JP6763237B2 - Drive source controller and program - Google Patents

Description

The present invention relates to a drive source control device and a program for controlling a drive source constituting a power unit supported by an elastic member in a vehicle.

In a vehicle such as an automobile, an internal combustion engine type engine as a drive source is supported by a mount made of an elastic member in order to block the transmission of vibration to the vehicle. The engine outputs driving force to the drive wheels while being supported by the mount. This driving force also acts as a force for deforming the mount, but a force for returning to the temporarily deformed mount acts, which may cause vibration.

As a technique for suppressing vibration generated by driving an internal combustion engine, Patent Document 1 provides an alternator in which an engine body is mounted on a vehicle body via a mount and can be driven by rotation of a crankshaft. The ECU discloses a configuration in which the engine load torque is estimated, the mount displacement is estimated, and the alternator load torque in the alternator is set based on the engine load torque and the mount displacement.

JP-A-2010-48145

In Patent Document 1, the displacement of the mount is obtained by the equation of motion. However, since there are individual variations in the mount due to the effects of manufacturing errors and aging deterioration, the displacement of the mount cannot be accurately grasped by the equation of motion, and there is a possibility that the vibration generated by driving the engine cannot be suppressed.

The present invention has been made in view of the above points, so that the behavior of the drive source can be grasped without being affected by individual variations, and the vibration generated by the drive of the drive source can be suppressed. The purpose is to do.

The drive source control device of the present invention is a drive source control device that controls a drive source that constitutes a power unit supported by an elastic member in a vehicle, and is a drive source side rotation speed that detects a drive source side rotation speed. The detection means, the driven side rotation speed detecting means for detecting the rotation speed of the driven side driven by the driving source, the rotation speed of the driving source side detected by the driving source side rotation speed detecting means, and A control means for controlling torque down and torque up of the drive source based on the rotation speed of the driven side detected by the driven side rotation number detecting means is provided , and the control means is driven. Control of torque down and torque up of the drive source is performed based on the swing ratio obtained based on the ratio of the rotation speed of the source side to the rotation speed of the driven side and the amount of change in the swing ratio. The rocking ratio takes a value indicating that the power unit is displaced in the direction opposite to the traveling direction of the vehicle, and the amount of change in the rocking ratio is 0 or more. When it is larger than the above, the torque of the drive source is reduced, the swing ratio takes a value indicating that the power unit is displaced in the traveling direction of the vehicle, and the amount of change in the swing ratio is When the absolute value is less than a predetermined magnitude of 0 or less, the torque of the drive source is increased .

According to the present invention, it is possible to capture the behavior of the drive source without being affected by individual variations and suppress the vibration generated by the drive of the drive source.

It is a block diagram which shows the main part of the vehicle which concerns on Example. It is the schematic which shows the power unit and the mount which supports it. It is the schematic which shows the state which the power unit is displaced. It is a flowchart which shows the control of the torque down and torque up of an engine executed by an ECU. It is a characteristic diagram which shows the relationship between the behavior of each part including an engine, and the control of torque down and torque up of an engine. It is a characteristic figure which shows the example of the relationship between the change amount of the swing ratio and the torque increase / decrease amount.

The drive source control device according to an embodiment of the present invention is a drive source control device that controls a drive source that constitutes a power unit supported by an elastic member in a vehicle, and detects the rotation speed on the drive source side. The drive source side rotation speed detecting means, the driven side rotation speed detecting means for detecting the rotation speed of the driven side driven by the drive source, and the drive source side detected by the drive source side rotation speed detecting means. A control means for controlling torque down and torque up of the drive source based on the rotation speed of the drive source and the rotation speed of the driven side detected by the driven side rotation speed detecting means. The drive source control device in this way detects the rotation speed on the drive source side and the rotation speed on the driven side caused by the movement of the vehicle, and controls the torque down and torque up of the drive source based on the detection. , The behavior of the drive source can be grasped without being affected by individual variations, and the vibration generated by the drive of the drive source can be suppressed.

[Example]
Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. In this embodiment, an example in which the present invention is applied to a front engine / front drive type vehicle will be described.
As shown in FIG. 1, the vehicle 1 according to the embodiment includes a power unit 2, drive shafts 3L and 3R, and drive wheels 4L and 4R.

In this embodiment, the internal combustion engine type engine 5 as a drive source and the transaxle 6 are integrated to form the power unit 2.
The engine 5 is composed of a so-called transverse engine in which a crankshaft 5a as an output shaft thereof is arranged in the vehicle width direction of the vehicle 1. The engine 5 is composed of a four-cycle engine that performs a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke, and ignites between the compression stroke and the expansion stroke. The engine 5 may be composed of various types of engines such as an in-line 4-cylinder engine, an in-line 6-cylinder engine, a V-type 6-cylinder engine, a V-type 12-cylinder engine, or a horizontally opposed 6-cylinder engine.

The transaxle 6 integrates the transmission 7 and the differential gear 8. The input shaft 9 of the transmission 7 is connected to the crankshaft 5a of the engine 5. Further, the differential gear 8 is adapted to rotate integrally with the final gear 12 that is meshed with the output gear 11 provided on the output shaft 10 of the transmission 7. The transmission 7 may be composed of various transmissions such as an automatic transmission, a manual transmission, a semi-automatic transmission, a dual clutch transmission, and a continuously variable transmission.

Drive shafts 3L and 3R are connected to the differential gear 8, and drive wheels 4L and 4R are connected to the drive shafts 3L and 3R, respectively. That is, the power transmitted to the differential gear 8 is transmitted to the drive wheels 4L and 4R via the drive shafts 3L and 3R.

The vehicle 1 is provided with an output shaft rotation speed sensor 13 that detects the rotation speed of the output shaft 10 of the transmission 7. Further, the vehicle 1 is provided with wheel speed sensors 14L and 14R for detecting the rotation speeds of the drive wheels 4L and 4R.

In this embodiment, as shown in FIGS. 2 and 3, the power unit 2 is mounted and supported on the vehicle body by a pendulum type support structure that elastically supports the suspended state.
Mounts 15L and 15R, which are elastic members that support the power unit 2, are provided on the vehicle body of the vehicle 1. The mounts 15L and 15R are arranged at both ends of the power unit 2 in the vehicle width direction to support the power unit 2. More specifically, in the mounts 15L and 15R, the line 16 connecting the centers of the mounts 15L and 15R passes through the upper part of the power unit 2 in the vehicle height direction of the vehicle 1 and the center of gravity 17 of the power unit 2 in the vehicle width direction of the vehicle 1. Arranged to pass through.

Further, a torque rod 18 which is arranged below the center of gravity 17 and supports the power unit 2 from the rear of the vehicle 1 is provided. Since a force is generated to rotate the power unit 2 around the drive shafts 3L and 3R, the movement of the power unit 2 is suppressed by the torque rod 18.

In the pendulum type support structure, the mounts 15L and 15R are modeled as coil springs, as shown in FIG.
As shown in FIG. 3, for example, when the vehicle 1 is required to accelerate, the power unit 2 increases the driving force. When the driving force of the power unit 2 increases, the power unit 2 is displaced rearward about the drive shafts 3L and 3R while deforming the mounts 15L and 15R. When the power unit 2 is displaced in this way, all the driving force cannot be transmitted to the drive wheels 4L and 4R until the displacement is settled. The mounts 15L and 15R are sufficiently stroked, and the reaction force of the driving force is started to be received by the spring reaction force, so that the power unit 2 can transmit all the driving force to the driving wheels 4L and 4R.
In FIG. 3, the state in which the power unit 2 shown by the solid line is displaced rearward is shown, and the state in which the power unit 2 shown by the alternate long and short dash line is not displaced (hereinafter, referred to as the original state) is shown. Further, although not shown in FIG. 3, the power unit 2 may be displaced forward on the contrary.

As described above, in the pendulum type support structure, the power unit 2 outputs the driving force to the drive wheels 4L and 4R while being supported by the mounts 15L and 15R. This driving force acts as a force for deforming the mounts 15L and 15R, and a force for returning to the temporarily deformed mounts 15L and 15R acts, which causes the power unit 2 to swing. Since the vibration of the power unit 2 is a low vibration of about 2 to 5 Hz that can be felt by the occupant, it is required to suppress the vibration of the power unit 2 to suppress the vibration.

Hereinafter, the control of the engine 5 for suppressing the swing of the power unit 2 will be described.
The vehicle 1 is equipped with an ECU (Electronic Control Unit) 100 that functions as a control device for a drive source to which the present invention is applied. The ECU 100 includes an input unit 101, a control unit 102, and an output unit 103. The ECU 100 as described above is realized by a computer device including, for example, a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and the like.

The input unit 101 inputs the rotation speed Nd of the output shaft 10 detected by the output shaft rotation speed sensor 13 and the rotation speeds of the drive wheels 4L and 4R detected by the wheel speed sensors 14L and 14R.

The control unit 102 will be described in detail later, but the rotation speed of the drive wheels obtained from the rotation speed Nd of the output shaft 10 input by the input unit 101 and the rotation speeds of the drive wheels 4L and 4R input by the input unit 101. The torque down and torque up of the engine 5 are controlled based on Nw. Rotational speed Nw of drive wheels, for example, the left and right wheel speed sensors 14L, 14 is detected by the R the driving wheels 4L, an average value of the rotational speed of 4R.

The output unit 103 outputs an instruction signal for torque down and torque up of the engine 5 under the control of the control unit 102.
The torque down and torque up of the engine 5 can be carried out by adjusting the ignition timing of the spark plug 19. Torque down is performed by retarding the ignition timing, and torque up is performed by advancing the ignition timing. The amount of torque down and torque up can also be controlled by the amount of retard and advance.
Further, the torque down and torque up of the engine 5 can be carried out by adjusting the opening degree of the throttle valve 20. Torque down is performed by reducing the intake air amount, and torque increase is performed by increasing the intake air amount. The amount of torque down and torque up can also be controlled by increasing or decreasing the amount of intake air.
Further, the torque down and torque up of the engine 5 can be carried out by adjusting the fuel injection amount by the injector 21. Torque down is performed by reducing the fuel injection amount, and torque increase is performed by increasing the combustion injection amount. The amount of torque down and torque up can also be controlled by increasing or decreasing the fuel injection amount.

As the torque down and torque up control methods of the engine 5, for example, any of the methods listed here may be adopted, or a method other than the methods listed here may be adopted, or a single method may be adopted. A plurality of methods may be appropriately combined instead of the above method. For example, engine torque reduction can also be implemented by thinning out fuel injection by the injector. Further, the torque reduction and torque increase of the engine can be carried out by torque control by the motor generator. Torque down works as a generator to generate power using the output of the engine to reduce the engine torque transmitted to the drive wheels, and torque up works as a motor to help the engine rotate. , Increases the amount of torque transmitted to the drive wheels. The generator and the electric motor do not have to be integrated as described above, and may be separate bodies.

The details of the processing by the ECU 100 will be described below.
The control unit 102 calculates a swing ratio representing a state of displacement of the power unit 2 based on the ratio of the rotation speed Nd of the output shaft 10 to the rotation speed Nw of the drive wheels.
Specifically, assuming that the gear ratio from the power unit 2 to the differential gear 8 and the gear ratio between the output gear 11 and the final gear 12 in this embodiment is R, the control unit 102 sets the swing ratio to Nd / (Nw). Calculate as × R). When the rotation speed Nw of the drive wheels is 0, the swing ratio is set to 1 for calculation.
When the rotation speed Nw of the drive wheels is not 0 and the swing ratio is 1, it means that the displacement of the power unit 2 due to the driving force of the power unit 2 has been settled. When the rocking ratio is larger than 1, the power unit 2 is displaced in the direction opposite to the traveling direction of the vehicle 1 (rearward as shown in FIG. 3 during normal driving) due to the driving force of the power unit 2. Represents that. When the rocking ratio is smaller than 1, it means that the power unit 2 is displaced in the traveling direction of the vehicle 1 due to a decrease in the driving force of the power unit 2.

Further, the control unit 102 calculates the Δ swing ratio, which is the amount of change in the swing ratio.
Specifically, the control unit 102 sets the difference between the swing ratio at a certain timing t and the swing ratio at the previous timing (t-1) by Δ swing as shown in the following equation (1). Calculated as a dynamic ratio.
Δ swing ratio = swing ratio _(t) − swing ratio _(t-1)
= {Nd _(t) -Nd _(t-1) } / {(Nw _(t) -Nw _(t-1) ) x R} ... (1)

FIG. 4 is a flowchart showing the torque down and torque up control of the engine 5 executed by the ECU 100. Further, FIG. 5 is a characteristic diagram showing the relationship between the behavior of various parts including the engine 5 and the control of torque down and torque up of the engine 5.
The flowchart shown in FIG. 4 is repeatedly executed during the operation of the engine 5 (from the start to the stop of the engine 5), for example, at regular intervals.

In step S1, the control unit 102 calculates the swing ratio Nd / (Nw × R). The ECU 100 can at least store the swing ratio calculated in step S1 of the current loop and the swing ratio calculated in step S1 of the previous loop.
In step S2, the control unit 102 sets the difference between the swing ratio calculated in step S1 of the current loop and the swing ratio calculated in step S1 of the previous loop as Δ swing, as in equation (1). Calculated as a ratio.

In step S3, the control unit 102 exceeds the swing ratio calculated in step S1 and the Δ swing ratio calculated in step S2 exceeds the preset threshold value S ₁ (S ₁ ≧ 0). Judge whether or not. That is, is the power unit 2 taking a value indicating that the power unit 2 is displaced in the direction opposite to the traveling direction of the vehicle 1, and whether the absolute value of the Δ swing ratio is larger than a predetermined magnitude | S ₁ |. Judge whether or not. As a result, if the control unit 102 determines Yes, the process proceeds to step S5, and if No, the process proceeds to step S4.

In step S4, the control unit 102 has a swing ratio of less than 1 calculated in step S1 and a Δ swing ratio calculated in step S2 of less than a preset threshold value S ₂ (S ₂ ≤ 0). Judge whether or not. That is, it takes a value indicating that the power unit 2 is displaced in the traveling direction of the vehicle 1, and determines whether or not the absolute value of the Δ swing ratio exceeds a predetermined magnitude | S ₂ |. .. As a result, if the control unit 102 determines Yes, the process proceeds to step S6, and if No is determined, this process ends.

In step S5, the control unit 102 controls the output unit 103 to output a torque reduction instruction signal for the engine 5, thereby performing torque reduction for the engine 5. The torque down instruction signal is an instruction signal including the torque down amount, and the torque down amount is determined according to the magnitude of the Δ swing ratio calculated in step S2.

In step S6, the control unit 102 controls the output unit 103 to output an instruction signal for increasing the torque of the engine 5, thereby increasing the torque of the engine 5. The torque- up instruction signal is an instruction signal including the torque-up amount, and the torque-up amount is determined according to the magnitude of the Δ swing ratio calculated in step S2.

FIG. 6 shows an example of the relationship between the Δ swing ratio and the amount of torque down and torque up (torque increase / decrease amount). As shown in FIG. 6, when the Δ swing ratio exceeds the threshold value S ₁ , the amount of torque down is set to increase as the absolute value of the Δ swing ratio increases. When the Δ swing ratio is less than the threshold value S ₂ (when the absolute value of the Δ swing ratio is larger than a predetermined value), the amount of torque increase is increased as the absolute value of the Δ swing ratio increases. Is set to. In FIG. 6, the torque down and the torque up are given symmetrical characteristics, but for example, the torque down and the torque up may have different characteristics. The maximum amount of torque down and torque up is preferably set to less than 10% (preferably about 5%) of the torque that can be output by the engine 5 so as not to hinder the running of the vehicle 1.

In FIG. 5, the horizontal axis represents the time, and the vertical axis represents the accelerator opening, the rotation speed (solid line is the rotation speed Nd of the output shaft 10, the dotted line is the rotation speed Nw of the drive wheel), the swing ratio, and Δ swing. Represents the dynamic ratio, engine torque down and torque up.
As shown in FIG. 5, at the time of acceleration in which the rotation speed Nd of the output shaft 10 and the rotation speed Nw of the drive wheels continuously increase due to the increase in the accelerator opening, the swing ratio first becomes larger than 1 and reaches a peak. It goes down after it becomes (section T ₁ ). In this section T ₁ , the power unit 2 that was in the original state is displaced in the direction opposite to the traveling direction of the vehicle 1, and then returns to the original state.
Subsequently, the swing ratio becomes smaller than 1 and rises after peaking (section T ₂ ). In this section T ₂ , the power unit 2 that was in the original state is displaced in the traveling direction of the vehicle 1 and then returns to the original state.
At the time of acceleration in which the rotation speed Nd of the output shaft 10 and the rotation speed Nw of the drive wheels continuously increase, this is repeated while being damped.

According to the flowchart of FIG. 4, in the section T ₁ , the Δ swing ratio exceeds the threshold value S ₁ in the section t ₁ , and torque reduction is performed. Then, in the section T ₂ , the Δ swing ratio becomes less than the threshold value S _{2 in the} section t ₂ , and the torque is increased.

In the section T ₁ in which the Δ swing ratio is 0 or more, the power unit 2 is displaced in the direction opposite to the traveling direction of the vehicle 1, and the displacement is about to advance further. By reducing the torque here, the swing of the power unit 2 can be suppressed. On the other hand, in the section T ₁ where the Δ swing ratio is less than 0, the power unit 2 is displaced in the direction opposite to the traveling direction of the vehicle 1, but is about to return to the original state from there. It is in a state. Here, when implementing the torque reduction, together with the power unit 2 is to become reduced to the contrary from you return to the original state, desired acceleration by unnecessary torque down for not be obtained does not perform torque reduction.

Similarly, in the section T ₂ in which the Δ swing ratio is 0 or less, the power unit 2 is displaced in the traveling direction of the vehicle 1 and the displacement is about to advance further. By increasing the torque here, the swing of the power unit 2 can be suppressed. On the other hand, in the section T ₂ where the Δ swing ratio exceeds 0, the power unit 2 is displaced in the traveling direction of the vehicle 1, but is about to return to the original state from there. Here, when carrying out the torque increase, since the power unit 2 would become suppressed reversed from you return to the original state, does not perform torque-up.

As described above, based on the rotation speed Nd of the output shaft 10 and the rotation speed Nw of the drive wheels obtained from the rotation speeds of the drive wheels 4L and 4R, the swinging state of the power unit 2 is grasped, and the engine 5 It controls torque down and torque up. In this way, the number of revolutions is detected by the movement of the vehicle 1, and the torque down and torque up of the engine 5 are controlled based on the detection. Therefore, the behavior of the engine 5 is grasped without being affected by individual variations. It is possible to suppress the vibration generated by driving the engine 5.

Further, by referring to the swing ratio obtained based on the ratio of the rotation speed Nd of the output shaft 10 and the rotation speed Nw of the drive wheels and the amount of change in the swing ratio, the rotation speed increase component and the swing due to acceleration The torque down and torque up of the engine 5 can be controlled so as to stabilize the swing by separating the dynamic components. Further, as a result, it is not necessary to limit the conditions for activating the control for stabilizing the swing, such as immediately after the accelerator pedal is depressed or immediately after the fuel cut is restored.

Although the present invention has been described above with various examples, the present invention is not limited to these examples, and changes and the like can be made within the scope of the invention.
In the above embodiment, the output shaft rotation speed sensor 13 functions as the drive source side rotation speed detecting means according to the present invention, and detects the rotation speed of the output shaft 10 of the transmission 7 as the drive source side rotation speed. Further, the wheel speed sensors 14L and 14R function as the driven side rotation speed detecting means according to the present invention, and detect the driving wheel rotation speed as the driven side rotation speed. However, the present invention is not limited to this, and the upstream side may be the drive source side and the downstream side may be the driven side on the torque transmission path of the engine.

Further, in the above embodiment, the engine 5 and the transaxle 6 are integrated to form the power unit 2, but the configuration of the power unit is not limited as long as it includes a drive source.
Further, in the above embodiment, a vehicle using an internal combustion engine type engine 5 as a drive source is taken as an example, but the present invention can be applied to, for example, a vehicle using a rotary electric machine as a drive source.

The present invention can also be realized by supplying software (program) that realizes the functions of the present invention to a system or device via a network or various storage media, and the computer of the system or device reads and executes the program. Is.

1: Vehicle, 2: Power unit, 3L, 3R: Drive shaft, 4L, 4R: Drive wheel, 5: Engine, 6: Trans axle, 7: Transmission, 8: Differential gear, 9: Input shaft, 10: Output shaft , 11: Output gear, 12: Final gear, 13: Output shaft rotation speed sensor, 14L, 14R: Wheel speed sensor, 15L, 15R: Mount, 18: Torque rod, 100: ECU, 101: Input unit, 102: Control Unit, 103: Output unit

Claims (3)

A drive source control device that controls a drive source that constitutes a power unit supported by an elastic member in a vehicle.
The drive source side rotation speed detecting means for detecting the rotation speed on the drive source side,
A driven side rotation speed detecting means for detecting the driven side rotation speed driven by the drive source, and
The torque of the drive source is based on the rotation speed of the drive source side detected by the drive source side rotation speed detecting means and the rotation speed of the driven side detected by the driven side rotation speed detecting means. Equipped with a control means for controlling down and torque up ,
The control means has a torque of the drive source based on a swing ratio obtained based on the ratio of the rotation speed of the drive source side to the rotation speed of the driven side and a change amount of the swing ratio. Controls down and torque up,
The rocking ratio takes a value indicating that the power unit is displaced in the direction opposite to the traveling direction of the vehicle, and exceeds a predetermined magnitude in which the amount of change in the rocking ratio is 0 or more. When it is too large, the torque of the drive source is reduced.
When the rocking ratio takes a value indicating that the power unit is displaced in the traveling direction of the vehicle, and the absolute value of the amount of change in the rocking ratio is less than a predetermined magnitude of 0 or less. , A drive source control device characterized by increasing the torque of the drive source. The control device for a drive source according to claim 1 , wherein the control means determines the amount of torque down and torque up of the drive source according to the magnitude of the change in the swing ratio. A program for controlling a drive source that constitutes a power unit supported by an elastic member in a vehicle.
Based on the rotation speed on the drive source side detected by the rotation speed detection means on the drive source side and the rotation speed on the driven side driven by the drive source, which is detected by the rotation speed detection means on the driven side. Let the computer execute the process of controlling the torque down and torque up of the drive source .
In the process, the torque of the drive source is reduced based on the swing ratio obtained based on the ratio of the rotation speed of the drive source side to the rotation speed of the driven side and the amount of change in the swing ratio. And control the torque increase,
The rocking ratio takes a value indicating that the power unit is displaced in the direction opposite to the traveling direction of the vehicle, and exceeds a predetermined magnitude in which the amount of change in the rocking ratio is 0 or more. When it is too large, the torque of the drive source is reduced.
When the rocking ratio takes a value indicating that the power unit is displaced in the traveling direction of the vehicle, and the absolute value of the amount of change in the rocking ratio is less than a predetermined magnitude of 0 or less. , A program characterized by increasing the torque of the drive source .