JP2007055320A - Driving force controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To attain driving force control capable of appealing to the sense of a driver by easy matching. <P>SOLUTION: This driving force controller includes a driver model 100 of a function block for regulating a characteristic related to the sense of the human being, and a power train manager 200 of a function block for regulating a characteristic of a vehicle. The driver model 100 includes a present generating driving force computing part 109 for calculating present generating driving force, a target base driving force computing part (static characteristic) 110 for calculating target driving force, based on an accelerator opening, using a base driving force map or the like, and a target transition characteristic addition computing part 120 for calculating the final target driving force, based on the target driving force, using a transition characteristic expressed by a transmission function. A period T in the transition characteristic expressed by a secondary lag system is calculated to get large along with an increase of a difference dF between the present generating driving force and the target base driving force, in the target transition characteristic addition computing part 120. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle on which a power train having an engine and an automatic transmission is mounted, and more particularly to a driving force control device capable of outputting a driving force corresponding to a driver's required driving force.

  In a vehicle equipped with an engine and an automatic transmission that can control engine output torque independently of the driver's accelerator pedal operation, it is calculated based on the driver's accelerator pedal operation amount, vehicle driving conditions, etc. Furthermore, there is a concept of “driving force control” that realizes a positive and negative target driving torque by an engine torque and a transmission gear ratio of an automatic transmission. Also, control methods called “driving force request type” and “driving force demand type” are similar to this.

  In this driving force control, it is possible to easily change the dynamic characteristics of the vehicle by creating a target driving torque. However, at the time of acceleration / deceleration (transient response), the drive torque is the target value not only by the inertia torque corresponding to the temporal change of the transmission gear ratio of the automatic transmission but also by the inertia torque corresponding to the temporal change of the wheel speed. Therefore, it is necessary to correct the torque.

  Furthermore, when shifting is determined based on a shift map based on the throttle opening and the vehicle speed, there are the following problems. When the driving source of the vehicle is an engine, the generated torque increases as the throttle opening increases. For this reason, it is basically possible to increase the driving force by increasing the throttle opening when the driving force demand increases due to the driver's operation. However, when the throttle opening is increased to a certain degree, the driving force generated from the engine has a characteristic that it is saturated. This means that the driving force changes only slightly (does not increase) even if the throttle opening is greatly changed (means that it has non-linear characteristics rather than linear characteristics). Therefore, even when there is a driving force request that slightly increases the driving force in a state where a relatively large driving force is generated from the engine, the throttle opening greatly changes. As a result, the throttle opening greatly changes, and the shift is performed in a manner intersecting with the shift line on the shift map. In such a case, the target drive torque and the generated torque deviate, and the vehicle behavior intended by the driver is not realized.

  Japanese Patent Application Laid-Open No. 2002-87117 (Patent Document 1) uses a control specification that realizes a steady target and a transient target of a driving force by synchronous control of an engine torque and a gear ratio, so that the driving force as requested by the driver is obtained. Disclosed is a driving force control device that can be realized and can greatly improve power and drivability.

  The driving force control device disclosed in this publication includes an accelerator operation amount detection unit that detects an accelerator operation amount, a vehicle speed detection unit that detects a vehicle speed, and a detected accelerator operation amount in a power train having an engine and a transmission. The target driving force calculating means for calculating the static target driving force from the vehicle speed, the driving force pattern calculating means for calculating the target driving force change pattern, and the engine torque steady target value based on the target driving force. , A steady target value calculating means for calculating a gear ratio steady target value from the detected accelerator operation amount and vehicle speed, and a transient for calculating an engine torque transient target value and a gear ratio transient target value based on a change pattern of the target driving force Target value calculation means, target engine torque realization means for realizing engine torque steady target value and engine torque transient target value, variable speed ratio steady target value and variable And a target gear ratio realizing means for realizing the specific transient target value.

According to this driving force control device, during driving, the target driving force calculating means calculates a static target driving force from the accelerator operation amount detected by the accelerator operation amount detecting means and the vehicle speed detected by the vehicle speed detecting means. In the driving force pattern calculation means, the target driving force change pattern is calculated. Then, the steady target value calculating means calculates the engine torque steady target value based on the target driving force, calculates the gear ratio steady target value from the detected accelerator operation amount and the vehicle speed, and the transient target value calculating means calculates the target Based on the change pattern of the driving force, the engine torque transient target value and the gear ratio transient target value are calculated. Then, the target engine torque realization means realizes the engine torque steady target value and the engine torque transient target value, and the target gear ratio realization means realizes the gear ratio steady target value and the gear ratio transient target value. In other words, as a control specification that realizes the steady target and transient target of the driving force by synchronous control of the engine torque and the gear ratio, instead of compensating for all occurrences of inertia torque due to the transmission delay and rotation change of the transmission by the engine torque. Yes. Therefore, the driving force as required by the driver can be realized, and the power and drivability can be greatly improved.
JP 2002-87117 A

  However, in the driving force control apparatus disclosed in Patent Document 1, a static target driving force is calculated based on an accelerator operation amount that is a driver's operation, and a change pattern of the target driving force is generated in each part of the vehicle. In consideration of the delay, the transient characteristics are calculated to calculate the target driving force. For this reason, the operation of the driver and the characteristics (delay characteristics) in each part of the vehicle are calculated in association with each other. For this reason, in order to realize the acceleration feeling and the deceleration feeling appealing to the driver's sensitivity, it is indispensable to stably realize the transient characteristics of the acceleration generated in the vehicle.

In the driving force control device disclosed in the above publication,
1) Since the operation of the driver and the characteristics (delay characteristics) in each part of the vehicle are associated with each other, it is difficult to adapt based on the characteristics of the driver.
2) Since the nonlinearity of the dynamic characteristic change (transient characteristic change) such as the delay characteristic in each part of the vehicle is large, it is difficult to realize the target driving force required by the driver.
I cannot solve the problem.

  Further, the driving force actually generated by the vehicle is determined by the state of the one-way clutch provided in the transmission (driving state / non-driving state) or the state of the lock-up clutch (engaged state / slip state / release state). It varies depending on the state of each element of the power train. In the driving force control device disclosed in Patent Document 1, the driving force actually generated by the vehicle is not considered in calculating the target driving force, and depending on the state of each element of the power train, driving There is a risk that a shock will occur when the person accelerates.

  The present invention has been made to solve the above-described problems, and its purpose is to realize the driving force required by the driver and to exhibit good acceleration characteristics when the accelerator is shifted from accelerator-off to accelerator-on. Another object of the present invention is to provide a vehicle driving force control device.

  A control device according to a first aspect of the present invention is a driving force control device for a vehicle equipped with a power train including a power source and a transmission connected to the power source. The control device includes a target driving force setting unit for setting a target driving force based on a driver's operation, and a power train for controlling the power train based on the target driving force output from the target driving force setting unit. In order to calculate the currently generated driving force that the vehicle is currently generating based on the result detected by the control means, the operating state detecting means for detecting the operating state of the components of the power train, and the operating state detecting means Current generation driving force calculation means. The target driving force setting means includes means for calculating the target driving force based on the currently generated driving force.

  According to the first invention, the target driving force setting means that is a functional block for setting the target driving force requested by the driver based on the operation of the driver, and the power train is controlled based on the set target driving force. The control means which is a functional block is provided separately. The control means functions to generate an acceleration in the vehicle requested by the driver without being influenced by the hardware characteristics of the vehicle. At this time, the target driving force setting means calculates the target driving force based on the currently generated driving force. For example, the reference value of the target driving force when the accelerator is off is used as the current driving force. In this way, it is possible to avoid a situation where the difference between the target value and the current value (when the driving force is 0 when the accelerator is off) is large and the throttle opening is suddenly opened. For this reason, it is possible to prevent an occurrence of shock by suppressing an excessive increase in the generated driving force at an early stage when the accelerator is turned off. As a result, it is possible to provide a vehicle driving force control device that can realize the driving force required by the driver and that exhibits good acceleration characteristics when the accelerator is turned off to the accelerator on.

  The control device according to the second invention further includes means for detecting that the vehicle shifts to the acceleration state in addition to the configuration of the first invention. The target driving force setting means includes means for setting the reference value of the target driving force as the currently generated driving force when it is detected that the state is shifted to the acceleration state.

  According to the second invention, when the shift to the acceleration state (shift from accelerator off to accelerator on) is detected, the reference value of the target drive force is set as the currently generated drive force, so the target value and the current value It can be avoided that the throttle opening is suddenly opened with a large deviation from (when the driving force is 0 when the accelerator is off).

  In the control device according to the third aspect of the invention, in addition to the structure of the second aspect of the invention, the power train component includes a one-way clutch provided in the transmission, and the currently generated driving force calculating means is one-way Means for calculating the currently generated driving force as the currently generated driving force based on the operating state of the clutch.

  According to the third invention, since the driving force generated in the vehicle changes depending on the state of the one-way clutch (one-way clutch) (driving state / non-driving state), the driving force is reduced based on the operating state of the one-way clutch. It can be calculated accurately.

  In addition to the configuration of any one of the first to third aspects, the control device according to the fourth aspect of the invention includes a compensation means for compensating for the transient characteristics of the power train and a current generated driving force calculation means. Setting means for setting transient characteristics based on the generated driving force.

  According to the fourth aspect of the invention, the compensation means compensates for the transient characteristics of the power train, and generates acceleration in the vehicle that the driver appeals to the input target driving force without being affected by the hardware characteristics of the vehicle. . At this time, the driving force generated in the vehicle varies depending on the operating state of the components of the power train. For this reason, the transient characteristics are set based on the currently generated driving force. That is, the transient characteristic is set so that the transient characteristic of the driving force changes gently if there is a large difference between the currently generated driving force and the reference value of the target driving force when the accelerator is off. As a result, it is possible to suppress an excessive increase in the generated driving force at the initial stage when the accelerator is turned off to the accelerator on, thereby avoiding the occurrence of a shock.

  In the control device according to the fifth aspect of the invention, in addition to the configuration of the fourth aspect of the invention, the setting means includes means for changing a parameter related to the response of the transient characteristic.

  According to the fifth aspect of the invention, for example, when the transient characteristic is represented by a second-order lag system, the parameter representing the period related to the responsiveness can be increased to obtain a gentle transient characteristic.

  In the control device according to the sixth aspect of the invention, in addition to the configuration of the fifth aspect of the invention, the setting means calculates the target driving force calculated based on the driver's acceleration operation when the vehicle shifts to the acceleration state. Means for changing the parameter based on a deviation between the reference value and the currently generated driving force is included.

  According to the sixth aspect, the transient characteristic is set so that the transient characteristic of the driving force changes more gradually as the deviation between the currently generated driving force and the reference value of the target driving force when the accelerator is off is larger. As a result, it is possible to suppress an excessive increase in the generated driving force at the initial stage when the accelerator is turned off to the accelerator on, thereby avoiding the occurrence of a shock.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  FIG. 1 shows a control block diagram of the driving force control apparatus according to the present embodiment. The driving force control device is realized by a program executed by an ECU (Electronic Control Unit) including a CPU (Central Processing Unit) mounted on the vehicle.

  As shown in FIG. 1, the driving force control apparatus finally outputs a required engine torque to the engine 300 and outputs a required gear stage to an ECT (Electronically Controlled Automatic Transmission) 400. The ECT 400 may be a belt type CVT (Continuously Variable Transmission), and the output in that case is not a required gear stage but a required gear ratio.

  Hereinafter, the configuration of the driving force control apparatus according to the present embodiment will be described in detail with reference to FIG. The types of maps, transfer functions, coefficients, and parameters shown below are merely examples, and the present invention is not limited to these.

  This driving force control device includes a driver model 100 and a power train manager 200. A target transient characteristic addition calculation unit 120 included in the driver model 100 performs tuning related to human sensitivity other than the hardware characteristics of the vehicle. The characteristic compensator 220 included in the vehicle performs tuning related to vehicle hardware characteristics other than human sensitivity to distinguish between human sensitivity and vehicle hardware characteristics. It also facilitates tuning of transient characteristics due to nonlinearity of vehicle hardware characteristics. Hereinafter, the driving force control device will be described in the order of the driver model 100 and the power train manager 200.

  As shown in FIG. 1, the driver model 100 includes a target generated driving force calculation unit 109, a target base driving force calculation unit (static characteristics) 110, and a target base force output from the target base driving force calculation unit (static characteristics) 110. And a target transient characteristic addition calculation unit 120 that calculates a final target driving force based on the driving force.

  The currently generated driving force calculation unit 109 includes a state of a one-way clutch provided in the ECT 400 (driving state / non-driving state), a state of a lock-up clutch (engaged state / slip state / release state), engine generated torque, The currently generated driving force is calculated based on the speed ratio of the torque converter and the like. Further, the currently generated driving force may be a value of the currently generated driving force handled by the power train manager 200 described later.

  The target base driving force calculation unit (static characteristics) 110, for example, as shown as the base driving force MAP in FIG. 1, the target driving based on a map in which the target driving force is determined by the vehicle speed using the accelerator opening as a parameter. Calculate the force. That is, in the target base driving force calculation unit (static characteristics) 110, the target driving force is calculated from the accelerator opening operated by the driver and the vehicle speed (vehicle speed) at that time.

  Further, the maximum value in the target base driving force calculation unit (static characteristics) 110 is the maximum driving force that can be generated at present. This maximum driving force is calculated based on the gear stage in which the current gear can be changed and the engine torque characteristics. For example, as shown in FIG. 2, when the vehicle speed is point A, the maximum value of the base driving force is the driving force when the gear position of ECT 400 is 1st and the throttle opening is fully open (“ Maximum driving force at point A ”).

  Further, the currently generated driving force is used as the initial value of the target base driving force when the accelerator is off in the target base driving force calculation unit (static characteristics) 110. That is, since the target base driving force F (pap) is calculated by a map or function (pap is the accelerator opening), it is expressed as F (pap) = f (pap), but F (0) = currently generated driving Power. If it does in this way, the throttle opening amount from the throttle opening corresponding to the drive force currently generated will be calculated. For this reason, when the target base driving force when the accelerator is off is not used as the currently generated driving force, the difference between the target value and the current value (the driving force is 0 when the accelerator is off) is too large, and the accelerator base is turned on. It is possible to prevent the occurrence of shock by suppressing an excessive increase in the generated driving force at the initial stage of the transition.

  The target transient characteristic addition operation unit 120 is a part that performs an operation for determining what transient characteristic to use based on the position of human sensitivity (separate from the hardware characteristic of the vehicle). For example, as shown as “target driving force transient characteristics MAP etc.” in FIG. 1, the target transient characteristic addition calculation unit 120 is given in time series, or given by a transfer function F (s) (secondary delay). To do. The target transient characteristic addition calculation unit 120 is given by such a time series or transfer function (assuming that the characteristic compensator 220 described later is operating normally), thereby improving the hardware characteristics of the vehicle. By adjusting the target responsiveness in the target driving force transient characteristic MAP without depending on it, it becomes possible to tune (customize) the vehicle acceleration characteristics (static characteristics and dynamic characteristics) with respect to the accelerator opening. Hereinafter, a case where “target driving force transient characteristics MAP and the like” are given by a transfer function will be described.

As shown in FIG. 1, the target transient characteristic addition calculation unit 120 uses a transfer function F (s) = K / (Ts + 1) ² . Here, the parameter T (cycle) is calculated as follows.

  The parameter T (cycle) is calculated by adding f (dF) to the T base value that is a normal parameter. dF is the difference between the currently generated driving force and the target base driving force (reference value) when the accelerator is off. A value f (dF) (f (dF) ≧ 0) calculated from the map f or the function f using this difference dF is added to the T base value. In this way, from accelerator off to accelerator on, f (dF) increases as the difference (dF) between the currently generated driving force and the target base driving force increases (map f and function f are set). The parameter T (cycle) is increased, and the increase gradient of the driving force is decreased (slow). That is, as shown in FIG. 3, for example, the difference dF is larger when the one-way clutch is in the floating (non-driving) state than when the one-way clutch is in the synchronous (driving) state (the generated driving force is generated by the one-way clutch engaged state). Is different). For this reason, when the one-way clutch is in a floating (non-driving) state, the parameter T (cycle) is increased, and the increasing gradient of the driving force is moderated. In this way, it is possible to prevent an occurrence of shock by suppressing an excessive increase in the generated driving force at the initial stage when the accelerator is turned off.

  Further, when the one-way clutch is in a floating (non-driving) state, as shown in the rotation speed of the OWC unit in FIG. 3, Nin increases abruptly (Nin indicated by a dotted line) and occurs when Nout is synchronized. Generation of a shock can be avoided.

  The transfer function shown in FIG. 1 is an example composed of a second-order lag element as described above. As a change in the target driving force as a step change (for example, when the accelerator pedal is stepped in), a transient response of the second-order lag system is caused by this transfer function in the time domain. From this point, it can be said that a second-order lag filter is provided for the required driving force.

As a specific example of actual adjustment (tuning), the parameter ωn and the parameter ζ in the transfer function described above are tuned. Analysis of the step response waveform of this transfer function reveals the following. In the following description, a case where an expression representing a transfer function is converted from F (s) = K / (Ts + 1) ² to F (s) = K · ωn / (s ² + 2ζωn + ωn ² ) will be described.

  The parameter ζ generates overshoot when 0 <ζ <1 (insufficient vibration suppression), and vibrates more as the parameter ζ is smaller. When ζ> 1 (excessive vibration suppression), the parameter ζ increases gradually and gradually approaches the target value without increasing vibration. When ζ = 1 (critical damping), it converges to the target value without vibration.

  With respect to the overshoot amount Φ in the case of 0 <ζ <1 (insufficient vibration suppression), the following can be understood. Insufficient vibration causes vibration that repeats overshoot and undershoot, so the parameter ζ cannot actually be set in the region of 0 <ζ <1 (insufficient vibration suppression). Therefore, the parameter ζ is tuned based on the following policy.

  When the driver seeks a gradual acceleration change or when family vehicle-like tuning is required as the vehicle concept, the parameter ζ (> 1) is adjusted to be larger, that is, ζ = A gentle rise is realized, such as 2.0 or ζ = 4.0.

  On the other hand, when the driver seeks a change in acceleration with a direct feeling, or when a sporty car tuning is required as a vehicle concept, the parameter ζ is a value close to 1 and a value greater than 1. Will be adjusted. That is, the value is close to 1 with ζ = 1.0 as the limit. As shown in the case of ζ = 1.0, a quick rise can be realized.

  Next, tuning of the parameter ωn will be described. The parameter ωn affects the shape of the response curve up to the inflection point in the step response of the second-order lag system. When the parameter ζ is set to 1, when the parameter ωn is increased, the shape of the response curve described above becomes a straight line, and when the parameter ωn is decreased, the line becomes gently (rounded). Therefore, the parameter ωn is tuned based on the following policy.

  The parameter ωn is adjusted to be small when the driver seeks a gradual acceleration change, or when family car-like tuning is required as the vehicle concept. That is, a rounded gentle rise is realized near the inflection point.

  On the other hand, the parameter ωn is adjusted to be large when the driver seeks a change in acceleration with a direct feeling or when a sporty car tuning is required as a vehicle concept. That is, a quick rise that is not rounded near the inflection point is realized.

  Thus, when the driver seeks a gradual acceleration change, or when family car-like tuning is required as the vehicle concept, the parameter ωn is small so that the parameter ζ (> 1) is large. Adjust each so that The parameter ωn is large so that the parameter ζ (> 1) is as close to 1 as possible when the driver demands a direct acceleration change or when a sporty car tuning is required as a vehicle concept. Adjust each so that Note that these parameters and parameter adjustment methods are merely examples, and the present invention is not limited thereto.

  As described above, when the target driving force transient characteristic is given by the transfer function as shown in FIG. 1, it is possible to realize tuning that can be easily matched by the fitter to the driver's sensitivity and the vehicle concept. Can do. In this manner, a characteristic compensator 220 of the power train manager 200, which will be described later, constitutes a compensator relating to the hardware characteristics (particularly nonlinear characteristics) of the vehicle, and the driver model 100 does not affect such hardware characteristics of the vehicle. Only the factors that affect human sensibility can be adjusted independently of the vehicle hardware characteristics.

  Next, the power train manager 200 includes a target engine torque & AT gear stage calculation unit 210 and a characteristic compensator 220 that calculates a required engine torque based on the target engine torque output from the target engine torque & AT gear stage calculation unit 210. Including. The characteristic compensator 220 compensates for a portion of the vehicle G responsiveness, which is an acceleration generated in the vehicle, depending on the hardware characteristics of the vehicle.

  The characteristic compensator 220 is an optional element in the present invention, and separates the position of human sensitivity, and is a vehicle characteristic or a detailed simulation model for a vehicle characteristic that is particularly strongly nonlinear. It is designed based on the inverse function of the transfer function from the engine throttle opening to the vehicle acceleration obtained by identifying. With such a configuration, the accelerator opening-vehicle acceleration characteristics (static characteristics, dynamic characteristics) can be kept constant without being greatly influenced by the hardware characteristics of the vehicle. Thus, in combination with the above-described target transient characteristic addition calculation unit 120, it is possible to provide the user with a highly satisfactory acceleration characteristic.

  The required gear stage output from the target engine torque & AT gear stage calculation unit 210 is input to the ECT 400, and the hydraulic circuit of the transmission is controlled to form the required gear stage with the transmission.

  Furthermore, as shown in FIG. 1, in this characteristic compensator 220, the total transfer function G (s) from the target G (target engine torque) to the actual G (required engine torque) (throttle opening → vehicle G (Including the inverse function of the dynamic characteristic model) is designed to be “G (s) = 1”. In this way, good responsiveness can be maintained even in the high frequency region (even when the accelerator opening changes suddenly). The dynamic characteristic model of throttle opening → vehicle G is created based on the dynamic characteristic model of the engine, torque converter, and vehicle.

  In this total transfer function G (s), an inverse function of the throttle opening → the dynamic characteristic model of the vehicle G is obtained by dividing the operation region into a plurality of regions and partially linearizing each region. The calculation may be made possible. Further, the characteristic compensator 220 may change or switch the characteristic based on the vehicle operation state information (engine speed Ne, turbine speed Nt, output shaft speed No, vehicle speed). This has the effect of changing the dynamic characteristic model itself.

  As shown in FIG. 1, the target transient characteristic addition calculation unit 120 is provided before the power train manager 200, and the power train manager 200 is a functional block different from the target transient characteristic addition calculation unit 120. The target transient characteristic addition operation unit 120 is configured as a functional block that processes only a part related to human sensitivity, and the power train manager 200 is configured as a functional block that processes only a part depending on the hardware characteristics of the vehicle. .

  As described above, in the driving force control apparatus according to the present embodiment, the functional block (target transient characteristic addition operation unit) that affects human sensitivity and sensitivity related to the vehicle concept, and vehicle hardware It is divided into functional blocks (characteristic compensators) that affect the characteristics. In the target transient characteristic addition calculation unit, the transfer function from the target driving force to the final target driving force is expressed by a transfer function with a second order delay, for example, which is easily tuned by the fitter. This makes it easy to adjust the transient characteristics in the time domain, such as the rising characteristics after the accelerator pedal is stepped. Further, in the characteristic compensator, by defining G (s) = 1 for the total transfer function G (s) including the inverse function of the dynamic characteristic model of the vehicle G from the throttle opening, the nonlinearity is eliminated. The required engine torque can be calculated from the target engine torque. As a result, it is possible for an adaptor to easily perform tuning related to human sensitivity, and to compensate for hardware characteristics regardless of the hardware characteristics of a vehicle having nonlinear control characteristics.

  Further, in the target base driving force calculation unit, the maximum value of the target base driving force is set as the maximum driving force that can be generated at present. This makes it possible to compensate for the throttle opening target calculated from the driving force target being fully open when the accelerator is fully open.

  In addition, a currently generated driving force calculation unit is newly provided, and the target base driving force when the accelerator is off is set as the current driving force. In this way, it is possible to avoid a situation where the difference between the target value and the current value (when the driving force is 0 when the accelerator is off) is large and the throttle opening is suddenly opened. As a result, it is possible to suppress an excessive increase in the generated driving force at the initial stage when the accelerator is turned off to the accelerator on, thereby avoiding the occurrence of a shock.

  In addition, in the target transient characteristic addition calculation unit, the parameter T of the transfer function is calculated using the difference dF between the currently generated driving force and the target base driving force when the accelerator is off. When the difference dF is large, the parameter T can be increased to make the change gradient gentle. As a result, it is possible to prevent an occurrence of shock by suppressing an excessive increase in the generated driving force at the initial stage when the accelerator is turned off.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a block diagram which shows the whole structure of the control apparatus which concerns on embodiment of this invention. It is a figure which shows a target base driving force calculation map. It is a timing chart which shows operation | movement of the vehicle carrying the control apparatus which concerns on embodiment of this invention.

Explanation of symbols

  100 driver model, 109 current generated driving force calculation unit, 110 target base driving force calculation unit (static characteristics), 120 target transient characteristic addition calculation unit, 200 power train manager, 210 target engine torque & AT gear stage calculation unit, 220 characteristic compensator , 300 engine, 400 ECT, 410 lock-up clutch.

Claims (6)

A driving force control device for a vehicle equipped with a power train comprising a power source and a transmission connected to the power source,
Target driving force setting means for setting the target driving force based on the operation of the driver;
Control means for controlling the power train based on the target driving force output from the target driving force setting means;
An operating state detecting means for detecting the operating state of the components of the power train;
A currently generated driving force calculating means for calculating a currently generated driving force currently generated by the vehicle based on a result detected by the operating state detecting means;
The target driving force setting means includes a means for calculating a target driving force based on the currently generated driving force. The control device further includes means for detecting that the vehicle transitions to an acceleration state,
The target driving force setting means includes means for setting a reference value of the target driving force as the currently generated driving force when it is detected that the state is shifted to the acceleration state. Vehicle driving force control device. The components of the power train include a one-way clutch provided in the transmission,
The currently generated driving force calculating means includes means for calculating a driving force currently generated by a vehicle as the currently generated driving force based on an operating state of the one-way clutch. Vehicle driving force control device. The controller is
Compensation means for compensating for transient characteristics of the power train;
The vehicle driving force control according to any one of claims 1 to 3, further comprising setting means for setting the transient characteristics based on the current generated driving force calculated by the current generated driving force calculating means. apparatus.   The driving force control apparatus for a vehicle according to claim 4, wherein the setting means includes means for changing a parameter related to responsiveness of the transient characteristic.   The setting means changes the parameter based on a deviation between a reference value of a target driving force calculated based on a driver's acceleration operation and the currently generated driving force when the vehicle shifts to an acceleration state. The vehicle driving force control apparatus according to claim 5, comprising means for

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