JP2001138775A - Driving force control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a failure in the response delay compensation of a CVT by the engine torque in the case where a consumption optimal line exists on a line corresponding to the engine full power or near there in a device for controlling the engine and the CVT so that the engine operation point traces the consumption optimal line. SOLUTION: A joint controller 9 sets a first target engine operation line so as to coincide with a line corresponding to the engine full power or near there, and sets a first target input rotating speed tNinl of a continuously variable transmission 2 so that the operation point of the engine 1 traces the first target engine operation line on the basis of the target driving force tFd and the car speed VSP set in response to the operating condition (B1). When changing speed of the target driving force tFd or changing speed of the acceleration operating quantity APS is large, the target input rotating speed tNin of a transmission 2 is set at a value larger than the first target input rotating speed tNinl (B6).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving force control device used for a vehicle having a continuously variable transmission.

[0002]

2. Description of the Related Art An engine capable of controlling engine torque independently of a driver's operation of an accelerator pedal and a continuously variable transmission (hereinafter referred to as CVT) capable of continuously changing a gear ratio. In a vehicle equipped with a control method, a target driving force is calculated based on an accelerator pedal operation amount and driving conditions, and the calculated target driving force is realized by a predetermined engine torque and a CVT speed ratio.

According to this control method, if the operating point of the engine determined by the engine torque and the engine speed is configured, for example, with the control logic of the engine and the transmission so as to trace the fuel efficiency optimum line, the desired target is obtained. There is an advantage that the driving force can be realized with optimum fuel efficiency.

However, when the engine and the CVT are controlled such that the engine operating point traces the optimal fuel consumption line, if there is a response delay in the CVT, the engine rotation speed becomes necessary to achieve the target driving force. Since the vehicle does not reach the speed immediately, the target driving force cannot be obtained, and the driver may feel a feeling of acceleration failure or the like.

Therefore, the present applicant has proposed a control system for compensating the response delay of the CVT with the engine torque and improving the driving force control performance (Japanese Patent Application No. 10-157590).
issue). According to this, for example, when the engine rotation speed does not reach the target rotation speed due to a response delay of the CVT during acceleration, the target engine torque is added so that the driving force is not insufficient.

[0006]

[Problems to be solved by the invention]
When the optimal fuel efficiency line is at or near the line corresponding to full engine opening, the actual engine torque cannot be further increased even if the target engine torque is added. Therefore, the response delay of the CVT cannot be compensated by the engine torque, and the driving force becomes insufficient.

The present invention has been made in view of such technical problems, and in an apparatus for controlling an engine and a CVT so that an engine operating point traces an optimal fuel efficiency line or the like, the optimal fuel efficiency line or the like corresponds to a fully open engine. C due to engine torque when at or near the line
It is an object of the present invention to prevent VT response delay compensation from becoming impossible, and to eliminate the aforementioned driving force shortage.

[0008]

According to a first aspect of the present invention, there is provided a vehicular driving force control device used for a vehicle in which the output of an engine is transmitted to driving wheels via a continuously variable transmission. Means for setting the target driving force of the vehicle, and a first target engine operation line set to coincide with or be close to the line corresponding to the engine fully open, and the operating point of the engine is set based on the target driving force and the vehicle speed. The first of the transmission to trace the one target engine operating line
Means for setting a target input rotational speed, means for calculating a target engine torque based on the target driving force and an actual gear ratio of the transmission, and calculating a changing speed of the target driving force or a changing speed of an accelerator operation amount. Means for setting a target input rotation speed of the transmission to be higher than the first target input rotation speed in accordance with a change speed of the target driving force or a change speed of an accelerator operation amount; And means for controlling the transmission based on the target input rotational speed.

According to a second aspect of the present invention, in the first aspect, the means for setting the target input rotational speed is such that the target input rotational speed of the transmission increases as the change speed of the target driving force or the change speed of the accelerator operation amount increases. Is set to be higher than the first target input rotation speed.

In a third aspect based on the first aspect, a second target engine operation line is set on a lower load side than the first target engine operation line, and the operation of the engine is performed based on the target driving force and the vehicle speed. Means for setting a second target input rotational speed of the transmission such that a point traces the second target engine operating line, wherein the means for setting the target input rotational speed comprises a change speed of the target driving force or an accelerator. It is characterized in that it is set so as to approach the second target input rotation speed as the change speed of the operation amount increases.

According to a fourth aspect, in the third aspect, the second target engine operation line coincides with the first target engine operation line at a maximum engine rotation speed.

According to a fifth aspect of the present invention, in the first to fourth aspects, the means for setting the target input rotation speed includes a change speed of the target driving force or an accelerator operation when the target engine torque or the actual engine torque is large. It is characterized in that the target input rotation speed is made to approach the first target input rotation speed even if the change speed of the amount is large.

In a sixth aspect based on the first to fifth aspects, the means for calculating the changing speed of the target driving force or the accelerator operation amount cuts a noise component of the target driving force or the accelerator operation amount. The change speed is calculated above.

[0014]

Therefore, according to the first to third aspects of the present invention, the operating point of the engine determined by the engine torque and the engine speed exists on the first target engine operating line (= a line corresponding to the engine fully open or its vicinity). Even in this case, if the change speed of the target driving force or the change speed of the accelerator operation amount is large and a response delay is expected to occur in the CVT, the target input rotation speed of the transmission is set to the first input speed.
It is set higher than the target input rotation speed.

As a result, the engine torque necessary to realize the target driving force is reduced by the amount corresponding to the target input rotational speed being set to a large value, and the engine torque has a margin. Therefore, it is possible to compensate for the CVT response delay by the engine torque. Become.

For example, when the target driving force is rapidly increased by the driver suddenly depressing the accelerator pedal or the like, the target operating point of the engine is set to a lower load side than the line corresponding to the fully open engine, so that the CVT is set. When the target driving force does not reach the rotation speed at which the target driving force is realized due to a response delay, the engine torque is increased, no step is generated when the driving force changes, and the driving force can be prevented from becoming insufficient.

According to the fourth aspect, at the maximum engine speed, the first target engine operation line and the second target engine operation line coincide with each other, so that the change speed of the target driving force or the change speed of the accelerator operation amount is large. Even when the target engine operation line is set near the second target engine operation line, the maximum engine torque can be realized at the maximum engine rotation speed.

When the first to fourth inventions are applied, the target engine operation line is set on the low load side. Therefore, if the target engine torque before switching the target operation line or the actual engine torque is large, the acceleration The engine torque may decrease temporarily even though the engine is running.
That is, although the driving torque increases, the engine torque decreases, and the behavior of the engine torque may deviate from the driver's feeling. However, according to the fifth invention, the target engine torque or the actual engine torque is reduced. When it is large, the target engine operation line is set to be higher than the first target engine operation line even if the change speed of the target driving force (or the change speed of the accelerator operation amount) is large, so that such a phenomenon can be prevented.

Further, according to the sixth aspect of the present invention, since the change speed of the target driving force or the change speed of the accelerator operation amount is calculated after the noise component is cut, the target engine operation line is switched under the influence of noise. Can be prevented.

[0020]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 shows a schematic configuration of a vehicle provided with a driving force control device according to the present invention. This vehicle includes an engine 1 and a continuously variable transmission (hereinafter, CVT) 2. The driving force of the engine 1 is controlled by a CVT 2, a final reduction gear (not shown), and a drive shaft 3.
Is transmitted to the drive wheels 4 via

The engine 1 is a gasoline engine provided with an electronically controlled throttle that can be controlled independently of the accelerator operation of the driver. The engine 1 can adjust the engine torque by controlling the throttle opening of the electronically controlled throttle. The engine 1 may be a diesel engine. In this case, the engine torque can be adjusted by adjusting the fuel injection amount by the injector.

The CVT 2 is a so-called belt-type continuously variable transmission having a pair of pulleys 2a and 2b and a V-belt 2c stretched between the pulleys 2a and 2b, and by changing the groove width of the pulleys 2a and 2b. The gear ratio can be changed steplessly. Further, the CVT 2 includes a torque converter with a lock-up mechanism, a forward / reverse switching mechanism for switching the transmission direction of engine rotation, and the like (not shown).

Further, the vehicle includes an accelerator operation amount sensor 1 as a means for detecting an accelerator operation amount by a driver.
0, vehicle speed sensor 11 as vehicle speed detecting means, input rotational speed sensor 1 as input rotational speed detecting means of CVT 2
2. Various sensors for detecting an operation state, such as an output rotation speed sensor 13 as output rotation speed detection means, are attached, and various signals detected by these sensors are input to the integrated controller 9. The vehicle speed VSP and CV
If one of the T output rotational speeds Nout is obtained, the other can be obtained by calculation. Therefore, only one of the vehicle speed sensor 11 and the output rotational speed sensor 13 may be provided.

The integrated controller 9 has an accelerator operation amount AP
A target driving force tFd is set according to S and the vehicle speed VSP, and a target engine torque tTe and a CVT target input rotation speed tNin are set to realize the target driving force tFd.

At this time, the target operation line of the engine 1 is basically set to a line that optimizes at least fuel consumption performance (and / or exhaust performance and power performance).
If this optimum operation line corresponds to the fully open engine line, the CVT response delay compensation by the engine torque described later cannot be performed. Therefore, in the transient state, the target engine operation line is set to be smaller than the optimum operation line so that the engine torque has a margin. Is also set to the low load side.

Specifically, the target engine operation line is:
According to the change speed of the target driving force tFd, at least
The first target engine operation line corresponding to the appropriate line (FIG. 6)
L ₁) And lower than the first target engine operation line.
The second target engine operation line set on the load side (FIG. 6)
L_Two) And the change speed of the target driving force tFd
The larger the value, the closer to the 2nd target engine operation line, the change
The lower the speed, the closer to the first target engine operation line
It is set as follows.

The set target engine torque tTe and CV
The T target input rotation speed tNin is output to the engine controller 7 and the CVT controller 8, respectively, and the engine controller 7 controls the intake air amount of the engine 1 (the fuel injection amount in the case of a diesel engine) to achieve the target engine torque tTe. , The CVT controller 8 changes the speed ratio G of the CVT 2 to achieve the target input rotation speed tNin.

At this time, since a response delay occurs in the CVT 2, the CVT input rotation speed Nin becomes equal to the target rotation speed tNin.
Follow with a delay, but the integrated controller 9
Increases the engine torque Te according to the response delay of the CVT to prevent the driving force from becoming insufficient.

Hereinafter, the content of the driving force control performed by the integrated controller 9 will be described in more detail with reference to the block diagram shown in FIG. Here, the lock-up mechanism of the CVT 2 is engaged, and the engine speed Ne is C
It is assumed that it is equal to the VT input rotation speed Nin.

As shown in FIG. 2, the integrated controller 9
The target driving force setting unit B1, the target engine torque calculation unit B2, the first target input rotation speed setting unit B3, the second target input rotation speed setting unit B4, the weight coefficient setting unit B5, and the target input rotation speed calculation unit B6 Prepare.

The integrated controller 9 includes an accelerator operation amount APS detected by an accelerator operation amount sensor 10, a vehicle speed VSP detected by a vehicle speed sensor 11, a CVT input rotation speed Nin detected by an input rotation speed sensor 12, The CVT output rotation speed Nout detected by the output rotation speed sensor 13 is input.

Each element B1 to B6 of the integrated controller 9
The operation of will be described.

First, the target driving force setting unit B1 determines the vehicle speed VSP
The target driving force tFd is set with reference to the target driving force setting map shown in FIG. The target driving force tFd is set to a larger value as the accelerator operation amount APS increases, and reaches a maximum near a vehicle speed of 20 km / h when the accelerator operation amount is constant.

Next, the target engine torque calculator B2 calculates
A target driving force tFd output from the target driving force setting unit B1,
Based on the CVT speed ratio G obtained by dividing the CVT input rotation speed Nin by the CVT output rotation speed Nout,

[0036]

(Equation 1) However, tTe: target engine torque [Nm] tFd: target driving force [N] Rtire: driving wheel effective radius [m] G: CVT gear ratio Gf: final gear reduction ratio Output to the engine controller 7. This equation (1) gives the driving force Fd
And the relationship between the CVT gear ratio G and the engine torque Te are approximately:

[0037]

(Equation 2) It is required from being expressed by.

As described above, the target driving force tFd is changed to the actual gear ratio G
To calculate the target engine torque tTe, the CVT input rotation speed Nin due to the response delay of CVT2.
Target driving force tNin
A target engine torque tTe that can obtain tFd is calculated. For example, when the input rotation speed Nin of the CVT 2 does not reach the target input rotation speed tNin during acceleration, the target engine torque tTe is added to compensate for the shortage of the driving force, and the driving force control performance is reduced due to the response delay of the CVT 2. Is prevented.

The first target input rotational speed setting unit B3
Is based on the vehicle speed VSP and the target driving force tFd, which is the output of the target driving force setting unit B1, with reference to the map shown in FIG.
Set the target input rotation speed tNin1. The first target input rotation speed tNin1 increases as the vehicle speed VSP increases and the target driving force tF increases.
A larger value is set as d increases.

The map shown in FIG. 4 is set based on the first target engine operation line (L _{1 in} FIG. 6). This first target engine operation line has a fuel efficiency performance (or an exhaust performance,
Alternatively, it is a line that optimizes both fuel consumption performance and exhaust performance), which coincides with the line corresponding to full engine opening.

A second target input rotational speed setting unit B4
Sets the second target input rotation speed tNin2 with reference to the second target input rotation speed setting map shown in FIG. 5 based on the vehicle speed VSP and the target driving force tFd output from the target driving force setting unit B1. According to this, the second target input rotation speed tNin2 is also higher than the first target input rotation speed tNin1, as the vehicle speed VSP is higher.
The larger the target driving force tFd is, the larger the value is set. However, if the vehicle speed and the target driving force are the same, the second target input rotation speed tNin2 is set to a value larger than the first target input rotation speed tNin1.

The second target input rotational speed setting map shown in FIG. 5 is a second target engine operating line (see FIG. 6) which is set to a lower load side than the first target engine operating line and has a margin for the engine torque. L ₂ ).

As shown in FIG. 6, the first target engine operation line coincides with the second target engine operation line at the maximum engine speed so that the maximum output can be obtained.
Both are set to be the maximum engine torque.

Further, the weighting factor setting section B5 calculates the target input rotation speed tNin1 based on the first target input rotation speed tNin1 and the second target input rotation speed tNin2 based on the change speed of the target driving force tFd.
The weight coefficient k used in calculating Nin is calculated.

Specifically, first, the target driving force setting unit B1
From the target drive output tFd, which is the output of

[0046]

(Equation 3) Here, tFdv: target driving force change speed [N / sec] t Fd: target driving force [N] s: change speed tFdv of target driving force tFd is calculated by a differential operator. Here, τ is set to a positive number as small as possible within a range where noise components can be suppressed, and n is an integer at least larger than 1 and set to a value as small as possible within a range where noise components can be suppressed. According to the equation (3), even if a noise component is present on a higher frequency side than the frequency component of the target driving force tFd, the noise component can be cut and a value corresponding to the change speed of the driving force can be obtained.

The calculated target driving force change speed tFdv
, The weight coefficient k is set with reference to the table shown in FIG. The weight coefficient k is set to a value equal to or greater than zero and equal to or less than 1, and is set so as to increase as the change speed of the target driving force change speed tFdv increases.

The weight coefficient k may be set based on the change speed of the accelerator operation amount APS with reference to a table similar to that shown in FIG. In this case, the weight coefficient setting unit B5
, The accelerator operation amount APS is input instead of the target driving force tFd.

The target input rotation speed calculating section B6 includes a first target input rotation speed tNin1 output from the first target input rotation speed setting section B3 and a second target input rotation speed setting section B4.
Using the second target input rotation speed tNin2 which is the output of, and the weight coefficient k which is the output of the weight coefficient setting unit B5,

[0050]

(Equation 4) Here, tNin: target input rotation speed [rpm] tNin1: first target input rotation speed [rpm] tNin2: second target input rotation speed [rpm] k: weighting coefficient The target input rotation speed tNin of CVT2 is calculated.
From equation (4), the target input rotation speed Nin approaches the second target input rotation speed tNin2 when the weighting coefficient k increases and approaches 1, and conversely, the first input rotation speed Nin decreases as the weighting coefficient k approaches zero. This will approach the target input rotation speed tNin1.

Here, the weight coefficient k is a change speed t of the target driving force.
Since the larger the Fdv, the larger the target input rotational speed tNin, the closer the target driving force change speed tFdv, the closer to the second target input rotational speed tNin2, and the greater the margin of the engine torque.

Therefore, from the integrated controller 9,
The target engine torque tTe is sent to the engine controller 7,
The target input rotation speed tNin is output to the CVT controller 8, and the engine controller 7 adjusts the throttle opening of the engine 1 so that the target engine torque tTe is realized, and adjusts the intake air amount (fuel injection amount in the case of a diesel engine). ), And the CVT controller 8 controls the speed ratio G of the CVT 2 by adjusting the pulley groove width so that the target input rotation speed tNin is realized.

Next, the operation will be described.

Here, as shown in FIG. 8, a first target engine operation line corresponding to at least a characteristic line focusing on fuel efficiency in the vicinity of the engine fully open line and a second target engine operation line set on the low load side thereof are shown in FIG. Suppose that
The target driving force from the time t ₁ toward t ₃ changes in a ramp form as in FIG. 9, assume a state in which an attempt to move the engine operating point from the point A in FIG. 8 to C point. Point A is the engine operating point at time t ₁ , and point C is the engine operating point at time t ₃ .

First, a case where the present invention is not applied will be described for comparison. In this case, the target operation line of the engine coincides with the first target engine operation line. Therefore, from the shape of the target engine operation line, the target engine torque tTe is changed at time t _{1 as} shown by the solid line in FIG.
And the CVT target input rotational speed is
It starts to increase from time t ₂ as shown by the solid line in (b).
Engine operating point of time t ₂ corresponds to point B in FIG. 8.

At this time, the actual input rotation speed of the CVT is
Since lags behind the target input rotational speed as indicated by a broken line in FIG. 10 (b), the time t ₂ later, the driving force is the target engine torque so as not to shortage is plus as indicated by the broken line in FIG. 10 (a) .

However, the target operation line of the engine coincides with the first target engine operation line, that is, the line corresponding to the engine fully open, and the above-mentioned additional amount cannot be realized. As a result, the actual driving force is
As shown by the broken line in (c), the driving force is lower than the target driving force, which gives the driver a feeling of poor acceleration or the like.

On the other hand, the case where the present invention is applied will be described. In the case where the present invention is applied, the target engine operation line is divided into the first target engine operation line and the second target engine operation line according to the change speed of the target driving force. It is set between the lines, and is set to be closer to the second target engine operation line as the change speed of the target driving force increases.

Thus, the target engine torque and the CVT
The target input rotation speed changes as indicated by the solid lines in FIGS. 11 (a) and 11 (b). Change start time of the target input rotational speed of the CVT is accelerated from the time t ₂ to time t _1, since the target input rotational speed is higher than when the present invention is not applied at the same time, to realize a driving force to the target The engine torque required for this is kept low.

The input rotation speed of the CVT is shown in FIG.
11B, the target input rotational speed is delayed as shown by the dotted line. However, even if the target engine torque is added as shown by the broken line in FIG. The torque can still be kept below the full throttle equivalent engine torque.

As a result, since the actual engine torque can be increased to the target engine torque, the actual driving force can be made substantially coincident with the target driving force as shown by the broken line in FIG. Shortage is prevented and smoother acceleration performance is obtained.

The reason why the target engine operation line is set from the second target engine operation line is as follows.
This is only the period (t _{1 to} t ₃ ) during which the target driving force is changing, and if the changing speed of the target driving force decreases, the target driving force is returned to the first target engine operation line. Next, a second embodiment of the present invention will be described.

In the first embodiment, the engine operating point before the target driving force changes is changed to the second operating point as shown at point A in FIG.
When the vehicle moves from the point A to the point C when the engine torque is higher than the target engine operation line, even when accelerating, the engine torque temporarily changes as indicated by the bold line in the locus of the engine operation point. May decrease and then increase. In this case, although the driving force increases, the engine torque decreases, and the behavior of the engine torque deviates from the driver's feeling.

Therefore, in this embodiment, the target engine operating point is set in consideration of not only the change speed of the target driving force but also the magnitude of the engine torque.

FIG. 13 is a control block diagram of the integrated controller 9. A weight coefficient setting unit B5 'is provided in place of the weight coefficient B5.
5 ′ is a target driving force which is an output of the target driving force setting unit B1.
The difference from the first embodiment is that a target engine torque tTe, which is an output of the target engine torque calculation unit B2, is also input in addition to tFd. Other configurations are the same as those of the first embodiment.

The operation of the weighting factor setting section B5 'will be described. First, the weighting factor setting section B5' refers to the table shown in FIG. 14 based on the change speed tFdv of the target driving force tFd to determine the intermediate parameter α. Set. The intermediate parameter α is set to a value equal to or more than zero and equal to or less than 1, and is set so as to increase as the target driving force change speed tFdv increases. Note that the method of calculating the target driving force change speed tFdv is calculated by Expression (3) as in the first embodiment.

After the intermediate parameter α is calculated in this manner, next, based on the value tTe _-1 before calculation of the target engine torque tTe, which is the output of the target engine torque calculator B2 (hereinafter referred to as the previous value) tTe- ₁ , With reference to the table shown in FIG. 15, a correction coefficient β for the intermediate parameter α is set.
This correction coefficient β is also set to a value equal to or greater than zero and equal to or less than 1, and is set so as to decrease as the previous value tTe _-1 of the target engine torque increases.

The correction coefficient β is the target engine torque.
The calculation may be performed using the actual engine torque instead of the previous value of tTe. In this case, the actual engine torque can be estimated from, for example, the target engine torque.

After calculating the intermediate parameter α and the correction coefficient β in this manner, the weighting coefficient setting unit B5 '
Is calculated by multiplying the intermediate parameter α by the correction coefficient β,
As a result, even if the change speed tFd of the target driving force is large and the intermediate parameter α (corresponding to the weight coefficient k of the first embodiment) is set to a large value, the previous value tTe _-1 of the target engine torque is large. Since a small value is set for the correction coefficient β, a small value is set for the weighting coefficient k.

Therefore, in this embodiment, as shown in FIG. 16, when the engine operating point before the target driving force is changed moves from point A to point C on the higher load side than the second target engine operating line. However, since the target engine operating point is set from the first target engine operating line, the phenomenon that the engine torque once decreases and then increases is prevented, and the behavior of the engine torque is controlled by According to the sense of the person.

As described above, according to the present invention, when the target engine operation line coincides with or is close to the engine full-open line, it is expected that a change in the target driving force will cause a CVT response delay. In such a case, the target engine operation line is moved from the engine fully open line to the low load side, so that the CV
Even if the T response delay compensation is performed, the target engine torque changes with a value smaller than the maximum engine torque, and it is possible to prevent a shortage of the driving force due to the inability to achieve the target engine torque.

In addition, since the target engine operation line is moved to the low load side in accordance with the change speed of the target driving force, if the change speed of the target driving force decreases, the target engine operation line moves toward the original target engine operation line. As the engine operating point moves, the driving force control performance when the target driving force is changed can be improved, the fuel consumption and exhaust performance in a steady state can be improved, and a smoother feeling of acceleration can be obtained.

Further, since the change speed of the target drive force or the change amount of the accelerator operation amount is calculated after the noise component of the target drive force or the accelerator operation amount is cut, the target engine operation line is affected by the noise. Switching can be prevented, and driving force control can be stabilized.

Further, according to the present invention, even when the inertia torque of the drive system that is proportional to the shift speed of the CVT is compensated by the engine torque, the effect of similarly improving the drive amount control performance can be expected. .

In other words, the period for compensating for the inertia torque is almost the same as the compensation for the CVT response delay. Since the target engine torque is corrected to increase when downshifting, it cannot be realized when the fully open engine line is set as the target engine operation line. Although there is a possibility of calculating a possible target engine torque, by applying the present invention, a target engine operation line is set to a low load side, so that a margin is generated in the engine torque and a driving force shortage occurs. Thus, the inertia torque compensation by the engine torque can be performed without any problem.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a vehicle including a driving force control device according to the present invention.

FIG. 2 is a block diagram showing details of driving force control of an integrated controller.

FIG. 3 is an example of a target driving force setting map.

FIG. 4 is an example of a first target input rotation speed setting map.

FIG. 5 is an example of a second target input rotation speed setting map.

FIG. 6 is a diagram showing a relationship between a first target engine operation line and a second target engine operation line.

FIG. 7 is an example of a weight coefficient setting table.

FIG. 8 is a diagram showing a relationship between a first target engine operation line and a second target engine operation line.

FIG. 9 is a diagram showing how the target driving force changes.

FIG. 10 shows the engine torque and C when the present invention is not applied.
FIG. 8 is a diagram illustrating a state of a change in a VT input rotation speed and a driving force.

FIG. 11 shows engine torque and CV when the present invention is applied.
FIG. 9 is a diagram illustrating a state of a change in a T input rotation speed and a driving force.

FIG. 12 is a diagram showing a target engine operation line when the engine operation point before the target driving force is changed is on the high load side in the first embodiment.

FIG. 13 is a block diagram showing a second embodiment.

FIG. 14 is an example of an α setting table.

FIG. 15 is an example of a β setting table.

FIG. 16 is a diagram showing a target engine operation line when the engine operation point before the target driving force changes is on the high load side in the second embodiment.

[Explanation of symbols]

 Reference Signs List 1 engine 2 continuously variable transmission (CVT) 3 drive shaft 4 drive wheel 7 engine controller 8 CVT controller 9 integrated controller 10 accelerator operation amount sensor 11 vehicle speed sensor 12 input rotation speed sensor 13 output rotation speed sensor

 ──────────────────────────────────────────────────続 き Continued on the front page F-term (reference) 3D041 AA26 AA32 AA66 AB01 AC01 AC20 AD00 AD10 AD51 AE05 AE07 AE36 AF09 3G093 AA06 BA15 BA19 CB06 DA06 DB01 DB05 EA05 EA06 EB03 EC01 FA07 FA10 FB01 3J052 AA04 GC33 CA14 HA11 KA01 LA01

Claims (6)

[Claims] The present invention is applied to a vehicle in which the output of an engine is transmitted to driving wheels via a continuously variable transmission, and means for setting a target driving force of the vehicle in accordance with operating conditions; A first target engine operation line is set so as to be in the vicinity of the first target engine operation line, and the operating point of the engine is set to the first operating point based on the target driving force and the vehicle speed.
Means for setting a first target input rotational speed of the transmission so as to trace a target engine operation line; means for calculating a target engine torque based on the target driving force and an actual gear ratio of the transmission; Means for calculating a change speed of a driving force or a change speed of an accelerator operation amount; a target input rotation speed of the transmission according to the change speed of the target drive force or a change speed of an accelerator operation amount; A vehicle comprising: means for setting a speed higher than a speed; means for controlling the engine based on the target engine torque; and means for controlling the transmission based on the target input rotational speed. Driving force control device. And means for setting the target input rotational speed.
The target input rotation speed of the transmission is set to be higher than the first target input rotation speed as the change speed of the target driving force or the change speed of the accelerator operation amount increases. Vehicle driving force control device. 3. A second target engine operation line is set at a lower load side than the first target engine operation line, and the operating point of the engine is set to the second target engine operation line based on the target driving force and the vehicle speed. Means for setting a second target input rotation speed of the transmission to trace, the means for setting the target input rotation speed is such that the larger the speed of change of the target driving force or the speed of change of the accelerator operation amount, the greater the second speed. The vehicle driving force control device according to claim 1, wherein the setting is made so as to approach two target input rotation speeds. 4. The driving force control apparatus for a vehicle according to claim 3, wherein the second target engine operation line coincides with the first target engine operation line at a maximum engine rotation speed. 5. The method according to claim 1, wherein the means for setting the target input rotation speed comprises:
The system according to claim 1, wherein when the target engine torque or the actual engine torque is large, the target input rotation speed is made to approach the first target input rotation speed even if the change speed of the target drive force or the change speed of the accelerator operation amount is large. 1 to 4
The driving force control device for a vehicle according to any one of the above. 6. The means for calculating the change speed of the target driving force or the accelerator operation amount calculates a change speed after cutting a noise component of the target drive force or the accelerator operation amount. The driving force control device according to any one of claims 1 to 5.