JPH06129517A - Controller of vehicle driving device - Google Patents

Abstract

PURPOSE:To improve operational feeling by control a speed change ratio so as to achieve a set target output shaft torque. CONSTITUTION:A speed change ratio is calculated by a speed change ratio computer 230 based on signals from transmission input/output torque sensors 226, 228, and a target output shaft torque is set by a target output torque setting device 232 for an by accelerator pedal stroke and a brake pedal stroke based on signals from stroke sensors 222, 224. The speed change ratio calculated by the speed change ratio calculator 230 and the target output shaft torque set by the target output torque setting device 232 is corrected by a target differential pressure setting device 234, and thereby target a differential pressure is secured. Solenoids 214a, 218a are operated by this target differential pressure, and then the target output shaft torque is realized. Consequently, driving force or deceleration force in response to a driver's with is obtained and thereby driving feeling is improved.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle drive system.

[0002]

2. Description of the Related Art As a control device for a vehicle drive device having a flywheel type energy storage device, there is one disclosed in, for example, JP-A-61-74954. The control device for a vehicle drive device shown in the drawing has an engine, a flywheel for storing energy, and a continuously variable transmission. The engine and the flywheel can be switched between a connected state and a disconnected state by a clutch. Further, the engine and the flywheel can be switched between the connected state and the disconnected state with the input shaft of the continuously variable transmission by another clutch. Energy is stored on the flywheel when the vehicle is braked. In addition, the stored energy is output when necessary such as acceleration. This publication does not disclose a shift control method for a continuously variable transmission when energy is stored in a flywheel and energy is output from the flywheel. An example of a shift control device for a normal friction wheel type continuously variable transmission having no flywheel is disclosed in Japanese Patent Application Laid-Open No. 63-225754. This is to control the gear ratio of the continuously variable transmission according to a shift line preset according to the throttle opening and the vehicle speed.

[0003]

However, in the conventional control system for a vehicle drive system as described above, the output shaft torque of the continuously variable transmission is desired when the energy is stored in the flywheel and when the energy is regenerated. However, there is a problem in that it is difficult to control it exactly. That is, in the above case, it is necessary to control not only the gear ratio but also the gear ratio change speed, and it is necessary to control the gear ratio based only on the throttle opening and the vehicle speed. The state cannot be realized. That is, as shown in FIG. 14, when the flywheel, the continuously variable transmission, and the wheels are connected, the symbols are determined as follows. I: Inertia of flywheel i: Gear ratio Win: Input rotation speed of continuously variable transmission Wout: Output rotation speed of continuously variable transmission Tin: Input torque of continuously variable transmission Tout: Output torque of continuously variable transmission where , And Tout correspond to the operation amount of the accelerator pedal or the brake pedal, the driver's feeling is matched. Tout = i * Tin (1) Tin = I * dWin / dt (2) Win = i * Wout (3). When the equation (3) is differentiated, dWin / dt = di / dt × Wout + i × dWout / dt (4) Substituting the expressions (2), (3) and (4) into the expression (1), Tout = i * I * (di / dt * Wout + i * dWout / dt) (5). As is clear from the equation (5), in order to control Tout, it is necessary to control the gear ratio i and di / dt (that is, the gear ratio change speed). Therefore, control of the output shaft torque of the continuously variable transmission becomes extremely complicated and difficult. The present invention aims to solve such problems.

[0004]

The present invention solves the above-mentioned problems by controlling the gear ratio so that a target output shaft torque corrected according to the gear ratio is obtained. That is, according to the present invention, the output shaft of the engine, the input shaft of the continuously variable transmission, and the input / output shaft of the flywheel energy storage device can be connected in any combination by the coupling state switching mechanism so that the rotational force can be transmitted. It is based on the control device of the vehicle drive device that is, and controls the gear ratio so that the output shaft torque of the continuously variable transmission corresponds to the accelerator pedal stroke and the brake pedal stroke or the brake pedal force. Is characterized by.

[0005]

The target output shaft torque corresponds to the accelerator pedal stroke and the brake pedal stroke, for example, by correcting the signal obtained based on the accelerator pedal stroke and the brake pedal stroke according to the gear ratio. Therefore, the output shaft torque can be controlled as desired by controlling the gear ratio with the corrected signal.

[0006]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows the overall structure of a vehicle drive system having a flywheel energy storage device 110. An output shaft 100a of the engine 100 is connected to a bevel gear 104 via an engine clutch 102. The bevel gear 104 meshes with the bevel gear 106.
The bevel gear 106 is a flywheel clutch 108.
Is connected to the input / output shaft 110a of the flywheel type energy storage device 110. Bevel gear 106
Meshes with another bevel gear 112, which via a continuously variable transmission clutch 114
It is connected to an input shaft 116a of a friction wheel type continuously variable transmission 116. The output shaft 116b of the continuously variable transmission 116 is connected to the wheels 120 via a differential device 118. The engine clutch 102, the flywheel clutch 108, the continuously variable transmission clutch 114, the bevel gear 10
4, the bevel gear 106 and the bevel gear 112 form a coupling state switching mechanism. With such a configuration, the output of the engine 100 is directly output to the continuously variable transmission 1
16, and the output of the engine 100 can also be input to the flywheel energy storage device 110. Further, rotational force can be input from the continuously variable transmission 116 to the flywheel energy storage device 110, and conversely, the flywheel energy storage device 1 can be input.
Rotational force can be output from 10 to the continuously variable transmission 116.

FIG. 2 shows the friction wheel type continuously variable transmission 116 as a frame diagram. The input shaft 116a of the continuously variable transmission 116 is
It is connected to the forward / reverse switching mechanism 15. The forward / reverse switching mechanism 15 has a planetary gear mechanism 17, a forward clutch 40, and a reverse brake 50. The planetary gear mechanism 17
It comprises a sun gear 19, a pinion carrier 25 having two pinion gears 21 and 23, and an internal gear 27. The pinion gears 21 and 23 having the same diameter are in mesh with each other, the pinion gear 21 is in mesh with the internal gear 27, and the pinion gear 23 is in mesh with the sun gear 19. The sun gear 19 is always connected so as to rotate integrally with the input shaft 116a.
The pinion carrier 25 can be connected to the input shaft 116a by the forward clutch 40. Further, the internal gear 27 can be fixed to the casing 11 by the reverse brake 50. The pinion carrier 25 is always connected to the transmission shaft 37 to the continuously variable transmission mechanism. A first continuously variable transmission mechanism 22 and a second continuously variable transmission mechanism 24 are provided on the downstream side of the forward / reverse switching mechanism 15 in the casing 11. First
The continuously variable transmission mechanism 22 has an input disk 26, an output disk 28, and a pair of friction rollers 30 and 31 for transmitting a rotational force therebetween. The contact surfaces of the input disk 26 and the output disk 28 with the friction rollers 30 and 31 are toroidal surfaces. By changing the contact state of the friction rollers 30 and 31 with respect to the input disk 26 and the output disk 28, the input disk 26 and the output disk 2
The rotation speed ratio with 8 can be continuously changed. Second
The continuously variable transmission mechanism 24 also includes an input disk 32, an output disk 34, and a pair of friction rollers 36 and 37, which are similar to those of the first continuously variable transmission mechanism 22. However, the arrangement of the input disk 32 and the output disk 34 is opposite to that of the first continuously variable transmission mechanism 22. That is, the output disk 28
And the output disks 34 are arranged adjacent to each other. The input disk 26 is supported via a ball spline 61 on the outer circumference of an input shaft 38 which is connected to the transmission shaft 37 so as to rotate integrally therewith. Input disk 2
A cam flange 42 is arranged on the rear surface side of 6. A cam roller 46 is provided on the cam surfaces of the cam flange 42 and the input disk 26 facing each other. Cam roller 4
Reference numeral 6 is shaped so as to generate a force for pressing the input disk 26 toward the output disk 28 when the input disk 26 and the cam flange 42 rotate relative to each other. The cam flange 42, the input disc 26, and the cam roller 46 form a loading cam 63. The input disk 32 of the second continuously variable transmission 24 is also connected to the input shaft 38 via a ball spline 65. The input disk 32 is constantly subjected to a force toward the output disk 34 by the disc spring 51. The output disc 28 of the first continuously variable transmission mechanism 22 and the output disc 34 of the second continuously variable transmission mechanism 24 are rotatably supported on the input shaft 38, respectively. A drive gear 55 is provided so as to rotate integrally with the output disc 28 and the output disc 34. The drive gear 55 is the input shaft 3
8 is in mesh with a driven gear 60 that is integrally connected to one end of an intermediate shaft 59 that is arranged parallel to the gear 8. The gear 67 integrally formed on the other end side of the intermediate shaft 59 is a gear 7 integrated with the output shaft 116 b via an idler gear 69.
It meshes with 1.

FIG. 3 shows a part of the hydraulic control circuit directly related to the present invention. This hydraulic control circuit is provided with the shift control valve 2
00 and is connected to a high (small gear ratio) side oil chamber 516 and a low (high gear ratio) side oil chamber 518 of a gear shifting hydraulic servo device, which will be described later. A hydraulic servo device for the first continuously variable transmission mechanism 22 and the second continuously variable transmission mechanism 24 is shown in a simplified manner in FIG. Roller support members 83 and 85, which rotatably support the friction rollers 30 and 31 of the first continuously variable transmission mechanism 22, respectively, are rotatably supported about their axes and axially movable. Pistons 87 and 89 are connected to the roller support members 83 and 85, respectively, and a high side oil chamber 516 and a low side oil chamber 518 are formed on both sides of the pistons 87 and 89, respectively. The gear ratio increases as the oil pressure in the low-side oil chamber 518 is relatively increased. The second continuously variable transmission mechanism 24 also has basically the same configuration and includes a high-side oil chamber 516 and a low-side oil chamber 518, and the hydraulic pressure in the low-side oil chamber 518 is relatively increased. The gear ratio becomes large.

The spool 202 of the shift control valve 200 has four equal-diameter lands 202b, 202c, 202d and 20.
2e and small-diameter lands 202a and 202f arranged on both sides of the 2e, respectively. Shift control valve 20
0 is nine ports 204a, 204b, 204c, 20
4d, 204e, 204f, 204g, 204h, and 204i. The central port 204e is connected to the line pressure oil passage 206. The port 204d is connected to the high-side oil chamber 516 via the oil passage 208, and is also connected to the feedback port 204a. The port 204f is connected to the low side oil chamber 5 via the oil passage 210.
18 and is also connected to the feedback port 204i. Ports 204c and 20
4 g is a port for the drain. The hydraulic pressure corresponding to the stroke of the brake pedal is supplied to the port 204b from the brake corresponding pressure valve 214 via the oil passage 212. Further, hydraulic pressure is supplied to the port 204h from the accelerator-corresponding pressure valve 218 via the oil passage 216 in accordance with the stroke of the accelerator pedal. Brake compatible pressure valve 2
14 and the accelerator-corresponding pressure valve 218 are configured to output the hydraulic pressures adjusted by the solenoids 214a and 218a, respectively.

As shown in FIG. 4, actuation signals are provided from the controller 220 to the solenoids 214a and 218a. Signals from the accelerator pedal stroke sensor 222 and the brake pedal stroke sensor 224 are input to the controller 220. The controller 220 also includes a continuously variable transmission input rotation speed sensor 22 for detecting the rotation speed of the input shaft 116a of the continuously variable transmission 116.
6 and the signal from the continuously variable transmission output rotation speed sensor 228 which detects the rotation speed of the output shaft 116b.

The controller 220 outputs signals for controlling the operation of the solenoids 214a and 218a according to the block diagram shown in FIG. First, based on the signals from the continuously variable transmission input rotation speed sensor 226 and the continuously variable transmission output rotation speed sensor 228, the gear ratio calculator 230
The calculation of the gear ratio is performed by. On the other hand, the target output torque setter 232 sets the target output shaft torque based on the signals from the accelerator pedal stroke sensor 222 and the brake pedal stroke sensor 224.
The target output shaft torque is set in relation to the Arcel pedal stroke and the brake pedal stroke as shown in FIG. The gear ratio calculated by the gear ratio calculator 230 and the target output shaft torque set by the target output torque setting unit 232 are input to the target differential pressure setting unit 234, where the target output shaft torque is based on the gear ratio. Is corrected and the target differential pressure is obtained. The correction of the target output shaft torque by the gear ratio is performed by each target output shaft torque (for example, a,
For b and c), the differential pressure between the high-side oil chamber 516 and the low-side oil chamber 518 is corrected by the gear ratio in the relationship shown in FIG. The signal indicating the target differential pressure obtained by the target differential pressure setting device 234 is output to the solenoid 214 via the output device 236.
a and 214b. The solenoids 214a and 214b are operated by this, and the difference between the hydraulic pressures acting on the ports 204b and 204h of the shift control valve 200 is set as set. As a result, the target output shaft torque is realized.

Next, a second embodiment shown in FIGS. 8 to 13 will be described. FIG. 8 shows a hydraulic control circuit. Shift control valve 6
00 has the same basic structure as that shown in FIG. 3 described above, but the hydraulic pressure adjusted by the high-side output shaft torque pressure valve 620 is supplied to the port 604a via the oil passage 610, while the port 604i A hydraulic pressure adjusted by the low-side output shaft torque pressure valve 622 is supplied to the oil via the oil passage 612. High side output shaft torque pressure valve 6
20 uses the line pressure of the oil passage 614 as the original pressure and discharges a predetermined amount of oil from the drain port 630 to generate the oil pressure corresponding to the force of the spring 632.
Configured to output to. The low-side output shaft torque pressure valve 622 has the same configuration, and the oil passage 6
The hydraulic pressure corresponding to the spring 634 is output to the oil passage 612 using the line pressure from 14 as the original pressure. The force of springs 632 and 634 is retained by retainer 636.
And 638 positions. Retainer 636
The positions of 638 and 638 are determined by one end of lever 650. The lever 650 can swing about a movable fulcrum 652 as a fulcrum. The other end of the lever 650 is connected to the spool 662 of the traction force valve 660. The traction force valve 660 is connected to an oil passage 668 in which one of the two chambers 664 and 666 divided by the spool 662 is connected to the high-side oil chamber 516.
The oil passage 6 in which the other chamber 664 is connected to the low-side oil chamber 518
It is connected to 70. The movable fulcrum 652 is the rotating cam 67.
The position can be changed by 2. The rotating cam 672 is configured to rotate integrally with the roller supporting member. When the roller support member has a high gear ratio side, the rotary cam 672 is shown in FIG.
It is in a state of being rotated clockwise in the inside, and the movable fulcrum 652 is located on the lower side (state shown by a dashed line). Conversely, when the gear ratio decreases, the rotary cam 672 rotates counterclockwise, and the movable fulcrum 652 moves upward in the figure (state shown by a broken line). The pressure corresponding to the brake pedal stroke from the brake pedal valve 690 is supplied to the port 604b of the shift control valve 600 described above. Brake pedal valve 690
Is a valve that has a configuration as shown in FIG. 9 and that adjusts the hydraulic pressure corresponding to the stroke of the brake pedal and outputs it to the oil passage 900. The pressure corresponding to the brake pedal stroke with respect to the stroke of the brake pedal has a relationship as shown in FIG. Port 60 of shift control valve 600
The pressure corresponding to the accelerator pedal stroke adjusted by the accelerator pedal valve 692 is supplied to 4h. The accelerator pedal valve 692 has a configuration as shown in FIG. 11, and is configured to adjust the hydraulic pressure corresponding to the stroke of the accelerator pedal and output it to the oil passage 902. The relationship between the accelerator pedal stroke and the pressure corresponding to the accelerator pedal stroke is as shown in FIG.

Next, the operation of this embodiment will be described. The traction force valve 660 applies a force FT corresponding to the pressure difference between the high-side oil chamber 516 and the low-side oil chamber 518 to the lever 650.
Act on. This traction force FT is generated by the lever 650.
Is converted at a predetermined ratio by and is transmitted to the high-side output shaft torque pressure valve 620 and the low-side output shaft torque pressure valve 622. Since the conversion ratio of the lever 650 changes according to the position of the rotating cam 672, the conversion ratio changes according to the gear ratio. The hydraulic pressures adjusted by the high-side output shaft torque pressure valve 620 and the low-side output shaft torque pressure valve 622 are supplied to the ports 604a and 604i of the shift control valve 600, respectively. Therefore, the port 6 of the shift control valve 600 is
04a and 604i apply the traction force FT to the lever 6
The hydraulic pressure corresponding to the force converted by 50 is supplied. The operation of the shift control valve 600 is controlled by the hydraulic pressure acting on the ports 604a and 604i, and the brake pedal stroke corresponding pressure and the accelerator pedal stroke corresponding pressure acting on the ports 604b and 604h, respectively, and the high side oil chamber 516 and the low side oil The hydraulic pressure supplied to the chamber 518 is adjusted. The fact that the output shaft torque is controlled as desired by the above operation will be described using mathematical expressions. Torque TO transmitted to the output disk 28
As can be seen from FIG. 13, TO = rO × FT. Here, rO is the distance from the center of rotation of the output disc 28 to the contact point between the output disc 28 and the friction roller 30. When the tilt angle of the power roller is θ, rO = LR × cos θ. Here, L is the distance from the center of rotation of the input / output disk to the center of the rotation axis of the roller support member, and R
Is the output disc 28 from the center of the rotation axis of the roller support member.
To the contact point between the friction roller 30 and the friction roller 30. If the area of the piston is S, the hydraulic pressure in the high-side oil chamber 516 is PH, and the hydraulic pressure in the low-side oil chamber 518 is PL, then the traction force FT
Is FT = (1/2) * (PH-PL) * S. Therefore, TO = (L−R × cos θ) × (1/2) × (PH−P
L) × S = F (θ, PH-PL). The cam shape of the rotating cam 672 described above is a shape in which the movable fulcrum 652 is moved so as to perform the multiplication of (LR · cos θ) according to the value of θ, and the lever ratio is adjusted. The traction force valve 660 outputs a force corresponding to the difference between PH and PL to the other end of the lever 650 and outputs a force obtained by multiplying this by the above-mentioned lever ratio to one end of the lever 650. Forces corresponding to the target output shaft torque are input to the output shaft torque pressure valve 620 and the low-side output shaft torque pressure valve 622, respectively. High-side output shaft torque pressure valve 620 and low-side output shaft torque pressure valve 622
Respectively adjust the hydraulic pressure according to the target output shaft torque and output the adjusted hydraulic pressure to the shift control valve 600. Shift control valve 600
Controls PH and PL accordingly, so that the gear ratio is controlled so that the above-mentioned target output shaft torque is achieved. Thus, when decelerating by depressing the brake pedal, energy is collected in the flywheel energy storage device 110, but in this case, the torque acting on the wheel 120 corresponds to the stroke of the brake pedal. Become. Similarly, when the accelerator pedal is depressed to output the rotational force from the flywheel energy storage device 110, the torque acting on the wheel 120 corresponds to the accelerator pedal stroke. As a result, a good driving feeling can be obtained. In the above embodiment, the control is performed using the stroke of the brake pedal, but the brake pedal force may be used instead.

[0014]

As described above, according to the present invention, the target output shaft torque is set, and the gear ratio is controlled so that the target output shaft torque is achieved. Therefore, the rotational force is applied to the flywheel energy storage device. When accumulating and releasing, the driving force or the deceleration force corresponding to the driver's intention is obtained, and the driving feeling is improved.

[Brief description of drawings]

FIG. 1 is a diagram showing a vehicle drive device.

FIG. 2 is a skeleton diagram of a continuously variable transmission.

FIG. 3 is a diagram showing a hydraulic circuit of the first embodiment.

FIG. 4 is a diagram showing a flow of an electric signal.

FIG. 5 is a block diagram of a controller.

FIG. 6 is a diagram showing a relationship of a target output shaft torque with respect to an accelerator pedal stroke and a brake pedal stroke.

FIG. 7 is a diagram showing a relationship between a pressure ratio and a differential pressure.

FIG. 8 is a diagram showing a hydraulic circuit of a second embodiment.

FIG. 9 is a diagram showing a brake pedal valve.

FIG. 10 is a diagram showing a relationship of a brake pedal stroke-corresponding pressure with respect to a brake pedal stroke.

FIG. 11 is a diagram showing an accelerator pedal valve.

FIG. 12 is a diagram showing a relationship between accelerator pedal stroke-related pressure and accelerator pedal stroke corresponding pressure.

FIG. 13 is a diagram showing a relationship between an input / output disk and a friction roller.

FIG. 14 is a diagram showing a drive system for a flywheel, a continuously variable transmission, and wheels.

[Explanation of symbols]

 214 Brake-compatible pressure valve 218 Accelerator-compatible pressure valve 220 Controller 222 Accelerator pedal stroke sensor 224 Brake pedal stroke sensor 226 Continuously variable transmission input rotational speed sensor 228 Continuously variable transmission output rotational speed sensor 516 High-side oil chamber 518 Low-side oil chamber

Claims (1)

[Claims] 1. An output shaft of an engine, an input shaft of a continuously variable transmission, and an input / output shaft of a flywheel type energy storage device can be connected by a coupling state switching mechanism so as to be capable of transmitting rotational force in any combination. In a control device for a vehicle drive device, the vehicle drive device is characterized in that the gear ratio is controlled so that the output shaft torque of the continuously variable transmission corresponds to the accelerator pedal stroke and the brake pedal stroke or the brake pedal force. Control device.