JP2007224814A - Driving force control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrain vibration of a driving system, without having influence on shift operation. <P>SOLUTION: An ECU executes a program including a step (S100) of calculating base request driving force, a step (S200) of calculating reference driving force, a step (S310) of determining whether or not to be transferred to an inertia phase when executing shift control when the base request driving force is larger than the reference driving force (YES in S300), and a step (S320) of reducing notch filter gain up to 0 with a value of inertial phase starting time as an initial value, when transferring to the inertia phase when executing the shift control (YES in S310). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a driving force control device for a vehicle equipped with a power train composed of a drive source and a transmission, and more particularly to a vehicle that quickly terminates shift control and suppresses torsional vibration of a drive system. The present invention relates to a device for controlling the driving force.

  In a vehicle, an unpleasant vibration is often generated from the drive system at the time of acceleration when the engine load is increased. This unpleasant vibration is mainly caused by the torsional vibration of the drive shaft in the drive system, and is generated when the engine torque increased as the engine load increases includes the resonance frequency component of the drive system. The torsional vibration becomes more prominent as the required driving force (target driving force) increases.

  Japanese Patent Laying-Open No. 2003-41987 (Patent Document 1) discloses a control device that reliably detects an acceleration mode including the resonance frequency of such a drive system and reduces vibration. The control device includes an accelerator opening detecting means for detecting a value related to the accelerator opening, an engine speed detecting means for detecting a value related to the engine speed, and a driver based on a detection result of the accelerator opening detecting means. When it is detected that an accelerator opening increase operation has been performed, a time of a value related to the engine load in a predetermined period from the accelerator opening increasing operation based on a value related to the engine speed and a value related to the accelerator opening Engine load change prediction means for predicting a change, filter means for extracting a resonance frequency component of a vehicle drive system from a time change of a value related to the engine load predicted by the engine load change prediction means, and extracted by the filter means Reduce the engine torque corresponding to the resonance frequency component at the timing corresponding to the resonance frequency component. And a torque reducing means for.

According to this control device, the engine torque is reduced so as to reduce the extracted resonance frequency component by extracting the resonance frequency component of the drive system from the time change of the value related to the engine load that is predicted to be realized. In addition, it is possible to reliably reduce the vibration of the drive system due to the resonance frequency component while reliably grasping at the time of acceleration that the vibration of the drive system is generated because the resonance frequency component is included.
Japanese Patent Laid-Open No. 2003-41987

  However, in Patent Document 1 described above, in order to suppress the torsional vibration of the drive system, the engine torque corresponding to the resonance frequency component is reduced. Even during shift control (particularly, power-on downshift), if the torsional vibration suppression control of the drive system by reducing the engine torque is executed, the engine torque may be insufficient. For this reason, even if shifting to the inertia phase during the shift control, the engine speed does not rise rapidly, and it takes time to reach the synchronous speed after the shift. As a result, good shift control cannot be realized, and problems such as a delay in shift time, a feeling of breath during shift, and a delay in response after shift may occur.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to provide a vehicle driving force control apparatus that can realize good speed change characteristics and can suppress vibration of a driving system. Is to provide.

  According to a first aspect of the present invention, there is provided a driving force control apparatus for a vehicle, which is generated in the vehicle by the setting means for setting the target driving force to be generated in the vehicle having the stepped automatic transmission, Predicting means for predicting vibration to be performed, correction means for correcting the target driving force by filtering the target driving force so as to reduce the frequency component of the predicted vibration, and an automatic transmission Detection means for detecting the speed change operation, and change means for changing the degree of reflecting the filter processing according to the speed change operation.

  According to the first invention, the target driving force to be generated in the vehicle is set as the driving force required based on the accelerator pedal opening degree and the like. A vibration (particularly a torsional vibration of the drive system due to the resonance frequency) generated by expressing the target driving force is predicted. The target driving force is corrected so as to reduce the predicted frequency component of vibration, and the generated driving force is reduced. At this time, if the speed change operation is being performed, particularly after the shift to the inertia phase of the downshift, it is difficult to increase the rotational speed of the input shaft to the stepped automatic transmission due to a decrease in the generated driving force from the drive source. For this reason, it takes time for the input shaft rotational speed to reach the synchronous rotational speed after the shift, resulting in a delay of the shift time. When such a shift operation is detected, the degree to which the filter process is reflected is reduced so that the shift response is prioritized (vibration suppression is not prioritized). In other cases (when no shift operation is detected), vibration suppression is prioritized and the degree of reflection of the filter process is increased. As a result, it is possible to provide a driving force control device for a vehicle that can realize good speed change characteristics and can suppress vibration of the driving system.

  In the vehicle driving force control apparatus according to the second aspect of the invention, in addition to the configuration of the first aspect of the invention, the detecting means includes means for detecting a shift to the inertia phase in the downshift of the automatic transmission. . The changing means includes means for changing so as to decrease the degree when the transition to the inertia phase is detected.

  According to the second invention, after the downshift inertia phase transition, if the degree to which the filter processing is reflected is reduced, a decrease in the generated driving force from the driving source is avoided, and the stepped automatic transmission can be reduced. The input shaft speed increases rapidly. For this reason, since the input shaft rotation speed quickly reaches the synchronized rotation speed after the shift, the shift time is not delayed.

  In the vehicle driving force control apparatus according to the third aspect of the invention, in addition to the configuration of the second aspect of the invention, the changing means is changed so as to reduce the degree by reducing the gain with respect to the driving force after the filtering process. Means for doing so.

  According to the third aspect, by changing the gain with respect to the driving force after the filtering process, for example, between 0 and 1, the degree of reflecting the filtering process can be changed. That is, it is possible to reduce the degree of reflecting the filter processing by reducing the gain.

  In the vehicle driving force control apparatus according to the fourth aspect of the invention, in addition to the configuration of the third aspect of the invention, the changing means changes the gain so as to decrease when the shift to the inertia phase is detected. Means for changing the gain to zero is included.

  According to the fourth aspect, since the gain is set to 0 at the end of the shift, it is possible to eliminate the torque fluctuation due to the torsional vibration suppression control at the end of the shift.

  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 illustrates a power train of a vehicle including an ECU that is a control device according to an embodiment of the present invention.

  As shown in FIG. 1, the vehicle includes an engine 100, a torque converter 200, an automatic transmission 300, an ECU (Electronic Control Unit) 500 that controls these, and a signal that indicates an opening degree of an accelerator pedal to the ECU 500. And an accelerator pedal opening sensor 600 for inputting. ECU 500 receives vehicle speed information, gear information of automatic transmission 300, and the like as vehicle information.

  In the following description, the driving force control applied to the power train having the engine 100, the torque converter 200, and the automatic transmission 300 as shown in FIG. 1 will be described, but the present invention is not limited to this. is not. There may be a motor that assists the engine 100. In this case, the motor is a motor generator and also functions as a drive wheel or a generator driven by the engine 100.

  ECU 500 outputs a control signal such as a throttle opening command signal to engine 100 and receives a detection signal such as an engine speed signal.

  ECU 500 also outputs a control signal that commands engagement or release (including slip) of the lock-up clutch of torque converter 200. In addition, ECU 500 outputs a control signal that is a hydraulic pressure command signal to automatic transmission 300, or a detection signal such as an output shaft rotation number signal is input from automatic transmission 300. ECU 500 can detect the vehicle speed based on the output shaft rotation speed signal.

  Many automatic transmissions include a fluid coupling and a gear-type stepped transmission mechanism. In FIG. 1, the transmission mechanism is described as an automatic transmission 300. Further, as a fluid coupling, there is a torque converter 200, and this torque converter 200 includes a lock-up clutch. The lock-up clutch mechanically directly connects the drive side member (pump impeller on the engine 100 side) and the driven side member (the turbine runner on the automatic transmission 300 side) of the torque converter 200. Therefore, both improvement in fuel consumption and riding comfort can be achieved. A lockup region in which such a lockup clutch is engaged is normally set based on, for example, the vehicle speed and the throttle opening.

  The accelerator pedal opening sensor 600 detects the opening of the accelerator pedal operated by the driver. Instead of the accelerator pedal opening sensor 600, a throttle valve opening sensor may be used.

  The ECU 500 receives the detection signal as described above or outputs a control signal, so that it can detect that the shift control is being performed, and can determine the transition point to the inertia phase. For example, when the difference between the input shaft rotational speed before the shift obtained by multiplying the output shaft rotational speed by the gear ratio and the actual input shaft rotational speed (turbine rotational speed) becomes larger than a predetermined threshold value. Judged to have shifted to inertia phase. Further, a response delay due to the clutch capacity occurs with respect to a shift command (hydraulic command value) from the ECU 500 to the automatic transmission 300. This response delay may be identified experimentally, for example, and this response delay may be taken into account, and when the clutch capacity is actually switched, it may be determined that the phase has shifted to the inertia phase. Furthermore, it may be determined that the inertia phase has been entered when a predetermined time has elapsed since the transmission command (hydraulic command value) from ECU 500 to automatic transmission 300 was output.

  ECU 500 executes torsional vibration suppression control during acceleration. Hereinafter, the torsional vibration suppression control during acceleration will be described. The torsional vibration suppression control during acceleration is not limited to the control mode described below.

  When the accelerator pedal of the vehicle is stepped in step response, the torque generated by the engine 100 includes substantially all frequency components. Therefore, the resonance frequency component of the drive system during acceleration is also included. On the other hand, there is a resonance frequency of the drive system for each gear ratio. The resonance frequency can be assumed to be around 2 Hz at the first speed, around 4 Hz at the second speed, around 6 Hz at the third speed, around 8 Hz at the fourth speed, and around 10 Hz at the fifth speed. Such resonance frequencies of 2 Hz to 10 Hz are all included when the accelerator pedal is stepped on.

  In order to prevent vibration of the drive system at the time of acceleration, ECU 500 predicts a time change in the load of engine 100 that would be realized by the acceleration based on the vehicle speed and gear ratio at the start of acceleration, for example. The frequency component of the vibration generated thereby is predicted. A resonance frequency component corresponding to the gear ratio is extracted from the frequency components of the generated vibration, and a filtering process is performed using a filter that does not pass only the resonance frequency component (hereinafter, sometimes referred to as a notch filter). Resonance is obtained by multiplying the difference between the filtering target driving force for removing the resonance frequency and the filtered driving force by a gain (hereinafter, referred to as notch filter gain) that is changed depending on the vehicle state. Adjust the effect of the filtering process for frequency removal. Control is performed so that the torque (driving force) of engine 100 is reduced by the amount of the extracted resonance frequency component torque. Actually, the opening of the throttle valve is reduced and the torque of the engine 100 is reduced.

  In ECU 500 as the control device according to the present embodiment, the torsional vibration suppression control described above is executed except during the inertia phase during the shift control. Therefore, during the inertia phase, the torque reduction of the engine 100 as a result of the torsional vibration suppression control does not occur. For example, in the case of a downshift, the turbine speed quickly reaches the synchronous speed after the speed change. I try to rise.

  In this case, if the reflection degree of the torsional vibration suppression control is suddenly set to 0 together with the transition to the inertia phase, there is a problem that, for example, it interferes with the torque down control of the engine 100 that is being executed as a separate control. . For this reason, after the transition to the inertia phase, the reflection degree of the torsional vibration suppression control is immediately set to 0. In order to avoid the interference, a notch filter gain G described later is changed from an initial value (1 at the maximum). It is gradually changed to zero. The notch filter gain G is set to 0 at the end of the shift (at the end of the inertia phase) at the latest, and the reflection degree of the torsional vibration suppression control is changed gradually (asymptotically) to 0. Such a point is a feature of control executed by ECU 500 that is the control device according to the present embodiment.

  With reference to FIG. 2, a control structure of a program executed by ECU 500 that is the control device according to the present embodiment will be described.

  In step (hereinafter, step is abbreviated as S) 100, ECU 500 calculates base required driving force F (base) based on the accelerator opening. The base required driving force F (base) is not limited to the case where it is calculated based on the accelerator opening. For example, the base required driving force F (base) may be calculated based on the required driving force from the cruise control system. Furthermore, the base required driving force F (base) may be calculated based on the result of mediating these.

  In S200, ECU 500 calculates reference driving force F. This reference driving force F is determined by the response of the path (responsiveness of the engine 100) until it is actually transmitted as the driving force on the tire shaft with respect to the required driving force. For example, the lower the torsional rigidity, the more the vibration is absorbed and the response is smoothed, so the reference driving force F can be calculated larger. As the responsiveness of the engine 100 is higher, a smaller driving force request is more easily reflected in the response, so the reference driving force F is calculated to be smaller. Since the responsiveness of the engine 100 varies depending on the engine speed, the reference driving force F is calculated to be smaller in a region having higher responsiveness determined from the vehicle speed and the gear ratio. More specifically, the reference driving force F is experimentally calculated using the engine speed as a parameter and mapped (adapted), or the reference driving force F is set using the output shaft speed of the automatic transmission 300 as a parameter. It is calculated experimentally and mapped (adapted).

  In S300, ECU 500 determines whether base required driving force F (base) is larger than reference driving force F or not. If base required driving force F (base) is larger than reference driving force F (YES in S300), the process proceeds to S310. If not (NO in S300), the process proceeds to S500.

  In S310, ECU 500 determines whether or not the shift control is being executed and the phase has shifted to the inertia phase. If shift control is being executed and the phase shifts to the inertia phase (YES in S310), the process proceeds to S320. If not (NO in S310), the process proceeds to S400.

  In S320, ECU 500 decreases notch filter gain G. The notch filter gain G at the start of the inertia phase (at the time of transition to the inertia phase) is changed from the initial value to 0 as an initial value (not necessarily G = 1). Details of the point of gradually changing the initial value (≠ 0) of the notch filter gain G to 0 will be described later. Thereafter, the process proceeds to S400.

  In S400, ECU 500 calculates final required driving force F (final) as {base required driving force F (base)-required driving force difference F (3) after gain reflection}. In this case, suppression of vibration generated in the vehicle is given priority over responsiveness. Details of the processing of S400 will be described with reference to FIG.

  In S500, ECU 500 calculates final required driving force F (final) as base required driving force F (base). That is, when the base required driving force F (base) is equal to or less than the reference driving force F, the final required driving force F (final) = the base required driving force F (base), and the torsional vibration suppression control is not executed. That is, since the required driving force (base required driving force F (base) is small, vibrations at a level that causes a problem as a vehicle do not occur, and thus the torsional vibration suppression control is not executed. When the torsional vibration suppression control is executed and the notch filtering process is executed, the smoothing process by the filtering process is performed and the driving force is further reduced. Even if the driver depresses the accelerator pedal, the vehicle does not respond or does not respond. Responsiveness deteriorates and drivability deteriorates.

  The driving force control including the torsional vibration suppression control during acceleration in S400 of FIG. 2 will be described with reference to FIG.

  As shown in FIG. 3, first, a base required driving force F (base) based on the accelerator opening is calculated. A driving force that is a target of a vibration suppression notch filter for removing a resonance frequency component for suppressing torsional vibration during acceleration is calculated as a resonance frequency removing filtering target driving force F (0). This resonance frequency removal filtering target driving force F (0) is calculated as {base required driving force F (base) −reference driving force F}. 2 is executed when the base required driving force F (base) is larger than the reference driving force F, the resonance frequency elimination filtering target driving force F (0) is always positive. Value.

  Filtering processing is performed by using a vibration suppression notch filter (a filter that does not pass only a specific frequency component that causes torsional vibration) for the resonance frequency elimination filtering target driving force F (0). As a result of this filtering process, the driving force F (1) after the resonance frequency elimination filtering is calculated as filter (F (0)). A frequency band that does not pass through the filtering process (a frequency band that causes torsional vibration of the vehicle) is determined by vehicle information (for example, vehicle speed and gear ratio).

  The filtered driving force difference F (2) is calculated by {resonance frequency elimination filtering target driving force F (0) −resonance frequency elimination filtered driving force F (1) (= filter (F (0))}. The filtered driving force difference F (2) is multiplied by a notch filter gain G (0 ≦ G ≦ 1), and the required driving force difference F (3) after the gain is reflected {= the driving force difference after filtering. F (2) × G} is calculated, and the notch filter gain G adjusts the effectiveness of the notch filter and is determined by the vehicle state such as the vehicle speed and the engine speed. When the gain G is 0, this is the same as when the filtering process is not performed.

  The value of the notch filter gain G is set according to the response of the engine 100 in the same manner as the reference driving force F. For example, the lower the torsional rigidity, the more the vibration is absorbed and the response is smoothed, so the notch filter gain G is set smaller. As the responsiveness of the engine 100 is higher, a smaller driving force request is more easily reflected in the response, so the notch filter gain G is set larger. Since the responsiveness of the engine 100 varies depending on the engine speed, the notch filter gain G is calculated to be larger in a region having a higher responsiveness determined from the vehicle speed and the gear ratio.

  Further, after the shift to the inertia phase during the shift control, the notch filter gain G is gradually changed so as to become 0 from the initial value (≠ 0) at the time of the shift to the inertia phase. This state is shown in FIG.

  As shown in FIG. 4, the notch filter gain G, which was the initial value at the time of transition to the inertia phase (time t (1)), is detected when transition to the inertia phase is detected (YES in S310), for example. At time t (1) (this t (1) is earlier than time t (2) at the end of inertia phase (shift end)), the notch filter gain G is changed to 0 (solid line in FIG. 4). ). For this reason, since the notch filter gain G is 0 at least at the end of the shift, the influence of torsional vibration suppression is eliminated.

  In order to further improve the characteristics of the shift control, it is preferable that the notch filter gain G is changed to 0 more quickly as indicated by the dotted line in FIG. The slope of the decrease in the notch filter gain G is an increase in driving force demand (for example, due to an increase in turbine speed during a power-on downshift) and torque down control (shift characteristics) of the engine 100 that is executed during a shift transition period. (In particular, improvement of the shift time reduction) is set so as not to cause interference.

  Note that the shift progress information in FIG. 3 is information for determining the transition to the inertia phase. Since the determination at the time of transition to the inertia phase is as described above, detailed description thereof will not be repeated here.

  The final supply driving force F (final) is calculated by {base required driving force F (base) −required driving force difference F (3) after gain reflection}. The final required driving force F (3) is torque converted, and the throttle valve opening is controlled so that the engine 100 outputs the torque.

  Thus, since the final required driving force F (final) is calculated using the required driving force difference F (3) after the gain is reflected, the influence of the resonance frequency removal filtering is adjusted by the notch filter gain G. It will be.

  Further, when shifting to the inertia phase during the shift control, the notch filter gain G is changed to zero.

  An operation of ECU 500 serving as the control device according to the present embodiment based on the above-described structure and flowchart will be described. In the following, it is assumed that the operation of ECU 500 is based on the case where the base required driving force F (base) is larger than the reference driving force F and during the inertia phase during the power-on downshift control (that is, , When the process of S320 is executed in S300 and S310 (YES).

  When the driver depresses the accelerator pedal relatively large while the vehicle is traveling (assuming that the accelerator pedal is depressed stepwise), the base required driving force F (base) based on the accelerator opening is calculated. (S100). Further, at this time, since the downshift line (map set based on the vehicle speed and the throttle opening) in the shift diagram is straddled, ECU 500 determines that the downshift is performed.

  The premise of this explanation is that the base required driving force F (base) is larger than the reference driving force F (YES in S300), so that the filtering target driving force F (0) is {base required driving force F (base) − Calculated as reference driving force F} (> 0).

  A notch filtering process is performed on the filtering target driving force F (0), and the driving force F (1) after filtering is calculated as filter (F (0)).

  The difference {F (0) -F (1)} between the filtered driving force F (1) and the filtering target driving force F (0) is calculated as the filtered driving force difference F (2).

  A value {F (2) × G} obtained by multiplying the filtered driving force difference F (2) by the notch filter gain G is calculated as the required driving force difference F (3) after the gain is reflected.

  At this time, since the premise of this explanation is the inertia phase during the power-on downshift transmission control (YES in S310), the notch filter gain G starts from the initial value when the transition to the inertia phase is taken as the initial value. Asymptotically decreasing toward 0, it becomes 0 at the end of the inertia phase (shift end) as shown in FIG.

  A difference {= F (base) −F (3)} between the required driving force difference F (3) and the base required driving force F (base) after reflecting the gain is calculated as the final required driving force F (final). The

  FIG. 5 (A) and FIG. 5 (B) show temporal changes in the vehicle acceleration, the turbine rotational speed, the required driving force, and the accelerator opening when controlled in this way. 5A shows the case of the present invention, and FIG. 5B shows the case of the comparison technique that is not the present invention (that is, the comparison technique does not execute the process of S320 of FIG. 2).

  As shown in FIG. 5A, the notch filter gain G is asymptotically lowered from the value (initial value) at the time of transition to the inertia phase to 0 along with the transition to the inertia phase (time t (11)). In this case (S320), the degree of reflection of the torsional suppression control is reduced, and the torque reduction control of the engine 100 for suppressing the torsional vibration is not executed so as to be greatly affected. For this reason, the driving force requested | required with respect to the accelerator opening increases rapidly. As a result, the turbine rotation speed quickly reaches the synchronous rotation speed of the transmission gear stage after the downshift (time t (12)), and the shift is completed. That is, as shown by the arrow in FIG. 5A, the time during which the drive system torsional vibration suppression control is executed is shortened, and the torque of the engine 100 is quickly increased. The shift is immediately finished.

  On the other hand, as shown in FIG. 5B, when the notch filter gain G is not changed as in the present invention even after the transition to the inertia phase (time t (11)), the degree of reflection of the torsional suppression control is increased. Without being reduced, the torque suppression control of the engine 100 is executed in the same way as when the shift control is not being performed. For this reason, the driving force requested | required with respect to the accelerator opening does not rise rapidly. As a result, the turbine rotational speed does not quickly reach the synchronous rotational speed of the transmission gear stage after the downshift. As shown in FIG. 5B, the shift is completed at time t (13) later than time t (12). That is, as shown by the arrow in FIG. 5 (B), the drive system torsional vibration suppression control is executed for a long time, and the torque of the engine 100 does not increase rapidly. As a result, the shift does not end promptly.

  When base required driving force F (base) is equal to or lower than reference driving force F, base required driving force F (base) is equal to or lower than reference driving force F (NO in S300), so final required power F (Final) is calculated as the base required driving force F (base). This indicates that the torsional vibration suppression control is not executed. For this reason, the filtering process does not give a response, and even if there is a slight change in the accelerator opening, a driving force can be generated in the vehicle so that drivability is not deteriorated.

  As described above, according to the control device according to the present embodiment, when the requested target driving force (base required driving force) is equal to or less than the reference driving force, it is not a region in which large vibrations occur. Responsiveness can be prioritized over vibration suppression without performing processing (notch filtering processing). The required target driving force (base required driving force) is larger than the reference driving force, and even when the notch filtering process is performed, the notch filter gain becomes 0 if shifting control is being performed and the phase shifts to the inertia phase. To be changed. Thus, after the transition to the inertia phase, the final required driving force adjusted by decreasing the notch filter gain G is calculated. It is possible to adjust the degree of vibration suppression according to the shift progress state of the vehicle. That is, in a region where the influence of the drive system torsional vibration is small, where the required driving force is small, by not performing the vibration suppression notch filtering process, for example, the response when the accelerator opening is small can be secured, and the drive In a region where the influence of the system torsional vibration is large, where the required driving force is large, the vibration suppression notch filtering process can be performed, for example, to suppress vibration when the accelerator opening is relatively large. Further, even when the vibration suppression notch filtering process is executed, the engine by the drive system torsional vibration suppression control is changed because the notch filter gain G is changed toward 0 after the shift to the inertia phase during the shift control. The torque reduction control is relaxed, the turbine rotation speed quickly reaches the synchronized rotation speed after the shift, and the shift is immediately completed.

  Since the processing in S500 of FIG. 2 is not performed with the notch filtering processing, the notch filter gain G of FIGS. 3 and 4 can be set to zero.

  In the above description, the (power-on) downshift is adopted as an example of the shift, but the present invention is not limited only to the downshift.

  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 control block diagram containing ECU which is a driving force control device of vehicles concerning this embodiment. It is a flowchart which shows the control structure of the program performed by ECU. It is a figure showing the procedure of the last request | requirement driving force calculation process in S400 of FIG. It is a figure which shows the time change of the notch filter gain after transfer to an inertia phase. It is a timing chart when a required driving force increases in a step shape.

Explanation of symbols

  100 engine, 200 torque converter, 300 automatic transmission, 500 ECU, 600 accelerator pedal opening sensor.

Claims (4)

Setting means for setting a target driving force to be generated in a vehicle having a stepped automatic transmission;
Prediction means for predicting vibration generated in the vehicle due to generation of the target driving force;
Correction means for correcting the target driving force by filtering the target driving force so as to reduce the predicted frequency component of vibration;
Detecting means for detecting a shift operation of the automatic transmission;
A driving force control apparatus for a vehicle, comprising: changing means for changing a degree of reflecting the filter processing according to the speed change operation. The detection means includes means for detecting a transition to an inertia phase in a downshift of the automatic transmission,
The driving force control apparatus for a vehicle according to claim 1, wherein the changing means includes means for changing the degree so as to decrease when the shift to the inertia phase is detected.   The vehicle driving force control device according to claim 2, wherein the changing unit includes a unit for changing the gain so that the degree is reduced by reducing a gain with respect to the driving force after the filtering process.   The said changing means includes a means for changing so that the gain decreases when the transition to the inertia phase is detected, and changing the gain to 0 at the end of the shift. Vehicle driving force control device.

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