JP4973160B2 - Vehicle driving force control device - Google Patents

Description

  The present invention relates to a vehicle driving force control apparatus.

  2. Description of the Related Art A vehicle driving force control device that controls driving force of a vehicle in response to a disturbance that affects the traveling of the vehicle is known.

  Japanese Patent Laid-Open No. 2000-255286 (Patent Document 1) discloses means for detecting an accelerator operation amount, means for detecting a vehicle speed, and means for setting a normal target driving force in accordance with the detected accelerator operation amount and vehicle speed. Means for setting the reference running resistance based on the vehicle speed, means for calculating the amount of increase in running resistance from the reference running resistance, means for calculating the driving force correction amount according to the amount of increase in running resistance, Means for calculating the corrected target driving force by adding the driving force correction amount to the normal target driving force, and means for controlling the vehicle driving force so as to be the corrected target driving force, the driving force correction amount There is disclosed a vehicle driving force control device characterized in that the means for calculating the driving force changes the ratio of the driving force correction amount with respect to the amount of increase in travel resistance in accordance with the amount of increase in travel resistance.

JP 2000-255286 A JP 2000-27673 A JP 2000-27682 A JP 2000-257468 A

  In a vehicle driving force control device that controls the driving force of a vehicle in response to a disturbance affecting the running of the vehicle, how to set the gear position when the driving force of the vehicle is corrected None are disclosed.

  SUMMARY OF THE INVENTION An object of the present invention is a vehicle driving force control device that controls a driving force of a vehicle, and that can suitably determine a gear position when the driving force of the vehicle is corrected. Is to provide.

The vehicle driving force control device according to the present invention is a vehicle driving force control device that controls the driving force of a vehicle in response to a disturbance that affects the running of the vehicle, and is a driver's driving force without a disturbance. A driving force setting means for setting a driving force with respect to the driving force operation; and a driving force control means for setting a driving force with respect to the driving force operation of the driver based on the disturbance. In the state where the driving force is set only by the above and there is the disturbance, the driving force is set based on the disturbance by both the driving force setting means and the driving force control means, and the disturbance in a state where driving force is set on the basis, the driving force disturbance is set in the absence of the set driving force in a state there is no set driving force and the front Kigairan based on the disturbance speed change on the basis of It is characterized by performing the control.

  In the vehicle driving force control apparatus according to the present invention, the driver's driving force operation is an accelerator operation, and the driving force is controlled by changing an opening characteristic of the electronic throttle.

  In the vehicle driving force control apparatus according to the present invention, the driver's driving force operation is an accelerator operation, and the driving force is controlled by changing characteristics of a motor generator.

  In the vehicle driving force control apparatus according to the present invention, the shift control is performed on either a stepped transmission or a continuously variable transmission.

  According to the vehicle driving force control device of the present invention, in the vehicle driving force control device that controls the driving force of the vehicle, when the driving force of the vehicle is corrected, the shift speed can be suitably determined. It becomes.

  Hereinafter, an embodiment of a vehicle driving force control device of the present invention will be described in detail with reference to the drawings.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 5.

  The present embodiment is a vehicle driving force control device that compensates driving force in response to disturbance (for example, road gradient) in a vehicle having an automatic transmission. It is not reflected in.

  First, an example of the problem of the first embodiment will be described. For example, when a technique for compensating driving force for road surface gradient is applied to a vehicle having a stepped transmission, how to set the shift stage becomes a problem.

The present embodiment is a vehicle driving force control in which a driving force is corrected and controlled by changing a characteristic of an accelerator opening-an electronic throttle opening to compensate for disturbances (for example, a road gradient) in a vehicle equipped with a stepped transmission. an apparatus, in potatoes in the range such consideration the correction amount of the throttle opening to a selected gear.

  As described in detail below, the configuration of the present embodiment includes means for detecting or estimating a disturbance such as a road surface gradient, an accelerator pedal opening sensor, an electronic throttle valve, a stepped transmission, a continuously variable transmission, It is premised on means for changing the driving force characteristics of the vehicle such as an automatic transmission such as HV, MMT (manual transmission with automatic transmission mode) and means for detecting or estimating the lateral G of the vehicle.

  In FIG. 2, reference numeral 10 denotes an automatic transmission, and 40 denotes an engine. The automatic transmission 10 is capable of six-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, 121c. In FIG. 2, three electromagnetic valves 121a, 121b, and 121c are illustrated, but the number of electromagnetic valves is not limited to three. The solenoid valves 121a, 121b, and 121c are driven by a signal from the control circuit 130.

  The accelerator pedal opening sensor 114 detects the opening of the accelerator pedal 112. The engine speed sensor 116 detects the speed of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The pattern select switch 117 is used when instructing a shift pattern. The acceleration sensor 90 detects vehicle deceleration (deceleration acceleration). The lateral G sensor 101 detects the lateral G of the vehicle.

  The navigation system device 95 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information (map, straight road, curve, uphill / downhill, highway) necessary for traveling the vehicle. Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver.

  The road gradient measurement / estimation unit 118 can be provided as a part of the CPU 131. The road gradient measurement / estimation unit 118 can measure or estimate the road gradient based on the acceleration detected by the acceleration sensor 90. Further, the road gradient measuring / estimating unit 118 may store the acceleration on the flat road in the ROM 133 in advance and obtain the road gradient by comparing with the acceleration actually detected by the acceleration sensor 90.

  The disturbance detection / estimation unit 115 detects or estimates a disturbance that affects the running of the vehicle. The target vehicle speed (theoretical value of the vehicle speed) or the target acceleration (acceleration of acceleration) that is expected when the accelerator opening and the vehicle speed are values, the road surface is flat, the number of passengers is limited, etc. (Target value) is set as a reference vehicle speed or a reference acceleration. When the vehicle does not actually travel at the reference vehicle speed or acceleration, all factors that affect the vehicle not traveling at the reference vehicle speed or acceleration can be included in the disturbance. For example, disturbances include road surface gradient, cornering resistance, vehicle weight, altitude of the place where the vehicle travels, road surface roughness (road surface resistance), variations in engine performance, variations in transmission drag, etc. All disturbances that affect it can be included.

  The disturbance detection / estimation unit 115 is, for example, a basic driving force that is a theoretical value calculated based on a condition that the accelerator opening, the vehicle speed, the number of passengers is a capacity, and the traveling road surface is a flat road, and the like. The difference in driving force can be detected or estimated as a disturbance. The disturbance can be obtained based on the difference between the acceleration (basic driving force / vehicle weight) obtained when traveling on a flat road determined from the engine torque and the actual acceleration.

  The control circuit 130 inputs signals indicating detection results of the accelerator pedal opening sensor 114, the engine speed sensor 116, the vehicle speed sensor 122, the shift position sensor 123, and the acceleration sensor 90, and the switching state of the pattern select switch 117. A signal indicating the detection result by the lateral G sensor 101 is input.

  The control circuit 130 is configured by a known microcomputer and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, and a common bus 136. The input port 134 receives a signal from each of the sensors 114, 116, 122, 123, 90, a signal from the switch 117, a signal from the lateral G sensor 101, and a signal from the navigation system device 95. . Solenoid valve driving units 138a, 138b, and 138c are connected to the output port 135.

  The ROM 133 stores in advance the operation (control step) shown in the flowchart of FIG. 1, and stores a shift map for shifting the gear stage of the automatic transmission 10 and an operation (not shown) of shift control. ing. The control circuit 130 shifts the automatic transmission 10 based on various input control conditions.

  The operation of this embodiment will be described with reference to FIGS. The following operations are mainly performed by the control circuit 130.

[Step S10]
In step S10, based on the rolling resistance mu _r and air resistance mu _A, the following equation (1), calculates the road load F _f of a flat road.

  In the above formula (1), the vehicle speed V uses a value actually detected. If the vehicle weight W can also be detected, the detected value is used. If the vehicle weight W cannot be detected, the representative value is used (usually, the influence of the change in the vehicle weight W is small).

[Step S20]
Next, in step S20, first, a turbine torque T _t balanced with a flat road load load is calculated by the following mathematical formula (2).

In step S20, next, an engine torque Te corresponding to the turbine torque _Tt is obtained. If the lockup clutch (L / C) is on, Te = _Tt . On the other hand, if the state is coupled by the torque converter, the engine torque Te is obtained from the turbine output characteristics (the manner of obtaining is a general matter and the description is omitted). In step S20, next, the throttle opening degree Taf is obtained from the engine torque Te.

[Step S30]
Next, in step S30, the current load / load is calculated. The road gradient α is obtained from the difference between the reference acceleration and the actual acceleration. Using the road gradient α, the current road load Ff is obtained by the following equation (3).

[Step S40]
Next, in step S40, the throttle opening degree Tar that is balanced with the current road load is obtained by the same method as the method for obtaining the throttle opening degree Taf in step S20.

[Step S50]
Next, in step S50, a driving force correction coefficient K is obtained. First, the driving orientation estimated value (NN value output value in FIG. 3) estimated by a neural network (not shown) is read. This estimated driving orientation value takes a value of 0 to 1 (a value closer to 1 as the sports traveling orientation (directivity emphasizing traveling performance) is higher). As shown in FIG. 3, the value of the driving force correction coefficient K is a value corresponding to this driving orientation estimated value.

[Step S60]
Next, in step S60, the difference between the throttle opening Taf and Tar is obtained as a throttle opening correction value ΔTa.

[Step S70]
Next, in step S70, a value obtained by adding the throttle opening correction value ΔTa to the current throttle opening Ta ′ multiplied by the driving force correction coefficient K is output as the final throttle opening Ta ″.

  Here, the premise of this embodiment is demonstrated.

Reference acceleration (α _t ): The acceleration α _t obtained on a flat road at the vehicle speed and the accelerator opening is obtained by the following equation (4).

但し、Ｆ_rは、現在の路面勾配を走行した場合の走行抵抗である。 Actual acceleration (α _r ): The acceleration α _r actually obtained at the vehicle speed / accelerator opening is obtained by the following equation (5).

However, F _r is a running resistance when running on the current road surface gradient.

Difference (Δα) between reference acceleration (α _t ) and actual acceleration (α _r ): The acceleration Δα corresponding to the road gradient is obtained by the following equation (6).

The electronic throttle opening command value (Ta ″) is obtained by the following mathematical formula (7).

  The electronic throttle opening command value (Ta ″) is required to obtain acceleration in the same way as a flat road when there is a road gradient. As shown in the equation (7), the electronic throttle opening command value (Ta ″) is an electronic throttle opening (Taf) that is actually balanced with an electronic throttle opening (Taf) that is balanced on a flat road with the opening. The difference (ΔTa) multiplied by the driving force correction coefficient K is added to the current electronic throttle opening (Ta ′).

  This embodiment will be further described with reference to FIG.

In FIG. 4, the code | symbol 401 has shown the present accelerator opening. Reference numeral 402 indicates a throttle opening degree Ta _f (F _f ) that balances the load on a flat road. When balancing with the road load, the vehicle is in steady running and the vehicle acceleration is zero. Reference numeral 403 indicates the current accelerator pedal opening-electronic throttle opening characteristic (current characteristic). In the case of the current characteristic 403, when the current accelerator pedal opening is the code 401, the current throttle opening is the value indicated by the code Ta ′.

Reference numeral 405 indicates the difference between the throttle opening 402 where the vehicle travels normally on a flat road and the current throttle opening Ta ′, and the vehicle is accelerated by the difference 405. The difference 405 is a throttle opening corresponding to the reference acceleration. Here, a case where the reference acceleration α _t is a positive value is shown.

On the other hand, reference numeral 406 is, in relation to the current road gradient shows a throttle opening Ta _r (F _r) commensurate with road load current road gradient. When the vehicle is traveling on the current road gradient at the current accelerator pedal opening 401, if the current characteristic is 403, the vehicle is decelerated by the actual acceleration equivalent throttle opening 409. Therefore, in the present embodiment, as will be described below, when the vehicle accelerates under the current characteristics 403 while traveling on a flat road with the current accelerator pedal opening 401, the same applies when the road surface gradient changes. Control so that the vehicle accelerates.

The symbol ΔTa indicates the amount of change in the throttle opening degree Ta _f (F _f ) 402 that balances the road load on a flat road and the throttle opening degree Ta _r (F _r ) 406 that balances the road load in relation to the current road surface gradient. ing. In the present embodiment, as compared to the throttle opening Ta ′ based on the current characteristics 403 at the current accelerator pedal opening 401, the throttle opening increases to a value Ta ″ that is the value indicated by ΔTa. The accelerator pedal opening-electronic throttle opening characteristic is changed from the current characteristic 403 to a characteristic after considering road surface gradient (characteristic after considering road surface gradient) 407. As a result, when the current accelerator pedal opening 401 is the current road surface gradient, the throttle opening Ta _r (F _r ) 406 that is balanced with the road load of the current road surface gradient and the throttle opening indicated by the symbol Ta ″ are provided. The vehicle accelerates by the difference in degrees. Thereby, even when the road surface gradient changes, the same acceleration as when traveling on a flat road can be obtained.

  In the present embodiment, by adopting the above configuration, when the vehicle accelerates under the current characteristics 403 by traveling on a flat road with the current accelerator pedal opening 401, the same applies when the road surface gradient changes. It is possible to realize that the vehicle accelerates.

  Next, with reference to FIG. 5, the structure of the principal part of this embodiment is demonstrated.

  First, a current throttle opening Ta ′ is obtained based on the current accelerator pedal opening 401 by referring to a predetermined accelerator pedal opening-throttle opening characteristic map (not shown). Next, a map 500 for obtaining the engine torque from the preset engine speed Ne and the throttle opening is referred to, and the engine torque Te is obtained based on the current engine speed Ne and the current throttle opening Ta ′. It is done.

  The shift map 501 is configured such that the shift speed is determined by the transmission output shaft rotation speed and the throttle opening. A gear ratio im is obtained based on the determined gear position. Further, the torque ratio of the torque converter is calculated (not shown) based on the current engine speed Ne and the current turbine speed, and the turbine torque that is the product of the torque ratio and the engine torque Te is calculated.

  The output shaft torque calculation unit 502 calculates the output shaft torque. The output shaft torque calculation unit 502 calculates the output shaft torque from the product of the gear ratio im and the turbine torque.

The driving force calculation unit 503 calculates a driving force (standard driving force). The driving force calculation unit 503 calculates the driving force F based on the product of the output shaft torque calculated by the output shaft torque calculation unit 502 and (diff ratio i _FR / tire radius R _T ).

The first subtracter 504 outputs a value obtained by subtracting the running resistance F _r calculated by the running resistance calculation unit 505 from the driving force F calculated by the driving force calculation unit 503. In preparation for the calculation (not shown) of the running resistance F _r , the actual vehicle speed V is used.

The driving force / acceleration conversion unit 506 converts the driving force into acceleration. The driving force / acceleration conversion unit 506 converts the driving force into an acceleration α _{t based} on the product of the value (F−F _r ) output from the first subtractor 504 and (1 / vehicle weight Mv) (the above formula) 4). Thus, the reference acceleration α _t that can act on the vehicle in the current situation is obtained. The actual acceleration calculation unit 507 calculates the actual acceleration α _r by differentiating the actual vehicle speed V. In the present embodiment, as a premise, control is performed so that the actual acceleration α _r follows the reference acceleration α _t that should be obtained when traveling on this flat road. The second subtracter 508 outputs the acceleration Δα corresponding to the road gradient by subtracting the actual acceleration α _r from the reference acceleration α _t (the above formula 6).

The feedback compensator 509 calculates an electronic throttle opening correction amount (K * ΔTa) that minimizes the difference between the reference acceleration α _t and the actual acceleration α _r by feedback control (PD control in this example). The first adder 510 calculates the sum of the current throttle opening Ta ′ and the throttle opening correction amount (K * ΔTa). The output of the first adder 510 is obtained as an electronic throttle opening command value Ta ″ after a guard process (reference numeral 511) (reference numeral 512). Here, the guard process is to restrict the change so as not to be a large change that cannot be followed or a command value that cannot be realized (for example, a command value at which the throttle opening exceeds 100%).

  In the present embodiment, as described with reference to FIG. 4, the accelerator opening-the throttle opening so that the same acceleration as when traveling on a flat road is generated even when the road surface gradient changes. By changing the characteristic from the current characteristic 403 to the characteristic 407 after considering the road surface gradient, the throttle opening at the current accelerator pedal opening 401 is changed from that indicated by reference sign Ta ′ to Ta ″. .

  In this case, as shown in FIG. 5, in this embodiment, the gear position is determined based on the throttle opening degree Ta ′ determined by the current characteristic 403 from the current accelerator pedal opening degree 401 and the vehicle speed (transmission output shaft rotational speed). A shift stage is determined with reference to the map 501. A gear ratio im is obtained based on the gear position, and an engine speed Ne is obtained based on the gear ratio and the vehicle speed.

  That is, in the present embodiment, the shift map 501 is referred to based on the throttle opening Ta ′ before road surface slope compensation is performed, not the throttle opening Ta ″ after road surface slope compensation is performed, The stage is determined. In other words, when the driving force is corrected and controlled by changing the characteristics of the accelerator opening to the electronic throttle opening to compensate for disturbances (in this case, road gradient, etc.), the throttle opening correction is taken into account when selecting the gear position. It is something that does not. From this, the following effects can be produced.

(1) The occurrence of an unexpected power-on downshift with an increase in disturbance (for example, road gradient) is suppressed.
(2) Since the relationship between the driver's accelerator depression amount and the downshift is constant, the driver is prevented from feeling uncomfortable.

  In the present embodiment, as described above, when the driving force is corrected and controlled by changing the characteristics of the accelerator opening-the electronic throttle opening to compensate for disturbances (in this case, road gradient or the like), the selection of the gear position is performed. Therefore, the throttle opening correction is not taken into account (the throttle opening Ta ′ before the road slope compensation is used, not the throttle opening Ta ″ after the road slope compensation is used). Instead of this, although not shown in the drawing, the correction of the throttle opening is not considered at all in the selection of the gear position, but can be considered in a state in which the amount of consideration is reduced (relevant to the following embodiments) The same applies in places).

  For example, the throttle opening degree Ta ″ after the road surface gradient compensation, such as the average value of the throttle opening degree Ta ″ after the road surface slope compensation and the throttle opening degree Ta ′ before the road surface slope compensation is performed. Based on a value closer to the throttle opening Ta ′ before the road surface slope compensation is performed than the value of, the shift map 501 can be referred to determine the gear position. Desirably, when road surface slope compensation is performed, the value of the throttle opening degree Ta ′ before the road surface slope compensation is larger than the throttle opening degree Ta ″ after the road surface slope compensation is performed. The gear position is determined based on the above.

  In the above description, the driving force is corrected by controlling the electronic throttle opening. Instead of this, or in addition to this, a change in the position of the shift line for shifting the transmission, or MG (motor generator) is performed. The driving force can be added by changing the power running characteristics by. Moreover, in the above, although the example applied to the stepped automatic transmission was demonstrated, it can replace with this and can also be applied to a continuously variable transmission.

(Modification of the first embodiment)
Moreover, in the said embodiment, the case where driving force compensation was performed with respect to the road surface gradient among disturbances was demonstrated. On the other hand, in the present modification, the disturbance for which the driving force compensation is performed is not limited to the road surface gradient. All the disturbances detected by the above-described disturbance detection / estimation unit 115 are targets of application of this embodiment. For example, disturbance includes cornering resistance, vehicle weight, altitude of the place where it travels, road surface roughness (road resistance), engine performance variation, transmission drag variation, etc. The amount of force compensation is set differently depending on the driving orientation.

(Second Embodiment)
Next, a second embodiment will be described with reference to FIG.
Note that a description of parts common to the first embodiment is omitted.

  In the second embodiment, in comparison with the down point of the shift map 501, the throttle opening degree Ta ′ determined by the current characteristics 403 is used for determining the shift stage. On the other hand, in comparison with the up-point of the shift map 501, an electronic throttle opening command value Ta ″ for compensating for disturbance (for example, road gradient) is applied.

  In the first embodiment, the accelerator opening-throttle opening characteristic is changed from the current characteristic 403 to the road slope so that the same acceleration as when traveling on a flat road is generated even when the road slope changes. By changing to the post-consideration characteristic 407, the throttle opening at the current accelerator pedal opening 401 is changed from the Ta ′ to the one shown by Ta ″, and the throttle after the road surface slope compensation is performed. The shift stage is determined by referring to the shift map 501 based on the throttle opening degree Ta ′ before the road surface gradient compensation is performed, not on the opening degree Ta ″.

  However, in the first embodiment, the throttle opening degree Ta after the road surface gradient compensation is performed, although there is a vehicle speed at which the speed is optimally changed according to the throttle opening degree Ta ″ after the road surface slope compensation is performed. ”, The shift map 501 is not referred to (the shift map 501 is referred to based on the throttle opening degree Ta ′ before the road surface slope compensation is performed), so the vehicle speed differs from the optimum vehicle speed. Shifting occurred and the driver felt uncomfortable.

  On the other hand, according to the second embodiment, the throttle opening Ta ″ after road surface slope compensation is applied in comparison with the up-point of the shift map 501. The problem is suppressed.

  Further, according to the second embodiment, since the throttle opening Ta ′ before road surface slope compensation is applied in comparison with the down point of the shift map 501, the same effect as the first embodiment is obtained. Can play. That is, the following (1) and (2).

(1) The occurrence of an unexpected power-on downshift with an increase in disturbance (for example, road gradient) is suppressed.
(2) Since the relationship between the driver's accelerator depression amount and the downshift is constant, the driver is prevented from feeling uncomfortable.

  In the present embodiment, as described above, when the driving force is corrected and controlled by changing the characteristics of the accelerator opening-the electronic throttle opening to compensate for disturbances (road gradient or the like in this case), the shift map 501 In comparison with the up point, the correction of the throttle opening is taken into account in the selection of the gear position (the throttle opening Ta after the road slope compensation is performed, not the throttle opening Ta ′ before the road slope compensation is made). ''). Instead of this, although not shown in the drawings, it is possible to consider not less than 100% of the correction amount of the throttle opening for selection of the gear position, but more than half can be taken into consideration (the same applies to related portions in the following embodiments). .

  For example, in comparison with the up-point of the shift map 501, road gradient compensation such as the average value of the throttle opening Ta ″ after the road gradient compensation and the throttle opening Ta ′ before the road gradient compensation, etc. Based on a value closer to the throttle opening Ta ″ side after the road surface slope compensation is performed than the value of the throttle opening Ta ′ before the shift is made, the shift map 501 is referred to determine the shift speed. Can. Desirably, when road surface slope compensation is performed, the value of the throttle opening degree Ta ″ after the road surface slope compensation is greater than the throttle opening degree Ta ′ before the road surface slope compensation is performed. The gear position is determined based on the above.

(Third embodiment)
Next, a third embodiment will be described with reference to FIG.
Note that a description of parts common to the first embodiment is omitted.

  In the third embodiment, an electronic throttle opening command value Ta ″ for compensating for disturbance (for example, road surface gradient) is applied in comparing both the up point and the down point of the shift map 501. The throttle opening degree Ta ′ determined by the current characteristics 403 is not used for determining the gear position.

  In the first embodiment, the accelerator opening-throttle opening characteristic is changed from the current characteristic 403 to the road slope so that the same acceleration as when traveling on a flat road is generated even when the road slope changes. By changing to the post-consideration characteristic 407, the throttle opening at the current accelerator pedal opening 401 is changed from the Ta ′ to the one shown by Ta ″, and the throttle after the road surface slope compensation is performed. The shift stage is determined by referring to the shift map 501 based on the throttle opening degree Ta ′ before the road surface gradient compensation is performed, not on the opening degree Ta ″.

  On the other hand, in the third embodiment, the shift map 501 is referred to based on the throttle opening Ta ″ after the road gradient compensation is performed, not the throttle opening Ta ′ before the road gradient compensation is performed. Thus, the gear position is determined.

  In the first embodiment, the throttle opening degree Ta ″ after the road surface slope compensation is performed, even though there is an optimum speed to change the speed according to the throttle opening degree Ta ″ after the road surface slope compensation is performed. Therefore, the shift map 501 is not referred to (the shift map 501 is referred to based on the throttle opening Ta ′ before the road surface slope compensation is performed), so that the shift is performed at a vehicle speed different from the optimum vehicle speed. This has caused the driver to feel uncomfortable.

  On the other hand, according to the third embodiment, the throttle opening degree Ta ″ after road surface slope compensation is applied in comparison with the up-point of the shift map 501. The problem is suppressed.

(Fourth embodiment)
Next, a fourth embodiment will be described with reference to FIG.
Note that a description of parts common to the first embodiment is omitted.

  In the fourth embodiment, the throttle opening degree Ta ″ after the road surface gradient compensation is not used for selecting the gear position but is used for controlling the lockup clutch (see reference numeral 513).

  In the fourth embodiment, as in the first embodiment, the speed change is based on the throttle opening Ta ′ before the road gradient compensation is performed, not the throttle opening Ta ″ after the road gradient compensation is performed. A shift stage is determined with reference to the map 501. From this, the same effect as the first embodiment can be obtained.

  As indicated by reference numeral 513, in relation to the control of the lock-up clutch, the throttle opening Ta ″ after road surface slope compensation is applied. For this reason, the lockup clutch is released as the engine load increases. Therefore, an increase in the cloud area is suppressed. In this case, the lockup clutch is released / engaged unintentionally by the driver due to an increase / decrease in disturbance (for example, road gradient). The driver's uncomfortable feeling is suppressed.

  In the present embodiment, as described above, when the driving force is corrected and controlled by changing the characteristics of the accelerator opening-the electronic throttle opening to compensate for disturbances (in this case, road gradient, etc.), The control is configured to take into account the correction of the throttle opening in the control (the throttle opening Ta ″ after the road slope compensation is used, not the throttle opening Ta ′ before the road slope compensation is made). Instead of this, although not shown in the figure, it is possible to consider not only 100% of the correction amount of the throttle opening but also more than half of the correction amount of the throttle opening in the control of the lockup clutch.

  For example, in the control of the lock-up clutch, before the road surface gradient compensation is performed, such as the average value of the throttle opening degree Ta ″ after the road surface gradient compensation and the throttle opening degree Ta ′ before the road surface gradient compensation is performed. The lockup clutch can be controlled based on a value closer to the throttle opening Ta ″ side after the road surface gradient compensation is performed than the value of the throttle opening Ta ′. Desirably, when road surface slope compensation is performed, the value of the throttle opening degree Ta ″ after the road surface slope compensation is greater than the throttle opening degree Ta ′ before the road surface slope compensation is performed. Based on the control, the lockup clutch is controlled.

  In the fourth embodiment, the first to third embodiments can be appropriately combined.

It is a flowchart which shows operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a schematic block diagram of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure which shows the example of a relationship between the NN output value which shows the driving | operation direction of 1st Embodiment of the driving force control apparatus for vehicles of this invention, and the driving force correction coefficient K. FIG. It is a figure which shows the relationship between the accelerator pedal opening degree and throttle opening degree of 1st Embodiment of the vehicle driving force control apparatus of this invention. It is a block diagram which shows the principal part structure of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a block diagram which shows the principal part structure of 2nd Embodiment of the driving force control apparatus for vehicles of this invention. It is a block diagram which shows the principal part structure of 3rd Embodiment of the driving force control apparatus for vehicles of this invention. It is a block diagram which shows the principal part structure of 4th Embodiment of the driving force control device for vehicles of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 90 Acceleration sensor 95 Navigation system apparatus 114 Accelerator pedal opening sensor 115 Disturbance detection / estimation part 116 Engine speed sensor 118 Road gradient measurement / estimation part 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
133 ROM

Claims (4)

A vehicle driving force control device that controls the driving force of a vehicle in response to a disturbance affecting the traveling of the vehicle,
Driving force setting means for setting the driving force for the driving force operation of the driver in the absence of disturbance,
Driving force control means for setting the driving force for the driving force operation of the driver based on the disturbance,
In a state where there is no disturbance, the driving force is set only by the driving force setting means, and
In the state where there is the disturbance, the driving force is set based on the disturbance by both the driving force setting means and the driving force control means,
In a state where the driving force based on the disturbance has been set, set by the disturbance the absence of the set driving force in a state there is no set driving force and the front Kigairan based on the disturbance the vehicle driving force control apparatus characterized by performing the speed change control based on the driving force. The vehicle driving force control device according to claim 1 ,
The driving force operation of the driver is an accelerator operation,
The vehicle driving force control device is characterized in that the driving force is controlled by changing an opening characteristic of an electronic throttle. The vehicle driving force control device according to claim 1 ,
The driving force operation of the driver is an accelerator operation,
The vehicle driving force control apparatus is characterized in that the driving force is controlled by changing characteristics of a motor generator. The vehicle driving force control device according to claim 1 ,
The shift control is performed for either a stepped transmission or a continuously variable transmission.

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