JP6001913B2 - VEHICLE CONTROL DEVICE AND VEHICLE - Google Patents

Description

  The present invention relates to a vehicle control technique for transmitting mechanical power output from an engine output shaft of an internal combustion engine to drive wheels via a power transmission device.

  In an internal combustion engine mounted on a vehicle such as an automobile, the upper limit value (so-called rev limit) is usually used in order to suppress the so-called overrev that usually causes the engine output shaft rotation speed (hereinafter referred to as engine rotation speed) to be too high. ) Is known to set. When the engine rotation speed reaches a predetermined use upper limit value, the fuel supply to the combustion chamber of the internal combustion engine is stopped, so-called fuel cut is performed to suppress overrev.

  In vehicles such as automobiles, mechanical power output from an engine output shaft by an internal combustion engine is usually transmitted to drive wheels via a power transmission device. Such a power transmission device includes, for example, a transmission that transmits mechanical power output from an engine output shaft toward a driving wheel by changing a rotation speed (that is, changing a torque), a driving wheel, A clutch or the like for interrupting power transmission with the engine output shaft is provided. When the vehicle is driven, torque acts between the engine output shaft and the input shaft of the transmission constituting the power transmission device.

  By the way, the fuel cut described above is performed every time the engine rotational speed reaches the use upper limit (rev limit). For this reason, when the engine rotation speed is close to the upper limit of use and the driver of the vehicle is operating the accelerator pedal, the above-described fuel cut and fuel supply may be repeated alternately. In such a case, in the power transmission device, the torque acting on the rotating member (for example, the input shaft of the transmission) that transmits mechanical power between the engine output shaft and the drive wheels also periodically varies. So-called “hunting” may occur.

  In order to suppress the fluctuation of the torque generated in the power transmission device in accordance with the execution of such fuel cut, in the vehicle control technology described in Patent Document 1 below, when the fuel cut is executed, There has been proposed a technique for reducing the output torque of the internal combustion engine (that is, the torque acting on the engine output shaft) prior to execution.

International Publication No. 2011/007420

  In the vehicle as described above, a transmission, a clutch, or the like constituting the power transmission device based on torque (hereinafter referred to as transmission input torque) acting on the input shaft of the transmission constituting the power transmission device. The hydraulic pressure to be supplied to the components may be determined. When the transmission input torque fluctuates periodically with the execution of the fuel cut described above, the value of the hydraulic pressure supplied to the component (hereinafter simply referred to as “supply hydraulic pressure”) fluctuates according to the fluctuation. Resulting in. Of the components constituting the power transmission device, the mechanism that operates upon receiving the supply of hydraulic pressure (hereinafter referred to as a hydraulic operation mechanism), for example, the value of the supplied hydraulic pressure supplied to the transmission and the clutch varies greatly. Then, the function of the hydraulic operation mechanism may be affected. For this reason, in a vehicle in which fuel cut is performed in the internal combustion engine, even if the transmission input torque fluctuates due to the fuel cut, fluctuation in the supplied hydraulic pressure supplied to the hydraulic operation mechanism is suppressed. It is requested.

  The present invention has been made in view of the above, and even when the transmission input torque fluctuates due to the fuel cut in the internal combustion engine, the oil pressure supplied to the hydraulic operation mechanism varies. An object of the present invention is to provide a vehicle control technology capable of suppressing the occurrence of the above.

In order to achieve the above object, a vehicle control device according to the present invention is used for a vehicle that transmits mechanical power output from an engine output shaft of an internal combustion engine to drive wheels via a power transmission device. The internal combustion engine is a control device that stops the fuel supply to the combustion chamber of the internal combustion engine when the engine rotational speed, which is the rotational speed of the engine output shaft, reaches a predetermined upper limit of use. A transmission input torque that is a torque acting on the input shaft in a transmission that receives the mechanical power from the shaft at the input shaft and changes the rotation speed, and the engine rotation speed is equal to or higher than the determination rotation speed; and When the accelerator operation amount is equal to or greater than the determination operation amount, the estimated transmission input torque is corrected so that the amount of change per time is limited, and the corrected transmission input torque that is the corrected transmission input torque is corrected. Depending on, to determine the supply oil pressure supplied to the hydraulic actuating mechanism operated by receiving hydraulic pressure of supply is determined based on the constructed and transmission input torque power transmission device.

  In the above-described vehicle control device, the estimated transmission input torque can be corrected so that the amount of change on the lower side per time is limited.

  In the above-described vehicle control device, the estimated transmission input torque can be corrected so that the change amount on the lower side per time is limited to zero.

  In the above vehicle control device, when the engine rotation speed is not equal to or higher than the determined rotation speed, or the accelerator operation amount is not equal to or higher than the determination operation amount, the hydraulic operation is performed according to the estimated transmission input torque. The supply hydraulic pressure supplied to the mechanism can be determined.

A vehicle control device according to the present invention is a vehicle control device used for a vehicle that transmits mechanical power output from an engine output shaft of an internal combustion engine to drive wheels via a power transmission device. The engine is designed to stop the fuel supply to the combustion chamber of the internal combustion engine when the engine rotation speed, which is the rotation speed of the engine output shaft, reaches a predetermined upper limit value. The transmission input torque, which is the torque acting on the input shaft in the transmission that receives the input shaft and changes the rotational speed, is estimated, and the vehicle operating state is over-resolved in that the engine rotational speed may reach the upper limit of use. If it is determined that the vehicle is in the preliminary state, the estimated transmission input torque is corrected so that the amount of change per hour is limited, and the corrected transmission input torque, which is the corrected transmission input torque, is corrected. Te, determines a supply oil pressure supplied to the hydraulic actuating mechanism operated by being supplied with hydraulic pressure is determined based on and the transmission input torque constitutes a power transmission device.

  In the above vehicle control device, when the engine rotation speed is equal to or higher than the determination rotation speed and the accelerator operation amount is equal to or higher than the determination operation amount, it can be determined that the vehicle is in the overrev preliminary state.

The vehicle according to the present invention is a vehicle that transmits mechanical power output from an engine output shaft of an internal combustion engine to drive wheels via a power transmission device, and is an engine rotational speed that is a rotational speed of the engine output shaft. An internal combustion engine in which the supply of fuel is stopped when a predetermined upper limit value is reached, and a transmission that constitutes a power transmission device and that receives mechanical power from the engine output shaft at the input shaft and changes the rotational speed thereof. , constitutes a power transmission device, and wherein the hydraulic actuating mechanism operated by being supplied with hydraulic pressure is determined based on the transmission input torque is a torque acting on the input shaft of the transmission, the input shaft of the transmission The transmission input torque, which is the torque acting on the engine, is estimated, and when the engine speed is greater than or equal to the determination rotation speed and the accelerator operation amount is greater than or equal to the determination operation amount, the estimated transmission input torque per time change Corrected to limit, in accordance with the corrected a transmission input torque correcting transmission input torque, a control device for determining a supply oil pressure supplied to the hydraulic actuation mechanism.

  In the above vehicle, the transmission is a continuously variable transmission capable of continuously changing a gear ratio, and the hydraulic operation mechanism includes an input side pulley or an output side pulley constituting the continuously variable transmission. It can be assumed that

  According to the present invention, even when a change occurs in the transmission input torque due to the fuel cut, a change in the supply hydraulic pressure supplied to the hydraulic operation mechanism constituting the power transmission device is suppressed. It is possible to suppress the influence on the function of the hydraulic operation mechanism.

It is a schematic diagram which shows the structure of the vehicle and power transmission device which concern on embodiment. It is a figure explaining an example of the hydraulic operation mechanism which constitutes the power transmission device concerning an embodiment, and is a figure explaining the composition of the input side pulley and output side pulley of a transmission (CVT). It is a flowchart which shows the supply hydraulic pressure determination control which the vehicle control apparatus which concerns on embodiment performs. It is a figure which shows an example of a time change of an engine speed and an accelerator operation amount in the case of determining with an overrev preliminary state in the supply hydraulic pressure determination control which the vehicle control apparatus which concerns on embodiment performs. FIG. 5 is a timing chart showing an example of a time change of a shift range input torque (estimated value) and a corrected transmission input torque when the supply hydraulic pressure determination control executed by the vehicle control device according to the embodiment is executed, It is a figure which shows the aspect by which the amount of reduction of the transmission input torque of this was restrict | limited to the fixed value which is not zero. FIG. 5 is a timing chart showing an example of a time change of a shift range input torque (estimated value) and a corrected transmission input torque when the supply hydraulic pressure determination control executed by the vehicle control device according to the embodiment is executed, It is a figure which shows the aspect by which the variation | change_quantity of the transmission input torque of this was restrict | limited to zero.

  Hereinafter, embodiments of the present invention (hereinafter simply referred to as “embodiments”) will be described in detail with reference to the drawings. In addition, this invention is not limited to the following embodiment, A various change is possible in the range which does not deviate from the summary. First, a schematic configuration of the vehicle and the power transmission device according to the present embodiment will be described with reference to FIG. Drawing 1 is a mimetic diagram showing composition of vehicles and a power transmission device concerning an embodiment.

  The vehicle 1 is provided with an internal combustion engine 5 as a prime mover for driving the drive wheels 9. The internal combustion engine 5 is a heat engine that converts fuel energy into mechanical energy and outputs it. In this embodiment, the internal combustion engine 5 is a piston reciprocating engine in which a piston reciprocates in a cylinder. The internal combustion engine 5 includes a fuel injection device, an ignition device, and a throttle valve device (not shown), and these devices are controlled by an electronic control device (hereinafter simply referred to as “control device”) 100 for a vehicle. The internal combustion engine 5 is controlled by the control device 100 to output mechanical power from the engine output shaft 6. The engine output output from the internal combustion engine 5 is controlled by the control device 100. In the following description, the mechanical power of the internal combustion engine 5 from the engine output shaft 6 is referred to as “engine output”, and the rotational speed of the engine output shaft 6 is referred to as “engine rotational speed”.

  In the internal combustion engine 5, a “use upper limit value” that is an upper limit value of an engine rotation speed that may be used is usually set in advance. The internal combustion engine 5 is controlled by the control device 100 when the engine rotational speed reaches a predetermined use upper limit value (so-called rev limit), and the supply of fuel to the combustion chamber (not shown) is automatically stopped. . Specifically, the control device 100 acquires the engine rotation speed as a control variable, and when the engine rotation speed reaches a predetermined use upper limit value, fuel supply to the combustion chamber of the internal combustion engine 5 is immediately performed. The fuel injection device is controlled so as to be stopped. In this way, the control device 100 controls the internal combustion engine 5 to stop the supply of fuel to the combustion chamber, that is, the internal combustion engine 5 performs a “fuel cut”. The internal combustion engine 5 does not output mechanical power from the engine output shaft 6 while the fuel cut is being performed. That is, the engine speed of the internal combustion engine 5 does not increase from the time when the fuel cut is started.

  The vehicle 1 includes a power transmission device 10 that transmits mechanical power output from the engine output shaft 6 by the internal combustion engine 5 to the drive wheels 9. In the present embodiment, the power transmission device 10 rotates the mechanical power from the internal combustion engine 5 with the torque converter 20 capable of increasing the torque via the working fluid, and the mechanical power from the torque converter 20 in the rotational direction. And a forward / reverse switching mechanism 30 capable of transmitting and switching, and a transmission 50 capable of transmitting mechanical power from the internal combustion engine 5 to the drive wheels 9 by changing the rotational speed. The power transmission device 10 receives the mechanical power output from the engine output shaft 6 by the internal combustion engine 5 by the input shaft 11 and transmits the mechanical power to the drive wheels 9.

  The torque converter 20 includes a pump impeller 22, a turbine runner 24, and a stator 25, and is a fluid transmission device that can transmit mechanical power from the pump impeller 22 to the turbine runner 24 by increasing torque via a working fluid. It is. The torque converter 20 transmits mechanical power received by the pump impeller 22 to the turbine runner 24 via a working fluid (for example, ATF: fluid for an automatic transmission). The working fluid that has flowed from the pump impeller 22 to the turbine runner 24 is changed in flow direction by the stator 25 and flows into the pump impeller 22 again. The torque converter 20 is configured to be able to increase the torque transmitted from the pump impeller 22 to the turbine runner 24.

  The pump impeller 22 is coupled to a member constituting the input side of the torque converter 20, that is, the input shaft 11 of the power transmission device 10. The input shaft 11 is coupled to the pump impeller 22 and rotates integrally. On the other hand, the turbine runner 24 is coupled to the input shaft 31 of the forward / reverse switching mechanism 30. The stator 25 is coupled to a one-way clutch 27, and the one-way clutch 27 is configured to be engageable with a stationary member (hereinafter referred to as a stationary member) among the members constituting the power transmission device 10. Yes. The stationary member includes a housing that forms the exterior of the power transmission device 10.

  In the present embodiment, the torque converter 20 has a lockup clutch 28 that is a clutch capable of connecting the pump impeller 22 and the turbine runner 24. When the lockup clutch 28 is in the connected state, the pump impeller 22 and the turbine runner 24 rotate together, and the engine output from the internal combustion engine 5 is transmitted from the turbine runner 24 to the forward / reverse switching mechanism 30 as it is.

  In the present specification, the state where the power transmission between the driving-side rotating member and the driven-side rotating member is interrupted without operating the clutch (for example, the lock-up clutch 28, the forward clutch 40) is described as “ "Release state". On the other hand, a state where the clutch is operated and the driving side rotating member and the driven side rotating member rotate together at the same rotational speed is referred to as a “connected state”. In addition, a state where the driving-side rotating member and the driven-side rotating member are engaged and torque is transmitted between these rotating members is referred to as an “engaged state”. That is, the “engaged state” includes the “connected state” described above.

  Further, in this specification, a state where a brake (for example, the reverse brake 46) is operated to stop the moving body from rotating and stationary is referred to as a “stop state”. On the other hand, a state where the brake is not operated and the moving body freely rotates with respect to the stationary body is referred to as a “non-operating state”. A state in which the moving body and the stationary body are in contact with each other and the rotation of the moving body is braked is referred to as a “braking state”. That is, the “braking state” includes the “stop state” described above.

  The forward / reverse switching mechanism 30 is configured as a double pinion (dual planetary) planetary gear, and includes a sun gear 34 coupled to the input shaft 31, an inner planetary pinion 35 that meshes with the sun gear 34, and an inner planetary pinion. 35, an outer planetary pinion 36 that meshes with 35, an inner planetary pinion 35, a planetary carrier 38 that rotatably supports the outer planetary pinion 36, and a ring gear 39 that meshes with the outer planetary pinion 36. The planetary carrier 38 is coupled to an input shaft (hereinafter referred to as a transmission input shaft) 51 of a transmission 50 described later.

  The forward / reverse switching mechanism 30 is a brake that can brake the rotation of the forward clutch 40 that is a clutch capable of connecting the sun gear 34 and the planetary carrier 38 in the planetary gear mechanism 33 and the ring gear 39 of the planetary gear mechanism 33. And a reverse brake 46. In the forward / reverse switching mechanism 30, the sun gear 34, the planetary carrier 38, and the ring gear 39 rotate together as the forward clutch 40 is operated in the connected state and the reverse brake 46 is operated in the released state. Thus, the forward / reverse switching mechanism 30 can transmit the engine output received by the input shaft 31 to the transmission input shaft 51 without changing the rotational direction and rotational speed. On the other hand, when the forward clutch 40 is operated in the released state and the reverse brake 46 is operated in the stopped state, the planetary carrier 38 rotates in the direction opposite to the rotational direction of the sun gear 34. Thus, the forward / reverse switching mechanism 30 can transmit the engine output received by the input shaft 31 to the transmission input shaft 51 by changing the rotation direction in the reverse direction. Further, when the forward clutch 40 is operated in the released state and the reverse brake 46 is operated in the released state, transmission of mechanical power between the sun gear 34 and the planetary carrier 38 is interrupted. The connected state / disengaged state of the forward clutch 40 and the stopped state / non-operated state of the reverse brake 46 are controlled in cooperation by the control device 100.

  In this embodiment, the transmission 50 is configured as a continuous speed variable transmission (so-called CVT) capable of continuously changing a gear ratio. The transmission 50 is provided with a transmission input shaft 51 that receives mechanical power from the engine output shaft 6, and an input side pulley (primary pulley) that is provided coaxially with the transmission input shaft 51 and rotates synchronously with the transmission input shaft 51. ) 52, an output shaft (hereinafter referred to as a transmission output shaft) 53 that is provided in parallel to the transmission input shaft 51 at a predetermined interval and outputs mechanical power to the speed reduction mechanism 80, and a transmission An output pulley (secondary pulley) 54 that is provided coaxially with the output shaft 53 and rotates synchronously with the transmission output shaft 53, is wound around an input pulley 52 and an output pulley 54, and is The power transmission member 55 (shown by a broken line in the figure) is transmitted to the transmission output shaft 53. The power transmission member 55 can be a metal belt, chain, or the like.

  The transmission 50 operates by receiving a hydraulic pressure supplied from a hydraulic pressure supply device 110 described later, and changes the pulley width of the input-side pulley 52, thereby forming a power transmission member 55 wound around the input-side pulley 52. The “winding diameter” can be changed. Similarly, the transmission 50 is configured to be able to change the “wrapping diameter” formed by the power transmission member 55 wound around the output pulley 54 by changing the pulley width of the output pulley 54. Has been. Such a transmission 50 is controlled by the control device 100 to change the pulley width of the input-side pulley 52 and the pulley width of the output-side pulley 54, so that the power transmission member 55 in each pulley 52, 54 is changed. Change the winding diameter. The ratio (Ro / Ri) between the winding diameter Ro of the power transmission member 55 in the output pulley 54 and the winding diameter Ri of the power transmission member 55 in the input pulley 52 is the rotational speed Ni of the transmission input shaft 51 and the speed change. The transmission gear ratio (Ni / No) is a ratio of the rotational speed No of the machine output shaft 53. The transmission 50 can continuously change the gear ratio (Ni / No) by continuously changing the width of at least one of the input pulley 52 and the output pulley 54. .

  The transmission 50 changes the rotational speed (that is, changes the torque) between the input-side pulley 52 and the output-side pulley 54 with respect to the mechanical power received by the transmission input shaft 51. 53 to the speed reduction mechanism 80. As described above, the transmission 50 receives the mechanical power from the engine output shaft 6 by the transmission input shaft 51 and transmits the mechanical power toward the drive wheels 9 while changing the rotation speed.

  The reduction mechanism 80 has a drive gear 82 coupled to the transmission output shaft 53, a driven gear 84 that meshes with the drive gear 82, and a differential drive gear 86 coupled to the driven gear 84. The differential drive gear 86 is engaged with a ring gear 94 fixed to the differential case 92 of the differential device 90. The speed reduction mechanism 80 decelerates the mechanical power from the transmission output shaft 53 (increases the torque) and transmits it to the differential device 90. The differential device 90 distributes the mechanical power from the speed reduction mechanism 80 to the left and right drive shafts 99 and transmits them to the drive shaft 99. Drive wheels 9 are coupled to the drive shaft 99. The mechanical power output from the engine output shaft 6 by the internal combustion engine 5 is transmitted to the power transmission device 10, that is, in this embodiment, the torque converter 20, the forward / reverse switching mechanism 30, the transmission 50, the speed reduction mechanism 80, and the differential. It is transmitted to the drive wheel 9 via the device 90. Due to the mechanical power transmitted to the drive wheels 9, a drive force [N] that is a frictional force for driving the vehicle 1 is generated between the drive wheels 9 and the road surface on which the vehicle 1 is traveling.

  As described above, in the present embodiment, as the components of the power transmission device 10 (hereinafter simply referred to as “components”), for example, the torque converter 20, the forward / reverse switching mechanism 30, the transmission 50, There are a speed reduction mechanism 80, a differential 90, and mechanisms included in these. Further, among the components of the power transmission device 10, a forward clutch that constitutes the lock-up clutch 28 and the forward / reverse switching mechanism 30 as a mechanism that operates by receiving supply of hydraulic pressure (hereinafter simply referred to as “hydraulic operation mechanism”). 40, reverse brake 46, input side pulley 52 and output side pulley 54 constituting transmission 50, and the like. The vehicle 1 is provided with a device (hereinafter simply referred to as “hydraulic pressure supply device”) 110 that supplies hydraulic pressure to these hydraulic operation mechanisms.

  Here, as an example of the hydraulic operation mechanism constituting the power transmission device 10, the configuration of the input side pulley 52 and the output side pulley 54 of the transmission (CVT) 50 will be described with reference to FIG. FIG. 2 is a diagram illustrating an example of a hydraulic operation mechanism constituting the power transmission device of the present embodiment, and is a diagram illustrating the configuration of the input side pulley and the output side pulley of the transmission (CVT).

  As shown in FIG. 2, the input-side pulley 52 has a fixed sheave 60 that is formed integrally with the primary shaft 60a, and a movable sheave 62 that is movable relative to the fixed sheave 60 in the axial direction of the primary shaft 60a. ing. A plunger 64 is coupled to the primary shaft 60 a of the fixed sheave 60, and a cylinder 66 that is in sliding contact with the outer peripheral surface of the plunger 64 is coupled to the movable sheave 62. An oil chamber 65 for driving the movable sheave 62 in the axial direction of the primary shaft 60a by hydraulic pressure is formed between the plunger 64 and the cylinder 66.

  Similarly, the output-side pulley 54 includes a fixed sheave 70 that is formed integrally with the secondary shaft 70a, and a movable sheave 72 that is movable relative to the fixed sheave 70 in the axial direction of the secondary shaft 70a. A plunger 74 is coupled to the secondary shaft 70 a of the fixed sheave 70, and a cylinder 76 that is in sliding contact with the outer peripheral surface of the plunger 74 is coupled to the movable sheave 72. An oil chamber 75 for driving the movable sheave 72 in the axial direction of the secondary shaft 70a by hydraulic pressure is formed between the plunger 74 and the cylinder 76.

  The oil chamber 65 of the input side pulley 52 and the oil chamber 75 of the output side pulley 54 are supplied with hydraulic pressure from the hydraulic pressure supply device 110. The groove width of the input pulley 52 and the groove width of the output pulley 54 are the hydraulic pressure supplied to the oil chamber 65 (hereinafter referred to as primary pressure) and the hydraulic pressure supplied to the oil chamber 75 (hereinafter referred to as secondary pressure). To be determined). The hydraulic pressure supply device 110 is configured to be capable of adjusting a primary pressure that is a hydraulic pressure supplied to the oil chamber 65 and a secondary pressure that is a hydraulic pressure supplied to the oil chamber 75.

  That is, in this embodiment, the supply hydraulic pressure supplied to the input-side pulley 52 as the hydraulic operation mechanism constituting the power transmission device 10 is the primary pressure, and the supply hydraulic pressure supplied to the output-side pulley 54 as the hydraulic operation mechanism. Is the secondary pressure. The supply hydraulic pressure adjusted by the hydraulic pressure supply device 110 and supplied to the hydraulic operation mechanism, that is, the primary pressure and the secondary pressure are controlled by the control device 100 in accordance with the operating state (particularly, the gear ratio) of the vehicle 1.

  The control device 100 includes a CPU as a central processing unit, a RAM as a main storage device, and a ROM (not shown) as an auxiliary storage device (storage unit). A program showing control processing for controlling various control objects described above, and constants set in advance in the control processing program (hereinafter referred to as control constants) are stored in advance in the ROM of the control device 100. Note that a variable set in the RAM in the above-described control process is referred to as a “control variable”.

  Further, as shown in FIG. 2, the control device 100 receives a signal related to the rotational speed of the drive wheel 9 from a wheel speed sensor (not shown) capable of detecting the rotational speed of the drive wheel 9, and the vehicle 1 The traveling speed (hereinafter referred to as vehicle speed) is estimated as a control variable. The control device 100 receives a signal related to the operation position of the accelerator pedal from an accelerator pedal sensor (not shown) that detects the operation position of the accelerator pedal. Are estimated as control variables. The control device 100 receives a signal related to the engine rotational speed from a crank position sensor (not shown) that can detect the rotational angle position of the engine output shaft 6 of the internal combustion engine 5, and determines the engine rotational speed as a control variable. As estimated.

  Further, the control device 100 is based on various control variables, such as torque acting on the engine output shaft 6 of the internal combustion engine 5 (hereinafter referred to as engine torque) and torque acting on the transmission input shaft 51. (Hereinafter referred to as transmission input torque) is estimated as a control variable.

  The control device 100 configured as described above performs control so that “fuel cut” is executed in the internal combustion engine 5 when the engine speed reaches a predetermined use upper limit (rev limit). The internal combustion engine 5 does not output mechanical power from the engine output shaft 6 while the fuel cut is being performed, and the engine rotation speed does not increase from the time when the fuel cut is started.

  Further, the control device 100 determines the supply hydraulic pressure that the hydraulic pressure supply device 110 supplies to the hydraulic operation mechanism based on the various control variables described above. In the present embodiment, the control device 100 supplies the supply hydraulic pressure supplied to the input-side pulley 52, which is a hydraulic operation mechanism, that is, the primary pressure, and the supply hydraulic pressure supplied to the output-side pulley 54, which is also the hydraulic operation mechanism, that is, the secondary pressure. Determine the pressure. The control device 100 grasps the operating state of the vehicle 1 from various control variables, determines whether or not the engine rotational speed is likely to reach the use upper limit (rev limit), and the determination result Accordingly, control for determining the supply hydraulic pressure (primary pressure and secondary pressure in the present embodiment) (hereinafter referred to as supply hydraulic pressure determination control) is executed, which will be described below with reference to FIGS. . FIG. 3 is a flowchart showing supply oil pressure determination control executed by the vehicle control apparatus 100 of the present embodiment.

  The control device 100 repeatedly executes the supply hydraulic pressure determination control shown in FIG. 3 at predetermined time intervals. First, in step S02, the control device 100 acquires various control variables. As a control variable, a transmission input torque (estimated value), an accelerator operation amount, an engine speed, and the like are acquired.

  In step S04, the control device 100 determines whether or not the accelerator operation amount is equal to or greater than a preset threshold value (hereinafter referred to as a determination operation amount). The determination operation amount is set to an accelerator operation amount such that the engine speed further increases from the present time. The determination operation amount is obtained in advance by a matching experiment or the like, and is stored in advance in the ROM of the control device 100 as a control constant. The determination operation amount may be set in the RAM as a control variable according to the driving state of the vehicle 1.

  When it is determined that the accelerator operation amount is less than the determination operation amount (S04, No), the control device 100 does not increase the engine rotation speed from the present time and reaches a predetermined use upper limit value (rev limit). It is determined that there is no fear, and the process proceeds to step S06.

  On the other hand, when it is determined that the accelerator operation amount exceeds the determination operation amount (S04, Yes), the control device 100 determines that the engine rotation speed is a preset threshold value (hereinafter referred to as determination rotation speed) in step S08. It is determined whether it is above. The determination rotational speed is set to such an engine rotational speed that the engine rotational speed is close to the above-described use upper limit (rev limit) and may reach the use upper limit when the engine rotational speed increases from the rotational speed. . The determination rotation speed is obtained in advance by a matching experiment or the like, and is stored in advance in the ROM of the control device 100 as a control constant. The determination rotational speed may be set in the RAM as a control variable according to the driving state of the vehicle 1.

  If it is determined that the engine rotation speed is less than the determination rotation speed (S08, No), the control device 100 may reach a predetermined upper limit value (rev limit) even if the engine rotation speed increases from the current time. It is determined that there is not, and the process proceeds to step S06.

  In step S06, control device 100 determines the supply hydraulic pressure in accordance with the transmission input torque (estimated value). Specifically, the control device 100 associates the primary pressure with the transmission input torque (hereinafter referred to as a primary pressure table) and associates the secondary pressure with the transmission input torque. The primary pressure and the secondary pressure corresponding to the transmission input torque (estimated value) are determined with reference to the obtained table (referred to as a secondary pressure table). The primary pressure table and the secondary pressure table, that is, the primary pressure and the secondary pressure with respect to the transmission input torque are obtained in advance by a matching experiment or the like, and are stored in advance in the ROM of the control device 100 as control constants.

  In step S06, control device 100 refers to the primary pressure table to derive a primary pressure corresponding to the transmission input torque (estimated value). In addition, the control device 100 refers to the secondary pressure table to derive the secondary pressure corresponding to the transmission input torque (estimated value). In this way, when the control device 100 determines that the engine rotation speed does not reach the use upper limit value, the supply hydraulic pressure supplied to the input-side pulley 52 and the output-side pulley 54, which are hydraulic operation mechanisms, respectively. That is, the primary pressure and the secondary pressure are determined according to the estimated value of the transmission input torque.

  On the other hand, when it is determined in step S08 that the engine rotation speed exceeds the determination rotation speed (S08, No), the control device 100 operates the vehicle 1 (that is, the current accelerator operation amount and the current engine rotation speed). However, it is determined that there is a possibility that the engine rotational speed may reach the use upper limit value after the present time (hereinafter referred to as an overrev preliminary state), and the process proceeds to step S10.

  Here, the overlev preliminary state will be described with reference to FIG. FIG. 4 is a diagram illustrating an example of temporal changes in the engine rotation speed and the accelerator operation amount when it is determined that the engine is in the overrev preliminary state in the supply hydraulic pressure determination control executed by the vehicle control device 100 of the present embodiment. As shown in FIG. 4, the accelerator operation amount exceeds the determination operation amount at time T1, and is a constant value after time T2. On the other hand, the engine rotational speed is lower than the determined rotational speed at time T1 and time T2, but exceeds the determined rotational speed after time T3, and is a constant value after time T4. When the accelerator operation amount exceeds the determination operation amount (after time T2) and the engine rotation speed exceeds the determination rotation speed (after time T3), that is, after time T3, the control device 100 performs step S08. As described, it is determined that the driving state of the vehicle 1 is in the overrev preliminary state.

  In step S10, the transmission input torque (estimated value) is corrected so that the amount of change per hour in the transmission input torque is limited. That is, the transmission input torque (hereinafter simply referred to as “corrected transmission input torque”) corrected to limit the amount of change per time with respect to the transmission input torque (estimated value) is calculated.

  In step S12, control device 100 determines the supply hydraulic pressure in accordance with the corrected transmission input torque. Specifically, the control device 100 refers to the primary pressure table and the secondary pressure table used in step S06 described above, and determines the primary pressure and the secondary pressure according to the corrected transmission input torque.

  In step S12, control device 100 refers to the primary pressure table to derive a primary pressure corresponding to the corrected transmission input torque. In addition, the control device 100 refers to the secondary pressure table to derive the secondary pressure corresponding to the corrected transmission input torque. In this way, when there is a possibility that the engine rotational speed reaches the upper limit of use, the control device 100 converts the primary pressure and the secondary pressure supplied to the input-side pulley 52 and the output-side pulley 54, respectively, to the “transmission”. It is determined according to not “input torque (estimated value)” but “corrected transmission input torque” corrected so as to limit the amount of change per time.

  Here, a method of limiting the amount of change per hour in the transmission input torque will be described with reference to FIGS. FIG. 5 is a timing chart showing an example of temporal changes in the shift region input torque (estimated value) and the corrected transmission input torque when the supply hydraulic pressure determination control executed by the vehicle control apparatus 100 of the present embodiment is executed. FIG. 5 is a diagram showing a mode in which the amount of reduction in transmission input torque per time is limited to a constant value that is not zero. FIG. 6 is a timing chart showing an example of the time change of the shift range input torque (estimated value) and the corrected transmission input torque when the supply hydraulic pressure determination control executed by the vehicle control apparatus 100 of the present embodiment is executed. It is a figure which shows the aspect in which the variation | change_quantity of the transmission input torque per time was restrict | limited to zero. 5 and 6, the transmission input torque (estimated value) while the change amount per hour of the transmission input torque is limited is indicated by a two-dot chain line.

  At time points t1 to t10 in FIGS. 5 and 6, the control device 100 determines that the driving state of the vehicle 1 is in the overlev preparatory state (see time point T3 and thereafter in FIG. 4), and the transmission input torque (estimated value). ) Is corrected so that the amount of change per time is limited, and the supply hydraulic pressure (primary pressure and secondary pressure) is determined according to the corrected “corrected transmission input torque” (step S10). And S12). In the example shown in FIGS. 5 and 6, the fuel cut is executed in the internal combustion engine 5 under the control of the control device 100. Due to the fuel cut, time t3 to t4, time t5 to t6, time t7 From t8 to time t9 to t10, the transmission input torque (estimated value) fluctuates greatly.

  In the example illustrated in FIG. 5, the control device 100 corrects the change amount on the decrease side of the transmission input torque (estimated value) so as to be limited to a constant value. The corrected corrected transmission input torque is compared with the transmission input torque (estimated value) immediately before time points t3 to t4, immediately before time points t5 to t6, immediately before time points t7 to t8, and immediately before time points t9 to t10. The amount of change on the lower side per time is limited to a certain value. Since the control device 100 determines the supply hydraulic pressure (primary pressure and secondary pressure) according to the corrected transmission input torque, when the fuel input is changed in the internal combustion engine 5, the transmission input torque varies. Even among the components constituting the power transmission device 10, the supply hydraulic pressure (primary pressure and secondary pressure) supplied to the hydraulic operation mechanism (input side pulley 52 and output side pulley 54) that operates by receiving the supply of hydraulic pressure. The fluctuation can be suppressed.

  On the other hand, in the example illustrated in FIG. 6, the control device 100 corrects the amount of change on the decrease side of the transmission input torque (estimated value) to be limited to zero. The corrected corrected transmission input torque is compared with the transmission input torque (estimated value) immediately before time points t3 to t4, immediately before time points t5 to t6, immediately before time points t7 to t8, and immediately before time points t9 to t10. The amount of change on the downside per hour is limited to zero. That is, the control device 100 sets the corrected transmission input torque so as to become a constant value at the time points T2 to T8. Also in this example, since the control device 100 determines the supply hydraulic pressure in accordance with the corrected transmission input torque, when the fuel input is changed in the internal combustion engine 5, the transmission input torque varies. Even so, it is possible to suppress fluctuations in the supply hydraulic pressure (primary pressure and secondary pressure) supplied to the hydraulic operation mechanism (the input-side pulley 52 and the output-side pulley 54) constituting the power transmission device 10. .

  As described above, the control device 100 of the present embodiment is used for the vehicle 1 that transmits the mechanical power output from the engine output shaft 6 by the internal combustion engine 5 via the power transmission device 10, and the power transmission is performed. Among the constituents of the device 10, the supply hydraulic pressure supplied to the input side pulley 52 and the output side pulley 54, which is a hydraulic operation mechanism that operates upon receiving the supply of hydraulic pressure, can be determined. In the internal combustion engine 5, the fuel supply to the combustion chamber of the internal combustion engine 5 is automatically stopped when the engine rotation speed, which is the rotation speed of the engine output shaft 6, reaches a predetermined upper limit value. The vehicle control device 100 receives mechanical power from the engine output shaft 6 by the input shaft 51 and estimates transmission input torque that is torque acting on the input shaft 51 in the transmission 50 that changes the rotational speed. When the engine rotation speed is equal to or higher than the determination rotation speed and the accelerator operation amount is equal to or higher than the determination operation amount, that is, when it is determined that the engine is in the overrev preliminary state, the estimated transmission input torque changes per time. The hydraulic pressure supplied to the input-side pulley 52 and the output-side pulley 54, which are hydraulic operating mechanisms, is corrected according to the corrected transmission input torque that is the corrected transmission input torque. The primary pressure and the secondary pressure were determined. Even when the transmission input torque fluctuates due to the fuel cut in the internal combustion engine 5, it is supplied to the input side pulley 52 and the output side pulley 54, which are hydraulic operating mechanisms constituting the power transmission device 10. It is possible to suppress fluctuations in the supplied hydraulic pressure, that is, the primary pressure and the secondary pressure.

  When the engine speed is not equal to or higher than the determined rotational speed or the accelerator operation amount is not equal to or higher than the determined operation amount, that is, when it is determined that the engine is not in the overrev preliminary state, the control device 100 determines the estimated transmission input. The supply hydraulic pressure supplied to the hydraulic operation mechanism is determined according to the torque. Moreover, the vehicle control apparatus 100 determines the supply hydraulic pressure according to the transmission input torque (estimated value) with reference to a table in which the supply hydraulic pressure is associated with the transmission input torque. One of the tables is obtained in advance by a fitting experiment or the like, and stored in advance in a ROM as a storage unit (auxiliary storage device) of the control device 100 as a control constant, so that an estimated transmission input torque ( The supply hydraulic pressure can be determined by referring to the table according to the estimated value) or the corrected transmission input torque that has been corrected. The supply hydraulic pressure can be determined with reference to a common table when the supply hydraulic pressure is determined according to the transmission input torque (estimated value) and when the supply hydraulic pressure is determined according to the corrected transmission input torque. . This eliminates the need for conducting a fitting experiment for associating the supplied hydraulic pressure with the transmission input torque in consideration of the case where the fuel cut is performed in the internal combustion engine.

  In the above-described embodiment, the transmission 50 is a continuously variable transmission (CVT), but the transmission of the present invention is not limited to this. The transmission only needs to change the rotational speed by receiving mechanical power from the engine output shaft 6 by the input shaft among those constituting the power transmission device 10. For example, among the plurality of shift stages, The present invention can also be applied to a so-called stepped transmission that selectively changes the rotational speed by using any one of them.

  In the above-described embodiment, the hydraulic operation mechanism is the input-side pulley 52 and the output-side pulley 54 constituting the transmission 50. However, the hydraulic operation mechanism of the present invention is limited to these. is not. The hydraulic operation mechanism is not particularly limited as long as it operates by receiving the supply of hydraulic pressure among the components constituting the power transmission device 10. For example, the hydraulic operation mechanism may be a clutch such as a lockup clutch 28 or a forward clutch 40. In the power transmission device 10 described above, a clutch capable of interrupting power transmission between the drive wheel 9 and the transmission output shaft 53 is provided between the driven gear 84 and the differential drive gear 86 of the reduction mechanism 80. The control device 100 may determine the supply hydraulic pressure supplied to the clutch.

  In the above-described embodiment, the control device 100 corrects the estimated transmission input torque (estimated value) so that the amount of change on the lower side per time is limited, and derives the corrected transmission input torque. However, the method of limiting the amount of change per hour for the transmission input torque (estimated value) is not limited to this. For example, when the engine rotation speed is equal to or higher than the determination rotation speed and the accelerator operation amount is equal to or higher than the determination operation amount (that is, when it is determined that the engine is in the overrev preliminary state), the transmission input torque (estimated value) per time It is good also as what correct | amends so that the variation | change_quantity on the ascending side may be restrict | limited, and may derive the correction | amendment transmission input torque. In addition, when it is determined that the state is the overrev preliminary state, the corrected transmission input torque may be set to a constant value, and the supply hydraulic pressure may be determined according to the corrected transmission input torque.

  Further, in the present embodiment, when the engine rotation speed is equal to or higher than the determination rotation speed and the accelerator operation amount is equal to or more than the determination operation amount, the engine rotation speed may reach the use upper limit value after the current time. However, the overlev preliminary state determination method is not limited to this condition. For example, instead of the accelerator operation amount, the opening degree of the throttle valve provided in the internal combustion engine 5 can also be used as a threshold value (hereinafter referred to as a determination threshold value) for determining the overrev preliminary state. Further, when the internal combustion engine includes a turbocharger, the rotational speed of the turbine can be used as the determination threshold instead of the engine rotational speed. Further, the rotational speed of the transmission input shaft 51 can be calculated from the vehicle speed and the transmission gear ratio of the transmission 50, and the rotational speed can be used as a determination threshold instead of the engine rotational speed. As described above, the determination threshold value for determining the overrev preliminary state can be set based on various control variables indicating the driving state of the vehicle 1 including the driving state of the internal combustion engine 5.

DESCRIPTION OF SYMBOLS 1 Vehicle 5 Internal combustion engine 6 Engine output shaft 9 Drive wheel 10 Power transmission device 20 Torque converter 28 Lock-up clutch (hydraulic operation mechanism)
30 Forward switching mechanism 40 Forward clutch (hydraulic operating mechanism)
46 Reverse brake (hydraulic operating mechanism)
50 Transmission (continuously variable transmission)
51 Transmission input shaft 52 Input side pulley (primary pulley, hydraulic operation mechanism)
54 Output pulley (secondary pulley, hydraulic operating mechanism)
80 Deceleration mechanism 90 Differential device 100 Control device for vehicle (control device, electronic control device)

Claims (8)

A vehicle control device used for a vehicle that transmits mechanical power output from an engine output shaft of an internal combustion engine to drive wheels via a power transmission device,
The internal combustion engine is one in which the fuel supply to the combustion chamber of the internal combustion engine is stopped when the engine rotation speed, which is the rotation speed of the engine output shaft, reaches a predetermined use upper limit value,
The mechanical power from the engine output shaft is received by the input shaft, and the transmission input torque, which is the torque acting on the input shaft in the transmission that changes the rotational speed, is estimated,
When the engine rotation speed is greater than or equal to the determination rotation speed and the accelerator operation amount is greater than or equal to the determination operation amount
Correct the estimated transmission input torque to limit the amount of change per hour,
According to the corrected transmission input torque that is the corrected transmission input torque,
A control apparatus for a vehicle, comprising: a power transmission apparatus configured to determine a supply hydraulic pressure that is supplied to a hydraulic operation mechanism that operates by receiving a supply of hydraulic pressure that is determined based on transmission input torque . The vehicle control device according to claim 1,
A vehicular control device that corrects an estimated transmission input torque so that a change amount on the lower side per time is limited. The vehicle control device according to claim 2,
A vehicle control device that corrects the estimated transmission input torque so that the amount of change on the lower side per hour is limited to zero. The vehicle control device according to any one of claims 1 to 3,
When the engine rotation speed is not equal to or higher than the determination rotation speed, or the accelerator operation amount is not equal to or higher than the determination operation amount,
A vehicle control device that determines a supply hydraulic pressure to be supplied to the hydraulic operation mechanism in accordance with an estimated transmission input torque. A vehicle control device used for a vehicle that transmits mechanical power output from an engine output shaft of an internal combustion engine to drive wheels via a power transmission device,
The internal combustion engine is one in which the fuel supply to the combustion chamber of the internal combustion engine is stopped when the engine rotation speed, which is the rotation speed of the engine output shaft, reaches a predetermined use upper limit value,
The mechanical power from the engine output shaft is received by the input shaft, and the transmission input torque, which is the torque acting on the input shaft in the transmission that changes the rotational speed, is estimated,
When it is determined that the driving state of the vehicle is an overrev preliminary state in which the engine speed may reach the upper limit of use,
Correct the estimated transmission input torque to limit the amount of change per hour,
According to the corrected transmission input torque that is the corrected transmission input torque,
A control apparatus for a vehicle, comprising: a power transmission apparatus configured to determine a supply hydraulic pressure that is supplied to a hydraulic operation mechanism that operates by receiving a supply of hydraulic pressure that is determined based on transmission input torque . The vehicle control device according to claim 5,
A vehicle control device that determines that the engine is in an overrev preliminary state when the engine rotation speed is equal to or greater than the determination rotation speed and the accelerator operation amount is equal to or greater than the determination operation amount. A vehicle that transmits mechanical power output from an engine output shaft by an internal combustion engine to drive wheels via a power transmission device,
An internal combustion engine in which fuel supply is stopped when the engine rotation speed, which is the rotation speed of the engine output shaft, reaches a predetermined use upper limit value;
A transmission that constitutes a power transmission device and that receives mechanical power from the engine output shaft at the input shaft and changes the rotational speed;
A hydraulic operating mechanism that constitutes a power transmission device and that operates by receiving a hydraulic pressure determined based on a transmission input torque that is a torque acting on an input shaft of the transmission ;
A transmission input torque, which is a torque acting on the input shaft of the transmission, is estimated. If the engine rotation speed is equal to or higher than the determination rotation speed and the accelerator operation amount is equal to or more than the determination operation amount, the estimated transmission A controller that corrects the input torque to limit the amount of change per time, and determines a supply hydraulic pressure to be supplied to the hydraulic operation mechanism according to a corrected transmission input torque that is a corrected transmission input torque;
A vehicle comprising: The vehicle according to claim 7, wherein
The transmission is a continuously variable transmission capable of continuously changing a gear ratio,
The hydraulic operation mechanism is an input-side pulley or an output-side pulley that constitutes the continuously variable transmission.

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