JPH0325034A - Control device for vehicle driving system - Google Patents

Abstract

PURPOSE:To improve comfortability at driving by instituting a vehicle speed detected through a vehicle speed detecting means as a second target vehicle speed, and hereafter changing a target vehicle speed used for control through a torque control means to the second target vehicle speed, during affirmative judgment is formed through both of a vehicle speed judging means and an acceleration demand judging means. CONSTITUTION:A vehicle speed judging means M5 judges whether a vehicle speed is over a target vehicle speed or not, and an acceleration demand judging means M6 judges whether acceleration is demanded or not by a vehicle driver, from an accelerator operation quantity or a target vehicle speed computed based on an accelerator operation quantity. When an affirmative judgment is formed by both of the judging means M5, M6, a target vehicle speed changing means M7 institutes the vehicle speed at this time as a second target vehicle speed, and hereafter during the affirmative judgment by both of the judging means M5, M6 is formed a torque control means M4 changes a target vehicle speed used for control to the second target vehicle speed. Hereby, torque shock at transit to an accelerating operation is reduced.

Description

[Detailed Description of the Invention] [Industrial Field of Application] First Friend of the Invention A target vehicle speed of the vehicle is set based on the amount of accelerator operation by the vehicle driver, and internal combustion tl! is set so that the vehicle speed becomes the target vehicle speed. The present invention relates to a control device for a vehicle drive system that controls the drive torque of a vehicle drive system such as a motor vehicle.

[Prior Art] Conventionally, when the driving conditions of a vehicle change, for example, when the vehicle switches from driving on a flat road to driving up a hill, there has been a system that does not require the vehicle driver to control the vehicle speed by operating the accelerator. In other words, in order to reduce the burden of accelerator operation on the vehicle driver), a target vehicle speed is set according to the amount of accelerator operation by the vehicle driver, and the torque of the vehicle drive system is controlled so that the vehicle speed reaches the set target vehicle speed. A device is known (for example, Utility Model Application No. 57-5932).

[Problems to be Solved by the Invention] This type of device controls the torque of a vehicle drive system such as an internal combustion engine so that the vehicle speed becomes the target vehicle speed. By simply operating the accelerator, that is, without frequently operating the accelerator for torque control, the vehicle speed can be controlled to the target vehicle speed, improving operability for vehicle speed control. If the target vehicle speed is first decreased by operating the accelerator, then the target vehicle speed is increased, the vehicle may be decelerated even though the target vehicle speed has increased. First of all, in the conventional device described above, the target vehicle speed is set according to the amount of accelerator operation. When the vehicle driver stops operating the accelerator and the accelerator opening degree θ^CC becomes 0 (time t+), the target vehicle speed vO is set to O accordingly.In this way, the target vehicle speed vO is set to O. Then, the vehicle drive torque (engine torque in the figure) is controlled so that it becomes a negative value according to the deviation between the target vehicle speed vO and the actual vehicle speed V. Due to inertia, it is not possible to quickly control the vehicle speed V, and the vehicle speed V decreases at a constant deceleration.For this reason, the vehicle speed VF when the vehicle decelerates after time t1, the speed until the target vehicle speed vO is reached, and the target vehicle speed. Next, when the vehicle decelerates when the vehicle speed V becomes higher than the target vehicle speed yo 1: The vehicle driver resumes accelerator operation and accelerates the vehicle (accelerator opening θA).
When CC is increased (time t2), the target vehicle speed vO increases in accordance with the increase in the accelerator opening θACC. However, at this time t2, the vehicle speed V is higher than the target vehicle speed vO, so the acceleration request increases the target vehicle speed vO after time t2 by 1, but until the time t3 when the target vehicle speed vO becomes equal to or higher than the vehicle speed V. {Yo Vehicle (Yo slows down.

Therefore, in the conventional device described above, if the target vehicle speed vO is increased by an acceleration request in the L\state where the vehicle speed V has decreased to the target vehicle speed vO during deceleration driving, then the target vehicle speed yoht vehicle is Until the speed exceeds iI■, the vehicle will be driven at a reduced speed, and for the vehicle driver, even if an acceleration request is made, the vehicle will be driven at a reduced speed, resulting in a device that gives a bad driving feeling. be.

Also, at time t3 (Friend), as the vehicle switches from decelerating to accelerating operation, torque torque is generated on the vehicle body.
There is also the problem of poor ride comfort.

Therefore, in the present invention, in a device that controls the drive torque of a vehicle drive system so that the vehicle speed reaches a target vehicle speed that is set according to the accelerator operation amount, when the vehicle driver requests acceleration by operating the accelerator, The purpose of the present invention is to prevent the vehicle from being driven at a reduced speed and thereby improve the driving feeling and riding comfort of the vehicle [Means for solving the problem of unpacking]. Configuration 1 As illustrated in FIG. 1, vehicle speed detection means M1 detects the vehicle speed, accelerator operation amount detection means M2 detects the accelerator operation amount by the vehicle driver, and the vehicle A target vehicle speed calculation means M3 for calculating a target vehicle speed, and the vehicle speed detection means M
a torque control means M4 for controlling the drive torque of a vehicle drive system that drives the vehicle so that the vehicle speed detected in step 1 becomes the target vehicle speed calculated by the target vehicle speed calculation means M3; In the control device, the vehicle speed detected by the vehicle speed detection means M] is the target vehicle speed calculation means M3.
vehicle speed determining means M5 for determining whether or not the vehicle speed is equal to or higher than the target vehicle speed calculated by the target vehicle speed, and the target vehicle speed calculated by the target vehicle speed calculating means M3 or the accelerator operation detected by the accelerator operation amount detecting means M2. The amount is increasing over time,
When the acceleration request determining means M6 determines whether an acceleration request is made by the vehicle driver, and the vehicle connection determining means M5 and the acceleration request determining means M6 both make an affirmative determination, the vehicle speed detecting means M1 The detected vehicle speed is set as the second target vehicle speed, and thereafter, the torque control means M4 is operated until an affirmative determination is no longer made by either the vehicle association determining means M5 or the acceleration request determining means M6.
The gist of the present invention is a control device for a vehicle drive system, comprising: target vehicle speed changing means M7 for changing the target vehicle speed used for control to the second target vehicle speed;

[Function] In the vehicle drive system control device of the present invention configured as described above (first, the target vehicle speed calculation means M3 calculates the target vehicle speed based on the accelerator operation amount detected by the accelerator operation amount detection means M2). Then, the torque control means M4 controls the cantering torque of the vehicle drive system that drives the vehicle so that the actual vehicle speed detected by the vehicle speed detection means M1 becomes the calculated target vehicle speed, thereby increasing the vehicle speed. Converge to target vehicle speed.

Next, according to the present invention, the vehicle speed determining means M5 determines whether the vehicle speed is equal to or higher than the target vehicle speed, and the acceleration request determining means M5 determines whether the vehicle speed is equal to or higher than the target vehicle speed.
Step 6 determines whether or not the vehicle driver has requested acceleration based on the accelerator operation amount or the target vehicle speed calculated based on the accelerator operation amount. And each of these determining means M
If an affirmative determination is made in both S and M6, the target vehicle speed changing means M7 sets the current vehicle speed as the second target vehicle speed, and thereafter, an affirmative determination is made in either of the determination means M5 and M6. R61 torque control means M4 until it runs out
changes the target vehicle speed used for control to a second target vehicle speed.

That is, in the vehicle drive system control device of the present invention, when the vehicle speed is equal to or higher than the target vehicle speed despite the acceleration request being made by the driver of the vehicle, The vehicle speed is changed to the speed immediately after the condition is established, so that the vehicle is not decelerated.

[Example] Embodiments of the present invention will be described below with reference to the drawings.

FIG. 2 is a schematic configuration diagram showing the overall configuration of the vehicle drive system control device according to the embodiment.

As shown in the figure, the vehicle of this embodiment uses an internal combustion engine 2 as a power source, and the rotation of the internal combustion engine 2 is controlled by a clutch mechanism 4 and a belt type continuously variable transmission (hereinafter referred to as CVT)6. The signal is transmitted to the drive shaft via a differential gear (not shown) or the like.

First, the intake pipe 8 of the internal combustion engine 2 is connected to the air cleaner 10, the throttle valve 12 that controls the flow rate (intake amount) of air flowing in through the air cleaner 10, and the surge tank 14 that suppresses the pulsation of the intake air. is provided. Throttle valve 12 (top) is configured to be able to adjust its opening via a throttle actuator 16, and is provided with a throttle opening sensor 18 for detecting the throttle opening θTH.

On the other hand, C V T 6 1i human power shaft 20 and output shaft 2
2, an input pulley 24 and an output pulley 26 respectively provided in
and a power transmission belt 28 wound around these man/output pulleys 24, 26.

Further, the human/output pulleys 24 and 26 are fixed to the input shaft 20 or the output shaft 22, respectively, and are connected to fixed pulleys 30 and 32, respectively.
It is composed of movable pulleys 34 and 36 provided on the input shaft 20 or output shaft 22 that are movable in the axial direction and cannot be rotated relative to the axis. By changing the hanging diameter (effective diameter) of the transmission belt 28, the reduction ratio RIO of the CVT 6 can be adjusted.

That is, inside each movable pulley 34 and 36 (therefore, the reservoir 3
8 to a pressure control valve 42 by a hydraulic pump 40.
Hydraulic chambers whose volume changes are formed by hydraulic oil supplied via the flow control valve 44, and the CVT 6 is decelerated by regulating the hydraulic pressure in each hydraulic chamber via the pressure control valve 42 and the flow control valve 44. The ratio RIO is controlled. In addition, a pressure control valve 42 and a flow rate control valve 44 for complicated hydraulic control are provided.
Since the operation is well known, detailed explanation will be omitted.

Next, rotational speed sensors 46 and 48 are provided on the input and output shafts 20 and 22 of the CVT 6 to detect their rotational speeds, respectively, and the detection signals from these rotational speed sensors 46 and 48 are controlled electronically. It is input to circuit 60.

Electronic control circuit 6011m, 4L of detection signals from each of these rotational speed sensors 46 and 48 Detection signals from the above-mentioned throttle opening sensor 18 and detection signals from the accelerator opening sensor 64 provided on the accelerator pedal 62 of the vehicle This is to control the vehicle speed to the target vehicle speed requested by the vehicle driver with optimal fuel efficiency by controlling the throttle actuator 16, pressure control valve 42, and flow rate control valve 44 based on these various detection signals. in,
CPU60a, ROM60b,
It is configured as a well-known logical operation circuit by RAM 60c, input/output port 1-60d, etc.

In addition, the control voltage V of the throttle actuator 16 calculated in the control amount calculation process described later is input to the input/output port 60d.
A drive circuit that drives the throttle actuator 16 according to TH, and a drive circuit that drives the pressure control valve 42 and the flow rate control valve 44 according to the control voltage VS of the CVT 6 calculated in the control amount calculation process, which will also be described later, are provided. The output torque and reduction ratio of the internal combustion engine 2 can be controlled through each of these drive circuits.

Next, a control law for vehicle drive system control executed by this electronic control circuit 60 will be explained based on the block diagram shown in FIG. It should be noted that FIG. 3 is a diagram showing the control law of this embodiment, and does not show the hardware configuration.Actual control is realized by executing a series of control programs shown in the flowchart of FIG. 5, which will be described later. Ru.

As shown in FIG. 3, in this embodiment, the input rotational speed ωIN and output rotational speed ωOUT of the CVT 6 detected by the rotational speed sensors 46 and 48 are input to the CVT reduction ratio calculation unit P1. Ratio calculation unit Pll;l
．． , CVT6 input rotational speed ωIN and output rotational speed ωO
Based on UT, the following formula (1) R10=ωIN/ωOUT
...(1) is used to calculate the reduction ratio RIO of the CVT 6, and the calculation result RIO is output to the total reduction ratio calculation section P2. Then, the total reduction ratio calculation unit P21i calculates the following equation (
2) RIOT2R 10-R IOD
...(2) is used to calculate the total reduction ratio RIOT of the power transmission system of the vehicle.

The output rotational speed ωOUT ft of the CvT6 detected by the rotational speed sensor 48 is also input to the vehicle speed calculation unit P3. Then, the vehicle speed calculation section P31 calculates the following formula (3) V = ωOU based on this input output rotational speed ωOUT and the reduction ratio RIOD of the differential gear mentioned above.
The vehicle speed V of the vehicle is calculated using T/R 100 =- (3).

On the other hand, the accelerator opening degree θACC represents the amount of depression of the accelerator pedal 62 detected by the accelerator opening sensor 64.
l'& is input to the target vehicle speed calculation section P4.

Then, the target vehicle speed calculation unit P 4 F calculates a map using the accelerator opening θACC as a parameter or the following formula (4) VO= f I based on the input accelerator opening θACC.
(θAcc). ．． (4) is used to calculate the target vehicle speed vO requested by the vehicle driver.

Next, the target vehicle speed vO calculated by this target vehicle speed calculation unit P4
are input to the vehicle speed determination section P5 and the acceleration request determination section P6, respectively.

Vehicle speed determination unit P511 Target vehicle speed vO and vehicle speed calculation unit P3
This is to compare the vehicle speed V calculated in step 1 to determine whether the vehicle speed V is equal to or higher than the target vehicle speed vO, and the result of the determination is inputted to the target vehicle speed setting section P7. Further, acceleration request determination unit P6 {9) To determine whether or not the vehicle driver is currently requesting acceleration based on whether or not the target vehicle speed vO calculated by the target vehicle speed calculation unit P4 is increasing over time. The determination result (above) is input to the target vehicle speed setting section P7 in the same manner as the determination result of the vehicle speed determination section P5.

Then, the target vehicle speed setting section P7 determines each of these determination sections P5, P
If both are affirmatively determined in step 6, the vehicle speed v× at the time of the affirmative determination is set as the target vehicle speed Vr used for control, and if not, the target vehicle speed calculation unit P4 is set as the target vehicle speed Vr used for control 12. Set the target vehicle speed vO calculated in .

Next, the target vehicle speed V set in this target vehicle speed setting section P7
rLL Input to running resistance calculation section P8.

Then, the running resistance calculation unit P81 & calculates the running resistance "R" that occurs when the vehicle is run at the target vehicle speed Vr using the following preset formula (5) FR=CtlAF-Vr +CR-M -(
5) (However, CN: Running resistance coefficient h, AF: Vehicle entire projection plane [CR: Rolling resistance coefficient aM: Vehicle weight)], and the calculation result (running resistance FR) is sent to the torque-reduction ratio characteristic calculation section P9. Output to.

Torque-reduction ratio characteristic calculation unit P91; L Total reduction ratio R101 calculated by total reduction ratio calculation unit P2, vehicle speed V calculated by vehicle speed calculation unit P3, and running calculated by running resistance calculation unit P8. Based on the resistance FR and the target vehicle speed V set in the target vehicle speed setting section P7, the following formula (6) V R 100 - R IOD - R IOTR 1
01 to calculate the torque-reduction ratio characteristic representing the relationship between the optimum engine torque TEO and CVT reduction ratio R100 for driving the vehicle at the target vehicle speed Vr, and output the calculation result to the control target calculation unit PIO. do.

Note that the above calculation formula (6) tL is set based on a physical model representing the behavior of the drive system of the vehicle, and the method for deriving it will be explained in detail later.

Next, the control target calculation unit PIO uses the torque-reduction ratio characteristic data output from the torque-reduction ratio characteristic calculation unit P9,
Based on the preset optimal fuel efficiency characteristics and 12, the output torque TEO of the internal combustion engine 2 (target engine torque) and the deceleration of the CVT 6 in order to control the vehicle speed V to the target vehicle speed V' with the minimum fuel consumption and without causing a shift shock. ratio (target reduction ratio) RIO” and the calculation results TEO and R1
00 is output to the target input rotation speed calculation section P11 and the target throttle opening calculation section P12, respectively.

The target input rotational speed calculation unit Pll calculates the following formula (7) ωlNO=R 100・ωOUT based on the input target reduction ratio RIOO and the output rotational speed ω01jT of the CVT 6 detected by the rotational speed sensor 48.
...Control the CVT reduction ratio RIO to the target reduction ratio R100 using (7). This is to calculate the input rotational speed (target input rotational speed) ωINO of the CVT 6 required to
Output to 3. Then, the CVT control voltage calculation unit P13
This target input rotational speed ωINO and the rotational speed sensor 46
The actual input rotational speed ωIN of CVT6 detected by
Based on the following equation (8) V s = K l・(ωIN
'-ωIN)-(8) is used to calculate the CVT control voltage Vs.

Further, the target throttle opening calculation unit P12 calculates the input target engine torque TEO and the target input rotational speed ωI.
Based on No., a preset map or the following equation (9) θTHO= f 2 (TEO, ωINO)
...Using (9), engine torque TE
The opening degree of the throttle valve 12 (target throttle opening degree) θTl required to control the engine torque to the target engine torque TEO
-10, and this calculation result θTHO
is output to the throttle control voltage calculation section P14. Then, based on the second target throttle opening θTHO on the throttle control voltage calculation unit Pll and the actual throttle opening θTH detected by the throttle opening sensor 18, the following equation (10) V TH = K 2- ( 13 THO -eT
H) Calculate the throttle control voltage VTH using -(10).

Next, the torque-reduction ratio characteristic calculating section P9 calculates the torque-reduction ratio characteristic using equation (6), and the control target calculating section PIO calculates the target engine torque, which is the control target, based on the torque-reduction ratio characteristic and the optimum fuel efficiency characteristic. The procedure for calculating TEO and target reduction ratio RIOO will be explained in detail.

First, the engine rotation speed is ωE, the tire rotation speed is ωT, the vehicle speed is V, the engine torque is TE, the torque of the output shaft of the internal combustion engine 2 (shaft torque) is TL, the vehicle drive torque is TD, and the running resistance is FR. , the radius of the tire is r,
CVT reduction ratio is RIO, total reduction ratio! iRIOT,
The moment of inertia of the rotating part of the internal combustion engine 2 is IE,
If the moment of inertia of the power transmission system is IT and the vehicle weight is M, then the equation of motion of the internal combustion engine 2, the power transmission hair, and the vehicle is 1.
They can be written as the following equations (1l) to (l3), respectively.

IE・(dωE/dt)=TE−TL・・
・(l1) I d ・(dωT/ d t ) = R I
OT-TL-TD...(l2)M-(d
V/dt)=(TD/r)-FR---(13)
Also, the relationship between the engine rotational speed ωE and the wheel rotational speed ωT (the relationship between the engine rotational speed ωE and the wheel rotational speed ωT) can be expressed as the following equation (14) using the total reduction ratio RIO, so ω = ωE / RIOT
(l4) The differential value dωT/dt of the wheel rotational speed ωT is expressed by the following equation (l5).

Therefore, by using the above equations (11) to (13) and eliminating ωd, d[, TO in the equation (l5), the above equation (l5) can be transformed as shown in the following equation (16).

...(l6) Also, the relationship between engine rotational speed ωE and vehicle speed V is expressed by the following formula (l6) using the total reduction ratio RIOT and tire radius r.
7), so ωE= VR IOT/ r
- (17) Differential value dωE/d of engine rotation speed ωE
t is expressed as the following equation (18).

dt r dt r dt Therefore,
By substituting this equation (l8) into the above equation (l6),
A physical model representing the behavior of the drive system of a vehicle equipped with a continuously variable transmission can be derived as shown in the following equation (19).

1 {R IOTl= (d V/d t)=TE-T
C(FR, RIOT, Vl...(19) However, (
In equation l9), consider control.

First, the output y (i.e. vehicle speed V) is set to the target value (i.e. target vehicle speed Vr
), when the state becomes stationary (t-(X)), the state is xs,
If the input is us, then each of these values xs, us (table) From equations (22) and (23) above, r
r-RIOT TC (F R, R IOT, V l RIOT r dt. And in the above equation (l9), state x = v. Input u =
T E/I ( R IOTI. If output y=v, the system equations of the vehicle drive system can be found as shown in the following equations (22) and (23).

y=x
(23) Then, state feedback is performed in which the output y of such a system (that is, the vehicle speed V) is set to the target vehicle speed V'. Next, calculate the variation from the steady state × (
=x-xs), U (=u-us), the above (22) and (23) become dt. Since these equations (25) and (26) are observable and observable, the following equation (27) J=f Cq・×2+γ・U2)dt...
(27) By finding the optimal feedback gain Ft that minimizes the evaluation function J described as is determined as shown in the following equation (28).

U= 1 F−X=− 1・P・× γ ... (28) However, P is Riccati equation 1 q−−・P2 =O ...
(29) This is a solution that satisfies γ.

In addition, Table 1 shows how to design elaborate control laws.
Vol, 28, No-12. 1984, Society of Instrument and Control Engineers, etc. Since this is well known, further detailed explanation will be omitted.

Next, the above equation (28) is from the definitions of U and
It is given by the following equation (30).

TEO= I (R IOTl・F (V r−V)+
TC(FR, RIOT, Vl - (30) or (3
0) Formula Nioite, T C+F R, R IOT, V
l l;IkAs shown in the above equation (21), in this equation (2l), one company's total reduction ratio RIOT
Since the differential term of is included, as shown in the following equation (3l), (
2l) Formula is discretized and the next total reduction ratio RIOT is set as ``target total reduction ratio RIOT'', and T C (F R, RIOT, V and differential gear reduction ratio RIO
Since it is multiplied by D, the above equation (31) is further transformed as shown in the following equation (32).

T C (F R, R IOT, V 1 and this (
By rewriting equation (30) using equation 32) and equation (20) above, the engine torque (target engine torque) TE' that is optimal for controlling the vehicle speed V to the target vehicle speed V' is obtained.
Equation (6) above, which expresses the relationship between R100 and the CVT reduction ratio (target reduction ratio), is obtained. From Equation (6) in Table 2, the optimum torque-reduction ratio for controlling the vehicle speed V to the target vehicle speed V' is obtained. Specific characteristics can be obtained.

Next, as described above, the control target calculation unit PIO is for determining the target engine torque TEO and the target reduction ratio RIOO based on the torque-reduction ratio characteristic and the optimum fuel efficiency characteristic. Do as follows.

First, the relationship between engine torque TE and CVT reduction ratio RIO that allows the vehicle to run efficiently with minimum fuel consumption (optimal fuel efficiency characteristic) {Yo As is well known, the optimum fuel efficiency line shown in Figure 4 is set experimentally. be able to. Therefore, the control target calculation unit P10 uses the following equation (33) representing this optimal fuel efficiency line and f (TEO, RIOO) =
Q... (33) Based on the above equation (6), find the intersection xi and x2 between the optimum fuel consumption line shown in Fig. 4 and the torque-reduction ratio characteristic, and select the intersection xl or x2, which is closer to the current control amount. The engine torque TE and CVT reduction ratio RIO corresponding to x2 are respectively set as the target engine torque T.
Calculate as EO and target reduction ratio RIOQ.

Furthermore, as shown in FIG.
n exists, the target reduction ratio RIOO calculated by the control target calculation unit P7 is expressed by the following formula (34) RlOmin≦R100≦RIOmax
- A constraint condition such as (34) exists, and the target reduction ratio R
IOO {upper and lower limit value R IOmin (for example, 0.4
3) Upper limit value RIOmax (for example, 2.50)
The following values must be set. Therefore, in the control target calculation unit P10, the target reduction ratio R too calculated based on the optimum fuel consumption line and the torque reduction ratio characteristic must satisfy the constraint condition of the above equation (34) (ii) This constraint condition must be satisfied, and The engine torque TE and CVT, ] speed ratio RIO that are closest to each characteristic are set as the target engine torque T EO and target reduction ratio RIOO.

The control law and its design procedure for controlling the drive system of this embodiment have been explained in detail above. Next, the control amount calculation process executed by the electronic control circuit 60 in realizing this control law is shown in FIG. Explain along the flowchart.

This process (for example, 8m while the vehicle is running)
sec. ), and when the process starts, first step 100! ! various detection data obtained based on the detection signals from each of the above sensors, that is, C
VT6 input rotation speed ωIN, output rotation speed ωOU
T, throttle opening θTH, and accelerator opening θ^CC are read, and the process moves to step 110.

In step 110, based on the input rotational speed ωIN and output rotational speed ωOtlT of the CVT 6 read above,
It executes processing as a CVT reduction ratio calculation unit P1 that calculates the reduction ratio RIO of the CVT 6. Continued step 120
(Above) This calculated CVT reduction ratio RIO and ROM60
Based on the reduction ratio RIOD of the differential gear stored in advance in b, the total reduction ratio calculation unit P2 executes processing to calculate the total reduction ratio RIOT. Then, in the following step +30, a vehicle speed calculation unit P calculates the vehicle speed V based on the output rotational speed ωOUT of the CVT 6 read in step 100 and the reduction ratio TIOD.
3 is executed, and the process moves to the following step 140.

In step 140, the total reduction ratio RIO obtained in step 120, the vehicle weight data M, the tire radius data r, the moment of inertia data IE of the internal combustion engine 2, and the power transmission system are stored in advance in the ROM 60b. Based on the moment of inertia data; T, and using the above equation (20), the first
Calculate the value in parentheses. Also, in step 750,
Based on the accelerator opening degree θACC read in step 7oo, processing as the target vehicle speed calculation unit P4 is executed to calculate the target vehicle speed ■0. Then, in the following step 160,
The calculated target vehicle speed vO and the vehicle speed V calculated in step 130 are compared in magnitude, and the vehicle speed V is determined to be the target vehicle speed vG.
It executes a process as a vehicle connection determining unit P5 to judge whether or not the target vehicle speed v0 is higher than or equal to the target vehicle speed v0. It executes processing as an acceleration request determination unit P6 that determines whether an acceleration request is currently being made depending on whether the vehicle speed is greater than the calculated target vehicle speed VO(k-1).

Next, if a negative determination is made in step 160 or step 170, the process proceeds to step 180, the flag F is reset, and the process continues.
The above (5) is based on the target vehicle speed vO calculated at ) executes processing as a running resistance calculation unit P8 that calculates running resistance FR using the equation. And in the following step 190 (above)
Based on this calculated running resistance "R" and the calculation results of steps 120 to 150, the torque-reduction ratio characteristic calculation unit P9 calculates the torque-reduction ratio characteristic using the above-mentioned equation (6). Execute.

On the other hand, if an affirmative determination is made in both steps 160 and 170, that is, if the vehicle speed V is equal to or higher than the target vehicle speed vO even though the vehicle driver has requested acceleration, the process moves to step 210. By determining whether the flag "is in the reset state or not, the current driving state of the vehicle is determined to be in this driving state (i.e., the vehicle speed V is higher than the target vehicle speed vO even though the vehicle driver has requested acceleration. If it is determined in step 210 that the vehicle speed has just changed to a state of 1), it is determined whether or not the vehicle speed has just changed to the target vehicle speed v.If the determination in step 210 is affirmative, the vehicle speed V obtained in step 130 is set as the target vehicle speed v in the next step 220. Then, the process moves to the following step 230 and sets the flag ``.Also, if a negative determination is made in step 210, that is, even though the current driving state of the vehicle is such that an acceleration request is made by the vehicle driver, the vehicle speed V is not the target value. If the vehicle speed V is set not immediately after the vehicle speed changes to a state where the vehicle speed is equal to or higher than vO, but instead is set to the vehicle speed V immediately after such a driving condition is satisfied (step 2), the process directly proceeds to step 230. Transition.

When the flag "is set in step 230 in this way, the process proceeds to step 240, where the target vehicle speed VX set in step 220, vehicle weight data M stored in advance in the ROM 60b, and running resistance are set. Coefficient data CN
, the rolling resistance coefficient data CR, and the vehicle front projected area data AE. In the following step 250, based on the calculated running resistance FR, the target vehicle speed v)l set in step 220, and the calculation results of steps 120, 130, and 150, the above-mentioned formula (6) is used. is used to execute processing as the torque-reduction ratio characteristic calculation unit P9 that calculates the torque-reduction ratio characteristic.

Once the torque-reduction ratio characteristic is calculated in step 200 or step 250 as described above, step 26
0, and this torque-reduction ratio characteristic and the ROM6
The control target calculation unit PIO calculates the target engine torque TEO and target reduction ratio R100 according to the procedure detailed above based on the optimal fuel efficiency characteristics (optimum fuel efficiency line shown in FIG. 4) stored in the 0b. Execute processing.

Then, in the subsequent step 270 (above), the target input rotation speed calculation unit P calculates the target input rotation speed ωINO of the CVT 6 based on the target reduction ratio R100 obtained above and the output rotation speed ωOUT of the CVT 6 read in step 100.
ll, the process moves to the subsequent step 280, and this target input rotational speed ωINO and step 100
Based on the actual input rotational speed ωIN of the CvT6 read in, the CVT control voltage calculation unit P13 calculates the CVT control voltage Vs.

Further, in the following step 290 (above), the target throttle opening calculation unit P12 calculates the target throttle opening θTHO based on the target engine torque TEO obtained in step 260 and the target input rotational speed ωINO of the CVT 6 obtained in step 270. The process proceeds to step 300, and this target throttle opening θTHO is determined.
and the actual throttle opening θ read in step 100.
Based on TH, the throttle control voltage calculation unit P14 calculates the throttle control voltage VTH, and the process is temporarily terminated.

The control voltage vS and VTR calculated in steps 280 and 300 are applied to the input/output port 6 as described above.
The reduction ratio RI of CVT6 is controlled by the drive circuit installed at 0d.
It is used to control O and throttle opening θTH.

As explained above, in this embodiment, the target vehicle speed vO is calculated according to the amount of depression of the accelerator pedal 62 operated by the vehicle driver (accelerator opening degree θACC), and
Based on the calculated target vehicle speed vO and vehicle speed V, it is determined whether or not the vehicle speed V is greater than or equal to the target vehicle speed vO while the vehicle driver is requesting acceleration. If the result is a negative determination, then , set the target vehicle speed vO according to the accelerator opening degree θACC as the target vehicle speed V, which is the control target, and if an affirmative judgment is made (that is, if the vehicle speed V is equal to or higher than the target vehicle speed ■0 at the time of acceleration request), this Vehicle speed v when the condition is satisfied
is set as the target vehicle speed V.

Therefore, according to this embodiment, as shown in FIG. 6(b),
When the vehicle decelerates when the vehicle speed V becomes higher than the target vehicle speed vO, the vehicle driver applies the accelerator opening θA at time t2 to accelerate the vehicle.
When CC is increased, the vehicle speed v)i at that time t2 is set as the target vehicle speed used for control.Then, the target vehicle speed vO is set according to the accelerator opening θ^CC.
Until time t4 when the vehicle speed exceeds the vehicle speed V, the vehicle speed V is controlled to the target vehicle speed vX. Therefore, Fig. 6(a)
), the vehicle is not decelerated when the vehicle driver requests acceleration;
A good driving feeling can be achieved.

Further, after time t4 (Table 1), the target vehicle speed vO is set according to the accelerator opening θACC as the target vehicle speed used for control, and the vehicle is accelerated according to the increase in the accelerator opening θACC, that is, the target vehicle speed vO. However, since the vehicle is operated at a constant speed at the target vehicle speed vx until time t4, the speed at which the vehicle accelerates is reduced compared to the conventional system in which the vehicle is operated at a deceleration until the target vehicle speed ?O exceeds the vehicle speed V. The torque shock that occurs during the transition can be reduced, and the ride comfort of the vehicle can also be improved.

Next, in this embodiment, the optimum torque-reduction ratio characteristic for controlling the vehicle speed V to the target vehicle speed V' is calculated based on the target vehicle speed Vr (V' or v×) set as described above. Target engine torque TEO and target reduction ratio R10 based on torque-reduction ratio characteristics and preset optimal fuel efficiency characteristics
0, the engine torque TE and C V T A
Since the speed ratio RIO is controlled, the vehicle speed can be controlled to the target vehicle speed with optimal fuel efficiency.

Also, calculation formula (6) for calculating the torque-reduction ratio characteristic
is set based on a physical model representing the behavior of the vehicle drive system, and the torque-reduction ratio characteristic can be calculated by considering the amount of variation from the current total reduction ratio RIOT (i.e., the differential term mentioned above). , target engine torque T
EO and target reduction ratio RIOO can be set to optimal values that do not cause a shift shock, and the vehicle speed V can be set to the target vehicle speed V without causing a shift shock when the vehicle is running.
It is also possible to control the temperature to 0.

Here, in the above embodiment, the target vehicle speed vO calculated based on the accelerator opening θACC is used to determine the acceleration request of the vehicle driver, but the vehicle driver's acceleration is directly determined from the change state of the accelerator opening θACC. The request may also be determined.

Further, in the above embodiment, the case where the present invention is applied to a CVT vehicle has been described, but the present invention is not limited to such a CVT-equipped vehicle. It goes without saying that the present invention can be applied to any type of system, whether it is a control system for a vehicle drive system that makes the vehicle speed follow the target vehicle speed, and the same effect as the above embodiment, such as improving the driving feeling of the vehicle, can be obtained. do not have.

[Effects of the Invention] As explained above, in the vehicle drive system control device of the present invention, the vehicle speed is equal to or higher than the target vehicle speed calculated according to the amount of accelerator operation, and the acceleration request is not made by the accelerator operation by the vehicle driver. 1 above if the vehicle speed is equal to or higher than the target vehicle speed The drive torque of the vehicle drive system is controlled using the vehicle speed at the time when this condition (that is, the vehicle speed is equal to or higher than the target vehicle speed and an acceleration request is made) as the target vehicle speed. Therefore, the vehicle does not have to be driven at a deceleration rate even though acceleration is requested, unlike in the past, and the driving feeling of the vehicle can be improved and the vehicle can shift to accelerated operation. It is possible to improve the ride comfort of the vehicle by reducing the torque shock caused by the vehicle.

[Brief explanation of drawings]

FIG. 1 is a block diagram illustrating the configuration of the present invention. FIG. 2 is a schematic configuration showing the entire configuration of a vehicle drive system control device according to an embodiment. FIG. 3 is a block diagram showing the overall configuration of a vehicle drive system control device according to an embodiment. Figure 4 shows the blocks that represent the control law for the process. Figure 5 shows the lines that explain the procedure for calculating the target engine torque and target reduction ratio from the torque-reduction ratio characteristics and the optimum fuel efficiency characteristics. Figure 5 shows the control executed by the electronic control circuit. FIG. 6 is a flowchart showing the amount calculation process, and a time chart showing a comparison of the operations of the conventional device and the embodiment device. M1...Vehicle speed detection means M2...Accelerator operation amount detection means M3...Target vehicle speed calculation means M4...Torque control means M5...Vehicle speed determination means M6...Acceleration request determination means M7... Target vehicle speed changing means E/G, 2... Internal combustion engine T/M, 6-... Continuously variable transmission i (CVT) 6... Throttle actuator 8... Throttle opening sensor 2... Pressure control valve 44...Flow rate control valve 6, 48
・・・Rotation speed sensor

Claims (1)

[Scope of Claims] Vehicle speed detection means for detecting vehicle speed; accelerator operation amount detection means for detecting an accelerator operation amount by a vehicle driver; and target vehicle speed for calculating a target vehicle speed of the vehicle based on the detected accelerator operation amount. a calculation means; and a torque control means for controlling the drive torque of a vehicle drive system that drives the vehicle so that the vehicle speed detected by the vehicle speed detection means becomes the target vehicle speed calculated by the target vehicle speed calculation means. A vehicle drive system control device comprising: vehicle speed determining means for determining whether the vehicle speed detected by the vehicle speed detecting means is equal to or higher than the target vehicle speed calculated by the target vehicle speed calculating means; and the target vehicle speed. An acceleration request for determining whether the target vehicle speed calculated by the calculation means or the accelerator operation amount detected by the accelerator operation amount detection means is increasing over time and whether an acceleration request is made by the vehicle driver. When both the vehicle speed determining means and the acceleration request determining means make a positive determination, the vehicle speed detected by the vehicle speed detecting means is set as a second target vehicle speed, and then the vehicle speed determining means and the acceleration request A vehicle drive characterized by comprising: target vehicle speed changing means for changing the target vehicle speed used for control by the torque control means to the second target vehicle speed until any of the determining means no longer makes a positive determination. system control device.