JP3508603B2 - Vehicle driving force control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of a driving force control device used in a vehicle or the like, and more particularly to properly controlling the driving force characteristic of the vehicle according to the traveling environment.

[0002]

2. Description of the Related Art Conventionally, as a driving force control device used for a vehicle, as disclosed in Japanese Patent Application Laid-Open No. 9-242862, a gear ratio is corrected according to a slope of a road surface while traveling on an uphill road, and an acceleration is performed by the slope. It is known to suppress the decrease of the.

Further, as disclosed in Japanese Patent Application Laid-Open No. 8-149612, there is known one in which a traveling resistance on a traveling route of a train is preset and a drive current is corrected according to the traveling resistance. .

Further, as disclosed in Japanese Unexamined Patent Publication No. 8-277918, there is known one in which the engine rotation range or the gear ratio range is set in accordance with the gradient resistance to secure the driving force in accordance with the gradient. ing.

[0005]

However, in the above-described conventional driving force control device, since correction is performed by adding to the target driving force so that the increase in the traveling resistance is entirely the increase in the gradient resistance, for example, Correcting by adding to the target driving force any increase in running resistance such as an increase in the grade that can be visually confirmed by the driver, an increase in vehicle weight due to an increase in the number of passengers, or a decrease in the torque transmission efficiency of the transmission. Resulting in.

On the other hand, the driver tries to correct the driving force in the increasing direction by operating the accelerator pedal with a large amount of depression to increase the visually recognizable running resistance (torque). An increase in the driving force due to the driving operation is added to the increase in the target driving force due to the driving force control, and the acceleration or vehicle speed becomes excessively higher than expected by the driver, which may give a feeling of strangeness.

Therefore, the present invention has been made in view of the above problems, and it is an object of the present invention to increase the driving force without causing the driver to feel uncomfortable when the running resistance increases and to perform smooth driving force control. To do.

[0008]

SUMMARY OF THE INVENTION A first invention is an accelerator pedal operation position detecting means for detecting an accelerator pedal depression amount, a vehicle speed detecting means for detecting a vehicle speed, an accelerator pedal depression amount and a vehicle speed. A normal target driving force setting means for setting a target driving force equivalent to a flat road, an increasing resistance calculating means for calculating a running resistance increased with respect to the target driving force equivalent to the flat road, and a flat road equivalent. In the driving force control device for a vehicle, the driving force control means calculates a target driving force obtained by adding the increased running resistance to the target driving force of the vehicle.
The amount of increase in various running resistances and each resistance coefficient
Equipped with means for calculating increased running resistance by type for detection or estimation
The driver can visually check the increased running resistance calculation means by type.
Or, the driver can see the recognizable first running resistance increase
Divided into the increase of the second running resistance increase which cannot be recognized or recognized
Set each resistance coefficient by
Multiply by.

[0009]

According to a second aspect of the present invention, in the first aspect of the present invention, the type-dependent increase resistance calculating means increases the running resistance with an increase in vehicle weight or the running resistance with an increase in road slope. Is calculated as the first running resistance increase amount, and the running resistance increased by the transmission torque loss amount of the transmission or the operation of the engine accessory is calculated as the second running resistance increase amount.

A third aspect of the present invention is the method according to the second aspect , wherein the type-specific increase resistance calculation means reduces the amount of increase in running resistance associated with an increase in road gradient by a preset value. 1 Increase in running resistance.

In a fourth aspect based on the third aspect, the preset value is less than 50%.

According to a fifth aspect of the present invention, in the second aspect of the present invention, the type-dependent increase resistance calculation means reduces the amount of increase in running resistance due to an increase in vehicle weight by multiplying it by a preset value. The first running resistance increase amount.

In a sixth aspect based on the fifth aspect , the preset value is less than 70%.

Further, in a seventh aspect based on the second aspect , the type-dependent increase resistance calculating means corrects the second running resistance increase amount by directly adding it to a target driving force corresponding to a flat road.

[0016]

Therefore, according to the first aspect of the invention, when the target driving force is corrected by adding the increased running resistance to the target driving force corresponding to the flat road, the amount of increase in the running resistance that the driver can visually recognize or recognize. Even if the driver's accelerator pedal depression amount increases as the running resistance increases, the corrected target driving force does not become excessive, and the driving force can be set without giving the driver a feeling of discomfort. Can be increased and smooth driving force control can be performed.

[0017]

The second aspect of the invention is that the first running resistance increase amount that can be visually recognized or recognized by the driver is an increase in vehicle weight or an increase in road gradient in accordance with the number of passengers and the load capacity. By reducing the first running resistance increase amount and adding it to the target driving force equivalent to a flat road, it is possible to prevent the target driving force from becoming excessive even if the accelerator pedal depression amount of the driver increases, and further By setting the second running resistance increase amount that cannot be visually recognized or recognized by a person as the running resistance increase amount due to the loss amount of the transmission torque of the transmission or the operation of the engine accessory,
It is possible to reliably correct the shortage of the driving force that is not related to the driving operation.

A third aspect of the present invention is to reduce the driver's accelerator pedal depression by reducing the amount of increase in running resistance, which the driver can visually recognize or recognize, as the road gradient increases by multiplying it by a preset value. It is possible to obtain the target driving force in consideration of the amount.

The fourth aspect of the invention is to increase the amount of increase in running resistance with the increase in road gradient that the driver can visually recognize or recognize.
By reducing the amount to less than%, it is possible to set the increase amount of the accelerator pedal depression and the correction amount of the target driving force according to the increase of the road gradient to appropriate values, and prevent the target driving force from becoming excessive.

The fifth aspect of the present invention is to increase the amount of running resistance as the weight of the vehicle that the driver can visually recognize or recognize increases.
By reducing the value by multiplying it by a preset value, it is possible to obtain the target driving force in consideration of the accelerator pedal depression amount of the driver.

The sixth aspect of the invention is to increase the amount of increase in running resistance with the increase in vehicle weight that can be visually recognized or recognized by the driver.
By reducing the amount to less than 0%, the accelerator pedal depression amount and the target driving force correction amount can be set to appropriate values according to the increase in vehicle weight, and the target driving force can be prevented from becoming excessive.

According to the seventh aspect of the present invention, the second running resistance increase amount that cannot be visually recognized or recognized by the driver is added to the target driving force corresponding to the flat road as it is to be corrected, thereby increasing regardless of the driving operation. It is possible to reliably correct the running resistance increase amount.

[0024]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the accompanying drawings.

In FIG. 1, an automatic transmission 103 having a torque converter is connected to an engine 101, and an output of the engine 101 and a gear ratio of the automatic transmission 103 are controlled so that an optimum driving force is obtained according to a running state. Powertrain control module 50 (hereafter referred to as PCM50)
1 shows an example in which the present invention is applied to a vehicle equipped with.

This PCM 50 has an accelerator depression amount APO (or a throttle opening T) from an accelerator pedal opening sensor 105 (accelerator pedal operation position detecting means).
VO), a select signal from a range selection lever 107 (or an inhibitor switch) that switches the shift range of the automatic transmission 103, and a vehicle speed VS detected by the vehicle speed sensor 11.
P or the like is input to control the fuel injection amount of the engine 101, the ignition timing, and the gear ratio control and hydraulic control of the automatic transmission 103 to control the driving force of the vehicle.

For this reason, an electronically controlled throttle valve 102, which is driven to open and close by an actuator, is provided in the intake passage of the engine 101, and the throttle control module is operated based on the throttle valve opening signal sent from the PCM 50. 51 (hereinafter referred to as TCM 51) controls the opening degree of the electronically controlled throttle valve 102.

The automatic transmission 103 is composed of a continuously variable transmission whose gear ratio can be set in accordance with a gear shift command from the PCM 50, and has a value obtained by multiplying the vehicle speed VSP detected by the vehicle speed sensor 11 by a predetermined constant. The speed change mechanism (not shown) is controlled so that the speed ratio RATIO calculated as the output shaft speed and calculated from the ratio with the input shaft speed IMPREV detected by the input shaft rotation sensor 12 matches the command value from the PCM 50. . In addition, in order to detect loss resistance (loss torque, the same applies hereinafter) due to driving of a hydraulic pump or the like in the automatic transmission 103, a line pressure is detected by a hydraulic sensor (not shown) and sent to the PCM 50.

Then, in order to grasp the running environment of the vehicle,
A position information processing device 54 as a navigation device is provided, and the position information processing device 54 stores map information in which geographical attributes and the like are previously incorporated in a CD-ROM or a DVD-ROM.
A ROM or the like is stored as a recording medium, and based on this map information and the time signal received from the GPS antenna 113, information on the position and area of the vehicle currently traveling is collected, and the external environment information processing is performed. Send to module 52.

The external environment information processing module 52 is
The road gradient θ is estimated from the map information of the position information processing device 54 and the position of the own vehicle, as described later, and sent to the PCM 50.

Further, a compressor 120 of an air conditioner and a hydraulic pump 121 of a power steering device are connected to the engine 101 as auxiliary machines.

In order to grasp the engine output consumed by these auxiliary machines, that is, the running resistance, the hydraulic pressure of the refrigerant detected by a hydraulic pressure sensor (not shown) provided in the compressor 120 or the like is sent to the PCM 50, and the hydraulic pressure is transmitted. The hydraulic pressure detected by the hydraulic pressure sensor (not shown) of the power steering device provided in the pump 121 or the like is sent to the PCM 50.

Further, the vehicle weight detecting device 13 for detecting the load of each wheel and calculating the vehicle weight by summing these loads.
0 is provided and the calculated vehicle weight MV is sent to the PCM 50. The vehicle weight detection device 130 estimates and calculates the load applied to each wheel by, for example, detecting the stroke of the suspension when the vehicle is stopped.

Here, FIG. 2 shows an example of the driving force control performed by the PCM 50, based on the accelerator pedal depression amount APO from the accelerator pedal opening sensor 105 and the vehicle speed VSP detected by the vehicle speed sensor 11 in advance. Ordinary target driving force calculation means 1 for obtaining the normal target driving force tTd_n from the set map, the type of detecting or estimating the increase amount of various running resistances added to the vehicle and each resistance coefficient (where 0 ≦ resistance coefficient ≦ 1) Another increase running resistance calculation means 3,
The correction target driving force calculation means 2 for correcting the normal target driving force tTd_n based on the resistance increase amount and the resistance coefficient to obtain the target driving force tFd is provided. The normal target driving force tTd_n is a target value of the driving force when traveling on a flat road.

The corrected target driving force calculating means 2 adds up the various resistance increase amounts obtained by the type-specific increasing running resistance calculating means 3 and the respective resistance coefficients, and adds the driving force correction amount ΔR.
Driving force correction amount calculation means 21 for calculating as FORCE
And the driving force correction amount ΔRFORCE is added to the normal target driving force tTd_n to calculate the target driving force tTd.

Then, the type-dependent increase running resistance calculation means 3 for determining the amount of increase in each running resistance is divided into an increase in the running resistance visually or recognizable by the driver and an increase in the running resistance visually or unrecognizable by the driver. Set the resistance coefficient.

According to experiments conducted by the applicant of the present application, if the driver can visually recognize an increase in a climbing road, an occupant, or an increased load, the driver recognizes that the increase is an increase in running resistance. , The accelerator depression amount APO is often depressed more than during normal traveling, and the normal target driving force tTd_n obtained from the map of the normal target driving force calculating means 1 is
If the detected increase amount of the running resistance is added as it is, it is found that the target driving force tTd becomes excessively larger than the driving force expected by the driver, and the vehicle accelerates too much.

On the other hand, the load of the pump of the air conditioner and the power steering device and the loss resistance of the automatic transmission 103 fluctuate regardless of the driving intention of the driver. And
It has been found that the driving force is insufficient with respect to the increase in the running resistance that cannot be visually recognized or recognized because the driver cannot visually recognize the increased amount of the running resistance.

Therefore, the road resistance and vehicle weight resistance increase amount are detected as the visually recognizable running resistance increase amount, and the loss resistance of the automatic transmission 103 and the auxiliary machine resistance increase amount are detected as the invisible running resistance increase amount. The case of detection will be described below.

First, as shown in FIG. 3, the loss resistance of the invisible automatic transmission 103 is a line pressure LinePRS detected by a hydraulic sensor (not shown) and a resistance increase amount due to a pump loss based on a preset function or map. TMLOS
Find S_P.

Next, based on the input shaft rotation speed IMPREV detected by the input shaft rotation sensor 12 and the preset function or map, the resistance increase amount TMLOS corresponding to the rotation speed is obtained.
Find S_i.

Similarly, the vehicle speed V detected by the vehicle speed sensor 11
The resistance increase amount TMLOSS_R of the speed change mechanism is calculated based on the speed change ratio RATIO calculated from the ratio between the output shaft speed and the input shaft speed IMPREV obtained by multiplying SP by a predetermined constant, and a preset function or map.

Then, by summing up these respective loss amounts, the TM loss resistance increase amount of the automatic transmission 103 in which the torque transmission efficiency fluctuates according to the line pressure (hydraulic oil supply pressure), the input shaft rotational speed IMPREV, and the gear ratio RATIO. Calculate TMLOSTRQ.

Further, as shown in FIG. 4, the TM loss resistance coefficient αtm is calculated from a preset function or map based on the TM loss resistance increase amount TMLOSTRQ.

In FIG. 4, the TM loss resistance coefficient αtm is basically set to 1, and the loss resistance increase amount TMLOSTRRQ of the automatic transmission 103 is set to be 100% added and corrected. Invisible automatic transmission 103
Make sure to correct the loss resistance of.

However, the loss resistance increase amount TMLOSTR
When Q exceeds a predetermined value, the TM loss resistance coefficient αtm is set to 0. This is, for example, when the loss resistance TMLOSTRQ of the automatic transmission 103 becomes a size that is difficult to consider in practice. Since the hydraulic circuit, the speed change mechanism, etc. may be out of order, the load on the automatic transmission 103 is prevented from increasing due to the addition correction to the target driving force. Therefore, the optimum drive according to the state of the automatic transmission 103 can be performed. A force correction amount can be obtained.

Next, as shown in FIG. 5, the loss resistance of the invisible auxiliary machinery is calculated by a hydraulic pressure Pa of the refrigerant detected by a hydraulic pressure sensor (not shown) provided in the compressor 120 and a preset function or The resistance increase amount ACLOSS due to the torque absorbed by the compressor 120 is calculated based on the map.

Further, based on the hydraulic pressure Pp detected by a hydraulic sensor (not shown) provided in the hydraulic pump 121 of the power steering device and a preset function or map,
The resistance increase amount PSLOSS_i is calculated according to the torque absorbed by the hydraulic pump 121.

Then, the sum of these respective loss amounts is multiplied by the gear ratio RATIO and the torque converter input / output torque ratio τRATIO to multiply the auxiliary machine resistance increase amount ACLO.
Find SSTRQ.

Further, as shown in FIG. 6, an auxiliary machine resistance coefficient αac is calculated from a preset function or map based on the auxiliary machine resistance increase amount ACLOSTRQ.

In FIG. 6, the auxiliary machine resistance coefficient αac is basically set to 1, and the loss resistance increase amount A of the auxiliary machines is set.
The CLOSSTRQ is set to be 100% added and corrected, and the loss resistance of the auxiliary machinery that cannot be visually recognized by the driver is surely added and corrected.

However, the auxiliary machine resistance increase amount ACROSSTR
When Q exceeds a predetermined value, the auxiliary machine resistance coefficient αac is set to 0. This is because, for example, when the auxiliary machine resistance increase amount ACROSSTRQ becomes a value that is practically unthinkable. Since the failure of 120 or the hydraulic pump 121 or the like is considered, it is possible to prevent an increase in the load on the auxiliary machinery due to the addition correction to the target driving force, and the optimum driving force correction amount according to the state of the auxiliary machinery. Can be obtained.

On the other hand, the loss resistance due to an increase in the visible vehicle weight is preset from the sum of the loads FRMS to RLMS of the wheels detected or estimated by the vehicle weight detection device 130, as shown in FIG. The basic vehicle weight fMS is subtracted, and this value is multiplied by a predetermined weight resistance conversion coefficient to obtain a vehicle weight resistance increase amount MSLOSTRQ.

The weight resistance conversion coefficient is used to make the dimensions equal to those of other running resistance increments. For example, when each running resistance is unified with the output shaft torque of the automatic transmission 103, the tire radius is changed. It only has to be multiplied by rTIRE.

Then, as shown in FIG. 8, the vehicle weight resistance coefficient αms is calculated from a preset function or map based on the vehicle weight resistance increase amount MSLOSTRQ.

In FIG. 8, the vehicle weight resistance coefficient αms is basically set to about 0.7, and the vehicle weight resistance increase amount MSLOSTRQ is set to be added and corrected by about 70%. In consideration of the increase in the accelerator depression amount APO recognized by the driver according to the number of occupants and the load amount, the addition correction of the vehicle weight resistance increase amount MSLOSTRQ is corrected so as not to be excessive.

Further, in FIG. 8, the vehicle weight resistance increase amount MS
When ROSSTRQ is less than or equal to a predetermined value, the vehicle weight resistance coefficient αms is set to 0, and the dead band is set to prevent the driving force correction amount from largely fluctuating according to the estimation error of the vehicle weight or the variation of the weight of the occupant. Is an example of providing.

Next, the block diagram of FIG. 9 and the flowchart of FIG. 10 show an example of the case where the loss resistance based on the visible gradient is calculated, and the vehicle position detected by the position information processing device 54 and the altitude are included. The road surface gradient is estimated from the map information.

In this example, the map information is divided into a grid shape in the X-axis direction (east-west direction) and the Y-axis direction (south-north direction) in the figure, and grid points (NW, NE in the figure) closest to the vehicle position are divided. , S
E, SW) preset altitude data htNW, ht
NE, htSE, and htSW are read (steps S1 and S2). In addition, in the map information, each grid point is attached with a mesh number MESHNO, and the position information processing device 54 and the external environment information processing module 52 are in the X-axis direction within the grid point where the vehicle is traveling. SUBG # E = (htSE-htSW + htNE-htNW)
/ 2LEN Moreover, the average gradient in the Y-axis direction is SUBG # N = (htNW-htSW + htNE-htSE).
It is calculated as / 2LEN (step S3). LEN indicates the distance between the lattice points.

Here, assuming that the traveling direction of the vehicle is at an angle ξ with respect to the X axis in the figure, the road gradient θ on which the vehicle is traveling is
Is estimated and calculated as tan θ = (SUBG # E × cosξ) + (SUBG # N × sinξ) (step S4).

Further, the gradient resistance increase amount GRLOSTR
Q can be obtained from the basic vehicle weight fMS, the tire radius rTIRE, and the road gradient θ as GRLOSTRQ = fMS × sin θ × 9.8 × rTIRE (step S5).

Then, as shown in FIG. 11, the gradient resistance coefficient αgr is calculated from a preset function or map based on the gradient resistance increase amount GRLOSTRQ.

In FIG. 11, the gradient resistance coefficient αgr is basically set to about 0.5, and the gradient resistance increase amount G is set.
It is set so that only about 50% of RLOSTRQ is added and corrected, and in consideration of the additional step of the accelerator depression amount APO recognized by the driver according to the inclination of the uphill road,
The addition correction of the gradient resistance increase amount GRLOSTRQ is corrected so as not to be excessive.

Further, in FIG. 11, the gradient resistance increase amount GRL
When the road gradient at which OSSTRQ is less than or equal to the predetermined value is small, the gradient resistance coefficient αgr is set to 0, and the driving force correction amount is prevented from largely fluctuating in accordance with an estimation error of the gradient resistance increase amount GRLOSSTRQ. This is an example of providing a dead zone.

Further, in FIG. 11, the gradient resistance increase amount GR
When ROSSTRQ increases beyond a predetermined value, the gradient resistance coefficient αgr is also set to gradually decrease, and as the gradient resistance such as a steep uphill road increases, the driver is more likely to recognize the gradient and the driver himself or herself. Since the rate of correcting the driving force is increased by increasing the accelerator pedal, the target driving force tTd becomes excessive by reducing the correction amount by the PCM 50 according to the driver's intention in such a case. Thus, it becomes possible to smoothly control the driving force without giving the driver a feeling of strangeness.

Next, FIG. 12 is a flow chart showing an example of the above-mentioned driving force control, and for every predetermined time, for example, 10 msec.
It is executed every time.

In FIG. 12, first, in step S11, the vehicle speed VSP and the accelerator depression amount APO are read from the above-mentioned sensors, and in step S12, the normal target driving force tTd_n is calculated from the map shown in FIG.

Then, in steps S13 to S16, TM is used in the same manner as the type-specific increase running resistance calculation means 3 in FIG.
Loss resistance increase amount TMLOSTRQ, accessory resistance increase amount A
CLOSSTRQ, vehicle weight resistance increase MSLOSST
After calculating the RQ and the gradient resistance increase amount GRLOSTRSTR, the TM loss resistance coefficient αtm and the auxiliary machine resistance coefficient α are calculated based on the respective resistance increase amounts, as in FIGS. 4, 6, 8 and 11.
Ac, vehicle weight resistance coefficient αms, and gradient resistance coefficient αgr are obtained.

In step S17, the sum of the products obtained by multiplying the increase amount of each running resistance by the resistance coefficient α is calculated as the driving force correction amount ΔRFORCE.

Finally, in step S18, the target driving force tTd is calculated by adding the driving force correction amount ΔRFORCE to the normal target driving force tTd_n obtained in step S12.

In this way, the amount of increase in the running resistance of the vehicle is classified into those that can be visually recognized or recognized by the driver and those that cannot be visually recognized or recognized by the driver, and can be classified into the amount of increased running resistance that can be visually recognized or recognized by the driver. Is multiplied by a coefficient of 0.5 to 0.7, while the driving resistance increase amount that the driver cannot visually recognize or recognize is multiplied by 1, so that the driver can depress the accelerator pedal according to the recognized driving resistance increase amount. Even if you increase APO,
It is possible to perform smooth driving force control by preventing the target driving force tTd from becoming excessively large and by additionally correcting the total amount of increase in running resistance that the driver cannot recognize.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a vehicle that controls a driving force according to an embodiment of the present invention.

FIG. 2 is a block diagram showing an example of driving force control performed by a powertrain control module.

FIG. 3 is likewise T of the types of increased running resistance calculation means.
FIG. 6 is a block diagram for calculating an M loss resistance increase amount.

FIG. 4 is a block diagram which similarly calculates a TM loss resistance coefficient.

FIG. 5 is a block diagram for calculating an auxiliary machine resistance increase amount in the type-specific increase running resistance calculation means.

FIG. 6 is a block diagram which similarly calculates an auxiliary machine resistance coefficient.

FIG. 7 is a block diagram for calculating the vehicle weight resistance increase amount of the type-specific increase running resistance calculation means.

FIG. 8 is a block diagram for similarly calculating a vehicle weight resistance coefficient.

FIG. 9 is a conceptual diagram showing the calculation contents of the gradient resistance increase amount.

FIG. 10 is a flowchart showing the calculation contents of the gradient resistance increase amount.

FIG. 11 is a block diagram for similarly calculating a gradient resistance coefficient.

FIG. 12 is a flowchart showing an example of driving force control performed by a powertrain control module.

[Explanation of symbols]

11 vehicle speed sensor 12 input shaft rotation sensor 50 powertrain control module (P
CM) 51 Throttle control module (TC
M) 54 Position information processing device 101 Engine 102 Electronically controlled throttle 103 Automatic transmission 105 Accelerator pedal opening sensor 120 Compressor 121 Hydraulic pump 130 Vehicle weight detection device

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification code FI // F16H 59:18 F16H 59:18 59:44 59:44 59:50 59:50 59:52 59:52 59:66 59 : 66 (56) Reference JP 2000-211407 (JP, A) JP 11-182665 (JP, A) JP 10-169765 (JP, A) JP 10-213220 (JP, A) JP-A-9-240322 (JP, A) JP-A-8-136572 (JP, A) JP-A-6-201523 (JP, A) JP-A-5-149424 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48 B60K 41/00-41/18

Claims (7)

(57) [Claims] 1. An accelerator pedal operation position detecting means for detecting an accelerator pedal depression amount, a vehicle speed detecting means for detecting a vehicle speed, and a target drive corresponding to a flat road based on the accelerator pedal depression amount and a vehicle speed. A normal target driving force setting means for setting a force, an increasing resistance calculating means for calculating a running resistance increased with respect to the target driving force corresponding to the flat road, and a running resistance increased to the target driving force corresponding to the flat road. In a driving force control device for a vehicle, comprising: a driving force correction unit that calculates the added value as a target driving force ;
Type to detect or estimate the amount of increase and each resistance coefficient
A separate increasing running resistance calculating means is provided, and the increasing running resistance calculating means for each type is visually recognized by a driver.
Is the recognizable first increase in running resistance and is visible to the driver.
Or unrecognizable second increase in running resistance
Set the resistance coefficient and multiply these resistance increase amounts by each resistance coefficient.
A driving force control device for a vehicle, which is characterized by adding up the two . 2. The increasing resistance calculating means for each type is a vehicle weight.
Increase in running resistance or increase in road slope
The increase amount of the traveling resistance accompanying it is defined as the first traveling resistance increase amount.
Calculate and calculate the transmission torque loss of the transmission or
The running resistance, which is increased by the operation of the engine accessory, is increased by the second
The calculation is performed as a running resistance increase amount.
1. The vehicle driving force control device according to 1. 3. The increase resistance calculating means for each type is a road gradient.
Multiply the amount of increase in running resistance due to
The driving force control device for a vehicle according to claim 2, wherein the reduced amount is set as the first running resistance increase amount . 4. The driving force control device for a vehicle according to claim 3, wherein the preset value is less than 50% . 5. The increasing resistance calculating means for each type is a vehicle weight.
Multiply the amount of increase in running resistance due to
The driving force control device for a vehicle according to claim 2 , wherein the reduced amount is set as the first running resistance increase amount . 6. The driving force control device for a vehicle according to claim 5 , wherein the preset value is less than 70% . 7. The increasing resistance calculating means for each type is the second
The amount of increase in running resistance is directly added to the target driving force equivalent to a flat road.
The driving force control device for a vehicle according to claim 2 , wherein the driving force control device calculates and corrects .