JP2001227370A - Vehicle driving force control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle driving force control device giving no discomfort to a driver in releasing an accelerator during driving on a junction. SOLUTION: This vehicle driving force control device is provided with an accelerator operation quantity detecting means, a means calculating a target acceleration of the vehicle when an accelerator operation quantity is zero, an own car position detection means, a means for detecting that the own car is on a junction with a highway from map information and the own car position, a means correcting the target acceleration when the own car interposes in the junction, ad a means realizing the corrected target acceleration. When releasing the accelerator during interposed in the junction, this control device can correct the target acceleration for the junction, reflect the expectation of the driver to the vehicle power performance different from a general road and the highway irrelevant the gradient of the road, and provides traveling reflecting the expectation of the driver without any discomfort.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle driving force control device, and more particularly to a vehicle driving force control device which is useful when applied and implemented while traveling on a connecting road connecting an expressway and a general road. It is about.

[0002]

2. Description of the Related Art Driving force characteristics are determined so that the characteristics of the driving vehicle are optimal according to the road environment in which the vehicle travels. Japanese Patent Laid-Open No.
2. Description of the Related Art A technique as described in JP-A-14191 (Document 1) is known. This is because when driving on a road connecting to an expressway, the purpose is to assist deceleration so that the vehicle does not go faster than necessary when driving on the road connecting the expressway and the general road. This is a vehicle control device configured to limit the high speed side of the transmission gear ratio based on a driver's deceleration operation.

[0003]

(A) With the above-described structure, although the aim is to assist in deceleration during traveling on the above-mentioned connection road, consider the case where the driver releases the accelerator pedal. Based on the considerations of the present inventor, they have found the following.

[0004] That is, when the driver releases the accelerator pedal, an engine braking force is generated. Here, in the prior art, when traveling on a connection road, the high speed side of the transmission gear ratio was limited, so that the engine's auxiliary equipment was activated or the vehicle weight or the gradient of the road changed. Even in such a case, the engine braking force at the time of releasing the accelerator does not change, and as a result, the vehicle acceleration at the time of releasing the accelerator may feel too slow or insufficiently decelerating.

(C) Therefore, if the vehicle is slowed down more than expected due to the adoption of the above-described configuration, for example, due to the slope of the road, the driver who tries to release the accelerator pedal on the connection road will not If the driver gives an unexpected feeling of deceleration, abruptness, etc. or does not decelerate more than expected as a result, the driver who released the accelerator pedal in hope of deceleration will There is a possibility that a sense of incongruity, etc., which is different from expected, may be caused, for example, a feeling of insufficient deceleration or inadequacy.

(D) Therefore, if it is possible to avoid the influence of the above-mentioned factors which may cause excessive deceleration or insufficient deceleration depending on the degree, such as a change in the road gradient, as much as possible, It is possible to realize a more advantageous and effective vehicle control system for preventing, suppressing, or reducing the occurrence of discomfort, and it is also useful for ensuring good drivability when traveling on such a connection road. . Therefore, it is desirable that even when the type of road changes from a general road to a highway, the driver can always get a comfortable driving that meets the driver's expectations and secure appropriate vehicle driving. It is to be.

[0007] The present invention is based on the above considerations, and also based on the following considerations, and aims to realize improvements from these points, and provides communication between an expressway and a general road. An object of the present invention is to provide a vehicle driving force control device that can provide an advantageous effect when the accelerator pedal is released during traveling on a connection road.

[0008]

According to the present invention, the following vehicle driving force control device is provided. That is, the present invention provides a means for detecting an accelerator operation amount, a means for calculating a target acceleration of the vehicle when the accelerator operation amount is zero, and a means for storing connection road information of roads on a map in advance,
Means for detecting the position of the own vehicle, connection road detecting means for detecting that the own vehicle is on a connection road with an expressway from the map information and the own vehicle position, and the own vehicle intervening in the connection road. And a means for correcting the target acceleration, and means for realizing the corrected target acceleration.

Further, the target acceleration correction means corrects to a deceleration side during the traveling on the connection road.

Further, the target acceleration correction means performs correction on the deceleration side which is stronger by about 0.03 to 0.07 G when traveling on the connection road than usual.

The target acceleration correction means has a target upper limit acceleration and a target lower limit acceleration, and the means for realizing the corrected target acceleration controls the actual acceleration to fall between the upper limit and the lower limit. It is characterized in that both the target upper limit acceleration and the target lower limit acceleration are corrected to the deceleration side.

Further, the means for realizing the corrected target acceleration, when the actual acceleration exceeds the target upper limit acceleration, sets the input / output speed ratio of the transmission provided in the vehicle to a low speed side, and sets the target lower limit acceleration to the lower limit. When the actual acceleration falls, the input / output speed ratio of the transmission provided in the vehicle is corrected to a higher speed.

Further, the target acceleration correcting means inhibits the correction of the target acceleration when the vehicle speed is equal to or lower than a predetermined value and the traveling road is a connecting road.

[0014]

According to the vehicle driving force control apparatus of the present invention, the accelerator operation amount detecting means, the target acceleration calculating means, the connection road information storing means, the own vehicle position detecting means, and the connection are provided. Road detection means, target acceleration correction means, and each means of the means for realizing the corrected target acceleration, each means, when the vehicle is interposed on the connection road with the highway,
The target acceleration is corrected, and control is performed to realize the corrected target acceleration. Therefore, according to the present invention, when the accelerator pedal is released while the own vehicle is intervening on the connecting road between the highway and the general road, the target acceleration for the connecting road can be corrected, and the general road can be corrected. And the driver's expectation of vehicle power performance that is different from that of expressways can be reflected regardless of the gradient of the road, so even if the type of road changes from an ordinary road to an expressway, the driver It is possible to obtain a comfortable running that meets the expectations of the vehicle and to ensure that the vehicle is running properly.

Further, the present invention has a structure as described in claim 2 and a structure as described in claim 3.
Each can be suitably implemented, and similarly, in addition to enabling the above, each of the following aspects,
It is possible to achieve the effect based on the consideration.

Here, in the second aspect of the present invention, in particular, of the above-mentioned connection roads, for example, the presence of an introduction road in which there are many curved roads having a high speed range, and the running scene on such a connection road. It is the one that paid attention. That is, according to the second aspect of the invention, when the vehicle is interposed on the connecting road, the target acceleration is corrected to the deceleration side as compared with the general road.
Even when traveling on an introductory road with many curved roads with a high speed range, the deceleration becomes larger than usual when the accelerator is released, so that the driver can feel more secure when traveling on a curved road, such as overspeed prevention.

In the invention of claim 3, attention is focused on the acceleration expected when the driver releases the accelerator pedal. That is, the vehicle acceleration when the accelerator is released is 0.07 G (about 0.
07G), the driver may feel a little sharp deceleration and may feel uncomfortable when the correction is made to the deceleration side. Conversely, when the deceleration correction amount is smaller than 0.03 G (about 0.03 G), the effect of improving the sense of security when traveling on the introduction road is small. Therefore, in the present invention, the target acceleration is corrected to the deceleration side in a range of 0.03 G to 0.07 G from the ordinary road, and the correction is performed to reduce the sense of incongruity and improve the sense of security. be able to.

Further, the present invention can be suitably implemented as a configuration as set forth in claim 4 and as a configuration as set forth in claim 5, respectively. Thus, it is possible to achieve the effects based on the following viewpoints and considerations.

According to the present invention, the vehicle acceleration is controlled so that the target acceleration is intermediate between the upper limit value and the lower limit value. Therefore, for example, when the vehicle passes through a manhole step on the road, the acceleration slightly changes. Even in such a case, control hunting can be prevented without excessively correcting the acceleration. Further, in addition to the above effects, in the present invention, since both the upper limit value and the lower limit value of the target acceleration are changed and corrected to the deceleration side, for example, when the vehicle acceleration is corrected to the deceleration side by releasing the accelerator on the introduction path. In addition, even when the road gradient changes to the upward side or the downward side, the deceleration force without discomfort can be obtained without excessively increasing or decreasing the deceleration force.

According to the fifth aspect of the present invention, in addition to the above effects, the method of changing the input / output speed ratio of the transmission is used as means for realizing the target acceleration, so that the engine braking force can be used effectively. Improve fuel economy,
There are also effects such as reduction of brake wear.

Furthermore, the present invention can be suitably implemented as a configuration in which the prohibition of correction as described in claim 6 is also taken into consideration, and in addition to enabling the above,
In this case, according to the invention of claim 6, even if the traveling road is a connecting road between an expressway and a general road, the target acceleration correction is prohibited when the vehicle speed is equal to or lower than a predetermined value. When the vehicle is running at a low speed such as in front of a tollgate, the vehicle can be driven without deceleration even when the accelerator is released.

[0022]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows an example of a vehicle to which the present invention is applied, and is also a diagram used for explaining a configuration of an overall control system according to the present invention. In the figure, 10
Reference numeral 1 denotes an engine, and the output of the engine 101 is transmitted to driving wheels (not shown) via an automatic transmission 103 with a built-in torque converter. The power train of the vehicle includes an engine 101 and an automatic transmission 103.

The automatic transmission usually means a stepped automatic transmission using a planetary gear and a clutch member, but here, a continuously variable transmission such as a V-belt type or a toroidal type is also applicable. Therefore, when referring to an automatic transmission,
A description will be given assuming that the transmission includes a continuously variable transmission that can change the transmission gear ratio (input / output speed ratio) in a stepless manner (in particular, in the program example of FIG. 4 described below, the continuously variable transmission (CVT)). An example of a configuration according to the present control system when the present invention is applied to ()) is shown).

In this embodiment, an electronically controlled throttle valve 102 (electrically controlled throttle) that is opened and closed by a motor or the like is interposed in the intake passage of the engine 101.
Is adjusted, and the output torque of the engine 101 is controlled. The electronic control throttle includes a throttle control module (hereinafter, also referred to as TCM).
It operates according to the control signal from 51.

The TCM 51 includes a power train control module (hereinafter, also referred to as PCM) 50.
Transmits a throttle valve opening signal, and T
The CM 51 converts this opening signal into a motor drive voltage, and performs feedback control on the electronically controlled throttle 102 so that the actual throttle valve opening becomes the opening command signal from the PCM 50.

Here, in this kind of electronically controlled throttle device in which the throttle system is separated from the accelerator pedal operated by the driver without linking the throttle system so that the opening can be electronically controlled, for example, When incorporating vehicle control such as cruise control and front-vehicle running control, the vehicle is automatically accelerated during vehicle control.
It can also be used to control the throttle valve opening to adjust the engine output to automatically decelerate. Therefore, in the engine output control (acceleration, maintenance, deceleration), if desired, the electronic control throttle valve 102 also includes the opening degree command signal from the PCM 50 (including the above case). (Throttle opening target value), the target throttle valve opening corresponding to the opening command signal is obtained.
The output torque of the engine 101 can be controlled by a factor other than the accelerator pedal operation without depending on the accelerator pedal operation by the driver (including when the accelerator operation amount is zero).

In the present embodiment, the PCM 50 detects an accelerator pedal opening (accelerator operation amount APO) signal from an accelerator pedal opening sensor 105 for detecting an accelerator pedal depression amount, and a vehicle speed VSP. Various input signals such as a vehicle speed signal from a vehicle speed sensor to be activated and a select range signal from a range selection lever 107 of the automatic transmission 103 are input.
Control of the fuel supply to the automatic transmission 103, control of the gear position (in the case of CVT, continuously variable transmission control), and hydraulic control.

Here, the control (T
A PC that can perform control of the automatic transmission 103 (including throttle valve control via the CM 51).
As described above, the M50 can be configured to function as an integrated controller that integrally controls the engine and the automatic transmission that form the power train of the vehicle. However, the M50 can be configured as an engine controller and an automatic transmission controller (transmission controller). ) May be separately provided, and may be constructed and provided as a control unit in a mode in which both can communicate with each other.

Further, the vehicle has an antenna 113, which is a GPS antenna for receiving signals from satellites, and the information is used as a position information processing device for grasping the current position of the vehicle. 54. The position information processing device 54 stores map information in which geographical attributes, road information, and the like are incorporated in advance as a recording medium such as a CD-ROM.
A signal from the antenna 113 collects information on the road where the vehicle is currently located, and transmits the information to the external environment information processing module 52.

The GPS antenna 113 and the position information processing device 54 constitute a vehicle-mounted navigation device (navigation system) including a display device (monitor) 112 for displaying the image information.

The external environment information processing module 52 comprises:
The current environment of the vehicle is appropriately summarized and transmitted to the PCM 50. The PCM 50 receives this signal and
01 and the shift of the automatic transmission 103 are controlled. Conversely, the PCM 50 outputs the output torque information of the engine 101, the gear position information of the automatic transmission 103 (speed ratio information of the continuously variable transmission in the case of CVT), and the signal state from the accelerator opening sensor 105. Are transmitted to the external environment information processing module 52. The external environment information processing module 52 may increase the accuracy of determining the external environment in response to the signal.

Here, in this embodiment, the PCM 50
In the control of the driving force of the power train by the engine 101 and the automatic transmission 103 according to the present invention, basically, the useful driving force control during traveling on a connecting road connecting the highway and the general road is performed. The external environment information processing module 52 also transmits a signal to the PCM 50 as described above. In this case, an input signal is a signal stored on a map stored in advance using the navigation system having the above configuration. Based on the map information including the road connection information and the detected current position of the own vehicle, the detected information can be used as detection information when it is detected that the own vehicle is on the connection road. Accordingly, the PCM 50 receives not only various signals such as the signal from the accelerator pedal opening sensor 105 and the signal from the vehicle speed sensor mentioned above but also the detection from the external environment information processing module 52. The control of the output of the engine 101 and the shift of the automatic transmission 103 can be executed by receiving the information.
Based on the considerations (a) to (d) described above, a more advantageous effect can be brought about when the driver releases the accelerator pedal when driving on the road connecting to the expressway, and the effect from the general road can be reduced. Even if the type of road changes to a highway, etc., the PCM 50 has a zero detected accelerator operation amount so that the driver can always obtain a comfortable running that meets the driver's expectations. A function to calculate the target acceleration of the vehicle at the time of, and a function to correct the target acceleration when detecting that the own vehicle is present on the connection road by the detection information from the external environment information processing module 52. At the same time, a function of controlling to realize the corrected target acceleration is provided, and the control is executed in a corresponding control scene.

An accelerator depression amount detecting means 1, a target acceleration calculating means 2, a connection road detecting means 3, a target acceleration correcting means 4, a target acceleration realizing means 5, a map information searching means 6, a vehicle position detecting means 7 shown in FIG. Is an example in which the above control contents are represented as functional blocks. Here, the accelerator depression amount detecting means 1 is a means for detecting an accelerator operation amount, and a target acceleration calculating means 2
Is means for calculating a target acceleration of the vehicle when the accelerator operation amount is zero.

On the other hand, the map information retrieving means 6 is a means for storing connection road information of roads on the map in advance, and the own vehicle position detecting means 7 is a means for detecting the absolute position of the own vehicle. The connection path detection means 3 can be configured as connection path detection means for detecting that the own vehicle is on a connection road with an expressway based on the map information and the position of the own vehicle. In this embodiment, the GPS antenna 113 and the position information processing device 54, and the external environment information processing module 52
Can be included.

Further, the target acceleration correcting means 4 is a target acceleration correcting means for correcting the target acceleration when the own vehicle is interposed on the connection road.
Are means for realizing the corrected target acceleration. In the present embodiment, each of the means 4 and 5, the detecting means 1 and the calculating means 2 are a part of the accelerator pedal opening sensor 105 and the PCM 50. And therefore the engine by the PCM 50
Under the integrated control of the automatic transmission, if the driver releases the accelerator pedal while the vehicle is intervening in the connection between the expressway and the general road, the target acceleration calculated by the target acceleration calculation means 2 The target acceleration correcting means 4 corrects the acceleration, and the target acceleration realizing means 5 executes control so as to realize the corrected target acceleration, so that the target acceleration for the connection road can be corrected. that time,
It is possible to reflect a driver's expectation of vehicle power performance different from a general road or an expressway irrespective of a road gradient or the like.

[ First Mode According to the Preferred Embodiment ] Here, it is preferable that the target acceleration correction means 4 corrects to the deceleration side during the traveling on the connection road.
The CM 50 can adopt a configuration that executes correction control so as to correct the target acceleration to the deceleration side when traveling on a connection road.

[ Second Aspect According to the Preferred Embodiment ] Preferably, the target acceleration correction means 4 preferably corrects to a stronger deceleration side by about 0.03 to 0.07 G when traveling on the connection road than normal. , In this case, the PCM 50
About 0.03-0.07G compared to normal when running on a connection road
It is possible to adopt a configuration in which a correction control for correcting only a strong deceleration is performed.

[ Third Aspect According to Preferred Embodiment] The target acceleration correcting means 4 preferably has a target upper limit acceleration and a target lower limit acceleration with respect to the target acceleration. 5 is
Control is performed so that the actual acceleration falls between the upper limit and the lower limit, and both the target upper limit acceleration and the target lower limit acceleration are corrected to the deceleration side. Here, when the monitoring of the actual acceleration (Vacc) is also introduced as a control element, it can be applied to such control by, for example, calculating and calculating a differential value of a detected vehicle speed signal from a vehicle speed sensor. The means can also be configured to include the corresponding sensor and a part of the PCM 50.

[ Fourth Aspect According to Preferred Embodiment ] Preferably, the target acceleration realizing means 5 prepares for the vehicle when the actual acceleration (Vacc) exceeds the target upper limit acceleration described in the third aspect. When the actual acceleration (Vacc) falls below the target lower limit acceleration described in the third aspect, the input / output speed ratio of the transmission provided in the vehicle is shifted to the high speed side. , Etc., can be suitably implemented.

[ Fifth Aspect According to a Preferred Embodiment ] Preferably, the target acceleration correcting means 4 sets the vehicle speed (VSP) equal to or less than a predetermined value and when the travel road is a connection road,
When the correction of the target acceleration is prohibited and such a prohibition process is taken into consideration, the PCM 50 can adopt a configuration that also executes the correction prohibition process when the condition is satisfied.

Hereinafter, further description will be made with reference to FIGS. FIG. 3 is a flowchart illustrating an example of a logic for calculating a target acceleration of the vehicle and determining whether to increase or decrease the deceleration force. The program can be provided as a component of the PCM 50 (or, if desired, a transmission controller or the like).
It is assumed that the processing is performed every 0 msec.

FIG. 4 shows a program introduced in accordance with the present invention so as to be executed in combination with the program processing of FIG. 3, specifically, the target acceleration realizing means 5 of FIG. This is an example in which a program processing having a function as a function is incorporated. Here, an example of a logic for calculating a CVT input rotation target value which is a part of a transmission, particularly a CVT shift control, is shown in a flowchart, and information on whether to increase or decrease the deceleration force determined in FIG. (Deceleration correction direction judgment result)
Is a logic for correcting the gear ratio of the CVT and controlling the engine braking force based on the PCM 50 (or, if desired, the CVT if necessary).
Controller, etc.).
It may be executed every second.

FIG. 3 (determination of the deceleration correction direction) consisting of the processing of blocks 11 to 21 and FIG. 4 (target input rotational speed control) consisting of the processing of blocks 31 to 39, respectively, are the functions shown in FIG. The main part of the contents of an example of an embodiment (an embodiment corresponding to claims 1 to 6) according to the present invention is embodied as a flowchart with respect to the configuration diagram.

First, FIG. 3 will be described. In block 11, as various signals necessary for the control processing according to this flow,
The vehicle acceleration Vacc and information ZOKU-AP (connection road information) indicating whether or not the vehicle is on a connection road are input.

Here, regarding the vehicle acceleration Vacc,
It may be an operation value obtained by the method as described above,
In the present program example, the ZOKU-AP is determined according to, for example, the flowchart of FIG. 5, and the determination may basically be as follows.

In other words, in the examples of FIGS. 5 and 6, "road type" information set in advance for each road on the map by linking to the map information is determined from the information on the currently existing road, and this road type is The example which judges whether it is a road is shown. In this example, information such as an expressway, a general road, an urban road, a sloping road, a narrow road, a narrow road, an introduction road (connection road) which is a ramp to the expressway, and the like are stored in advance for displaying a map. It is used as type information. That is, the road on which the vehicle currently intervenes is recognized by the navigation device described above, and at the same time, the type of the road on which the vehicle is currently traveling is determined from these pieces of information. When the attribute information is a connection path, ZOKU-AP = 1 is stored, and when the attribute information is other than the connection path, ZOKU-AP = 0 is stored. In the block 11 in FIG.
You will enter this.

The program shown in the flow chart of FIG. 5 is a process for determining whether or not the own vehicle is traveling on a connecting road connecting the expressway and the general road according to such a procedure. An example is shown. This is also
It also shows a part of the embodiment of the connection path detecting means of the embodiment according to the present invention (the embodiment corresponding to claims 1 to 6). In FIG. 5, in block 51, the vehicle position information is input, and then, for example, the road number of the current position is searched from the map information near the vehicle position read as shown in FIG. In block 52, it is searched whether the road type ZOKU of the current position is an expressway (Highway), a general road (city), a connection road (Ramp) or any other based on the database relating to the road number.

In block 53, the road type ZOKU of the current position searched as described above is checked, and
It is detected whether or not the road type of the current position is a connection road based on whether or not U is Ramp. ZOKU = Ramp
If it is determined that (connection path), ZOKU-AP is set to 1 to indicate this in block 54, and if it is determined that ZOKU = Ramp (connection path), this is indicated in block 55. To ZOK
The U-AP is set to 0 so as to be applied to the control after block 11 in FIG.

Returning to FIG. 3, in block 12, the road type information ZOKU-AP monitored in block 11 is used to determine whether or not the road on which the vehicle is currently traveling is a connection to an expressway.
When the vehicle is on a connection road (ZOKU-A
The process proceeds to block 22 when P = 1), and proceeds to block 13 when the road is other than the above (ZOKU-AP = 0).

The block 22 determines whether or not the current vehicle speed VSP is equal to or lower than a predetermined value (for example, 20 km / h). However, the target vehicle acceleration is not corrected, and the process proceeds to block 13 in order to obtain the same target acceleration as usual. This corresponds to the fifth mode according to the preferred example described above. Here, when such processing is also incorporated, in the block 11, the vehicle speed V is used as a signal necessary for control according to this flow.
The SP can also be the input processing content.

In block 13 (setting of a target acceleration upper limit value for a general road), a reference value Jacc _{OV of} acceleration for determining whether to increase the deceleration force is set. In this block 13,
Basically, since the road on which the vehicle is currently located is other than a connection road, the target acceleration upper limit value Nac for a general road is used.
Let c _OV (normal target upper limit acceleration) be Jacc _ov = Nacc
_ov is stored in the reference value Jacc _ov (however, in the case where the above-described prohibition processing (block 12 → block 22 → block 13) is added, the processing of this block 13 is performed even on a connection path). Is executed,
The upper limit Nacc _ov will be set as the Jacc _ov value).

Similarly, in block 14 (setting of a target acceleration lower limit value for a general road), a reference value Jacc _ud of an acceleration for determining whether to reduce the deceleration force is set. In this block 14 following the block 13, basically, since the road on which the vehicle is present is not a connecting road, the target acceleration lower limit value Nacc _ud (normal target lower limit acceleration) for general roads is calculated as follows. By Jacc _ud = Nacc _ud , the reference value J is obtained.
Acc _ud. (However, similarly, in the case where the above-described prohibition processing is added, even in the case of a connection road, block 12 → block 22 → block 13 → main block 1
As a result of proceeding with step 4, the lower limit Nacc _ud becomes
Jacc _ud value).

On the other hand, when the processing is advanced to block 15 in the case where the own vehicle is present on the connection road (in this program example, the traveling road is the connection road, and the vehicle speed VSP exceeds the predetermined value. Block 1)
At 5 (connection path target acceleration upper limit value setting), setting a reference value JACC _ov acceleration determining whether enhance deceleration force. In this block 15, since the road on which the vehicle is currently interposed is a connection road, the target acceleration upper limit value Ra for the connection road is used.
cc _ov is stored in the reference value Jacc _ov according to Jacc _ov = Racc _ov .

Further, a block 16 following the block 15
In (connection target acceleration limit value setting path), the road on which the current vehicle is interposed connection path, the target acceleration lower limit Racc _ud for connection passage, by Jacc _ud = Racc _ud, the reference value JACC _ud To be stored.

Blocks 13 to 16 show the actual vehicle acceleration.
A control method that falls in the middle of the upper and lower limit values that are the reference value of the acceleration set in the following Example will be described later. Here, as a specific value, for example, the following table “Example of determination acceleration” Nac _ov value, Nacc _ud
Value, Racc _ov value, it is possible to set the Racc _ud values.

[0056]

[Table 1]

Thus, when traveling on a connecting road, the target acceleration is corrected to the deceleration side (first mode according to the preferred embodiment).
Not only that, when traveling on a connection road,
It can be corrected to the deceleration side which is stronger by .about.0.07 (the second mode according to the preferred embodiment). In addition, by separately setting the upper limit value and the lower limit value of the target acceleration in this way, it is possible to correspond to the third mode according to the preferred embodiment.

[0058] In FIG. 3, the next block 17, above with respect to the upper limit reference value JACC _ov the set target acceleration in the block 13 or block 15, the current acceleration Vacc read in block 11 at the current loop and which it determines whether (deceleration shortage) or, if the result of the determination, is above, that is, when the Vacc> JACC _ov is satisfied, it is determined that should enhance the vehicle deceleration force than the current, block 18 To deceleration correction command status memory C-T
oder is stored with the deceleration stronger correction command [1]. here,
The deceleration correction command state memory C-Toward value can be used as a control variable applied in the decision block 34 of FIG.

Conversely, if Vacc> Jacc _ov does not hold, the routine proceeds to block 19, where the current lower limit reference value Jacc _ud of the target acceleration set in the block 14 or 16 is set. It is determined whether or not the acceleration Vacc is lower (too decelerating), and as a result of the determination,
If the condition of acc <Jacc _ud is satisfied, it is determined that the vehicle deceleration force should be weakened from the present, and the routine proceeds to block 20, and
The deceleration weakening correction command [-1] is stored in the deceleration correction command status memory C-Toward.

On the other hand, as a result of the judgment in blocks 17 and 19, if the current vehicle acceleration Vacc does not exceed the upper limit reference value Jacc _ov and does not fall below the lower limit reference value Jacc _ud , therefore, Jacc _ov ≧ Vacc ≧ Jacc
_In the case of _ud, the process proceeds to block 21. In this block 21, the current vehicle acceleration Vacc is set to the upper limit Ja of the target acceleration.
When it is in the middle between cc _ov and the lower limit Jacc _ud of the target acceleration, it is determined that no correction of the deceleration force is necessary, and a command to maintain the deceleration force is stored in the deceleration correction command state memory C-Toward.

[0] is stored.

The deceleration correction direction judging routine is thus completed. In the following table, what values are stored in the deceleration correction command state memory C-Toward as a result of the processing performed in blocks 17 to 21. Is shown in a list.

[0062]

[Table 2]

Next, FIG. 4 will be described. Block 3
1, the vehicle speed VSP and information ZOKU indicating whether or not the vehicle is on a connection road are used as various signals necessary for control of this flow.
-Input AP and accelerator operation amount APO.

A block 32 is a so-called CVT shift map search process in which the accelerator operation amount APO and the vehicle speed V are calculated.
A map is searched for the target input rotational speed tNin from the SP. This map shows that the CVT target input rotation speed t increases as the accelerator operation amount APO increases, as in the example shown in FIG.
Nin is set to be large, and conversely, when the accelerator operation amount APO is small, the CVT target input rotation speed tNi
n is also set to be small.

In block 33, it is determined whether or not the accelerator is released (APO = 0) based on the accelerator operation amount APO read in block 31 in the current loop. If the accelerator is not released, the process proceeds to block 38. On the other hand, when it is determined that the accelerator is in the released state, on the other hand, the routine proceeds to block 34 and on, where shift correction control for acceleration correction is performed.

Here, in block 38, as will be described later, block 34 → block 35 or 36 → block 3
7 → As a result of the execution of the processing of the loop passing through the block 39, in order to end the target acceleration correction control to be executed, the target input rotational speed addition correction amount addNin is set to 0 (the addition correction amount addNin is reset. ), The process proceeds to block 39 (therefore, in this case, the target input rotation speed is not actually corrected, and as a result, the normal map value selected in block 32 (the accelerator operation as illustrated in FIG. 7). C depending on the size of the quantity APO
VT target input rotation value tNin = mapDN [APO,
VSP]) is stored and applied to the shift control).

When the process proceeds to the block 34 for performing the correction processing, the block 34 judges according to the flow of FIG.
According to the value of the deceleration correction command state memory C-Toward set in any one of the above processes, the value of the C-Toward [1,
Or −1 or 0], the correction direction of the target input rotational speed is switched, or the correction amount addNin is maintained at the current state.

That is, as a result of the C-Toward check by the block 34 for monitoring the deceleration state, when the deceleration correction command state memory C-Toward is 0, it is determined that the deceleration force correction is maintained, and addNin (current value) = addNin (Previous value), the current target input rotational speed correction amount addN
Maintain in.

On the other hand, at block 34, when the deceleration correction command state memory C-Toward is 1, it is determined that the deceleration force should be increased, and the target input rotation speed correction amount for the deceleration enhancement correction exemplified below is searched. Proceed to block 35 for
When the deceleration correction command state memory C-Toward is -1, it is determined that the deceleration force should be reduced, and the process proceeds to a block 36 for searching for a target input rotation speed correction amount for deceleration reduction correction, which is exemplified below.

Here, when the process proceeds to block 35, in this block 35, the CV is set to increase the deceleration force more than the present.
The target input rotational speed addition correction amount addNin of T is made larger than the current value to increase the engine braking force. Specifically, it is set so as to increase by the value dNin each time the processing of this flow is performed. In the present program example, in block 35, the correction amount dNin = mN for the target input rotation speed correction amount dNin per one flow according to the vehicle acceleration Vacc from the map shown in FIG.
apDPLS [Vacc] is configured to perform a search operation.

As shown in FIG. 8, by increasing the target input rotational speed correction amount dNin per unit time according to the vehicle acceleration Vacc, the vehicle acceleration can be adjusted to the upper limit reference value (when the accelerator is released when the accelerator is released on a connection road). As (APO = 0) becomes larger with respect to the target acceleration upper limit value Racc _ov ), the speed at which the engine brake is strengthened can be increased.

Therefore, when such a configuration is also adopted, when it is interposed in the connection path (ZOKU-AP =
When the accelerator pedal is released in 1), even if the vehicle is in a state of insufficient deceleration, the vehicle acceleration can be quickly increased to increase the deceleration to the target acceleration, and the vehicle acceleration can be corrected. This is effective in preventing the driver from feeling that the vehicle acceleration is insufficiently decelerated.

The correction amount dNin per unit time calculated in the block 35 is calculated by the following block 37.

## EQU1 ## In accordance with addNin (current value) = addNin (previous value) + dNin (1), the value is added to the previous value of the target input rotation speed addition correction amount, and thus the target input rotation speed addition correction amount is calculated this time. Calculate the value addNin.

On the other hand, when the process proceeds to the block 36, in the present block 36, contrary to the block 35, in order to weaken the deceleration force more than the present time, the CVT target input rotational speed addition correction amount addNin is set to be larger than the present one. Decrease the engine braking force by making it smaller. Specifically, it is set so as to decrease by a certain amount each time the processing of this flow is performed. In the present program example, in block 36, the correction amount dNin per target flow rate correction amount dNin per flow according to the vehicle acceleration Vacc from the map shown in FIG. 9, for example, dNin = mapDMNS [Vacc].
Is configured to perform a search operation.

In the map of FIG. 9, dNin is set to a negative value. As a result, when the present value of addNin is calculated based on the calculation expression (1) in block 37 described above, dNin for adding the target input rotational speed addition correction amount to the previous value becomes a negative value, Actually, the addition correction amount addNin (current value) is reduced with respect to the previous value, and the engine brake is weakened. Here, FIG.
As the vehicle acceleration Vacc becomes smaller as shown in the map, the target input rotational speed correction amount dNin per unit time is set to be smaller in the negative direction, so that the acceleration of the vehicle becomes the lower limit reference value (in the case of the connection road). When the accelerator is released (APO = 0), the speed at which the engine brake is weakened can be increased as it becomes smaller with respect to the target acceleration lower limit value (Racc _ud ).

Therefore, when such a configuration is also adopted, when it is interposed in the connection path (ZOKU-AP =
When the accelerator pedal is released in 1), even if the vehicle is decelerating too much, the vehicle acceleration can be quickly reduced (the deceleration is reduced) and the vehicle acceleration can be corrected to achieve the target acceleration. This is effective for preventing the driver from feeling too slowing down the vehicle acceleration at the time of release.

After the calculation of the target input rotation speed addition correction amount by the block 37, the process proceeds to a block 39. In block 39, the addition correction amount addNin set in the reset processing block 38 mentioned above (accordingly,
dNin = 0), or the target input rotational speed addition correction amount addNin calculated in the block 37 when the shift correction control for acceleration correction is being executed.

## EQU2 ## In accordance with tNin = tNin + addNin (2), the CVT target input rotational speed tNin calculated in the block 32 is added and corrected, and this flow ends.

Thus, during the execution of the shift correction control for the acceleration correction, the target input rotational speed addition correction amount addNin
As a result of the target input rotational speed tNin accompanied by the following expression being applied to the shift control of the CVT, the gear ratio of the CVT is controlled to control the engine braking force based on the information on whether to increase or decrease the deceleration force determined in FIG. When the driver releases the accelerator pedal while the vehicle is intervening on the connection road, the current vehicle acceleration is compared with the target acceleration (a target value having a predetermined upper and lower limit width in this example). If Vacc is lower (too decelerating), the vehicle deceleration is weakened to correct it, and if the current vehicle acceleration Vacc is higher (insufficient deceleration), the vehicle deceleration is corrected to correct it. The optimal control is always performed.

As described above, the control of this embodiment can provide a good solution from the viewpoint of the considerations (a) to (d) described at the beginning of the specification. When depending on the configuration that limits the high speed side of the gear ratio of the transmission when traveling on a connection road, even when the engine accessory is activated or the vehicle weight or road gradient changes, the accelerator release In contrast to the problem that the engine braking force does not change and as a result the vehicle acceleration when the accelerator is released may be decelerated too much or underdecelerated, etc., the driving force control device according to the present embodiment If the driver releases the accelerator pedal while the vehicle is on the road connecting the highway and the general road, the target acceleration for the road can be corrected, and the driver differs from the general road or the highway. Of vehicle power performance can be reflected regardless of the slope of the road, so even if the type of road changes from a general road to a highway, there is no discomfort that meets the driver's expectations Line can be obtained. Therefore, it is possible to avoid as much as possible the influence of the above-mentioned factors that may lead to excessive deceleration or insufficient deceleration depending on the extent of the change in road gradient, etc., and to prevent, suppress, or reduce the occurrence of discomfort. Thus, a more advantageous and effective vehicle control system can be realized, and therefore, it is also useful for ensuring good driving performance when traveling on such a connection road.

Further, in the present embodiment, when the vehicle is interposed on the connecting road, the target acceleration is corrected to the deceleration side as compared with the general road, so that there are many curved roads having a high speed range. Also, when the accelerator is released, the deceleration becomes larger than usual when the accelerator is released, so that the driver can feel more secure when traveling on a curved road, such as overspeed prevention. This is advantageous when traveling on an introduction road where there are many curved roads with a high speed range among the connection roads.

Further, in this embodiment, attention is paid to the acceleration expected when the driver releases the accelerator pedal.
If the vehicle acceleration Vacc at the time of accelerator release is corrected to a deceleration side more than about 0.07 G as compared to when driving on a general road, the driver may feel a little sharp deceleration and feel uncomfortable. On the contrary, when the deceleration correction amount is smaller than about 0.03G, the effect of improving the sense of security when traveling on the introduction road is small, and the range of 0.03G to 0.07G is higher than that of ordinary roads. Thus, the target acceleration can be corrected to the deceleration side, and in this way, the sense of discomfort can be reduced and the sense of security can be improved.

Furthermore, in the present embodiment, the target acceleration is set to the upper limit value (the target acceleration upper limit value for connection road Racc _ov ).
And the lower limit value (the target acceleration lower limit value for connection road Racc _ud ), the vehicle acceleration Vacc is controlled. Therefore, when the vehicle speed slightly changes, for example, when the vehicle passes through a manhole step on the road. However, control hunting can be prevented without excessively correcting the acceleration, and both the upper limit and the lower limit of the target acceleration are corrected and changed to the deceleration side. For example, the vehicle acceleration Vacc is corrected to the deceleration side by releasing the accelerator on the introduction path. In this case, even when the road gradient changes to the upward or downward side, the deceleration can be obtained without any uncomfortable feeling without excessively increasing or decreasing the deceleration force.

Further, in this embodiment, FIG.
As shown in the example above, the method of changing the input / output speed ratio of the transmission is used as a means of achieving the target acceleration, so that the engine braking force can be used effectively, improving fuel efficiency and reducing brake wear. There are other effects as well. However, the means for realizing the target acceleration is not limited to such a method, and does not prevent implementation in a mode of realizing the target acceleration by applying another method.

In addition, in this embodiment, even if the traveling road is a connecting road between an expressway and a general road, the vehicle speed VS
If P is equal to or less than a predetermined value, the target acceleration correction is prohibited. For example, during low-speed running such as in a traffic jam or just before a tollgate, the vehicle can be decelerated excessively even when the accelerator is released, without being jerky. Drivability is obtained.

The present invention is not limited to the above embodiment. For example, each aspect of the preferred embodiment described above is:
Each of them may be implemented alone, or two or more of them may be implemented in combination.

[Brief description of the drawings]

FIG. 1, showing an embodiment of the present invention, is a view showing an example of a vehicle to which the driving force control device of the present invention can be applied.

FIG. 2 is a diagram exemplifying elements in the control system in the same example by functional blocks.

FIG. 3 is a flowchart showing a part of a control program in the same example and showing an example of logic for determining a deceleration correction direction.

FIG. 4 is a flowchart illustrating an example of a CVT target input rotation speed control logic.

FIG. 5 is a flowchart showing an example of a connection path detection process for obtaining road type information, which can be applied to the program of FIG. 3;

FIG. 6 is a diagram illustrating a connection map detection process of the same example, and is a diagram illustrating a road map near the own vehicle read from the own vehicle position;

7 is a diagram illustrating a CVT target input rotation speed tNin map applicable to the program of FIG. 4;

FIG. 8 is also a target input rotation speed correction amount dNi per unit time according to the vehicle acceleration for the deceleration stronger correction.
It is a figure showing an example of an n map.

FIG. 9 is also a target input rotational speed correction amount dNi per unit time according to the vehicle acceleration for deceleration weakening correction.
It is a figure showing an example of an n map.

[Explanation of symbols]

50 Powertrain control module (P
CM) 51 Throttle control module (TC
M) 52 External environment information processing module 54 Position information processing device 101 Engine 102 Electronically controlled throttle valve (electrically controlled throttle) 103 Automatic transmission 105 Accelerator pedal opening sensor 107 Range selection lever 112 Display device 113 GPS antenna

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Yoshinori Tanaka, Nissan Motor Co., Ltd., 2 Takaracho, Kanagawa-ku, Yokohama, Kanagawa Prefecture (72) Inventor Tomoya Kimura 2F, Takaracho, Kanagawa-ku, Yokohama, Kanagawa, F Terms (reference) 2F029 AA02 AB07 AC02 3D041 AA03 AA21 AC20 AD10 AD47 AD50 AD51 AE36 AF00 3G093 AA06 BA17 BA19 DA06 DB00 DB05 DB18 DB21 EB03 FB05

Claims (6)

[Claims] A means for detecting an accelerator operation amount; a means for calculating a target acceleration of the vehicle when the accelerator operation amount is zero; a means for storing connection road information of a road on a map in advance; Means for detecting the position of the vehicle, connection road detecting means for detecting that the vehicle is on a connection road to an expressway from the map information and the position of the vehicle, and the vehicle being interposed on the connection road. A vehicle driving force control device comprising: a target acceleration correction unit for correcting the target acceleration; and a unit for realizing the corrected target acceleration. 2. The system according to claim 1, wherein the target acceleration correction means corrects the speed toward a deceleration when the vehicle travels on the connection road.
4. The vehicle driving force control device according to claim 1. 3. The apparatus according to claim 1, wherein the target acceleration correction means corrects the vehicle speed on the deceleration side by about 0.03 to 0.07 G when traveling on the connection road. Vehicle driving force control device. 4. The target acceleration correcting means has a target upper limit acceleration and a target lower limit acceleration, and the means for realizing the corrected target acceleration controls the actual acceleration to fall between the upper limit and the lower limit. 4. The vehicle driving force control device according to claim 1, wherein both the target upper limit acceleration and the target lower limit acceleration are corrected to a deceleration side. 5. The means for realizing the corrected target acceleration, wherein when the actual acceleration exceeds the target upper limit acceleration, the input / output speed ratio of a transmission provided in the vehicle is set to a lower speed side, and the target lower limit acceleration is set to The vehicle driving force control device according to claim 4, wherein, when the actual acceleration is lower, the input / output speed ratio of the transmission provided in the vehicle is corrected to a higher speed. 6. The target acceleration correction means for prohibiting correction of a target acceleration when a vehicle speed is equal to or lower than a predetermined value and the travel path is a connection road. The vehicle driving force control device according to any one of the above.