JP2010169019A - Control device for drive source - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve efficiency of development of a vehicle controlling an engine according to a required engine torque set with respect to each of a plurality of systems. <P>SOLUTION: A drivers support system 9010 and an ECT (Electronic controlled Transmission) torque control system 9020 set the gain of the requested engine torque. The torque calculation section 9102 of a power train manager 9100 calculates the required engine torque with respect to each system according to the gain set in the drivers support system 9010 and ECT torque control system 9020. A torque adjustment section 9104 adjusts a plurality of requested engine torque so as to determine the required engine torque used for controlling the engine from among the plurality of requested engine torque. The engine control system 9200 controls the engine according to the requested engine torque determined by the torque adjustment section 9104. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a drive source control device, and more particularly to a technique for controlling a drive source in response to requests from a plurality of systems.

  2. Description of the Related Art Conventionally, an engine in which an output torque value or the like is determined by a throttle valve opening (hereinafter also referred to as a throttle opening) is known. Generally, the throttle opening operates so as to uniquely correspond to the position of an accelerator pedal (hereinafter also referred to as an accelerator opening). However, 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. is there. 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. In a vehicle equipped with an electronic throttle valve, the required 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 required engine torque. It is possible.

  Furthermore, in a vehicle equipped with an electronic throttle valve, it is possible to easily obtain driving force characteristics that match various preferences of the driver by arbitrarily tuning the response of the throttle opening to the accelerator opening.

  Japanese Patent Laying-Open No. 2007-30556 (Patent Document 1) discloses an engine in which a transient characteristic is given as a transfer function to a target driving force calculated using an accelerator opening as a parameter so that the driving force of the vehicle becomes the target driving force. Disclosed is a driving force control device for controlling the motor.

JP 2007-30556 A (Patent Document 1)

  By the way, in order to control the engine without depending on the accelerator opening, that is, without depending on the operation of the driver, various control systems are mounted on the vehicle. For example, a control system for preventing vehicle slip and side slip, a control system for maintaining a vehicle speed set by a driver, and the like are mounted. These systems are mounted on, for example, an ECU (Electronic Control Unit) used exclusively for each system. Therefore, it is necessary to determine the target driving force or the like to which the transient characteristic is given for each of a plurality of systems. Therefore, the cost and man-hour required for developing each system can be increased.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a drive source control device capable of improving development efficiency.

A drive source control device according to a first aspect of the present invention is a drive source control device mounted on a vehicle. The control device calculates a required value for each of the plurality of setting units according to gains determined by the plurality of setting units and a plurality of setting units for determining a gain of the required value regarding the driving force of the vehicle, A management unit that arbitrates a plurality of request values so as to determine a request value used for controlling the drive source, and a control unit that controls the drive source according to the request value determined by the management unit.

  According to this configuration, the drive source is controlled according to required values (target values) such as drive force, torque, and acceleration. The required value used for controlling the drive source is determined by arbitrating a plurality of required values calculated for each setting unit. Each setting unit sets the gain of the required value without setting the required value itself. The required value is calculated by the management unit according to the gains determined by the plurality of setting units. Thereby, the required value for each setting unit can be calculated using a common change characteristic. Therefore, it is possible to unify the development of the required value change characteristics. As a result, it is possible to provide a drive source control device capable of improving the development efficiency.

  In the drive source control device according to the second aspect of the invention, in addition to the configuration of the first aspect of the invention, the management unit multiplies the gain by a predetermined value so as to change with the passage of time, Calculate the required value.

  According to this configuration, the required value can be changed with time. Therefore, a desired response can be specified for the required value.

  In the drive source control device according to the third aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the plurality of setting sections determine when to calculate the required value according to the gain in addition to the gain.

According to this configuration, a required value corresponding to the gain can be obtained at a desired time.
In the drive source control apparatus according to the fourth aspect of the invention, in addition to the configuration of any one of the first to third aspects, at least one of the plurality of setting units has a gain corresponding to the vehicle speed. Determine.

  According to this configuration, for example, the acceleration from the start can be improved by increasing the gain as the vehicle speed is lower.

  In the drive source control apparatus according to the fifth aspect of the invention, in addition to the configuration of any one of the first to third aspects of the invention, a transmission capable of changing the gear ratio is connected to the drive source. At least one of the plurality of setting units determines the gain according to the difference between the input shaft of the transmission and the synchronous rotation speed.

  According to this configuration, for example, when the difference between the input shaft of the transmission and the synchronous rotational speed is small, that is, the gain is increased as the shift is advanced, the drive source generates torque necessary for further progressing the shift. It can be controlled to output.

  In the drive source control apparatus according to the sixth aspect of the invention, in addition to the configuration of any one of the first to third aspects, at least one of the plurality of setting parts is configured to adjust the gain to the accelerator opening. Determine accordingly.

  According to this configuration, for example, by increasing the gain as the accelerator opening is larger, the drive source can be controlled to have characteristics in line with the driver's intention.

  In the drive source control device according to the seventh invention, in addition to the configuration of any one of the first to third inventions, the vehicle is equipped with a measuring instrument for measuring the distance from the vehicle traveling in front of the vehicle. At least one of the plurality of setting units determines the gain according to the distance from the vehicle ahead (inter-vehicle distance).

  According to this configuration, for example, by increasing the gain as the inter-vehicle distance is longer, the followability to a vehicle traveling ahead can be improved.

  In the drive source control apparatus according to the eighth invention, in addition to the configuration of any one of the first to third inventions, the vehicle is equipped with a measuring instrument for measuring the acceleration of the vehicle traveling in front of the vehicle. . At least one of the plurality of setting units determines the gain according to the acceleration of the vehicle ahead.

  According to this configuration, for example, by increasing the gain as the acceleration of the vehicle traveling ahead increases, the followability to the vehicle traveling forward can be improved.

  In the drive source control apparatus according to the ninth aspect of the invention, in addition to the configuration of any one of the first to eighth aspects, the required value is the output torque of the drive source. The control unit performs control so that the output torque of the drive source becomes the output torque determined by the management unit.

According to this configuration, a desired output torque can be obtained.
In the drive source control apparatus according to the tenth invention, in addition to the configuration of any one of the first to eighth inventions, the required value is the driving force of the vehicle. The control unit controls the drive source so that the driving force of the vehicle becomes the driving force determined by the management unit.

According to this configuration, a desired driving force can be obtained.
In the drive source control apparatus according to the eleventh aspect, in addition to the configuration of any one of the first to eighth aspects, the required value is the acceleration of the vehicle. The control unit controls the drive source so that the acceleration of the vehicle becomes the acceleration determined by the management unit.

  According to this configuration, a desired acceleration can be obtained.

It is a schematic block diagram which shows the power train of a vehicle. It is a skeleton figure which shows the planetary gear unit of an automatic transmission. It is a figure which shows the operation | movement table | surface of an automatic transmission. It is a figure which shows the hydraulic circuit of an automatic transmission. It is a figure which shows the system configuration | structure of the control apparatus which concerns on this Embodiment. It is a figure (the 1) which shows the gain defined according to a vehicle speed. It is a figure which shows the gain defined according to the distance between vehicles. It is a figure which shows the gain defined according to the acceleration of the vehicle ahead. It is a figure (the 2) which shows the gain defined according to a vehicle speed. It is a figure which shows the gain defined according to the difference of the input shaft rotational speed and synchronous rotational speed of an automatic transmission. It is a figure which shows the gain defined according to an accelerator opening. It is a figure which shows the map which defined the change characteristic of the torque at the time of acceleration. It is a figure which shows the map which defined the change characteristic of the torque at the time of deceleration. It is a figure which shows the request | requirement engine torque of a driver's support system. It is a figure which shows the request | requirement engine torque of an ECT torque control system.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A vehicle equipped with a control device according to an embodiment of the present invention will be described with reference to FIG. This vehicle is an FR (Front engine Rear drive) vehicle. 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.

  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 drive source instead of or in addition to the 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. Instead of the automatic transmission that forms the gear stage, CVT (Continuously Variable Transmission) that changes the gear ratio steplessly may be mounted. Furthermore, you may make it mount the automatic transmission which consists of a constant-meshing-type gearwheel speed-changed by a hydraulic actuator or an electric motor.

  The driving force output from automatic transmission 2000 is transmitted to left and right rear wheels 7000 via propeller shaft 5000 and 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 shaft. A rotational speed sensor 8022, an output shaft rotational speed sensor 8024, an oil temperature sensor 8026, a water temperature sensor 8028, and a wheel speed sensor 8030 are connected via a harness or the like. Further, a signal output from millimeter wave radar 8032 is input to ECU 8000.

  The position (position) of shift lever 8004 is detected by position switch 8006, and a signal representing the detection result is transmitted to ECU 8000. Corresponding to the position of the shift lever 8004, 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 can be selected in accordance with the operation of the driver.

  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.

  In place of or in addition to the electronic throttle valve 8016, 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 shaft rotational speed sensor 8022 detects input shaft rotational speed NI of automatic transmission 2000 (turbine rotational speed NT of torque converter 2100), and transmits a signal representing the detection result to ECU 8000. Output shaft rotational speed sensor 8024 detects output shaft rotational speed NO of automatic transmission 2000 and transmits a signal representing the detection result to ECU 8000.

  Oil temperature sensor 8026 detects the temperature (oil temperature) of oil (ATF: Automatic Transmission Fluid) used for the operation and lubrication of automatic transmission 2000, and transmits a signal indicating the detection result to ECU 8000.

  Water temperature sensor 8028 detects the temperature (water temperature) of cooling water for engine 1000 and transmits a signal representing the detection result to ECU 8000.

  A wheel speed sensor 8030 is provided for each of the two front wheels and the two rear wheels 7000. That is, the wheel speed sensor 8030 is provided for each of the four wheels. Wheel speed sensor 8030 detects the rotational speed of each wheel and transmits a signal representing the detection result to ECU 8000.

  Millimeter wave radar 8032 detects a distance (inter-vehicle distance) from a vehicle traveling in front of the vehicle, and transmits a signal representing the detection result to ECU 8000. The inter-vehicle distance may be measured using a device other than the millimeter wave radar 8032.

  In the present embodiment, the acceleration of the vehicle traveling ahead is measured by differentiating the inter-vehicle distance measured by the millimeter wave radar 8032 twice. In addition, you may make it measure directly the acceleration of the vehicle which drive | works ahead.

  ECU 8000 includes position switch 8006, accelerator opening sensor 8010, air flow meter 8012, throttle opening sensor 8018, engine speed sensor 8020, input shaft speed sensor 8022, output shaft speed sensor 8024, oil temperature sensor 8026, and water temperature sensor. Based on a signal sent from 8028, a wheel speed sensor 8030, etc., a map and a program stored in a ROM (Read Only Memory) 8002, the devices are controlled so that the vehicle is in a desired running state. The program executed by 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.

In the present embodiment, ECU 8000 has the forward 1st to 8th gears when the shift lever 8004 is in the D (drive) position and the D (drive) range is selected as the shift range of automatic transmission 2000. Automatic transmission 2000 is controlled so that one of these gears is formed. The automatic transmission 2000 can transmit a driving force to the rear wheel 7000 by forming any one of the first to eighth forward gears. 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. ECU 8000 is divided into a plurality of ECUs.

  The 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.

  First sun gear (S1) 3102 is fixed to 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.

  Second pinion gear (P2) 3204 meshes with second sun gear (S2) 3202, rear ring gear (RR) 3208, and 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 the operation table, a forward 1st to 8th gear and a reverse 1st and 2nd gear 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.

  When the spool of the manual valve 4100 is in the R position, the line pressure oil passage 4010 and the R range pressure oil passage 4104 are communicated, and the oil pressure is supplied to the R range pressure oil passage 4104. At this time, the D range pressure oil passage 4102 and the drain port 4105 are communicated, and the D range pressure in the D range pressure oil passage 4102 is discharged from the drain port 4105.

  When the spool of the manual valve 4100 is in the N position, 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 and R of the D range pressure oil passage 4102 are communicated. The R range pressure of the range pressure oil passage 4104 is discharged from the drain port 4105.

  The hydraulic pressure supplied to the D range pressure oil path 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.

  The solenoid modulator valve 4200 adjusts the hydraulic pressure (solenoid modulator pressure) supplied to the 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, and generates 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.

  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.

  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.

With reference to FIG. 5, the system configuration of the control device according to the present embodiment will be described. As shown in FIG. 5, the control device is a power train driver model (PDRM: Power train Driver model).
Model) 9000, Drivers Support System (DSS) 9010, ECT (Electronic controlled Transmission) Torque Control System 9020, TRC (TRaction Control) System 9030, Power Train Manager (PTM) 9100 and an engine control system 9200.

  The power train driver model 9000 is a model (function) used to set the driver's required engine torque for the engine 1000 based on the driver's operation.

  The engine torque is converted into driving force by multiplying the engine torque by the current gear ratio of the automatic transmission 2000 and the gear ratio of the differential gear 6000 and dividing by the radius of the rear wheel 7000. Therefore, the required engine torque is a required value related to the driving force of the vehicle.

  In the present embodiment, a required engine torque (required value of output torque of engine 1000) for engine 1000 is set based on an accelerator opening, a vehicle speed, and the like according to an engine torque map determined in advance based on results of experiments and simulations. Is done. The method for setting the driver's requested engine torque is not limited to this.

The driver's support system 9010 automatically sets the required engine torque according to the behavior of the vehicle by a cruise control system, a parking assist system, a pre-crash safety system, and the like.

  The 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.

  The driver's support system 9010 automatically sets a required engine torque (control torque) required for performing these controls. For example, the required engine torque is set according to a predetermined map.

  Further, the driver's support system 9010 calculates a required engine torque having a transient change characteristic (sensitivity characteristic), a required engine torque gain, a characteristic to increase or decrease, and a required engine according to the gain. The time for calculating the torque (the time for reflecting the sensibility characteristics to the required engine torque) is automatically set.

  That is, for the driver's support system 9010, in addition to the normal required engine torque, the required engine torque having a transient change characteristic is calculated according to the gain.

  As shown in FIG. 6, the driver's support system 9010 determines the gain according to the vehicle speed according to a map having the vehicle speed as a parameter. The lower the vehicle speed, the larger the gain. The map shown in FIG. 6 is created in advance by a developer based on results of experiments and simulations.

  Further, as shown in FIG. 7, the driver's support system 9010 determines the gain according to the inter-vehicle distance according to a map having the distance to the vehicle ahead (inter-vehicle distance) as a parameter. The gain is determined so as to increase as the inter-vehicle distance increases. The map shown in FIG. 7 is created in advance by the developer based on the results of experiments and simulations.

  Further, as shown in FIG. 8, the driver's support system 9010 determines the gain according to the acceleration of the vehicle ahead according to a map having the acceleration of the vehicle ahead as a parameter. The gain is determined to increase as the acceleration increases. The map shown in FIG. 8 is created in advance by the developer based on the results of experiments and simulations.

  Which of the maps shown in FIGS. 6 to 8 is used to determine the gain is determined, for example, according to the traveling state of the vehicle. The method for determining the gain is not limited to this.

  Returning to FIG. 5, the ECT torque control system 9020 automatically sets a required engine torque (control torque) required for the engine 1000 for controlling the input torque of the automatic transmission 2000 and the like. For example, a torque for realizing a torque down for reducing a shift shock is required. The requested engine torque is set according to a predetermined map.

  Further, the ECT torque control system 9020 calculates a required engine torque having a transient change characteristic (sensitivity characteristic), a required engine torque gain, a characteristic to increase or decrease, and a required engine according to the gain. The time to calculate the torque is automatically set.

  That is, for the ECT torque control system 9020, in addition to the normal required engine torque, the required engine torque having a transient change characteristic is calculated according to the gain.

  As shown in FIG. 9, the ECT torque control system 9020 determines the gain according to the vehicle speed according to a map having the vehicle speed as a parameter. The lower the vehicle speed, the larger the gain. The map shown in FIG. 9 is created in advance by the developer based on the results of experiments and simulations.

  Further, as shown in FIG. 10, the ECT torque control system 9020 includes the input shaft rotational speed NI and the synchronous rotational speed (the product of the gear ratio of the gear stage after the shift and the output shaft rotational speed NO) of the automatic transmission 2000. According to the map having the difference as a parameter, the gain is determined according to the difference between the input shaft rotational speed NI and the synchronous rotational speed. For example, the gain is determined to be larger as the difference between the input shaft rotational speed NI and the synchronous rotational speed is smaller, that is, as the shift is advanced. The map shown in FIG. 10 is created in advance by the developer based on the results of experiments and simulations.

  Furthermore, as shown in FIG. 11, the ECT torque control system 9020 determines the gain according to the accelerator opening in accordance with a map having the accelerator opening as a parameter. The gain is determined so as to increase as the accelerator opening increases. The map shown in FIG. 11 is created in advance by the developer based on the results of experiments and simulations.

  Which map is used to determine the gain is determined according to the traveling state of the vehicle, for example. The method for determining the gain is not limited to this.

  Returning to FIG. 5, the TRC system 9030 detects the optimum values such as the brake hydraulic pressure of each wheel and the required engine torque of the engine 1000 as well as the required engine torque when the sensor detects slipping of the drive wheels when starting and accelerating on a slippery road surface. This is a control system for automatically setting the timing for controlling the engine 1000 in accordance with the engine torque and ensuring an optimum driving force.

  For example, when a wheel slip is detected due to a rapid increase in the rotational speed of the wheel, a torque is required to realize a torque reduction for recovering the grip force of the wheel. For example, the required engine torque is set according to a predetermined map.

  Returning to FIG. 5, the powertrain manager 9100 includes a torque calculation unit 9102 and a torque arbitration unit 9104.

  The torque calculation unit 9102 calculates the required engine torque for each system according to the gain set in the driver support system 9010 and the ECT torque control system 9020.

  More specifically, as shown in FIG. 12, acceleration is performed by multiplying a predetermined value (torque) that changes with time, that is, a value having a transient change characteristic, by a gain. The required engine torque at the time is calculated. That is, the required engine torque having a common shape is calculated for the drivers support system 9010 and the ECT torque control system 9020. The map shown in FIG. 12 is used when it is determined that the required engine torque has a characteristic of increasing.

Similarly, as shown in FIG. 13, a predetermined value (changed with the passage of time (
Torque), that is, a value having a transient change characteristic, is multiplied by a gain to calculate a required engine torque during deceleration. That is, the required engine torque having a common shape is calculated for the drivers support system 9010 and the ECT torque control system 9020. The map shown in FIG. 13 is used when it is determined that the required engine torque has a characteristic of decreasing.

  Note that different maps may be used according to the required engine torque set in the driver's support system 9010 and the ECT torque control system 9020. That is, the sensitivity characteristics may be different depending on the required engine torque set in the driver support system 9010 and the ECT torque control system 9020.

  FIG. 14 shows an example of the required engine torque of the drivers support system 9010. When the preceding vehicle that has stopped starts at time T1, as shown by the solid line, the required engine torque of the driver's support system 9010 is calculated to increase.

  In the example shown in FIG. 14, in the period from time T1 to time T2, the required engine torque reflecting the sensitivity characteristics is calculated according to the gain set by the driver's support system 9010. 14 indicates the required engine torque set directly by the driver's support system 9010.

  FIG. 15 shows an example of the required engine torque of the ECT torque control system 9020. When the traveling state of the vehicle is reversed from the driven state to the driving state at time T3, the required engine torque of the ECT torque control system 9020 is calculated to increase as shown by the solid line.

  In the example shown in FIG. 15, in the period from time T3 to time T4, the required engine torque reflecting the sensibility characteristics is calculated according to the gain set by the ECT torque control system 9020. Note that the alternate long and short dash line in FIG. 15 indicates the required engine torque set directly by the ECT torque control system 9020.

  Returning to FIG. 5, the torque arbitration unit 9104 includes a plurality of required engine torques determined for each of the power train driver model 9000, the driver support system 9010, the ECT torque control system 9020, and the TRC system 9030. A plurality of requested engine torques are arbitrated so as to determine the requested engine torque used for control.

  For example, the maximum required engine torque or the minimum required engine torque is determined as the required engine torque used for control of engine 1000 according to the driving state of the vehicle. Further, when a predetermined condition is satisfied, the required engine torque of a specific system among the power train driver model 9000, the driver support system 9010, the ECT torque control system 9020, and the TRC system 9030 is the engine 1000 It is determined as the required engine torque used for control. The method for adjusting the requested engine torque is not limited to these.

  The determined required engine torque is input to the engine control system 9200. That is, the requested engine torque is requested from engine 1000 via engine control system 9200.

The engine control system 9200 controls the engine 1000 according to the required engine torque determined by the torque arbitration unit 9104. The engine control system 9200 performs control so that the engine torque becomes the required engine torque determined by the torque adjuster 9104.

  As described above, in the present embodiment, the engine is controlled according to the required engine torque. The required engine torque used for engine control is determined by arbitrating a plurality of required engine torques respectively calculated for the driver's support system and the ECT torque control system. Each system sets the gain of the requested engine torque without setting the requested engine torque itself. The required engine torque is calculated by the power train manager according to the gain determined in the driver's support system and the ECT torque control system. Thus, the required engine torque for each system can be calculated using the common change characteristic. Therefore, the development of the change characteristic of the required engine torque can be unified. As a result, development efficiency can be improved.

  Note that the required driving force for the vehicle may be used instead of the required engine torque. In this case, engine control system 9200 may control engine 1000 such that the driving force of the vehicle becomes the required driving force determined by torque arbitration unit 9104. That is, the engine is configured to realize the required engine torque converted from the required driving force by multiplying the required driving force by the radius of the rear wheel 7000 and dividing by the current gear ratio of the automatic transmission 2000 and the gear ratio of the differential gear 6000. 1000 may be controlled.

  Further, the required acceleration for the vehicle may be used instead of the required engine torque. In this case, the engine control system 9200 may control the engine 1000 so that the acceleration of the vehicle becomes the required acceleration determined by the torque arbitration unit 9104. That is, the engine 1000 may be controlled so as to realize the required driving force calculated by multiplying the required acceleration by the vehicle weight.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1000 engine, 1004 auxiliary machine, 2000 automatic transmission, 2100 torque converter, 5000 propeller shaft, 6000 differential gear, 7000 rear wheel, 8000 ECU, 8002 ROM, 8004 shift lever, 8006 position switch, 8008 accelerator pedal, 8010 accelerator opening sensor , 8012 Air flow meter, 8016 Electronic throttle valve, 8018
Throttle opening sensor, 8020 engine speed sensor, 8022 input shaft speed sensor, 8024 output shaft speed sensor, 8026 oil temperature sensor, 8028 water temperature sensor, 8030 wheel speed sensor, 8032 millimeter wave radar, 9000 power train driver model, 9010 Drivers Support System, 9020 ECT Torque Control System, 9030 TRC System, 9100 Power Train Manager, 9102 Torque Calculation Unit, 9104 Torque Arbitration Unit, 9200 Engine Control System.

Claims (11)

A drive source control device mounted on a vehicle,
A plurality of setting units for determining a gain of a required value relating to the driving force of the vehicle;
The plurality of setting values are calculated for each of the plurality of setting units according to gains determined in the plurality of setting units, and the plurality of request values used for controlling the drive source are determined from the plurality of setting values. A management unit that mediates the requested value of
A drive source control device comprising: a control unit that controls the drive source according to a request value determined by the management unit.   2. The drive source control device according to claim 1, wherein the management unit calculates the required value by multiplying a predetermined value so as to change with the passage of time by the gain.   3. The drive source control device according to claim 1, wherein the plurality of setting units determine when to calculate the required value in accordance with the gain in addition to the gain.   The drive source control device according to claim 1, wherein at least one of the plurality of setting units determines the gain according to a vehicle speed. A transmission capable of changing a gear ratio is connected to the drive source,
The drive according to any one of claims 1 to 3, wherein at least one of the plurality of setting units determines the gain according to a difference between an input shaft of the transmission and a synchronous rotational speed. Source control device.   The drive source control device according to claim 1, wherein at least one of the plurality of setting units determines the gain according to an accelerator opening.   The vehicle is equipped with a measuring instrument that measures a distance from a vehicle traveling in front of the vehicle, and at least one of the plurality of setting units has the gain set to the vehicle ahead. The drive source control device according to any one of claims 1 to 3, wherein the drive source control device is determined according to the distance. The vehicle is equipped with a measuring instrument that measures the acceleration of the vehicle traveling in front of the vehicle,
The drive source control device according to claim 1, wherein at least one of the plurality of setting units determines the gain in accordance with an acceleration of the vehicle ahead. The required value is an output torque of the drive source,
9. The drive source control device according to claim 1, wherein the control unit controls the output torque of the drive source to be an output torque determined by the management unit. The required value is the driving force of the vehicle,
9. The drive source control device according to claim 1, wherein the control unit controls the drive source so that the drive force of the vehicle becomes a drive force determined by the management unit. The required value is an acceleration of the vehicle,
9. The drive source control device according to claim 1, wherein the control unit controls the drive source such that an acceleration of the vehicle becomes an acceleration determined by the management unit.

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