JP6354739B2 - Powertrain control device with centrifugal pendulum damper - Google Patents

Description

  The present invention relates to a powertrain control device for a vehicle or the like, and more particularly to a powertrain control device including a centrifugal pendulum damper.

  Conventionally, in a vehicle equipped with a powertrain that forms a power transmission path from the engine to the drive wheels via the transmission, the engine is reduced in cylinder operation or HCCI (Homogeneous-Charge Compression Ignition) to improve the fuel efficiency of the engine Application of technologies such as combustion and torque converter-less automatic transmissions that eliminate torque converters is being studied.

  However, in an engine that employs reduced-cylinder operation or HCCI combustion, output torque fluctuation (torque fluctuation) tends to increase. When the automatic transmission is torqueless, the engine torque fluctuations are output without being attenuated. Thus, in a vehicle to which these techniques are applied, a large torque fluctuation is transmitted to the power transmission system on the output side of the transmission. In particular, if the torsional vibration resulting from this torque fluctuation is amplified by the resonance of the power transmission system, there is a risk that vibration and noise will occur in each part of the vehicle.

  As what is related to the said subject, the technique of making a centrifugal pendulum damper connect with a power transmission shaft is known, for example, as described in Patent Document 1. The centrifugal pendulum damper includes a supporting member that rotates together with a power transmission shaft, and a pendulum that is a mass body supported on the supporting member so as to be able to swing around a point on a circumference of a predetermined radius from the axis. Is provided. When the pendulum swings due to torque fluctuation, a circumferential component force is generated in the support member that receives the centrifugal force acting on the pendulum, and this component force serves as a counter torque that suppresses torque fluctuation of the support member or the power transmission shaft. Acting, thereby absorbing the torsional vibrations.

  Here, in a low rotation range such as when the engine is started, the centrifugal pendulum damper connected to the power transmission shaft rotates at a low speed, and the centrifugal force acting on the pendulum is reduced. As a result, the fluctuation in torque is not sufficiently suppressed, and the operation of the pendulum becomes unstable, and the pendulum may come into contact with the peripheral member to generate abnormal noise. In order to suppress the occurrence of this abnormal noise, in the invention described in Patent Document 1, a connection between the power transmission shaft and the centrifugal pendulum damper is used to cut off power transmission to the centrifugal pendulum damper in a low engine speed range. A mechanism is provided.

JP 2014-228209 A

  By the way, when the connection / disconnection mechanism is provided between the power transmission shaft and the centrifugal pendulum damper as in the invention described in Patent Document 1, the inertia moment and the mass of the centrifugal pendulum damper depend on the connection / disconnection state of the connection / disconnection mechanism. Applied to the power transmission shaft as a load. At this time, when the connection / disconnection state of the connection / disconnection mechanism changes and the load changes, the acceleration and speed of the vehicle change regardless of the operation of the accelerator pedal by the driver.

  For example, when the connection / disconnection mechanism shifts from a disconnected state to a connected state during acceleration (or deceleration) of the vehicle, the acceleration of the vehicle decreases due to an increase in the moment of inertia around the power transmission shaft, and the vehicle is traveling at a constant speed. When the transition is performed, the rotational resistance of the centrifugal pendulum damper is applied to the power transmission shaft, and negative acceleration (deceleration) is generated in the vehicle. Similarly, when the connecting / disconnecting mechanism shifts from the connected state to the disconnected state during acceleration (or deceleration) of the vehicle, the acceleration of the vehicle increases. When the shift is performed during constant speed driving of the vehicle, positive acceleration is applied to the vehicle. Arise.

  Such a change in acceleration occurs regardless of the operation of the accelerator pedal by the driver, and may give the passenger an uncomfortable feeling depending on the traveling state. This problem is particularly serious when the output torque of the engine is small (slow acceleration, constant speed, or deceleration).

  The present invention has been made to solve the above problems, and in a power train in which a centrifugal pendulum damper is provided on a power transmission shaft connected to a power source such as an engine via a connection / disconnection mechanism, the connection / disconnection is performed. It is an object to suppress changes in the acceleration and speed of the vehicle that are not intended by the occupant when the connection / disconnection state of the mechanism changes.

In order to solve the above-mentioned problem, the invention according to claim 1 of the present application is
A control device for a power train with a centrifugal pendulum damper in which a centrifugal pendulum damper is connected to a power transmission shaft connected to the power source via a connecting / disconnecting mechanism in a vehicle having a power source that is an engine capable of reducing cylinder operation. There,
Connection / disconnection control means for controlling the connection / disconnection state of the connection / disconnection mechanism,
Torque correction means for correcting the output torque of the power source,
(A) The connection / disconnection control means includes:
In the low speed region where the engine speed is low and in the high speed region where the engine speed is high, the connection / disconnection mechanism is set to a disconnected state,
In the reduced-cylinder operation region included in the medium speed region where the engine speed is between the low speed region and the high speed region, the connection / disconnection mechanism is set to a connected state,
In the intermediate speed region and in the region between the reduced cylinder operation region and the low speed region, the connection / disconnection mechanism is set to a slip state between the disconnection state and the connection state,
(B) The torque correction means performs the change control so as to suppress a change in the acceleration of the vehicle that may occur with the change control during the change control of the connection / disconnection mechanism from the disconnected state to the connected state. Accordingly, the output torque of the power source is corrected.

The invention according to claim 2 is a control device for a powertrain with a centrifugal pendulum damper according to claim 1 ,
The torque correction means increases the output torque when the output torque of the power source is less than a predetermined value.

The invention according to claim 3 is the control apparatus for the power train with the centrifugal pendulum damper according to claim 2 ,
An accelerator depression amount detecting means for detecting an accelerator pedal depression amount for controlling the output torque of the power source;
The torque correction means increases the output torque of the power source when the accelerator pedal depression amount detected by the accelerator depression amount detection means is less than a predetermined value.

According to a fourth aspect of the present invention, there is provided the control device for the power train with a centrifugal pendulum damper according to the third aspect ,
The torque correction means reduces the amount of increase in the output torque in the slip state as the connection / disconnection control means advances the change control of the connection / disconnection mechanism .

  According to the first aspect of the present invention, during the change control of the connection / disconnection state of the connection / disconnection mechanism, for example, the output of the power source so as to suppress the change in the acceleration of the vehicle caused by the change control of the connection / disconnection state. Torque changes. As a result, in a power train in which a centrifugal pendulum damper is provided on the power transmission shaft connected to the power source via the connection / disconnection mechanism, the acceleration of the vehicle unintended by the passenger when the connection / disconnection state of the connection / disconnection mechanism changes. , Speed change can be suppressed.

According to the second aspect of the present invention, when the connection mechanism is in the change control from the disconnected state to the connected state, the output torque increases when the output torque of the power source is less than a predetermined value. Thereby, even if it is a case where change control is performed from the disconnection state of a connection / disconnection mechanism to a connection state in the state where the output torque of a power source is small, it can suppress that the discomfort given to a passenger | crew increases.

According to the third aspect of the invention, the output torque of the power source increases when the accelerator pedal depression amount detected by the accelerator depression amount detection means is less than a predetermined value .

According to the fourth aspect of the present invention, the amount of increase in the output torque in the slip state becomes smaller and approaches zero with the progress of the change control of the connection / disconnection mechanism, and therefore, after the change control of the connection / disconnection state is completed. The uncomfortable feeling given to the occupant when the amount of increase in the output torque is returned to near zero can be reduced.

It is a skeleton diagram showing a power train with a centrifugal pendulum damper according to an embodiment of the present invention. It is a control system figure of a powertrain. It is a connection / disconnection control map used for control of the connection / disconnection state of a connection / disconnection mechanism. It is a flowchart which shows the control method of the power train by a control unit. It is a time chart which shows an example of the output torque up control in the flowchart of FIG.

  Hereinafter, a power train 10 with a centrifugal pendulum damper according to an embodiment of the present invention (simply referred to as a power train 10) will be described with reference to the drawings.

FIG. 1 is a skeleton diagram showing a powertrain 10.
The power train 10 includes an engine 1, a transmission transmission mechanism 3 that transmits the driving force of the engine 1 to the drive wheels 2, and a torsion provided between the output shaft 1 a of the engine 1 and the input shaft 3 a of the transmission mechanism 3. The damper mechanism 4 and the centrifugal pendulum damper mechanism 5 connected to the input shaft 3a of the transmission mechanism 3 are provided. The “input shaft 3a” in the present embodiment corresponds to the “power transmission shaft” in the claims.

  The transmission provided with the speed change mechanism 3 is any of a stepped automatic transmission that switches the gear ratio stepwise, a continuously variable automatic transmission (CVT) that changes the gear ratio continuously, and a manual transmission. It may be a transmission. A torque converter may be provided instead of the torsional damper mechanism 4.

  The torsional damper mechanism 4 includes a first spring member 4a and a second spring member 4b arranged in parallel to each other, and the rotation of the output shaft 1a of the engine 1 is transmitted to the transmission mechanism 3 via the spring members 4a and 4b. It is transmitted to the input shaft 3a side.

  The centrifugal pendulum damper mechanism 5 includes a planetary gear set 12 as a speed increasing mechanism for increasing the rotation of the input shaft 3a, a centrifugal pendulum damper 13 communicated with the input shaft 3a via the planetary gear set 12, and an input shaft. And a connection / disconnection mechanism 14 capable of connecting / disconnecting power transmission from 3a to the planetary gear set 12. In FIG. 1, the connection / disconnection mechanism 14 is provided between the input shaft 3 a and the planetary gear set 12, but may be provided between the planetary gear set 12 and the centrifugal pendulum damper 13.

  The planetary gear set 12 is a single pinion type, and includes a sun gear 21, a ring gear 23, and a pinion carrier 24 (simply referred to as a carrier 24) as rotating elements. The carrier 24 supports the pinion 22 that meshes with the sun gear 21 and the ring gear 23. The input shaft 3 a is connected to the carrier 24 through the connection / disconnection mechanism 14. A centrifugal pendulum damper 13 is connected to the sun gear 21. The rotation of the ring gear 23 is restricted by being connected to the transmission case 3d.

  The centrifugal pendulum damper 13 includes a support member connected to the sun gear 21 of the planetary gear set 12, and a mass body supported on the support member so as to be swingable about a point on a circumference having a predetermined radius from the axis. And a pendulum. In the centrifugal pendulum damper 13, if the pendulum swings due to torque fluctuations of the engine 1, a circumferential component force is generated in the support member that receives the centrifugal force acting on the pendulum, and this component force is applied to the support member or the input shaft 3 a. Acts as a counter-torque that suppresses torque fluctuations of the input shaft 3a, and torsional vibration of the input shaft 3a is absorbed.

  The connection / disconnection mechanism 14 is a friction engagement clutch mechanism having a plurality of friction plates that can be fastened to each other and a hydraulic actuator that fastens the friction plates by pressing the friction plates. The connection / disconnection mechanism 14 is a hydraulically controlled clutch mechanism configured to change the connection / disconnection state to switch to a connection state, a disconnection state, or a slip state by controlling the hydraulic pressure supplied to the hydraulic actuator. The “slip state” is a state between the connection state and the disconnection state, and means an incomplete connection in which the connection / disconnection mechanism 14 is slipping. Further, in the present embodiment, the terms “connection” and “disconnection” generally used for the connection / disconnection mechanism mean “engagement” and “release” of the friction engagement type clutch, respectively.

  Further, the power train 10 in the present embodiment is provided with an engine speed sensor 101 that detects the speed of the output shaft 1a of the engine 1 and a vehicle speed sensor 102 that detects the speed of the output shaft 3b of the speed change mechanism 3. It has been. Further, as indicated by phantom lines in FIG. 1, an input shaft rotational speed sensor 103 that detects the rotational speed of the input shaft 3a of the speed change mechanism 3 and a pendulum rotational speed sensor 104 that detects the rotational speed of the centrifugal pendulum damper 13 are provided. It may be provided. For example, a magnetic sensor such as a pickup coil type, a Hall element type, or a magnetoresistive element type can be used as the rotation speed sensors 101 to 104.

  In the present embodiment, the pendulum rotation speed sensor 104 detects the rotation speed of the rotation element on the planetary gear set 12 side of the connection / disconnection mechanism 14 connected to the centrifugal pendulum damper 13 via the planetary gear set 12, and the rotation speed is detected. Based on the above, the rotational speed of the centrifugal pendulum damper 13 is indirectly detected in consideration of the speed increase by the planetary gear set 12, but a sensor for directly detecting the rotational speed of the centrifugal pendulum damper 13 is provided. Also good. Further, since the engine speed and the input shaft 3a are substantially the same, the pendulum speed sensor 104 may be provided instead of the engine speed sensor 101.

  Next, the operation of the power train 10 will be described.

  First, when the engine 1 is operated, the power is transmitted to the torsion damper mechanism 4, and at least a part of the torque fluctuation of the engine 1 is absorbed by the torsion damper mechanism 4. A part of the power transmitted to the torsional damper mechanism 4 is further transmitted from the input shaft 3 a of the speed change mechanism 3 to the centrifugal pendulum damper mechanism 5. When the connection / disconnection mechanism 14 of the centrifugal pendulum damper mechanism 5 is connected, power is transmitted from the input shaft 3 a to the planetary gear set 12 via the connection / disconnection mechanism 14. Since the rotation of the ring gear 23 of the planetary gear set 12 is restrained by the transmission case 3d, the sun gear 21 rotates with the rotation of the carrier 24 connected to the input shaft 3a. The rotation of the sun gear 21 is increased according to the gear ratio between the sun gear 21 and the ring gear 23 with respect to the rotation of the carrier 24. The centrifugal pendulum damper 13 is driven at the increased speed of the sun gear 21. At this time, torque fluctuations that could not be absorbed by the torsional damper mechanism 4 are absorbed by the centrifugal pendulum damper 13.

FIG. 2 is a control system diagram of the powertrain 10.
A control unit 100 that is a control device for the power train 10 comprehensively controls components related to the power train 10 such as the engine 1, the speed change mechanism 3, and the connection / disconnection mechanism 14. The control unit 100 includes a microcomputer as a calculation unit, a memory as a storage unit, and the like.

  As shown in FIG. 2, the control unit 100 receives output signals from an engine speed sensor 101, a vehicle speed sensor 102, and an accelerator depression amount sensor 105 that detects the depression amount of an accelerator pedal. Output signals of the rotation speed sensor 103 and the pendulum rotation speed sensor 104 are input.

  In addition, the control unit 100 includes an engine control unit 110, a shift control unit 120, a connection / disconnection control unit 130, and a torque correction amount calculation unit 140. These perform calculations based on the output signals of the sensors 101-105.

  The engine control unit 110 outputs a control signal to the engine 1 to perform fuel injection control, intake air amount control, ignition control, cylinder number control, and the like. The output signal of the torque correction amount calculation unit 140 is used for fuel injection control and intake air amount control. For the cylinder number control, output signals of the engine speed sensor 101 and the accelerator depression amount sensor 105 are used.

  The speed change control unit 120 outputs a control signal to the speed change mechanism 3 and performs speed change control for changing the speed ratio (or speed stage) of the speed change mechanism 3. The “transmission ratio” means the ratio of the input side rotational speed (output of the input shaft rotational speed sensor 103) to the output side rotational speed (vehicle speed sensor 102) of the transmission mechanism 3. The shift control is performed based on an output signal of a vehicle speed sensor 102, an accelerator depression amount sensor 105, a range sensor (not shown) that detects an operation position of the shift lever, and the like. For example, the shift control unit 120 outputs a shift command for changing to a desired gear ratio determined with reference to a shift control map (not shown) using the current vehicle speed and the amount of depression of the accelerator pedal as parameters. Based on this speed change command, the speed change mechanism 3 is changed to a desired speed change ratio.

  The connection / disconnection control unit 130 outputs a control signal to the connection / disconnection mechanism 14 to control the connection / disconnection state of the connection / disconnection mechanism 14. The connection / disconnection control unit 130 includes a target oil pressure calculation unit 135 that determines a target value (target oil pressure) of the oil pressure supplied to the connection / disconnection mechanism 14. Control of the connection / disconnection state of the connection / disconnection mechanism 14 is performed based on output signals of the engine speed sensor 101 and the accelerator depression amount sensor 105 in addition to the output signals of the target hydraulic pressure calculation unit 135. For the control of the connection / disconnection state, for example, a connection / disconnection control map as shown in FIG. 3 is used.

The connection / disconnection control map shown in FIG. 3 will be specifically described.
In the connection / disconnection control map, a plurality of travel regions are set according to the engine speed on the horizontal axis and the amount of depression of the accelerator pedal on the vertical axis, and the connection / disconnection state of the connection / disconnection mechanism 14 is controlled according to the travel region. Is done. The connection / disconnection state of the connection / disconnection mechanism 14 is controlled to be disconnected in a low speed region where the engine speed is N ₁ or less and in a high speed region where N ₂ (N ₂ > N ₁ ) or more, and is controlled to be connected in a reduced cylinder operation region. Is done. The reduced-cylinder operating range is the cylinder number control of the engine 1 (cylinder cut control) executed by the engine control unit 110, a region where the torque fluctuation tends to be large, medium speed engine speed from N ₁ of N ₂ region And the depression amount of an accelerator pedal is set to the area | region below predetermined value. In the middle speed range excluding the reduced-cylinder operating region, the connecting / disconnecting state of the connecting / disconnecting mechanism 14 changes to a slip state that is a transition state from the disconnected state in the low-speed and high-speed regions to the connected state in the reduced-cylinder operating region. Be controlled.

Engine speed N ₁ is set to a value higher than the idling speed. The engine speed N _2, lower than the rotational speed of the over-rotation of the centrifugal pendulum damper 13, affecting its reliability becomes significantly faster rotation centrifugal pendulum damper 13 is accelerated by the planetary gear set 12 Possible rotation speed value is set. When the engine speed or the amount of depression of the accelerator pedal changes and the vehicle enters a different travel region while the vehicle is traveling, the connection / disconnection control unit 130 performs control to change the connection / disconnection state of the connection / disconnection mechanism 14. In the middle speed range, the connection / disconnection state is controlled so as to be directed to a desired slip state.

  As a specific example of the connection / disconnection state control performed by the connection / disconnection control unit 130, the case where the engine speed and the amount of depression of the accelerator pedal change from the code X to the code Y shown in FIG. Think. Initially, the connection / disconnection mechanism 14 of the vehicle traveling in the low speed range is controlled to be in a disconnected state. When the engine speed increases and shifts from the low speed region to the medium speed region (arrow 201), the supply of hydraulic pressure to the connection / disconnection mechanism 14 is started, and the connection / disconnection state of the connection / disconnection mechanism 14 is calculated as a target hydraulic pressure calculation at that time. It goes to the slip state according to the target oil pressure determined by the part 135.

  When the engine speed further increases and shifts from the medium speed region to the reduced cylinder operation region (arrow 202), the target hydraulic pressure supplied to the connection / disconnection mechanism 14 is set to the oil pressure in the connection state of the connection / disconnection mechanism 14. The connection / disconnection mechanism 14 goes to the connected state. When the engine speed further increases and shifts from the reduced-cylinder operation region to the medium speed region (arrow 203), release of the hydraulic pressure from the connecting / disconnecting mechanism 14 is started, and the connecting / disconnecting state of the connecting / disconnecting mechanism 14 at that time The slip state is reached in accordance with the target oil pressure determined by the target oil pressure calculator 135. When the engine speed further increases and shifts from the medium speed range to the high speed range (arrow 204), the hydraulic pressure is completely released from the connection / disconnection mechanism 14, and the connection / disconnection mechanism 14 moves to a disconnected state.

  According to the control of the connection / disconnection state shown in FIG. 3, when the traveling state of the vehicle is in the reduced-cylinder operation region, the connection / disconnection mechanism 14 is connected and the centrifugal pendulum damper 13 rotates together with the input shaft 3a. Torsional vibration is absorbed.

  In the connection / disconnection control map shown in FIG. 3, the accelerator pedal depression amount output from the sensor 105 is used as the amount corresponding to the output torque of the engine 1. As parameters of the connection / disconnection control map, the intake amount to the engine 1 detected by the air flow sensor, the throttle valve opening detected by the throttle opening sensor, and the like may be used instead of the depression amount of the accelerator pedal. Further, a torque sensor may be provided on the output shaft 1a of the engine 1, and the output torque of the engine 1 that is the output thereof may be directly used.

  The torque correction amount calculation unit 140 determines a torque correction amount for compensating (or suppressing) an acceleration change caused by the connection / disconnection control unit 130 controlling the connection / disconnection state. Here, when the connection / disconnection state of the connection / disconnection mechanism 14 is changed in the connection direction, the torque correction amount calculation unit 140 determines a torque-up amount for compensating for a decrease in acceleration caused by the change control. When the connection / disconnection state of the connection / disconnection mechanism 14 is changed in the cutting direction, the torque correction amount calculation unit 140 determines a torque-down amount for compensating for the increase in acceleration caused by the change control.

  Here, when the vehicle is "decreased in acceleration", the magnitude of acceleration is reduced during acceleration travel, or the vehicle shifts from acceleration travel to deceleration travel, and during negative travel (negative) Increase in size. In addition, “decrease in acceleration” includes a case where negative acceleration occurs in the vehicle during constant speed travel. Similarly, when the vehicle “increases acceleration”, the acceleration (positive) increases during acceleration, and the (negative) acceleration decreases during deceleration, Or it shifts from decelerating to accelerated running. Further, “increase in acceleration” includes a case where positive acceleration occurs in the vehicle during constant speed traveling.

  The determination of the torque correction amount (torque up amount, torque down amount) is performed by, for example, the following method based on the output signal of the vehicle speed sensor 102 or the target hydraulic pressure calculation unit 135 or the like.

  In the first method, first, an acceleration (time) change amount is obtained based on a time change amount (difference) of the vehicle speed. Next, a first map stored in the memory of the torque correction amount calculation unit 140 in advance using the acceleration change amount and the torque correction amount for compensating the acceleration change amount as parameters is referred to, and the desired torque correction is performed. The amount is determined.

  In the second method, first, the time change (hydraulic change speed) of the target oil pressure supplied from the target oil pressure calculation unit 135 to the connection / disconnection mechanism 14 is obtained. Next, the second map stored in advance in the memory of the torque correction amount calculation unit 140 using the hydraulic pressure change speed and the acceleration generated in the vehicle as parameters is referred to, and the acceleration generated in the vehicle is obtained. Finally, the first map is referred to, and a desired torque correction amount is determined based on the time change amount of acceleration.

  In the above method, for simplicity of explanation, it is assumed that the vehicle speed and acceleration are detected in a state where the accelerator pedal is not depressed by the driver, but even if the accelerator pedal is depressed. The torque correction amount can be corrected using the output signal of the accelerator depression amount sensor 105.

Moreover, the said method is an illustrative method, for example, instead of calculating | requiring acceleration as a difference of speed, you may provide an acceleration sensor and detect directly. Further, the desired torque correction amount can be determined directly without using a map by using a change amount of the moment of inertia around the input shaft 3a according to the connection / disconnection state of the connection / disconnection mechanism 14. The amount of change in the inertia moment is detected by JA of the centrifugal pendulum damper 13 alone, N ₁ of the rotational speed of the input shaft 3a detected by _the input shaft rotational speed sensor 102, and detected by the pendulum rotational speed sensor 104. The rotational speed of the centrifugal pendulum damper 13 can be calculated by the following equation, where N ₂ is N ₂ .

  In the present embodiment, the torque correction amount calculation unit 140 that determines the torque correction amount of the engine 1 and the engine control unit 110 that performs fuel injection control and intake air amount control using the output signal of the torque correction amount calculation unit 140. The “torque correction means” in the claims is realized.

  FIG. 4 is a flowchart showing a method for controlling the power train 10 by the control unit 100. This control method includes steps S1 to S7.

  In step S <b> 1, output signals from the sensors 101 to 105 are read into the control unit 100.

  In step S <b> 2, it is determined whether or not the connection / disconnection control unit 130 is controlling the connection / disconnection state of the connection / disconnection mechanism 14. Specifically, in step S <b> 2, it is determined whether or not a control signal indicating supply or release of hydraulic pressure is transmitted from the connection / disconnection control unit 130 to the connection / disconnection mechanism 14. Note that the determination in step S2 has a temporal change in the difference between the input side rotational speed and the output side rotational speed of the connection / disconnection mechanism 14 determined from the output signals of the input shaft rotational speed sensor 103 and the pendulum rotational speed sensor 104. It may be performed based on whether or not.

  If it is determined in step S2 that the connection / disconnection state of the connection / disconnection mechanism 14 is being controlled, in step S3, the connection / disconnection state of the connection / disconnection mechanism 14 has changed in the connection direction or has changed in the disconnection direction. It is determined whether it is doing. In the flowchart of FIG. 4, for the sake of convenience, the determination in step S <b> 2 and the determination in step S <b> 3 can be performed simultaneously.

  If it is determined in step S3 that the connection / disconnection state of the connection / disconnection mechanism 14 has changed in the connection direction, steps S4 and S5 are performed. In step S <b> 4, the torque correction amount calculation unit 140 determines a torque increase amount for compensating (or suppressing) a decrease in acceleration caused by the connection / disconnection control unit 130 controlling the connection / disconnection state. In step S5, the engine control unit 110 performs control (fuel injection control, intake air amount control) for increasing the output torque of the engine 1 based on the output signal of the torque correction amount calculation unit 140.

  On the other hand, when it is determined in step S3 that the connection / disconnection state of the connection / disconnection mechanism 14 is changing in the cutting direction, steps S6, S7 corresponding to the steps S4, S5 are performed. In step S6, as in the case of step S4, the torque correction amount calculating unit 140 calculates the torque increase amount for compensating (or suppressing) the increase in acceleration caused by the connection / disconnection control unit 130 controlling the connection / disconnection state. In step S7, the engine control unit 110 performs control (fuel injection control, intake air amount control) to reduce the output torque of the engine 1 based on the output signal of the torque correction amount calculation unit 140.

FIG. 5 is a time chart showing an example of output torque increase control of the engine 1 in the flowchart of FIG.
The upper part of the time chart shows the connection / disconnection state of the connection / disconnection mechanism 14 controlled by the connection / disconnection control unit 130. “OFF” on the vertical axis indicates the disconnected state of the connection / disconnection mechanism 14, and “ON” indicates the connection state. The lower part of the time chart shows the output torque increase amount of the engine 1 controlled by the engine control unit 110.

  In this embodiment, the vehicle is traveling in the low speed range shown in FIG. 3 before time t1. The accelerator pedal is depressed by the driver, the engine speed increases, and the vehicle enters the medium speed range at time t1. Along with this, as shown in the upper part of FIG. 5, change control of the connection / disconnection mechanism 14 in the connection direction is started, and the connection / disconnection control unit 130 supplies hydraulic pressure to the connection / disconnection mechanism 14 in the disconnected state (OFF). Is started. The hydraulic pressure supplied to the connecting / disconnecting mechanism 14 is controlled so as to gradually increase after time t1, and accordingly, the connecting / disconnecting state of the connecting / disconnecting mechanism 14 is also changed from the disconnected state (OFF) to the connected state (after the time t1). ON) continuously changing. When the engine speed continues to increase and the vehicle enters the reduced-cylinder operation region, the hydraulic pressure for connecting the connection / disconnection mechanism 14 becomes the target hydraulic pressure, and the connection / disconnection state of the connection / disconnection mechanism 14 is also changed to the connection state. On the other hand, the connection state is established at time t2.

  When the change control of the connection / disconnection mechanism 14 in the connection direction is started at time t1, the engine control unit 110 performs the control according to the output torque increase amount determined by the torque correction amount calculation unit 140, as shown in the lower part of FIG. Control (fuel injection control, intake air amount control) for increasing the output torque of the engine 1 is performed until time t2. Here, after the output torque is increased at time t1, control is performed to reduce the output torque increase amount as the connection / disconnection state of the connection / disconnection mechanism 14 changes.

  According to the output torque increase control described with reference to FIG. 5, during the change control of the connection / disconnection state of the connection / disconnection mechanism 14 in the connection direction, the decrease in vehicle acceleration caused by the change control is compensated (suppressed). As the output torque of the engine 1 increases, a decrease in the acceleration and speed of the vehicle unintended by the occupant is suppressed. Although an example of the output torque up control has been described with reference to FIG. 5, in the output torque down control, the output torque of the engine 1 decreases so as to compensate (suppress) an increase in vehicle acceleration caused by the change control. Thus, an increase in the acceleration and speed of the vehicle not intended by the occupant is suppressed.

  Further, after the output torque is increased at time t1, as the connection / disconnection state of the connection / disconnection mechanism 14 is changed, the output torque increase amount decreases and approaches zero. After the change control of the connecting / disconnecting mechanism 14 is completed, the output torque increase amount is returned to near zero. By making the output torque increase amount close to zero in advance, it is possible to reduce the uncomfortable feeling given to the occupant. In FIG. 5, the output torque increase amount is set to zero at time t <b> 2, but may be a value larger than zero as long as the sense of discomfort given to the occupant is small.

  As mentioned above, although this invention was demonstrated by embodiment, this invention is not limited to embodiment, In the range which does not deviate from the summary of this invention, a various improvement and design change are possible.

  For example, in the present embodiment, an example in which a friction engagement type clutch mechanism having a hydraulic actuator is used as the connection / disconnection mechanism 14 is described. However, the present invention is not limited to this, and for example, a solenoid actuator or a piezoelectric actuator A friction clutch may be used, or a connection / disconnection mechanism other than the friction engagement type may be used. Further, a brake mechanism may be provided as a connection / disconnection mechanism between the ring gear 23 of the planetary gear set 12 and the transmission case 3d.

  Furthermore, in this embodiment, although the example using the engine 1 which consists of an internal combustion engine was demonstrated as a motive power source, this invention is not limited to this, For example, what is called a hybrid engine which attached the generator to the engine is used. May be.

  As described above, according to the present invention, the connection / disconnection state of the connection / disconnection mechanism changes in the power train in which the power transmission shaft connected to the power source such as the engine is provided with the centrifugal pendulum damper via the connection / disconnection mechanism. Since it is possible to suppress changes in the acceleration and speed of the vehicle that are not intended by the occupant, it is suitably used in the technical field of manufacturing this type of power train control device with a centrifugal pendulum damper or a vehicle in which it is mounted. there is a possibility.

1 Engine (Power source)
3 Transmission mechanism 3a Input shaft (power transmission shaft)
10 Powertrain 13 Centrifugal pendulum damper 14 Connection / disconnection mechanism 100 Control unit (control device)
110 Engine control unit 130 Connection / disconnection control unit (connection / disconnection control means)
140 Torque correction amount calculation unit

Claims (4)

A control device for a power train with a centrifugal pendulum damper in which a centrifugal pendulum damper is connected to a power transmission shaft connected to the power source via a connecting / disconnecting mechanism in a vehicle having a power source that is an engine capable of reducing cylinder operation. There,
Connection / disconnection control means for controlling the connection / disconnection state of the connection / disconnection mechanism,
Torque correction means for correcting the output torque of the power source,
(A) The connection / disconnection control means includes:
In the low speed region where the engine speed is low and in the high speed region where the engine speed is high, the connection / disconnection mechanism is set to a disconnected state,
In the reduced-cylinder operation region included in the medium speed region where the engine speed is between the low speed region and the high speed region, the connection / disconnection mechanism is set to a connected state,
In the intermediate speed region and in the region between the reduced cylinder operation region and the low speed region, the connection / disconnection mechanism is set to a slip state between the disconnection state and the connection state,
(B) The torque correction means performs the change control so as to suppress a change in the acceleration of the vehicle that may occur with the change control during the change control of the connection / disconnection mechanism from the disconnected state to the connected state. Accordingly, the output torque of the power source is corrected accordingly, and the control apparatus for the power train with a centrifugal pendulum damper is provided. The torque correction means increases the output torque when the output torque of the power source is less than a predetermined value.
The control apparatus of the power train with a centrifugal pendulum damper of Claim 1. An accelerator depression amount detecting means for detecting an accelerator pedal depression amount for controlling the output torque of the power source;
The torque correction means increases the output torque of the power source when the accelerator pedal depression amount detected by the accelerator depression amount detection means is less than a predetermined value. Powertrain control device with centrifugal pendulum damper. 4. The centrifugal according to claim 3, wherein the torque correction unit reduces an increase amount of the output torque in the slip state with the progress of change control of the connection / disconnection mechanism by the connection / disconnection control unit. Powertrain control device with pendulum damper.

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