JP2000240779A - Drive force controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase the drive force without giving discomfort to a driver when the traveling resistance is enhanced. SOLUTION: This drive force controller is provided with a normal target drive force set means 1 which sets a target drive force for a flat road based on the stepping distance of an accelerator and a car speed VSP; each type increased resistance computation means 3 computing vehicle weight resistance increase quantity and gradient resistance increase quantity which are visually recognized or not recognized by a driver and TM loss resistance increase quantity and an auxiliary machine resistance increase quantity which are visually recognized or not recognized by a driver respectively; and a corrected target drive force computing means 2 computing the value obtained by adding increased traveling resistance to the normal target drive force, as a target drive force.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in a driving force control device used in a vehicle or the like, and more particularly to appropriately controlling a driving force characteristic of a vehicle according to a 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 speed ratio is corrected in accordance with the gradient of a road surface during uphill traveling, and acceleration is determined by the gradient. Is known to suppress the decrease of the temperature.

Further, as disclosed in Japanese Patent Application Laid-Open No. 8-149612, there is known an apparatus in which a traveling resistance on a traveling route of a train is set in advance and a driving current is corrected in accordance with the traveling resistance. .

Further, as disclosed in Japanese Patent Application Laid-Open No. 8-277918, there has been known an apparatus in which a rotation range or a speed ratio range of an engine is set according to a gradient resistance to secure a driving force according to a gradient. ing.

[0005]

However, in the above-mentioned conventional driving force control device, since it is added to the target driving force and corrected so that the increase in the traveling resistance is all the increase in the gradient resistance, for example, Any increase in vehicle resistance due to an increase in the slope that the driver can see visually, 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 are all added to the target driving force and corrected. Resulting in.

On the other hand, the driver attempts to correct the driving force in the increasing direction by increasing the depression amount of the accelerator pedal, for example, to increase the visually recognized running resistance (torque). In addition to the increase in the target driving force due to the driving force control, the increase in the driving force due to the driving operation is added, and the acceleration or the vehicle speed becomes excessively higher than expected by the driver, which may give a sense of discomfort.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to perform smooth driving force control by increasing the driving force without giving the driver a feeling of discomfort when running resistance increases. I do.

[0008]

According to a first aspect of the present invention, there is provided an accelerator pedal operation position detecting means for detecting an amount of depression of an accelerator pedal, a vehicle speed detecting means for detecting a speed of a vehicle, an amount of depression of the accelerator pedal and a vehicle speed. A normal target driving force setting means for setting a target driving force corresponding to a flat road, an increased resistance calculating means for calculating a running resistance increased with respect to the target driving force corresponding to the flat road, And a driving force correction means for calculating a value obtained by adding the increased running resistance to the target driving force as a target driving force. The running resistance increase.

Further, a second invention is based on an accelerator pedal operation position detecting means for detecting an amount of depression of an accelerator pedal, a vehicle speed detecting means for detecting a speed of a vehicle, and based on the amount of depression of the accelerator pedal and the vehicle speed. A normal target driving force setting means for setting a target driving force corresponding to a flat road; an increasing resistance calculating means for calculating a running resistance increased with respect to the target driving force corresponding to the flat road; a target driving force corresponding to the flat road A driving force correction means for calculating a value obtained by adding the increased running resistance to a target driving force, the driving resistance correcting means calculating a target driving force. The running resistance increase amount and the second running resistance increase amount that the driver cannot visually recognize or recognize are calculated, and the second running resistance increase amount is reduced to the first running resistance increase amount. Adding to providing the Type increasing resistance calculating means for the running resistance increment amount.

In a third aspect based on the second aspect, the increase resistance calculating means for each type includes an increase amount of the running resistance with an increase in the vehicle weight or an increase amount of the running resistance with an increase in the road gradient. Is calculated as the first running resistance increase amount, and the transmission torque loss amount of the transmission or the running resistance increased by the operation of the engine accessory is calculated as the second running resistance increase amount.

According to a fourth aspect of the present invention, in the third aspect, the type-specific increase resistance calculating means is configured to reduce the amount by increasing a running resistance increase amount with an increase in road gradient by a preset value. One increase in running resistance.

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

According to a sixth aspect of the present invention, in the third aspect of the invention, the type-dependent increase resistance calculating means reduces the increase amount of the running resistance caused by the increase in the vehicle weight by multiplying the amount by a preset value. This is the first running resistance increase amount.

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

In an eighth aspect based on the third aspect, the increase resistance calculating means for each type corrects the second drive resistance increase by adding the second drive resistance increase directly to a target driving force corresponding to a flat road.

[0016]

Accordingly, the first aspect of the present invention is to correct the target driving force by adding the increased driving resistance to the target driving force corresponding to a flat road, thereby increasing the driving resistance visually or recognizable by the driver. , The corrected target driving force does not become excessively large even if the driver depresses the accelerator pedal in accordance with the increase in the running resistance, and the driving force does not give the driver a sense of incongruity. And smooth driving force control can be performed.

Further, the second invention reduces the first running resistance increase amount that can be visually recognized or recognized by the driver, so that the accelerator pedal depression amount of the driver increases according to the increase of the running resistance. Therefore, the corrected target driving force does not become excessive, the acceleration or the vehicle speed according to the driver's expectation can be secured, and the amount of increase in the second running resistance that cannot be visually recognized or recognized by the driver is reduced. Correction without the need to increase the running resistance caused by equipment that operates regardless of the driving operation, such as engine accessories and air conditioners, so that the driving force can be corrected smoothly without giving the driver a sense of incongruity. Can be performed.

In the third invention, the first running resistance increase amount that can be visually recognized or recognized by the driver is defined as an increase in vehicle weight or an increase in road gradient in accordance with the number of occupants or the load capacity. If the amount of increase in the first running resistance is reduced and added to the target driving force corresponding to a flat road, the target driving force can be prevented from becoming excessive even if the driver depresses the accelerator pedal. By making the second running resistance increase amount that cannot be visually recognized or recognized by the user as the running torque that increases due to the loss amount of the transmission torque of the transmission or the operation of the engine accessory,
Insufficiency of the driving force unrelated to the driving operation can be reliably corrected.

According to a fourth aspect of the present invention, the driver depresses the accelerator pedal by reducing the amount of increase in the running resistance caused by the increase in the road gradient that can be visually recognized or recognized by the driver by multiplying the amount by a preset value. The target driving force in consideration of the amount can be obtained.

Further, the fifth aspect of the present invention is to reduce the amount of increase in the running resistance caused by the increase of the road gradient which can be visually recognized or recognized by the driver by 50.
By reducing to less than%, the accelerator pedal depression amount and the correction amount of the target driving force can be set to appropriate values in accordance with the increase in the road gradient, and the target driving force can be prevented from becoming excessive.

According to a sixth aspect of the present invention, the amount of running resistance that increases or increases the vehicle weight that can be visually recognized or recognized by the driver is defined as:
By reducing the value by multiplying the value by a preset value, it is possible to obtain a target driving force in consideration of the driver's depression amount of the accelerator pedal.

The seventh aspect of the present invention is to reduce the amount of increase in running resistance caused by an increase in vehicle weight that can be visually recognized or recognized by a driver.
By reducing it to less than 0%, it is possible to set the accelerator pedal depression amount and the target driving force correction amount to an appropriate value in accordance with the increase in vehicle weight, and prevent the target driving force from becoming excessive.

According to an eighth aspect of the present invention, the second running resistance increase, which cannot be visually recognized or recognized by the driver, is added to the target driving force equivalent to a flat road and corrected as it is, thereby increasing the driving resistance regardless of the driving operation. It is possible to reliably correct the increase in the running resistance.

[0024]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the accompanying drawings.

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

The PCM 50 is provided with 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) for switching the shift range of the automatic transmission 103, the vehicle speed VS detected by the vehicle speed sensor 11.
P and the like are input to control the fuel injection amount of the engine 101, the ignition timing, and the speed ratio control and the hydraulic control of the automatic transmission 103 to control the driving force of the vehicle.

For this purpose, an electronically controlled throttle valve 102, which is opened and closed by an actuator, is interposed in an intake passage of the engine 101, and a throttle control module based on a throttle valve opening signal sent from the PCM 50. 51 (hereinafter referred to as TCM 51) controls the opening of the electronically controlled throttle valve 102.

The automatic transmission 103 is constituted by a continuously variable transmission capable of setting a gear ratio according to a gear shift command from the PCM 50, and calculates a value obtained by multiplying a vehicle speed VSP detected by the vehicle speed sensor 11 by a predetermined constant. The transmission mechanism (not shown) is controlled so that the speed ratio RATIO calculated from the output shaft speed and the ratio with the input shaft speed IMPREV detected by the input shaft speed sensor 12 matches the command value from the PCM 50. . The automatic transmission 103 detects a line pressure by a hydraulic sensor (not shown) and sends it to the PCM 50 in order to detect a loss resistance (loss torque, the same applies hereinafter) caused by driving a hydraulic pump or the like.

Then, in order to grasp the driving environment of the vehicle,
A position information processing device 54 as a navigation device is provided. The position information processing device 54 stores map information incorporating geographical attributes and the like in advance on a CD-ROM or DVD-ROM.
A ROM or the like is stored as a recording medium, and based on the 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 includes:
The road gradient θ is estimated from the map information of the position information processing device 54 and the own vehicle position as described later, and is transmitted 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 equipment.

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

Further, a vehicle weight detecting device 13 which detects the load on each wheel and calculates the vehicle weight by adding them together.
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 detecting, for example, the stroke of the suspension when the vehicle is stopped.

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

The correction target driving force calculating means 2 adds the values obtained by multiplying the various resistance increasing amounts obtained by the type-specific increasing running resistance calculating means 3 by the respective resistance coefficients to obtain a driving force correction amount ΔR.
Driving force correction amount calculating means 21 for calculating as FORCE
And an adding means 22 for adding the driving force correction amount ΔRFORCE to the normal target driving force tTd_n to calculate the target driving force tTd.

The type-specific increased running resistance calculation means 3 for obtaining the increasing amounts of the running resistances is divided into an increase in the running resistance that can be visually recognized or recognized by the driver and an increase in the running resistance that cannot be visually recognized or recognized. Set the resistance coefficient.

According to experiments conducted by the applicant of the present application, if the driver can visually recognize, for example, an uphill road, an increase in the number of passengers, or an increase in the load, the driver recognizes these increases as an increase in running resistance. In many cases, the accelerator pedal depression amount APO is depressed more than during normal traveling.
If the detected increase in the running resistance is added as it is, it has been found that the target driving force tTd becomes excessively larger than the driving force expected by the driver, and is accelerated too much.

On the other hand, the load on the pump of the air conditioner or the power steering device and the loss resistance of the automatic transmission 103 vary regardless of the driver's driving intention. And
Since the amount of increase in the running resistance cannot be visually recognized by the driver, 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.

Therefore, a road gradient and an increase in the resistance of the vehicle weight are detected as the visible resistance increase, and the loss resistance of the automatic transmission 103 and the auxiliary equipment resistance increase as the invisible travel resistance increase are detected. The case of detection will be described below.

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

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

Then, the respective loss amounts are summed up, and the TM loss resistance increase amount of the automatic transmission 103 whose torque transmission efficiency fluctuates according to the line pressure (hydraulic oil supply pressure), the input shaft speed IMPREV, and the speed ratio RATIO. Find TMLOSTRRQ.

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

FIG. 4 shows that the TM loss resistance coefficient αtm is basically set to 1 and that the loss resistance increase amount TMLOSTRRQ of the automatic transmission 103 is set to be corrected by adding 100%. Automatic transmission 103 that cannot be seen
Additively 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 be 0. This is, for example, when the loss resistance TMLOSTRRQ of the automatic transmission 103 becomes a size that is practically unthinkable. It is possible to prevent the load on the automatic transmission 103 from increasing by correcting the addition to the target driving force because a failure of the hydraulic circuit or the transmission mechanism may be considered. A force correction amount can be obtained.

Next, as shown in FIG. 5, the loss resistance of the invisible accessories is determined by the hydraulic pressure Pa of the refrigerant detected by a hydraulic pressure sensor (not shown) provided in the compressor 120 or the like, and a predetermined function or Based on the map, a resistance increase amount ACLOSS due to the torque absorbed by the compressor 120 is obtained.

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

Then, the sum of the respective loss amounts is multiplied by the above-mentioned speed ratio RATIO and the torque converter input / output torque ratio τRATIO to obtain an auxiliary equipment resistance increase amount ACLO.
Find SSTRQ.

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

FIG. 6 shows that the auxiliary resistance coefficient αac is basically set to 1 and the loss resistance increase A
CLOSSTRQ is set so as to perform 100% addition correction, and the addition and loss correction of the auxiliary equipment that is invisible to the driver is surely corrected.

However, the auxiliary resistance increase amount ACLOSSTR
When Q exceeds a predetermined value, the accessory resistance coefficient αac is set to 0. This is because, for example, when the accessory resistance increase amount Since the failure of the hydraulic pump 120 or the hydraulic pump 121 is considered, the load on the auxiliary equipment is prevented from increasing due to the addition correction to the target driving force, and the optimal driving force correction amount is adjusted according to the state of the auxiliary equipment. Can be obtained.

On the other hand, as shown in FIG. 7, the loss resistance caused by the increase in the visible vehicle weight is set in advance from the sum of the load FRMS to RLMS of each wheel detected or estimated by the vehicle weight detection device 130. The calculated basic vehicle weight fMS is subtracted, and this value is multiplied by a predetermined weight resistance force conversion coefficient to obtain the vehicle weight resistance increase amount MSLOSTRRQ.

The weight resistance force conversion coefficient is used to make the dimension equal to that of other running resistance increases. For example, when each running resistance is unified with the output shaft torque of the automatic transmission 103, the tire radius What is necessary is just to multiply by rTIRE.

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

FIG. 8 shows that the vehicle weight resistance coefficient αms is basically set to about 0.7, and that the vehicle weight resistance increase amount MSLOSTRSTRQ is set to be added and corrected by approximately 70%. The addition of the vehicle weight resistance increase amount MSLOSTRRQ is corrected so as not to be excessive, 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.

In FIG. 8, the vehicle weight resistance increase amount MS is shown.
When the ROSSTRQ is equal to or less than a predetermined value, the vehicle weight resistance coefficient αms is set to be 0, and a dead zone for preventing the driving force correction amount from largely fluctuating according to an estimation error of the vehicle weight or a variation in the weight of the occupant. This is an example in which is provided.

Next, the block diagram of FIG. 9 and the flowchart of FIG. 10 show an example in which a loss resistance due to a visually recognizable gradient is obtained, and includes the vehicle position detected by the position information processing device 54 and the altitude. This is to estimate the gradient of the road surface from the map information.

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

Here, assuming that the traveling direction of the vehicle is at an angle に 対 し て with respect to the X axis in FIG.
Is estimated as tan θ = (SUBG # E × cosξ) + (SUBG # N × sinξ) (step S4).

Further, the gradient resistance increase GRROSSTR
Q can be obtained from the basic vehicle weight fMS, the tire radius rTIRE and the road gradient θ as GRLOSTRRQ = 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 GRLOSTRRQ.

FIG. 11 shows that the gradient resistance coefficient αgr is basically set to about 0.5, and the gradient resistance increase G
RLOSTRQ is set so as to be corrected by approximately 50%, and taking into account the increase in the accelerator depression amount APO recognized by the driver according to the inclination of the uphill road,
The correction is made so that the addition correction of the gradient resistance increase amount GRLOSTRSTRQ does not become excessive.

In FIG. 11, the gradient resistance increase GRL is shown.
When the road gradient at which the OSSTRQ is equal to or less than the predetermined value is small, the gradient resistance coefficient αgr is set to be 0 to prevent the driving force correction amount from largely fluctuating according to an estimation error of the gradient resistance increase amount GRLOSTRSTRQ. This is an example in which a dead zone is provided.

Further, in FIG. 11, the gradient resistance increase GR
When ROSSTRQ increases beyond a predetermined value, the gradient resistance coefficient αgr is also set to gradually decrease, and as the gradient resistance increases, such as on a steep uphill road, the driver becomes easier to recognize the gradient, and the driver becomes aware of the gradient. In this case, the correction amount by the PCM 50 is reduced according to the driver's intention, and the target driving force tTd becomes excessive. This makes it possible to perform smooth driving force control without giving the driver an uncomfortable feeling.

Next, FIG. 12 is a flowchart showing an example of the above-mentioned driving force control.
It is executed every time.

In FIG. 12, first, at step S11, the vehicle speed VSP and the accelerator depression amount APO are read from each sensor as described above, and at 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 set in the same manner as in the type-specific increased running resistance calculating means 3 in FIG.
Loss resistance increase TMLOSTRRQ, auxiliary resistance increase A
CLOSSTRQ, vehicle weight resistance increase MSLOSST
After calculating the RQ and the gradient resistance increase amount GRLOSTRSTRQ, the TM loss resistance coefficient αtm and the auxiliary equipment resistance coefficient α are calculated based on the respective resistance increase amounts in the same manner as in FIGS. 4, 6, 8, and 11 described above.
Ac, vehicle weight resistance coefficient αms, and gradient resistance coefficient αgr are obtained.

In step S17, the sum of the increase of each running resistance multiplied 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 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. Is multiplied by a factor of 0.5 to 0.7, while the amount of travel resistance increase that the driver cannot visually recognize or recognize is multiplied by 1, so that the driver can depress the accelerator pedal in accordance with the recognized increase in travel resistance. Even if you increase APO,
By preventing the target driving force tTd from becoming excessively large, and by adding and correcting the total amount of the running resistance that cannot be recognized by the driver, smooth driving force control can be performed.

[Brief description of the 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 illustrating an example of driving force control performed by a powertrain control module.

FIG. 3 is also a graph showing T among the types of increased running resistance calculating means.
The block diagram which calculates the M loss resistance increase amount.

FIG. 4 is a block diagram for calculating a TM loss resistance coefficient.

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

FIG. 6 is a block diagram for calculating an accessory resistance coefficient.

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

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

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

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

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

FIG. 12 is a flowchart illustrating an example of driving force control performed by the 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 Electronic control throttle 103 Automatic transmission 105 Accelerator pedal opening sensor 120 Compressor 121 Hydraulic pump 130 Vehicle weight detection device

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) // F16H 59:18 59:44 59:52 59:66 (72) Inventor Masayuki Yasuoka Kanagawa, Yokohama, Kanagawa 2F, Takara-cho, Nissan Motor Co., Ltd. F-term (reference) CA22 FA01 FA07 FB33 GC13 GC46 GC62 GD05 LA01

Claims (8)

[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 the 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. A driving force control device for a vehicle, comprising: a driving force correction unit that calculates the added value as a target driving force; wherein the increase resistance calculation unit reduces a running resistance increase amount that can be visually recognized or recognized by a driver. A vehicle driving force control device characterized by the following. 2. An accelerator pedal operation position detecting means for detecting an amount of depression of an accelerator pedal, a vehicle speed detecting means for detecting a speed of a vehicle, and a target drive corresponding to a flat road based on the amount of depression of the accelerator pedal and the 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. A driving force control device for a vehicle, comprising: a driving force correction unit that calculates the sum as a target driving force. The driving resistance control unit includes: a first driving resistance increase amount that can be visually recognized or recognized by a driver; The second travel resistance increase amount that the driver cannot visually recognize or recognize is calculated, and the second travel resistance increase amount is added to the reduced first travel resistance increase amount. Driving force control apparatus for a vehicle, characterized in that a Type increasing resistance calculating means to increment. 3. The type-dependent increase resistance calculating means calculates, as the first increase in travel resistance, an amount of increase in travel resistance due to an increase in vehicle weight or an increase in travel resistance due to an increase in road gradient. 3. The driving force control device for a vehicle according to claim 2, wherein a loss of transmission torque of a transmission or a running resistance that increases due to an operation of an engine accessory is calculated as the second running resistance increase. 4. The method according to claim 1, wherein the increase resistance calculating means for each type sets a value obtained by multiplying the increase amount of the running resistance caused by the increase of the road gradient by a preset value and reducing the amount as a first increasing amount of the running resistance. Item 4. The vehicle driving force control device according to item 3. 5. The driving force control apparatus for a vehicle according to claim 4, wherein the preset value is less than 50%. 6. The method according to claim 1, wherein the increase resistance calculating means for each type sets a value obtained by multiplying an increase amount of the running resistance accompanying an increase in the vehicle weight by a predetermined value as a first increasing amount of the running resistance. The driving force control device for a vehicle according to claim 3. 7. The vehicle driving force control device according to claim 6, wherein the preset value is less than 70%. 8. The vehicle driving system according to claim 3, wherein the increase resistance calculating means for each type corrects the second running resistance by directly adding the second running resistance increase amount to a target driving force corresponding to a flat road. Power control device.