JPS62111151A - Determination of aimed output of vehicle - Google Patents

Abstract

PURPOSE:To obtain the car traveling characteristic corresponding to the demand of a driver by taking account of the factor of time related to the car speed and the stepping-in of an accelerator, besides the opening degree of the accelerator, when an aimed output is determined. CONSTITUTION:In an electronic controller 38, the variation quantity through lapse of time of the opening degree of an accelerator is calculated on the basis of the information supplied from an accelerating pedal sensor 34, and the fundamental aimed output power is obtained through an equation or map, in relation to the car speed calculated from the information of an output side revolution angle sensor 21 and the opening degree of an accelerator. Further, an aimed output power is calculated in relation to the variation quantity through lapse of time of the opening degree of the accelerator, fundamental aimed output power, and the accelerator stepping-in time. When the variation quantity through lapse of time of the opening degree of the accelerator is larger than a prescribed value, it is considered that a driver demands the sharp acceleration or deceleration, and the fundamental aimed output power obtained from the opening degree of the accelerator is correction-increased, and the aimed output power is set so as to be increased.

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to a method for determining a target output for a vehicle, and particularly relates to an improvement in a method for determining a target output for a vehicle having an engine whose output can be controlled by means independent of an accelerator pedal.

[Conventional technology]

One type of automatic transmission for vehicles is a continuously variable transmission mechanism driven by a belt or the like. One of the major purposes of introducing such a continuously variable transmission (14) in the drive system of a vehicle is to always run the vehicle in the part of the engine usage range that has the best fuel efficiency, and to improve the Daito fuel efficiency. In order to achieve this target speed, various technologies have been developed that are equipped with means that can control the engine output independently of the accelerator pedal, such as a throttle actuator, to enable more rational control of the drive system. In this way, in a control system that is equipped with a means to control engine output independently of the accelerator pedal, it is necessary to somehow reflect the movement of the accelerator pedal operated by the driver in the engine output control. Regarding this point, please refer to JP-A-58-39870 and JP-A-58-1606.
61 or 59-32642, etc., various disclosures have been made.

[Problems that the invention attempts to solve]

By the way, when accelerating a vehicle, the vehicle drive torque or vehicle output horsepower required by the driver is reflected not only in the accelerator opening degree, but also in the way the accelerator is depressed and the elapsed time immediately after the accelerator is depressed. It is thought that it will be done. However, when determining the conventional target output, these factors were not taken into account, and the target output itself was not determined appropriately. Even if the vehicle is accurately controlled to match the vehicle speed, a problem may arise in that the driving characteristics required by the driver may not be achieved.

[Purpose of the invention] The present invention has been made in view of such conventional problems, and can accurately determine a target output that accurately reflects the driver's requirements. The object of the present invention is to provide a method for determining target output of a vehicle that can be controlled as desired. [Means to solve the problem]

The present invention relates to a method for determining a target output for a vehicle having an engine whose output can be controlled by a means independent of the J accelerator pedal, as shown in FIG. The above object is achieved by including a step of detecting and a step of determining the target output depending on at least the accelerator opening degree, the vehicle speed, and the time requirement regarding the accelerator depression.

[Effect 1] In the present invention, when determining the target output, particularly the target vehicle drive torque or the target vehicle output horsepower, in addition to the accelerator opening degree, the vehicle speed and the temporal details regarding the accelerator depression are prefixed. As a result, the driver's requirements can be reflected more accurately, and the vehicle running characteristics can be adjusted to match the driver's intentions. In a preferred embodiment, the time requirements regarding the accelerator depression are the accelerator depression time and the amount of change over time in the accelerator opening degree. Thereby, the time requirement regarding the accelerator depression can be easily and sufficiently reflected. Further, in a preferred embodiment, the basic target output is determined depending on the accelerator opening degree and the vehicle speed, and the target output is determined by modifying this basic target output according to the time requirement regarding the accelerator depression. . This allows i! to properly press the accelerator without using complex 3D or 4D maps. 1 can be reflected in the determination of the target output. Embodiments Embodiments of the present invention will be described in detail below with reference to the drawings. FIG. 2 schematically shows a small automatic engine and a continuously variable transmission to which an embodiment of the method for determining target output (horsepower) of a vehicle according to the present invention is applied. In the figure, the output @2 of the engine E/G is connected to a belt-driven continuously variable transmission (hereinafter referred to as CVT) via a clutch mechanism 4. On the shaft 8, there is provided a ■-type boolean device 10.14 consisting of a fixed pulley 11.15 and a movable pulley 12.16, respectively.The input side fixed pulley 11 is fixed to the input shaft 6, and the input side movable pulley 12 is oriented in the axial direction. The output side fixed pulley 15 is fixed to the output horn shaft 8, and the output side movable pulley 16 is movable in the axial direction. Output to section 1h8
It is fitted around the outer periphery with splines or ball bearings, etc. The pressure-receiving area of each movable pulley 12.16 is set such that input side>output side, and the effective diameter can be forcibly changed to change the speed ratio on the input side. Furthermore, the axial arrangement of the fixed pulley 11.15 and the movable pulley 12.16 on the input side and the output side is reversed, so that the transmission belt 18 always hangs at right angles to the output shaft 6.8. It's Nishide. The opposing surfaces of the fixed pulley 11.15 and the movable pulley 12.16 are formed on tapered surfaces that increase their distance from each other radially outwards. In addition, a transmission belt 18 having an isosceles trapezoidal cross section is connected to a ■-shaped boolean device 10.1 on the input side and the output side.
It can be hung between 4. The transmission belt 18 continuously changes in the outward radial direction on the pulley surface as the tightening force of the fixing and movable pulleys of each ■-shaped pulley device 10114 changes. Input side V
When the contact position of the transmission belt 18 on the type pulley device 10 moves radially outward, the contact position of the transmission belt 18 on the output side type pulley device moves radially inward, and the CVT speed ratio e (=output Rotational speed Nou of shaft 8
t/rotational speed N in of the input shaft 6) increases, and in the opposite case the speed ratio e decreases. The power of the output @8 is transmitted to the driving wheels via a single star gear device for forward/reverse switching, a gear device for deceleration, a differential gear device, etc. (not shown). On the other hand, the accelerator pedal sensor 371 detects the opening degree θaC of the accelerator pedal 36 depressed by the driver's foot 35. Further, the opening degree of the intake throttle of the engine E/G is controlled by a throttle actuator 19 independent of the accelerator pedal 36. The input side and output side rotation angle sensors 20.21 detect the rotation angles of the pulleys 11 and 16, respectively, and as a result, the rotation speed (
Vehicle speed (■) is detected and converted from the rotational speed on the output side. The pressure control valve 24 is connected to the reservoir 2 by the oil pump 25.
The line pressure PL of the oil passage 29 is regulated by controlling the release of oil as a hydraulic medium sent from 6 through the oil passage 27 to the oil passage 28. Output side movable pulley 1
Line pressure P is supplied to the hydraulic servo device 6 through an oil passage 29.
L is supplied. The flow control well 30 controls the flow and flow of oil into the input movable pulley 12 . In order to maintain the speed ratio C of the CVT constant, the oil passage 33 is disconnected from the line pressure oil passage 31 and the drain oil passage 32 that branch from the oil passage 29. As a result, the axial position of the input movable pulley 12 is maintained constant, and the speed ratio e is also maintained constant. In addition, in order to increase the speed ratio e, it is necessary to connect the line pressure oil passage 31 to the oil passage 3.
3, oil is supplied into the hydraulic servo device of the input side movable pulley 12. As a result, the clamping force between the input pulleys 11 and 12 is increased, and the input pulley 11
．． The contact position of the transmission belt 18 on the 12th surface moves radially outward, increasing the speed ratio e. Conversely, in order to reduce the speed ratio e, the oil in the hydraulic servo device of the input movable pulley 12 is conducted to the atmosphere through the drain oil passage 32, and the input pulleys 11 and 12 are tightened. Spell to reduce force. Although the oil pressure in the oil passage 33 is lower than the line pressure PL, as described above, the piston pressure receiving area of the hydraulic servo device of the input side movable pulley 12 is set to be larger than the piston pressure receiving area of the hydraulic servo device of the output side movable pulley 16. Therefore, the tightening force of the input pulleys 11 and 12 is reduced to the output pulley 15.
．． It is possible to make the clamping force larger than 16. By changing the tightening force of the input pulley 11.12 with the flow control valve 30, the effective diameter of the input pulley 11.12 is changed, while the output pulley 15.16
The transmission belt 18 follows the change in the effective diameter on the input side.
The line pressure PL is regulated by the pressure control valve 24 so that a tightening force is generated that ensures torque transmission without slipping. The electronic control system V138 includes a D/A converter 40, an input interface 41, an A/D converter 42, and a CPIJ4, which are connected to each other by an address data bus 39.
3. Includes RAM/14 and ROM45. The analog output θaC of the accelerator pedal sensor 34 is sent to the A/D converter 42, and the pulses of the rotation angle sensor 20.21 are sent to the input interface 41. Throttle actuator 19, flow control valve 30, and pressure control valve 2
Go to 4 (7) Control voltage Vth, Vin, Vout
are the amplifiers 49.5 from the D/A controller 40, respectively.
Sent via 0.51. FIG. 3(A) shows the relationship between the input voltage and output current of the amplifier 490 for the throttle actuator 19, and FIG.
B) shows the relationship between the input current of the throttle actuator 19 and the intake throttle opening. Therefore amplifier 4
The throttle opening increases in proportion to the input voltage of 9. FIG. 4(A) shows the relationship between the input voltage and output current of the amplifier 50 for the flow rate control valve 30, and FIG. 4(13) shows the relationship between the flow rate t
It shows the relationship between the input current of the Ill 10 valve 30 and the vL curve to the input side hydraulic servo of the movable pulley 12. Therefore, the speed ratio e is proportional to the change in the input current of the amplifier 50. FIG. 5(A) shows the relationship between the input voltage and output current of the amplifier 51 for the pressure control valve 24, and FIG. 5(B) shows the relationship between the input current of the pressure control valve 24 and the line pressure PL. It shows. Therefore, the line pressure PL changes linearly with changes in the input voltage of the amplifier 51. Even if the input current to the pressure control valve 24 is zero, the line pressure PL is maintained at the predetermined value PLz, so even if a disconnection or a malfunction occurs in the electronic υ112Il device 38, the hydraulic servo of the movable pulley 12. A predetermined oil pressure is supplied, and a certain amount of torque transmission in the CVT is ensured. FIG. 6 shows an overall block diagram of the 1IIjllll system of this device. In the figure, block 100 represents a computing unit that calculates the target output horsepower PS° using a formula or map depending on the accelerator opening degree θaC, the vehicle speed v1, and the time requirement regarding the accelerator depression. Since this block 100 is the central block for this application, it will be explained in detail later, but here we will first explain the entire control system. This figure shows an instrument for determining the side rotational speed Nin'.
It is recommended to set it to . In addition, in FIG. 8, the solid line shows the equal fuel consumption rate line ((+/PS-H). The broken line shows the equal horsepower directrix (PS). In block 104, the actual input side rotational speed Nin of the CVT is set to the target input. Ryutan control valve 3 so that the side rotation speed is Nin'.
A control system is shown in which the speed ratio e of the CVT is controlled by feedback-adjusting the υ control voltage Vin of 0. For this control, for example, an arithmetic expression such as (1) is used. Vin=k 1 (Nin-Nin") ・=
(1) In this control, it is free to make corrections according to the oil temperature, etc., and use an equation with higher viscosity. Block 106 determines the target engine torque Te from the target output horsepower PS'' and the actual input side rotational speed Nin of the CVT.
This figure shows a q operator that calculates the target engine torque Te by a formula or a map.For example, formula (2) is used for this calculation. This figure shows an arithmetic unit that calculates the target throttle opening degree θth'' using an equation or a map based on the actual engine rotation 'a degree Ne. Block 110 is a control system that feedback-adjusts the control voltage vth of the throttle actuator 19 so that the actual throttle distance θtb becomes the target throttle opening θth'''.For example, for this control, equation (3) is used. ■ th = 3X (θth' - θth) (3) Note that 43 is in block 102 and the target input side rotational speed Ni
n'' may be modified or changed using other factors such as vehicle speed, engine cooling water temperature, road gradient, vehicle weight, external switch, air-fuel ratio, etc. Furthermore, in block 108, the target throttle opening degree is determined. θ
th" may be changed by external pressure using other factors such as engine cooling water temperature, air-fuel ratio, or temporal change m of CVT input side rotational speed as a parameter.Here, CVT input II! 11 rotations 4 between temporal changes in speed
The reason for this is that when shifting the CVT, the actual output torque changes due to the influence of the moment of inertia on the engine-clutch CVT input side. To do this, for example, the target engine torque Te'' can be directly changed using the following formula: Te'' = Te' + k 4 Xd /dt (Ni
n) +++ (4) FIG. 7 shows a flowchart of the entire control described above. First, in step 200, the accelerator distance θaC, the vehicle speed V1 input end rotation speed Nin, the engine rotation speed No.
The throttle opening degree θth is read. Next, in step 202, a target output horsepower PS° is determined. This step will be detailed later. Thereafter, in step 204, the target input side rotational speed Nin'' is a relation a of the target output horsepower PS'' obtained in step 202.
It is determined as f2. In step 206,
Using the target input side rotational speed Nin' obtained in step 204, the flow m fill m valve 30 (7) control 11ffi pressure Vin is calculated using the formula k + (Nin-Nin'
) is determined by the calculation. In step 208, the target engine torque Te'' is set to the input side rotational speed Ni.
It is determined as a function [3] of n and target output horsepower PS'. Further, in step 210, the target throttle opening degree 6
th is ry+n[4
It is required as. Then, in step 212, the 11 m ffi pressure vt of the throttle actuator 19 is
h is determined by the formula ks(θth'''-θth). As a result, the throttle opening is correctly controlled to a predetermined value such that the internal torque reaches the target output horsepower regardless of whether it is steady or transient. The output torque of the engine is controlled accordingly.
will be done. For example, in a diesel engine or the like, the effect of this embodiment can be achieved as is by replacing the target throttle opening with the target fuel injection range. Further, in the above embodiment, the input side rotational speed of the CVT is compared with the target input side rotational speed for feedback control, but this is done by changing the CVT speed ratio 0 to the target speed ratio e°.
A similar effect can be obtained by performing feedback control compared to the above. In this case, the target speed ratio e° is Nout
/N in” (Noul 1.1 continuously variable transmission output side rotation speed), and the flow control well 3
The control wJ voltage Vin of 0 can be obtained as ks(Q-e''). Next, the aforementioned block 100 and step 202 will be explained in detail. First, the block 100 part is shown in FIG. 9. In the figure, Block 1001 is the temporal change amount dθaC of the accelerator opening degree θaC from the accelerator pedal sensor 34.
The figure shows an arithmetic unit that performs calculations. Block 1002 is related to the vehicle speed ■ and the accelerator opening degree θaC calculated from the information of the output side rotation angle sensor 21.
This figure shows a computing unit that calculates the basic target output horsepower PS1 using a formula or a map. Block 1003 is a temporal change in accelerator opening ldθa
2 shows a computing unit that calculates the target output horsepower PS' in relation to C, the basic target output horsepower PS1, and the accelerator depression time t. Next, FIG. 10 shows the calculation procedure of block 1003, that is, the main part of the calculation procedure of step 202 described above. Step 2001: Temporal change in accelerator opening fid
Determine whether θaC is positive or negative. If it is positive, proceed to step 2006; otherwise, proceed to step 2002. Step 2002: Temporal change m(I
Determine whether θaC is larger than a predetermined value b2. If it is larger, proceed to step 2010; otherwise, proceed to step 2003. Step 2003: Calculate the target output horsepower PS° using the following equation. PS” = k sX (dθac-b 2 ) + P
S+...(5) Step 2004.2005 Set the lower limit value of the second target output horsepower PS° to (PS 1 - predetermined value C2). Step 2006: Temporal change in accelerator opening fit
Determine whether dθaC is smaller than a predetermined value b1. If it is smaller, proceed to step 2010; otherwise, proceed to step 20o7. Step 2007: Calculate target output horsepower PS' using the following equation. PS" = k, x (d θ ac-b 1
) +PS t... (6) Steps 2008 and 2009: Set the upper limit of the target output horsepower PS° to (PS1+predetermined value C1). Step 2010: Set the target output horsepower PS° to the basic target output horsepower PS1 and the target output horsepower PS'- in the Moe step.
1, for example, by a weighted average as shown in equation (7). Note that in equation (7), n is a constant. PS' = (PS++(n-1)XPS"-')/n・
(7) When this control is executed, the target output horsepower PS" can be determined to have the characteristics shown in FIGS. 11 (A) and (B), for example. That is, the accelerator opening degree When the temporal change fidθaC is positive, that is, acceleration, and the value is larger than the predetermined value 111t11, as shown in Figure (A), ktX(dθac−b t > The basic target output horsepower PS+ is corrected and increased by the corresponding amount.On the other hand, the temporal change in accelerator opening 1dθaC is equal to the predetermined 1ifi.
t)+, as shown in the same figure (B), the target output horsepower PS''-1 in the previous step and the current basic target output horsepower PS1 are weighted averaged, and each time the routine is repeated, the Basic target output horsepower P
The characteristic is that the target output horsepower PS" converges to S+. Therefore, the basic target output horsepower tends to be suppressed and corrected. If the temporal change in accelerator opening mdθaC is negative,
That is, in the case of deceleration, the predetermined value b1 is changed to a different predetermined value b2, or to a constant kG which is a constant of 7, and exactly the same effect is performed. The purpose of such control is to control temporal changes in accelerator opening.
When dθaC is large, it is considered that the driver is requesting rapid acceleration or deceleration, so the target output horsepower is set in a direction that changes more greatly. When 11dθaC is small, it is considered that the driver does not desire a sudden change in the driving characteristics, so the target output horsepower is set in a direction that suppresses the change in the basic target output horsepower determined from the accelerator opening θaa. Therefore, it is possible to achieve both stability of vehicle running when traveling at a constant speed or near constant speed, and fast responsiveness during acceleration and deceleration, particularly during sudden acceleration and deceleration. In the above embodiment, an example was shown in which the target output horsepower PS° is determined as the target output, but the present invention can also be applied to determining the target vehicle drive torque To'' as the target output. Examples of this application are shown in Figures 12 to 14.The basic logic is almost the same as in Figures 6, 9, and 10 in the previous embodiment, so similar parts in the figures are the same. The suffix numeral will only be added and a detailed explanation will be omitted.Furthermore, in the present invention, in determining the target output horsepower PS', the accelerator distance θaC, the vehicle speed V, and the time of the accelerator opening are used. In addition to the physical change mdθaC1 and the depression time t, this does not preclude modifying or changing other factors as parameters, such as the running road slope, vehicle weight, external switch (economy pattern, power pattern, etc. selection switch). do not have.

【Effect of the invention】

As explained above, according to the present invention, the target output of the vehicle can be set as requested by the driver, and the vehicle can be driven more in accordance with the driver's intentions in terms of both driving stability and responsiveness during acceleration and deceleration. An excellent effect can be obtained in that the vehicle can be caused to run.

[Brief explanation of drawings]

FIG. 1 is a flowchart showing the outline of a method for determining a target output of a vehicle according to the present invention, and FIG. 2 is a skeleton diagram showing an overall outline of an automobile engine and automatic transmission to which an embodiment of the present invention is applied. , FIG. 3(A) is a diagram showing the input/output characteristics of the amplifier for the throttle actuator used in the above embodiment, and FIG. 3(B) is a diagram showing the input and output characteristics of the throttle actuator amplifier used in the above embodiment. Figure 4 (A) is a diagram showing the input/output characteristics of the amplifier for the flow control valve, and Figure 4 (B) is the diagram showing the input and output characteristics of the flow control valve and the speed ratio of the CVT. Figure 5 (A) is a diagram showing the relationship between the input and output characteristics of the pressure regulating valve amplifier.
FIG. 5(B) is a diagram showing the relationship between the input of the pressure control valve and the line pressure, FIG. 6 is a block diagram that does not show the entire control system of the above device, and FIG. 7 is a flowchart of the same. , FIG. 8 is a diagram showing the relationship between engine speed and output torque in the above-mentioned closing device, FIG. 9 is a block diagram of main parts showing the configuration for carrying out an embodiment of the present invention, and FIG. , a main part flowchart showing an embodiment of the present invention, FIG. 11 is a time diagram qualitatively showing the operation of the above embodiment, and FIGS. 12 to 14 show other embodiments of the present invention. Figures 6 and 9, respectively.
, a block diagram corresponding to FIG. 10, a block diagram of main parts,
and a main part flowchart. E/G...engine, 6...input shaft, 8...output shaft, θac...accelerator opening, dθaC...temporal change in accelerator opening, ■...
Vehicle speed, Nin...Input side rotation speed, Nin"...Target input side rotation speed, PS'...Target output horsepower, 7c"...Target engine torque, θth...Throttle opening, θth" ...Target throttle opening, To''...Target vehicle drive torque.

Claims (3)

[Claims] (1) A method for determining a target output for a vehicle having an engine whose output can be controlled by a means independent of the accelerator pedal, which includes a procedure for detecting the accelerator opening, a procedure for detecting the vehicle speed, and at least the accelerator opening. A method for determining a target output for a vehicle, comprising: determining the target output in dependence on a vehicle speed and a time requirement regarding accelerator depression. (2) The method for determining a target output for a vehicle according to claim 1, wherein the time element related to the accelerator depression is an accelerator depression time and a temporal change amount of the accelerator opening. (3) The basic target output is determined depending on the accelerator opening degree and the vehicle speed, and the target output is determined by modifying this basic target output according to the time factor related to accelerator depression. A method for determining a target output of a vehicle according to the first or second range.