KR0145344B1 - Control device of transmission power in vehicles - Google Patents

Abstract

By changing the slip reference value or the drive torque reduction amount of the drive torque control in accordance with the revolution of the torque converter, the situation of the vehicle is collectively reflected in the drive torque control, thereby achieving both stability and acceleration of the vehicle.

The wheel speeds VFL, VFR, VRL, VRR, engine fire V _E , and the gear position n are input to the CPU 11. The CPU 11 executes a predetermined control program and corrects the slip reference value or the amount of reduction of the drive torque used for the drive torque control so that stability is important when the revolution of the torque converter is small, depending on the degree of revolution of the torque converter. When the torque converter is idle, the acceleration should be corrected.

Description

Driving force control device for vehicle

1 (a) and (b) are conceptual diagrams of the present invention.

2 is a diagram showing the configuration of a first embodiment of a vehicle driving force control apparatus of the present invention.

3 is a flowchart showing a control program for calculating drive slip amount in the example.

4 is a flowchart showing a control program of the idle output amount of a torque converter in the example.

5 is a flowchart showing a control program for driving torque control in the example;

6 (a) and 6 (b) are diagrams for explaining the operation of the same example, respectively.

7 is a flowchart showing the control program of the main part of the second embodiment of the vehicle driving force control apparatus of the present invention.

8 is a flowchart showing the control program of the main part of Embodiment 3 of the vehicle driving force control apparatus of the present invention.

9 is a flowchart showing the control program of the main part of the fourth embodiment of the vehicle driving force control apparatus of the present invention.

* Explanation of symbols for main parts of the drawings

1L, 1R: Front wheel (drive wheel) 2L, 2R: Rear wheel (drive wheel)

3: engine 4-7: wheel rotation sensor

11 CPU 12 Fuel Supply Control Unit

13-1 to 13-6: Cylinder 14: Engine rotation sensor

15: gear position sensor

The present invention relates to a driving force control apparatus for a vehicle in which both stability and acceleration of the vehicle are achieved.

Background Art [0002] A number of conventional vehicle drive control apparatuses in which a drive torque supplied to a drive wheel is adjusted in accordance with a drive slim state when drive slip occurs in the drive wheel have been proposed.

In such a conventional example, if the drive torque control for suppressing the drive slip is strengthened, the stability is improved, but acceleration is lowered. On the other hand, if the drive torque control is weakened to allow the drive slip, the acceleration is improved, but the stability is improved. Drop it off. As described above, since the stability and acceleration of the vehicle are in a trade-off relationship, it is necessary to determine whether stability or acceleration is important depending on the situation of the vehicle.

For example, the situation of the vehicle includes (1) road surface friction coefficient mu (2) road slope (3) vehicle speed (4) driver's accelerator operation (5) driving condition, and each of the "high μ road", " Ascending slope or ascending hill "," at low speed (especially during start-up) "" when the opening degree of acceleration (large) (acceleration demand zone) "," at the time of straight driving "emphasizes acceleration, and" low μ road ", In the case of "falling slope", "high speed driving", "acceleration opening small (acceleration demand)", and "turning driving", an emphasis on stability is required.

As described above, in order to determine whether to emphasize stability and acceleration in accordance with the situation of the vehicle and to perform driving torque control, it is necessary to accurately grasp the situation of the vehicle, so that the road surface of the road surface of the road surface is formed. A number of means for identifying the path and a means for identifying the rising / falling slope of the road slope are proposed as follows. However, there are problems such as accuracy, delay of detection, limitation of application target, and the like, and are not critical.

As means for identifying the high μ length / low μ length of the road surface μ, there are, for example, "lateral G detection type", "acceleration G detection type" and "solving the vehicle's motion equation". Since the "lateral G detection type" is determined to be a high μ length when the horizontal G is flat, it is not suitable at the time of straight running. When the G sensor is used, the cost increases. And although the road surface mu can be estimated using the wheel speed instead of the lateral G, it is difficult to obtain a desired estimation precision.

Since the acceleration G detection type is determined to be high μ length when the acceleration G is large (see Japanese Patent Application Laid-Open No. 60-99757), it is not detected unless a slip has occurred, and the slip detection delay is increased.

Since the vehicle's equation of motion requires the drive torque of the engine, the solution to the equation of motion of the vehicle is obtained by estimation (see Japanese Patent Application Laid-Open No. 2-38148). It becomes a problem. As means for identifying the rising slope / falling slope of the road surface slope, there are, for example, "using an inclination angle (pitch angle) sensor" and "estimating from the relationship between engine output and acceleration G".

"Use of an inclination angle (pitch angle) sensor" makes it difficult to distinguish the inclination angle and the acceleration angle G from the detection data, and also increases the cost.

Since it is difficult to accurately calculate the engine output, it is difficult to obtain the desired estimation accuracy.

SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problems by determining whether to focus on stability and acceleration, depending on the idle state of the torque converter, which is a parameter reflecting the state of the vehicle.

For this purpose, the configuration of the present invention, as shown in the concept of FIG. 3, is a drive slim for detecting a drive slip state of a drive wheel driven by receiving a drive torque from an engine through an automatic transmission. A driving force control apparatus for a vehicle including a detecting means and a driving torque adjusting means for adjusting a driving torque supplied to a driving wheel in accordance with the driving slip state, comprising: idle detecting means for detecting an idle state of a torque converter of an automatic transmission; It is characterized in that the drive torque adjustment amount correction means for correcting the drive torque adjustment amount is smaller as the idler of the torque converter increases.

In still another aspect of the present invention, as shown in FIG. 1 (b), a drive slim for detecting a drive slip state of a drive wheel driven by receiving a drive torque from an engine through an automatic transmission. Vehicle drive force control comprising a detection means, slip reference value setting means for setting a slip reference value of the drive wheel, and drive torque adjustment means for adjusting drive torque supplied to the drive wheel based on the detected drive slip state and the set slip reference value. An apparatus comprising: an idle state detecting means for detecting an idle state of a torque converter of an automatic transmission, and a slim reference value correcting means for correcting the slip reference value so that the slip reference value increases as the degree of idleness of the torque converter increases. will be.

According to the structure of this invention, based on the drive slip state which the drive slim detection means detected, and when a drive torque adjustment means adjusts a drive torque, an idle state detection means detects the idle state of a torque converter, and adjusts drive torque. Since the amount correcting means corrects such that the amount of drive torque adjustment decreases as the degree of idleness of the torque converter increases, the drive torque control reflects the situation of the vehicle, and both the stability and acceleration of the vehicle are compatible.

Further, according to the configuration of the present invention, the idle state detection means is based on the drive slip state detected by the drive slip detection means and the slim reference value of the drive wheel set by the slip reference value setting means, when the drive torque adjustment means adjusts the drive torque. Detects an idle state of the torque converter, and the slip reference value correction means corrects the slip reference value to increase as the degree of idleness of the torque converter increases, so that the driving torque control reflects the situation of the vehicle. This is compatible.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 2 is a diagram showing the configuration of the first embodiment of the vehicle driving force control apparatus of the present invention, wherein 1L and 1R denote left front wheels, right front wheels, 2L and 2R denote left rear wheels, right rear wheels, and 3 denote engines. . This vehicle is a rear wheel drive vehicle which drives rear wheels 2L and 2R which are drive wheels by an engine, and wheel rotation sensors 4, 5, 6 and 7 are formed in the vicinity of each wheel IL, IR, 2L and 2R, respectively. (And the vehicle may be a front wheel drive vehicle).

The wheel rotation sensors 4-7 detect the number of revolutions of each wheel as pulse signals of the main-wave spheres according to the pulses of the frequency corresponding to the number of revolutions. The wheel rotation sensors 4-7 correspond to the number of revolutions VFL, VFR, VRL, VRR of each of the obtained wheels. The pulse signal of the frequency is input to the F / V converter 9 of the driving force control section 8. The driving force control unit 8 is provided with an F / V converter 9, an A / D converter 10, and a CPU 11 (for example, a microcomputer), and the F / V converter 9 includes the above-mentioned angles. The input signal from the wheel sensors 4-7 is converted into voltage and input to the A / D converter 10.

In the present embodiment, a signal indicating the engine speed N _E from the engine rotation sensor 14 and a signal indicating the gear position n from the gear position sensor 15 are also input to the A / D converter 10. . The A / D converter 10 digitally converts the input signal and inputs it to the CPU 11. . Instead of using the gear position sensor, the gear position may be estimated from other data.

The CPU 11 executes the control programs of FIGS. 3 to 5 based on the inputted wheel speeds (each wheel speed) VFL, VFR, VRL, VRR, engine speed N _E and the gear position. The drive torque control is executed in accordance with the situation of the vehicle.

This first embodiment is based on the engine control method of adjusting the torque applied to the drive wheel by adjusting the drive torque itself of the engine, and supplying fuel from the CPU 11 to the fuel supply control unit 12. The cut signal FC is outputted, and the injection pulse 1P which is output from the fuel supply control unit 12 to each cylinder 13-1 to 13-6 of the engine is cut off by this signal FC, and a fuel cut is performed. do.

In the control program of FIG. 3 repeatedly executed by a timely interruption every predetermined period by an operation system (not shown), first, in step 101, the rotational speed VFL, VFR of the left and right front wheels, which are the driven wheels, and the left and right rear wheels, which are driving wheels. The rotation speeds VFL and VRR are read from the corresponding wheel rotation sensors 4-7, respectively. In step 102, the average rotational speed VF of the front wheel (following wheel) is

VF = (VFL + VFR) / 2

Calculate by In step 103, the average rotational speed VR of the rear wheel (drive wheel),

VR = (VRL + VRR) / 2

In step 104, the drive slip amount S is calculated.

S = VR-VF

Calculate by

In the control program of FIG. 3, the CPU 11 functions as drive slip detection means.

4 is a flowchart showing a control program for detecting idle state of a torque converter executed after the control program of FIG. 3. First, in step 111 of FIG. 4, the current engine speed N _E and the gear position n are read from the engine rotation sensor 14 and the gear position sensor 15, and at the same time, the step 103 is obtained. The average rotational speed VR of a drive wheel is read.

Here, when the torque converter is not idle, that is, when the lock-up clutch is engaged, the gear ratio at the gear position n (in this case, the reduction ratio) between the engine speed N _E and the average speed VR of the drive wheels. The linear relationship determined by i (n), i.e.

N _E = i (n) VR

Is established, but when the torque converter is idle, that is, when the lockup clutch is released,

N _E i (n) VR

Becomes a relationship.

In the following step 112, the idle amount S _T of the torque converter is defined as a parameter representing the degree of idleness of the torque converter.

S _T = 1-(i (n) VR) / N _E

Calculate by In this formula (6), when the torque converter is not idle, the right side second term becomes 1 by the above formula (4), and the revolution amount S _T of the torque converter is zero.

In the control program of FIG. 4, the CPU 11 functions as an idle state detecting means.

5 is a flowchart showing a control program of drive torque control executed after the control program of FIG. First, in step 121 of FIG. 5, the current drive slip amount S and the slip reference value S _b are read out, and in step 122, both are compared. Here, if the current slip amount S is equal to or less than the reference value S _b , control advances to step 123 and later, and if the current slip amount S exceeds the reference value S _b , control advances to step 126 and later.

It is S that determination of step 122 becomes NO, and control advances to step 123. This is when the slip state of S _b is small. In step 123, the idle amount S _T of the current torque converter is read, and in step 124, the set value S _TS of the idle amount of the torque converter is updated to S _T. In the next step 125, since the drive torque control (torque down) of the engine is prohibited, the torque down instruction amount Td is cleared (Td = 0).

On the other hand, it is controlled by the determination of the step (122) YES proceeds to step 126, the time of the sleep state for the SS _b. In step 126, the set value S _TS of the revolution amount of a torque converter is read. Since the set value S _TS is not updated as long as the drive slip S exceeds the slip reference value, the set value S _TS is maintained at the value immediately before the drive slip S exceeds the slip reference value, that is, just before the start of the drive torque control.

In the next step 128, the gain K of the drive torque control (torque down) is determined. This gain K is determined by, for example, locking up the map written in step 127 by the set value S _TS (K = K (S _TS )). In the map, the gain decreases as the set value S _TS increases.

In this step 127, the CPU 11 functions as a drive torque adjustment amount correction means.

In the next step 128, the torque down instruction amount Td is obtained by Td = K · SS _b . At this time, since the inclination of the straight line shown in the map written in step 128 is determined by the gain K, the drive torque adjustment amount (torque down display amount) Td becomes smaller as the torque converter revolves. The fuel supply cut signal FC corresponding to the torque down instruction amount ST is output from the CPU 11 to the unit 12 in the steps 125 and 129 following the step 128. .

In the steps 125, 128, and 129, the CPU 11 functions as drive torque adjusting means.

Next, the operation of this first embodiment will be described with reference to Figs. 6 (a) and 6 (b). First, the influence of the situation of the vehicle (road surface µ), road slope, vehicle speed, and accelerator operation on the relationship between the slip of the wheel (tire) and the idle of the torque converter is considered.

In a high roadway, because the road load is large, idle is generated and accumulated in the torque converter before the tire slips, as shown in FIG. In this manner, once the idle is accumulated in the torque converter, it takes a long time until convergence. On the other hand, at a low road length, the road load is small, and as shown in FIG. 6 (b), some idle is accumulated in the torque converter before the tire slips, and no idle is accumulated in the torque converter. Even if it converges immediately.

On the uphill slope, since the inclination resistance is large, idle is accumulated in the torque converter before the vehicle moves. On the downhill slope, the inclination resistance decreases, so that the vehicle does not accumulate idle in the torque converter. This moves.

Further, when oscillation (vehicle speed = 0), the revolution resistance of the torque converter is maximized because the acceleration resistance is large, and the revolution of the torque converter decreases as the vehicle speed becomes high speed.

Also, the larger the accelerator operation amount (the accelerator operation speed), the greater the idle of the torque converter.

Summarizing the above, it can be seen that in the situation where acceleration is important, the revolution of torque converter increases and the convergence of the revolution decreases, and in the situation where stability is important, the revolution of torque converter decreases and the convergence of the revolution improves. have.

Since the idling of the torque converter occurs before slippage occurs in the tire, and the situation can be judged before starting the drive torque control, the drive torque is controlled at the timing based on the situation judgment. The malfunction of the control can be prevented reliably.

In this embodiment, the drive torque control reflecting the state of the vehicle is performed based on the above consideration. That is, by executing YES-123-124 in step 122 of the control program of FIG. 5, the set value S _TS of the idle amount of the torque converter immediately before the start of the drive torque control is maintained, and the set value S _TS is downloaded. By determining the gain K of the gain K, the gain K reflects the situation of the vehicle at the time (road µ, road slope, vehicle speed, driver's accelerator operation, driving state).

Therefore, by using the gain K to perform the drive torque control (torque down) in step 129 based on the torque down instruction amount Td determined in step 128, the acceleration at high μ length and the low μ length are performed. It is possible to realize both stable phases and to achieve both high frequency on the uphill slope and stability on the downhill slope.

The drive torque control is effective also as a method of reflecting the difference between the height of the vehicle speed and the magnitude of the driver's accelerator operation amount based on the idle of the torque converter. In addition, the drive torque control based on the revolution of the torque converter does not reflect the difference between the straight run and the line drive, but it does not generate a misjudgment. There is no interference with other methods of identifying the difference, and it is easy to use together.

7 is a flowchart showing the control program of the main part of the second embodiment of the vehicle driving force control apparatus of the present invention. In this second embodiment, the control program in FIG. 7 is used in place of the control program in FIG. 5 in the first embodiment, except that the configuration is the same as in the above embodiment.

The control program of FIG. 7 changes the control program of FIG. 5 to the slip reference value S _b fixed and the torque down gain K variable (hence the torque down instruction amount Td variable) to the slip reference value S _b variable and the torque down gain K fixed. It is. Therefore, in the control program of FIG. 7, steps 121 to 123 are the same as in the first embodiment, but after YES and after step 123 in step 122, the steps differ from the first embodiment. .

In step 131 following step 123, the slip reference value S _b is updated based on the idle amount S _T of the current torque converter. The slip reference value S _b is updated by, for example, locking up the map written in step 131 by the revolution amount S _T. In the map, the slip reference value S _b increases as the idle amount S _T increases (that is, when the torque converter revolves). On the other hand, in the next step 132 of YES in step 122, the torque down instruction is given. The quantity Td is found by Td = K · S = S _b .

In step 131, the CPU 11 functions as a slim reference value correction means and a slip reference value setting means.

In this second embodiment, since the slip reference value S _b becomes larger as the idle amount S _T of the torque converter becomes larger, the determination of the step 122 becomes difficult to be YES, and it becomes difficult to enter the drive torque control after the step 132. As the degree of idleness of the torque converter is larger, the driving torque adjustment amount (lower reduction amount) becomes smaller, and the same operation and effect as in the first embodiment can be obtained.

8 is a flowchart showing a program of the main part of the third embodiment of the vehicle driving force control apparatus of the present invention. This third embodiment uses the control program of FIG. 8 instead of the step 124 of the control program of FIG. 5 of the first embodiment, except that it has the same configuration as that of the first embodiment. In the third embodiment, the slip reference value S _{b is} fixed and the torque down K variable as in the first embodiment.

The method of claim 8, also, in the following the step 141 of step 123 for reading the ball-amount S _T of the current of the torque converter, and compares the ball-amount S _T S and a predetermined value _TO. If the idle amount S _T is less than or equal to the predetermined value S _TO , it is determined that the torque converter has not idled, and in step 142, the set value S _TS of the idle amount of the torque converter is cleared. On the other hand, if the idle amount S _T exceeds the predetermined value, it is determined that the torque converter is idle, and in step 143, the idle amount S _T and the set value S _TS are compared, and in the case of S _T S _TS , the step 144 is performed. ), The set value S _TS of the idle amount of the torque converter is updated to S _T. In the case of S _T ≤ S _TS , the set value S _TS is not updated.

The third embodiment, since the updating the set value S _TS only when exceeding the current ball-amount S _T is the set value S _TS of the torque converter, the set value S _TS is configured to determine that if a torque converter revolution Then, the point that the maximum value of the idle amount S _T of the torque converter until the drive torque control is started differs from the first embodiment, but the same operation and effect as in the first embodiment can be obtained.

9 is a flowchart showing the control program of the main part of the fourth embodiment of the vehicle driving force control apparatus of the present invention. In this fourth embodiment, the control program of FIG. 9 is used in place of the fifth control program of the first embodiment, except that the configuration is the same as in the first embodiment. In the fourth embodiment, the slip reference value S _{b is} fixed and the torque down gain K variable is the same as in the first embodiment.

In FIG. 9, first, in step 151, it is checked whether or not the idle amount S _T of the torque converter has reached a peak. If it does not reach the peak, the magnetic loop is repeated, and if the peak has reached the next step 152 In step 153, the timer count value T is increased (T = 7 + 1) after the timer count value T is reset (T = 0).

In the next step 154, the current drive slip amount S and the slip reference value S _b are compared to determine whether or not drive torque control is performed. S here If S _b , since control is unnecessary, the control returns to step 153 after clearing the torque down instruction amount Td at step 153 (Td = 0), and gain K of torque down at step 156 if SS _b. Determine. The determination of this gain K is performed, for example, by locking up the map written in step 156 by the timer count value T (K = K (T)). The map is designed such that the gain decreases as T increases. In the next step 157, the torque down command amount Td is obtained by Td = K · (SS _b ), and in step 158, the fuel supply cut signal FC corresponding to the torque down command amount Td is calculated by the CPU 11; To the fuel supply control unit (12).

In the fourth embodiment, the gain K is determined on the basis of the counter value T of the timer which counts from the time when the idle amount S _T of the torque converter reaches the peak to the time when the drive torque control is started. Although different from the example, the same effect as that of the first embodiment can be obtained.

In each of the above embodiments, the drive torque control by the fuel supply cut is adopted, but not limited thereto. For example, the throttle opening degree control which electrically controls the throttle valve of the engine and the ignition timing control of the engine For example, brake control may be used to apply pressure directly to the wheel cylinder.

In this way, the driving force control apparatus for a vehicle of the present invention determines whether stability or acceleration is important according to the idle state of the torque converter, which is a parameter reflecting the state of the vehicle, as described above. The drive torque control is made by reflecting the situation of the vehicle, thereby making it possible to achieve both stability and acceleration of the vehicle.

Claims (2)

Drive slip detection means for detecting the drive slip state of the drive wheel driven by receiving the drive torque from the engine through the automatic transmission, and drive torque adjustment means for adjusting the drive torque supplied to the drive wheel according to the drive slip state. A vehicle driving force control apparatus comprising: an idle state detecting means for detecting an idle state of a torque converter of an automatic transmission, and a drive torque adjustment amount correcting means for correcting such that the drive torque adjustment amount is reduced as the degree of idleness of the torque converter increases. Driving force control device for a vehicle, characterized in that. Drive slip detection means for detecting a drive slip state of a drive wheel driven by receiving drive torque from an engine through an automatic transmission, slip reference value setting means for setting a slip reference value of the drive wheel, detected drive slip state and setting A vehicle driving force control device comprising drive torque adjusting means for adjusting drive torque supplied to drive wheels based on a slip reference value, comprising: idle state detecting means for detecting an idle state of a torque converter of an automatic transmission, and And a slip reference value correction means for correcting the slip reference value to increase as the degree of idleness increases.