive source is calculated from the target rotational speed. A third target value is set based on the first target value and the second target value. The drive source is controlled according to the third target value. Thus, for example, the drive source is controlled so as to satisfy the request for the output value of the drive source, as in the case where the engagement element is in the engaged state and the input shaft and the output shaft of the transmission are coupled. If this is preferable, the drive source can be controlled based on the output value. If the engagement element is in the released state and it is preferable to control the drive source to meet the demand for the output shaft speed, such as when the input shaft and output shaft of the transmission are shut off, the output shaft The drive source can be controlled based on the rotational speed. As a result, it is possible to provide a power train control device capable of improving the control accuracy.

  In the power train control device according to the second aspect of the invention, in addition to the configuration of the first aspect of the invention, the second setting means is configured such that the input shaft speed of the transmission is such that the output shaft speed of the transmission and the gear stage are Means for setting the target rotational speed so as to increase to a value less than or equal to the product of the gear ratio is included.

  According to this configuration, the input shaft speed of the transmission can be increased to the product of the output shaft speed of the transmission and the gear ratio of the gear stage, that is, near the synchronous speed. Therefore, the time required for the engagement element to transition from the released state to the engaged state can be shortened. Therefore, acceleration response can be improved.

  In the power train control device according to the third aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the first setting means has the first target value so as to decrease when the engagement element is engaged. Means for setting. The third setting means includes means for setting the smaller one of the first target value and the second target value as the third target value.

  According to this configuration, the first target value is set so as to decrease when the engagement element is engaged. The smaller of the first target value and the second target value is set as the third target value used for controlling the drive source. Thereby, when an engagement element engages, the output value of a drive source can be reduced. Therefore, it is possible to reduce a shock that may occur when the engagement element is engaged.

  In the power train control device according to the fourth aspect of the invention, in addition to the configuration of any one of the first to third aspects, the determining means is configured such that the input shaft speed of the transmission is equal to the output shaft speed of the transmission and the gear. Means for determining that the engaging element is in the engaged state, and the input shaft speed of the transmission is equal to the output shaft speed of the transmission and the gear stage. Means for determining that the engagement element is disengaged when less than the product of the gear ratio.

  According to this configuration, when the input shaft speed of the transmission is the same as the product of the output shaft speed of the transmission and the gear ratio of the transmission, it is determined that the engaging element is in the engaged state. When the input shaft speed of the transmission is smaller than the product of the output shaft speed of the transmission and the gear ratio of the transmission, it is determined that the engaging element is in the released state. Thereby, it can be accurately determined whether the engagement element is in the engaged state or the released state.

  In the power train control device according to the fifth aspect of the invention, in addition to the configuration of any one of the first to fourth aspects, the output value is an output torque.

  According to this configuration, the drive source can be accurately controlled based on the output torque.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A vehicle equipped with a control device according to an embodiment of the present invention will be described with reference to FIG. This vehicle is an FR (Front engine Rear drive) vehicle. A vehicle other than FR may be used.

  The vehicle includes an engine 1000, an automatic transmission 2000, a torque converter 2100, a planetary gear unit 3000 that forms part of the automatic transmission 2000, a hydraulic circuit 4000 that forms part of the automatic transmission 2000, a propeller shaft 5000, A differential gear 6000, a rear wheel 7000, and an ECU (Electronic Control Unit) 8000 are included.

  Engine 1000 is an internal combustion engine that burns a mixture of fuel and air injected from an injector (not shown) in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated. Engine 1000 drives auxiliary equipment 1004 such as an alternator and an air conditioner. The output torque (engine torque TE) of engine 1000 changes according to the operation amount of electronic throttle valve 8016, that is, the throttle opening degree. A motor may be used as a power source instead of or in addition to engine 1000. A diesel engine may be used. In the diesel engine, the output torque changes according to the valve opening time (operation amount) of the injector, that is, the fuel injection amount.

  Automatic transmission 2000 is connected to engine 1000 via torque converter 2100. Automatic transmission 2000 changes the rotational speed of the crankshaft to a desired rotational speed by forming a desired gear stage. Instead of the automatic transmission that forms the gear stage, CVT (Continuously Variable Transmission) that changes the gear ratio steplessly may be mounted. Furthermore, you may make it mount the automatic transmission which consists of a constant-meshing-type gearwheel speed-changed by a hydraulic actuator or an electric motor.

  Torque output from automatic transmission 2000 is transmitted to left and right rear wheels 7000 via propeller shaft 5000 and differential gear 6000.

  The ECU 8000 includes a position switch 8006 of a shift lever 8004, an accelerator opening sensor 8010 of an accelerator pedal 8008, an air flow meter 8012, a throttle opening sensor 8018 of an electronic throttle valve 8016, an engine speed sensor 8020, and an input shaft. A rotational speed sensor 8022, an output shaft rotational speed sensor 8024, an oil temperature sensor 8026, and a water temperature sensor 8028 are connected via a harness or the like.

  The position (shift position) of shift lever 8004 is detected by position switch 8006, and a signal representing the detection result is transmitted to ECU 8000. Corresponding to the position of the shift lever 8004, the gear stage of the automatic transmission 2000 is automatically formed. Further, a manual shift mode in which the driver can select an arbitrary gear stage may be selected according to the driver's operation.

  Accelerator opening sensor 8010 detects the opening of accelerator pedal 8008 and transmits a signal representing the detection result to ECU 8000. Air flow meter 8012 detects the amount of air taken into engine 1000 and transmits a signal representing the detection result to ECU 8000.

  The throttle opening sensor 8018 detects the opening of the electronic throttle valve 8016 whose opening is adjusted by the actuator, and transmits a signal representing the detection result to the ECU 8000. Electronic throttle valve 8016 adjusts the amount of air taken into engine 1000.

  In place of or in addition to the electronic throttle valve 8016, the engine 1000 is inhaled by a variable valve lift system that changes the lift amount and opening / closing phase of an intake valve (not shown) and an exhaust valve (not shown). The amount of air may be adjusted.

  Engine speed sensor 8020 detects the speed of the output shaft (crankshaft) of engine 1000 (hereinafter also referred to as engine speed NE), and transmits a signal representing the detection result to ECU 8000. Input shaft rotational speed sensor 8022 detects input shaft rotational speed NI of automatic transmission 2000 (turbine rotational speed NT of torque converter 2100), and transmits a signal representing the detection result to ECU 8000. Output shaft rotational speed sensor 8024 detects output shaft rotational speed NO of automatic transmission 2000 and transmits a signal representing the detection result to ECU 8000.

  Oil temperature sensor 8026 detects the temperature (oil temperature) of oil (ATF: Automatic Transmission Fluid) used for the operation and lubrication of automatic transmission 2000, and transmits a signal indicating the detection result to ECU 8000.

  Water temperature sensor 8028 detects the temperature (water temperature) of cooling water for engine 1000 and transmits a signal representing the detection result to ECU 8000.

  ECU 8000 includes position switch 8006, accelerator opening sensor 8010, air flow meter 8012, throttle opening sensor 8018, engine speed sensor 8020, input shaft speed sensor 8022, output shaft speed sensor 8024, oil temperature sensor 8026, and water temperature sensor. Based on a signal sent from 8028 or the like, a map stored in a ROM (Read Only Memory) 8002 and a program, the devices are controlled so that the vehicle is in a desired running state. The program executed by ECU 8000 may be recorded on a recording medium such as a CD (Compact Disc) or a DVD (Digital Versatile Disc) and distributed to the market. Further, ECU 8000 may be divided into a plurality of ECUs.

  In the present embodiment, ECU 8000 has the forward 1st to 8th gears when the shift lever 8004 is in the D (drive) position and the D (drive) range is selected as the shift range of automatic transmission 2000. Automatic transmission 2000 is controlled so that one of these gears is formed. A gear stage is formed by engaging friction engagement elements (clutch and brake), which will be described later, in a predetermined combination so as to connect the input shaft and the output shaft of automatic transmission 2000. When any one of the first to eighth forward gears is formed, torque can be transmitted to the rear wheel 7000. In the D range, it may be possible to form a higher gear than the eighth gear. The gear stage to be formed is determined based on a shift diagram created in advance by experiments or the like using the vehicle speed and the accelerator opening as parameters.

  When the shift lever 8004 is in the N (neutral) position or the P (parking) position, the friction engagement element is released when the N (neutral) range or the P (parking) range is selected as the shift range of the automatic transmission 2000. Then, the automatic transmission 2000 enters a neutral state. In the neutral state, the input shaft and output shaft of automatic transmission 2000 are disconnected.

  The planetary gear unit 3000 will be described with reference to FIG. Planetary gear unit 3000 is connected to a torque converter 2100 having an input shaft 2102 coupled to the crankshaft.

  The planetary gear unit 3000 includes a front planetary 3100, a rear planetary 3200, a C1 clutch 3301, a C2 clutch 3302, a C3 clutch 3303, a C4 clutch 3304, a B1 brake 3311, a B2 brake 3312, and a one-way clutch (F). 3320.

  The front planetary 3100 is a double pinion type planetary gear mechanism. Front planetary 3100 includes a first sun gear (S1) 3102, a pair of first pinion gears (P1) 3104, a carrier (CA) 3106, and a ring gear (R) 3108.

  The first pinion gear (P1) 3104 meshes with the first sun gear (S1) 3102 and the first ring gear (R) 3108. The first carrier (CA) 3106 supports the first pinion gear (P1) 3104 so that it can revolve and rotate.

  First sun gear (S1) 3102 is fixed to gear case 3400 so as not to rotate. First carrier (CA) 3106 is coupled to input shaft 3002 of planetary gear unit 3000.

  The rear planetary 3200 is a Ravigneaux type planetary gear mechanism. The rear planetary 3200 includes a second sun gear (S2) 3202, a second pinion gear (P2) 3204, a rear carrier (RCA) 3206, a rear ring gear (RR) 3208, a third sun gear (S3) 3210, a third Pinion gear (P3) 3212.

  Second pinion gear (P2) 3204 meshes with second sun gear (S2) 3202, rear ring gear (RR) 3208, and third pinion gear (P3) 3212. Third pinion gear (P3) 3212 meshes with third sun gear (S3) 3210 in addition to second pinion gear (P2) 3204.

  The rear carrier (RCA) 3206 supports the second pinion gear (P2) 3204 and the third pinion gear (P3) 3212 so that they can revolve and rotate. Rear carrier (RCA) 3206 is coupled to one-way clutch (F) 3320. The rear carrier (RCA) 3206 becomes non-rotatable when driving the first gear (when traveling using the driving force output from the engine 1000). Rear ring gear (RR) 3208 is coupled to output shaft 3004 of planetary gear unit 3000.

  The one-way clutch (F) 3320 is provided in parallel with the B2 brake 3312. That is, the outer race of the one-way clutch (F) 3320 is fixed to the gear case 3400, and the inner race is connected to the rear carrier (RCA) 3206.

  The one-way clutch (F) 3320 allows rotation of the rear carrier (RCA) 3206 in one direction in the released state, and restricts rotation of the rear carrier (RCA) 3206 in the reverse direction in the engaged state. In the released state, the input shaft and output shaft of automatic transmission 2000 are disconnected. In the engaged state, the input shaft and output shaft of automatic transmission 2000 are connected.

  FIG. 3 shows an operation table showing the relationship between each gear position and the operation state of each clutch and each brake. By operating the brakes and the clutches in the combinations shown in the operation table, a forward 1st to 8th gear and a reverse 1st and 2nd gear are formed. As shown in FIG. 3, the one-way clutch (F) 3320 is engaged when the first gear is driven, and is released when driven.

  The main part of the hydraulic circuit 4000 will be described with reference to FIG. The hydraulic circuit 4000 is not limited to the one described below.

  The hydraulic circuit 4000 includes an oil pump 4004, a primary regulator valve 4006, a manual valve 4100, a solenoid modulator valve 4200, an SL1 linear solenoid (hereinafter referred to as SL (1)) 4210, and an SL2 linear solenoid (hereinafter referred to as “the solenoid valve”). SL2 (described as SL (4)) 4220, SL3 linear solenoid (hereinafter referred to as SL (3)) 4230, SL4 linear solenoid (hereinafter referred to as SL (4)) 4240, and SL5 linear solenoid (hereinafter referred to as SL (3)). , SL (5)) 4250, SLT linear solenoid (hereinafter referred to as SLT) 4300, and B2 control valve 4500.

  Oil pump 4004 is connected to the crankshaft of engine 1000. As the crankshaft rotates, the oil pump 4004 is driven to generate hydraulic pressure. The hydraulic pressure generated by the oil pump 4004 is regulated by the primary regulator valve 4006 to generate a line pressure.

  Primary regulator valve 4006 operates using the throttle pressure regulated by SLT 4300 as a pilot pressure. The line pressure is supplied to the manual valve 4100 via the line pressure oil passage 4010.

  Manual valve 4100 includes a drain port 4105. From the drain port 4105, the oil pressure in the D range pressure oil passage 4102 and the R range pressure oil passage 4104 is discharged. When the spool of the manual valve 4100 is in the D position, the line pressure oil passage 4010 and the D range pressure oil passage 4102 are communicated, and hydraulic pressure is supplied to the D range pressure oil passage 4102. At this time, the R range pressure oil passage 4104 and the drain port 4105 are communicated, and the R range pressure of the R range pressure oil passage 4104 is discharged from the drain port 4105.

  When the spool of the manual valve 4100 is in the R position, the line pressure oil passage 4010 and the R range pressure oil passage 4104 are communicated, and the oil pressure is supplied to the R range pressure oil passage 4104. At this time, the D range pressure oil passage 4102 and the drain port 4105 are communicated, and the D range pressure in the D range pressure oil passage 4102 is discharged from the drain port 4105.

  When the spool of the manual valve 4100 is in the N position or the P position, both the D range pressure oil passage 4102 and the R range pressure oil passage 4104 are connected to the drain port 4105, and the D range pressure oil passage 4102 is in the D range. The pressure and the R range pressure of the R range pressure oil passage 4104 are discharged from the drain port 4105.

  The hydraulic pressure supplied to the D range pressure oil path 4102 is finally supplied to the C1 clutch 3301, the C2 clutch 3302, and the C3 clutch 3303. The hydraulic pressure supplied to the R range pressure oil passage 4104 is finally supplied to the B2 brake 3312.

  The solenoid modulator valve 4200 adjusts the hydraulic pressure (solenoid modulator pressure) supplied to the SLT 4300 to a constant pressure using the line pressure as the original pressure.

  SL (1) 4210 regulates the hydraulic pressure supplied to the C1 clutch 3301. SL (2) 4220 regulates the hydraulic pressure supplied to C2 clutch 3302. SL (3) 4230 regulates the hydraulic pressure supplied to the C3 clutch 3303. SL (4) 4240 regulates the hydraulic pressure supplied to C4 clutch 3304. SL (5) 4250 regulates the hydraulic pressure supplied to the B1 brake 3311.

  The SLT 4300 adjusts the solenoid modulator pressure in accordance with a control signal from the ECU 8000 based on the accelerator opening detected by the accelerator opening sensor 8010, and generates a throttle pressure. The throttle pressure is supplied to the primary regulator valve 4006 via the SLT oil passage 4302. The throttle pressure is used as a pilot pressure for the primary regulator valve 4006.

  SL (1) 4210, SL (2) 4220, SL (3) 4230, SL (4) 4240, SL (5) 4250, and SLT 4300 are controlled by a control signal transmitted from ECU 8000.

  The B2 control valve 4500 selectively supplies hydraulic pressure from one of the D range pressure oil passage 4102 and the R range pressure oil passage 4104 to the B2 brake 3312. A D range pressure oil passage 4102 and an R range pressure oil passage 4104 are connected to the B2 control valve 4500. The B2 control valve 4500 is controlled by the hydraulic pressure supplied from the SLU solenoid valve (not shown) and the biasing force of the spring.

  When the SLU solenoid valve is on, the B2 control valve 4500 is in the state on the left side in FIG. In this case, the B2 brake 3312 is supplied with the hydraulic pressure adjusted from the D range pressure using the hydraulic pressure supplied from the SLU solenoid valve as a pilot pressure.

  When the SLU solenoid valve is off, the B2 control valve 4500 is in the state on the right side in FIG. In this case, the R range pressure is supplied to the B2 brake 3312.

  Referring to FIG. 5, ECU 8000 that is the control device according to the present embodiment will be further described. In FIG. 5, “F” indicates the driving force, “TE” indicates the engine torque, and “N” indicates the rotational speed. It should be noted that each function of ECU 8000 described below may be realized by hardware or may be realized by software.

  As shown in FIG. 5, the ECU 8000 includes an engine control unit 9000, a power train manager (PTM) 9100, an ECT (Electronic Controlled Transmission) unit 9200, a power train driver model (PDRM: Power train Driver). Model) 9300 is implemented.

  The engine control unit 9000 outputs an output torque (engine torque) of the engine 1000 such as an electronic throttle valve 8016, an ignition timing, an EGR (Exhaust Gas Recirculation) valve so as to realize the target engine torque input from the power train manager 9100. In order to control, the apparatus provided in the engine 1000 is controlled.

  The power train manager 9100 sets a target engine torque of the engine 1000 based on a driver's operation, vehicle behavior, a request from the ECT unit 9200, and the like. More specifically, among the first target engine torque set in consideration of the target driving force of the vehicle and the second target engine torque set in consideration of the target engine speed NET in the setting unit 9102 Is set as the final target engine torque to be output to the engine control unit 9000. The larger target engine torque may be set as the final target engine torque.

  The power train manager 9100 sets the first target engine torque in consideration of the target driving force of the vehicle, the target driving force set by the power train driver model 9300, VDIM (Vehicle Dynamics Integrated Management), and vibration suppression control. Then, the driving force arbitration unit 9110 arbitrates with the target driving force set by the maximum vehicle speed limit control or the like. For example, the driving force arbitration unit 9110 selects the smallest target driving force or the largest target driving force.

  VDIM is a system that integrates VSC (Vehicle Stability Control), TRC (TRaction Control), ABS (Antilock Brake System), EPS (Electric Power Steering), etc. The difference between the running image and the vehicle behavior based on various sensor information is calculated, and the driving force of the vehicle, the brake hydraulic pressure, etc. are controlled so as to reduce the difference.

  VSC is a control that ensures the stability of the vehicle by automatically setting the brake hydraulic pressure of each wheel, the target driving force of the vehicle, and the like when the sensor detects a state where the front and rear wheels are likely to skid.

  The TRC automatically sets the brake hydraulic pressure of each wheel, the target driving force of the vehicle, etc., when the sensor detects idling of the driving wheel when starting and accelerating on a slippery road surface to ensure the optimum driving force. Control.

  ABS is a control system that automatically sets an optimum value of brake hydraulic pressure and prevents wheel lock. EPS is a control system that assists steering of a steering wheel by the force of an electric motor.

  The vibration damping control is a control for setting a target driving force for suppressing the pitching and bouncing of the vehicle calculated using the vehicle model from the actual driving force of the vehicle. As for the method for setting the driving force for suppressing the pitching and bouncing of the vehicle, the conventional technique may be used, and therefore the detailed description thereof will not be repeated here.

  The maximum vehicle speed restriction control is a control for setting a target driving force for limiting the vehicle speed to a predetermined maximum vehicle speed or less according to, for example, the current acceleration and the vehicle speed.

  The target driving force adjusted by the driving force adjusting unit 9110 is converted into the target engine torque by the torque converting unit 9112. For example, the driving force is converted into torque using the radius of rear wheel 7000, the gear ratio of differential gear 6000, the current gear ratio of automatic transmission 2000, the torque ratio of torque converter 2100, and the like. Note that a known general technique may be used as a method for converting driving force into torque, and therefore, detailed description thereof will not be repeated here.

  One of the target engine torque converted from the target driving force and the target engine torque set by the ECT unit 9200 is set in the torque arbitration unit 9114 as the first target engine torque. Which engine torque is set as the first target engine torque is determined according to the driving state of the vehicle, the shift state of the automatic transmission 2000, and the like.

  For example, when the one-way clutch (F) 3320 is in a disengaged state during gear shifting or in the driving state in which the first gear is formed, the target engine torque set by the ECT unit 9200 is set as the first target engine torque. Otherwise, the target engine torque converted from the target driving force is set as the first target engine torque.

  In order to set the second target engine torque in consideration of the target engine speed NET, the power train manager 9100 uses the target engine speed NET set by the power train driver model 9300 and the ECT section 9200 in the speed adjuster 9120. The target engine speed NET set by is adjusted. Which target engine torque is selected is determined in accordance with the driving state of the vehicle.

  For example, when one-way clutch (F) 3320 is released during gear shifting or in the driving state in which the first gear is formed, target engine speed NET set by ECT unit 9200 is selected. Otherwise, the target engine speed NET set by the power train driver model 9300 is selected. The target engine speed NET adjusted by the rotation speed adjusting unit 9120 is input to the controller 9130.

  The controller 9130 converts the target engine speed NET into the second target engine torque. In the present embodiment, controller 9130 sets a second target engine torque that is suitable when the input shaft and output shaft of automatic transmission 2000 are disconnected, that is, in a neutral state. This is because the function of the controller 9130 is to control the engine 1000 based on the target engine speed NET, particularly in the neutral state of the automatic transmission 2000.

  With reference to FIG. 6, a method in which controller 9130 converts target engine speed NET into target engine torque will be described. Controller 9130 includes a feedforward control unit 9132 and a feedback control unit 9134.

  The feedforward control unit 9132 adds the engine torque required for the engine speed NE to change to the target engine speed NET to the engine torque required to maintain the engine speed NE, thereby obtaining the target engine speed NET. Is converted into the second target engine torque.

  In the present embodiment, the sum of the engine torque lost due to the frictional resistance of engine 1000 itself and the load of oil pump 4004 and the engine torque required to maintain the rotational speed of the input shaft of torque converter 2100 is the engine rotation speed. Calculated as the engine torque required to maintain the number NE. The engine torque required to maintain the engine speed NE is not limited to this.

  The engine torque lost due to the frictional resistance of engine 1000 itself and the load of oil pump 4004 is calculated, for example, according to a map created in advance by experiments or the like, having engine speed NE as a parameter.

The engine torque required to maintain the rotational speed of the input shaft of the torque converter 2100 is, for example, a torque capacity τ (the rotational speed of the input shaft) determined by the speed ratio e of the torque converter 2100 (turbine rotational speed NT / engine rotational speed NE). The engine torque required for maintenance / the engine speed NE 2 ) and the engine speed NE are calculated.

  The engine torque required for the engine speed NE to change to the target engine speed NET is calculated using the inertia and the rate of change (angular acceleration) of the target engine speed NET. The product of the inertia and the change rate of the target engine speed NET is calculated as the engine torque required for the change of the engine speed NE.

  The inertia from the engine 1000 to the input shaft of the automatic transmission 2000 is used as the inertia. More specifically, in the engine 1000, the drive plate, the torque converter 2100, and the automatic transmission 2000, the inertia of a member located on the engine 1000 side of the forward clutch (particularly the C1 clutch 3301) on the torque transmission path. That is, inertia is used when automatic transmission 2000 is in a neutral state (a state where the input shaft and the output shaft are disconnected). The inertia is previously stored as data.

  The feedback control unit 9134 performs feedback control using the target engine speed NET and the actual engine speed NE to correct the second target engine torque. More specifically, PID (Proportion Integration Differential) control is executed for the difference between the target engine speed NET and the actual engine speed NE, and the target engine speed NET and the actual engine speed NE are determined. The engine torque correction amount is calculated so that the difference is reduced. The calculated correction amount is limited to be equal to or greater than a predetermined lower limit value and equal to or less than a predetermined upper limit value.

  The feedback control is executed only when the second target engine torque converted from the target engine speed NET is set (selected) as the final target engine torque. The initial value of the torque correction amount when the feedback control is started is, for example, zero.

  If the difference between the target engine speed NET and the actual engine speed NE is greater than or equal to the threshold value, the PID control integrator is not activated. That is, only proportional control and differential control are performed. If the difference between the target engine speed NET and the actual engine speed NE is greater than or equal to the threshold value, there is a high possibility that the automatic transmission 2000 is not in the neutral state, and the engine 1000 is based on the target engine speed NET. This is because it is not in a state to control.

  As described above, the controller 9130 calculates the second target engine torque that is suitable when the automatic transmission 2000 is in the neutral state. Therefore, the second target engine torque calculated by the controller 9130 is determined in the driving state in which the first transmission gear stage is formed when the automatic transmission 2000 is in the neutral state, in the shifting operation, or in the neutral control. This is suitable when the one-way clutch (F) 3320 is released.

  On the other hand, the second target engine torque calculated by the controller 9130 is, for example, when the input shaft and output shaft of the automatic transmission 2000 are connected via a clutch or brake and the torque can be transmitted to the rear wheel 7000. Is inappropriate.

  However, if the first target engine torque set in consideration of the target driving force of the vehicle is smaller than the second target engine torque calculated by the controller 9130, the first target engine torque is set as the final target engine torque. Therefore, the control of engine 1000 is not disturbed.

  Even if the second target engine torque is set as the final target engine torque, a smaller target engine torque is set, so that the actual engine torque does not become excessive.

  Returning to FIG. 5, ECT unit 9200 performs the shift control of automatic transmission 2000 and sets the target engine speed NET and target engine torque of engine 1000 required to control the state of automatic transmission 2000.

  The ECT unit 9200 sets the target engine speed NET depending on whether the input shaft and the output shaft of the automatic transmission 2000 are disconnected or connected.

  The ECT unit 9200 determines the state of the input shaft and the output shaft of the automatic transmission 2000 by distinguishing between the control state and the actual state as shown in the tables shown in FIGS. 7 and 8. As shown in FIGS. 7 and 8, the ECT unit 9200 is configured to cut off the input shaft and the output shaft of the automatic transmission 2000 based on the input shaft rotational speed NI, the output shaft rotational speed NO, and the shift range of the automatic transmission 2000. It is determined whether it is a connected state or a connected state.

  In addition, as shown in the table of FIG. 9, the ECT unit 9200 sets the target engine speed NET in accordance with the control state and actual state of the input shaft and output shaft of the automatic transmission 2000.

  In FIG. 9, the invalid value means a value determined such that one of the first target engine torque and the second target engine torque is always greater than the other. Therefore, when the invalid value is set as the target driving force, the first target engine torque is larger than the second target engine torque. Similarly, when the invalid value is set as the target engine speed NET, the second target engine torque is larger than the first target engine torque.

  As shown in FIG. 9, the input shaft and the output shaft of automatic transmission 2000 are controlled to be connected (controlled to form one of the gears), and are actually connected. In this case, an invalid value is set as the target engine speed NET.

  In an operating state excluding the operating state (vehicle speed and accelerator opening) that forms the first gear, the input shaft and the output shaft of automatic transmission 2000 are controlled to be connected and are actually cut off. In this case, a value determined so as to be suitable when the input shaft and the output shaft of the automatic transmission 2000 are actually connected is set as the target engine speed. Since the target engine speed NET at this time is based on the premise that the input shaft and the output shaft of automatic transmission 2000 are connected, the actual engine speed NE is a value that does not become excessive.

  Thus, if the input shaft and the output shaft are actually coupled, the first target engine torque is set as the final target engine torque, which is preferable in a state where the input shaft and the output shaft are actually connected. Control is possible. In contrast to the control, when the input shaft and the output shaft are actually cut off, the second target engine torque is set as the final target engine torque so that the actual engine speed NE does not become excessive. The engine 1000 can be controlled.

  In addition, as shown in FIG. 9, when the input shaft and the output shaft of the automatic transmission 2000 are controlled to be cut off, the input shaft and the output shaft of the automatic transmission 2000 are actually cut off. A value determined to be suitable is set as the target engine speed.

  Note that when the input shaft and output shaft of automatic transmission 2000 are actually connected, an unsuitable value can be set as the target engine speed, but correction of target engine torque in feedback control unit 9134 of controller 9130 is possible. Since the amount is limited, control does not fail.

  In addition, the ECT unit 9200 sets the invalid value as the target engine torque or the target engine speed when the target engine torque or the target engine speed is not set to be set. Therefore, the ECT unit 9200 always sets and outputs the target engine torque or the target engine speed.

  Furthermore, when the one-way clutch (F) 3320 is in a disengaged state (when idling) in the operating state in which the first gear is to be formed, the ECT unit 9200 performs synchronization in the first gear as shown in FIG. The target engine speed NET is set so that the actual input shaft speed NI rises to a value equal to or lower than the speed (the product of the output shaft speed and the gear ratio of the first gear).

  More specifically, the target input shaft rotational speed NIT (target turbine rotational speed NTT) is set and set so that the actual input shaft rotational speed NI increases to a value equal to or lower than the synchronous rotational speed of the first gear. The target engine speed NET corresponding to the target input shaft speed NIT is set. For example, the target engine speed NET is set according to a map having at least the target input shaft speed NIT as a parameter, or the target input shaft speed NIT is set as the target engine speed NET. The method for setting the target engine speed NET from the target input shaft speed NIT is not limited to this.

  If the actual input shaft rotational speed NI is the same as the synchronous rotational speed of the first gear, it is determined that the one-way clutch (F) 3320 is engaged. If the actual input shaft rotational speed NI is smaller than the synchronous rotational speed of the first gear, it is determined that the one-way clutch (F) 3320 is in the released state.

  The target engine torque set by ECT unit 9200 is set so that, for example, torque down or torque up for reducing shift shock can be realized. Further, as shown in FIG. 10, the ECT unit 9200 sets the target engine torque to be reduced when the one-way clutch (F) 3320 is engaged. More specifically, if the state in which the difference between the actual input shaft rotational speed NI and the synchronous rotational speed is equal to or less than the threshold value continues for a predetermined time or longer, the target engine torque decreases for a predetermined time. Is set as follows.

  Returning to FIG. 5, the power train driver model 9300 is a model (function) used to set the target driving force and the target engine speed NET of the vehicle based on the operation of the driver.

  In the present embodiment, as shown in FIG. 11, the target driving force is set from the accelerator opening according to a map determined in advance based on the results of experiments and simulations. Further, the target engine speed NET is set from the accelerator opening.

  As shown in FIG. 12, the target engine speed NET sets the engine speed NEL to be finally reached in accordance with the accelerator opening, and the set engine speed NEL is, for example, a function of a first order lag. Is obtained by processing in consideration of the delay due to inertia. A model expressed by a second-order lag function may be used.

In the model G (s), an operation using the following Equation 1 is executed.
Current NET = Previous NET + (Current NET−Previous NET) / Coefficient (1)
The actual engine speed NE at the start of control is used as the initial value of the target engine speed NET.

  Accordingly, as shown in FIG. 13, a target engine speed NET that gradually changes in accordance with the accelerator opening is obtained from the engine speed NE at the start of control.

  In order to prevent interference with ISC (Idle Speed Control) control, when the engine 1000 is idle, an invalid value is set as the target engine speed NET. Except when idling, the target engine speed NET is set so as not to be lower than the target idling speed when the ISC control is executed.

  Further, in a state where the input shaft and the output shaft of automatic transmission 2000 are connected, more specifically, in a state where the driver recognizes that they are connected, the target driving force is set according to the accelerator opening. In addition, an invalid value is set as the target engine speed NET. Therefore, during neutral control, shifting, and when the turbine speed NT is excessive, the input shaft and output shaft are not actually connected, but the target driving force is set according to the accelerator opening. The invalid value is set as the target engine speed NET.

  In a state where the input shaft and the output shaft of automatic transmission 2000 are disconnected, more specifically, in a state where the driver recognizes that it is disconnected, an invalid value is set as the target driving force, and the accelerator The target engine speed NET is set according to the opening.

  For example, when the neutral range or the parking range is not selected as the shift range (when a travel range such as a drive range is selected), the input shaft and output shaft of the automatic transmission 2000 are connected (connected). It is determined that the driver recognizes that

  When the neutral range or the parking range is selected as the shift range, it is determined that the input shaft and the output shaft of automatic transmission 2000 are disconnected (the driver recognizes that they are disconnected). The

  Based on the input shaft rotational speed NI and the output shaft rotational speed NO of automatic transmission 2000, it is determined whether the input shaft and the output shaft of automatic transmission 2000 are disconnected or connected. You may do it.

  In addition, the power train driver model 9300 sets an invalid value as the target driving force or the target engine speed when the target driving force or the target engine speed is not in an operating state. Therefore, the power train driver model 9300 always sets and outputs the target driving force or the target engine speed.

  As described above, according to the control device according to the present embodiment, when it is determined that the one-way clutch of the automatic transmission is in the released state, the target engine speed is set. One of the first target engine torque set in consideration of the target driving force of the vehicle and the second target engine torque converted from the target engine speed is the final used for controlling the engine. Set as the target engine torque. Thus, when it is preferable to control the engine so as to satisfy the demand for the output torque of the engine, that is, the demand for the driving force of the vehicle, the engine is controlled based on the output torque so as to satisfy the demand for the engine speed. When it is preferable to control the engine, the engine can be controlled based on the engine speed. As a result, the control accuracy of the engine can be improved.

  The engine may be controlled using the target turbine speed and the target turbine torque instead of the target engine speed and the target engine torque. That is, it may be considered that the drive source is configured by the engine and the torque converter.

Further, engine 1000 may be controlled without converting the driving force into torque.
The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic block diagram which shows the power train of a vehicle. It is a skeleton figure which shows the planetary gear unit of an automatic transmission. It is a figure which shows the operation | movement table | surface of an automatic transmission. It is a figure which shows the hydraulic circuit of an automatic transmission. It is a functional block diagram of ECU. It is a figure which shows the controller which converts a target engine speed into the 2nd target engine torque. It is a figure which shows the state on the control of an automatic transmission. It is a figure which shows the actual state of an automatic transmission. It is a figure which shows the value set as target engine speed NET. It is a figure which shows the target input shaft rotational speed NIT of an automatic transmission. It is a figure which shows a power train driver model. It is a figure which shows the map and model used in order to set target engine speed NET. It is a figure which shows the target engine speed NET.

Explanation of symbols

  1000 engine, 1004 auxiliary machine, 2000 automatic transmission, 2100 torque converter, 4004 oil pump, 5000 propeller shaft, 6000 differential gear, 7000 rear wheel, 8000 ECU, 8002 ROM, 8004 shift lever, 8006 position switch, 8008 accelerator pedal, 8010 Accelerator opening sensor, 8012 Air flow meter, 8016 Electronic throttle valve, 8018 Throttle opening sensor, 8020 Engine speed sensor, 8022 Input shaft speed sensor, 8024 Output shaft speed sensor, 8026 Oil temperature sensor, 8028 Water temperature sensor, 9000 Engine control unit, 9100 power train manager, 9102 setting unit, 9110 driving force arbitration unit , 9112 Torque conversion unit, 9114 Torque arbitration unit, 9120 Rotation rate arbitration unit, 9130 Controller, 9132 Feed forward control unit, 9134 Feedback control unit, 9200 ECT unit, 9300 Power train driver model.

Claims (2)

  1. Becomes disengaged to permit rotation in one direction when the vehicle driven in a predetermined gear stage, the engagement elements of the Kakarigojo state to limit the rotation in the reverse direction when the vehicle driving in the predetermined gear stage When the engaging element is in the engaged state, the input shaft and the output shaft are connected, and the ratio between the rotational speed of the input shaft and the rotational speed of the output shaft is a predetermined gear ratio. A powertrain control device provided with a transmission to be maintained and a drive source coupled to an input shaft of the transmission,
    A determination means for determining whether the engagement element is in the engagement state or the release state in an operation state in which the predetermined gear stage is to be formed ;
    First setting means for setting a first target value of the output torque of the drive source so as to decrease when the engaging element is engaged;
    When it is determined that the engagement element is in the disengaged state in the operating state in which the predetermined gear stage is to be formed, up to a value equal to or less than the product of the output shaft rotational speed of the transmission and the predetermined gear ratio Second setting means for setting a target rotational speed of the output shaft of the drive source so as to rise;
    By adding the output torque required to change the output shaft rotational speed of the drive source to the target rotational speed to the output torque required to maintain the output shaft rotational speed of the drive source, the target rotational speed is Calculating means for calculating a second target value of the output torque of the drive source;
    Third setting means for setting a smaller one of the first target value and the second target value as a third target value;
    Means for controlling the drive source in accordance with the third target value.
  2. The determination means includes
    When the input shaft speed of the transmission is the same as the product of the output shaft speed of the transmission and the gear ratio of the transmission, the engagement element is determined to be in the engaged state. Means,
    Means for determining that the engagement element is in the disengaged state when an input shaft rotational speed of the transmission is smaller than a product of an output shaft rotational speed of the transmission and a gear ratio of the transmission; The control apparatus of the power train of Claim 1 containing.
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Publication number Priority date Publication date Assignee Title
JPH056021B2 (en) * 1985-09-18 1993-01-25 Isuzu Motors Ltd
JPH023735A (en) * 1988-06-09 1990-01-09 Mazda Motor Corp Controller for vehicle equipped with continuously variable transmission
JPH023736A (en) * 1988-06-09 1990-01-09 Mazda Motor Corp Controller for vehicle equipped with continuously variable transmission
JPH0345434A (en) * 1989-07-13 1991-02-27 Design Kurabu Internatl:Kk Seat for automobile
JP3931156B2 (en) * 2003-05-15 2007-06-13 三菱電機株式会社 Vehicle control device
JP4228789B2 (en) * 2003-06-18 2009-02-25 トヨタ自動車株式会社 Vehicle control device
JP2005016439A (en) * 2003-06-26 2005-01-20 Toyota Motor Corp Controller of vehicle
JP2006297993A (en) * 2005-04-15 2006-11-02 Toyota Motor Corp Driving force controller
JP4251182B2 (en) * 2006-01-13 2009-04-08 トヨタ自動車株式会社 Vehicle control device

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