Power train controller and control method

• US 5,906,560 A
• Filed: 04/29/1998
• Issued: 05/25/1999
• Est. Priority Date: 09/02/1994
• Status: Expired due to Fees

• Current Assignee: Hitachi, Ltd.
• Original Assignee: Hitachi, Ltd.
• Inventors: Minowa, Toshimichi, Yoshida, Yoshiyuki, Ishii, Junichi
• Primary Examiner(s): Wright, Dirk
• Application Number:
  US09/069,186
• Time in Patent Office: 391 Days
• Field of Search: 477/97, 701/65, 701/87, 180/197
• US Class Current: 477/97
• CPC Class Codes: B60K 28/165 acting on elements of the vehicle drive train other than the propulsion unit and brakes, e.g. transmission, clutch, differential acting on brakes B60T8/17
• CPC Class Codes: B60W 10/04 including control of propulsion units
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 10/115 with planetary gears
• CPC Class Codes: B60W 2050/0057 Frequency analysis, spectral techniques or transforms
• CPC Class Codes: B60W 2510/0604 Throttle position
• CPC Class Codes: B60W 2540/30 Driving style
• CPC Class Codes: B60W 2552/15 Road slope, i.e. the inclination of a road segment in the longitudinal direction
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: B60W 30/182 Selecting between different operative modes, e.g. comfort and performance modes
• CPC Class Codes: B60W 40/09 Driving style or behaviour
• CPC Class Codes: F16H 2059/003 Detecting or using driving style of a driver, e.g. for adapting shift schedules
• CPC Class Codes: F16H 2059/082 with different modes
• CPC Class Codes: F16H 2059/084 Economy mode
• CPC Class Codes: F16H 2059/085 Power mode
• CPC Class Codes: F16H 2059/385 Turbine speed
• CPC Class Codes: F16H 2059/506 Wheel slip
• CPC Class Codes: F16H 2059/663 : Road slope
• CPC Class Codes: F16H 2061/0015 : Transmission control for optimising fuel consumptions
• CPC Class Codes: F16H 2061/0081 : Fuzzy logic
• CPC Class Codes: F16H 2061/022 : Calculation or estimation of optimal gear ratio, e.g. best ratio for economy drive or performance according driver preference, or to optimise exhaust emissions
• CPC Class Codes: F16H 2061/0227 : Shift map selection, i.e. methods for controlling selection between different shift maps, e.g. to initiate switch to a map for up-hill driving
• CPC Class Codes: F16H 2300/14 : Selecting a state of operation, e.g. depending on two wheel or four wheel drive mode
• CPC Class Codes: F16H 2302/04 : Determining a modus for shifting selection of shift speed modus F16H2059/0226
• CPC Class Codes: F16H 59/16 : Dynamometric measurement of torque
• CPC Class Codes: F16H 59/24 : dependent on the throttle opening
• CPC Class Codes: F16H 59/36 : Inputs being a function of speed
• CPC Class Codes: F16H 59/44 : dependent on machine speed of the machine, e.g. the vehicle
• CPC Class Codes: F16H 59/48 : Inputs being a function of acceleration
• CPC Class Codes: F16H 59/58 : dependent on signals from the steering
• CPC Class Codes: F16H 59/66 : Road conditions, e.g. slope, slippery
• CPC Class Codes: F16H 59/74 : Inputs being a function of engine parameters F16H59/14 takes precedence
• CPC Class Codes: F16H 61/0213 : characterised by the method for generating shift signals
• CPC Class Codes: F16H 61/08 : Timing control
• CPC Class Codes: F16H 61/14 : Control of torque converter lock-up clutches
• CPC Class Codes: F16H 61/18 : Preventing unintentional or unsafe shift , e.g. preventing manual shift from highest gear to reverse gear
• CPC Class Codes: F16H 61/21 : Providing engine brake control
• CPC Class Codes: F16H 61/686 : with orbital gears
• CPC Class Codes: F16H 63/502 : for smoothing gear shifts
• CPC Class Codes: Y02T 10/60 : Other road transportation technologies with climate change mitigation effect

Abstract

A power train controller and control method are provided for a passenger car driven by a combustion engine and an automatic gear changing transmission. Control sensors detect a current operating state of the passenger car. Three different modes of operation, including sports mode, economy mode, and comfortable mode are selected by the driver. Depending on the selected mode, the automobile transmission is controlled in different shifting patterns as a function of the sensed vehicle operating conditions.

Claims

1. A power train control apparatus for an automobile, comprising:

at least two axis rotational speed detectors for detecting a rotational speed of an output axis of a wheel, a wheel axle or a change gear of the automobile;

an engine revolutional speed detector for detecting the rotational speed of an output axis of the engine of the automobile;

a throttle opening detector for detecting throttle opening of a throttle valve for controlling an air quantity inhaled to the engine; and

a change gear controller for controlling an output axial torque of the output axis of the change gear;

wherein said change gear controller stores a slip rate as a limit slip rate, said slip rate being obtained when a running state of the automobile changes from stable to unstable, operates said slip rate of said wheel based on signals which are output from said axis rotational speed detectors, said engine rotational speed detector and said throttle opening detector, reduces said gear ratio when said slip rate exceeds said limit slip rate, judges whether said automobile is in an engine brake condition based on signals which are output from said engine rotational speed detector and said throttle opening detector, stores at least two driving modes, one of said driving modes being a first driving mode for controlling said output axial torque according to a predetermined speed change line and another of said driving mode being a second driving mode for controlling said output axial torque according to another speed change line which is at least partially set towards a higher automobile speed side than said predetermined speed chance line, and inhibits to control said axial torque of said output axis of said change gear based on said second driving mode, when said automobile is judged to be in said engine brake condition.

2. A power train control apparatus for an automobile as defined in claim 1, wherein said first driving mode is economy driving mode and said second driving mode is sports driving mode.

3. A power train control apparatus for an automobile, comprising:

at least two axis rotational speed detectors for detecting a rotational speed of an output axis of a wheel, a wheel axle or a change gear of the automobile;

an engine rotational speed detector for detecting the rotational speed of the output axis of an engine of the automobile;

a throttle opening detector for detecting throttle opening of a throttle valve for controlling an air quantity inhaled to the engine;

a driving mode storage device for storing at least two driving modes which are capable of being selected by a driver; and

a change gear controller for controlling an output axial torque of the output axis of the change gear according to a selected one of the two driving modes;

wherein said change gear controller stores a slip rate as a limit slip rate, said slip rate being obtained when a running state of the automobile changes from stable to unstable, operates said slip rate of said wheel based on signals which are output from said axis rotational speed detector, said engine rotational speed detector and said throttle opening detector, judges whether said automobile is in an engine brake condition based on signals which are output from said engine rotational speed detector and said throttle opening detector, reduces said gear ratio when said slip rate exceeds said limited slip rate, and inhibits to control said output axial torque based on said selected one of the two driving modes having a speed chance line which is at least partially set towards a higher automobile speed side than another speed change line of another of the two driving modes, when said automobile is judged to be in said engine brake condition.

4. A power train control apparatus for an automobile as defined in claim 3, wherein said selected one of the two driving modes is sports driving mode and said other of the two driving modes is economy-driving mode.

5. A power train control method for an automobile, comprising the steps of:

detecting at least two rotational speeds of an output axis of a wheel, a wheel axle or a change gear of the automobile;

detecting a rotational speed of an output axis of an engine of the automobile;

detecting a throttle opening of a throttle valve for controlling an air quantity inhaled to the engine;

storing a slip rate as a limit slip rate, said slip rate being obtained when a running state of the automobile changes from stable to unstable;

operating said slip rate of said wheel based on said axis rotational speed, said rotational speed of said output axis of said engine and said throttle opening;

reducing said gear ratio when said slip rate exceeds said limit slip rate;

judging whether said automobile is in an engine brake condition based on said rotational speed of said output axis of said engine and said throttle opening;

storing at least two driving modes, one of said driving modes being a first driving mode for controlling said output axial torque according to a predetermined speed change line and another of said driving mode being a second driving mode for controlling said output axial torque according to another speed chance line which is at least partially set towards a higher automobile speed side than said predetermined speed change line; and

inhibiting to control said output axial torque of said output axis of said change gear based on said second driving mode, when said automobile is judged to be in said engine brake condition.

6. A power train control method for an automobile, comprising the steps of:

detecting at least two rotational speeds of an output axis of a wheel, a wheel axle or a change gear of the automobile;

detecting a rotational speed of an output axis of an engine of the automobile;

detecting a throttle opening of a throttle valve or controlling an air quantity inhaled to the engine;

storing at least two driving modes which are capable of being selected by a driver;

storing a slip rate as a limit slip rate, said slip rate being obtained when a running state of the automobile changes from stable to unstable;

operating said slip rate of said wheel based on said axis rotational speed, said revolutional speed of said output axis of said engine and said throttle opening;

reducing said gear ratio when said slip rate exceeds said limit slip rate;

judging whether said automobile is in an engine brake condition based on said rotational speed of said output axis of said engine and said throttle opening; and

inhibiting to control said output axial torque based on said selected one of the two driving modes having a speed change line which is at least partially set towards a higher automobile speed side than another speed change line of the other of the two driving modes, when said automobile is judged to be in said engine brake condition.

7. A power train control apparatus for an automobile having an engine, an automatic change gear device through which said engine drives wheels, said power train control apparatus comprising:

a slip rate calculating means for calculating a slip rate of at least one of said wheels;

a gear change controller for reducing a gear ratio of said automatic change gear device when said slip rate exceeds a predetermined limit slip rate;

an engine brake detecting means for detecting whether the automobile is in an engine brake condition based on a rotational speed and a throttle valve opening of the engine; and

a driving mode selecting means for selecting one of predetermined plural driving modes to control said automatic change gear device with a selected driving mode, said predetermined plural driving modes including a first driving mode which maximizes fuel consumption and a second driving mode which maximizes acceleration performance of the engine of the automobile;

wherein said driving mode selecting means inhibits to control the automatic change gear device with said second driving mode, based on an output of said engine brake detecting means.

8. A power train control apparatus for an automobile as defined in claim 7, wherein each of said driving modes is defined by a gear ratio changing map in a memory having predetermined gear speed change lines, and the gear speed change line in said second driving mode is at least partially set towards a higher automobile speed side than the gear speed change line in said first driving mode.

9. A power train control apparatus for an automobile as defined in claim 7, wherein said first driving mode is economy driving mode and said second driving mode is sports driving mode.