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WO2010055550A1 - Dispositif de commande et procédé de commande de groupe motopropulseur - Google Patents

Dispositif de commande et procédé de commande de groupe motopropulseur Download PDF

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Publication number
WO2010055550A1
WO2010055550A1 PCT/JP2008/070477 JP2008070477W WO2010055550A1 WO 2010055550 A1 WO2010055550 A1 WO 2010055550A1 JP 2008070477 W JP2008070477 W JP 2008070477W WO 2010055550 A1 WO2010055550 A1 WO 2010055550A1
Authority
WO
WIPO (PCT)
Prior art keywords
target value
target
rotational speed
value
transmission
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2008/070477
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English (en)
Japanese (ja)
Inventor
清二 桑原
俊弥 大石
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP2010537619A priority Critical patent/JP5136653B2/ja
Priority to PCT/JP2008/070477 priority patent/WO2010055550A1/fr
Publication of WO2010055550A1 publication Critical patent/WO2010055550A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0676—Engine temperature
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/104—Output speed
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/26—Control of the engine output torque by applying a torque limit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • 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
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a power train control device and a control method, and more particularly to a technique for setting a target value of an output value of a drive source or an input value of a transmission and controlling the drive source using the set target value.
  • an engine in which an output torque value is determined by a throttle valve opening (hereinafter also referred to as a throttle opening).
  • the throttle opening operates so as to uniquely correspond to the position of an accelerator pedal (hereinafter also referred to as an accelerator opening).
  • an accelerator opening if the throttle opening and the accelerator opening always correspond uniquely, it is difficult to control the driving force of the vehicle regardless of the driver's intention, for example, when the behavior of the vehicle is disturbed. It is. Therefore, there is a vehicle in which an engine is provided with an electronic throttle valve that is operated by an actuator so that output torque and the like can be controlled without depending on the accelerator opening.
  • the target engine torque is set based on the behavior of the vehicle in addition to the accelerator opening, and the engine is controlled so that the actual engine torque becomes the set target engine torque. It is possible.
  • Japanese Patent Laid-Open No. 2006-297993 discloses a first target driving force calculation unit that calculates a first target driving force based on an operation amount of a driver's accelerator pedal, and a vehicle that maintains a constant vehicle speed, or a vehicle
  • a second target driving force calculating unit that calculates a second target driving force so as to maintain a predetermined relative distance or relative speed relationship with respect to the peripheral object
  • an intention determining unit that determines a driver's acceleration / deceleration intention
  • An arbitration unit that arbitrates the first target driving force and the second target driving force on the basis of the driving force while taking into consideration the driver's acceleration / deceleration intention determined by the intention determination unit, and the target driving force that is arbitrated by the arbitration unit
  • a driving force control device including a driving force control unit that controls the driving force generator based on the above is disclosed.
  • An object of the present invention is to provide a power train control device and a control method capable of improving control accuracy.
  • a power train control device is a power train control device provided with a drive source and a transmission coupled to the drive source.
  • the control device includes: a first setting unit that sets a target rotational speed that is one of an output rotational speed of the drive source and an input rotational speed of the transmission; and a target rotational speed that is different from the rotational speed of the drive source.
  • a second setting unit for setting a second target value; and a third setting for setting a third target value of any one of the output value of the drive source and the input value of the transmission different from the rotational speed The first target value and the second target value by switching between the state of selecting the first target value as the fourth target value and the state of selecting the second target value as the fourth target value.
  • the first target value is selected so that one of the target values is selected as the fourth target value.
  • the first mediation unit that mediates the second target value, and the third target value and the fourth target value according to the result of comparing the magnitudes of the third target value and the fourth target value.
  • a second arbitration unit that arbitrates the third target value and the fourth target value, and the drive source is controlled in accordance with the fifth target value so as to select one of them as the fifth target value A control unit.
  • the output rotational speed or speed change of the drive source A first target value converted from the target rotational speed of the input rotational speed of the machine is obtained. Any one of these first to third target values is finally selected as a fifth target value used for controlling the drive source.
  • the drive source is controlled based on the output rotational speed or the input rotational speed and driven.
  • the drive source can be controlled based on the output value or the input value. Therefore, the control accuracy of the drive source can be improved.
  • the first target value and the second target value are switched. Any one of the values is selected as a fourth target value to be compared with the third target value. Therefore, without considering the magnitude of the first target value, the magnitude of the second target value, etc., one of the first target value and the second target value is set to the fourth target value. Can be selected.
  • either one of the third target value and the fourth target value controls the drive source. It is selected as the fifth target value to be used. Therefore, even if the first target value converted from the target rotational speed is selected as the fourth target value, the third target value is considered in consideration of the third target value and the fourth target value. Can be selected as the fifth target value, the third target value can be selected as the fifth target value.
  • the drive source should be made to satisfy the demand for the output value of the drive source or the input value of the transmission.
  • the drive source can be controlled based on the output value or the target value of the input value. As a result, the control accuracy can be improved more suitably.
  • control device further includes a determination unit that determines whether the input shaft and the output shaft of the transmission are in a disconnected state or a connected state.
  • the first arbitration unit selects the first target value as the fourth target value when it is determined that the input shaft and the output shaft of the transmission are disconnected, and the input shaft of the transmission When it is determined that the output shaft and the output shaft are connected, the second target value is selected as the fourth target value.
  • the first target value converted from the target rotational speed is selected as the fourth target value.
  • control based on the rotational speed can be easily performed.
  • the second target value set without considering the target rotational speed is selected as the fourth target value.
  • the determination unit determines that the input shaft and the output shaft of the transmission are disconnected when either the neutral range or the parking range is selected as the transmission range of the transmission.
  • the drive range or the reverse range is selected as the transmission range of the machine, it is determined that the input shaft and the output shaft of the transmission are in a connected state.
  • the determination unit determines whether the input shaft and the output shaft of the transmission are disconnected or connected based on the input rotation speed and the output rotation speed of the transmission.
  • the second arbitration unit selects a larger one of the third target value and the fourth target value as the fifth target value, and the third target value and the fourth target value.
  • the state in which the smaller one is selected as the fifth target value is changed according to the operating state of the power train.
  • the larger or smaller one of the third target value and the fourth target value is selected as the fifth target value.
  • the control device corrects the first target value according to a difference between the target rotational speed and any one of the actual output rotational speed of the drive source and the actual input rotational speed of the transmission.
  • a correction unit that stops the correction of the first target value.
  • the difference between the target rotational speed and the actual rotational speed can be reduced by feedback control that corrects the first target value according to the rotational speed difference.
  • the first target value converted from the target rotational speed is selected as the fourth target value
  • the third target value is selected as the fifth target value instead of the fourth target value, that is, the target If a difference between the rotational speed and the actual rotational speed inevitably occurs, the correction of the first target value is stopped. Thereby, it can suppress correcting the 1st target value accidentally.
  • the control device corrects the first target value according to a difference between the target rotational speed and any one of the actual output rotational speed of the drive source and the actual input rotational speed of the transmission.
  • a correction unit is further provided that maintains the first target value.
  • the difference between the target rotational speed and the actual rotational speed can be reduced by feedback control that corrects the first target value according to the rotational speed difference.
  • the first target value converted from the target rotational speed is selected as the fourth target value
  • the third target value is selected as the fifth target value instead of the fourth target value, that is, the target
  • the correction amount of the first target value is maintained. Thereby, it can suppress correcting the 1st target value accidentally.
  • the control device corrects the first target value according to a difference between the target rotational speed and any one of the actual output rotational speed of the drive source and the actual input rotational speed of the transmission.
  • the correction unit further includes a correction unit that reduces the correction amount of the first target value.
  • the difference between the target rotational speed and the actual rotational speed can be reduced by feedback control that corrects the first target value according to the rotational speed difference.
  • the first target value converted from the target rotational speed is selected as the fourth target value
  • the third target value is selected as the fifth target value instead of the fourth target value, that is, the target
  • the correction amount of the first target value is reduced. Thereby, it can suppress correcting the 1st target value accidentally.
  • control device sets the first target value according to an integral value of a difference between the target rotational speed and any one of the actual output rotational speed of the drive source and the actual input rotational speed of the transmission.
  • a correction unit that clears the integral value when the first target value is selected as the fourth target value and the third target value is selected as the fifth target value.
  • the difference between the target rotational speed and the actual rotational speed can be reduced by feedback control that corrects the first target value according to the integral value of the rotational speed difference.
  • the first target value converted from the target rotational speed is selected as the fourth target value
  • the third target value is selected as the fifth target value instead of the fourth target value, that is, the target If a difference between the rotational speed and the actual rotational speed inevitably occurs, the integral value is cleared. Thereby, it can suppress correcting the 1st target value accidentally.
  • the control device sets the first target value according to an integral value of a difference between the target rotational speed and any one of the actual output rotational speed of the drive source and the actual input rotational speed of the transmission.
  • a correction unit is further provided that maintains the integral value.
  • the difference between the target rotational speed and the actual rotational speed can be reduced by feedback control that corrects the first target value according to the integral value of the rotational speed difference.
  • the first target value converted from the target rotational speed is selected as the fourth target value
  • the third target value is selected as the fifth target value instead of the fourth target value, that is, the target If a difference between the rotational speed and the actual rotational speed inevitably occurs, the integral value is maintained. Thereby, it can suppress correcting the 1st target value accidentally.
  • the control device sets the first target value according to an integral value of a difference between the target rotational speed and any one of the actual output rotational speed of the drive source and the actual input rotational speed of the transmission.
  • the drive source is controlled according to the fifth target value.
  • a correction unit that clears the integral value by the difference between the target output speed and one of the actual output speed of the drive source and the actual input speed of the transmission after the change. Further prepare.
  • the difference between the target rotational speed and the actual rotational speed can be reduced by feedback control that corrects the first target value according to the integral value of the rotational speed difference.
  • the first target value converted from the target rotational speed is selected as the fourth target value
  • the third target value is selected as the fifth target value instead of the fourth target value, that is, the target
  • the integral value is cleared by the difference between the actual rotational speed after the change and the target rotational speed.
  • an integral value corresponding to the difference between the actual rotational speeds before and after the change that is, an integral value corresponding to the amount of change in the rotational speed realized with respect to the target rotational speed is left, and the actual rotational speed after the change Only the integral value corresponding to the difference from the target rotational speed, that is, the integral value corresponding to the change amount of the rotational speed that has not been realized with respect to the target rotational speed can be cleared. Therefore, the correction amount of the first target value can be reduced. Thereby, it can suppress correcting the 1st target value accidentally.
  • the target rotational speed is the target rotational speed of the output rotational speed of the drive source.
  • the first to fifth target values are target values for the output torque of the drive source.
  • the drive source can be accurately controlled to a desired operation state using the target rotation speed of the drive source and the target value of the output torque.
  • the control accuracy of the drive source can be improved.
  • This vehicle is an FR (Front engine Rear drive) vehicle.
  • FR Front engine Rear drive
  • a vehicle other than FR may be used.
  • the vehicle includes an engine 1000, an automatic transmission 2000, a torque converter 2100, a planetary gear unit 3000 that forms part of the automatic transmission 2000, a hydraulic circuit 4000 that forms part of the automatic transmission 2000, a propeller shaft 5000, A differential gear 6000, a rear wheel 7000, and an ECU (Electronic Control Unit) 8000 are included.
  • an engine 1000 an automatic transmission 2000, a torque converter 2100, a planetary gear unit 3000 that forms part of the automatic transmission 2000, a hydraulic circuit 4000 that forms part of the automatic transmission 2000, a propeller shaft 5000, A differential gear 6000, a rear wheel 7000, and an ECU (Electronic Control Unit) 8000 are included.
  • Engine 1000 is an internal combustion engine that burns a mixture of fuel and air injected from an injector (not shown) in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated. Engine 1000 drives auxiliary equipment 1004 such as an alternator and an air conditioner.
  • the output torque (engine torque TE) of engine 1000 changes according to the operation amount of electronic throttle valve 8016, that is, the throttle opening degree.
  • a motor may be used as a power source instead of or in addition to engine 1000.
  • a diesel engine may be used. In the diesel engine, the output torque changes according to the valve opening time (operation amount) of the injector, that is, the fuel injection amount.
  • Automatic transmission 2000 is connected to engine 1000 via torque converter 2100.
  • Automatic transmission 2000 changes the rotational speed of the crankshaft to a desired rotational speed by forming a desired gear stage.
  • a CVT Continuous Variable Transmission
  • a constant-meshing-type gearwheel speed-changed by a hydraulic actuator or an electric motor may be mounted.
  • the torque output from the automatic transmission 2000 is transmitted to the left and right rear wheels 7000 via the propeller shaft 5000 and the differential gear 6000.
  • the ECU 8000 includes a position switch 8006 of a shift lever 8004, an accelerator opening sensor 8010 of an accelerator pedal 8008, an air flow meter 8012, a throttle opening sensor 8018 of an electronic throttle valve 8016, an engine speed sensor 8020, and an input rotation.
  • Number sensor 8022, output rotation speed sensor 8024, oil temperature sensor 8026, and water temperature sensor 8028 are connected via a harness or the like.
  • the position (shift position) of the shift lever 8004 is detected by the position switch 8006, and a signal indicating the detection result is transmitted to the ECU 8000.
  • the gear stage of the automatic transmission 2000 is automatically formed. Further, a manual shift mode in which the driver can select an arbitrary gear stage may be selected according to the driver's operation.
  • Accelerator opening sensor 8010 detects the opening of accelerator pedal 8008 and transmits a signal representing the detection result to ECU 8000.
  • Air flow meter 8012 detects the amount of air taken into engine 1000 and transmits a signal representing the detection result to ECU 8000.
  • the throttle opening sensor 8018 detects the opening of the electronic throttle valve 8016 whose opening is adjusted by the actuator, and transmits a signal representing the detection result to the ECU 8000.
  • Electronic throttle valve 8016 adjusts the amount of air taken into engine 1000.
  • the engine 1000 is inhaled by a variable valve lift system that changes the lift amount and opening / closing phase of an intake valve (not shown) and an exhaust valve (not shown). The amount of air may be adjusted.
  • Engine speed sensor 8020 detects the speed of the output shaft (crankshaft) of engine 1000 (hereinafter also referred to as engine speed NE), and transmits a signal representing the detection result to ECU 8000.
  • Input rotation speed sensor 8022 detects input rotation speed NI of automatic transmission 2000 (turbine rotation speed NT of torque converter 2100), and transmits a signal representing the detection result to ECU 8000.
  • Output rotation speed sensor 8024 detects output rotation speed NO of automatic transmission 2000, and transmits a signal representing the detection result to ECU 8000.
  • the oil temperature sensor 8026 detects the temperature (oil temperature) of oil (ATF: Automatic Transmission Fluid) used for the operation and lubrication of the automatic transmission 2000, and transmits a signal representing the detection result to the ECU 8000.
  • ATF Automatic Transmission Fluid
  • the water temperature sensor 8028 detects the temperature (water temperature) of the cooling water of the engine 1000 and transmits a signal indicating the detection result to the ECU 8000.
  • the ECU 8000 includes a position switch 8006, an accelerator opening sensor 8010, an air flow meter 8012, a throttle opening sensor 8018, an engine speed sensor 8020, an input speed sensor 8022, an output speed sensor 8024, an oil temperature sensor 8026, a water temperature sensor 8028, and the like.
  • a map stored in a ROM (Read Only Memory) 8002 and a program the devices are controlled so that the vehicle is in a desired running state.
  • the program executed by the ECU 8000 may be recorded on a recording medium such as a CD (Compact Disc) or a DVD (Digital Versatile Disc) and distributed to the market. Further, ECU 8000 may be divided into a plurality of ECUs.
  • ECU 8000 indicates that the forward 1st to 8th gears are selected when D (drive) range is selected as the shift range of automatic transmission 2000 because shift lever 8004 is in the D (drive) position.
  • Automatic transmission 2000 is controlled so that one of these gears is formed.
  • a gear stage is formed by engaging friction engagement elements (clutch and brake), which will be described later, in a predetermined combination so as to connect the input shaft and the output shaft of automatic transmission 2000.
  • torque can be transmitted to the rear wheel 7000. In the D range, it may be possible to form a higher gear than the eighth gear.
  • the gear stage to be formed is determined based on a shift diagram created in advance by experiments or the like using the vehicle speed and the accelerator opening as parameters.
  • the friction engagement element is released when the N (neutral) range or the P (parking) range is selected as the shift range of the automatic transmission 2000. Then, the automatic transmission 2000 enters a neutral state. In the neutral state, the input shaft and output shaft of automatic transmission 2000 are disconnected.
  • Planetary gear unit 3000 will be described with reference to FIG. Planetary gear unit 3000 is connected to a torque converter 2100 having an input shaft 2102 coupled to the crankshaft.
  • the planetary gear unit 3000 includes a front planetary 3100, a rear planetary 3200, a C1 clutch 3301, a C2 clutch 3302, a C3 clutch 3303, a C4 clutch 3304, a B1 brake 3311, a B2 brake 3312, and a one-way clutch (F). 3320.
  • the front planetary 3100 is a double pinion type planetary gear mechanism.
  • Front planetary 3100 includes a first sun gear (S1) 3102, a pair of first pinion gears (P1) 3104, a carrier (CA) 3106, and a ring gear (R) 3108.
  • the first pinion gear (P1) 3104 meshes with the first sun gear (S1) 3102 and the first ring gear (R) 3108.
  • the first carrier (CA) 3106 supports the first pinion gear (P1) 3104 so that it can revolve and rotate.
  • the first sun gear (S1) 3102 is fixed to the gear case 3400 so as not to rotate.
  • First carrier (CA) 3106 is coupled to input shaft 3002 of planetary gear unit 3000.
  • the rear planetary 3200 is a Ravigneaux type planetary gear mechanism.
  • the rear planetary 3200 includes a second sun gear (S2) 3202, a second pinion gear (P2) 3204, a rear carrier (RCA) 3206, a rear ring gear (RR) 3208, a third sun gear (S3) 3210, a third Pinion gear (P3) 3212.
  • the second pinion gear (P2) 3204 meshes with the second sun gear (S2) 3202, the rear ring gear (RR) 3208, and the third pinion gear (P3) 3212.
  • Third pinion gear (P3) 3212 meshes with third sun gear (S3) 3210 in addition to second pinion gear (P2) 3204.
  • the rear carrier (RCA) 3206 supports the second pinion gear (P2) 3204 and the third pinion gear (P3) 3212 so that they can revolve and rotate.
  • Rear carrier (RCA) 3206 is coupled to one-way clutch (F) 3320.
  • the rear carrier (RCA) 3206 becomes non-rotatable when driving the first gear (when traveling using the driving force output from the engine 1000).
  • Rear ring gear (RR) 3208 is coupled to output shaft 3004 of planetary gear unit 3000.
  • the one-way clutch (F) 3320 is provided in parallel with the B2 brake 3312. That is, the outer race of the one-way clutch (F) 3320 is fixed to the gear case 3400, and the inner race is connected to the rear carrier (RCA) 3206.
  • FIG. 3 shows an operation table showing the relationship between each gear position and the operation state of each clutch and each brake. By operating the brakes and the clutches in the combinations shown in this operation table, forward 1st to 8th gears and reverse 1st and 2nd gears are formed.
  • the main part of the hydraulic circuit 4000 will be described with reference to FIG.
  • the hydraulic circuit 4000 is not limited to the one described below.
  • the hydraulic circuit 4000 includes an oil pump 4004, a primary regulator valve 4006, a manual valve 4100, a solenoid modulator valve 4200, an SL1 linear solenoid (hereinafter referred to as SL (1)) 4210, and an SL2 linear solenoid (hereinafter referred to as “the solenoid valve”).
  • SL2 (described as SL (4)) 4220, SL3 linear solenoid (hereinafter referred to as SL (3)) 4230, SL4 linear solenoid (hereinafter referred to as SL (4)) 4240, and SL5 linear solenoid (hereinafter referred to as SL (3)).
  • SL (5)) 4250 SLT linear solenoid (hereinafter referred to as SLT) 4300, and B2 control valve 4500.
  • Oil pump 4004 is connected to the crankshaft of engine 1000. As the crankshaft rotates, the oil pump 4004 is driven to generate hydraulic pressure. The hydraulic pressure generated by the oil pump 4004 is regulated by the primary regulator valve 4006 to generate a line pressure.
  • Primary regulator valve 4006 operates using the throttle pressure regulated by SLT 4300 as a pilot pressure.
  • the line pressure is supplied to the manual valve 4100 via the line pressure oil passage 4010.
  • Manual valve 4100 includes a drain port 4105. From the drain port 4105, the oil pressure in the D range pressure oil passage 4102 and the R range pressure oil passage 4104 is discharged. When the spool of the manual valve 4100 is in the D position, the line pressure oil passage 4010 and the D range pressure oil passage 4102 are communicated, and hydraulic pressure is supplied to the D range pressure oil passage 4102. At this time, the R range pressure oil passage 4104 and the drain port 4105 are communicated, and the R range pressure of the R range pressure oil passage 4104 is discharged from the drain port 4105.
  • both the D range pressure oil passage 4102 and the R range pressure oil passage 4104 are connected to the drain port 4105, and the D range pressure oil passage 4102 is in the D range.
  • the pressure and the R range pressure of the R range pressure oil passage 4104 are discharged from the drain port 4105.
  • the hydraulic pressure supplied to the D range pressure oil passage 4102 is finally supplied to the C1 clutch 3301, the C2 clutch 3302, and the C3 clutch 3303.
  • the hydraulic pressure supplied to the R range pressure oil passage 4104 is finally supplied to the B2 brake 3312.
  • Solenoid modulator valve 4200 adjusts the hydraulic pressure (solenoid modulator pressure) supplied to SLT 4300 to a constant pressure using the line pressure as the original pressure.
  • SL (1) 4210 regulates the hydraulic pressure supplied to the C1 clutch 3301.
  • SL (2) 4220 regulates the hydraulic pressure supplied to C2 clutch 3302.
  • SL (3) 4230 regulates the hydraulic pressure supplied to the C3 clutch 3303.
  • SL (4) 4240 regulates the hydraulic pressure supplied to C4 clutch 3304.
  • SL (5) 4250 regulates the hydraulic pressure supplied to the B1 brake 3311.
  • the SLT 4300 adjusts the solenoid modulator pressure in accordance with a control signal from the ECU 8000 based on the accelerator opening detected by the accelerator opening sensor 8010 to generate a throttle pressure.
  • the throttle pressure is supplied to the primary regulator valve 4006 via the SLT oil passage 4302.
  • the throttle pressure is used as a pilot pressure for the primary regulator valve 4006.
  • SL (1) 4210, SL (2) 4220, SL (3) 4230, SL (4) 4240, SL (5) 4250, and SLT 4300 are controlled by a control signal transmitted from ECU 8000.
  • the B2 control valve 4500 selectively supplies hydraulic pressure from one of the D range pressure oil passage 4102 and the R range pressure oil passage 4104 to the B2 brake 3312.
  • a D range pressure oil passage 4102 and an R range pressure oil passage 4104 are connected to the B2 control valve 4500.
  • the B2 control valve 4500 is controlled by the hydraulic pressure supplied from the SLU solenoid valve (not shown) and the biasing force of the spring.
  • the B2 control valve 4500 When the SLU solenoid valve is on, the B2 control valve 4500 is in the state on the left side in FIG. In this case, the B2 brake 3312 is supplied with the hydraulic pressure adjusted from the D range pressure using the hydraulic pressure supplied from the SLU solenoid valve as a pilot pressure.
  • the B2 control valve 4500 When the SLU solenoid valve is off, the B2 control valve 4500 is in the state on the right side in FIG. In this case, the R range pressure is supplied to the B2 brake 3312.
  • the ECU 8000 will be further described with reference to FIG.
  • “F” indicates the driving force
  • “TE” indicates the engine torque
  • “N” indicates the rotational speed.
  • the unit of “driving force” is, for example, “N (Newton)”.
  • the unit of torque is, for example, “N ⁇ m (Newton meter)”. It should be noted that each function of ECU 8000 described below may be realized by hardware or may be realized by software.
  • the ECU 8000 includes a power train driver model (PDRM) 9000, a drivers support system (DSS) 9010, a VDIM (Vehicle Dynamics Integrated Management) system 9020, and A dashpot torque control system 9030, an ECT (Electronic Controlled Transmission) system 9040, a power train manager (PTM) 9100, and an engine control system 9200 are mounted.
  • PDRM power train driver model
  • DSS drivers support system
  • VDIM Vehicle Dynamics Integrated Management
  • a dashpot torque control system 9030 an ECT (Electronic Controlled Transmission) system 9040
  • PTM power train manager
  • the ECU 8000 is divided into a plurality of ECUs, the power train driver model 9000, the ECT system 9040, and the power train manager 9100 are used as the ECT-ECU, the engine control system 9200 is used as the engine ECU, the driver support system 9010, and the VDIM.
  • the system 9020 and the dashpot torque control system 9030 may be mounted on dedicated ECUs, respectively.
  • the power train driver model 9000 is a model (function) used for setting the target driving force and the target engine speed NET of the vehicle based on the operation of the driver.
  • the target driving force is set from the accelerator opening according to a map determined in advance based on the results of experiments and simulations. Further, the target engine speed NET is set from the accelerator opening.
  • the target engine speed NET is set in accordance with the accelerator opening, so that the engine speed NEL to be finally reached is set. Is obtained by processing in consideration of the delay due to inertia.
  • a model expressed by a second-order lag function may be used.
  • a target engine speed NET that gradually changes in accordance with the accelerator opening is obtained from the engine speed NE at the start of control.
  • the driver's support system 9010 automatically sets the target driving force of the vehicle according to the behavior of the vehicle by a cruise control system, a parking assist system, a pre-crash safety system, and the like.
  • Cruise control system is a system that maintains the vehicle speed set by the driver.
  • the parking assist system is a system that performs full or partial automatic parking at a position set by the driver. For example, steering operation and vehicle speed control for parking at a position set by the driver are automatically performed.
  • the pre-crash safety system is a system that prevents a vehicle from colliding. For example, when the vehicle approaches a vehicle traveling ahead, the vehicle speed is controlled to decelerate.
  • Driver's support system 9010 automatically sets a target driving force necessary for performing these controls based on a map or the like created in advance by the designer.
  • the VDIM system 9020 is a system that integrates VSC (Vehicle Stability Control), TRC (TRaction Control), ABS (Anti lock Brake System), EPS (Electric Power Steering), etc., depending on the amount of operation of the accelerator, steering, and brake
  • VSC Vehicle Stability Control
  • TRC Transmission Control
  • ABS Anti lock Brake System
  • EPS Electro Power Steering
  • the difference between the driving image of the driver and the vehicle behavior based on various sensor information is calculated, and the driving force of the vehicle, the brake hydraulic pressure, etc. are controlled so as to reduce the difference.
  • VSC is a control that ensures the stability of the vehicle by automatically setting the brake hydraulic pressure of each wheel and the target driving force of the vehicle when the sensor detects a state where the front and rear wheels are likely to skid.
  • the TRC automatically sets the brake hydraulic pressure of each wheel, the target driving force of the vehicle, etc., when the sensor detects idling of the driving wheel when starting and accelerating on a slippery road surface to ensure the optimum driving force. Control.
  • ABS is a control system that automatically sets the optimum value of brake oil pressure and prevents wheel lock.
  • EPS is a control system that assists steering of a steering wheel by the force of an electric motor.
  • the dashpot torque control system 9030 is a system that sets, as a target engine torque, a dashpot torque that gently reverses the sign of the engine torque when the vehicle shifts from a driving state to a non-driving state.
  • the ECT system 9040 performs shift control of the automatic transmission 2000 and sets the target engine torque and the target engine speed NET of the engine 1000 required for controlling the state of the automatic transmission 2000.
  • the ECT system 9040 sets a target engine torque suitable for the control of the automatic transmission 2000.
  • the target engine torque set by the ECT system 9040 is set so that, for example, torque down or torque up for reducing shift shock can be realized.
  • the ECT system 9040 sets a target engine torque that is suitable for improving the durability of the automatic transmission 2000, for example, when the transmission range of the automatic transmission 2000 is changed from the drive range to the neutral range.
  • the target engine torque is set so that the engine torque TE gradually decreases at a predetermined rate of change or stands by at a predetermined value.
  • the ECT system 9040 sets a suitable target engine speed NET in a state where the input shaft and the output shaft of the automatic transmission 2000 are disconnected, that is, in a neutral state.
  • the target engine speed NET is set so as to keep the engine speed at or above the idle speed.
  • the ECT system 9040 has a target engine torque that is suitable for improving the durability of the automatic transmission 2000, for example, when the transmission range of the automatic transmission 2000 is changed from the drive range to the neutral range.
  • a target engine speed NET that is suitable when the automatic transmission 2000 is in the neutral state is set.
  • control region based on the target engine torque (the vehicle being controlled or the operating state of the power train) partially overlaps the control region based on the target engine speed NET.
  • control regions overlap that is, when the transmission range of the automatic transmission 2000 is changed from the drive range to the neutral range, it may be required to reliably suppress or maintain the engine torque.
  • Control based on the target engine torque set by the ECT system 9040 may be preferable to control based on the target engine speed NET.
  • the target engine speed NET is reflected as described later.
  • the target engine torque finally used for control of the engine 1000 is determined according to the result of comparing the magnitudes of the target engine torque determined and the target engine torque determined without reflecting the target engine speed NET. It is done.
  • the power train manager 9100 is based on the target driving force, the target engine torque, and the target engine speed NET input from the power train driver model 9000, the drivers support system 9010, the VDIM system 9020, the dashpot torque control system 9030, and the ECT system 9040. Finally, a target engine torque used for controlling the engine 1000 is determined. The target engine torque is input to the engine control system 9200.
  • the power train manager 9100 will be described in detail later.
  • the engine control system 9200 outputs the output torque (engine torque) of the engine 1000 such as an electronic throttle valve 8016, ignition timing, EGR (Exhaust Gas Recirculation) valve so as to realize the target engine torque input from the power train manager 9100.
  • engine torque engine torque
  • EGR exhaust Gas Recirculation
  • the power train manager 9100 will be further described with reference to FIG.
  • the power train manager 9100 sets the target engine torque of the engine 1000 based on the driver's operation, the vehicle behavior, the request from the ECT system 9040, and the like.
  • the switching arbitration unit 9111 includes a first target engine torque set in consideration of the target engine speed NET and a second target engine torque set in consideration of the target driving force of the vehicle.
  • the first target engine torque and the second target engine torque are adjusted so that any one of them is selected as the fourth target engine torque.
  • the maximum / minimum arbitration unit 9112 includes a target engine torque set by the ECT system 9040 (hereinafter, the target engine torque set by the ECT system 9040 is also referred to as a third target engine torque), and a switching arbitration unit 9111
  • the third target engine torque and the fourth target engine torque are adjusted so as to select any one of the selected fourth target engine torques as the fifth target engine torque.
  • the fifth target engine torque is used as the final target engine torque output to the engine control system 9200. That is, the engine control system 9200 controls the engine 1000 so as to realize the fifth target engine torque input from the power train manager 9100.
  • the switching arbitration unit 9111 selects the first target engine torque set in consideration of the target engine speed NET as the fourth target engine torque, and the second target set in consideration of the target driving force of the vehicle. By switching the state of selecting the engine torque as the fourth target engine torque, the first target engine torque is selected so as to select either the first target engine torque or the second target engine torque as the fourth target engine torque.
  • the target engine torque and the second target engine torque are arbitrated.
  • the switching arbitration unit 9111 is set in consideration of the target engine speed NET.
  • One target engine torque is selected as the fourth target engine torque.
  • the switching arbitration unit 9111 is set in consideration of the target driving force of the vehicle.
  • the engine torque is selected as the fourth target engine torque.
  • the determination unit 9114 determines that the input shaft and the output shaft of the automatic transmission 2000 are in a state of being disconnected when, for example, either the neutral range or the parking range is selected as the shift range of the automatic transmission 2000.
  • the determination unit 9114 determines that the input shaft and the output shaft of the automatic transmission 2000 are connected when either the drive range or the reverse range is selected as the shift range of the automatic transmission 2000.
  • the determination unit 9114 determines whether the input shaft and the output shaft of the automatic transmission 2000 are blocked or connected based on the input rotational speed NI and the output rotational speed NO of the automatic transmission 2000. judge.
  • the input rotational speed NI is different from the product of the output rotational speed NO and the current gear ratio of the automatic transmission 2000, it is determined that the input shaft and the output shaft of the automatic transmission 2000 are disconnected.
  • the input rotational speed NI is equal to the product of the output rotational speed NO and the current gear ratio of the automatic transmission 2000, it is determined that the input shaft and the output shaft of the automatic transmission 2000 are connected.
  • the method for determining whether the input shaft and the output shaft of the automatic transmission 2000 are disconnected or connected is not limited thereto.
  • the maximum / minimum arbitration unit 9112 compares the third target engine torque set by the ECT system 9040 and the fourth target engine torque selected by the switching arbitration unit 9111 according to the result of comparison.
  • the third target engine torque and the fourth target engine torque are arbitrated so that one of the fourth target engine torque and the fourth target engine torque is selected as the fifth target engine torque.
  • the maximum / minimum arbitration unit 9112 selects a larger one of the third target engine torque and the fourth target engine torque as the fifth target engine torque, and selects a smaller one as the fifth target engine torque. Is changed according to the operating state of the power train.
  • the power train manager 9100 uses the target engine speed NET set by the power train driver model 9000 and the ECT system 9040 in the speed adjuster 9120.
  • the target engine speed NET set by is adjusted. Which target engine torque is selected is determined in accordance with the driving state of the vehicle.
  • the target engine speed NET adjusted by the rotation speed adjusting unit 9120 is input to the conversion controller 9130.
  • the conversion controller 9130 converts the target engine speed NET into the first target engine torque.
  • conversion controller 9130 sets a second target engine torque that is suitable when the input shaft and output shaft of automatic transmission 2000 are disconnected, that is, in a neutral state. This is because the function of the conversion controller 9130 controls the engine 1000 based on the target engine speed NET, particularly in the neutral state of the automatic transmission 2000.
  • Conversion controller 9130 converts target engine speed NET into target engine torque.
  • Conversion controller 9130 includes a feedforward control unit 9132 and a feedback control unit 9134.
  • the feedforward control unit 9132 adds the engine torque required for the engine speed NE to change to the target engine speed NET to the engine torque required to maintain the engine speed NE, thereby obtaining the target engine speed NET. To the first target engine torque.
  • the sum of the engine torque lost due to the frictional resistance of engine 1000 itself and the load of oil pump 4004 and the engine torque required to maintain the rotational speed of the input shaft of torque converter 2100 is the engine rotation speed.
  • the engine torque required to maintain the engine speed NE is not limited to this.
  • the engine torque lost due to the frictional resistance of the engine 1000 itself and the load of the oil pump 4004 is calculated, for example, according to a map created in advance through experiments or the like, having the engine speed NE as a parameter.
  • the engine torque required to maintain the rotational speed of the input shaft of the torque converter 2100 is, for example, a torque capacity ⁇ (the rotational speed of the input shaft) determined by the speed ratio e of the torque converter 2100 (turbine rotational speed NT / engine rotational speed NE).
  • the engine torque required for maintenance / the engine speed NE 2 ) and the engine speed NE are calculated.
  • the engine torque required for the engine speed NE to change to the target engine speed NET is calculated using the inertia and the rate of change (angular acceleration) of the target engine speed NET.
  • the product of the inertia and the change rate of the target engine speed NET is calculated as the engine torque required for the change of the engine speed NE.
  • the inertia from the engine 1000 to the input shaft of the automatic transmission 2000 is used as the inertia. More specifically, in the engine 1000, the drive plate, the torque converter 2100, and the automatic transmission 2000, the inertia of a member located on the engine 1000 side of the forward clutch (particularly the C1 clutch 3301) on the torque transmission path. That is, inertia is used when automatic transmission 2000 is in a neutral state (a state where the input shaft and the output shaft are disconnected). The inertia is previously stored as data.
  • the feedback control unit 9134 performs feedback control using the target engine speed NET and the actual engine speed NE to correct the first target engine torque. More specifically, PID (Proportion Integration Differential) control is executed for the difference between the target engine speed NET and the actual engine speed NE, and the target engine speed NET and the actual engine speed NE are set. The engine torque correction amount is calculated so that the difference is reduced. The calculated correction amount is limited to be not less than a predetermined lower limit value and not more than a predetermined upper limit value. Note that the initial value of the torque correction amount when the feedback control is started is, for example, zero.
  • PID Proportion Integration Differential
  • the switching arbitration unit 9111 the first target engine torque converted from the target engine speed NET is selected as the fourth target engine torque, and in the maximum / minimum arbitration unit 9112, not the fourth target engine torque,
  • the third target engine torque set by the ECT system 9040 is selected as the fifth target engine torque
  • the correction of the first target engine torque by the feedback control is stopped. That is, the correction amount of the first target engine torque by feedback control is made zero. This is because the difference between the target engine speed NET and the actual engine speed NE is inevitably large, which is not an appropriate state for executing the feedback control.
  • By stopping the correction of the first target engine torque by the feedback control it is possible to suppress erroneous correction of the first target engine torque.
  • the correction amount of the first target engine torque by the feedback control may be maintained. That is, while the first target engine torque is selected as the fourth target engine torque and the third target engine torque is selected as the fifth target engine torque, the change in the correction amount of the first target engine torque by feedback control is changed. The amount may be zero.
  • the correction amount of the first target engine torque by the feedback control may be reduced.
  • the integral value obtained by the integral control that is, the integral value of the difference between the target engine speed NET and the actual engine speed NE may be cleared. Further, instead of clearing the integral value, the integral value may be maintained. That is, while the first target engine torque is selected as the fourth target engine torque and the third target engine torque is selected as the fifth target engine torque, the target engine speed NET and the actual engine speed NE are It is also possible to stop the integration of the difference between the values so that the amount of change in the integrated value becomes zero.
  • the engine 1000 is controlled to realize the fifth target engine torque.
  • the integral value may be cleared by the difference between the actual engine speed NE and the target engine speed NET after being set. Thereby, an integral value corresponding to the difference between the actual engine speed NE before and after the change is left, and only the integral value corresponding to the difference between the actual engine speed NE after the change and the target engine speed NET is cleared. Can do. That is, an integral value corresponding to the change amount of the engine speed NE realized with respect to the target engine speed NET is left, and the change amount of the engine speed NE not realized with respect to the target engine speed NET is left. Only the integral value to be cleared is cleared. In other words, the integral value of the portion reflected as the integral term in the feedback control for the engine 1000 is left, and the integral value of the portion not reflected is cleared.
  • the power train manager 9100 is set by the power train driver model 9000, the driver support system 9010, the VDIM system 9020, etc., in order to set the second target engine torque considering the target driving force of the vehicle.
  • the target driving force is adjusted by the driving force adjusting unit 9140.
  • the driving force arbitration unit 9140 selects the smallest target driving force or the largest target driving force.
  • the target driving force arbitrated by the driving force arbitration unit 9140 is obtained by using, for example, the radius of the rear wheel 7000, the gear ratio of the differential gear 6000, the current gear ratio of the automatic transmission 2000, the torque ratio of the torque converter 2100, and the like. Converted to engine torque. Note that a known general technique may be used as a method for converting driving force into torque, and therefore, detailed description thereof will not be repeated here.
  • One of the target engine torque converted from the target driving force and the target engine torque set by the dashpot torque control system 9030 is selected as the second target engine torque by the torque adjuster 9142. Which engine torque is selected as the second target engine torque is determined in accordance with the driving state of the vehicle, the shift state of the automatic transmission 2000, and the like.
  • the first target engine torque converted from the target engine speed, the second target engine torque set from the target driving force of the vehicle, and the control of the automatic transmission Any one of the third target engine torques determined so as to be suitable is finally selected as the fifth target engine torque used to control the engine.
  • the engine when it is preferable to control the engine so as to satisfy the demand for the engine speed, the engine is controlled based on the engine speed so as to satisfy the demand for the engine output torque, that is, the demand for the driving force of the vehicle. If it is preferable to control the engine, the engine can be controlled based on the output torque.
  • the first target engine torque and the second target engine are switched by switching between a state in which the first target engine torque is selected as the fourth target engine torque and a state in which the second target engine torque is selected as the fourth target engine torque.
  • One of the torques is selected as a fourth target engine torque that is compared to the third target engine torque. Therefore, without considering the magnitude of the first target engine torque, the magnitude of the second target engine torque, etc., one of the first target engine torque and the second target engine torque is set to the fourth target engine torque. Can be selected. Thereby, interference with the control based on the target engine speed and the control based on the target driving force of the vehicle can be avoided.
  • one of the third target engine torque and the fourth target engine torque is used to control the engine according to the result of comparing the magnitudes of the third target engine torque and the fourth target engine torque. Is selected as the fifth target engine torque. Therefore, even if the first target engine torque converted from the target engine speed is selected as the fourth target engine torque, the third target engine torque and the fourth target engine torque are considered in consideration of the third target engine torque and the fourth target engine torque. If it is preferable to select the torque as the fifth target engine torque, the third target engine torque can be selected as the fifth target engine torque.
  • the output torque The driving source can be controlled based on the above. As a result, the control accuracy can be improved.
  • target turbine speed and the target turbine torque may be set instead of the target engine speed and the target engine torque. That is, the target input rotational speed and target input torque of automatic transmission 2000 may be set. In this case, in feedback control or the like, the actual input rotational speed NI of the automatic transmission 2000 may be used instead of the actual engine rotational speed NE.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Transmission Device (AREA)

Abstract

Cette invention porte sur une section d'arbitration de commutation (9111) d'un gestionnaire de groupe motopropulseur (9100) qui arbitre entre un premier couple moteur cible défini en considération d'une vitesse de rotation cible du moteur (NET) et un deuxième couple moteur cible défini en considération d'une force d'entraînement cible d'un véhicule de façon à ce que soit le premier couple moteur cible, soit le deuxième couple moteur cible soit sélectionné comme quatrième couple moteur cible.  Une section d'arbitration maximum/minimum (9112) arbitre entre un troisième couple moteur défini par un système ECT (9040) et le quatrième couple moteur sélectionné par la section d'arbitration de commutation (9111) de façon à ce que soit le troisième couple moteur cible, soit le quatrième couple moteur cible soit sélectionné comme cinquième couple moteur.  Un système de commande de moteur (9200) commande un moteur de façon à ce que le cinquième couple moteur introduit par le gestionnaire du groupe motopropulseur (9100) soit réalisé.
PCT/JP2008/070477 2008-11-11 2008-11-11 Dispositif de commande et procédé de commande de groupe motopropulseur Ceased WO2010055550A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2010537619A JP5136653B2 (ja) 2008-11-11 2008-11-11 パワートレーンの制御装置および制御方法
PCT/JP2008/070477 WO2010055550A1 (fr) 2008-11-11 2008-11-11 Dispositif de commande et procédé de commande de groupe motopropulseur

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2008/070477 WO2010055550A1 (fr) 2008-11-11 2008-11-11 Dispositif de commande et procédé de commande de groupe motopropulseur

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WO2010055550A1 true WO2010055550A1 (fr) 2010-05-20

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PCT/JP2008/070477 Ceased WO2010055550A1 (fr) 2008-11-11 2008-11-11 Dispositif de commande et procédé de commande de groupe motopropulseur

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04311641A (ja) * 1991-04-09 1992-11-04 Mazda Motor Corp エンジンのアイドル回転数制御装置
JP2001270347A (ja) * 2000-03-28 2001-10-02 Isuzu Motors Ltd 車両の自動変速装置
JP2002201974A (ja) * 2000-12-28 2002-07-19 Honda Motor Co Ltd 船舶用内燃機関のアイドル回転数制御装置
JP2002527297A (ja) * 1998-10-21 2002-08-27 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング トランスミッション切換行程中に車両のドライブトレインを調整制御する装置及び方法

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3652692B2 (ja) * 2003-07-04 2005-05-25 本田技研工業株式会社 ハイブリッド車両の制御装置
JP2006299843A (ja) * 2005-04-18 2006-11-02 Mazda Motor Corp 車両のパワートレーン制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04311641A (ja) * 1991-04-09 1992-11-04 Mazda Motor Corp エンジンのアイドル回転数制御装置
JP2002527297A (ja) * 1998-10-21 2002-08-27 ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング トランスミッション切換行程中に車両のドライブトレインを調整制御する装置及び方法
JP2001270347A (ja) * 2000-03-28 2001-10-02 Isuzu Motors Ltd 車両の自動変速装置
JP2002201974A (ja) * 2000-12-28 2002-07-19 Honda Motor Co Ltd 船舶用内燃機関のアイドル回転数制御装置

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