WO2010086981A1 - 車両の制御装置および制御方法 - Google Patents
車両の制御装置および制御方法 Download PDFInfo
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- WO2010086981A1 WO2010086981A1 PCT/JP2009/051449 JP2009051449W WO2010086981A1 WO 2010086981 A1 WO2010086981 A1 WO 2010086981A1 JP 2009051449 W JP2009051449 W JP 2009051449W WO 2010086981 A1 WO2010086981 A1 WO 2010086981A1
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- Prior art keywords
- vehicle
- value
- engine
- driving force
- dynamic
- Prior art date
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- 238000000034 method Methods 0.000 title claims description 10
- 230000005540 biological transmission Effects 0.000 claims abstract description 85
- 230000003068 static effect Effects 0.000 claims abstract description 54
- 230000008859 change Effects 0.000 claims description 27
- 238000004364 calculation method Methods 0.000 claims description 14
- 230000001133 acceleration Effects 0.000 claims description 12
- 230000004044 response Effects 0.000 claims description 9
- 230000001052 transient effect Effects 0.000 abstract description 25
- 238000006243 chemical reaction Methods 0.000 description 12
- 239000000446 fuel Substances 0.000 description 10
- 230000006870 function Effects 0.000 description 10
- 230000007246 mechanism Effects 0.000 description 10
- 238000001514 detection method Methods 0.000 description 9
- 230000001276 controlling effect Effects 0.000 description 8
- 238000002347 injection Methods 0.000 description 8
- 239000007924 injection Substances 0.000 description 8
- 230000004043 responsiveness Effects 0.000 description 8
- 238000002485 combustion reaction Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 6
- 238000002474 experimental method Methods 0.000 description 6
- 238000004088 simulation Methods 0.000 description 5
- 230000001629 suppression Effects 0.000 description 5
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 5
- 230000003111 delayed effect Effects 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 239000003054 catalyst Substances 0.000 description 2
- 230000007935 neutral effect Effects 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 230000002123 temporal effect Effects 0.000 description 2
- 238000000889 atomisation Methods 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
- B60W2710/065—Idle condition
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/105—Output torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
Definitions
- the present invention relates to a vehicle control device and a control method, and more particularly to a technique for setting a target value related to a driving force of a vehicle and controlling the vehicle according to the set target value.
- an engine in which an output torque value is determined by a throttle valve opening (hereinafter also referred to as a throttle opening).
- the throttle opening operates so as to uniquely correspond to the position of an accelerator pedal (hereinafter also referred to as an accelerator opening).
- an accelerator opening if the throttle opening and the accelerator opening always correspond uniquely, it is difficult to control the driving force of the vehicle regardless of the driver's intention, for example, when the behavior of the vehicle is disturbed. It is. Therefore, there is a vehicle in which an engine is provided with an electronic throttle valve that is operated by an actuator so that output torque and the like can be controlled without depending on the accelerator opening.
- the vehicle target As described in Japanese Patent Laid-Open No. 2006-290235 (Patent Document 1). It is possible to set the driving force and control the power source and the transmission so as to realize the set target driving force. If the target driving force is set using parameters other than the accelerator opening such as the yaw rate and the lateral acceleration, it is possible to obtain an optimum driving force according to the behavior of the vehicle in addition to the operation by the driver. JP 2006-290235 A
- the accelerator opening and the target driving force do not uniquely correspond. Therefore, even if the accelerator opening is low, the engine is not always idle. Therefore, as in a conventional general vehicle, for example, if it is determined from the accelerator opening whether the engine is in an idle state, it can be erroneously determined whether it is in an idle state. Therefore, it is desirable to determine whether or not the engine is in an idle state from, for example, a target driving force.
- a conventional general automatic transmission is controlled to shift according to a shift diagram having an accelerator opening as a parameter.
- a vehicle that controls an engine, an automatic transmission, and the like according to a target driving force. Even if it controls so that it may change based on an accelerator opening degree, the desired driving force may not necessarily be obtained. Therefore, it is desirable to determine whether to shift the automatic transmission using the target driving force instead of the accelerator opening.
- the target driving force set for controlling the driving force is dynamically determined in consideration of the transient characteristics (response delay) of the engine. That is, the target driving force is not only when the engine is in a stable state (the vehicle driving force is stable) but also when the engine is in a transient state (when the vehicle driving force is in a transient state). Is set so as to indicate a dynamic target driving force.
- the threshold value used for determining whether or not the engine is in an idle state and whether or not to shift the automatic transmission is statically determined based on a stable state of the engine or the like. Therefore, when the dynamic target driving force is compared with the static threshold value, it is qualified whether the engine is in an idle state while the engine is in a transient state, and whether to shift the automatic transmission. It may be impossible to judge.
- the present invention has been made to solve the above-described problems, and its purpose is to improve control responsiveness.
- a vehicle control device is a vehicle control device equipped with a drive source and an automatic transmission.
- the control device includes: a setting unit that sets a dynamic target value related to the driving force of the vehicle; a calculation unit that calculates a dynamic second threshold value according to the static first threshold value; A controller that controls the vehicle according to a result of comparing the value and the second threshold value.
- the operation with respect to the case where the drive source and the automatic transmission are in a transient state is determined according to the static first threshold value that is determined based on the stable state of the drive source and the automatic transmission.
- a typical second threshold is calculated.
- the vehicle is controlled according to the result of comparing the dynamic target value relating to the driving force of the vehicle and the second threshold value.
- the engine as the drive source is in the idle state in the transient state such as the drive source and the automatic transmission without presetting the threshold for the case where the drive source and the automatic transmission are in the transient state.
- whether or not to shift the automatic transmission can be determined. Therefore, it is possible to make a control judgment before the drive source and the automatic transmission are stabilized. As a result, control responsiveness can be improved.
- the calculation unit calculates, as the second threshold value, a value that changes with a delay from a stepwise change from the target value to the first threshold value.
- the dynamic second threshold value is calculated by calculating the second threshold value so as to be delayed with respect to the stepwise change from the target value to the first threshold value. Can be obtained.
- the setting unit repeatedly sets the target value.
- the calculation unit calculates, as the second threshold value, a value that changes with a delay with respect to the stepwise change from the previous value of the target value to the first threshold value.
- the control unit controls the vehicle according to a result of comparing the current value of the target value with the second threshold value.
- a second threshold value can be obtained. Further, by comparing the current value of the target value with the second threshold value, control judgment is made at the time when the current value of the target value is set in a transient state such as a drive source and an automatic transmission. be able to.
- the calculation unit calculates a first-order lag response to a step change from the previous value of the target value to the first threshold value as the second threshold value.
- the dynamic second threshold value is set to the static first threshold value by considering the first-order delay with respect to the step change from the previous value of the target value to the first threshold value. It can be accurately obtained from the value.
- control unit controls the automatic transmission so as to shift according to whether the target value is larger or smaller than the second threshold value.
- the drive source is an engine.
- the control device further includes a determination unit that determines that the engine is in an idle state when the target value is smaller than the second threshold value. The control unit controls the vehicle according to whether or not the engine is in an idle state.
- whether or not the engine is in an idle state is determined based on whether the drive source and the automatic transmission are in a transient state. It can be done in some cases.
- the drive source is an engine capable of changing the length of the intake pipe.
- the control unit controls the engine to change the length of the intake pipe depending on whether the target value is larger or smaller than the second threshold value.
- the target value is a target value of the output torque of the drive source. According to this configuration, the control judgment using the target value of the output torque of the drive source can be performed when the drive source and the automatic transmission are in a transient state.
- the target value is a target value of the input torque of the automatic transmission. According to this configuration, the control judgment using the target value of the input torque of the automatic transmission can be performed when the drive source and the automatic transmission are in a transient state.
- the target value is a target value of the driving force of the vehicle. According to this configuration, the control judgment using the target value of the driving force of the vehicle can be performed when the driving source and the automatic transmission are in a transient state.
- the target value is a target value of acceleration of the vehicle. According to this configuration, control judgment using the target value of the acceleration of the vehicle can be performed when the drive source, the automatic transmission, and the like are in a transient state.
- the responsiveness of vehicle control can be improved.
- FIG. 6 is a diagram (part 1) illustrating a target driving force, a static first downshift line, and a dynamic second downshift line.
- FIG. 6 is a diagram (part 2) illustrating a target driving force, a static first downshift line, and a dynamic second downshift line. It is a figure which shows an idle part. It is a figure which shows a target driving force, a static 1st idle determination value, and a dynamic 2nd idle determination value.
- This vehicle is an FR (Front engine Rear drive) vehicle.
- FR Front engine Rear drive
- a vehicle other than FR may be used.
- the vehicle includes an engine 1000 as a drive source, an automatic transmission 2000, a torque converter 2100, a planetary gear unit 3000 that forms part of the automatic transmission 2000, a hydraulic circuit 4000 that forms part of the automatic transmission 2000, a propeller It includes a shaft 5000, a differential gear 6000, a rear wheel 7000, and an ECU (Electronic Control Unit) 8000.
- an engine 1000 as a drive source
- an automatic transmission 2000
- a torque converter 2100
- a planetary gear unit 3000 that forms part of the automatic transmission 2000
- a hydraulic circuit 4000 that forms part of the automatic transmission 2000
- a propeller It includes a shaft 5000, a differential gear 6000, a rear wheel 7000, and an ECU (Electronic Control Unit) 8000.
- ECU Electronic Control Unit
- Engine 1000 is an internal combustion engine that burns a mixture of fuel and air injected from an injector (not shown) in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated. Engine 1000 drives auxiliary equipment 1004 such as an alternator and an air conditioner.
- engine 1000 is a V-type 8-cylinder engine in which “A” bank 1010 and “B” bank 1012 are each provided with a group of four cylinders.
- the vehicle is not limited to the V-type 8-cylinder engine described below, and can be equipped with engines of various specifications.
- the engine 1000 receives air from an air cleaner 1020.
- the intake air amount is adjusted by the electronic throttle valve 1030.
- Electronic throttle valve 1030 is driven by a motor.
- the amount of air taken into the engine 1000 may be adjusted by changing the lift amount of the intake valve 1100 or the exhaust valve 1110 and the phase of opening and closing.
- Air is introduced into the cylinder 1040 through the intake pipe 1032. Air is mixed with fuel in a cylinder 1040 (combustion chamber). Fuel is directly injected from the injector 1050 into the cylinder 1040. That is, the injection hole of the injector 1050 is provided in the cylinder 1040.
- Fuel is injected during the intake stroke. Note that the timing of fuel injection is not limited to the intake stroke.
- engine 1000 will be described as a direct injection engine in which an injection hole of injector 1050 is provided in cylinder 1040.
- a port injection injector is provided. May be. Further, only a port injection injector may be provided.
- the air-fuel mixture in the cylinder 1040 is ignited by the spark plug 1060 and burned.
- the air-fuel mixture after combustion, that is, the exhaust gas is purified by the three-way catalyst 1070 and then discharged outside the vehicle.
- the piston 1080 is pushed down by the combustion of the air-fuel mixture, and the crankshaft 1090 rotates.
- An intake valve 1100 and an exhaust valve 1110 are provided at the top of the cylinder 1040.
- Intake valve 1100 is driven by intake camshaft 1120.
- the exhaust valve 1110 is driven by an exhaust camshaft 1130.
- Intake camshaft 1120 and exhaust camshaft 1130 are connected by a chain, gear, or the like, and rotate at the same rotational speed.
- At least one of intake camshaft 1120 and exhaust camshaft 1130 is connected to crankshaft 1090 by a chain, a belt, or the like. Intake camshaft 1120 and exhaust camshaft 1130 rotate at half the rotational speed of crankshaft 1090.
- the phase (opening / closing timing) of intake valve 1100 is controlled by an intake VVT mechanism provided on intake camshaft 1120.
- the exhaust valve 1110 is controlled in phase (open / close timing) by an exhaust VVT mechanism provided on the exhaust camshaft 1130.
- the intake cam shaft 1120 and the exhaust cam shaft 1130 are rotated by the VVT mechanism, whereby the phases of the intake valve 1100 and the exhaust valve 1110 are controlled.
- the method for controlling the phase is not limited to this.
- the intake VVT mechanism and the exhaust VVT mechanism are operated by an electric motor.
- the intake VVT mechanism or the exhaust VVT mechanism may be hydraulically operated. Further, since a known technique may be used for the VVT mechanism, detailed description thereof will not be repeated here. Furthermore, the phase of only one of the intake valve 1100 and the exhaust valve 1110 may be changed.
- engine 1000 is provided with swirl control valve 1200 and ACIS (Acoustic Control Induction System) 1300.
- ACIS Acoustic Control Induction System
- the swirl control valve 1200 is provided in one of the two intake ports connected to the cylinder 1040.
- the swirl control valve 1200 is closed, the flow velocity of the air passing through the other port is increased. Therefore, the lateral turbulence in the cylinder 1040 is strengthened. Thereby, the atomization of fuel is promoted.
- the swirl control valve 1200 is opened and closed by the driving force of the motor 1202.
- ACIS 1300 switches the length of intake pipe 1032 in two stages by opening and closing ACIS valve 1302. More specifically, the effective length of the intake pipe 1032 is switched between two stages.
- the ACIS valve 1302 is closed, the effective length of the intake pipe 1032 becomes longer, as indicated by the oblique lines in FIG.
- the ACIS valve 1302 is opened, the effective length of the intake pipe 1032 is shortened, as indicated by the oblique lines in FIG.
- the output torque (engine torque TE) of the engine 1000 varies depending on the operation amount of the electronic throttle valve 1030, that is, the throttle opening, the opening of the swirl control valve 1200, the length of the intake pipe 1032 and the like.
- a motor may be used as a power source instead of or in addition to engine 1000.
- a diesel engine may be used. In the diesel engine, the output torque changes according to the valve opening time (operation amount) of the injector, that is, the fuel injection amount.
- the automatic transmission 2000 is connected to the engine 1000 via the torque converter 2100.
- Automatic transmission 2000 changes the rotational speed of the crankshaft to a desired rotational speed by forming a desired gear stage.
- a CVT Continuous Variable Transmission
- changes the gear ratio steplessly may be mounted.
- the driving force output from the automatic transmission 2000 is transmitted to the left and right rear wheels 7000 via the propeller shaft 5000 and the differential gear 6000.
- the ECU 8000 includes a position switch 8006 of a shift lever 8004, an accelerator opening sensor 8010 of an accelerator pedal 8008, an air flow meter 8012, a throttle opening sensor 8018 of an electronic throttle valve 1030, an engine speed sensor 8020, and an input shaft.
- a rotational speed sensor 8022, an output shaft rotational speed sensor 8024, an oil temperature sensor 8026, and a water temperature sensor 8028 are connected via a harness or the like.
- the position (position) of the shift lever 8004 is detected by the position switch 8006, and a signal representing the detection result is transmitted to the ECU 8000.
- the gear stage of the automatic transmission 2000 is automatically formed. Further, a manual shift mode in which the driver can select an arbitrary gear stage may be selected according to the driver's operation.
- Accelerator opening sensor 8010 detects the opening of accelerator pedal 8008 and transmits a signal representing the detection result to ECU 8000.
- Air flow meter 8012 detects the amount of air taken into engine 1000 and transmits a signal representing the detection result to ECU 8000.
- the throttle opening sensor 8018 detects the opening of the electronic throttle valve 1030 whose opening is adjusted by the actuator, and transmits a signal representing the detection result to the ECU 8000.
- Engine speed sensor 8020 detects the speed of the output shaft (crankshaft 1090) of engine 1000 (hereinafter also referred to as engine speed NE), and transmits a signal representing the detection result to ECU 8000.
- Input shaft rotational speed sensor 8022 detects input shaft rotational speed NI of automatic transmission 2000 (turbine rotational speed NT of torque converter 2100), and transmits a signal representing the detection result to ECU 8000.
- Output shaft rotational speed sensor 8024 detects output shaft rotational speed NO of automatic transmission 2000 and transmits a signal representing the detection result to ECU 8000.
- the oil temperature sensor 8026 detects the temperature (oil temperature) of oil (ATF: Automatic Transmission Fluid) used for the operation and lubrication of the automatic transmission 2000, and transmits a signal representing the detection result to the ECU 8000.
- ATF Automatic Transmission Fluid
- the water temperature sensor 8028 detects the temperature (water temperature) of the cooling water of the engine 1000 and transmits a signal indicating the detection result to the ECU 8000.
- ECU 8000 includes position switch 8006, accelerator opening sensor 8010, air flow meter 8012, throttle opening sensor 8018, engine speed sensor 8020, input shaft speed sensor 8022, output shaft speed sensor 8024, oil temperature sensor 8026, and water temperature sensor. Based on a signal sent from 8028 or the like, a map stored in a ROM (Read Only Memory) 8002 and a program, the devices are controlled so that the vehicle is in a desired running state.
- the program executed by the ECU 8000 may be recorded on a recording medium such as a CD (Compact Disc) or a DVD (Digital Versatile Disc) and distributed to the market.
- ECU 8000 indicates that the forward 1st to 8th gears are selected when D (drive) range is selected as the shift range of automatic transmission 2000 because shift lever 8004 is in the D (drive) position.
- Automatic transmission 2000 is controlled so that one of these gears is formed.
- the automatic transmission 2000 can transmit a driving force to the rear wheel 7000 by forming any one of the first to eighth forward gears. In the D range, it may be possible to form a higher gear than the eighth gear.
- the gear stage to be formed is determined based on a shift diagram created in advance by experiments or the like using the vehicle speed and the accelerator opening as parameters. Note that the ECU may be divided into a plurality of ECUs.
- Planetary gear unit 3000 will be described with reference to FIG. Planetary gear unit 3000 is connected to a torque converter 2100 having an input shaft 2102 coupled to the crankshaft.
- the planetary gear unit 3000 includes a front planetary 3100, a rear planetary 3200, a C1 clutch 3301, a C2 clutch 3302, a C3 clutch 3303, a C4 clutch 3304, a B1 brake 3311, a B2 brake 3312, and a one-way clutch (F). 3320.
- the front planetary 3100 is a double pinion type planetary gear mechanism.
- Front planetary 3100 includes a first sun gear (S1) 3102, a pair of first pinion gears (P1) 3104, a carrier (CA) 3106, and a ring gear (R) 3108.
- the first pinion gear (P1) 3104 meshes with the first sun gear (S1) 3102 and the first ring gear (R) 3108.
- the first carrier (CA) 3106 supports the first pinion gear (P1) 3104 so that it can revolve and rotate.
- the first sun gear (S1) 3102 is fixed to the gear case 3400 so as not to rotate.
- First carrier (CA) 3106 is coupled to input shaft 3002 of planetary gear unit 3000.
- the rear planetary 3200 is a Ravigneaux type planetary gear mechanism.
- the rear planetary 3200 includes a second sun gear (S2) 3202, a second pinion gear (P2) 3204, a rear carrier (RCA) 3206, a rear ring gear (RR) 3208, a third sun gear (S3) 3210, a third Pinion gear (P3) 3212.
- the second pinion gear (P2) 3204 meshes with the second sun gear (S2) 3202, the rear ring gear (RR) 3208, and the third pinion gear (P3) 3212.
- Third pinion gear (P3) 3212 meshes with third sun gear (S3) 3210 in addition to second pinion gear (P2) 3204.
- the rear carrier (RCA) 3206 supports the second pinion gear (P2) 3204 and the third pinion gear (P3) 3212 so that they can revolve and rotate.
- Rear carrier (RCA) 3206 is coupled to one-way clutch (F) 3320.
- the rear carrier (RCA) 3206 becomes non-rotatable when driving the first gear (when traveling using the driving force output from the engine 1000).
- Rear ring gear (RR) 3208 is coupled to output shaft 3004 of planetary gear unit 3000.
- the one-way clutch (F) 3320 is provided in parallel with the B2 brake 3312. That is, the outer race of the one-way clutch (F) 3320 is fixed to the gear case 3400, and the inner race is connected to the rear carrier (RCA) 3206.
- FIG. 7 shows an operation table showing the relationship between each shift gear and the operation state of each clutch and each brake.
- the main part of the hydraulic circuit 4000 will be described with reference to FIG.
- the hydraulic circuit 4000 is not limited to the one described below.
- the hydraulic circuit 4000 includes an oil pump 4004, a primary regulator valve 4006, a manual valve 4100, a solenoid modulator valve 4200, an SL1 linear solenoid (hereinafter referred to as SL (1)) 4210, and an SL2 linear solenoid (hereinafter referred to as “the solenoid valve”).
- SL2 (described as SL (4)) 4220, SL3 linear solenoid (hereinafter referred to as SL (3)) 4230, SL4 linear solenoid (hereinafter referred to as SL (4)) 4240, and SL5 linear solenoid (hereinafter referred to as SL (3)).
- SL (5)) 4250 SLT linear solenoid (hereinafter referred to as SLT) 4300, and B2 control valve 4500.
- Oil pump 4004 is connected to the crankshaft of engine 1000. As the crankshaft rotates, the oil pump 4004 is driven to generate hydraulic pressure. The hydraulic pressure generated by the oil pump 4004 is regulated by the primary regulator valve 4006 to generate a line pressure.
- Primary regulator valve 4006 operates using the throttle pressure regulated by SLT 4300 as a pilot pressure.
- the line pressure is supplied to the manual valve 4100 via the line pressure oil passage 4010.
- Manual valve 4100 includes a drain port 4105. From the drain port 4105, the oil pressure in the D range pressure oil passage 4102 and the R range pressure oil passage 4104 is discharged. When the spool of the manual valve 4100 is in the D position, the line pressure oil passage 4010 and the D range pressure oil passage 4102 are communicated, and hydraulic pressure is supplied to the D range pressure oil passage 4102. At this time, the R range pressure oil passage 4104 and the drain port 4105 are communicated, and the R range pressure of the R range pressure oil passage 4104 is discharged from the drain port 4105.
- both the D range pressure oil passage 4102 and the R range pressure oil passage 4104 are connected to the drain port 4105, and the D range pressure and R of the D range pressure oil passage 4102 are communicated.
- the R range pressure of the range pressure oil passage 4104 is discharged from the drain port 4105.
- the hydraulic pressure supplied to the D range pressure oil passage 4102 is finally supplied to the C1 clutch 3301, the C2 clutch 3302, and the C3 clutch 3303.
- the hydraulic pressure supplied to the R range pressure oil passage 4104 is finally supplied to the B2 brake 3312.
- Solenoid modulator valve 4200 adjusts the hydraulic pressure (solenoid modulator pressure) supplied to SLT 4300 to a constant pressure using the line pressure as the original pressure.
- SL (1) 4210 regulates the hydraulic pressure supplied to the C1 clutch 3301.
- SL (2) 4220 regulates the hydraulic pressure supplied to C2 clutch 3302.
- SL (3) 4230 regulates the hydraulic pressure supplied to the C3 clutch 3303.
- SL (4) 4240 regulates the hydraulic pressure supplied to C4 clutch 3304.
- SL (5) 4250 regulates the hydraulic pressure supplied to the B1 brake 3311.
- the SLT 4300 adjusts the solenoid modulator pressure in accordance with a control signal from the ECU 8000 based on the accelerator opening detected by the accelerator opening sensor 8010 to generate a throttle pressure.
- the throttle pressure is supplied to the primary regulator valve 4006 via the SLT oil passage 4302.
- the throttle pressure is used as a pilot pressure for the primary regulator valve 4006.
- SL (1) 4210, SL (2) 4220, SL (3) 4230, SL (4) 4240, SL (5) 4250, and SLT 4300 are controlled by a control signal transmitted from ECU 8000.
- the B2 control valve 4500 selectively supplies hydraulic pressure from one of the D range pressure oil passage 4102 and the R range pressure oil passage 4104 to the B2 brake 3312.
- a D range pressure oil passage 4102 and an R range pressure oil passage 4104 are connected to the B2 control valve 4500.
- the B2 control valve 4500 is controlled by the hydraulic pressure supplied from the SLU solenoid valve (not shown) and the biasing force of the spring.
- the B2 control valve 4500 When the SLU solenoid valve is on, the B2 control valve 4500 is in the state on the left side in FIG. In this case, the B2 brake 3312 is supplied with the hydraulic pressure adjusted from the D range pressure using the hydraulic pressure supplied from the SLU solenoid valve as a pilot pressure.
- the B2 control valve 4500 When the SLU solenoid valve is off, the B2 control valve 4500 is in the state on the right side in FIG. In this case, the R range pressure is supplied to the B2 brake 3312.
- the control device includes a power train driver model (PDRM) 9000, a drivers support system (DSS) 9010, and a power train manager (PTM). 9100, VDIM (Vehicle Dynamics Integrated Management) system 9110, vibration suppression control system 9120, maximum vehicle speed limit system 9130, ECT (Electronic controlled Transmission) torque control system 9140, and engine control system 9200.
- PDRM power train driver model
- DSS drivers support system
- PTM power train manager
- the power train driver model 9000 is a model (function) used for setting the target driving force of the driver for the vehicle based on the operation of the driver.
- a target driving force (target value of driving force) is set from the accelerator opening in accordance with an engine torque map determined in advance based on the results of experiments and simulations.
- the static torque setting unit 9002 sets a static target engine torque for the engine 1000 (a target value of the output torque of the engine 1000) from the accelerator opening.
- the static target engine torque means the target engine torque in a state where the output torque of the engine 1000 is stable.
- the static target engine torque is determined without taking into consideration temporal effects such as responsiveness of devices such as the electronic throttle valve 1030 and delay during control.
- the target engine torque is a target value related to the driving force of the vehicle.
- a target input torque (target value of the input torque) of the automatic transmission 2000 may be set.
- the static target engine torque set in the static torque setting unit 9002 is converted into a dynamic target engine torque in the conversion unit 9004.
- the dynamic target engine torque means a target engine torque in a transient state in which the output torque of the engine 1000 can change.
- the dynamic target engine torque is determined in consideration of temporal effects such as responsiveness of devices such as the electronic throttle valve 1030 and delay in control.
- a delay in controlling (operating) a device such as the electronic throttle valve 1030 using the engine model C (s) expressed by a first-order lag function is a static target engine torque.
- the time constant of the engine model shown in FIG. 11 varies depending on the engine speed NE and the engine torque.
- an engine model C (s) represented by a second-order lag function may be used.
- the static target engine torque is changed to the dynamic target engine. You may make it convert into a torque.
- the limit value is determined in advance by, for example, experiments and simulations.
- the dynamic target engine torque converted from the static target engine torque is converted into a dynamic target driving force by the driving force converter 9006.
- the dynamic target driving force means a target driving force in a transient state in which the driving force of the vehicle can change.
- the static target driving force means the target driving force in a state where the driving force of the vehicle is stable.
- the target engine torque is converted into the target driving force by multiplying the target engine torque by the current gear ratio of the automatic transmission 2000 and the gear ratio of the differential gear 6000 and dividing by the radius of the rear wheel 7000.
- the method of converting torque into driving force should just use a known general technique, the detailed description is not repeated here.
- the dynamic target driving force converted from the dynamic target engine torque in the driving force conversion unit 9006 is arbitrated with the dynamic target driving force set by the drivers support system 9010 in the arbitration unit 9008.
- the larger target driving force is selected from the dynamic target driving force converted by the driving force conversion unit 9006 and the dynamic target driving force set by the driver support system 9010. And output to the power train manager 9100.
- the driver's support system 9010 automatically sets a dynamic target driving force according to the behavior of the vehicle by a cruise control system, a parking assist system, a pre-crash safety system, and the like.
- the power train manager 9100 is used to control the automatic transmission 2000 based on the dynamic target driving force input from the power train driver model 9000, the VDIM system 9110, the vibration suppression control system 9120, and the maximum vehicle speed limiting system 9130. Set a target driving force.
- the arbitration unit 9102 arbitrates the dynamic target driving force input from the power train driver model 9000, the VDIM system 9110, the vibration suppression control system 9120, and the maximum vehicle speed limiting system 9130.
- the smallest target driving force is selected.
- a dynamic target driving force used for control of automatic transmission 2000 is set.
- the dynamic target driving force is periodically set at an interval ⁇ T determined by a clock of the ECU 8000 or the like.
- the dynamic target driving force set (selected) in the arbitrating unit 9102 is input to the transmission unit 9300 and the idle unit 9310.
- the transmission unit 9300 includes a calculation unit 9302 and a control unit 9304.
- Calculation unit 9302 applies a first shift line (first downshift line and first upshift line) that is a static threshold value that defines a target driving force for performing a shift (downshift and upshift) of automatic transmission 2000.
- a second shift line (second downshift line and second upshift line), which is a dynamic threshold, is calculated.
- the static threshold means a threshold determined based on a state where the driving force of the vehicle is stable, that is, a state where the engine 1000 and the automatic transmission 2000 are stable.
- the static threshold means a threshold for a transient state in which the driving force of the vehicle can change, that is, a transient state such as the engine 1000 and the automatic transmission 2000.
- the static first shift line is predetermined by the developer based on the results of experiments and simulations for each type of shift (combination of the gear stage before and after the shift).
- a value that changes with a step change from a dynamic target driving force indicated by a solid line to a static first downshift line indicated by a one-dot chain line is a dynamic value indicated by a two-dot chain line. Calculated as the second downshift line.
- a value that changes with a delay with respect to the step change from the previous value of the dynamic target driving force to the static first downshift line is calculated as the second downshift line.
- a first-order lag response to a step change from the previous value of the dynamic target driving force to the static first downshift line is calculated as the second downshift line.
- the dynamic second downshift line is periodically calculated at the same interval as the interval ⁇ T in which the dynamic target driving force is set.
- the dynamic target driving force becomes larger than the static first downshift line at time T1. Comparing the dynamic target driving force with the dynamic second downshift line, the dynamic target driving force is larger than the dynamic second downshift line at time T2 earlier than time T1. Therefore, by comparing the dynamic second downshift line with the dynamic target driving force instead of the static first downshift line, it is possible to accelerate the determination of downshifting.
- the dynamic second downshift line is calculated using the engine model C (s) shown in FIG. 11 used in the power train driver model 9000 conversion unit 9004.
- a dynamic second downshift line may be calculated using an engine model C (s) represented by a second-order lag function shown in FIG.
- dynamic second upshift line may be calculated by the same method as the dynamic second downshift line, and therefore detailed description thereof will not be repeated here.
- control unit 9304 controls the automatic transmission 2000 according to the result of comparing the dynamic target driving force and the dynamic second shift line (the first downshift line and the first upshift line). Control.
- automatic transmission 2000 is controlled according to the result of comparing the current value of the dynamic target driving force with the dynamic second shift line (the first downshift line and the first upshift line). .
- the automatic transmission 2000 is controlled so as to shift according to whether the current value of the dynamic target driving force is larger or smaller than the dynamic second shift line.
- the downshift is performed, and when the current value of the dynamic target driving force is smaller than the dynamic second downshift line.
- Automatic transmission 2000 is controlled so as not to downshift. Also, an automatic shift is performed so that the current value of the dynamic target driving force is smaller than the second upshift line and the upshift is not performed if the current value of the dynamic target driving force is larger than the second upshift line. Transmission 2000 is controlled.
- the idle unit 9310 includes a calculation unit 9312, a determination unit 9314, and a control unit 9316.
- Calculation unit 9312 calculates a second idle determination value, which is a dynamic threshold, in accordance with a first idle determination value, which is a static threshold that defines a target driving force that can be said to be the engine 1000 in an idle state.
- the static first idle determination value is predetermined by the developer based on the results of experiments and simulations.
- a value that changes with a delay from a stepwise change from a dynamic target driving force indicated by a solid line to a static first idle determination value indicated by a one-dot chain line is a dynamic value indicated by a two-dot chain line. Calculated as the second idle determination value.
- a value that changes late with respect to a stepwise change from the previous value of the dynamic target driving force to the static first idle determination value is calculated as the dynamic second idle determination value.
- the A first-order lag response to a step change from the previous value of the dynamic target driving force to the static first idle determination value is calculated as a dynamic second idle determination value.
- the dynamic second idle determination value is periodically calculated at the same interval as the interval ⁇ T at which the dynamic target driving force is set.
- the dynamic target driving force becomes smaller than the static first idle determination value at time T3. Comparing the dynamic target driving force with the dynamic second idle determination value, the dynamic target driving force becomes smaller than the dynamic second idle determination value at time T4 earlier than time T3. Therefore, by comparing the dynamic second idle determination value with the dynamic target driving force instead of the static first idle determination value, the determination that the engine 1000 is in the idle state can be accelerated.
- the dynamic second idle determination value is calculated using the engine model C (s) shown in FIG. 11 used in the power train driver model 9000 conversion unit 9004.
- a dynamic second idle determination value may be calculated using an engine model C (s) represented by a second-order delay function shown in FIG.
- the determination unit 9314 determines that the engine 1000 is in an idle state when the dynamic target driving force is smaller than the dynamic second idle determination value.
- Control unit 9316 controls the vehicle according to whether engine 1000 is in an idle state. For example, when engine 1000 is determined to be in an idle state, automatic transmission 2000 is controlled to be in a neutral state. That is, neutral control is executed. When engine 1000 is determined to be in an idle state, engine 1000 may be controlled such that engine speed NE becomes a predetermined idle speed. That is, ISC (Idle Speed Control) may be executed.
- ISC Interle Speed Control
- the power train manager 9100 finally sets a dynamic target engine torque used for controlling the engine 1000 in addition to the dynamic target driving force used for controlling the automatic transmission 2000.
- the target input torque of automatic transmission 2000 may be used instead of the target engine torque.
- the power train manager 9100 is input from the ECT torque control system 9140 in addition to the dynamic target driving force input from the power train driver model 9000, the VDIM system 9110, the vibration suppression control system 9120, and the maximum vehicle speed limiting system 9130. Based on the dynamic target engine torque, a dynamic target engine torque that is finally used for controlling the engine 1000 is set.
- the dynamic target driving force set (selected) in the arbitrating unit 9102 is converted into the dynamic target engine torque in the torque converting unit 9104.
- the arbitration unit 9106 arbitrates the dynamic target engine torque converted from the target driving force in the torque conversion unit 9104 and the dynamic target engine torque input from the ECT torque control system 9140, thereby controlling the engine 1000.
- the dynamic target engine torque to be used is set.
- the smaller target engine torque or the larger target engine torque of the two target engine torques is selected and output to the engine control system 9200. Which target engine torque to select between the smaller target engine torque and the larger target engine torque is determined according to the driving state of the vehicle and the like.
- the target engine torque is periodically set at the same interval as the interval ⁇ T at which the dynamic target driving force is set.
- the engine control system 9200 has an electronic throttle valve 1030, a swirl control valve 1200, an ACIS 1300, an ignition timing, an EGR (Exhaust Gas Recirculation) valve, etc. so as to realize a dynamic target engine torque input from the power train manager 9100.
- a device provided in engine 1000 is controlled.
- engine control system 9200 includes a calculation unit 9202 and a control unit 9204.
- the calculating unit 9202 calculates a second engine torque that is a dynamic threshold value from the first engine torque that is a static threshold value for determining whether the ACIS valve 1302 is opened or closed.
- the first engine torque is predetermined by the developer based on the results of experiments and simulations.
- a value that changes with a step change from the dynamic target engine torque to the static first engine torque is calculated as the dynamic second engine torque.
- a value that changes with a delay with respect to the stepwise change from the previous value of the dynamic target engine torque to the static first engine torque is calculated as the second engine torque.
- a first-order lag response to a step change from the previous value of the dynamic target engine torque to the static first engine torque is calculated as the second engine torque.
- the second engine torque is periodically calculated at an interval ⁇ T at which the dynamic target driving force is set, that is, at the same interval as the dynamic target engine torque.
- the dynamic second engine torque is calculated using the engine model C (s) shown in FIG. 11 used in the power train driver model 9000 conversion unit 9004.
- the dynamic second torque may be calculated using an engine model C (s) expressed by a second-order lag function shown in FIG.
- the control unit 9204 controls the engine 1000 according to the result of comparing the dynamic target engine torque and the dynamic second engine torque.
- the ACIS valve 1302 is controlled according to the result of comparing the current value of the dynamic target engine torque with the dynamic second engine torque.
- ACIS valve 1302 is controlled to change the length of the intake pipe 1032 depending on whether the current value of the dynamic target engine torque is larger or smaller than the second engine torque. For example, the ACIS valve 1302 opens when the current value of the dynamic target engine torque is greater than the second engine torque, and the ACIS valve 1302 closes when the current value of the dynamic target engine torque is less than the second engine torque. To be controlled. The ACIS valve 1302 is closed when the current value of the dynamic target engine torque is larger than the second engine torque, and the ACIS valve 1302 is opened when the current value of the dynamic target engine torque is smaller than the second engine torque. You may control to.
- the swirl control valve 1200 may be controlled according to the result of comparing the current value of the dynamic target engine torque with the dynamic second engine torque.
- the devices controlled according to the result of comparing the current value of the dynamic target engine torque and the dynamic second engine torque are not limited to these.
- the VDIM system 9110 is a system that integrates VSC (Vehicle Stability Control), TRC (TRaction Control), ABS (Anti lock Brake System), EPS (Electric Power Steering), etc., depending on the amount of operation of the accelerator, steering, and brake
- VSC Vehicle Stability Control
- TRC Transmission Control
- ABS Anti lock Brake System
- EPS Electro Power Steering
- the difference between the driving image of the driver and the vehicle behavior based on various sensor information is calculated, and the driving force of the vehicle, the brake hydraulic pressure, etc. are controlled so as to reduce the difference.
- VSC automatically sets optimal values such as the brake hydraulic pressure of each wheel and the dynamic target driving force of the vehicle to ensure vehicle stability when the sensor detects that the front and rear wheels are likely to slip sideways. It is control to do.
- TRC automatically sets optimal values such as brake hydraulic pressure of each wheel and dynamic target driving force of the vehicle when the sensor detects idling of the driving wheel when starting and accelerating on a slippery road surface. This is a control that ensures a sufficient driving force.
- ABS is a control system that automatically sets the optimum value of brake oil pressure and prevents wheel lock.
- EPS is a control system that assists steering of a steering wheel by the force of an electric motor.
- the dynamic target driving force set in the VDIM system 9110 is input to the arbitration unit 9102 of the power train manager 9100.
- the vibration suppression control system 9120 sets a dynamic target driving force for suppressing the pitching and bouncing of the vehicle calculated using the vehicle model from the actual driving force of the vehicle.
- the conventional technique may be used, and therefore the detailed description thereof will not be repeated here.
- the maximum vehicle speed limiting system 9130 sets a static target driving force for limiting the vehicle speed to a predetermined maximum vehicle speed or less according to, for example, the current acceleration and the vehicle speed.
- the static target driving force set by the maximum vehicle speed limiting system 9130 is converted into a dynamic target driving force by the converter 9132.
- the ECT torque control system 9140 sets a static target engine torque required for the engine 1000 when the automatic transmission 2000 is shifted.
- the static target engine torque set by the ECT torque control system 9140 is set such that, for example, torque down or torque up for reducing shift shock can be realized.
- the static target engine torque set by the ECT torque control system 9140 is converted into a dynamic target engine torque by the converter 9142.
- the engine and the automatic transmission are in a transient state according to the static threshold value determined based on the stable state of the engine and the automatic transmission.
- a threshold is calculated.
- the engine and the automatic transmission are controlled according to the result of comparing the target driving force or target engine torque with a dynamic threshold value.
- whether or not the engine is in the idle state and the automatic transmission is shifted in the transient state such as the engine and the automatic transmission, without setting a threshold for the case where the engine and the automatic transmission are in the transient state in advance. It can be determined whether or not to do so. Therefore, it is possible to make a control judgment before the drive source and the automatic transmission are stabilized. As a result, control responsiveness can be improved.
- the target acceleration (target value of acceleration) of the vehicle may be used instead of the target driving force and the target engine torque.
- the engine control system 9200 may control the engine 1000 so that the vehicle acceleration becomes the set target acceleration. That is, engine 1000 may be controlled so as to realize a target driving force calculated by multiplying the target acceleration by the vehicle weight. Since the driving force of the vehicle changes according to the target acceleration, the target acceleration is a target value related to the driving force of the vehicle.
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Abstract
Description
この構成によると、駆動源の出力トルクの目標値を用いた制御上の判断を駆動源および自動変速機などが過渡状態である場合に行なうことができる。
この構成によると、自動変速機の入力トルクの目標値を用いた制御上の判断を駆動源および自動変速機などが過渡状態である場合に行なうことができる。
この構成によると、車両の駆動力の目標値を用いた制御上の判断を駆動源および自動変速機などが過渡状態である場合に行なうことができる。
この構成によると、車両の加速度の目標値を用いた制御上の判断を駆動源および自動変速機などが過渡状態である場合に行なうことができる。
Claims (13)
- 駆動源(1000)および自動変速機(2000)が搭載された車両の制御装置であって、
前記車両の駆動力に関する動的な目標値を設定する設定部(9100)と、
静的な第1のしきい値に応じて動的な第2のしきい値を算出する算出部(9202,9302,9312)と、
前記目標値と前記第2のしきい値とを比較した結果に応じて前記車両を制御する制御部(9204,9304,9316)とを備える、車両の制御装置。 - 前記算出部(9202,9302,9312)は、前記目標値から前記第1のしきい値までのステップ的な変化に対して遅れて変化する値を前記第2のしきい値として算出する、請求の範囲1に記載の車両の制御装置。
- 前記設定部(9100)は、前記目標値を繰り返し設定し、
前記算出部(9202,9302,9312)は、前記目標値の前回値から前記第1のしきい値までのステップ的な変化に対して遅れて変化する値を前記第2のしきい値として算出し、
前記制御部(9204,9304,9316)は、前記目標値の今回値と前記第2のしきい値とを比較した結果に応じて前記車両を制御する、請求の範囲2に記載の車両の制御装置。 - 前記算出部(9202,9302,9312)は、前記目標値の前回値から第1のしきい値までのステップ的な変化に対する一次遅れの応答を前記第2のしきい値として算出する、請求の範囲3に記載の車両の制御装置。
- 前記制御部(9304)は、前記目標値が前記第2のしきい値よりも大きいか小さいかに応じて変速するように前記自動変速機(2000)を制御する、請求の範囲1に記載の車両の制御装置。
- 前記駆動源(1000)は、エンジン(1000)であって、
前記制御装置は、前記目標値が前記第2のしきい値よりも小さいと前記エンジン(1000)がアイドル状態であると判定する判定部(9314)をさらに備え、
前記制御部(9316)は、前記エンジン(1000)がアイドル状態であるか否かに応じて前記車両を制御する、請求の範囲1に記載の車両の制御装置。 - 前記駆動源は、吸気管(1032)の長さを変更可能はエンジン(1000)であって、
前記制御部(9204)は、前記目標値が前記第2のしきい値よりも大きいか小さいかに応じて、前記吸気管(1032)の長さを変更するように前記エンジン(1000)を制御する、請求の範囲1に記載の車両の制御装置。 - 前記目標値は、前記駆動源の出力トルクの目標値である、請求の範囲1に記載の車両の制御装置。
- 前記目標値は、前記自動変速機(2000)の入力トルクの目標値である、請求の範囲1に記載の車両の制御装置。
- 前記目標値は、前記車両の駆動力の目標値である、請求の範囲1に記載の車両の制御装置。
- 前記目標値は、前記車両の加速度の目標値である、請求の範囲1に記載の車両の制御装置。
- 駆動源(1000)および自動変速機(2000)が搭載された車両の制御方法であって、
前記車両の駆動力に関する動的な目標値を設定するステップと、
静的な第1のしきい値に応じて動的な第2のしきい値を算出するステップと、
前記目標値と前記第2のしきい値とを比較した結果に応じて前記車両を制御するステップとを備える、車両の制御方法。 - 駆動源(1000)および自動変速機(2000)が搭載された車両の制御装置であって、
前記車両の駆動力に関する動的な目標値を設定するための設定手段(9100)と、
静的な第1のしきい値に応じて動的な第2のしきい値を算出するための算出手段(9202,9302,9312)と、
前記目標値と前記第2のしきい値とを比較した結果に応じて前記車両を制御するための制御手段とを備える、車両の制御装置。
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US13/147,078 US8935063B2 (en) | 2009-01-29 | 2009-01-29 | Control apparatus and control method for vehicle |
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- 2009-01-29 JP JP2010548298A patent/JP5195932B2/ja not_active Expired - Fee Related
- 2009-01-29 DE DE112009004356.9T patent/DE112009004356B4/de not_active Expired - Fee Related
- 2009-01-29 WO PCT/JP2009/051449 patent/WO2010086981A1/ja active Application Filing
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Also Published As
Publication number | Publication date |
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US20110288732A1 (en) | 2011-11-24 |
CN102300758A (zh) | 2011-12-28 |
CN102300758B (zh) | 2014-10-15 |
DE112009004356T5 (de) | 2012-06-21 |
US8935063B2 (en) | 2015-01-13 |
JP5195932B2 (ja) | 2013-05-15 |
DE112009004356B4 (de) | 2020-09-03 |
JPWO2010086981A1 (ja) | 2012-07-26 |
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