WO2013021500A1 - 車両制御装置 - Google Patents
車両制御装置 Download PDFInfo
- Publication number
- WO2013021500A1 WO2013021500A1 PCT/JP2011/068330 JP2011068330W WO2013021500A1 WO 2013021500 A1 WO2013021500 A1 WO 2013021500A1 JP 2011068330 W JP2011068330 W JP 2011068330W WO 2013021500 A1 WO2013021500 A1 WO 2013021500A1
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- WO
- WIPO (PCT)
- Prior art keywords
- clutch
- coasting
- traveling
- engine
- engagement
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/46—Signals to a clutch outside the gearbox
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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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
- B60W10/024—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters
- B60W10/026—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters of lock-up clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/18—Propelling the vehicle
- B60Y2300/18008—Propelling the vehicle related to particular drive situations
- B60Y2300/18066—Coasting
- B60Y2300/18083—Coasting without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
- F16H2061/146—Control of torque converter lock-up clutches using electric control means for smoothing gear shift shock
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
Definitions
- the present invention relates to a vehicle control device.
- Patent Document 1 discloses a technology of a vehicle power transmission device that disables engine braking by opening an input clutch during coasting.
- An object of the present invention is to provide a vehicle control device capable of suppressing a shock due to connection / disconnection of a power transmission path.
- a vehicle control device includes a lockup clutch disposed in a power transmission path between an engine and a drive wheel, and a clutch that connects and disconnects the power transmission path, and the vehicle travels by connecting the power transmission path.
- the lockup clutch and the clutch are switched at different switching start times.
- a release start time of the lockup clutch is different from a release start time of the clutch.
- a release start time of the lockup clutch is earlier than a release start time of the clutch.
- the engagement start timing of the clutch is earlier than the engagement start timing of the lockup clutch.
- a vehicle control device includes a lockup clutch disposed in a power transmission path between an engine and driving wheels, and a clutch that connects and disconnects the power transmission path, and drives the vehicle by connecting the power transmission path.
- the lockup clutch and the clutch are switched at different switching start times. According to the vehicle control device of the present invention, there is an effect that it is possible to suppress a shock due to connection / disconnection of the power transmission path.
- FIG. 1 is a flowchart showing an operation of vehicle control according to the embodiment.
- FIG. 2 is a schematic configuration diagram of the vehicle according to the embodiment.
- FIG. 3 is a time chart according to the embodiment.
- FIG. 4 is a time chart according to the first modification of the embodiment.
- FIG. 5 is a time chart according to the second modification of the embodiment.
- FIG. 1 is a flowchart showing an operation of vehicle control according to an embodiment of the present invention
- FIG. 2 is a schematic configuration diagram of a vehicle to which the vehicle control device according to the embodiment is applied
- FIG. 3 is a time chart according to the embodiment. It is.
- reference numeral 1 denotes a vehicle.
- the power train of the vehicle 1 includes an engine 10 as a power source, a torque converter 20 and a continuously variable transmission 30.
- a continuously variable transmission (CVT) 30 that is an automatic transmission is connected to the engine 10 that is an internal combustion engine via a torque converter 20.
- Engine output torque (power) of the engine 10 is input from the engine output shaft 60 to the continuously variable transmission 30 via the torque converter 20 and transmitted to the drive wheels 90 via the differential gear 18 and the drive shaft 19.
- the torque converter 20 includes a pump impeller 21 connected to the engine output shaft 60 and a turbine runner 22 connected to the input shaft 70 of the continuously variable transmission 30.
- the pump impeller 21 is an input member to which power from the engine 10 is input in the torque converter 20.
- the turbine runner 22 is an output member that outputs power input from the engine 10 in the torque converter 20.
- the torque converter 20 can transmit power between the pump impeller 21 and the turbine runner 22 via a working fluid.
- the torque converter 20 has a lockup clutch 24.
- the lockup clutch 24 is a friction engagement type clutch device disposed in a power transmission path between the engine 10 and the drive wheels 90.
- the lock-up clutch 24 can connect the engine output shaft 60 and the input shaft 70 without using a working fluid.
- the torque converter 20 can transmit power between the engine output shaft 60 and the input shaft 70 via the working fluid, and the lockup clutch 24 is engaged.
- the pump impeller 21 and the turbine runner 22 are directly connected, and power can be directly transmitted between the engine output shaft 60 and the input shaft 70 without using a working fluid.
- the continuously variable transmission 30 is, for example, a known belt-type continuously variable transmission.
- the continuously variable transmission 30 includes a primary pulley 31 provided on the engine 10 side, a secondary pulley 32 provided on the drive wheel 90 side, a belt 33, and a clutch 36.
- the primary pulley 31 is connected to the input shaft 70.
- the secondary pulley 32 is coupled to an output shaft 80 connected to the differential gear 18.
- the belt 33 is stretched between the primary pulley 31 and the secondary pulley 32.
- the clutch 36 is provided on the input shaft 70 and is arranged in series with the lockup clutch 24 in the power transmission path.
- the clutch 36 has a function of connecting and disconnecting a power transmission path between the engine 10 and the drive wheels 90.
- the clutch 36 includes an engine side engagement element connected to the engine 10 side of the input shaft 70 and a drive wheel side engagement element connected to the drive wheel 90 side.
- the clutch 36 can connect the power transmission path between the engine 10 and the drive wheel 90 by engaging the engine side engagement element and the drive wheel side engagement element.
- the clutch 36 is released, the power transmission path between the engine 10 and the drive wheels 90 can be interrupted.
- the clutch 36 functions as a switching device that switches between a state where power can be transmitted and a state where power cannot be transmitted in the power transmission path between the engine 10 and the drive wheels 90.
- the clutch 36 is also referred to as “C1 clutch”.
- the hydraulic control device 40 has a function of supplying hydraulic pressure to the torque converter 20, the clutch 36, the primary pulley 31, and the secondary pulley 32.
- the hydraulic control device 40 changes the gear ratio of the continuously variable transmission 30 in accordance with a gear ratio change command input from the ECU 50.
- the hydraulic control device 40 can control the transmission ratio and the transmission speed by controlling the inflow / outflow of the hydraulic pressure to the primary pulley side actuator. By adjusting the hydraulic pressure of the primary pulley side actuator, the pulley ratio can be changed and the gear ratio can be changed steplessly. Further, the hydraulic control device 40 can control the belt clamping pressure by controlling the hydraulic pressure of the secondary pulley side actuator.
- the hydraulic control device 40 can control not only the release / engagement of the lock-up clutch 24 of the torque converter 20 but also the degree of engagement of the lock-up clutch 24.
- the hydraulic control device 40 can control the torque capacity of the lockup clutch 24 by adjusting the hydraulic pressure supplied to the lockup clutch 24.
- the ECU 50 can execute slip control of the lockup clutch 24 by the hydraulic control device 40 when the lockup clutch 24 is engaged or released.
- the ECU 50 can fully engage the lockup clutch 24 in a predetermined slip state when engaging the unlocked lockup clutch 24.
- the ECU 50 can release the lockup clutch 24 after setting the lockup clutch 24 in a predetermined slip state when releasing the lockup clutch 24 in the fully engaged state.
- the hydraulic pressure supplied to the lockup clutch 24 is controlled so that the rotational speed difference between the engine rotational speed and the rotational speed of the turbine runner 22 (turbine rotational speed) is a target value.
- the hydraulic control device 40 can control the release / engagement of the clutch 36.
- the hydraulic control device 40 can switch between the released state and the engaged state of the clutch 36 by controlling the hydraulic pressure supplied to the clutch 36.
- the hydraulic control device 40 may have a function of controlling the degree of engagement of the clutch 36.
- the continuously variable transmission 30 includes a primary pulley rotation sensor 34 that detects the rotation speed of the primary pulley 31 (primary rotation speed Nin), and a secondary pulley rotation sensor 35 that detects the rotation speed of the secondary pulley 32 (secondary rotation speed Nout). And the detected primary rotational speed Nin and secondary rotational speed Nout are output to the ECU 50.
- the vehicle 1 is provided with an ECU 50 that controls the engine 10, the continuously variable transmission 30, and the like.
- the ECU 50 is an electronic control unit having a computer.
- the ECU 50 has a function of performing comprehensive control of the engine 10, the torque converter 20, and the continuously variable transmission 30 (hydraulic control device 40).
- the vehicle control device 1-1 of the present embodiment includes a lockup clutch 24, a clutch 36, a hydraulic control device 40, and an ECU 50.
- the vehicle 1 is provided with an accelerator position sensor 11 that detects the amount of operation of the accelerator pedal (accelerator opening), and the detected accelerator opening is output to the ECU 50.
- An electronic throttle valve 13 is provided in the intake pipe 12 of the engine 10, and the electronic throttle valve 13 can be opened and closed by a throttle actuator 14.
- the ECU 50 drives the electronic throttle valve 13 by the throttle actuator 14 and can control the throttle opening to an arbitrary opening regardless of the accelerator opening.
- the vehicle 1 is provided with a throttle position sensor 15 that detects the fully closed state of the electronic throttle valve 13 and the throttle opening, and the detected throttle opening is output to the ECU 50.
- Reference numeral 23 denotes an exhaust pipe of the engine 10.
- the engine 10 is provided with an engine speed sensor 17 that detects an engine speed (engine speed), and the detected engine speed is output to the ECU 50. Further, the vehicle 1 is provided with a vehicle speed sensor 51 that detects the traveling speed of the vehicle and a shift position sensor 52 that detects the position of the shift lever operated by the driver. The shift position is output to the ECU 50.
- the navigation device 53 has a basic function of guiding the host vehicle to a predetermined destination, and includes a control unit, an operation unit, a position detection unit, a map database, a driving history recording unit, and the like.
- the control unit of the navigation device 53 is connected to the ECU 50, and bidirectional communication with the ECU 50 is possible.
- the map database of the navigation device 53 stores information (map, straight road, curve, uphill / downhill, highway, etc.) necessary for the vehicle 1 to travel.
- the ECU 50 can obtain information related to the traveling path such as a gradient and a curve based on the current position data acquired from the navigation device 53 and the information in the map database.
- the ECU 50 determines the fuel injection amount, the injection timing, the ignition timing, and the like based on the operating state of the engine 10 such as the engine speed, the intake air amount, the throttle opening, etc., and controls the injector, the spark plug, and the like. Further, the ECU 50 has a shift map, determines the gear ratio of the continuously variable transmission 30 based on the throttle opening, the vehicle speed, and the like, and the hydraulic control device 40 so as to establish the determined gear ratio. To control.
- the ECU 50 can execute coasting travel in which the vehicle 1 travels while the power transmission path between the engine 10 and the drive wheels 90 is interrupted by the clutch 36 when the vehicle 1 is decelerated or the like.
- the coasting traveling corresponds to traveling the vehicle 1 with the continuously variable transmission 30 being neutral.
- coasting traveling is also referred to as “N coasting”.
- the coasting travel is executed, for example, when the accelerator opening is fully closed or when the accelerator opening is equal to or less than a predetermined opening. Not only when the accelerator opening is fully closed, but also when the accelerator opening is equal to or less than the predetermined opening, the clutch 36 is opened to shift to coasting, thereby improving fuel efficiency.
- the vehicle speed is high, the engine speed is high and the engine friction is large, so the running resistance is high. Accordingly, the vehicle is in a steady running or decelerating state with the accelerator pedal depressed somewhat.
- the clutch 36 is released, the engine speed is reduced to the idle speed, so that fuel consumption is suppressed and the running resistance (engine braking force) is reduced to improve fuel efficiency. Is possible.
- the coasting travel is not limited to deceleration, and may be executed when the vehicle 1 can travel at a constant speed with the clutch 36 engaged. In other words, the coasting traveling may be executed when the vehicle 1 does not accelerate.
- the coasting travel of the present embodiment may be executed at an accelerator opening that is in a driven state in which the engine 10 is driven by the driving wheels 90 or an accelerator opening that is not in a driving state in which the engine 10 drives the driving wheels 90. it can.
- coasting may be performed when the vehicle 1 slowly accelerates with the clutch 36 engaged.
- coasting travel can be appropriately executed according to the accelerator opening and travel conditions.
- the ECU 50 operates the engine 10 in an idle state during coasting. In other words, during the coasting, the engine 10 consumes as much fuel as necessary to rotate independently in the idle state.
- the accelerator is depressed during coasting, the ECU 50 engages the clutch 36 to return the vehicle 1 from coasting. As a result, the engine 10 can be accelerated by the power of the engine 10.
- the engine 10 is disconnected from the drive wheels 90, and the engine 10 does not act as a load on the drive wheels 90.
- the deceleration is smaller than when traveling with the clutch 36 engaged, and the speed reduction is suppressed.
- the opportunity for the accelerator depressing operation for reacceleration is reduced, and fuel consumption for acceleration is suppressed.
- the coasting traveling is, for example, a traveling environment in which the fuel consumption amount when performing coasting traveling is predicted to be smaller than the fuel consumption amount when traveling with the clutch 36 engaged when traveling in the same section. It is executed under driving conditions.
- whether or not to shift to coasting can be determined based on the accelerator opening, the magnitude of the gradient, the vehicle speed, and the like on a gently uphill road.
- a shock or vibration may occur when switching between driving traveling and coasting traveling in which the vehicle 1 travels by connecting the power transmission path between the engine 10 and the driving wheel 90.
- the clutch 36 is disengaged to shift from driving traveling to coasting traveling, there is a case where the step of the traveling driving force is large and a shock (feeling of popping out, feeling of acceleration) occurs.
- the resistance is rapidly reduced by releasing the clutch 36 from the large resistance value before the clutch 36 is released, so that vibration and shock are generated using this load changing force as an excitation force. There is a risk of doing.
- the engine 10 that has been acting as a load until then is disconnected when the clutch 36 is released, which may cause shock or vibration.
- shock and vibration may occur.
- the clutch 36 is engaged to shift from coasting traveling to driving traveling, there is a risk that the step of the traveling driving force is large and a shock occurs.
- vibration and shock may occur due to a sudden increase in resistance due to the engagement of the clutch 36.
- the vehicle control device 1-1 of the present embodiment switches the lockup clutch 24 and the clutch 36 at different switching start times when switching between driving traveling and coasting traveling.
- the switching start timing of the lockup clutch 24 different from the switching start timing of the clutch 36, the load on the drive wheels 90 by the engine 10 can be gradually changed to suppress the occurrence of shock.
- the switching start timing when switching from driving to coasting is the start timing of release of the lockup clutch 24 and the clutch 36, respectively.
- the release start time is a timing at which the lock-up clutch 24 and the clutch 36 in the engaged state start to be released.
- the timing when the lockup clutch 24 and the clutch 36 actually start to be released can be set.
- the timing for outputting the opening command will be described as the opening start time.
- the load can be gradually changed to suppress shock by making the release start time of the lockup clutch 24 different from the release start time of the clutch 36.
- the engagement state of the lock-up clutch 24 and the clutch 36 before the start of opening is not limited to complete engagement but may be half-engagement (slip engagement).
- the release start timing of the lockup clutch 24 is earlier than the release start timing of the clutch 36.
- the degree of engagement of the lockup clutch 24 first decreases. Thereby, the engine load with respect to the drive wheel 90 falls. That is, the engine brake is ineffective, and the driving force generated on the drive wheel 90 is between the driving force when the lockup clutch 24 and the clutch 36 are completely engaged and the driving force when the clutch 36 is released. Driving force.
- the clutch 36 is started to be released, the load fluctuation due to the shift to coasting is reduced.
- the degree of engagement of the lockup clutch 24 is reduced when the clutch 36 is released, shock and vibration are absorbed by the torque converter 20. For example, in a fluid transmission state in which the lockup clutch 24 is open, shock and vibration are easily absorbed by the working fluid.
- the switching start timing when switching from coasting traveling to driving traveling is the engagement starting timing of each of the lockup clutch 24 and the clutch 36.
- the engagement start timing is a timing at which engagement of the unlocked lockup clutch 24 and the clutch 36 is started.
- an output start timing of an engagement command to the hydraulic control device 40, a change in supply hydraulic pressure based on the engagement command The start timing, the timing when the lockup clutch 24 and the clutch 36 actually start to be engaged, and the like can be used.
- the timing for starting to output the engagement command will be described as the engagement start timing.
- the engagement start timing of the clutch 36 is earlier than the engagement start timing of the lockup clutch 24.
- FIGS. 3 (a) is the accelerator opening, (b) is the hydraulic pressure supplied to the lockup clutch 24 (hereinafter simply referred to as “lockup hydraulic pressure”) P_lu, and (c) is the hydraulic pressure supplied to the clutch 36 ( Hereinafter, it is simply referred to as “clutch supply hydraulic pressure.”) P_c1, (d) indicates the engine speed, (e) indicates the throttle opening, and (f) indicates the fuel cut signal.
- step S1 the ECU 50 determines whether or not the accelerator opening Acc is 0% or less. As a result of the determination, if it is determined that the accelerator opening Acc is 0% or less (step S1-Y), the process proceeds to step S2, and if not (step S1-N), the process proceeds to step S11. In step S1, instead of the condition that the accelerator opening Acc is 0% or less, an affirmative determination may be made when the condition that the accelerator opening Acc is a predetermined opening or less is satisfied.
- the predetermined opening can be determined, for example, within a range of an accelerator opening Acc at which the vehicle 1 travels at a reduced speed.
- step S2 the ECU 50 determines whether or not the N coasting control flag flagN is 1.
- the N coasting control flag flagN is set to 1 during the coasting running.
- the N coasting control flag flagN is set to 1 when the coasting traveling execution condition is satisfied during driving traveling, and is set to 0 when the coasting traveling is finished and the driving traveling is started.
- step S2-Y if it is determined that the N coasting control flag flagN is 1 (step S2-Y), the process proceeds to step S4. If not (step S2-N), the process proceeds to step S3.
- step S3 the ECU 50 sets an initial value for transition from driving to coasting.
- the ECU 50 sets the N coasting control flag flagN to 1 and sets the N coasting transition Mode to 1.
- the mode of N coasting transition changes as the transition operation to coasting progresses. Mode is set to 1 until the lockup clutch 24 is released. When the release of the lockup clutch 24 is completed, the Mode is changed to 2, and the clutch 36 is released. When the release of the clutch 36 is completed, Mode is set to 3 and the transition to coasting is completed.
- step S3 is executed, the control flow ends.
- step S4 the ECU 50 executes control for each mode of N coasting transition.
- the N coasting mode is 1, the process proceeds to step S5. If Mode is 2, the process proceeds to step S8. If the Mode is 3, the control flow ends.
- step S5 the ECU 50 opens the lockup clutch 24.
- the ECU 50 outputs a release command LU_OFF for the lockup clutch 24 to the hydraulic control device 40.
- the hydraulic control device 40 decreases the lockup supply hydraulic pressure P_lu based on the release command LU_OFF.
- the reduction speed of the lockup supply hydraulic pressure P_lu at this time can be a predetermined speed.
- the lock-up clutch 24 is released from time t1 to time t2.
- step S6 the ECU 50 determines whether or not the unlocking operation of the lockup clutch 24 has been completed.
- the ECU 50 can make the determination in step S6 based on, for example, the rotational speed difference between the engine rotational speed and the turbine rotational speed.
- step S6-Y if it is determined that the unlocking operation of the lockup clutch 24 has been completed, the process proceeds to step S7. If not (step S6-N), this control flow is finish.
- step S7 the ECU 50 sets the mode of N coasting transition to 2.
- step S7 is executed, this control flow ends.
- step S8 the ECU 50 opens the clutch 36 (C1 clutch).
- the ECU 50 outputs a release command C1_OFF for the clutch 36 to the hydraulic control device 40.
- the hydraulic control device 40 decreases the clutch supply hydraulic pressure P_c1 based on the release command C1_OFF.
- the reduction speed of the clutch supply hydraulic pressure P_c1 can be set to a predetermined speed.
- the clutch 36 is released from time t2 to time t3.
- step S9 the ECU 50 determines whether or not the release operation of the clutch 36 has been completed. As a result of the determination in step S9, if it is determined that the clutch 36 disengagement operation has been completed (step S9-Y), the process proceeds to step S10. If not (step S9-N), the control flow ends. .
- step S10 the ECU 50 sets the mode of N coasting transition to 3 and sets the D range control flag flagD to 0.
- the D range control flag flagD is set to 1 during execution of driving travel.
- the D range control flag flagD is set to 0 when coasting traveling is started, and is set to 1 when the coasting traveling is finished and the driving traveling is started.
- coasting travel is not limited to the D range, and can be executed when another forward travel range is selected.
- step S10 is executed, this control flow ends.
- step S11 the ECU 50 determines whether or not the D range control flag flagD is 1. As a result of the determination, if it is determined that the D range control flag flagD is 1 (step S11-Y), the process proceeds to step S13. If not (step S11-N), the process proceeds to step S12.
- step S12 the ECU 50 sets the D range control flag flagD to 1 and sets the N coasting return Mode to 3.
- the mode of N coasting return changes according to the progress of the return operation from coasting traveling to driving traveling.
- the mode of N coasting return is set to 3 until the rotational speed synchronization control described later is completed.
- Mode is changed to 2
- the clutch 36 is engaged.
- Mode is set to 1 and the lockup clutch 24 is engaged.
- Mode is set to 0 and the return from coasting is completed.
- step S13 the ECU 50 executes control for each mode of N coasting return. If the N coasting return Mode is 3, the process proceeds to step S14. If Mode is 2, the process proceeds to step S17. If Mode is 1, the process proceeds to step S20. If the Mode is 0, the control flow ends.
- step S14 the ECU 50 performs a rotational speed synchronization operation.
- the rotational speed synchronization operation is rotational speed synchronization control that synchronizes the engine rotational speed Ne with the primary rotational speed Nin.
- the rotation speed synchronization operation for example, the engine rotation speed Ne is increased by increasing the fuel injection amount of the engine 10 to approach the primary rotation speed Nin.
- the rotational speed synchronization control is performed from time t4 to time t5.
- step S15 the ECU 50 determines whether or not the rotation speed synchronization is completed.
- the ECU 50 can make the determination in step S15 based on the differential rotation between the engine rotation speed Ne and the primary rotation speed Nin. As a result of the determination in step S15, if it is determined that the rotation speed synchronization has been completed (step S15-Y), the process proceeds to step S16. If not (step S15-N), the control flow ends.
- step S16 the ECU 50 sets the N coasting return Mode to 2.
- step S16 the control flow ends.
- step S17 the clutch 50 is engaged by the ECU 50.
- the ECU 50 outputs an engagement command C1_ON for the clutch 36 to the hydraulic control device 40.
- the hydraulic control device 40 increases the clutch supply hydraulic pressure P_C1 based on the engagement command C1_ON.
- the clutch 36 is engaged from time t5 to time t6.
- step S18 the ECU 50 determines whether or not the engagement of the clutch 36 has been completed.
- the ECU 50 can make the determination in step S18 based on, for example, the rotational speed difference between the turbine rotational speed and the primary rotational speed Nin.
- step S18-Y the process proceeds to step S19. If not (step S18-N), the control flow ends. .
- step S19 the ECU 50 sets the mode of N coasting return to 1.
- step S19 the control flow ends.
- step S20 the engagement operation of the lockup clutch 24 is performed by the ECU 50.
- the ECU 50 outputs an engagement command LU_ON for the lockup clutch 24 to the hydraulic control device 40.
- the hydraulic control device 40 increases the lockup supply hydraulic pressure P_lu based on the engagement command LU_ON.
- the lock-up clutch 24 is engaged from time t6 to time t7.
- step S21 the ECU 50 determines whether or not the engagement of the lockup clutch 24 is completed.
- the ECU 50 can make the determination in step S21 based on the rotational speed difference between the engine rotational speed Ne and the turbine rotational speed.
- step S21-Y the process proceeds to step S22. If not (step S21-N), this control flow is finish.
- step S22 the ECU 50 sets the N coasting return mode to 0 and the N coasting control flag flagN to 0.
- step S22 the control flow ends.
- the lockup clutch 24 when switching from driving traveling to coasting traveling, the lockup clutch 24 is first released and then the clutch 36 is released, so that the load from the engine 10 is gradually increased. Reduce. As a result, it is possible to suppress a sudden change in the load when the power transmission path between the engine 10 and the drive wheels 90 is interrupted, thereby reducing the shock.
- the release operation of the clutch 36 is started after the release of the lockup clutch 24 is completed, but the present invention is not limited to this.
- the release start timing of the clutch 36 may be after the start of the release operation of the lockup clutch 24 and before the release of the lockup clutch 24 is completed. For example, the period before the unlocking of the lockup clutch 24 is completed may be somewhat overlapped with the period after the start of the clutch 36 releasing operation.
- the clutch 36 and the lockup clutch 24 are engaged after the engine speed Ne is synchronized with the primary speed Nin when switching from coasting to driving. Is done.
- a shock when the clutch 36 is engaged is suppressed.
- the lockup clutch 24 is engaged after the clutch 36 is engaged, a sudden change in load when the power transmission path between the engine 10 and the drive wheels 90 is connected is suppressed. Therefore, the load by the engine 10 can be gradually applied to the drive wheels 90, and the shock can be suppressed.
- the engagement operation of the clutch 36 is started after the rotation speed synchronization control is completed, and the engagement operation of the lockup clutch 24 is started after the engagement of the clutch 36 is completed.
- the engagement operation start timing of the clutch 36 may be after the start of the rotation speed synchronization control and before the completion of the rotation speed synchronization control.
- the period before the completion of the rotation speed synchronization control and the period after the start of the engagement operation of the clutch 36 may be somewhat overlapped.
- the engagement start timing of the lockup clutch 24 may be after the start of the engagement operation of the clutch 36 and before the completion of the engagement operation.
- the period before the completion of engagement of the clutch 36 and the period after the start of the engagement operation of the lockup clutch 24 may be somewhat overlapped.
- the transmission of the vehicle 1 is the continuously variable transmission 30, but the present invention is not limited to this.
- a stepped automatic transmission may be mounted, or other known transmissions and transmission mechanisms may be mounted.
- the clutch 36 that connects and disconnects the power transmission path between the engine 10 and the drive wheels 90 is provided on the input shaft 70, but the arrangement of the clutch 36 is not limited to this.
- the clutch 36 may be disposed in another part of the power transmission path.
- the fuel injection of the engine 10 is continued and the engine 10 is operated during coasting, but the present invention is not limited to this.
- the fuel injection of the engine 10 may be stopped during coasting.
- the clutch that is switched between the engaged state and the released state when switching between driving traveling and coasting traveling is not limited to the clutch 36 and the lockup clutch 24. Furthermore, another clutch device may be engaged or released when switching between driving traveling and coasting traveling. The other clutch device is disposed in the power transmission path between the engine 10 and the drive wheel 90, and is preferably switched to a switching start timing different from the switching start timing of either the clutch 36 or the lockup clutch 24. .
- FIG. 4 is a time chart of control according to the first modification.
- the engagement operation of the clutch 36 and the engagement operation of the lockup clutch 24 are performed in parallel.
- the start timing of the engagement operation of the clutch 36 and the start timing of the engagement operation of the lockup clutch 24 may be simultaneous, and the start timing of the engagement operation of the clutch 36 is the start of the engagement operation of the lockup clutch 24. It may be earlier than the time.
- the start timing of the engagement operation of the clutch 36 and the lockup clutch 24 may be determined so that the engagement completion timing of the clutch 36 and the engagement completion timing of the lockup clutch 24 are the same. Note that at least one of the engagement operation of the clutch 36 and the engagement operation of the lockup clutch 24 may be started before the completion of the rotation speed synchronization control.
- FIG. 5 is a time chart of control according to the second modification.
- the rotation speed synchronization control and the engagement operation of the clutch 36 are performed in parallel.
- the start time of the rotation speed synchronization control and the start time of the engagement operation of the clutch 36 may be simultaneous, or the start time of the rotation speed synchronization control may be earlier than the start time of the engagement operation of the clutch 36.
- the start time of the rotation speed synchronization control and the start time of the engagement operation of the clutch 36 may be determined so that the completion time of the rotation speed synchronization control and the engagement completion time of the clutch 36 are the same.
- the engagement operation of the lockup clutch 24 is started. Note that the engagement operation of the lockup clutch 24 may be started earlier than at least one of the completion of the rotation speed synchronization control and the completion of the engagement of the clutch 36.
- the rotation speed synchronization control and the engagement operation of the lockup clutch 24 are performed in parallel.
- the start time of the rotation speed synchronization control and the start time of the engagement operation of the lockup clutch 24 may be simultaneous, and the start time of the rotation speed synchronization control is earlier than the start time of the engagement operation of the lockup clutch 24. May be.
- the start timing of the rotation speed synchronization control and the start timing of the engagement operation of the lockup clutch 24 are determined so that the completion time of the rotation speed synchronization control and the engagement completion time of the lockup clutch 24 are the same. Also good.
- the engagement operation of the clutch 36 is started.
- the engagement operation of the clutch 36 may be started earlier than at least one of the completion of the rotation speed synchronization control and the completion of the engagement of the lockup clutch 24.
- the rotation speed synchronization control, the engagement operation of the lockup clutch 24, and the engagement operation of the clutch 36 are performed in parallel.
- the start timing of the rotational speed synchronization control, the start timing of the engagement operation of the lockup clutch 24, and the start timing of the engagement operation of the clutch 36 may be the same or different as appropriate.
- the rotation speed synchronization control start timing and the lockup clutch 24 engagement time are set so that the rotation speed synchronization control completion timing, the lockup clutch 24 engagement completion timing, and the clutch 36 engagement completion timing are the same.
- the operation start time and the engagement operation start time of the clutch 36 may be determined.
- a fifth modification of the embodiment will be described.
- the responsiveness of the transition from coasting traveling to driving traveling can be made variable.
- the response required by the driver may be estimated based on the accelerator opening and the accelerator operation speed when the accelerator is turned on, and it may be determined which rapid control is performed so as to realize the response. . It can be estimated that the driver is demanding higher responsiveness as the accelerator opening is larger and the accelerator operation speed is larger. The drivability can be improved by selecting the rapid control to be executed according to the required responsiveness.
- auxiliary machinery load of the engine 10 when switching between coasting traveling and driving traveling, the auxiliary machinery load of the engine 10 may be reduced.
- the auxiliary load is a disturbance that changes the engine shaft torque, and may increase the shock.
- the load on the engine 10 is reduced, so that a shock when the power transmission path between the engine 10 and the drive wheels 90 is connected or cut off is suppressed.
- Examples of the auxiliary machine for the engine 10 include an air conditioner compressor and an alternator.
- auxiliary load reduces the auxiliary load at the time of switching between coasting and driving from the auxiliary load before the start of switching, and the auxiliary load at the time of switching from a predetermined allowable load. Also includes a small load.
- the load control of the auxiliary machine when shifting from coasting to driving, the load control of the auxiliary machine is forcibly stopped in advance so as to be in a light load or no load state, shock at the time of connecting the power transmission path can be reduced. Further, if the load control of the auxiliary machine is forcibly stopped in advance when shifting from the driving traveling to the coasting traveling to a light load or no load state, a shock at the time of cutting off the power transmission path can be reduced. The load control of the auxiliary machine can be resumed after the switching between coasting and driving is completed.
- a seventh modification of the embodiment will be described. You may make it perform rotation speed synchronous control before the return determination from coasting driving
- the rotation speed synchronization control may not be executed if the accelerator operation speed is low.
- the threshold value may be variable based on the accelerator operation speed. For example, the threshold value when the accelerator operation speed is high may be an opening smaller than the threshold value when the accelerator operation speed is low.
- Vehicle Control Device 1-1 Vehicle Control Device 1 Vehicle 10 Engine 20 Torque Converter 24 Lockup Clutch 30 Continuously Variable Transmission 36 Clutch 50 ECU 90 Drive wheel flagD D range control flag flagN N coasting control flag P_lu Lock-up supply hydraulic pressure P_C1 Clutch supply hydraulic pressure
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Transmission Device (AREA)
- Control Of Fluid Gearings (AREA)
Abstract
Description
図1から図3を参照して、実施形態について説明する。本実施形態は、車両制御装置に関する。図1は、本発明の実施形態に係る車両制御の動作を示すフローチャート、図2は、実施形態に係る車両制御装置が適用された車両の概略構成図、図3は、実施形態に係るタイムチャートである。
実施形態の第1変形例について説明する。本変形例では、惰行走行から駆動走行への移行完了タイミングを早めることができる急速制御が実行される。具体的には、惰行走行から駆動走行への移行時に、クラッチ36の係合操作とロックアップクラッチ24の係合操作とがほぼ同時に行われる。回転数同期制御の完了後にクラッチ36とロックアップクラッチ24とが同時に係合されることで、駆動走行への移行の高応答化が可能となる。
実施形態の第2変形例について説明する。本変形例では、急速制御として、惰行走行から駆動走行への移行時に、回転数同期制御とクラッチ36の係合操作とが同時に実行される。図5は、第2変形例に係る制御のタイムチャートである。
実施形態の第3変形例について説明する。本変形例では、急速制御として、惰行走行から駆動走行への移行時に、回転数同期制御とロックアップクラッチ24の係合操作とが同時に実行される。
実施形態の第4変形例について説明する。本変形例では、急速制御として、惰行走行から駆動走行への移行時に、回転数同期制御、ロックアップクラッチ24の係合操作およびクラッチ36の係合操作の全てが同時に実行される。
実施形態の第5変形例について説明する。上記第1変形例から第4変形例までの急速制御を選択的に実行することによって、惰行走行から駆動走行への移行の応答性を可変とすることができる。例えば、アクセルONされた時のアクセル開度やアクセル操作速度に基づいて運転者の要求する応答性を推定し、当該応答性を実現するようにいずれの急速制御を行うかを決定してもよい。アクセル開度が大きいほど、またアクセル操作速度が大きいほど運転者は高い応答性を要求していると推定することができる。要求される応答性に応じて実行する急速制御を選択することで、ドライバビリティを向上させることができる。
実施形態の第6変形例について説明する。上記実施形態および各変形例において、惰行走行と駆動走行とを切り替える場合、エンジン10の補機負荷を低減するようにしてもよい。補機負荷は、エンジン軸トルクを変化させる外乱であり、ショックを増大させる虞がある。補機負荷を低減することにより、エンジン10の負荷が軽減することで、エンジン10と駆動輪90との動力伝達経路を接続あるいは遮断するときのショックが抑制される。エンジン10の補機としては、例えば、エアコンのコンプレッサー、オルタネータ等が挙げられる。
実施形態の第7変形例について説明する。惰行走行からの復帰判定がなされる前に回転数同期制御を実行するようにしてもよい。回転数同期制御を前出しして行うことで、惰行走行から駆動走行に移行する応答性を向上させることができる。例えば、アクセル開度が所定開度以下で惰行走行を行うと判定する場合、惰行走行中に所定開度未満のアクセル開度の領域で回転数同期制御の実行判定を行うようにすればよい。所定開度(例えば、5%)未満の閾値(例えば、3%)を定め、この閾値以上のアクセル開度が検出された場合に回転数同期制御を実行することができる。
1 車両
10 エンジン
20 トルクコンバータ
24 ロックアップクラッチ
30 無段変速機
36 クラッチ
50 ECU
90 駆動輪
flagD Dレンジ制御フラグ
flagN N惰行制御フラグ
P_lu ロックアップ供給油圧
P_C1 クラッチ供給油圧
Claims (5)
- エンジンと駆動輪との動力伝達経路に配置されたロックアップクラッチと、
前記動力伝達経路を断接するクラッチと
を備え、前記動力伝達経路を接続して車両を走行させる駆動走行と、前記動力伝達経路を遮断して前記車両を走行させる惰行走行とを切り替える場合、前記ロックアップクラッチおよび前記クラッチを互いに異なる切替開始時期に切り替える
ことを特徴とする車両制御装置。 - 前記駆動走行から前記惰行走行に切り替える場合、前記ロックアップクラッチの開放開始時期と前記クラッチの開放開始時期とを異ならせる
請求項1に記載の車両制御装置。 - 前記駆動走行から前記惰行走行に切り替える場合、前記ロックアップクラッチの開放開始時期が前記クラッチの開放開始時期よりも早い
請求項2に記載の車両制御装置。 - 前記惰行走行から前記駆動走行に切り替える場合、前記クラッチの係合開始時期が前記ロックアップクラッチの係合開始時期よりも早い
請求項1から3のいずれか1項に記載の車両制御装置。 - 前記駆動走行と前記惰行走行とを切り替える場合、前記エンジンの補機負荷を低減する
請求項1に記載の車両制御装置。
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EP11870733.0A EP2743547B8 (en) | 2011-08-10 | 2011-08-10 | Vehicle controller |
PCT/JP2011/068330 WO2013021500A1 (ja) | 2011-08-10 | 2011-08-10 | 車両制御装置 |
CN201180072654.XA CN103717947B (zh) | 2011-08-10 | 2011-08-10 | 车辆控制装置 |
US14/236,258 US9518654B2 (en) | 2011-08-10 | 2011-08-10 | Vehicle controller |
US15/343,443 US9816609B2 (en) | 2011-08-10 | 2016-11-04 | Vehicle controller |
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PCT/JP2011/068330 WO2013021500A1 (ja) | 2011-08-10 | 2011-08-10 | 車両制御装置 |
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US14/236,258 A-371-Of-International US9518654B2 (en) | 2011-08-10 | 2011-08-10 | Vehicle controller |
US15/343,443 Continuation US9816609B2 (en) | 2011-08-10 | 2016-11-04 | Vehicle controller |
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JP5907279B2 (ja) * | 2012-10-30 | 2016-04-26 | トヨタ自動車株式会社 | 車両の制御装置 |
JP2017020461A (ja) * | 2015-07-14 | 2017-01-26 | 日産自動車株式会社 | エンジン制御方法及びエンジン制御装置 |
WO2017135174A1 (ja) * | 2016-02-04 | 2017-08-10 | ジヤトコ株式会社 | 車両の制御装置、及び車両の制御方法 |
JP2017198138A (ja) * | 2016-04-27 | 2017-11-02 | マツダ株式会社 | 車両の制御装置 |
US9988051B2 (en) | 2015-09-16 | 2018-06-05 | Hyundai Motor Company | System and method of controlling vehicle driving |
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JP6584892B2 (ja) * | 2015-09-24 | 2019-10-02 | ジヤトコ株式会社 | 車両のセーリングストップ制御方法及び制御装置 |
CN106246762B (zh) * | 2016-10-08 | 2019-01-29 | 盛瑞传动股份有限公司 | 一种急松油门工况下的液力变矩器闭锁离合器控制方法 |
US10801614B2 (en) * | 2017-08-16 | 2020-10-13 | Nissan Motor Co., Ltd. | Lock-up clutch control method for vehicle, and lock-up clutch control device for vehicle |
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- 2011-08-10 CN CN201180072654.XA patent/CN103717947B/zh not_active Expired - Fee Related
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EP2743547B8 (en) | 2020-06-17 |
EP2743547A4 (en) | 2016-02-10 |
US9518654B2 (en) | 2016-12-13 |
CN103717947B (zh) | 2016-02-17 |
US20170074394A1 (en) | 2017-03-16 |
EP2743547A1 (en) | 2014-06-18 |
CN103717947A (zh) | 2014-04-09 |
US20140277976A1 (en) | 2014-09-18 |
EP2743547B1 (en) | 2020-04-29 |
US9816609B2 (en) | 2017-11-14 |
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