JP6190759B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device, and more specifically, to a device that controls a driving force when starting a vehicle via a torque converter in a vehicle including a torque converter.

  2. Description of the Related Art Conventionally, in a vehicle including a torque converter, an apparatus that controls a driving force when starting the vehicle via the torque converter is known. For example, in the technique described in Patent Document 1, by limiting the engine speed in the torque amplification region in the torque converter, an excessive increase in driving torque in the converter region and a sudden acceleration feeling resulting therefrom are prevented. I am doing so.

Japanese Patent No. 3546302

  By the way, the magnitude and responsiveness of the engine torque input to the torque converter are affected not only by the engine speed but also by the intake air temperature. For this reason, when the engine torque response decreases, such as when the intake air temperature is high, if the engine speed is limited as in the technique described in Patent Document 1, the maximum driving force at the start of the vehicle is unnecessarily reduced. There is a problem of doing it.

  Accordingly, an object of the present invention is to solve the above-mentioned problems, and in a vehicle control device equipped with a torque converter, determine the responsiveness of the engine torque when starting the vehicle, and appropriately control the torque converter according to the determination result. Accordingly, an object of the present invention is to provide a vehicle control device that can improve the maximum driving force of the vehicle.

In order to solve the above-described problem, according to a first aspect of the present invention, the engine includes an internal combustion engine, a transmission that changes the output of the internal combustion engine, and a torque converter that is interposed between the internal combustion engine and the transmission. In the control apparatus for a vehicle, a start instruction determination means for determining whether or not a predetermined start instruction requiring a driving force equal to or greater than a predetermined value has been issued by the driver of the vehicle, and an output response of the internal combustion engine are determined. an output response judging means, and a pressure control means for controlling the inner pressure of the torque converter, the internal pressure control means, wherein it is determined by the start instruction determination means and the predetermined start instruction has been Rutotomoni, the output response When it is determined that the output responsiveness is low by the sex determination means, it is determined that the predetermined start instruction has been issued while the internal pressure of the torque converter is reduced, and the output If it is determined to be high the output response by answer determination means, and configured as to increase the internal pressure of the torque converter.

According to claim 1, in a vehicle control device including an internal combustion engine, a transmission, and a torque converter, whether or not a predetermined start instruction that requires a driving force greater than a predetermined value is issued by a driver. determined, the determining the output response of the internal combustion engine, Rutotomoni is determined that the predetermined start instruction has been, if the output response is determined to be lower, while reducing the inner pressure of the torque converter, a predetermined start instruction When it is determined that the output response is high, the internal pressure of the torque converter is increased so that the internal pressure of the torque converter can be controlled according to the response of the internal combustion engine. Therefore, the maximum driving force when starting the vehicle can be improved.

1 is an overall view schematically showing a vehicle control apparatus according to an embodiment of the present invention. FIG. 2 is a hydraulic circuit diagram illustrating a configuration of a hydraulic pressure supply mechanism illustrated in FIG. 1. It is a flowchart which shows the process by the control apparatus of the vehicle shown in FIG. 3 is a time chart for explaining the processing of the flow chart. It is explanatory drawing which shows the effect of this invention.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, embodiments for implementing a vehicle control device according to the invention will be described with reference to the accompanying drawings.

  FIG. 1 is an overall view schematically showing a vehicle control apparatus according to an embodiment of the present invention.

  In FIG. 1, the code | symbol 10 shows an engine (internal combustion engine). The engine 10 is mounted on a vehicle 14 provided with drive wheels 12 (the vehicle 14 is partially indicated by the drive wheels 12 and the like).

  The throttle valve 16 disposed in the intake system of the engine 10 is disconnected from the accelerator pedal 18 disposed on the floor surface of the vehicle driver's seat and the DBW (Drive By Wire) mechanism 20 including an actuator such as an electric motor is disconnected. And is opened and closed by the DBW mechanism 20.

  The intake air metered by the throttle valve 16 flows through an intake manifold (not shown) and mixes with fuel injected from an injector (not shown) in the vicinity of the intake port of each cylinder to form an air-fuel mixture. When an intake valve (not shown) is opened, it flows into a combustion chamber (not shown) of the cylinder. The air-fuel mixture is ignited and combusted in the combustion chamber, and after driving the piston and rotating the crankshaft (not shown), it is discharged to the outside of the engine 10 as exhaust.

  The rotation of the crankshaft is input to the automatic transmission T via the output shaft 22 and the torque converter 24. The automatic transmission T includes a continuously variable transmission (hereinafter referred to as “CVT”) 26.

  In other words, the output shaft 22 is connected to the pump / impeller 24a of the torque converter 24, while the turbine runner 24b disposed opposite thereto and receiving fluid (hydraulic oil) is connected to the main shaft (input shaft) MS. The torque converter 24 includes a lockup clutch 24c.

  The CVT 26 is a main shaft MS, more precisely, a drive pulley (input side element) 26a disposed on the outer peripheral side shaft, and a counter shaft (output shaft) CS parallel to the main shaft MS, more precisely, an outer peripheral side shaft thereof. Driven pulley (output side element) 26b and a power transmission member, for example, a metal belt (transmission element) 26c.

  In the automatic transmission T, the CVT 26 is connected to the engine 10 via the forward / reverse switching mechanism 28. The forward / reverse switching mechanism 28 includes a forward clutch 28a that allows the vehicle 14 to travel in the forward direction, a reverse brake clutch 28b that allows the vehicle 14 to travel in the reverse direction, and a planetary gear mechanism 28c disposed therebetween.

  The rotation of the countershaft CS is transmitted from the secondary shaft (intermediate shaft) SS to the drive wheels 12 via a gear. That is, the rotation of the countershaft CS is transmitted to the secondary shaft SS via the gears 30a and 30b, and the rotation is transmitted from the differential 32 to the left and right drive wheels (only the right side is shown) 12 via the gear 30c.

  A disc brake 34 is disposed in the vicinity of the driving wheel (front wheel) 12 and the driven wheel (rear wheel, not shown). The disc brake 34 includes a caliper 34a and a disc 34b.

  A brake pedal 36 is disposed on the vehicle driver's seat floor. When the driver depresses the brake pedal 36, the depressing force is increased by the master back 38 and transmitted to the master cylinder 40. The piston (not shown) of the master cylinder 40 is stroked by a distance corresponding to the increased stepping force, and the hydraulic pressure generated by the piston stroke is sent to the disc brake 34 of the drive wheel 12 to operate the disc brake 34. The vehicle 14 is braked (decelerated).

  In the forward / reverse switching mechanism 28, the forward clutch 28a and the reverse brake clutch 28b are switched by a driver operating a range selector 44 provided in the vehicle driver's seat, for example, a range such as P, R, N, D, S, L, etc. It is done by selecting either. The range selection by the driver's operation of the range selector 44 is transmitted to a manual valve of a hydraulic pressure supply mechanism 46 (described later), causing the vehicle 14 to travel forward or backward.

  In this specification, the automatic transmission T includes a torque converter 24, a CVT 26, and a forward / reverse switching mechanism 28 (more specifically, its forward clutch 28a (or reverse brake clutch 28b)).

  FIG. 2 is a hydraulic circuit diagram of the hydraulic pressure supply mechanism 46.

  As illustrated, the hydraulic pressure supply mechanism 46 is provided with a hydraulic pump (oil feed pump) 46a. The hydraulic pump 46a is a gear pump, is driven by the engine (E) 10, pumps up the hydraulic oil stored in the reservoir 46b, and pumps it to the main regulator valve (REG VLV) 46c.

  On the other hand, the output of the main regulator valve 46c (line pressure, high pressure control hydraulic pressure) is driven from the oil passage 46d via the first and second regulator valves (DR REG VLV, DN REG VLV) 46e, 46f (drive pulley ( 2a is connected to a driven pulley (indicated as “DN” in FIG. 2) 26b (more precisely, the piston chamber of the hydraulic actuator), and the other is connected via an oil passage 46g. Connected to a CR valve (CR VLV) 46h.

  The CR valve 46h reduces the line pressure to generate a CR pressure (low pressure control oil pressure), and the first, second and third (electromagnetic) linear solenoid valves 46j, 46k, 46l (LS-DR, LS-DN, LS-CPC).

  The first and second linear solenoid valves 46j and 46k act on the first and second regulator valves 46e and 46f with the output pressure determined according to the excitation of the solenoids, and thus the line pressure sent from the oil passage 46d. Is supplied as pulley hydraulic pressure (narrow pressure hydraulic pressure) for narrowing the belt 26c of the CVT 26.

  As a result, the pulley widths of the drive pulley 26a and the driven pulley 26b change, and the winding radius of the belt 26c changes. Thus, by adjusting the pulley side pressure, the ratio (transmission ratio) for transmitting the output of the engine 10 to the drive wheels 12 can be changed steplessly.

  The output (CR pressure) of the CR valve 46h is adjusted according to the excitation of the solenoid of the third linear solenoid valve 46l, and is sent to the manual valve (MAN VLV) 46o through the oil passage 46m. The forward switching mechanism 28 is connected to a forward clutch (shown as “FWD” in FIG. 2) 28a and a reverse brake clutch (shown as “RVS” in FIG. 2) 28b (more precisely, its piston chamber).

  As described above, the manual valve 46o outputs the output regulated by the third linear solenoid valve 46l in accordance with the position of the range selector 44 operated (selected) by the driver, whichever of the forward clutch 28a and the reverse brake clutch 28b. Connect to crab.

  The output of the main regulator valve 46c is sent to a TC regulator valve (TC REG VLV) 46q that adjusts the internal pressure of the torque converter 26 via an oil passage 46p, and the output of the TC regulator valve 46q is an LC control valve (LC CTL VLV) 46r is connected to LC shift valve (LC SFT VLV) 46s.

  The output of the LC shift valve 46s is connected to the piston chamber 24c1 of the lockup clutch 24c of the torque converter 24 on the one hand and to the chamber 24c2 on the back side on the other hand.

  When hydraulic fluid is supplied to the piston chamber 24c1 via the LC shift valve 46s, the lock-up clutch 24c is engaged (turned on) when discharged from the rear chamber 24c2. In addition, when the hydraulic oil is supplied to the chamber 24c2 on the back side, when the hydraulic oil is discharged from the piston chamber 24c1, the lockup clutch 24c is released (off). The slip amount of the lockup clutch 24c is determined by the amount of hydraulic oil supplied to the piston chamber 24c1 and the rear chamber 24c2.

  A fourth linear solenoid valve (LS-LC) 46u is inserted in the oil passage 46t. The slip amount of the lock-up clutch 24c is adjusted (controlled) by exciting / de-energizing the solenoid of the fourth linear solenoid valve 46u.

  Returning to the description of FIG. 1, a crank angle sensor 50 is provided at an appropriate position such as near the cam shaft (not shown) of the engine 10 and outputs a signal indicating the engine speed NE for each predetermined crank angle position of the piston. To do. In the intake system, an absolute pressure sensor 52 and an intake air temperature sensor 54 are provided at appropriate positions downstream of the throttle valve 16, and output signals indicating the intake pipe absolute pressure (engine load) PBA and the intake air temperature T1, respectively.

  The actuator of the DBW mechanism 20 is provided with a throttle opening sensor 56, and outputs a signal proportional to the opening TH of the throttle valve 16 through the rotation amount of the actuator.

  An accelerator opening sensor 58 is provided in the vicinity of the accelerator pedal 18 to output a signal indicating the accelerator opening AP corresponding to the accelerator pedal operation amount of the driver. A brake switch 60 is provided in the vicinity of the brake pedal 36, and an on signal is output when the brake pedal 36 is operated by the driver. The output of the crank angle sensor 50 and the like described above is sent to the engine controller 66.

  The engine controller 66 determines the target throttle opening based on the sensor output described above to control the operation of the DBW mechanism 20, and also determines the fuel injection amount and ignition timing to determine the injector or ignition plug (not shown). Control the operation of the ignition device.

  The main shaft MS is provided with an NT sensor (rotational speed sensor) 70, and a pulse indicating the rotational speed of the turbine runner 24b, specifically, the rotational speed NT of the main shaft MS, that is, the input shaft rotational speed of the forward clutch 28a. Output a signal.

  An NDR sensor (rotational speed sensor) 72 is provided at an appropriate position in the vicinity of the drive pulley 26a of the CVT 26 to output a pulse signal corresponding to the rotational speed NDR of the drive pulley 26a, in other words, the output shaft rotational speed of the forward clutch 28a. To do.

  An NDN sensor (rotational speed sensor) 74 is provided at an appropriate position near the driven pulley 26b to output a pulse signal indicating the rotational speed NDN of the driven pulley 26b (the rotational speed of the countershaft CS), and the secondary shaft SS. A vehicle speed sensor (rotational speed sensor) 76 is provided in the vicinity of the gear 30b and outputs a pulse signal indicating the vehicle speed V through the rotation of the secondary shaft SS.

  A range selector switch 80 is provided in the vicinity of the above-described range selector 44 and outputs a signal corresponding to a range such as P, R, N, D, S, L selected by the driver.

  As shown in FIG. 2, in the hydraulic supply mechanism 46, a pressure sensor 82a is disposed in the oil passage leading to the driven pulley 26b of the CVT 26, and a signal corresponding to the hydraulic pressure supplied to the piston chamber 26b31 of the hydraulic actuator 26b3 of the driven pulley 26b is provided. Output.

  A second pressure sensor 82b is disposed in the oil passage between the forward clutch 28a (the piston chamber thereof) and the manual valve 46o, and outputs a signal corresponding to the hydraulic pressure supplied to the piston chamber 28a1 of the forward clutch 28a. At the same time, a third pressure sensor 82c is disposed in the oil passage leading to the lockup clutch 24c of the torque converter 24, and outputs a signal corresponding to the hydraulic pressure supplied to the piston chamber 24c1 of the lockup clutch 24c.

  The first, second, and third pressure sensors 82a, 82b, and 82c are collectively referred to as a pressure sensor 82. Further, an oil temperature sensor 84 is disposed in the reservoir 46b and outputs a signal corresponding to the oil temperature (temperature TATF of the hydraulic oil ATF).

  The output of the NT sensor 70 and the like described above is sent to the shift controller 90 including the outputs of other sensors (not shown). The engine controller 66 and the shift controller 90 include a microcomputer including a CPU, a ROM, a RAM, an I / O, and the like, and are configured to be able to communicate with each other.

  The shift controller 90 controls the operations of the forward / reverse switching mechanism 28 and the CVT 26 by exciting and demagnetizing the first to fourth linear solenoid valves 46j of the hydraulic pressure supply mechanism 46 based on the sensor output described above. As described below, the internal pressure of the torque converter 24 is controlled.

  FIG. 3 is a flowchart showing the processing.

  In the following, in S10, data necessary for determining the instruction from the driver of the vehicle 14 and the state of the vehicle 14 is acquired (sampled). Specifically, from the outputs of the crank angle sensor 50, the intake air temperature sensor 54, the accelerator opening sensor 58, the vehicle speed sensor 76, the range selector switch 80, etc., the engine speed NE, the intake air temperature T1, the accelerator opening AP, the vehicle speed V In addition to acquiring data such as a range, calculation of a change amount ΔAP of the accelerator opening AP per unit time, a gear ratio of the automatic transmission T, and the like are performed. In FIG. 3, S means a processing step executed by the shift controller 90.

  Next, the program proceeds to S12, and based on the data acquired in S10, it is determined whether or not a predetermined start instruction requiring a driving force greater than a predetermined value is issued from the driver. The predetermined value is set to a value corresponding to the maximum driving force or a driving force close thereto. Therefore, in S12, it is determined whether or not the driver has instructed a start that requires the maximum driving force or a driving force close thereto. Specifically, for example, the accelerator opening AP is greater than or equal to a predetermined opening, the accelerator opening change ΔAP is greater than or equal to a predetermined amount, the vehicle speed is less than or equal to a predetermined speed, and the shift position is any one of the forward travel ranges D, S, L, etc. When various conditions, such as being, are satisfy | filled, it determines with the start instruction | indication which requires the driving force beyond a predetermined value from the driver | operator having been issued.

  If the result in S12 is negative, that is, if it can be determined that a start instruction that requires a driving force of a predetermined value or more is not issued, it is not necessary to execute control as will be described later. The internal pressure control of the converter is not executed. In other words, the conventional start control is executed.

  On the other hand, when the result in S12 is affirmative, the process proceeds to S16, and the torque response (output response) of the engine 10 is determined. Specifically, various conditions such as whether the intake air temperature T1 acquired in S10 is equal to or higher than the predetermined temperature, the engine speed NE is equal to or lower than the predetermined speed, and whether or not the ignition retard control is executed are satisfied. The torque responsiveness of the engine 10 is determined based on whether or not there is. In addition, since a well-known technique can be used about the above-mentioned predetermined start instruction | indication determination and engine torque responsiveness determination, the detailed description beyond this is abbreviate | omitted.

  If it is determined in S16 that the torque response of the engine 10 is normal, it is not necessary to control the internal pressure of the torque converter 24, which will be described later, and the process proceeds to S14. If it is determined in S16 that the torque response of the engine 10 is low, the program proceeds to S18, where the internal pressure of the torque converter 24 is reduced via the TC regulator valve 46q, in other words, the torque capacity of the torque converter 24 is reduced. Let

  That is, when the torque responsiveness of the engine 10 is low, there is a possibility that the torque amplification control in the torque converter 24 is delayed and the maximum driving force as intended by the driver cannot be obtained. Therefore, in the embodiment of the present invention, when it is determined that the torque responsiveness of the engine 10 is low, the internal pressure (torque capacity) of the torque converter 24 is intentionally reduced, and the maximum drive at the start of the vehicle 14 is achieved. Improved power.

  If it is determined in S16 that the engine torque response is high, the program proceeds to S20, where the internal pressure of the torque converter 24 is increased via the TC regulator valve 46q, in other words, the torque capacity of the torque converter 24 is increased. .

  That is, when the torque responsiveness of the engine 10 is high, the engine torque cannot be sufficiently amplified in the torque converter 24, and the maximum driving force as intended by the driver may not be obtained. Therefore, in the embodiment of the present invention, when it is determined that the torque responsiveness of the engine 10 is high, the internal pressure (torque capacity) of the torque converter 24 is intentionally increased, and the maximum drive when the vehicle 14 starts. Improved power.

  It should be noted that the amount of change in the internal pressure of the torque converter 24 may be changed according to the degree of torque response of the engine 10, and increases by a certain rate (for example, about 20%) regardless of the degree of torque response. / You may make it reduce.

  FIG. 4 is a time chart for explaining the processing of the flowchart of FIG. In FIG. 4, the case where the torque response of the engine 10 is determined to be high is indicated by a broken line, the case where the torque response is determined to be low is indicated by a one-dot chain line, and the case where the torque response is determined to be normal. Each is indicated by a solid line.

  As shown in FIG. 4, when it is determined that a predetermined start instruction is issued from the driver of the vehicle 14 at time t1, if it is determined that the torque responsiveness of the engine 10 is high, the shift controller 90 includes the TC regulator valve. The internal pressure of the torque converter 24 is increased via 46q.

  After that, when it is determined that the internal pressure of the torque converter 24 increases to the target value at time t2 and there is no predetermined start instruction at time t3, in other words, the start operation of the vehicle 14 is finished, the shift controller 90 The internal pressure of the torque converter 24 is gradually returned to the normal value toward t4. Although explanation is omitted, processing when it is determined that the torque response of the engine 10 is low is executed in the same manner.

  FIG. 5 is an explanatory view showing the effect of the present invention by the processing of the flow chart of FIG. In FIG. 5, the conventional control, that is, the case where the processing shown in the flowchart of FIG. 3 is not executed is indicated by a broken line, and the case where the processing shown in the flowchart of FIG. 3 is executed is indicated by a solid line.

  As shown in FIG. 5, when the process according to the embodiment of the present invention is executed, the maximum value of the starting acceleration, that is, the maximum driving force at the start of the vehicle 14 is improved as compared with the case where the process is not executed. You can see that.

  As described above, in the embodiment of the present invention, the internal combustion engine (engine) 10, the transmission (automatic transmission) T that changes the output of the engine 10, and the engine 10 and the transmission T are interposed between them. In the control device for the vehicle 14 provided with the torque converter 24 inserted, a start instruction determination means for determining whether or not a predetermined start instruction requiring a driving force equal to or greater than a predetermined value has been issued from the driver of the vehicle 14. Shift controller 90.S12), output responsiveness determining means for determining the output responsiveness of the engine 10 (shift controller 90.S16), and internal pressure control means for controlling the internal pressure of the torque converter 24 (shift controller 90, TC). Regulator valve 46q), and the internal pressure control means determines that the predetermined start instruction has been given by the start instruction determination means. When in, said changing the inner pressure of the torque converter 24 (S18, S20) configured to in accordance with the determination result of the output response determining means. Therefore, the internal pressure of the torque converter 24 can be controlled in accordance with the (torque) responsiveness of the engine 10, and thus the maximum driving force when the vehicle 14 starts can be improved.

  The internal pressure control means reduces the internal pressure of the torque converter 14 when it is determined that the predetermined start instruction has been given and the output response determination means determines that the output response is low ( S16 to S18) On the other hand, when it is determined that the predetermined start instruction has been issued and the output response determining means determines that the output response is high, the internal pressure of the torque converter is increased (S16 to S20). It was configured as follows. Therefore, in addition to the effects described above, the internal pressure of the torque converter 24 can be appropriately increased or decreased based on the level of torque responsiveness of the engine 10, so that the maximum driving force when the vehicle 14 is started can be further improved. it can.

  In the above-described embodiment, the hydraulic circuit of the hydraulic pressure supply mechanism has been described with reference to FIG. 2 and the like. However, the hydraulic pressure circuit of the hydraulic pressure supply mechanism is not limited to this, and the internal pressure of the torque converter 24 can be controlled. Anything is acceptable.

  10 engine (internal combustion engine), 14 vehicle, 16 throttle valve, 18 accelerator pedal, 20 DBW mechanism, 24 torque converter, 26 CVT (continuously variable transmission), 46 hydraulic supply mechanism, 50 crank angle sensor, 54 intake air temperature sensor, 58 accelerator opening sensor, 66 engine controller, 76 vehicle speed sensor, 80 range selector switch, 90 shift controller, T automatic transmission

Claims (1)

In a vehicle control device comprising: an internal combustion engine; a transmission for shifting the output of the internal combustion engine; and a torque converter interposed between the internal combustion engine and the transmission.
Start instruction determination means for determining whether or not a predetermined start instruction requiring a driving force equal to or greater than a predetermined value has been issued from the driver of the vehicle;
Output responsiveness determining means for determining output responsiveness of the internal combustion engine;
An internal pressure control means for controlling the internal pressure of the torque converter,
Said pressure control means, the start instruction by the determining means is determined that the predetermined starting instruction has been Rutotomoni, if it is determined that the lower the output response by said output response determining means, the internal pressure of the torque converter While reducing
The vehicle control apparatus characterized by increasing the internal pressure of the torque converter when it is determined that the predetermined start instruction has been issued and the output response determination means determines that the output response is high .

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