JP2003035171A - Torque control device for vehicle driving force source - Google Patents

Abstract

(57) [Problem] To provide a torque control device for a vehicle driving force source that can adapt the torque of the driving force source to a behavior control request. SOLUTION: In a torque control device for a vehicle driving force source for controlling a torque of a driving force source input to a fluid transmission device, a behavior control request for a vehicle in which the driving force source and the fluid transmission device are mounted is determined. Based on the judgment result,
A torque control means (steps S1 to S8) for controlling the torque of the driving force source to an optimum value is provided.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is designed so that the torque of a driving force source is transmitted to wheels via a fluid transmission device.
The present invention relates to a device that controls a torque of a driving force source when a driving force source for a vehicle is configured.

[0002]

2. Description of the Related Art Generally, a vehicle is known in which a fluid transmission device is provided in a power transmission path between an engine and a transmission. The fluid transmission device transmits power between the driving side rotation member and the driven side rotation member by the kinetic energy of the fluid. In this fluid transmission device, even if the torque fluctuation of the engine occurs, it is possible to suppress the torque fluctuation of the engine from being transmitted to the transmission due to the slip between the driving side rotation member and the driven side rotation member. Also,
In a vehicle with a fluid transmission, the vehicle stops,
Moreover, even when the engine is in the idling state, the torque of the driving force source can be transmitted to the wheels to generate a predetermined driving force.

As described above, Japanese Patent Laid-Open No. 10-166897 discloses an example of a control device for controlling torque during idling of an engine in a vehicle equipped with a fluid transmission device. The control device described in this publication is a creep control device for an automatic transmission equipped with a torque converter. The engine is idling, the select range of the automatic transmission is in the running range, and the brake is not When all of the operation is detected, the creep control means is provided for controlling the intake air amount of the engine so as to creep at the predetermined target vehicle speed in the same direction as the select range. According to the creep control device described in this publication, a creep torque of a constant vehicle speed is always generated even when starting a slope or the like regardless of the slope angle of the slope, and the vehicle moves backward even when the brake is released. Movement is suppressed.

[0004]

However, in the above publication, the creep torque of the engine is controlled so that the vehicle speed is always constant, so that the creep torque is generated even when the creep torque is unnecessary. as a result,
There is a problem that the vehicle, the behavior request, and the creep torque do not match each other, and energy required for driving the driving force source is wasted.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a torque control device for a vehicle driving force source capable of adapting the torque of the driving force source to a behavior control request.

[0006]

In order to achieve the above object, the invention of claim 1 is a torque control device for a driving force source for a vehicle for controlling the torque of the driving force source input to a fluid transmission device. A torque control unit that determines a behavior control request for a vehicle on which the driving force source and the fluid transmission are mounted, and controls the torque of the driving force source based on the determination result. To do.

According to the invention of claim 1, the torque of the driving force source is controlled based on the behavior control request to the vehicle. That is, the amount of energy consumed to drive the driving force source is controlled according to the behavior control request.

According to a second aspect of the present invention, in addition to the structure of the first aspect, the torque control means determines a behavior control request to the vehicle when the moving speed of the vehicle is less than a predetermined speed, and It further comprises a function of controlling the torque of the driving force source based on the determination result.

According to the invention of claim 2, in addition to the same effect as that of the invention of claim 1, the torque of the driving force source is controlled when the moving speed of the vehicle is less than a predetermined vehicle speed. As described above, when the traveling speed of the vehicle is less than the predetermined vehicle speed, even if the torque of the driving force source changes based on the difference in the behavior control demand, the influence on the traveling performance is small.

According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, the behavior control request includes a planned movement direction of the vehicle. . In this claim, "the planned movement direction of the vehicle"
Includes the forward movement of the vehicle, the backward movement of the vehicle (reverse movement), and the stopping of the vehicle.

According to the invention of claim 3, in addition to the same effect as that of the invention of claim 1 or 2, the torque of the driving force source is controlled based on the planned movement direction. Therefore,
The actual moving direction of the vehicle is brought closer to the moving direction corresponding to the planned moving direction.

According to a fourth aspect of the present invention, in addition to the configuration of any one of the first to third aspects, the torque control means issues the behavior control request when the vehicle speed control request to the vehicle is a predetermined value or more. It further comprises a function of making a judgment and controlling the torque of the driving force source based on the judgment result. The vehicle speed control request includes at least one of an acceleration request and a deceleration request.

According to the invention of claim 4, in addition to the same operation as that of the invention of any one of claims 1 to 3, when a braking request is issued to the vehicle, the behavior control request is judged and the judgment is made. Based on the result, the torque of the driving force source is controlled to an optimum value.

According to a fifth aspect of the present invention, in addition to the configuration of the fourth aspect, the torque control means performs the behavior when the acceleration request for the vehicle is not issued after the braking request for the vehicle is issued. The function of controlling the torque of the driving force source based on the judgment result of the control request and the judgment result,
Further, it is characterized by being provided.

According to the invention of claim 5, in addition to the same operation as that of the invention of claim 4, when a request for braking the vehicle is issued and then an acceleration request for the vehicle is not issued, a behavior control request is issued. Is determined, and the torque of the driving force source is controlled to an optimum value based on the determination result.

According to a sixth aspect of the present invention, in addition to the structure of the fourth aspect, the behavior control request is generated by the torque control means when an acceleration request is issued to the vehicle after a braking request is issued to the vehicle. Is further determined, and based on the result of the determination, a function of controlling the torque of the driving force source is further provided.

According to the invention of claim 6, in addition to the same effect as that of the invention of claim 4, the behavior control request is judged when an acceleration request is issued to the vehicle after a braking request is issued to the vehicle. The torque of the driving force source is controlled to an optimum value based on the result of the determination.

According to a seventh aspect of the present invention, in addition to the configuration of the sixth aspect, the torque control means has a time required from the cancellation of the braking request to the generation of the acceleration request exceeding a predetermined time. It is further characterized by further having a function of judging the behavior control request based on whether or not there is the behavior control request.

According to the invention of claim 7, in addition to the same effect as that of the invention of claim 6, whether the time required from the cancellation of the braking request to the generation of the acceleration request exceeds a predetermined time. The torque of the driving force source is controlled based on whether or not it is. Therefore, the torque of the driving force source corresponds to the vehicle speed request.

According to an eighth aspect of the present invention, in addition to the configuration of the seventh aspect, the torque control means has a function of increasing a braking force acting on the vehicle when the required time exceeds a predetermined time, A device characterized by further comprising.

According to the invention of claim 8, in addition to the same effect as that of the invention of claim 7, when the required time exceeds a predetermined time, the braking force acting on the vehicle is increased. Therefore, the movement of the vehicle is restricted by the braking force until the acceleration request is generated.

According to a ninth aspect of the present invention, in addition to the configuration of the first or second aspect, the torque of the driving force source controlled by the torque control means has a gradient at a place where the vehicle is located at a predetermined value or less. The reference torque set in the case of and the creep torque set in the case where the gradient of the place where the vehicle is located exceeds a predetermined value are included. Based on the judgment result,
It is characterized by further having a function of reducing the creep torque to zero.

[0023]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the basic principle of the present invention will be described with reference to FIG. In FIG. 8, the vehicle 10
The power train 0 is configured so that the torque of the driving force source 101 is transmitted to the wheels 103 via the fluid transmission 102. The driving force source 101 is an engine that outputs power (in other words, torque) by combustion of fuel,
Alternatively, at least one of electric motors that output power (in other words, torque) by supplying electric power (electrical energy) can be used. That is, the engine is a device that converts thermal energy generated by combustion of fuel into rotational motion, that is, power, and outputs the rotational power.

As the engine, for example, an internal combustion engine, more specifically, a gasoline engine, an LPG engine, a diesel engine or the like can be used. The gasoline engine and the LPG engine are known ones having an intake air amount control device, an intake timing control device, an exhaust timing control device, a fuel injection amount control device, a fuel injection timing control device, an ignition timing control device, and the like. The diesel engine is a known one having a fuel injection amount control device, a fuel injection timing control device, and the like. When an AC electric motor is used as a driving force source, electric power of a power storage device such as a battery or a capacitor,
Alternatively, the electric power generated by the fuel cell system is supplied to the electric motor via the inverter to drive the electric motor.

The fluid transmission 102 includes a driving side rotating member (corresponding to the input side of the present invention) 104 and a driven side rotating member 1.
The motive energy is transmitted by the kinetic energy of the fluid to and from the drive side rotating member 104.
The driven side rotating member 105 is connected to the wheel 103 side. Specifically, the torque of the driving force source 101 is transmitted to the driving side rotating member 104, and the driving side rotating member 10
The torque of No. 4 is transmitted to the driven side rotating member 105 by the kinetic energy of the fluid. The fluid transmission 102 may be either a torque converter or a fluid coupling. The torque converter has a function of amplifying the torque transmitted between the drive-side rotating member 104 and the driven-side rotating member 105, and the fluid coupling includes the drive-side rotating member 104 and the driven-side rotating member 105. There is no function to amplify the torque transmitted between them.

A transmission 106 is provided in the power transmission path between the fluid transmission 102 and the wheels 103. As the transmission 106, a transmission having at least one of a manual shift function and an automatic shift function can be used. A transmission having a manual gear shifting function means that the ratio of the rotational speed of the input rotary member 107 to the rotational speed of the output rotary member 108, that is, the gear ratio, is determined based on the manual operation of the gear ratio selecting device 109 by an occupant of the vehicle. It means a transmission that can be changed.
On the other hand, a transmission having an automatic transmission function means that the ratio of the rotational speed of the input rotary member 107 and the rotational speed of the output rotary member 108, that is, the gear ratio, is defined by the gear ratio selection device 1
This means a transmission that can be automatically controlled based on conditions other than the operating state of 09 and the operating state of the gear ratio selection device 109.

As the transmission, either a continuously variable transmission or a stepped transmission may be used. What is a continuously variable transmission?
It means a transmission capable of controlling the speed ratio continuously or continuously. For this continuously variable transmission,
Examples thereof include a belt type continuously variable transmission and a toroidal type continuously variable transmission. On the other hand, the stepped transmission means a transmission capable of controlling the speed change ratio discontinuously or stepwise. Examples of the stepped transmission include a selection gear type transmission and a planetary gear type transmission.

When the stepped transmission has a manual speed change function, an occupant of the vehicle can change the speed change ratio, that is, the speed change step, by operating the speed change ratio selecting device 109. In this case, the position selected by the operation of the gear ratio selection device 109 is referred to as "shift position".
Call. On the other hand, when the continuously variable transmission or the stepped transmission has an automatic gear shift function, the driver can switch the control range of the gear ratio by operating the gear ratio selection device 109. In this case, the gear ratio selection device 1
The control range of the gear ratio selected by 09 is referred to as "shift range" or "shift position".

Further, a behavior control request judging device 110 for judging a behavior control request for the vehicle 100 and an actual behavior detecting device 111 for judging an actual behavior of the vehicle 100 are provided. A driving force source control computer 112 that controls the torque of the driving force source 101 based on at least the determination result of the behavior control request determination device 110 among the determination result and the determination result of the actual behavior detection device 111 is provided. The driving force source control computer 112 mainly includes a central processing unit (CPU), a storage device (RAM, ROM), and an input / output interface.

The behavior control request includes a request according to the intention of the occupant of the vehicle 100, for example, a request for a moving direction of the vehicle, specifically, a forward request, a backward (reverse) request, and a stop request. In addition, the actual behavior of the vehicle 100 includes the vehicle 1
00, specifically, power performance and braking performance are included.

Further, an auxiliary device 113 driven by the torque of the driving force source 101 is provided. Auxiliary equipment 1
Examples of 13 include a compressor for an air conditioner, a generator that generates electric power to be supplied to various electric devices, a vane pump that controls hydraulic pressure for power steering, and the like. Furthermore, a braking device 114 that restricts the rotation of the wheels 103 is provided, and the braking force of this braking device 114 can also be controlled by the driving force source control computer 112.

In FIG. 8, when a gasoline engine or an LPG engine is used as the driving force source 101,
By controlling at least one of the items such as the intake air amount, the intake timing, the exhaust timing, the fuel injection amount, the fuel injection timing, and the ignition timing by the driving force source control computer 112, the output torque of the engine is controlled. Can be controlled. When a diesel engine is used as the driving force source 101, the output torque of the engine can be controlled by controlling the fuel injection amount, the fuel injection timing, etc. by the driving force source control computer 112.

Therefore, controlling the engine torque adjusts the amount of fuel burned to generate thermal energy. On the other hand, when an electric motor is used as the driving force source 101, the current value of the electric power supplied to the electric motor is set to the driving force source control computer 1
By controlling with 12, it is possible to control the output torque of the electric motor. Therefore, controlling the torque of the electric motor adjusts the consumption of electric energy.

Further, the functional means (in other words, control step) described in the invention of each claim is various sensors and switches, intake air amount control device, intake timing control device, exhaust timing control device, fuel injection. Quantity control device, fuel injection timing control device, ignition timing control device, power storage device, fuel cell system, inverter, actual behavior detection device 111, behavior control request determination device 110, driving force source control computer (in other words, electronic control device , Controller) 112
It is executed by. The torque control device for a vehicle driving force source in the driving force source according to the present invention includes an engine 101,
Fluid transmission device 102, actual behavior detection device 111, behavior control request determination device 110, driving force source control computer 11
A vehicle having a second unit (first unit) and a second unit having a driving force source control computer 112 not mounted on the vehicle are included.

That is, the first means means a vehicle in which the above various elements are mounted on the vehicle body and the assembly is completed.
Therefore, in the vehicle corresponding to the first means, the driving force is generated by transmitting the torque of the driving force source to the wheels.
On the other hand, in the second means, the driving force source control computer 112 is not yet mounted on the vehicle body, but like the first means, the driving force source control computer 112 is used.
When the vehicle is mounted on the vehicle body to complete the assembly of the vehicle, the torque of the driving force source is transmitted to the wheels to generate the driving force.

In the technical field of power transmission devices,
When power is transmitted between the input member and the output member of a fluid transmission device through a fluid, the state in which power is transmitted by friction in which fluid sliding and rolling coexist is called creep friction or creep force. However, in this specification, the torque transmitted to the wheels via the input member and the output member of the fluid transmission, specifically, the torque input to the fluid transmission from the driving force source, It is called creep torque or creep force.

[0037]

EXAMPLE An example of a vehicle to which the basic principle shown in FIG. 8 is applied will be described with reference to FIG. In the description of FIG. 2, the reference numerals of the configuration described in FIG. 8 are used as appropriate. The vehicle 1 shown in FIG. 2 has a gasoline engine 2 as a driving force source. Also in the vehicle 1 shown in FIG. 2, the output torque of the gasoline engine 2 passes through the fluid transmission 102 and the transmission 106 shown in FIG.
03 is transmitted.

Further, the gasoline engine 2 is a known one having an intake air amount control device, an intake timing control device, an exhaust timing control device, a fuel injection amount control device, a fuel injection timing control device, an ignition timing control device and the like. An engine computer 3 for controlling the rotation speed and torque of the gasoline engine 2 is provided. The intake air amount control device includes, for example, an actuator and a throttle valve whose opening is adjusted by the actuator, and the operating state of the throttle valve is called "throttle opening".

The engine computer 3 is mainly composed of a central processing unit (CPU), a storage device (RAM, ROM) and an input / output interface. The engine computer 3 has a signal from the vehicle speed detection device 4 and a road gradient. Signal of detection device 5, signal of shift position detection device 6, signal of brake operation detection device 7, signal of accelerator opening detection device 8, actual behavior detection device 9 for detecting actual behavior of vehicle 1, eco-mode setting switch 11 signals are input.

As the vehicle speed detection device 4, a sensor for detecting the rotation speed and the rotation direction of the output shaft 108 of the transmission 106, a sensor for detecting the rotation speed and the rotation direction of the wheel 103, or the like can be used. Examples of the road gradient detection device 5 include an in-vehicle system provided in the vehicle 1 and external equipment (so-called infrastructure) provided in a place other than the vehicle 1. The on-vehicle system includes a road gradient detection sensor that detects a road gradient based on the actual behavior of the vehicle 1, and a vehicle 1 that is mounted on the vehicle 1 to form a part of the navigation system and that is configured to detect the traveling route of the vehicle 1. A hard memory in which the road gradient is stored in advance as link data of map information can be used.

The navigation system uses two road conditions.
It may be either one that can be grasped in three dimensions or one that can be grasped in three dimensions, but it is more effective if one can grasp road information in three dimensions. The external equipment includes a beacon, a sign post, a management center, etc., which is installed on the ground or the like and is capable of communicating with the vehicle 1 in order to form a part of the navigation system. The road gradient detecting device 5 can detect whether the vehicle 1 is located on a flat road, an uphill road, or a downhill road, and the gradient angle of the place where the vehicle 1 is located.

The shift position detection device 6 detects the operation state of the gear ratio selection device 109 shown in FIG. The stepped transmission as the transmission 106, more specifically,
A case will be described in which an automatic transmission that can set five forward gears and one reverse gear is used. In this case, the shift position detection device 6 operates the gear ratio selection device 109, for example, P (parking) position, R (reverse) position, N (neutral) position, D (drive) position, 4 position, 3 Positions, 2 positions, and L (low) positions can be detected.

Here, D position, 4 position, 3
Positions, 2 positions, L positions, and R positions are drive positions (in other words, traveling positions), and N positions and P positions are non-drive positions (in other words, non-traveling positions). Of the drive positions, the D position, the 4th position, the 3rd position, the 2nd position, and the L position are forward positions, and the R position is a reverse position (reverse position).

When the D position is selected, either the first speed to the fifth speed can be set in the transmission 106, and when the 4 position is selected, the first speed is selected in the transmission 106. When either the first speed to the fourth speed can be set and the three position is selected, the transmission 106 can set any of the first speed to the third speed and the two position is selected. If so, the transmission 106 is set to the first speed or the second speed.
If any of the speeds can be set and the L position is selected, the transmission 106 is fixed to the first speed. Even when the R position is selected, the transmission 10
The gear ratio of 6 is fixed.

When the forward position is selected and the torque of the gasoline engine 2 is transmitted to the transmission 106 via the fluid transmission 102, the torque of the input shaft 107 is transmitted via the output shaft 108 to the wheels 103. Is transmitted to the vehicle 1 to generate a driving force in a direction to move the vehicle 1 forward. When the reverse position is selected, the input shaft 107 of the transmission 106 is
Is transmitted to the wheels 103 via the output shaft 108 to generate a driving force in a direction in which the vehicle 1 moves backward. In addition, in the forward position and the reverse position, the output shaft 1
It goes without saying that the rotational direction of 08 and the rotational direction of the wheel 103 are opposite.

On the other hand, when the non-driving position such as the N position or the P position is selected, even if the torque of the gasoline engine 2 is transmitted to the transmission 106, the torque is transmitted to the output shaft 108 of the transmission 106. Not transmitted to. In this way, the driving force for moving the vehicle 1 in the predetermined direction acts according to the selected shift position. That is, the planned movement direction of the vehicle 1 can be determined based on the shift position detected by the shift position detection device 6.

On the other hand, the brake operation detection device 7 detects the operation state of the braking request generation device operated by the occupant. Examples of the braking request generation device include a brake pedal operated by a foot, a lever operated by a hand, and a button. Further, the braking request generation device includes a service brake that temporarily applies a braking force to the vehicle 1 and a parking brake that is used to park the vehicle 1. Brake operation detection device 7
Thus, the braking request for the vehicle 1 is detected. The accelerator opening detection device 8 detects an occupant's acceleration request for the vehicle 1. The acceleration request generation device operated by the occupant is an accelerator pedal operated by a foot,
Examples thereof include levers and buttons operated by hand.
The accelerator opening detection device 8 determines an acceleration request for the vehicle 1.

The actual behavior detecting device 9 detects whether the vehicle 1 is moving or stopped, and also detects the moving direction of the vehicle 1, the moving distance of the vehicle 1, and the like. Examples of the actual behavior detection device 9 include a sensor that detects the rotation direction and rotation speed of the wheel 103, a sensor that detects the rotation direction and rotation speed of the output shaft 106, and an acceleration sensor.

In the vehicle 1 shown in FIG. 2, the output of the gasoline engine 2 is controlled based on the signal input to the engine computer 3. For example, the output of the gasoline engine 2 is controlled by controlling at least one of the items such as the intake air amount, the intake timing, the exhaust timing, the fuel injection amount, the fuel injection timing, and the ignition timing.

The control of the torque of the gasoline engine 2 will be specifically described. For example, when the vehicle 1 is located on a place with a predetermined gradient angle or less, for example, on a flat road, and the acceleration request is a predetermined value or less. If it is detected, the engine stall does not occur and the auxiliary device 11
The torque required for driving No. 3, that is, the "reference torque" is set. Further, when it is detected that the acceleration request is equal to or less than the predetermined value or the slope angle of the place where the vehicle 1 is located exceeds the predetermined angle, the creep torque is added to the “reference torque”. What is "creep torque"?
This is added in order to suppress “the vehicle 1 descends when the driving force in the uphill direction is generated in the vehicle 1 and the slope angle of the place where the vehicle 1 is located exceeds a predetermined angle”. It is torque. When the acceleration request is equal to or less than the predetermined value, the gasoline engine 2 may be in an idling state, in other words, the throttle opening may be “zero”.

Further, the vehicle 1 has a braking device 10. The braking device 10 is provided on the wheel 103 side, the deceleration request generation device described above, a fluid pressure control device (not shown) that controls the fluid pressure based on the operation of the deceleration request generation device,
In addition, it has a fluid pressure chamber (not shown) on which the control pressure of the fluid pressure control device acts. The fluid pressure control device includes an electronic control device and an actuator controlled by the electronic control device. The fluid pressure may be either hydraulic pressure or pneumatic pressure. Furthermore, the system on the wheel 103 side that constitutes a part of the braking device 10 may be either a disc brake or a drum brake. The braking device 10 includes the foot brake and the parking brake described above.

Further, the eco mode setting switch 11
Is for "control for suppressing increase in fuel consumption as much as possible", that is, for the occupant of the vehicle 1 to arbitrarily select whether or not to execute the eco mode, and the eco mode selection switch 11 is turned on. If so, the eco mode is executed,
If the eco-mode selection switch 11 is off,
Eco mode is not executed.

The correspondence relationship between the structure of the embodiment of FIG. 2 and the structure of the present invention will be described below. The gasoline engine 2 corresponds to the driving force source of the present invention. Further, various elements that control the torque of the engine computer 3 and the gasoline engine 2 (that is, an intake air amount control device, an intake timing control device, an exhaust timing control device, a fuel injection amount control device,
The fuel injection timing control device, the ignition timing control device, etc.) can be said to be a torque controller. Further, the correspondence between the configuration of FIG. 7 and the configuration of FIG. 2 will be described. The vehicle 1 of FIG. 2 corresponds to the vehicle 100 of FIG. 7, and the gasoline engine 2 of FIG.
2 corresponds to the driving force source 101 of FIG.
2, the shift position determination device 6, the brake operation detection device 7, and the accelerator opening detection device 8 correspond to the behavior control request determination device 110 in FIG.
The vehicle speed detection device 4 and the actual behavior detection device 9 in FIG. 2 correspond to the behavior determination device 111 in FIG. 7, and the engine computer 3 in FIG. 2 corresponds to the driving force source computer 112 in FIG. 7.

Next, a control example used in the system of FIG. 2 will be described based on the flowchart of FIG. Figure 1
The example of control corresponds to the invention of claims 1 to 5. First, it is determined whether or not a braking request is generated (step S1). When at least one of the foot brake and the parking brake is activated and the braking force is acting on the vehicle 1, the determination in step S1 is affirmative. Following step S1, vehicle speed information, specifically, "actual vehicle speed" is determined (step S2). This step S2
Then, it is determined whether or not the "actual vehicle speed" is lower than the "determination vehicle speed or the reference vehicle speed" (step S
3). The judgment vehicle speed or the reference vehicle speed is stored in the engine computer 3 in advance. If a negative determination is made in step S3, the process returns to step S1.

On the other hand, when the determination in step S3 is affirmative, it is determined whether or not there is an acceleration request (step S4). For example, when the accelerator pedal is depressed (accelerator ON), a negative determination is made in step S4, and the process returns to step S2. On the other hand, if the accelerator pedal is not depressed (accelerator OFF), a positive determination is made in step S4, and the planned movement direction of the vehicle 1 is determined based on the shift position (step S5). Following this step S5, the actual moving direction of the vehicle 1 is determined (step S6). The actual movement direction of the vehicle 1 is the rotation direction of the transmission 106 or the wheels 10
It is determined based on the rotation direction of No. 3. Then, it is determined whether or not the engine control is necessary based on the determination result of step S6 (step S7).

First, it is detected in step S5 that "the forward position is selected", and step S6
In the first case, where "the vehicle 1 is moving forward" is detected, and when "the R position is selected" is detected in step S5, and "the vehicle 1 is moving backward" in step S6 The second case in which "" is detected will be described. The first case is a situation in which the vehicle 1 climbs (forwards) when the vehicle 1 is going to climb (forward) with the driving force generated by the forward position.

The second case is a situation in which the vehicle 1 climbs (reverses) when the vehicle 1 is going to climb (reverse) by the driving force generated by the R position. That is, in both the first case and the second case, it means that the planned movement direction of the vehicle 1 corresponding to the shift position and the actual movement direction of the vehicle 1 match. Therefore, in either of the above two cases, a negative determination is made in step S7, and the process returns to step S1. That is, the creep force is reduced to the creep force at which the vehicle 1 does not move (can stop). That is, the creep torque of the gasoline engine 2 and the force that attempts to move the vehicle 1 in the opposite direction to the selected shift position are held at a balanced value. Here, the "reverse direction" corresponding to the first case is "reverse", and the "reverse direction" corresponding to the second case is "forward".

On the other hand, in the third case in which "the forward position is selected" is detected in step S5 and "the vehicle 1 is moving backward" in step S6, A fourth case will be described in which "the R position is selected" is detected in step S5 and "the vehicle 1 is moving forward" is detected in step S6. The third case is a situation in which the vehicle 1 descends (reverses) when the vehicle 1 is going uphill (forward) by the driving force generated by the forward position. The fourth case is a situation in which the vehicle 1 descends (forward) when the vehicle 1 is going uphill (backward) by the driving force generated by the R position.

In both the third case and the fourth case, it means that the planned movement direction of the vehicle 1 corresponding to the shift position is different from the actual movement direction of the vehicle 1. Therefore, in the third case or the fourth case, an affirmative determination is made in step S7, and the process is returned via step S8. In step S8, the creep torque of the gasoline engine 2 is controlled to a value higher than the value before the determination in step S7. That is, the creep torque value at which the vehicle 1 can be stopped is maintained.

As described above, in the flowchart of FIG. 1, the creep torque of the gasoline engine 2 is determined based on the correspondence between the planned moving direction of the vehicle 1 determined from the shift position and the actual moving direction of the vehicle 1. Controlled. Therefore, it is possible to prevent the gasoline engine 2 from outputting a creep torque that is equal to or more than a required value, and drivability is improved. Particularly, when the fuel injection amount is controlled to control the creep torque of the gasoline engine 2, wasteful consumption of fuel can be avoided.

Further, the creep torque of the gasoline engine 2 is controlled so that the planned moving direction of the vehicle 1 judged from the shift position and the actual moving direction of the vehicle 1 coincide with each other. For this reason, when the vehicle 1 starts to move, in order to prevent the "occupant of the vehicle 1 from feeling insufficient driving force and moving the vehicle 1 in the direction opposite to the direction corresponding to the shift position, It is possible to suppress the wasteful consumption of fuel by rapidly increasing the depression amount.

Further, in the control example of FIG. 1, the torque of the gasoline engine 2 is controlled when the vehicle speed is less than the determination value. As described above, when the vehicle speed is less than the determination value, even if the torque of the gasoline engine 2 is controlled according to the determination result of step S7, the running performance of the vehicle 2 is less affected. Therefore, it is possible to prevent the occupant from feeling uncomfortable.

Further, in the control example of FIG. 1, when a braking request for the vehicle 1 is issued, the behavior control request is judged,
The torque of the gasoline engine 2 is controlled based on the determination result. Therefore, drivability is improved when the vehicle 1 accelerates and starts from the state in which the vehicle 1 is stopped or at a low vehicle speed.

Further, in the control example of FIG. 1, after the braking request for the vehicle 1 is issued and the acceleration request for the vehicle 1 is not issued, the behavior control request is determined, and the gasoline engine 2 is determined based on the determination result. Torque is controlled. Therefore, when the vehicle 2 starts, it is possible to avoid a situation in which the occupant feels insufficient driving force and suddenly depresses the accelerator pedal.

Here, the correspondence between the functional means shown in the control example of FIG. 1 and the configuration of the present invention will be described. Steps S1 to S8 correspond to the "torque control means" of the present invention. To do. Further, "when a braking request is generated" determined in step S1 corresponds to "when the vehicle speed control request is equal to or more than a predetermined value" of the present invention, and the planned movement direction of the vehicle 1 corresponding to the shift position is Corresponds to the “behavior control request” of the present invention, the creep torque or the sum of the reference torque and the creep torque corresponds to the “driving force source torque” of the present invention, and the vehicle speed is the “movement of the vehicle of the present invention. It corresponds to "speed", and the determination value used in step S3 corresponds to "predetermined speed" of the present invention.

FIG. 3 is a flowchart showing a detailed control example applied to the vehicle 1 of FIG. The control example of FIG.
The invention corresponds to the inventions of claims 1 to 5 and claim 9.
The contents of step S11 of FIG. 3 are the same as the contents of step S1 of FIG. If the determination in step S11 is affirmative, it is determined whether the actual vehicle speed is less than the reference vehicle speed α [km / h] (step S12). The reference vehicle speed α is stored in the engine computer 3 in advance. When a negative determination is made in step S12, the process returns to step S11.

On the other hand, if an affirmative decision is made in step S12, the operation proceeds to step S13. The contents of this step S13 are the same as the contents of step S4 of FIG. 1, and if a negative determination is made in step S13, the process returns to step S12. On the other hand, if the determination in step S13 is affirmative, it is determined whether or not the forward position is selected (step S14).

When the determination in step S14 is affirmative, it is determined whether the vehicle 1 is in an uphill direction and is moving backward (downhill) (step S15).
When a negative determination is made in step S15, the process returns to step S11. That is, the creep torque of the gasoline engine 2 is held at the value before the determination in step S15. On the other hand, if the determination in step S15 is affirmative, the creep torque of the gasoline engine 2 is changed to
Control is performed to raise the value higher than that before the determination in step S15 (step S16), and the process returns to step S11.

If the determination in step S14 is negative, it is determined whether the R position is selected (step S17). If the determination in step S17 is affirmative, the vehicle 1 is in the direction of descending the slope, and
It is determined whether the vehicle 1 is moving forward (downhill) (step S18). If the determination in step S18 is affirmative, the process proceeds to step S16, and if the determination is negative in step S18, the process returns to step S11. If the determination in step S17 is negative, it means that the non-running position is selected, so the creep torque of the gasoline engine 2 is controlled to "zero" (step S1).
9) Return.

Also in the control example of FIG. 3, the creep torque of the gasoline engine 2 is controlled based on the correspondence between the planned movement direction of the vehicle 1 determined from the shift position and the actual movement direction of the vehicle 1. . Therefore, FIG.
The same effect as that of the control example can be obtained. Also in the control example of FIG. 3, the creep torque of the gasoline engine 2 is controlled so that the actual moving direction of the vehicle 1 and the planned moving direction corresponding to the shift position match. Therefore, also in the control example of FIG. 3, the same effect as the control example of FIG. 1 can be obtained.

Further, in the control example of FIG. 3, step S1
If the determination is negative in 7, that is, if the creep torque of the gasoline engine 2 is unnecessary, the creep torque is controlled to "zero", so that wasteful consumption of fuel can be reliably prevented. Further, in addition to this, in the control example of FIG. 3, the same control as the control example of FIG.
The same effect as the control of can be obtained.

Here, the correspondence between the functional means shown in FIG. 3 and the configuration of the present invention will be described. Steps S11 to S19 correspond to the torque control means of the present invention. Further, the correspondence relationship between the matters described based on the flowchart of FIG. 3 and the matters of the present invention is the same as the correspondence relationship between the matters described in the control example of FIG. 1 and the matters of the present invention.

The control example of FIG. 4 is a flowchart showing another control example applied to the system of FIG. The control example of FIG. 4 corresponds to the invention of claim 1, the invention of claim 2, the invention of claim 4, and the inventions of claims 6 to 9. First, it is determined whether or not the eco mode setting switch 11 is turned on (step S21). When a negative determination is made in step S21, the process directly returns. When a positive determination is made in step S21, the process proceeds to step S22. The contents of step S22 are the same as the contents of step S1 of FIG. If the determination in step S22 is negative, the process returns. If an affirmative decision is made in step S22, the operation proceeds to step S23. The content of step S23 is the same as the content of step S2 of FIG.

Following step S23, step S24
Proceed to. The content of step S24 is the same as step S1 of FIG.
It is the same as the contents of 2. If the determination is negative in step S24, the process returns to step S22, and if the determination is positive in step S24, it is determined whether or not the braking request is canceled and the accelerator opening degree exceeds "zero". (Step S25). When a positive determination is made in step S25, the process returns to step S23. If the determination in step S25 is negative, the road gradient information is determined (step S26). Road gradient information is provided by gradient sensors, 3
It can be obtained from a dimensional navigation system, external infrastructure, etc.

Following step S26, the shift position is determined (step S27). Following step S27, the required torque is calculated (step S28).
The required torque is calculated based on the road gradient, and the required torque corresponds to the sum of the reference torque and the creep torque. Following step S28, the opening of the throttle valve is adjusted to control the intake air amount so that the calculated required torque is generated (step S2).
9).

After step S29, the "control time" is counted (step S30). What is control time?
It means "the time from when the braking request is reduced (when the braking request is canceled) to when the acceleration request is increased (when the acceleration request is generated)". Following step S30, it is determined whether or not the counted control time exceeds a predetermined time βs (step S31). When a negative determination is made in step S31, the process returns to step S22 and step S31
If the determination is positive, the braking device 10 generates (increases) the braking force (step S32), and
The creep torque of the gasoline engine 2 is controlled to "zero" (step S33).

Following step S33, it is again determined whether the accelerator opening exceeds "zero" (step S34). If the determination in step S34 is negative, the process returns to step S32. If the determination in step S34 is positive, the control time counted in step S30 is cleared (step S35), and step S2 is performed.
Return to 2.

As described above, in the control example of FIG. 4, the creep torque of the gasoline engine 2 is controlled based on the behavior control request determined in steps S25 to S31. Therefore, the same effect as the control example of FIG. 1 can be obtained. Further, according to the control example of FIG. 4, the creep torque of the gasoline engine 2 is controlled based on whether or not the control time from the cancellation of the deceleration request to the generation of the acceleration request exceeds the predetermined time βs. To be done. Also,
In the control example of FIG. 4, when the control time exceeds the predetermined time βs, the braking force that acts on the vehicle 1 is increased. Therefore, the movement of the vehicle 1 is restricted by the braking force until the acceleration request is generated. Further, in the control example of FIG. 4, with respect to the same control as the control example of FIG. 1, the same operational effect as the control example of FIG. 1 can be obtained.

The correspondence between the functional means shown in the flow chart of FIG. 4 and the configuration of the present invention will be described. Steps S21 to S35 correspond to the torque control means of the present invention. Further, items such as the accelerator opening degree, road gradient, shift position, and control time correspond to the "behavior control request" of the present invention, and the control time counted in step S30 corresponds to the "required time" of the present invention. To do. Correspondences between the other matters described in the flowchart of FIG. 4 and the present invention are the same as the correspondences between the matters of the control examples of FIGS. 1 and 3 and the matters of the present invention.

Next, another control example will be described with reference to the flowchart of FIG. The flowchart of FIG. 5 corresponds to the invention of claims 1 to 4, and first, in step S36, the vehicle speed information is determined. This step S3
The content of 6 is the same as that of step S1 of FIG. Following this step S36, the process proceeds to step S37. The content of this step S37 is the same as that of step S3 of FIG. If the determination in step S37 is negative, the process returns to step S36, and if the determination is positive in step S37, the accelerator opening information is determined (step S36).
38).

Following this step S38, it is determined whether or not the "actual accelerator opening" exceeds the judgment opening or the judgment value (step S39). The determination opening degree or the determination value is stored in the engine computer 3 in advance. If the determination in step S39 is negative, the process returns.

On the other hand, if the determination in step S39 is affirmative, the planned movement direction of the vehicle 1 is determined based on the shift position (step S40). Following this step S5, the actual movement direction of the vehicle 1 is determined (step S41). The actual movement direction of the vehicle 1 is determined based on the rotation direction of the transmission 106 or the rotation direction of the wheels 103. Then, it is determined whether or not the engine control is necessary based on the determination result of step S41 (step S42).

First, it is detected in step S40 that "the forward position is selected", and
41. First detection that "vehicle 1 is moving forward" at 41
And the second case in which step S40 "R position is selected" is detected and "vehicle 1 is moving backward" is detected in step S41. The first case is a situation in which the vehicle 1 climbs (forwards) when the vehicle 1 is going to climb (forward) with the driving force generated by the forward position.

The second case is a situation in which the vehicle 1 climbs (reverses) when the vehicle 1 is going to climb (reverse) with the driving force generated by the R position. That is, in both the first case and the second case, it means that the planned movement direction of the vehicle 1 corresponding to the shift position and the actual movement direction of the vehicle 1 match. Therefore, in either of the above two cases, a negative determination is made in step S7. That is, it is possible to secure a state in which the planned traveling direction of the vehicle 1 and the actual moving direction are matched, and to obtain the acceleration corresponding to the accelerator opening degree,
The creep torque of the gasoline engine 2 is controlled.

On the other hand, in the third case in which "the forward position is selected" is detected in step S40 and "the vehicle 1 is moving backward" in step S41, A fourth case will be described in which "the R position is selected" is detected in step S40, and "the vehicle 1 is moving forward" is detected in step S41. The third case is a situation in which the vehicle 1 descends (reverses) when the vehicle 1 is going uphill (forward) by the driving force generated by the forward position. The fourth case is a situation in which the vehicle 1 descends (forward) when the vehicle 1 is going uphill (backward) by the driving force generated by the R position.

In both the third case and the fourth case, it means that the planned movement direction of the vehicle 1 corresponding to the shift position is different from the actual movement direction of the vehicle 1. Therefore, in the third case or the fourth case, an affirmative determination is made in step S42, and the flow returns via step S43. In step S43, the vehicle 1
The creep torque of the gasoline engine 2 is increased so that a state in which the planned traveling direction and the actual moving direction are matched can be ensured and the acceleration corresponding to the accelerator opening can be obtained.

As described above, in the flowchart of FIG. 5, the creep torque of the gasoline engine 2 is determined based on the correspondence between the planned movement direction of the vehicle 1 determined from the shift position and the actual movement direction of the vehicle 1. Controlled. Therefore, it is possible to prevent the gasoline engine 2 from outputting a creep torque that is equal to or more than a required value, and drivability is improved. Particularly, when the fuel injection amount is controlled to control the creep torque of the gasoline engine 2, wasteful consumption of fuel can be avoided.

Further, the creep torque of the gasoline engine 2 is controlled so that the planned moving direction of the vehicle 1 judged from the shift position and the actual moving direction of the vehicle 1 coincide with each other. For this reason, when the vehicle 1 starts to move, in order to prevent the "occupant of the vehicle 1 from feeling insufficient driving force and moving the vehicle 1 in the direction opposite to the direction corresponding to the shift position, It is possible to suppress the wasteful consumption of fuel by rapidly increasing the depression amount.

Further, in the control example of FIG. 5, the torque of the gasoline engine 2 is controlled when the vehicle speed is less than the determination value. As described above, when the vehicle speed is less than the determination value, even if the torque of the gasoline engine 2 is controlled according to the determination result of step S42, the influence on the traveling performance of the vehicle 2 is small. Therefore, it is possible to prevent the occupant from feeling uncomfortable.

Further, in the control example of FIG. 5, when the acceleration request for the vehicle 1 is issued, the behavior control request is judged,
The torque of the gasoline engine 2 is controlled based on the determination result. Therefore, drivability is improved when the vehicle 1 accelerates and starts from the state in which the vehicle 1 is stopped or at a low vehicle speed.

The correspondence between the functional means shown in the control example of FIG. 5 and the configuration of the present invention will be described. Steps S36 to S43 correspond to the "torque control means" of the present invention. To do. In addition, when “the accelerator opening exceeds the determination value” determined in step S39,
The present invention corresponds to "the case where the vehicle speed control request exceeds the predetermined value", and the planned movement direction of the vehicle 1 corresponding to the shift position corresponds to the "behavior control request" of the present invention.

Next, the fuel consumption integrated amount when at least one of the controls of the embodiment is performed and the fuel consumption integrated amount when the control of the comparative example is performed are shown in the diagrams of FIGS. 6 and 7. Compare by. The control of the comparative example is control for setting the creep torque to be constant regardless of the behavior control request and the actual behavior of the vehicle. Figure 6
In FIG. 7 and FIG. 7, the integrated fuel consumption amount corresponding to the example is indicated by a solid line, and the integrated fuel consumption amount corresponding to the comparative example is indicated by a dashed line. Note that the gradient angle of the road on which the vehicle is located differs between FIG. 6 and FIG. 7. As shown in FIGS. 6 and 7, the integrated fuel consumption amount corresponding to the embodiment is
It has been confirmed that the fuel consumption is less than the cumulative fuel consumption corresponding to the comparative example.

The control examples of FIGS. 1, 3, 4, and 5 can also be applied to the system of FIG. Here, when the driving force source 101 has an electric motor, in each of the control examples of FIGS. 1, 3, 4, and 5, not the engine torque but the torque of the electric motor is controlled.

[0094]

As described above, according to the invention of claim 1,
The vehicle behavior control requirements and the torque of the driving force source match,
It is possible to improve drivability and suppress wasteful consumption of energy required to drive the driving force source.

According to the invention of claim 2, in addition to the same effect as the invention of claim 1, the torque of the driving force source is controlled when the moving speed of the vehicle is less than a predetermined vehicle speed.
In this way, when the moving speed of the vehicle is less than the predetermined vehicle speed,
Even if the torque of the driving force source changes based on the behavior control request, it is possible to prevent the occupant of the vehicle from feeling uncomfortable.

According to the invention of claim 3, in addition to the same effect as the invention of claim 1 or 2, the torque of the driving force source is controlled based on the planned moving direction of the vehicle. Therefore, the actual moving direction of the vehicle is brought closer to the planned moving direction, and the drivability is further improved.

According to the invention of claim 4, in addition to the same effect as the invention of any one of claims 1 to 3, the behavior control request is issued when the vehicle speed control request for the vehicle is a predetermined value or more. It is determined and the torque of the driving force source is controlled based on the determination result. Therefore, the drivability is improved when the vehicle accelerates and starts from the state in which the vehicle is stopped or at a low vehicle speed.

According to the invention of claim 5, in addition to obtaining the same effect as that of the invention of claim 4, the behavior control is performed when the acceleration request for the vehicle is not issued after the braking request for the vehicle is issued. The demand is judged, and the torque of the driving force source is controlled to an optimum value based on the judgment result. Therefore, when the vehicle starts, it is possible to avoid a situation in which the occupant feels insufficient driving force and suddenly increases the acceleration request.

According to the invention of claim 6, in addition to the same effect as that of the invention of claim 4, when a demand for acceleration is issued to the vehicle after a demand for braking is issued to the vehicle,
A behavior control request is determined, and the torque of the driving force source is controlled based on the determination result. Therefore, when the vehicle stops and then starts again, the driving force meets the behavior control request, and the drivability is further improved.

According to the invention of claim 7, in addition to the same effect as the invention of any one of claims 1 to 3, the time required from the cancellation of the deceleration request to the generation of the acceleration request is The torque of the driving force source is controlled based on whether or not the predetermined time is exceeded. Therefore, the torque of the driving force source corresponds to the vehicle speed request, and the drivability is further improved.

According to the invention of claim 8, in addition to the same effect as that of the invention of claim 7, when the required time exceeds a predetermined time, the braking force acting on the vehicle is increased. Therefore, the behavior of the vehicle is controlled by the braking force during the period from the cancellation of the braking request to the generation of the acceleration request. Therefore, it is possible to further suppress the torque of the driving force source from increasing more than necessary, and it is possible to more reliably suppress the waste of energy required to drive the driving force source.

According to the ninth aspect of the invention, in addition to the same effect as that of the first or second aspect of the invention, when the creep torque is not required on the vehicle side, the creep torque is controlled to zero. Therefore, it is possible to suppress the torque of the driving force source from being increased more than necessary, and it is possible to more reliably suppress the waste of energy wasted for driving the driving force source.

[Brief description of drawings]

FIG. 1 is a flowchart showing a control example of the present invention.

FIG. 2 is a block diagram showing a configuration of a vehicle to which the control of the present invention can be applied.

FIG. 3 is a flowchart showing another control example of the present invention.

FIG. 4 is a flowchart showing another control example of the present invention.

FIG. 5 is a flowchart showing another control example of the present invention.

FIG. 6 is a diagram for comparing an integrated fuel consumption amount corresponding to an embodiment of the present invention and an integrated fuel consumption amount corresponding to a comparative example.

FIG. 7 is a diagram for comparing an integrated fuel consumption amount corresponding to an embodiment of the present invention and an integrated fuel consumption amount corresponding to a comparative example.

FIG. 8 is a block diagram showing the basic principle of the present invention.

[Explanation of symbols]

1, 100 ... Vehicle, 2 ... Gasoline engine, 3 ... Engine computer, 10, 114 ... Braking device, 10
DESCRIPTION OF SYMBOLS 1 ... Driving force source, 102 ... Fluid transmission device, 112 ... Driving force source control computer.

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B60T 7/12 B60T 7/12 AF term (reference) 3D041 AA21 AA30 AA31 AA66 AB01 AC01 AC07 AC08 AC15 AC16 AD10 AD31 AD41 AD42 AD46 AD47 AD50 AD51 AE03 AE04 AE07 AE09 AE41 AF01 3D046 BB21 GG01 GG06 HH02 HH03 HH05 HH07 HH22 HH36 HH39 HH49 3G093 AA04 AA05 AA07 BA01 DB05 DB01 DB05 DB15 DB05 DB18 DB05 DB05 DB05

Claims (9)

[Claims] 1. A torque control device for a vehicle driving force source for controlling a torque of a driving force source input to a fluid transmission device, comprising: a behavior control request for a vehicle on which the driving force source and the fluid transmission device are mounted. A torque control device for a driving force source for a vehicle, comprising: torque control means for making a determination and controlling the torque of the driving force source based on the result of the determination. 2. The torque control means determines a behavior control request to the vehicle when the moving speed of the vehicle is less than a predetermined speed, and controls the torque of the driving force source based on the judgment result. The torque control device for a driving force source for a vehicle according to claim 1, further comprising a function of: 3. The torque control device for a driving force source for a vehicle according to claim 1, wherein the front behavior control request includes a planned moving direction of the vehicle. 4. The torque control means determines the behavior control request when the vehicle speed control request to the vehicle is a predetermined value or more, and controls the torque of the driving force source based on the determination result. The torque control device for a vehicle driving force source according to any one of claims 1 to 3, further comprising a function. 5. The torque control means determines the behavior control request when a braking request for the vehicle is not issued and an acceleration request for the vehicle is not issued, and the torque control means determines the behavior control request based on the determination result. The vehicle torque control device for a driving force source according to claim 4, further comprising a function of controlling a torque of the driving force source. 6. The torque control means determines the behavior control request when an acceleration request for the vehicle is generated after a braking request for the vehicle is generated, and the driving force is determined based on the determination result. The torque control device for a vehicle driving force source according to claim 4, further comprising a function of controlling the torque of the power source. 7. The torque control means determines the behavior control request based on whether or not the time required from the cancellation of the braking request to the generation of the acceleration request exceeds a predetermined time. The control device for a torque of a vehicle driving force source according to claim 6, further comprising a function. 8. The torque control means according to claim 7, further comprising a function of increasing a braking force acting on the vehicle when the required time exceeds a predetermined time. Torque control device for a vehicle driving force source. 9. The torque of the driving force source controlled by the torque control means includes a reference torque set when a gradient of a place where the vehicle is located is a predetermined value or less, and a place where the vehicle is located. Includes a creep torque set when the gradient of exceeds a predetermined value, the torque control means, based on the determination result of the behavior control request, a function of zero the creep torque, The torque control device for a vehicle driving force source according to claim 1, further comprising: