JP2006307768A - Driving force controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force controller for a vehicle suppressing the sense of incongruity of a driver produced by a difference in acceleration performance between shift stages for destination after the control of a transmission when at least the transmission is controlled according to the traveling state and the traveling environment of the vehicle. <P>SOLUTION: In this driving force controller for the vehicle controlling at least the transmission according to at least either of the traveling state and the traveling environment of the vehicle, an electronic throttle is controlled according to the shift stage or a reduction gear ratio after the transmission is controlled (step S70). The electronic throttle is controlled so that a variation in output torque of the vehicle according to the shift stage or the reduction gear ratio is reduced after the transmission is controlled. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a driving force control apparatus for a vehicle, and in particular, a vehicle running state (including an inter-vehicle distance from a preceding vehicle) and a traveling environment (including a corner size and a road surface gradient in front of the vehicle). The present invention relates to a vehicle driving force control device that performs shift control (shift point control) for shifting at least a transmission to a relatively low speed gear ratio or gear ratio based on at least one of them.

  When vehicle deceleration control is performed based on conditions in front of the vehicle, such as the size of the corner, road gradient, and distance from the preceding vehicle, the shift stage of the automatic transmission is downshifted to reduce the engine braking force. A shift point control technique for applying a speed to a vehicle is known.

  For example, Japanese Patent Laid-Open No. 2000-145937 (Patent Document 1) discloses a technique for performing downshift control according to road conditions based on road information stored in a navigation system.

JP 2000-145937 A

  Based on the running state of the vehicle (including the distance between the vehicle and the preceding vehicle) and the driving environment (including the size of the corner in front of the vehicle and the road gradient), at least the transmission can be shifted at a relatively low speed. When shift point control for shifting to a speed or gear ratio is performed, the speed or speed ratio after shifting (hereinafter referred to as the destination speed) is determined depending on conditions such as the vehicle speed at that time and the detection timing of the driver's intention to decelerate. Are different).

  When the driver steps on the accelerator after the shift point control is performed, the driving force and the magnitude of the rising gradient (acceleration characteristics) differ depending on the speed of the destination shift speed. The driver may feel uncomfortable. For example, when driving at a high vehicle speed toward the corner in front of the vehicle or when the driver's intention to decelerate is detected near the entrance of the corner, a large deceleration is required to enter the corner at the desired vehicle speed. It is necessary for the vehicle to act on the vehicle, and the destination gear must be set to a sufficiently low low speed. In this case, when the driver steps on the accelerator, such as when exiting the corner, May feel uncomfortable.

  SUMMARY OF THE INVENTION An object of the present invention is to suppress a driver's uncomfortable feeling that occurs when at least a transmission is controlled on the basis of a traveling state or a traveling environment of a vehicle and the acceleration performance varies depending on a destination gear stage after the control. The present invention is to provide a vehicle driving force control device that can perform the above-described operation.

  A vehicle driving force control device according to the present invention is a vehicle driving force control device that controls at least a transmission based on at least one of a traveling state and a traveling environment of the vehicle, wherein the transmission is controlled. The electronic throttle is controlled in accordance with the gear position or gear ratio after being transmitted. Here, the gear stage or gear ratio after the transmission is controlled is the gear stage or gear ratio immediately after the transmission is controlled.

  In the vehicular driving force control apparatus according to the present invention, the electronic throttle control is performed so that a change in the output torque of the vehicle in accordance with a gear position or a gear ratio after the transmission is controlled becomes small. It is characterized by being.

  In the vehicle driving force control apparatus according to the present invention, the electronic throttle is controlled so as to approach the acceleration characteristic of the vehicle by a preset gear position or gear ratio.

In the vehicle driving force control apparatus according to the present invention, the output torque of the vehicle generated by a gear stage or a gear ratio after the transmission is controlled is the output torque generated by a preset gear stage or gear ratio. When it is smaller than the above, the electronic throttle is controlled to be opened.

  In the vehicle driving force control apparatus according to the present invention, the output torque of the vehicle generated by a gear stage or a gear ratio after the transmission is controlled is the output torque generated by a preset gear stage or gear ratio. When it is larger than the above, the electronic throttle is controlled to be closed.

  In the vehicle driving force control apparatus according to the present invention, the electronic throttle is controlled based on an engine speed.

  In the vehicle driving force control apparatus of the present invention, the electronic throttle is controlled based on driving orientation.

  In the vehicle driving force control apparatus according to the present invention, the control of the electronic throttle is terminated when an upshift of the transmission is performed.

  A vehicle driving force control device according to the present invention is a vehicle driving force control device that controls at least a transmission based on at least one of a traveling state and a traveling environment of the vehicle, wherein the transmission is controlled. Control is performed to reduce the change in the output torque of the vehicle in accordance with the changed gear position or gear ratio.

  In the vehicle driving force control apparatus according to the present invention, the traveling state of the vehicle includes a state of an inter-vehicle distance between the vehicle and a preceding vehicle preceding the vehicle, and the traveling environment includes: It is characterized in that at least one of the size of the corner in front of the vehicle and the road surface gradient is included.

  According to the vehicle driving force control apparatus of the present invention, when at least the transmission is controlled based on the traveling state and traveling environment of the vehicle, the acceleration performance varies depending on the destination gear stage after the control. It is possible to suppress the driver's uncomfortable feeling.

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

  The first embodiment will be described with reference to FIGS. 1 to 10. The present embodiment relates to a vehicle deceleration control device that performs deceleration control (corner control) by shifting a transmission based on information about a corner in front of the vehicle.

  In FIG. 2, reference numeral 10 denotes a stepped automatic transmission, 40 denotes an engine, and 200 denotes a brake device. 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, and 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 throttle opening sensor 114 detects the opening of the throttle valve 43 disposed in the intake passage 41 of the engine 40. 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 accelerator opening sensor 91 detects the opening of an accelerator (not shown).

  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 control circuit 130 inputs signals indicating detection results of the throttle opening sensor 114, the engine speed sensor 116, the vehicle speed sensor 122, the shift position sensor 123, the acceleration sensor 90, and the accelerator opening sensor 91, and pattern selection. A signal indicating the switching state of the switch 117 is input, and a signal from the navigation system device 95 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. A signal from each of the above-described sensors 114, 116, 122, 123, 90, 91, a signal from the above-described switch 117, and a signal from the navigation system device 95 are input to the input port 134. . The output port 135 is connected to the electromagnetic valve driving units 138a, 138b, 138c and the brake braking force signal line L1 to the brake control circuit 230. A brake braking force signal SG1 is transmitted through the brake braking force signal line L1.

  The ROM 133 stores in advance a program in which the operations (control steps) shown in the flowchart of FIG. 1 are described, and a shift map for shifting the shift stage of the automatic transmission 10 and a shift control operation (not shown). ) Is stored. The control circuit 130 shifts the automatic transmission 10 based on various input control conditions.

  The brake device 200 is controlled by a brake control circuit 230 that receives a brake braking force signal SG1 from the control circuit 130, and brakes the vehicle. The brake device 200 includes a hydraulic control circuit 220 and braking devices 208, 209, 210, and 211 provided on the wheels 204, 205, 206, and 207 of the vehicle, respectively. Each of the braking devices 208, 209, 210, and 211 controls the braking force of the corresponding wheels 204, 205, 206, and 207 when the hydraulic pressure is controlled by the hydraulic control circuit 220. The hydraulic control circuit 220 is controlled by the brake control circuit 230.

  The hydraulic control circuit 220 performs brake control by controlling the braking hydraulic pressure supplied to each braking device 208, 209, 210, 211 based on the brake control signal SG2. The brake control signal SG2 is generated by the brake control circuit 230 based on the brake braking force signal SG1. The brake braking force signal SG1 is output from the control circuit 130 of the automatic transmission 10 and input to the brake control circuit 230. The brake force applied to the vehicle during the brake control is determined by a brake control signal SG2 generated by the brake control circuit 230 based on various data included in the brake braking force signal SG1.

  The brake control circuit 230 is configured by a known microcomputer and includes a CPU 231, a RAM 232, a ROM 233, an input port 234, an output port 235, and a common bus 236. A hydraulic control circuit 220 is connected to the output port 235. The ROM 233 stores an operation for generating the brake control signal SG2 based on various data included in the brake braking force signal SG1. The brake control circuit 230 controls the brake device 200 (brake control) based on each input control condition.

  The operation of this embodiment will be described with reference to FIGS.

  FIG. 3 is a chart for explaining the deceleration control of the present embodiment. FIG. 3 shows the control execution boundary L, the required deceleration 401, the target turning vehicle speed Vreq, the road shape top view, and the points a and b where the accelerator is OFF (the accelerator opening is fully closed).

[Step S10]
In step S10, the control circuit 130 determines whether or not the accelerator is in an OFF state (fully closed) based on a signal from the throttle opening sensor 114. If it is determined as a result of step S10 that the accelerator is in an OFF state, the process proceeds to step S20. When the accelerator is fully closed (step S10-Y), it is determined that the driver intends to decelerate, and the deceleration control of this embodiment is performed. On the other hand, if it is not determined that the accelerator is in the OFF state, the process proceeds to step S180. As described above, in FIG. 3, the accelerator opening is set to zero (fully closed) at the position (time point) a or b. In this example, it is assumed that the gear position is 6th when the accelerator opening is fully closed.

[Step S20]
In step S20, the control circuit 130 checks the flag F. As a result, if the flag F is 0, the process proceeds to step S30, if the flag F is 1, the process proceeds to step S80, if the flag F is 2, the process proceeds to step S100, and if the flag F is 3 or 4, the process proceeds to step S120. Proceed to When this control flow is executed, the flag F is initially 0, so the process proceeds to step S30.

[Step S30]
In step S30, the required deceleration is calculated by the control circuit 130. The necessary deceleration is a deceleration required to turn the other corner at a predetermined desired turning G (in order to enter the corner at a desired vehicle speed Vreq). In FIG. 3, the necessary deceleration is indicated by reference numeral 401.

  In FIG. 3, the horizontal axis indicates the distance. As shown in the “top view of the road shape”, the far corner 402 exists from the point 403 to the point 404. A target turn corresponding to the radius (or curvature) R405 of the corner 402 at a point c that is offset by a predetermined amount from the entrance 403 of the corner 402 to turn the corner 402 at a predetermined desired turn G. It has to be decelerated to the vehicle speed Vreq. That is, the target turning vehicle speed Vreq is a value corresponding to R405 of the corner 402.

  In order to decelerate from the vehicle speed at the location b where the accelerator is determined to be fully closed in step S10 to the target turning vehicle speed Vreq required at the point c just before the entrance 403 of the corner 402, it is indicated by a necessary deceleration 401. Such deceleration is required. The control circuit 130 is based on the current vehicle speed input from the vehicle speed sensor 122, the distance from the current position to the entrance 403 of the corner 402 (point c before) and the R405 of the corner 402, which are input from the navigation system device 95. The necessary deceleration 401 is calculated.

  In step S30, if the control circuit 130 determines that there is no corner ahead based on the data input from the navigation system device 95, the necessary deceleration is not obtained. Following step S30, step S40 is executed.

[Step S40]
In step S40, the control circuit 130 determines whether or not this control is necessary based on, for example, the control execution boundary line L. In the determination, in FIG. 3, if it is located above the control execution boundary line L due to the relationship between the current vehicle speed and the distance to the entrance 403 of the corner 402, it is determined that this control is necessary, and the control execution boundary line If it is located below L, this control is determined to be unnecessary. As a result of the determination in step S40, if it is determined that this control is necessary, the process proceeds to step S50. If it is determined that this control is not necessary, this control flow is returned.

  The control execution boundary line L is a relationship between the current vehicle speed and the distance to the point c just before the entrance 403 of the corner 402, unless a deceleration exceeding a preset deceleration by normal braking acts on the vehicle. This is a line corresponding to a range in which the target turning vehicle speed Vreq cannot be reached at the point c before the entrance 403 of the corner 402 (the corner 402 cannot be turned at a desired turning G). That is, when the vehicle is positioned above the control execution boundary L, in order to reach the target turning vehicle speed Vreq at the point c before the entrance 403 of the corner 402, the deceleration by the normal braking set in advance is exceeded. It is necessary for the deceleration to act on the vehicle.

  Therefore, when the position is higher than the control execution boundary L, the deceleration control corresponding to the corner R of the present embodiment is executed (step S50), and the brake operation amount by the driver is increased by increasing the deceleration. Even if there is no gear or the operation amount is relatively small (even if the foot brake is stepped on only a little), the target turning vehicle speed Vreq can be reached at a point c before the entrance 403 of the corner 402.

  As the control execution boundary line L of the present embodiment, a control execution boundary line used for shift point control corresponding to a conventional general corner R can be applied as it is. The control execution boundary line L is created by the control circuit 130 based on the data input from the navigation system device 95 and indicating the distance between R405 of the corner 402 and the corner.

  In the present embodiment, in FIG. 3, the time points corresponding to the symbols a and b at which the accelerator opening is zero are located above the control execution boundary line L, and therefore it is determined that this control is necessary (step S40). -Y), go to step S50.

[Step S50]
In step S50, the control circuit 130 determines a shift stage (destination shift stage) to be selected in the shift control (shift down) of the automatic transmission 10 based on the required deceleration 401 obtained in step S30. Vehicle characteristic data indicating the deceleration G for each vehicle speed at each gear position when the accelerator is OFF as shown in FIG. 4 is registered in advance in the ROM 133.

  As in the above example, assuming that the output rotational speed is 1000 [rpm] and the required deceleration 401 is -0.21 G, the output rotational speed is 1000 [rpm] in FIG. It can be seen that the gear position corresponding to the vehicle speed and the closest deceleration to -0.21G of the required deceleration 401 is the second speed. Thereby, in the case of the above example, in step S50, the destination shift speed is determined to be the second speed.

  In this case, the shift speed that is the closest to the required deceleration 401 is selected as the destination shift speed. However, the destination shift speed is the required deceleration 401 or lower (or higher) and the required deceleration. A gear position that provides the closest deceleration to 401 may be selected. Step S60 is executed after step S50.

  In step S50, the control circuit 130 outputs a shift command related to the destination shift stage. That is, a downshift command (shift command) is output from the CPU 131 of the control circuit 130 to the solenoid valve driving units 138a to 138c. In response to the downshift command, the solenoid valve driving units 138a to 138c energize or de-energize the solenoid valves 121a to 121c. As a result, the automatic transmission 10 performs a shift instructed by the downshift command.

  When the downshift command is determined by the control circuit 130 at the location (time point) corresponding to the symbol a or b in FIG. 3 that there is a need to downshift as the shift point control of this embodiment (step S40-Y), It is output at the same time (time corresponding to a or b). Thereby, from the time corresponding to a or b, the automatic transmission 10 starts a downshift operation toward the destination gear stage determined as described above (second speed in the above example). The engine braking force increases, and the deceleration in the automatic transmission 10 and the current deceleration increase from the location (time) of the symbol a or b. Step S60 is executed after step S50.

[Step S60]
In step S60, the control circuit 130 determines whether or not the electronic throttle characteristic needs to be changed. In the present embodiment, the third speed is registered in advance in the ROM 133 as the standard shift speed. This standard gear position is a high engine speed when the driver steps on the accelerator in hopes of acceleration after the deceleration control (shift point control) according to the present embodiment, such as when the vehicle escapes from the gear. This is a gear position in which the driver does not feel uncomfortable due to the driving force and the magnitude of the rising gradient, such as not accelerating the engine noise. In the case of a 6-speed automatic transmission, in general, the 3rd or 4th gear is less suitable for the driver when the accelerator is depressed after the shift point control and is suitable for the standard gear. In the following, the standard shift speed may be referred to as N speed in the sense that it is not limited to a specific speed.

  In step S60, it is determined whether or not the destination shift speed and the standard shift speed (N speed) are the same. If the determination result shows that both are the same, it is determined that the electronic throttle characteristics need not be changed. (Step S60-N), the process proceeds to Step S80. On the other hand, as a result of the determination, if both are different, it is determined that the electronic throttle characteristic needs to be changed (step S60-Y), and the process proceeds to step S70. In this example, since the standard shift speed is the third speed (N speed) and the destination gear speed is the second speed (N-1 speed), it is determined that the electronic throttle characteristic needs to be changed.

  Note that, in step S60, instead of the above, when the result of step S50 is that the destination shift speed is equal to or lower than a predetermined shift speed set in advance, an affirmative determination is made and the speed is higher than the predetermined shift speed. In some cases, a negative determination can be made.

[Step S70]
In step S70, the electronic throttle characteristic is changed by the control circuit 130. Here, the electronic throttle characteristic corresponds to the relationship between the accelerator opening detected by the accelerator opening sensor 91 and the opening of the electronic throttle valve 43. Hereinafter, a method of changing the electronic throttle characteristic will be described with reference to FIG.

  First, as shown in step S71, based on the vehicle speed input from the vehicle speed sensor 122, an assumed engine speed Ne1 when the current gear position is assumed to be the standard gear position (third speed) is obtained. Next, as shown in step S72, the pre-correction throttle opening Th1 is obtained from the accelerator opening input from the accelerator opening sensor 91. Here, for example, the accelerator opening detected by the accelerator opening sensor 91 can be directly obtained as the pre-correction throttle opening Th1.

  Next, as shown in step S73, based on the assumed engine speed Ne1 and the pre-correction throttle opening Th1, it is assumed that the assumed engine torque Te1 when the current gear position is assumed to be the standard gear position (third speed). Ask.

  Next, as shown in step S74, based on the assumed engine torque Te1 and the gear ratio of the standard gear, the assumed output torque To1 when the current gear is assumed to be the standard gear (third speed) is obtained. Ask. Here, the assumed output torque To1 is obtained by the product of the assumed engine torque Te1 and the gear ratio of the standard gear.

  Next, as shown in step S75, the throttle for causing the output torque output at the current shift speed (destination shift speed: second speed) to be equal to the assumed output torque To1 or close to the assumed output torque To1. The opening degree Th2 is obtained. Hereinafter, a method for obtaining the throttle opening degree Th2 will be described.

  First, based on the vehicle speed input by the vehicle speed sensor 122, the engine speed Ne2 at the current gear stage (destination gear stage: second gear) is obtained. Next, an engine torque Te2 for obtaining the output torque To2 at the gear ratio at the destination gear stage is obtained. Here, the engine torque Te2 is obtained by K * output torque To2 / (gear ratio at the destination gear).

  Here, K is a coefficient that varies depending on the driving direction, and is 1 when the driving direction by the driver is normal driving, and is a value exceeding 1 when the driving direction is sports driving. The driving orientation can be estimated by a known method using a neural network, for example. The throttle opening degree Th2 can be obtained as a throttle opening degree at which the engine torque Te2 can be output at the engine speed Ne2.

  Accordingly, the relationship between the accelerator opening (the accelerator opening detected by the accelerator opening sensor 91) and the throttle opening Th2 can be obtained (step S76). The electronic throttle characteristics are changed by sequentially performing the calculations in steps S71 to S76. In step S70, a command for changing to the electronic throttle characteristic obtained by the calculation in steps S71 to S76 is output.

  Thus, by changing the electronic throttle characteristic, the output torque is equal to the assumed output torque To1 at the standard shift speed when the vehicle speed and the accelerator opening are the same even when the speed is shifted to the destination speed. It becomes a close value To2. Therefore, even if the speed is changed to the destination gear stage, the acceleration performance equal to or close to that in the case of the standard gear stage can be obtained, and the driver's uncomfortable feeling caused by the different acceleration performance depending on the destination gear stage is suppressed. Can do. Step S70 will be described in detail with reference to FIGS. 6 to 10 after the description of the control flow of the present embodiment.

  As described above, when step S70 is performed, next, step S80 is performed (see FIG. 1).

[Step S80]
In step S80, the control circuit 130 determines whether or not the vehicle has entered the corner 402 (vehicle turning determination). The control circuit 130 performs the determination in step S80 based on the size of the lateral G of the vehicle. Alternatively, the determination in step S80 is performed based on the data input from the navigation system device 95 and indicating the current position of the vehicle and the position of the entrance 403 of the corner 402. As a result of the determination in step S80, if it is after entering the corner 402, the process proceeds to step S90, and if not, the process proceeds to step S150.

  In the first stage in which this control flow is performed, the vehicle has not entered the corner 402 (step S80-N), so the process proceeds to step S150.

[Step S150]
In step S150, the flag F is set to 1, and this control flow is reset. In the control flow again, when the accelerator is fully closed (step S10-Y), since the flag F is 1 (step S20-1), the process proceeds to step S80 and is repeated until the condition of step S80 is satisfied. It is.

[Step S90]
In step S90, the control circuit 130 regulates a new upshift. During cornering after entering the corner 402, it is restricted that the gear is shifted up to a higher gear than the gear associated with the downshift command output in step S50 (second gear in the above example). Is done. Normally, even in a shift point control for a general corner, an upshift during cornering after entering the corner is prohibited. After step S90, the process proceeds to step S100.

[Step S100]
In step S100, the control circuit 130 determines whether or not the vehicle has exited the corner 402. The control circuit 130 determines whether or not the vehicle has escaped the corner 402 based on the lateral G acting on the vehicle. Alternatively, the determination in step S100 is performed based on the data input from the navigation system device 95 and indicating the current position of the vehicle and the position of the exit 404 of the corner 402. As a result of the determination in step S100, if it is after exiting the corner 402, the process proceeds to step S110, and if not, the process proceeds to step S160.

  Since the vehicle has not escaped from the corner 402 at the first stage in which this control flow is performed (step S100-N), the flag F is set to 2 in step S160, and this control flow is reset. In the control flow again, when the accelerator is fully closed (step S10-Y), since the flag F is 2 (step S20-2), the process proceeds to step S100 and is repeated until the condition of step S100 is satisfied. It is. If the condition of step S100 is satisfied (step S100-Y), the process proceeds to step S110.

[Step S110]
In step S110, the control circuit 130 cancels the shift restriction. As a result, the upshift restriction performed in step S90 is released. Following step S110, step S120 is performed.

[Step S120]
In step S120, control circuit 130 determines the presence or absence of an upshift command. As a result of the determination, if there is an upshift command, the process proceeds to step S130, and if not, the process proceeds to step S170.

  In the first stage in which this control flow is implemented, no upshift command has been issued (step S120-N), so the flag F is set to 3 in step S170, and this control flow is reset. In the control flow again, when the accelerator is fully closed (step S10-Y), since the flag F is 3 (step S20-3), the process proceeds to step S120 and is repeated until the condition of step S120 is satisfied. It is. If the condition of step S120 is satisfied (step S120-Y), the process proceeds to step S130.

[Step S130]
In step S130, the control circuit 130 returns the electronic throttle characteristic changed in step S70 to the original characteristic. In the example of FIG. 7, the characteristic indicated by reference numeral 202 (202-1 and 202-2) returns to the characteristic indicated by reference numeral 201, and in the example of FIG. 9, indicated by reference numeral 203 (203-1, 203-2). The characteristic returns to the characteristic indicated by reference numeral 201. When there is an upshift command (step S120-Y), the shift speed is not the low speed stage (N-1 stage) or the high speed stage (N + 1 stage) related to the shift point control, and the acceleration performance varies depending on the destination gear stage. This is because the problem of this embodiment that the driver feels uncomfortable is reduced. If the electronic throttle characteristics are not changed in step S70, step S130 is not performed. After step S130, the process proceeds to step S140.

[Step S140]
In step S140, the control circuit 130 sets the flag F to 0. Following step S140, the control flow is reset.

[Step S180] to [Step S260]
If the accelerator is not fully closed (step S10-N), the flag F is checked in step S180. When the flag F is 0 (before the shift control of this embodiment is started), this control flow is reset. Since the flag F ≧ 1 after the shift control of the present embodiment is started, a treatment corresponding to the value of the flag F is performed.

  That is, when the flag F = 1, the process waits for the start of entering the corner in step S190. In the routine on the left side of FIG. 1 (when the accelerator is fully closed (step S10-Y)) and the flag F = 2 (when waiting for the end of the corner during the upshift restriction), the accelerator is stepped on. In the case, the routine on the right side of FIG. 1 similarly waits for the end of the corner in step S210. The same applies to the case where the flag F = 3 in the left routine.

  However, if the determination in step S230 is affirmative, the determination in step S240 (determination of whether or not shifting has started) is performed in the right routine. This is because, when the electronic throttle characteristic is changed (returned), the electronic throttle opening is fully closed when the accelerator is fully closed (step S10-Y) (FIGS. 7 and 9). Although the driver does not feel uncomfortable at any time when the throttle characteristic is changed, in the right routine (step S10-N) where the accelerator is depressed, the electronic throttle characteristic is restored at the same time as the upshift command (step S230). If step S250) is performed, the driver may feel uncomfortable. Therefore, the electronic throttle characteristics are restored during the shifting operation after the upshift (step S230) is started (step S240-Y). By performing step S250), the possibility of causing the driver to feel uncomfortable is reduced.

  If the result of determination in step S240 is negative, flag F = 4 is set in step S270, and the establishment of step S240 is awaited. If the result of determination in step S240 is affirmative, the electronic throttle characteristic is restored (step S250), and the control flow is reset with flag F = 0 in step S260. If the accelerator is fully closed again in the state of flag F = 4, the determination in step S20 may be made and then the determination may be returned to step S120.

  Next, effects of the present embodiment will be described with reference to FIGS.

First, the engine torque characteristics of the engine 40 will be described with reference to FIG.
The following engine torque characteristics are not unique to the engine 40 of the present embodiment, and are usually equivalent to those of a general engine. FIG. 6 shows characteristics when the accelerator opening is the partial opening A and characteristics when the accelerator opening is fully closed. When the engine speed Ne increases, the engine torque Te decreases. As described above, the output torque To is approximately equal to the product of the engine torque Te and the gear ratio.

  Consider changes in the output torque To at the standard shift speed (N speed) and the lower speed speed (N-1 speed). When the vehicle speed is the same and the accelerator opening is the same partial opening A, the gear ratio (gear coefficient) is greater at the low speed (N-1) than at the standard gear (N). The engine speed Ne increases (Ne2> Ne1). The output torque To at the low speed stage is determined by the engine torque Te2 (<Te1), which is decreased due to the increase in the engine speed Ne (Ne2> Ne1) with the shift to the low speed stage, and the coefficient of the increased gear ratio. It is obtained by the product of

  That is, the change in the output torque To at the standard shift speed (N speed) and the low speed speed (N-1 speed) is the change in the engine torque Te accompanying the change in the engine speed Ne and the change in the gear ratio coefficient. (The product of the engine torque Te and the gear ratio coefficient).

  Specifically, when the shift speed is the low speed stage (N-1 stage) compared to the standard speed stage (N stage), the influence of the decrease change in the engine torque Te is relatively large. When the influence of the increase in the gear ratio coefficient is relatively small, the output torque To decreases. On the other hand, when the influence due to the decrease change in the engine torque Te is relatively small and the influence due to the increase change in the gear ratio coefficient is relatively large, the output torque To increases. The same applies to changes in the output torque To at the standard shift speed (N speed) and the higher speed speed (N + 1 speed).

  Next, with reference to FIG. 7, an example of the electronic throttle characteristic when the shift speed is lower (N-1) than the standard shift (N) will be described. That is, FIG. 7 corresponds to the case where the standard gear position is the third speed (N stage) and the destination gear stage is the second speed (N-1 stage) as in the above example.

  When the shift speed is lower (N-1) than the standard shift speed (N), the electronic throttle characteristic shown in FIG. 7 is changed as a result of step S70 (steps S71 to S76). In FIG. 7, when the shift speed is the low speed stage (N−1 stage) compared to the standard speed stage (N stage), the influence of the decrease change in the engine torque Te is relatively small. The case where the influence of the increase in the gear ratio coefficient is relatively large and the output torque To increases will be described (the same applies to FIG. 8).

  In this case, as shown in FIG. 7, when the accelerator opening is the same, the low speed stage (N−1) shown by reference numeral 202 is compared with the standard speed stage (N stage) shown by reference numeral 201. Stage), the electronic throttle characteristic is changed so that the throttle opening becomes smaller. In the case where the gear position is the low speed stage (N-1 stage), as described above, the case where the driving direction is the sports driving direction as compared with the case where the driving direction is the normal driving direction (reference numeral 202-1) ( Reference numeral 202-2) changes the electronic throttle characteristic so that the throttle opening becomes large. Here, the low speed stage has been described as the (N-1) stage, but the (N-2) stage can be considered similarly (the same applies to FIG. 8).

  Next, with reference to FIG. 8, an example of transient characteristics and effects when the shift speed is lower (N-1) than the standard shift (N) will be described.

  When the driver steps on the accelerator while accelerating the corner or during cornering, the throttle opening is determined based on the electronic throttle characteristic changed in step S70. FIG. 8 shows the throttle opening and vehicle acceleration in the case of a low speed (N-1) at a certain accelerator opening (partial opening) A (reference 407) in the case of a standard gear (N). It is a figure for demonstrating comparing with. A solid line denoted by reference numeral 407 indicates that the accelerator opening (partial opening) A is the same in the case of the standard shift stage (N stage) and in the case of the low speed stage (N-1 stage).

  A solid line denoted by reference numeral 301 indicates the vehicle acceleration in the case of the standard shift speed (N speed). A one-dot chain line indicated by reference numeral 302 indicates the vehicle acceleration after the electronic throttle characteristic is changed at the low speed stage (N-1 stage). A broken line denoted by reference numeral 303 indicates the vehicle acceleration when the electronic throttle characteristic is not changed at the low speed stage (N-1 stage) (prior art). A solid line denoted by reference numeral 501 indicates the throttle opening when the electronic throttle characteristic is not changed (prior art) in the case of the standard shift stage (N stage) and the low speed stage (N-1 stage). An alternate long and short dash line indicated by reference numeral 502 indicates the throttle opening when the electronic throttle characteristic is changed at the low speed stage (N-1 stage).

  First, a case where the electronic throttle characteristic is not changed in the present embodiment (conventional technology), that is, a case where the throttle opening indicated by reference numeral 501 with respect to the accelerator opening indicated by reference numeral 407 will be described. In the case of the low speed stage (N-1 stage), compared with the case of the standard speed stage (N stage), the influence of the gear ratio coefficient is greater than the influence of the reduction of the engine torque Te. When the opening degree is the opening degree A407, the vehicle acceleration becomes relatively large (see reference numerals 303 and 301). As a result, the driver may feel a sense of discomfort because the acceleration performance becomes excessive due to the low speed stage (N-1 stage) as the destination gear stage.

  Therefore, in the present embodiment, the electronic throttle characteristic is changed so that the throttle opening indicated by reference numeral 502 becomes the throttle opening indicated by reference numeral 407 (step S70, see FIG. 7), and the low speed stage (N− The vehicle acceleration in the case of the first stage is reduced as compared with the conventional case (reference numeral 303 → reference numeral 302). As a result, the vehicle acceleration 302 in the low speed stage (N-1 stage) can be brought close to the vehicle acceleration 301 in the standard speed stage (N stage), and driving caused by the acceleration performance being different depending on the destination gear stage. A person's discomfort can be suppressed.

  Next, an example of the electronic throttle characteristic when the shift speed is higher (N + 1) than the standard shift (N) will be described with reference to FIG. That is, FIG. 9 corresponds to the case where the standard shift speed is the third speed (N speed) and the destination shift speed is the fourth speed (N + 1 speed) contrary to the above example.

  When the shift speed is higher (N + 1) than the standard shift speed (N), the electronic throttle characteristics shown in FIG. 9 are changed as a result of step S70 (steps S71 to S76). In FIG. 9, when the shift speed is the high speed stage (N + 1 stage) compared to the standard speed stage (N stage), the influence of the increase in the engine torque Te is relatively small, and the gear ratio An explanation will be given of a case where the output torque To decreases due to a relatively large influence due to the decrease change of the coefficient (the same applies to FIG. 10).

  In this case, as shown in FIG. 9, when the accelerator opening is the same condition, the high speed stage (N + 1 stage) indicated by reference numeral 203 is compared to the case of the standard shift stage (N stage) indicated by reference numeral 201. In this case, the electronic throttle characteristic is changed so that the throttle opening becomes large. In the case where the gear stage is the high speed stage (N + 1 stage), when the driving direction is the sport driving direction (reference numeral 203-2), compared to the case where the driving direction is the normal driving direction (reference numeral 203-1). The electronic throttle characteristics are changed so that the throttle opening becomes large. Here, the high-speed stage has been described as the (N + 1) stage, but the same can be applied to the (N + 2) and subsequent stages (the same applies to FIG. 10).

  Next, with reference to FIG. 10, an example of transient characteristics and effects when the shift speed is higher (N + 1) than the standard shift (N) will be described.

  FIG. 10 compares the throttle opening and vehicle acceleration at the high speed stage (N + 1 stage) when the accelerator opening degree (partial opening degree) A (reference numeral 409) is compared with the case of the standard shift stage (N stage). It is a figure for demonstrating, however. A solid line denoted by reference numeral 409 indicates that the accelerator opening (partial opening) A is the same in the case of the standard shift stage (N stage) and in the case of the high speed stage (N + 1 stage).

  A solid line denoted by reference numeral 304 indicates the vehicle acceleration in the case of the standard shift speed (N speed). A one-dot chain line indicated by reference numeral 305 indicates the vehicle acceleration after the electronic throttle characteristic is changed at the high speed stage (N + 1 stage). A broken line indicated by reference numeral 306 indicates the vehicle acceleration when the electronic throttle characteristic is not changed at the high speed stage (N + 1 stage) (prior art). A solid line denoted by reference numeral 503 indicates the throttle opening when the electronic throttle characteristic is not changed (prior art) in the case of the standard speed (N) and the high speed (N + 1). A one-dot chain line indicated by reference numeral 504 indicates the throttle opening when the electronic throttle characteristic is changed at the high speed stage (N + 1 stage).

  First, the case where the electronic throttle characteristic is not changed in the present embodiment (conventional technology), that is, the case where the throttle opening indicated by reference numeral 503 is obtained with respect to the accelerator opening indicated by reference numeral 409 will be described. In the case of the high speed stage (N + 1 stage), compared with the case of the standard shift stage (N stage), the influence of the reduction of the gear ratio coefficient is greater than the influence of the increase of the engine torque Te, and the accelerator opening degree Is the opening A409, the vehicle acceleration is relatively small (see reference numerals 306 and 304). As a result, the driver may feel uncomfortable because the acceleration performance is too low due to the high speed (N + 1) as the destination shift speed.

  Therefore, in the present embodiment, the electronic throttle characteristic is changed so that the throttle opening indicated by reference numeral 504 becomes the throttle opening indicated by reference numeral 409 (see step S70, FIG. 9), and the high speed stage (N + 1 stage). ) Is increased as compared with the conventional case (reference numeral 306 → reference numeral 305). As a result, the vehicle acceleration 305 in the case of the high speed stage (N + 1 stage) can be brought close to the vehicle acceleration 304 in the case of the standard gear stage (N stage), and the driver's acceleration caused by the acceleration performance varies depending on the destination gear stage. A sense of incongruity can be suppressed.

(First modification of the first embodiment)
In the first embodiment, the electronic throttle characteristics (the relationship between the accelerator opening and the opening of the electronic throttle valve 43) are obtained as a result of the sequential calculation as shown in steps S71 to S76 in FIG. Characteristics as shown in FIGS. 7 and 9 can be registered in advance in the ROM 133 as map data. In this case, the characteristics shown in FIGS. 7 and 9 can be further corrected by the engine speed.

(Second modification of the first embodiment)
In the first embodiment, shift point control is performed (step S40-Y in FIG. 1), and the electronic throttle is operated when the destination shift stage related to the shift command is different from the standard shift stage (N stage) (step S60-Y). Although the characteristic has been changed (step S70), in this modification, the electronic throttle characteristic can also be changed when the shift point control is not performed (step S40-N) (FIG. Not shown).

  For example, when the accelerator opening is fully closed (step S10-Y), the vehicle is traveling at the sixth speed, and whether or not the shift point control is necessary is determined based on the calculation result of the required deceleration (step S30). As a result, when it is determined that control is unnecessary (step S40-N) and the vehicle enters the corner with the sixth speed, the output from the standard gear stage (N stage) at the same vehicle speed and the same accelerator opening degree. The electronic throttle characteristic can be changed so that an output torque equal to or close to the torque is obtained.

(Third Modification of First Embodiment)
In the first embodiment, the corner control is described as being performed by controlling the gear position of the stepped automatic transmission 10, but instead, the control of the gear ratio of the CVT can be performed. In the case of CVT, the shift is stopped when the turning determination that cornering is being performed or when it is determined that the tire is slipping.

(Fourth modification of the first embodiment)
In the first embodiment, the corner control is performed only by the shift control of the automatic transmission, but can be performed by the cooperative control of the automatic transmission and the brake. In this case, not only the shift control of the automatic transmission 10 but also the feedback control of the brake device 200 is executed by the brake control circuit 230. The brake feedback control means that the braking force is controlled according to the deviation between the target deceleration (required deceleration 401) and the actual deceleration of the vehicle.

  The brake feedback control is started at the location a or b where the downshift command is output. That is, a signal indicating the required deceleration 401 is output from the control circuit 130 to the brake control circuit 230 via the brake braking force signal line L1 as the brake braking force signal SG1. The brake control circuit 230 generates a brake control signal SG2 based on the brake braking force signal SG1 input from the control circuit 130, and outputs the brake control signal SG2 to the hydraulic control circuit 220.

  The hydraulic control circuit 220 controls the hydraulic pressure supplied to the braking devices 208, 209, 210, and 211 based on the brake control signal SG2, so that the braking force (brake control amount) as instructed in the brake control signal SG2 is achieved. Is generated.

  In the feedback control of the brake device 200, the target value is the necessary deceleration 401, the control amount is the actual deceleration of the vehicle, the control target is the brake (braking devices 208, 209, 210, 211), and the operation amount is This is a brake control amount, and the disturbance is mainly a deceleration due to a shift of the automatic transmission 10. The actual deceleration of the vehicle is detected by the acceleration sensor 90 or the like.

  That is, in the brake device 200, the brake braking force (brake control amount) is controlled so that the actual deceleration of the vehicle becomes the required deceleration 401. That is, the brake control amount is set so as to cause a deceleration that is insufficient for the deceleration due to the shift of the automatic transmission 10 when the required deceleration 401 is generated in the vehicle.

  The brake control in the fourth modified example can be performed by using a braking device that generates braking force on the vehicle, such as a regenerative braking by an MG device provided in the power train system, instead of the brake. .

(Fifth Modification of First Embodiment)
In the first embodiment, when downshift control (corner control) is performed based on the size of the corner and the distance to the corner (step S40-Y in FIG. 1), the destination gear stage is the standard gear stage ( When it is different from (N stage) (step S60-Y), a value equal to or close to the output torque obtained by the standard shift stage (N stage) at the same vehicle speed and the same accelerator opening is obtained as the output torque at the destination shift stage. As a result, the electronic throttle characteristics were changed.

  On the other hand, in the present modification, the above embodiment can also be applied to deceleration control (uphill / downhill control) performed based on the road gradient and control (follow-up control) based on the inter-vehicle distance from the vehicle ahead of the vehicle. it can. That is, when downshift control is performed as uphill / downhill control or follow-up control, if the destination shift stage is different from the standard shift stage (N stage), the standard shift stage with the same vehicle speed and the same accelerator opening ( The electronic throttle characteristic can be changed so that a value equal to or close to the output torque obtained by the (N stage) is obtained as the output torque at the destination gear stage.

  Further, in the above description, the deceleration indicating the amount that the vehicle should decelerate has been described using the deceleration acceleration (G), but it is also possible to control based on the deceleration torque.

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 for demonstrating operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure which shows the deceleration for every vehicle speed of each gear stage in 1st Embodiment of the vehicle driving force control apparatus of this invention. It is a flowchart which shows a part of operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure for demonstrating the engine characteristic of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a graph which shows the example of a change of the electronic throttle characteristic of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure which shows an example of the effect of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a graph which shows the other example of a change of the electronic throttle characteristic of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure which shows the other example of the effect of 1st Embodiment of the driving force control apparatus for vehicles of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 90 Acceleration sensor 91 Accelerator opening sensor 95 Navigation system apparatus 114 Throttle opening sensor 116 Engine speed sensor 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
133 ROM
200 Brake Device 201 Electronic Throttle Characteristics at Standard Shift Stage (N Stage) and Conventional Low Speed Stage (N-1 Stage) 202-1 Electronic Throttle Characteristics at Low Speed Stage (N-1 Stage) for Normal Driving Direction 202- 2 Electronic throttle characteristics at low speed (N-1 stage) in sport driving direction 203-1 Electronic throttle characteristics at low speed (N + 1 stage) in normal driving direction 203-2 Low speed stage (N + 1) at sports driving direction Electronic throttle characteristics at the stage 230) Brake control circuit 301 Vehicle acceleration at the standard speed stage (N stage) 302 Vehicle acceleration at the low speed stage (N-1 stage) 303 Vehicle at the conventional low speed stage (N-1 stage) Acceleration 304 Vehicle acceleration at standard gear stage (N stage) 305 Vehicle acceleration at high speed stage (N + 1 stage) 306 Vehicle acceleration at conventional high speed stage (N + 1 stage) 401 Necessary deceleration 402 corner 403 inlet 405 corner R
407 Accelerator opening 409 Accelerator opening 501 Throttle opening at standard gear stage (N stage) and conventional low speed stage (N-1 stage) 502 Throttle opening degree at low speed stage (N-1 stage) 503 Standard gear stage (N stage) and conventional throttle position at high speed stage (N + 1 stage) 504 Throttle opening degree at high speed stage (N + 1 stage) a point b point Vreq target turning vehicle speed L control execution boundary line L1 brake braking force signal line SG1 Brake braking force signal SG2 Brake control signal Te Engine torque Ne Engine speed

Claims (10)

A vehicle driving force control device that controls at least a transmission based on at least one of a traveling state and a traveling environment of a vehicle,
The vehicle driving force control apparatus according to claim 1, wherein the electronic throttle is controlled in accordance with a gear stage or a gear ratio after the transmission is controlled. The vehicle driving force control device according to claim 1,
The electronic throttle control is performed so that a change in the output torque of the vehicle according to a gear stage or a gear ratio after the transmission is controlled is small. apparatus. In the vehicle driving force control device according to claim 1 or 2,
The control of the electronic throttle is performed so as to approach the acceleration characteristics of the vehicle by a preset gear position or gear ratio. In the vehicle driving force control device according to any one of claims 1 to 3,
The electronic throttle is opened when the output torque of the vehicle generated by the speed or speed ratio after the transmission is controlled is smaller than the output torque generated by a preset speed or speed ratio. A vehicle driving force control device characterized in that control is performed. In the vehicle driving force control device according to any one of claims 1 to 4,
The electronic throttle is closed when the output torque of the vehicle generated by the shift speed or gear ratio after the transmission is controlled is larger than the output torque generated by a preset shift speed or gear ratio. A vehicle driving force control device characterized in that control is performed. In the vehicle driving force control device according to any one of claims 1 to 5,
The electronic throttle control is performed based on an engine rotation speed. In the vehicle driving force control device according to any one of claims 1 to 6,
The vehicle driving force control device is characterized in that the electronic throttle is controlled based on driving orientation. The vehicle drive force control device according to any one of claims 1 to 7, wherein the control of the electronic throttle is ended when an upshift of the transmission is performed. Force control device. A vehicle driving force control device that controls at least a transmission based on at least one of a traveling state and a traveling environment of a vehicle,
A vehicle driving force control device characterized in that control is performed to reduce a change in output torque of the vehicle in accordance with a gear stage or a gear ratio after the transmission is controlled. In the vehicle driving force control device according to any one of claims 1 to 9,
The traveling state of the vehicle includes a situation of an inter-vehicle distance between the vehicle and a preceding vehicle preceding the vehicle, and the traveling environment includes a size of a corner and a road surface in front of the vehicle. A vehicle driving force control device including at least one of gradients.

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