JPH03117651A - Power train control device - Google Patents

Abstract

PURPOSE:To perform proper control of drive torque responding to the running state of a vehicle by a method wherein a control parameter is regulated so that the response characteristics of actual drive torque are caused to coincide with the target response characteristics of drive torque by a regulating model. CONSTITUTION:A running environment discriminating program F provides a program H of a normative model program D with a control constant so that, when a ratio between rear and front wheel speeds VR and VF exceeds a given value Vs, i.e. during the slip of rear wheels, an output (y) is changed to a value lower than that of a change in an accel opening alpha, and in the case of VR / VF < Vs, the output is changed to a value higher than that of the change accel opening. The program C selects a program B during transient running in which an accel pedalling amount in a given time and a change am ount thereof are high and a program A at a period except the transient running. Based on the control parameter regulating value of a program J responding to a deviation between the output of the program H and the drive torque (y), the program A outputs a throttle opening signal responding to the accel opening alphato a power train 1. This constitution performs proper control of drive torque.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to control parameter adjusting means in a powertrain control device.

(Prior art) In conventional powertrain control devices, in throttle control aimed at improving the driving feeling of a vehicle, the driver's intentions are reflected in the accelerator opening to achieve the optimal driving feeling. Control was performed using gain maps determined experimentally using representative vehicles for each power plant.

(Problems to be Solved by the Invention) However, such conventional control has a problem in that it cannot respond to individual vehicle differences and changes over time.

In addition, the optimum value is determined during transient driving of a vehicle where the amount of accelerator depression and its change is large and the control system becomes non-linear, and when the vehicle is in steady running where the amount of accelerator depression and its change is small and the control system is considered linear. It is thought that the drive torque control algorithm to achieve the driving feeling of There was a problem that it was difficult to

Therefore, an object of the present invention is to provide a powertrain control system that can appropriately control the throttle to improve the driving feeling of a vehicle in response to vehicle individual differences and changes over time, as well as in response to vehicle running conditions. The goal is to provide equipment.

(Means for Solving the Problems) In order to solve the above problems, the present invention provides means for determining a target response characteristic of drive torque with respect to the accelerator opening using a reference model, and a first drive torque control means comprising a means for matching an actual drive torque response characteristic to a target torque response characteristic; and a second drive torque control means different from the first drive torque control means; The present invention provides a power train control device having means for selecting either a first drive torque control means or a second drive torque control means depending on a running state of a vehicle.

(Function) In the present invention, since the control parameters are adjusted so that the actual drive torque response characteristics match the target drive torque response characteristics obtained by the reference model, individual vehicle differences and changes over time can be avoided. Appropriate control can be performed in response to Further, since an appropriate drive torque control means is selected according to the driving condition of the vehicle, appropriate control corresponding to the driving condition of the vehicle can be performed.

(Example) Hereinafter, the present invention will be described in detail based on the accompanying drawings.

FIG. 1 shows the configuration of a power train equipped with a control device according to an embodiment of the present invention.

In FIG. 1, a power train 1 includes an engine 2 and a transmission 3, and drive torque output from the transmission 3 is transmitted to rear wheels 5 via a propeller shaft 4. engine 2
A throttle opening signal and a driving torque signal are input to a control unit 9 from a throttle opening sensor 7 attached to a throttle valve 6 and a torque sensor 8 attached to a propeller shaft 4, respectively. Also, a rear wheel speed sensor 5a attached to the rear wheel 5, a front wheel 1
A rear wheel speed signal and a front wheel speed signal are respectively input to the control unit 9 from a front wheel speed sensor 10a attached to the front wheel. A motor control signal is output from the control unit 9 to the drive motor 6a of the throttle valve 6.

The control unit 9 includes an input interface that receives and receives each of the above signals, a microcomputer consisting of a CPU, ROM, and RAM, an output interface, and a drive circuit that drives the motor 6a.
M is provided with an engine control program, and RAM is provided with various memories necessary to execute the control.

FIG. 2 shows the structure of a control program inside the control unit of FIG. 1. The control program includes a conventional powertrain control program such as throttle control and sudden acceleration control for improving driving feeling, and a control parameter adjustment program that adjusts control parameters used for each powertrain control.

FIG. 3 is a configuration diagram of a control parameter adjustment program for the throttle control for improving driving feeling shown in FIG. 2. The control parameter adjustment program includes a controller program A that compensates and controls the throttle opening U, which is the operation target, using a transfer function consisting of a proportional term and a differential term with respect to the accelerator opening α, and a controller program A that controls the throttle opening U, which is the object of operation, by using a transfer function consisting of a proportional term and a differential term; A map control program B that performs control according to the gain map of , a control switching program C that switches control between the programs A and 8 according to the accelerator opening status, a reference model program D, and a control parameter of the controller program A. Controller parameter adjustment program J for adjustment, front wheel speed vF and rear wheel speed VR
The driving environment determining program F determines the driving environment based on the driving environment, and the standard model changing program G changes the control constants in the standard model program D based on the determination result of the driving environment determining program F. In the figure, α and y are the input and output of powertrain 1, respectively, and more specifically,
These are accelerator opening and driving torque.

The reference model program D is a simulation program that is set to give the desired response characteristics of the power train 1 and, in turn, the desired output y in response to changes in the input α. The program consists of a controller program λ that performs compensation control using a transfer function consisting of a term and a differential term, and a response simulation program H of the power train 1 to changes in the stone to be operated. Powertrain response simulation program H identifies powertrain 1. The parameters of the controller program A are set so that the response of the power train 1 is optimal in terms of coordination, stability, etc. The controller parameter adjustment program J calculates the power train output y obtained as a result of the simulation by the reference model program D with respect to the change in the human power α, that is, the desired output cuff of the power train 1 with respect to the change in the input α, and the input Based on the difference e in the actual output y of the power train 1 with respect to the change in α, the actual output y of the power train 1 is This program adjusts the control parameters of the controller program A so that the output y approaches the output y of the reference model program D.

Next, the control parameter adjustment program for the above-mentioned throttle control for improving driving feeling will be explained in detail based on FIG. 4, which is a block diagram of the control parameter adjustment program.

The controller program A includes a routine w1 for compensating and controlling the throttle opening, which is the operation target U, with respect to the accelerator opening α. Routine w1 consists of a transfer function with a proportional component and a differential component. In the controller program A, k3 and kn are control parameters generally called P and D gains.

The map control program B has a gain map that determines the throttle opening, which is the operation target U, as a function of the accelerator opening α.

The standard model program D includes a controller program A that compensates and controls the operation target stone with respect to the accelerator opening degree α;
It consists of a powertrain response simulation program H that linearly simulates the response of the powertrain l to a change in the operation target n. Controller program A
has a routine 11 consisting of a transfer function with a proportional component and a differential component. In the controller program A, ,ko, are control parameters. As mentioned above, the parameters 3 and k8 are set so that the response of the power train 1 is optimal in terms of coordination, stability, and the like. The powertrain response simulation program H includes a routine W2 that identifies the powertrain 1 as described above, and a routine W2 that simulates the response of the engine 2 to a change in throttle opening, and a routine W2 that simulates the phase delay of engine torque change. Routine W3 to
A routine W that simulates the response of the torque converter during the transmission mission 3 that transmits the engine torque to the propeller shaft as a driving torque, and a routine W5 that simulates the phase delay of the torque converter.
The routine W for simulating the drive gain including the gear ratio of the transmission during the transmission 3, the tire radius, etc. Taking into account the response characteristics of the engine and torque converter, routine w2 and routine w4 are 1
It consists of a transfer function consisting of second-order lag elements.

Routine W and routine w5 are transfer functions made up of dead time elements expressing phase lag, and routine W is made up of transfer functions made up of proportional elements. In the powertrain response simulation program H, kE, Nikko, ka, aE, aT, τ6, and τ□ are constants.

Here, the constants kt, k□, kG %aE%aWork, τ used in the routines w2, w3, w4) w5) w6
5, τ, is set to give the response of the powertrain 1 tuned to the best degree condition. In other words,
Powertrain response simulation program H is
It has been identified as the powertrain 1 which has been adjusted to the best condition.

The controller parameter adjustment program J calculates the difference between the output 〒 of the reference model program D and the output y of the actual power train 1 as a time function e over a predetermined time (to=to+τ), and calculates the square cumulative value E of e within the predetermined time. The routine w7 for obtaining
The routine w8 uses the difference between the previous predetermined time (to-τ to to) to correct the control parameters kp and kn so that E is smaller than the current value. In routine w8, Cp, C.

is a constant. Also, τ1, τ is −dan △E, Δ is 3,
Considering that kP and kD do not change after △kD becomes zero, in order to prevent such a situation, kp and kn
This is a constant added to account for the minute error in .

The driving environment discrimination program F determines the rear wheel speed VR and the front wheel speed V based on the rear wheel speed signal and the front wheel speed signal.
, is configured to determine whether or not the ratio of , exceeds a predetermined value V8.

Based on the determination result of the driving environment determination program F, the standard model change program G changes the accelerator opening degree α when VR/VF exceeds V, that is, when the rear wheels are slipping. A set of control constants, kEs, aEss, that causes a small change in the output y
τ6 is given to the powertrain response simulation program H. On the other hand, when VR/VF is less than Vs, that is, when the rear wheels are not slipping, the rear wheels do not slip in response to changes in the accelerator opening α. A set of control constants, k8, aEL, τ, which results in a larger change in output y than in the case where it occurs. , to the powertrain response simulation program H.

The control switching program C is a predetermined time period (to to to+τ).
If the cumulative squared value of the accelerator opening α exceeds the predetermined value S and exceeds the current accelerator opening α or the predetermined value α5, that is, the accelerator depression amount and the amount of change thereof are large, and the control system becomes nonlinear. When the vehicle is running transiently, the accelerator opening signal is connected to map control program B, and when this is not possible, that is, when the vehicle is running steadily, where the amount of accelerator depression and its change are small and the control system can be considered linear,
It is configured to connect the accelerator opening signal to the controller program A.

The operation of the control parameter adjustment program according to this embodiment configured as described above will be described below.

Assume that the vehicle is running under the driver's accelerator operation.

At this time, the running state of the vehicle is first determined by the switching control program C. When the vehicle is in a transient running state, the accelerator opening signal is connected to the map control program B, and the accelerator opening α is determined according to a predetermined map.
The power train 1 is controlled accordingly.

When the vehicle is in a steady running state, the accelerator opening signal is connected to controller program A.

The controller program A compensates and controls the throttle opening U in response to changes in the accelerator opening α (routine w1).
) Performs throttle control of power train 1.

On the other hand, at the same time as the controller program A controls the power train 1, the standard model program D operates. That is, the controller program A performs a routine wl to compensate for the throttle opening stone in response to a change in the accelerator opening α, and the powertrain response simulation program H performs a routine wl to compensate for the throttle opening stone based on the controlled throttle opening stone. A routine that simulates the response lol
2 to w6), calculate the driving torque.

The controller parameter adjustment program J calculates the difference between the output y of the reference model program D and the output y of the actual power train 1 as a time function e over a predetermined period of time, and calculates the square cumulative value E of e within the predetermined period of time (routine w7). ), using the increment of E between the predetermined time and the previous predetermined time, so that E is smaller than the current value, that is, the output y of the actual power plant 1 is smaller than the current value of the reference model program D. As the output approaches 〒,
Modify control parameters KP and KD (routine w)
. Routine w7 and routine w8 are repeated until E becomes equal to or less than a predetermined value, whereby the control parameters Kp,
Ko is adjusted.

On the other hand, the driving environment determination program F determines the driving environment of the vehicle, and based on the determination result, the standard model change program G determines that when the vehicle is in a slipping state, there is a small change in cuff output in response to a change in the accelerator opening α. , i.e. a set of constants (KES
N azs, τ. , ), or other parameters that are selected as control constants of the powertrain response simulation program H in the reference model program D and cause larger torque fluctuations in response to changes in the accelerator opening α when the vehicle is not slipping. A set of constants (KEaE
Ls τEL) is selected as the control constant of the powertrain response simulation program H in the reference model program D. In accordance with the change in the output y of the standard model program D, the control parameters Kp and Ko of the controller program A of the actual power train 1 also change when the vehicle is in a slip state, due to the change in the accelerator opening α. Adjustments are made so that the drive torque fluctuations become smaller, and so that the drive torque fluctuations of the actual power train 1 due to changes in the accelerator opening degree α become larger when the vehicle is not in a slip state.

As can be seen from the above description, in the control device according to the present embodiment, the controller parameter adjustment program J adjusts the actual powertrain so that the response y of the actual powertrain 1 matches the response y according to the reference model program D. Since the control parameters (Kp, Ko) of 1 are adjusted, it is possible to set appropriate control parameters according to individual differences in power trains.

Furthermore, the control constants of the powertrain response simulation program H in the standard model program D are modified by the driving environment discrimination program F and the standard model change program G, and as a result, the AC-1? /l/ The response characteristics of the power train 1 to changes in the opening degree α are automatically adjusted to a lower sensitivity when the vehicle is in a slipping state, and to a higher sensitivity when the vehicle is not in a slipping state, resulting in a low coefficient of friction. On a road surface, the driving force gain for the accelerator is small, and on a road surface with a large friction coefficient, the driving force gain for the accelerator is large, making it possible to control the vehicle appropriately according to the road surface condition, or in a broader sense, the driving environment of the vehicle.

Furthermore, the control switching program C selects between the map control program B and the controller program A depending on the accelerator depression status, and the vehicle is driven during transient driving where the accelerator depression amount and the amount of change thereof are large and the control system becomes non-linear. Sometimes, the map control program B controls the power train 1 based on a predetermined map that provides the relationship between the accelerator opening α and the throttle opening U, and the control system is linear when the amount of accelerator depression and its change are small. When the vehicle is running normally, the power train 1 is controlled by compensation control by the controller program A, so that it is possible to control the vehicle appropriately according to the vehicle running conditions.

Although the present invention has been described in detail above, the present invention is not limited to the above embodiments (it goes without saying that various modifications can be made within the scope of the invention described in the claims). For example, in the above embodiment, the means for determining the target response characteristics of the controlled object and the means for matching the actual response characteristics of the controlled object with the target response characteristics of the controlled object are implemented using a standard model program, a control parameter adjustment program, etc. Although the system is constructed using a computer program, these means may be constructed using other mechanical means.

(Effects) As described above, in the power train control device according to the present invention, the control parameters are adjusted so that the actual drive torque response characteristics match the target drive torque response characteristics obtained by the reference model. Therefore, appropriate drive torque control can be performed in response to vehicle individual differences and changes over time.

Further, since an appropriate drive torque control means is selected according to the running state of the vehicle, it is possible to perform appropriate drive torque control corresponding to the running state of the vehicle. Therefore, according to the present invention,
A powertrain control device is provided that can perform appropriate throttle control for the purpose of improving the driving feeling of a vehicle in response to individual vehicle differences and changes over time, and in response to vehicle running conditions.

[Brief explanation of drawings]

FIG. 1 is an overall system diagram of an engine equipped with a control device according to an embodiment of the present invention. FIG. 2 is a configuration diagram of a control program inside the control unit of FIG. 1. FIG. 3 is a configuration diagram of the control parameter adjustment program of FIG. 2. FIG. 4 is a block diagram of the control parameter adjustment program. 1...-engine, 9. skewer/control unit, A, A', φ/controller program, B...
Map control program, C...control switching program, D...normative model program, J...controller parameter adjustment program F...driving environment' discrimination program, G...normative model change program, H...・Powertrain response simulation program. control program

Claims (1)

[Claims] A third method comprising means for determining a target response characteristic of drive torque with respect to accelerator opening using a reference model, and means for matching an actual response characteristic of drive torque with the target response characteristic of drive torque obtained by the reference model. a second drive torque control means different from the first drive torque control means; and a first drive torque control means and a second drive torque control means depending on the running state of the vehicle. A powertrain control device comprising means for selecting one of the means.