JP2007313926A - Driving force controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force controller for a vehicle enabling a driver to properly control driving force. <P>SOLUTION: This driving force controller is provided with a means S108 for storing a running condition of the vehicle and driving orientation when controlling driving force for the vehicle, a means S108 for storing a position of the vehicle when controlling the driving force for the vehicle, a means S103 for detecting the current position of the vehicle, a means S106 for detecting the driving orientation when controlling the driving force for the vehicle, and a means S106 for determining a current control target value when controlling the driving force for the vehicle, based on the stored position of the vehicle when controlling the driving force for the vehicle, the detected current position of the vehicle, the stored running condition and driving orientation of the vehicle when controlling driving force for the vehicle, and the current driving orientation when controlling the driving force for the vehicle. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle driving force control device, and more particularly to a vehicle driving force control device capable of performing a driving force control that is matched by a driver.

  For example, a technique for controlling a driving force of a vehicle based on a traveling environment parameter related to a position where the vehicle travels is known. Here, the driving environment parameters related to the position where the vehicle travels include, for example, corners, intersections, T-shaped roads, temporary stops, railroad crossings, tollgates such as automobile roads, signals, pedestrian crossings, pedestrians, automobile roads, etc. Exit points and junctions, points where the number of lanes decreases, points where the width of the road narrows, prospects, road gradients, and the like. The driving force control includes, for example, a downshift of an automatic transmission, an automatic brake, a regenerative brake, an electronically controlled throttle closing control, a control for delaying an upshift of the automatic transmission, and an exhaust brake.

  Japanese Patent Laid-Open No. 2003-287117 (Patent Document 1) discloses the following technique as a control method for an automatic transmission that adapts the shift characteristics of the transmission according to the driver's image. That is, if the intervention by the driver is a predictive intervention, the transmission control unit loads the characteristics of the coming route from the database into the buffer memory, and sets variables describing the driving state of the vehicle and the intervention by the driver. , Before and after the intervention, for a period corresponding to the operating time of the FIFO buffer, record in the buffer memory, search for special path characteristics in the buffer memory, and if special path characteristics exist, Solved by a method configured to calculate the input data and adapt the classification system for intervention to the characteristics desired by the driver or to reject the driver intervention if no special path features exist The

JP 2003-287117 A

  For example, in a technique for controlling the driving force of a vehicle based on a traveling environment parameter related to a position where the vehicle travels, it is desired that the driving force control matched by the driver is performed.

  An object of the present invention is to provide a vehicle driving force control device capable of performing a driving force control that matches a driver.

  The vehicle driving force control device according to the present invention includes a means for storing the running state and driving direction of the vehicle when the driving force control of the vehicle is executed, and the vehicle when the driving force control of the vehicle is executed. Means for storing the position of the vehicle, means for detecting the current position of the vehicle, means for detecting the driving direction when the driving force control of the vehicle is executed this time, and the stored driving force of the vehicle The position of the vehicle when the control is executed, the detected current position of the vehicle, the travel state and driving direction of the vehicle when the control of the stored driving force of the vehicle is executed, and the And a means for determining a control target value when the control of the driving force of the vehicle is executed based on the driving orientation when the control of the driving force of the vehicle is executed this time.

  In the vehicle driving force control device according to the present invention, the driving of the current vehicle is performed based on at least one of a driver's state, a road surface state, and a vehicle surrounding situation when the driving force of the vehicle is controlled. A control target value when force control is executed is determined.

  In the vehicle driving force control device according to the present invention, the driving direction is reduced in at least one of the state of the driver, the road surface state, and the vehicle surroundings when the driving force of the vehicle is controlled. Means for detecting whether or not there is a factor, and when there is no factor to reduce the driving direction, the driving state and driving direction of the vehicle when the driving force control of the vehicle is executed, and the current vehicle The control target value when the control of the driving force of the vehicle is executed this time is determined based on the driving orientation when the control of the driving force is executed.

  According to the vehicle driving force control device of the present invention, it is possible to perform driving force control that matches the driver.

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

(First embodiment)
An embodiment will be described with reference to FIGS. 1 to 7.
In the present embodiment, as an example of a technique for controlling the driving force of a vehicle based on a traveling environment parameter related to a position where the vehicle travels, the automatic transmission is reduced based on a degree of corner bending (a radius of curvature, a curvature, etc.). The present invention relates to a technology for performing shift control.

  The vehicle driving force control apparatus according to the present embodiment stores means for storing the driving state and driving direction of the vehicle when the driving force control of the vehicle has been executed previously (step S108 in FIG. 1 described later), Means for storing the position of the vehicle when the control of the driving force of the vehicle is executed (step S108), means for detecting the current position of the vehicle (step S103), and control of the driving force of the vehicle this time Means for detecting the driving direction when the control is executed (step S106), the driving state and driving direction of the vehicle when the control of the driving force of the vehicle was executed before, and the control of the driving force of the current vehicle Means (step S106) for determining a control target value when the control of the driving force of the vehicle is executed based on the driving orientation at the time of execution.

  In the present embodiment, based on at least one of the state of the driver, the road surface state, and the vehicle surrounding situation when the control of the driving force of the vehicle has been executed previously (step S104), the current vehicle A control target value for controlling the driving force is determined (step S106).

  In the present embodiment, is there a factor that reduces the driving orientation in at least one of the driver's state, the road surface state, and the vehicle surrounding situation when the control of the driving force of the vehicle has been executed previously? The vehicle when the control of the driving force of the vehicle has been executed before when there is no factor that decreases the driving direction (step S105-N). The control target value when the control of the driving force of the current vehicle is executed is determined based on the driving state and the driving direction of the current vehicle and the driving direction when the control of the driving force of the current vehicle is executed (same step) S106).

FIG. 3 is a block diagram showing a schematic configuration of the present embodiment.
As shown in FIG. 3, a throttle valve 56 driven by a throttle actuator 54 based on the operation amount of the accelerator pedal 50 detected by the accelerator operation amount sensor 52 is provided in the intake pipe of the engine 10 of the vehicle. .

The engine rotational speed sensor 58 for detecting the rotational speed N _E of the engine 10, the intake air quantity sensor 60 for detecting an intake air quantity Q / N of the engine 10, the intake air temperature sensor 62 for detecting the temperature T _A of intake air , a vehicle speed sensor 66 for detecting the rotational speed N _OUT i.e. the vehicle speed V of the throttle sensor 64, an output shaft (not shown) for detecting an opening theta _TH of the throttle valve 56, detects the cooling water temperature T _W of the engine 10 A coolant temperature sensor 68, a brake switch 70 for detecting the operation of the brake, an operation position sensor 74 for detecting the operation position _PSH of the shift lever 72, and a clutch for detecting the input shaft (not shown), that is, the rotational speed N _C0 of the clutch _C0. A C0 rotation sensor 75, an oil temperature sensor 77 for detecting the hydraulic oil temperature T _OIL of the hydraulic control circuit 84, and the like are provided. , Engine speed N _E , intake air amount Q / N, intake air temperature T _A , throttle valve opening θ _TH , vehicle speed V, engine cooling water temperature T _W , brake operating state BK, shift lever 72 operating position P _SH, rotational speed N _C0 of the clutch C0, a signal representative of the working oil temperature T _oIL is to be supplied to the engine electronic control unit 76 or the shift electronic control unit 78.

  The navigation system device 113 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information necessary for traveling of the vehicle (map, straight road, curve, uphill / downhill, highway) 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. A signal output from the navigation system device 113 is supplied to the shift electronic control device 78.

  The radar 114 is a sensor such as a laser radar sensor or a millimeter wave radar sensor mounted on the front of the vehicle, and measures the inter-vehicle distance from the vehicle ahead. The camera 116 has a vehicle periphery monitoring camera and a vehicle interior camera. The vehicle periphery monitoring camera is used to acquire information indicating the situation of the road ahead, the road type, the road scene, the surrounding vehicle, and the like. The vehicle interior camera is used to earn passenger information. The communication device 117 performs vehicle-vehicle communication and vehicle-center communication. Signals output from the radar 114, the camera 116, and the communication device 117 are supplied to the shift electronic control device 78.

  The engine electronic control device 76 is a so-called microcomputer having a CPU, a RAM, a ROM, and an input / output interface, and the CPU processes an input signal in accordance with a program stored in the ROM in advance using a temporary storage function of the RAM. Then, various engine controls are executed. For example, the fuel injection valve 79 is controlled for fuel injection amount control, the igniter 80 is controlled for ignition timing control, a bypass valve (not shown) is controlled for idle speed control, and a throttle actuator is controlled for traction control. The throttle valve 56 is controlled by 54. The engine electronic control device 76 is connected to the transmission electronic control device 78 and the VSC electronic control device 82 so that they can communicate with each other. Necessary signals are appropriately transmitted from one to the other. .

As shown in FIG. 3, the shift electronic control device 78 is also a microcomputer similar to the above, and the CPU processes the input signal according to the program stored in the ROM in advance using the temporary storage function of the RAM, Each electromagnetic valve or linear solenoid valve of the hydraulic control circuit 84 is driven. For example, the shift electronic control unit 78 controls the linear solenoid valve SLT to generate a throttle pressure P _TH having a magnitude corresponding to the opening θ _TH of the throttle valve 56, and controls the accum back pressure to control the clutch-to-clutch. The linear solenoid valve SL1 is controlled to control the shift, the linear solenoid valve SLU is controlled to control the engagement, release, and slip amount of a lock-up clutch (not shown), and the brake B2 is directly controlled to control the clutch-to-clutch. Each linear solenoid valve SL2 is controlled to control the shift. Further, the shift electronic control unit 78 determines the gear stage of the automatic transmission 14 based on the actual throttle valve opening θ _TH and the vehicle speed V from a previously stored shift diagram, and the determined gear stage and The electromagnetic valves S1, S2, S3, and S4 are driven so that the engaged state is obtained, and the electromagnetic valve SR is driven when the engine brake is generated.

Further, the vehicle is provided with a yaw rate sensor 83 for detecting the yaw rate, an acceleration sensor 87, a rudder angle sensor 85, a wheel rotation speed sensor 86, and a lateral acceleration sensor 89. From these sensors, a vehicle around the vertical axis of the vehicle body is provided. Rotational angular velocity (yaw rate) ω _Y , longitudinal acceleration G of the vehicle body, steering wheel steering angle θ _W , rotational speeds N _{W1 to} N _{W4 of} the four wheels, and lateral acceleration G of the vehicle body are signals for VSC electronics. It is supplied to the control device 82.

  The road gradient measuring / estimating unit 118 that measures or estimates the road gradient can be provided as a part of the shift electronic control unit 78. The road gradient measurement / estimation unit 118 can measure or estimate the road gradient based on the acceleration detected by the acceleration sensor 87. Further, the road gradient measuring / estimating unit 118 may store the acceleration on a flat road in advance and obtain the road gradient by comparing with the acceleration actually detected by the acceleration sensor 87.

  The driving orientation estimation unit 115 can be provided as a part of the shift electronic control unit 78. The driving direction estimation unit 115 estimates the driving direction (sport driving direction or normal driving direction) of the driver based on the driving state of the driver and the driving state of the vehicle. Details of the driving orientation estimation unit 115 will be described later. Note that the configuration of the driving orientation estimation unit 115 is not limited to the content described in the present embodiment, and includes a wide variety of known configurations as long as the driving orientation of the driver is estimated. Here, the term “sports driving orientation” refers to a direction that emphasizes power performance, an acceleration direction, or a preference for sports driving in which the response of the vehicle to the driver's operation is quick.

Next, details of the driving orientation estimation unit 115 will be described.
The driving orientation estimation unit 115 includes a neural network NN in which the driving operation related variable is input and an estimation calculation is started every time one of a plurality of types of driving operation related variables is calculated, and based on the output of the neural network NN. To estimate the driving direction of the vehicle.

  For example, as shown in FIG. 4, the driving direction estimation unit 115 includes a signal reading unit 96, a preprocessing unit 98, and a driving direction estimation unit 100. The signal reading means 96 reads signals such as the throttle valve opening 64, the vehicle speed 66, the engine rotation speed 58, and the vehicle acceleration G87 at a relatively short predetermined cycle. The detection signal read by the signal reading means 96 is output to the preprocessing means 98.

The pre-processing means 98, based on the signals sequentially read by the signal reading means 96, provides a plurality of types of driving operation-related variables that are closely related to the driving operation reflecting the driving direction, that is, the output operation amount (accelerator pedal operation at the start of the vehicle). Amount), that is, the throttle valve opening TA _ST when the vehicle _starts , the maximum change rate of the output operation amount during acceleration operation, that is, the maximum change rate A _CCMAX of the throttle valve opening, the maximum deceleration G _NMAX when braking the vehicle, _Coasting traveling time T _COAST , constant vehicle speed traveling time T _VCONST , section maximum value of signal input from each sensor within a predetermined section, maximum vehicle speed V _max after starting driving, etc. It is. The driving orientation estimation unit 100 includes a neural network NN that performs the driving orientation estimation calculation by permitting the driving operation related variable every time the driving operation related variable is calculated by the preprocessing unit 98, and outputs the neural network NN. A certain driving direction estimation value is output. In this embodiment, for example, the driving orientation estimated value in the case of normal traveling orientation is set to 0, and the driving orientation estimated value in the case of sports travel orientation is set to 1.

FIG The preprocessing means 98 in 4, starting at the output operation amount calculating means 98a for calculating the throttle valve opening TA _ST when the output operation amount i.e. vehicle starting during vehicle start, the output operation amount maximum change during acceleration operation rate i.e. accelerating operation when the output operation amount maximum change rate calculating means 98b for calculating the maximum change rate a _CCmax of the throttle valve opening, braking maximum deceleration calculating means for calculating the maximum deceleration G _NMAX during braking operation of the vehicle 98c , input signals from the sensors in the coasting time calculation means 98d, constant vehicle speed running time calculating means 98e for calculating the constant vehicle speed running time T _VCONST, for example 3 seconds to a predetermined section within which calculates the coasting time T _COAST vehicle maximum value periodically calculates the input signal interval maximum value calculating means 98f of the maximum vehicle speed calculating means for calculating a maximum vehicle speed V _max of the operation after the start 98g Nadogaso Each is provided.

The maximum values of the input signals within the predetermined interval calculated by the input signal interval maximum value calculating means 98f include the throttle valve opening TA _maxt (64), the vehicle speed V _maxt (66), and the engine speed N _Emaxt ( 58) Is used.

  The neural network NN provided in the driving orientation estimation means 100 of FIG. 4 can be configured by modeling a nerve cell group of a living body by software based on a computer program or hardware consisting of a combination of electronic elements. For example, it is comprised so that it may be illustrated in the block of the driving | operation direction estimation means 100 of FIG.

In FIG. 4, a neural network NN includes an input layer composed of _r nerve cell elements (neurons) X _i (X _{1 to} X _r ) and s nerve cell elements Y _j (Y _{1 to} Y _s ). Is a three-layered hierarchical type composed of an intermediate layer composed of _t and an output layer composed of _t neuron elements Z _k (Z _{1 to} Z _t ). In order to transmit the state of the nerve cell element from the input layer to the output layer, the r nerve cell elements X _i and s nerve cell elements Y having a coupling coefficient (weight) W _Xij are provided. a transfer element D _Xij coupling the _j respectively, the coupling coefficient (weight) W _Yjk the have the s neuronal elements Y _j and t pieces of transmission elements D _Yjk of neuronal elements Z _k and the coupling respectively Is provided.

The neural network NN is its coupling coefficient (weight) W _Xij, pattern associative system that is made to learn the coupling coefficient (weight) W _Yjk called backpropagation learning algorithm. Learning, so are allowed to advance completed by running experiments in matching driving manner and the value of the driving operation related variables, during vehicle assembly, the coupling coefficient (weight) W _Xij, the coupling coefficient (weight) W _Yjk Is given a fixed value.

  In the above learning, sports-oriented driving and normal driving (normal) -oriented driving are carried out for a plurality of drivers on various roads such as highways, suburban roads, mountain roads, and city roads, respectively. With the directivity as a teacher signal, n indicators (input signals) obtained by pre-processing the teacher signal and the sensor signal are input to the neural network NN. The teacher signal is converted into a value from 0 to 1 for driving orientation. For example, normal driving orientation is 0 and sports driving orientation is 1. The input signal is used after being normalized to a value between -1 and +1 or between 0 and 1 (in this embodiment, it is used after normalizing to a value between 0 and 1). ).

  The VSC electronic control device 82 is a microcomputer similar to the above, and for VSC control, the CPU processes an input signal according to a program stored in the ROM in advance using the temporary storage function of the RAM, and the throttle. The throttle valve 56 is driven via the actuator 54, and an electromagnetic valve (not shown) provided in the hydro booster actuator 88 is driven to control the brake hydraulic pressures of the four wheels. The hydro booster actuator 88 is incorporated in a braking hydraulic circuit (not shown), and the braking forces of the four wheels are independently controlled as necessary. The VSC electronic control device 82 is also connected to the engine electronic control device 76 and the shift electronic control device 78 so that they can communicate with each other, and a necessary signal is appropriately transmitted from one to the other. .

  The road surface μ detection / estimation unit 92 may be provided as a part of the VSC electronic control device 82. The slipperiness of the road surface represented by the friction coefficient μ of the road surface (whether it is a low μ road) is detected or estimated. Here, the low μ road includes a bad road (including a case where the road surface has large unevenness or a step on the road surface). That is, the road surface μ detection / estimation unit 92 calculates the friction coefficient μ of the traveling road surface, and determines whether the road is a low μ road depending on whether the calculated friction coefficient μ exceeds a predetermined threshold value. Is determined.

  In the road surface μ detection / estimation unit 92, instead of obtaining the specific value of the friction coefficient μ by calculation, the rotation of the front and rear wheels of the vehicle detected by various conditions, for example, the wheel rotation speed sensor 86, instead of the above, is obtained. Based on the difference in speed, it is possible to detect whether or not the road surface is a low μ road.

  Here, the specific method of detecting / estimating whether or not the road surface μ detecting / estimating unit 92 is a low μ road is not particularly limited, and a known method can be adopted as appropriate. For example, in addition to the wheel speed difference before and after the above, the rate of change of wheel speed, ABS (anti-lock brake system), TRS (traction control system) and VSC (vehicle stability control) operation It is possible to detect / estimate whether the road is a low μ road by using at least one of the relationship between the history, the acceleration of the vehicle, and the wheel slip ratio.

  The road surface μ detection / estimation unit 92 predicts whether the road surface is a low μ road, based on information (navigation information, etc.) about the road surface scheduled to travel in the future. Here, the navigation information includes information on road surfaces (for example, non-paved roads) recorded in advance on a storage medium (DVD, HD, etc.) as in the navigation system device 113, as well as past actual driving and other information. Information (including information indicating road conditions and information indicating weather conditions) obtained through communication (including vehicle-to-vehicle communication and road-to-vehicle communication) with other vehicles and communication centers. Such communications include road traffic information communication systems (VICS) and so-called telematics.

  With reference to FIGS. 2 to 6, the operation of corner control performed in the present embodiment will be described.

  FIG. 5 is a chart for explaining the deceleration control of the present embodiment. FIG. 5 shows a control execution boundary line Lb, a required deceleration 401, a target turning vehicle speed Vreq, a road shape top view, and a point a where the accelerator is OFF (the accelerator opening is fully closed).

[Step S10]
In step S10, the shift electronic control unit 78 determines whether or not the accelerator is in an OFF state (fully closed) based on a signal from the throttle sensor 64. 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 S120. As described above, in FIG. 5, the accelerator opening is zero (fully closed) at the position (time point) a.

[Step S20]
In step S20, the shift electronic control unit 78 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 S50. If the flag F is 2, the process proceeds to step S60. 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 shift electronic control unit 78 determines whether or not this control is necessary based on, for example, the control execution boundary line Lb. In the determination, in FIG. 5, if it is located above the control execution boundary line Lb in relation to the current vehicle speed and the distance to the entrance c of the corner 402, it is determined that this control is necessary, and the control execution boundary line If it is located below Lb, it is determined that this control is unnecessary. As a result of the determination in step S30, if it is determined that this control is necessary, the process proceeds to step S40. If it is determined that this control is not necessary, this control flow is returned.

  In FIG. 5, the horizontal axis indicates the distance, and the earlier corner 402 exists from the point 403 to the point 404. In order to turn the corner 402 with a predetermined turning G set in advance, a target turn corresponding to the radius (or curvature) R405 of the corner 402 at a point b offset by a predetermined amount from the entrance c of the corner 402. It has to be decelerated to the vehicle speed Vreq.

The target turning vehicle speed Vreq can be calculated, for example, according to the following formula 1 (theory). The target turning lateral G Gyt used at this time is variably set based on the operation of FIG.

  The control execution boundary line Lb is a relationship between the current vehicle speed and the distance to the point b before the entrance c of the corner 402, as long as the deceleration exceeding the deceleration due to the normal braking set in advance does not act 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 b before the entrance c of the corner 402 (the corner 402 cannot turn at the target turning lateral G Gyt). That is, when the vehicle is positioned above the control execution boundary line Lb, in order to reach the target turning vehicle speed Vreq at the point b before the entrance c 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 line Lb, the deceleration control corresponding to the corner R of the present embodiment is executed (step S46), and the brake operation amount by the driver is increased by increasing the deceleration. Even if the vehicle is not operated 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 the point b before the entrance c of the corner 402.

  As the control execution boundary line Lb of the present embodiment, the control execution boundary line used for the shift point control corresponding to the conventional general corner R can be applied as it is. The control execution boundary line Lb is created by the shift electronic control unit 78 based on the data input from the navigation system device 113 and indicating the R405 of the corner 402 and the distance to the corner.

  In the present embodiment, in FIG. 5, the time point corresponding to the symbol a at which the accelerator opening is zero is located above the control execution boundary line Lb, so that it is determined that this control is necessary (step S30-Y). ), Go to step S40. In step S30, if it is determined that there is no corner ahead based on the data input from the navigation system device 113 by the shift electronic control device 78, it is determined that this control is unnecessary.

[Step S40]
In step S40, the shift electronic control unit 78 determines an upper limit shift stage (downshift shift amount). Here, the upper limit shift stage means the shift stage after the downshift. In this example, the necessary deceleration for traveling in the corner 402 at the target turning vehicle speed Vreq is calculated, and the upper limit gear stage can be determined based on the necessary deceleration. Below, the determination method of the upper limit gear stage based on required deceleration is demonstrated.

  First, the radius R of the corner 402 and the distance L to the point b before the entrance c of the corner 402 are obtained. The radius R of the corner 402 can be obtained from map information of the navigation system device 113, for example. The distance L to the point b in front of the entrance c of the corner 402 can be obtained, for example, from the position information of the vehicle by GPS and the map information of the navigation system device 113.

Next, the required deceleration Greqx is obtained. The required deceleration Greqx can be calculated, for example, according to the following formula 2 (theory).

  Next, the upper limit gear position is determined based on the required deceleration Greqx obtained above. Vehicle characteristic data indicating the deceleration G for each vehicle speed at each gear position when the accelerator is OFF as shown in FIG. 6 is registered in advance in the shift electronic control unit 78.

  Here, assuming that the output rotational speed is 1000 [rpm] and the required deceleration Greqx is −0.12 G, in FIG. 6, the vehicle speed corresponds to the vehicle speed when the output rotational speed is 1000 [rpm]. In addition, it can be seen that the shift speed at which the deceleration closest to −0.12G of the required deceleration Greqx is the fourth speed. Thereby, in the case of the above example, the upper limit gear position is determined to be the fourth speed.

  The following method can be used as a method for selecting the gear position that provides the closest deceleration to the required deceleration Greqx. The maximum value (maximum deceleration) of the deceleration due to the shift of the automatic transmission 14 is obtained by referring to the maximum deceleration map stored in advance in the shift electronic control device 78. In the maximum deceleration map, the maximum deceleration value indicates the type of shift (for example, the combination of the shift stage before the shift and the shift stage after the shift, such as 4th speed → 3rd speed, 3rd speed → 2nd speed). It is determined as a value based on the vehicle speed (output rotation speed). With reference to the maximum deceleration map, the shift stage that is the closest to the required deceleration Greqx is determined as the upper limit shift stage from the current vehicle speed and the current shift stage.

  In this case, the gear stage that is the closest to the required deceleration Greqx is selected as the upper limit gear stage. However, the upper limit gear stage is a deceleration that is equal to or less than (or more than) the required deceleration Greqx. You may select the gear stage used as the deceleration closest to Greqx. Following step S40, step S46 is performed.

[Step S46]
In step S46, a shift command to the upper limit gear determined in step S40 is output. Following step S46, step S50 is performed.

[Step S50]
In step S50, the shift electronic control unit 78 determines whether or not the vehicle has entered the corner 402 (vehicle turning determination). The shift electronic control unit 78 performs the determination in step S50 based on the steering angle value, the size of the lateral G of the vehicle, and the like. Alternatively, based on the data input from the navigation system device 113 and indicating the current position of the vehicle and the position of the entrance c of the corner 402, the determination in step S50 is performed. As a result of the determination in step S50, if it is after entering the corner 402, the process proceeds to step S60, and if not, the process proceeds to step S100.

  In the first stage in which this control flow is performed, the vehicle has not entered the corner 402 (step S50-N), so the process proceeds to step S100.

[Step S100]
In step S100, 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 S50 and is repeated until the condition of step S50 is satisfied. It is.

[Step S60]
In step S60, a new upshift and downshift are restricted by the shift electronic control unit 78. During cornering after entering the corner 402, the upshifting to a relatively high speed gear stage is restricted compared to the gear stage related to the downshift command output in step S46. Usually, even in the shift point control for a general corner, an upshift during cornering after entering the corner is prohibited. Further, regarding the downshift, during cornering after entering the corner 402, it is restricted that the downshift is performed at a lower speed than the speed associated with the downshift command output in step S46. Is done. This is because during cornering, an increase in deceleration is prevented, contributing to vehicle stability. After step S60, the process proceeds to step S70.

[Step S70]
In step S <b> 70, the shift electronic control unit 78 determines whether or not the vehicle has escaped from the corner 402. The shift electronic control unit 78 determines whether or not the vehicle has escaped from the corner 402 based on the steering angle value or the lateral G acting on the vehicle. Alternatively, based on the data input from the navigation system device 113 and indicating the current position of the vehicle and the position of the exit 404 of the corner 402, the determination in step S70 is performed. As a result of the determination in step S70, if it is after exiting the corner 402, the process proceeds to step S80, and if not, the process proceeds to step S110.

  Since the vehicle has not escaped from the corner 402 at the first stage when the control flow is performed (step S70-N), the flag F is set to 2 in step S110, and the 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), new upshifts and downshifts remain restricted ( Step S60) is repeated until the condition of Step S70 is satisfied. If the condition of step S70 is satisfied (step S70-Y), the process proceeds to step S80.

[Step S80]
In step S80, the shift electronic control unit 78 releases the shift restriction. As a result, the restriction on the upshift and the downshift performed in step S60 is released. Following step S80, step S90 is performed.

[Step S90]
In step S90, the flag F is set to 0 by the shift electronic control unit 78. After step S90, this control flow is reset.

[Step S120] to [Step S140]
Before the deceleration control of the present embodiment is started (with flag F = 0), if the accelerator is not fully closed (step S10-N), it is determined whether cornering is being performed (step S120). If the result of this determination is that cornering is in progress (step S120-Y), this control flow is reset. When cornering is not in progress (step S120-N), the shift restriction is canceled (step S130), and the flag F is cleared and reset (step S140). Note that in the initial state when this control is started, the shift is not restricted and the flag F is also 0, so it remains as it is.

  If the determination is negative in step S50, or if the accelerator is stepped on while waiting for a negative determination in step S70 to make a positive determination (step S10-N), The determination in step S120 is performed, and necessary measures are taken according to the determination result.

  As described above, corner control is executed in accordance with the operation shown in FIG. When corner control is performed in accordance with the operation shown in FIG. 2 above, the control amount of various controls such as the upper limit gear is not necessarily suitable for the driving environment including the road environment, the driving condition of the vehicle, or the driver's condition. The corner control in this case does not necessarily match the driver's feeling. Therefore, in the present embodiment, the operation described below with reference to FIG. 1 is performed to realize control more suited to the driver's feeling.

  The operation of the present embodiment will be described with reference to FIG. The operation of this embodiment is executed before the corner (control target point).

[Step S101]
In step S101, the driver is authenticated and the current driver is specified. Information about the current driver is obtained by the driver's own information when the driver inputs the information to the vehicle side, or when the driver's license information is stored as magnetic data in the ID card. Can be done. Following step S101, step S102 is performed.

[Step S102]
In step S102, it is determined whether or not information (hereinafter referred to as specific travel related information) when the current driver identified in step S101 travels the corner (control target point) last time is stored.

  Here, the specific travel-related information is the travel state when the identified current driver travels the corner (control target point) last time (the actual lateral G of the vehicle when the corner is turned, or The actual lateral G and the target turning lateral G Gyt), the driver's state at that time (wakefulness, concentration, driving orientation, mood, physical condition, etc.), and the road surface condition (road surface μ, Unevenness, etc.) and the surrounding conditions of the vehicle (whether you were following the vehicle ahead or you were driving alone, the forward view of your vehicle, the visibility, the brightness of the driving environment, etc.) This is information on the date and time of the time, the number of times of traveling (running frequency) of the corner by the specified driver, and the like.

The actual lateral G of the vehicle is obtained by a lateral acceleration sensor 89.
Information on the driver's arousal level, concentration level, and mood can be acquired by determining the driver's line of sight and face orientation with a camera (in-vehicle camera) 116, for example. Information on the physical condition of the driver can be acquired by, for example, a blood pressure sensor or a pulse sensor provided in the steering. The driving direction of the driver is estimated by the driving direction estimation unit 115.

The road surface state is detected and estimated by the road surface μ detection / estimation unit 92.
The vehicle surroundings can be acquired using, for example, communication with the center by the communication device 117 or vehicle-to-vehicle communication, the navigation system device 113, the camera (vehicle periphery monitoring camera) 116, and the radar 114. is there.

  As a result of the determination in step S102, if specific traveling related information is stored, step S103 is performed, and if not, step S107 is performed.

[Step S103]
In step S103, the specific travel related information (information determined to be present in step S102) stored together with the position information of the corner (control target point) is stored in front of the corner (control target point). It is loaded at a predetermined distance set in advance.

  Here, the reason why the specific travel related information is loaded at a predetermined distance in front of the control target point is that the specific travel related information is loaded at the control target point. This is because it cannot be used for the control. Following step S103, step S104 is performed.

[Step S104]
In step S104, among the specific travel related information determined to be present in step S102, the driver's state (excluding driving orientation), the road surface state, and the vehicle surrounding state are the same as the current state. It is determined whether or not. As a result of the determination, when it is determined that the driver's state, the road surface state, and the vehicle surrounding situation are the same as the current situation among the specific traveling related information (step S104-Y), It progresses to step S105, and when that is not right (step S104-N), it progresses to step S107.

[Step S105]
In step S105, among the specific travel-related information determined to be present in step S102, the driver's state (excluding driving direction), the road surface state, and the vehicle surroundings are factors that reduce driving direction. It is determined whether or not there has been. As a result of the determination, if it is determined that there is a factor that decreases the driving direction in the stored driver state (excluding driving direction), the road surface state, and the vehicle surroundings, step S107. If not, the process proceeds to step S106.

  As described with reference to FIG. 4 above, the driving orientation is estimated from the driver's operation and the state quantity of the vehicle. Therefore, the driving orientation of the driver cannot always be estimated accurately. In particular, the driver's intention and operation may change due to external factors, and the driving orientation estimated value may deviate from the actual driving orientation. Using the driving orientation (estimated value) and the actual lateral G information (reference numeral 702 in FIG. 7 described later) stored in such a situation, the control target value for this time is determined (step S106 described later). ) Is not appropriate. Therefore, in step S105, it is determined whether or not there is a factor that deviates from the previous driving orientation estimated value and the actual driving orientation. As a result of the determination, if it is determined that there is no factor causing the previous driving orientation estimated value to deviate from the actual driving orientation, the process proceeds to step S106, and if it is determined that there is the same factor, Proceed to step S107.

[Step S106]
In step S106, of the specific travel-related information determined to be present in step S102, the travel state when traveling the corner (control target point) last time (the actual lateral G of the vehicle when turning the corner, Or, based on the current driving direction and the driving orientation of the current state of the driver and the current driving direction, the control target (target turning) of the current corner control is determined. Horizontal G Gyt) is set.

For example, the target turning lateral G Gyt of the current corner control can be obtained by the following expression 3.

  FIG. 7 is a map (target turning lateral G setting map) for setting the target turning lateral G Gyt. According to the target turning lateral G setting map of FIG. 7, as shown in the map value 701, the target turning lateral G Gyt is set based on driving orientation, and the target turning lateral G Gyt is larger as it is more sport oriented. The target turning lateral G Gyt is set to a smaller value as the direction is set slower and the direction is slower.

  As shown in the above equation 3 and FIG. 7, when the driving direction at the time of traveling the corner (control target point) last time is SK1, according to the target turning lateral G setting map, as shown in the map value 701, The target turning lateral G Gyt is Gmap, but when the actual lateral G of the vehicle when traveling the corner (control target point) last time in the specific traveling related information is G1 (> Gmap), The driver is estimated to be a type that runs with a lateral G, and if corner control is performed based on the target turning lateral G Gyt (Gmap) set by the target turning lateral G setting map, the driver may overdecelerate. turn into.

  Therefore, in the present embodiment, the actual lateral G (G1) of the vehicle when traveling the corner (control target point) last time in the specific traveling related information, and the driving direction (SK1) of the driver at that time Based on the current driving direction of the driver (see reference numeral 702 in FIG. 7), the target cornering lateral G Gyt of the current corner control is set according to the above-described equation 3. However, upper and lower limit guards Gtmax and Gtmin are set in order to prevent excessive deceleration or excessive deceleration. When the current driving direction is SKN, the target turning lateral G Gyt is set to GT as shown in Equation 3 and FIG. Accordingly, the target turning lateral G Gyt that more reflects the driver's preference can be set.

[Step S107]
In step S107, a control target is determined from various information during the current traveling.
First, as a result of the determination in step S105, when a positive determination is made and step S107 is executed, a control target is determined as follows. For example, when the current driving orientation is SKN, the target turning lateral G Gyt is set to G2, as shown in the map value 701 of the target turning lateral G setting map in FIG.

  If there is a factor that reduces the driving direction in the stored driver state, road surface condition, and vehicle surroundings (step S105-Y), the vehicle travels the corner (control target point) last time. The relationship between the actual lateral G (G1) of the vehicle at that time and the driving direction (SK1) of the driver at that time (reference numeral 702 in FIG. 7) cannot be used. In this case, the target turning lateral G Gyt is set to G2 in accordance with the map value 701.

  On the other hand, if the result of the determination in step S102 is negative and step S107 is executed, that is, if the specific travel related information is not stored, and the result of the determination in step S104 is negative. When the determination is made and step S107 is performed, that is, the driver's state (excluding driving orientation), the road surface state, and the vehicle surrounding situation in the specific traveling related information are the same as the current situation. Even if it is not determined that there is, the target turning lateral G Gyt is determined according to the current driving-oriented estimated value and the map value 701 as in the case where the determination in step S105 is positively determined. Is done.

[Step S108]
In step S108, after passing through the corner (control target point) and passing a predetermined distance, the travel state when the corner (control target point) is traveled this time along with the position information of the corner. The driver's state (including driving orientation) at that time, the road surface state at that time, the vehicle surroundings at that time, and the like are stored. The information stored here is used as the specific travel related information in the next corner control.

  Further, in the above, the driver's state, road surface state, and vehicle surrounding situation when the corner control was performed last time are stored, the driver's state (excluding driving orientation), road surface state, and vehicle surrounding state, When the current driver state (excluding driving orientation), the road surface state, and the vehicle surroundings are the same (step S104-Y), the stored actual lateral G, driving orientation, and current driving orientation are stored. Based on this, the process proceeds to a flow (step S106) in which the control target of the current corner control is determined. However, as a result of the comparison, what is required to match is not limited to the above three requirements (driver state (excluding driving orientation), road surface condition, vehicle surrounding situation). For example, it is only necessary that one of them is stored and the one requirement is matched.

  Next, the effect of this embodiment is demonstrated.

(1) Information (specific travel related information) when the current driver traveled the corner (control target point) last time is stored (step S101, step S102-Y), and among the specific travel related information The driver's state (excluding driving orientation), the road surface state, and the vehicle surroundings are the same as the current state (step S104-Y), and the driving is included in the specific traveling related information. If it is determined that there is no factor that decreases the driving direction in the person's state (excluding driving direction), the road surface condition, and the vehicle surroundings state (step S105-N), The driving state (actual lateral G of the vehicle when turning around the corner) when driving the corner (control target point) last time, the driving direction of the driver's state at that time, Based on the driving orientation, the control target of this corner control (target turning lateral G Gyt) is set (step S106).

(2) Information (specific travel related information) when the current driver traveled the corner (control target point) last time is stored (step S101, step S102-Y), and among the specific travel related information The driver's state (excluding driving orientation), the road surface state, and the vehicle surroundings are the same as the current state (step S104-Y), and the driving is included in the specific traveling related information. If it is determined that the driver's state (excluding driving orientation), the road surface state, and the vehicle surroundings have a factor that reduces driving orientation (step S105-Y), the current information (for example, current time) Based on the driving orientation, a control target (target turning lateral G Gyt) for the current corner control is set (step S107).

(3) Information (specific travel related information) when the current driver traveled the corner (control target point) last time is stored (step S101, step S102-Y), and the specific travel related information When the driver's state (excluding driving orientation), the road surface state, and the vehicle surroundings are different from the current situation (step S104-N), based on the current information (for example, current driving orientation). Thus, the control target (target turning lateral G Gyt) of the current corner control is set (step S107).

  As described above, the present embodiment discloses the following technique.

<1> A vehicular driving force control device that has a storage device and controls the degree of deceleration of the vehicle when entering a corner based on a target turning lateral G when passing a front corner. (Actual lateral G, or the difference between the target turning lateral G and the actual lateral G, etc.) along with the position information, the driver's state (wakefulness, concentration, driving orientation, mood, physical condition, etc.), and road surface condition (road surface) μ, unevenness, etc.), vehicle surroundings (whether you were following the vehicle in front or you were driving alone, the forward view of your vehicle, visibility, brightness of the driving environment, etc.) The number of times of travel (travel frequency) of the corner by the specified driver is stored and used for setting the target turning lateral G during the corner travel. Based on the stored driving orientation and traveling state and the current driving orientation, the current control target is determined.

  In the above, the vehicle deceleration degree control means is not particularly limited, and various means such as a transmission downshift control, an automatic brake of a braking device, and a cooperative control of a transmission and a brake can be applied. .

<2> When the current control target is determined based on the stored driving orientation and traveling state and the current driving orientation, the stored driving orientation and traveling are determined only when a preset predetermined condition is satisfied. The state information is used for this control.

<3> When the stored driver state (excluding driving orientation) and the current driver state (excluding driving orientation) are the same, using the stored driving direction and driving state information, Determine the current control target.

<4> When the stored road surface state and the current road surface state are the same, the current control target is determined using the stored information on the driving direction and the traveling state.

<5> When the stored situation around the vehicle and the current situation around the vehicle are the same, the current control target is determined using the stored information on the driving direction and the traveling state.

  According to the above <1>, in order to determine the current control target in consideration of the previous driving result and the change state of the previous and current driving orientations, the driving force control suitable for the driver's direction and preference is performed. Can be provided.

  Since the driving orientation is estimated based on the operation of the driver and the state quantity of the vehicle, the driving orientation of the driver cannot always be accurately estimated. In particular, the driver's intention and operation differ depending on external factors, and the driving orientation may deviate from the actual driving orientation. According to the above <2>, it is possible to avoid using information stored in such a situation.

  Since the driving orientation is estimated based on the operation of the driver and the state quantity of the vehicle, the driving orientation of the driver cannot always be accurately estimated. In particular, the driver's intention and operation differ depending on external factors, and the driving orientation may deviate from the actual driving orientation. If information stored in such a situation is used and the control target for this time is determined, the driving condition and the driver's preference will not be met, and a sense of incongruity will increase. According to the above <3>, this problem can be avoided.

  In the above, corner control has been described as an example of a technique for controlling the driving force of a vehicle based on a travel environment parameter related to a position where the vehicle travels. However, the present embodiment is not limited to corner control. For example, based on the location where the vehicle travels, such as intersections, T-shaped roads, railroad crossings, automobile roads, intersections, exit roads, toll gates, points where the number of lanes decreases, points where the width of the road is narrow, etc. And a technology for controlling the driving force of the vehicle.

  Vehicle driving force control includes downshift, automatic brake, electronic throttle closing control, exhaust brake control, etc., deceleration control, delay of upshift in the joint path, etc. Control that generates a large positive driving force by performing control for opening or performing downshifting is included.

(First modification of the first embodiment)
In the first embodiment, the upper limit gear position is determined based on the required deceleration Greqx (step S40 in FIG. 2). Here, inconvenience may occur when the upper limit gear position is obtained based on the required deceleration Greqx. This will be described below.

  FIG. 8 shows the relationship between the distance L from the current position of the vehicle to the entrance of the corner and the required deceleration Greqx obtained according to the above equation 2. According to the above equation 2, since the term of the distance L is in the denominator, even if the current vehicle speed V is slightly over the target turning vehicle speed Vreq, as shown in FIG. When the distance L is small, the required deceleration Greqx approaches infinity. Therefore, in an area where the distance L is small, if the upper limit shift stage is determined based on the required deceleration Greqx, the driver may feel uncomfortable.

  As shown in FIG. 8, in the region where the distance L is relatively large, the required deceleration Greqx does not become excessive with respect to the originally required value, and therefore the upper limit gear stage is determined based on the required deceleration Greqx. On the other hand, in the region where the distance L is small, the required deceleration Greqx is a value that is larger than the originally required value, and therefore the upper limit gear position is determined based on the required deceleration Greqx. Is not preferable. That is, it is not appropriate to always perform deceleration control only with the required deceleration Greqx obtained according to the above equation 2, and in the region where the distance L is relatively small, the reference (necessary deceleration) for determining the upper limit gear is corrected. Need to be done. The main purpose of this modification is to solve this problem.

  Therefore, in the first modification, when corner control is performed far from the corner, the first deceleration determined based on the distance to the corner (same as the required deceleration Greqx) is used, and the corner is also controlled. When corner control is performed in the vicinity of, the upper limit gear stage can be obtained using the second deceleration Greq determined based on the lateral G expected when the vehicle enters the corner.

The second deceleration Greky is expressed by the following formula 4.

The predicted lateral G is the lateral G when the vehicle enters the corner at the current vehicle speed V. If the predicted lateral G is Gyf, the expected lateral G is obtained by the following equation (5).

  In this modification, based on the lateral G difference ΔGy, the knowledge that the vehicle should be decelerated when entering the corner is obtained and used as an index for obtaining the upper limit gear.

  For example, the second deceleration Greqy can be obtained based on the lateral G difference ΔGy according to a preset relationship (map) as shown in FIG. The relationship between the second deceleration Greqy and ΔGy is set in advance by experiment, experience, or the like. The first deceleration (the required deceleration) Greqx includes a term of the distance L as shown in the above formula 2. As a result, when the distance L is small, the first deceleration (the required deceleration). Will be inconvenient (excessive). For this reason, in this modification, the lateral G difference ΔGy is used as a parameter that does not depend on the distance L and should be a suitable index when determining the upper limit gear.

  As shown in FIG. 9, the greater the lateral G difference ΔGy, the higher the driving state of the vehicle, the higher the request for deceleration when entering the corner, so the second deceleration Greqy is set to a larger value. On the contrary, the smaller the lateral G difference ΔGy, the lower the request for deceleration when entering the corner, so the second deceleration Greqy is set to a smaller value. Further, when the lateral G difference ΔGy is equal to or smaller than a predetermined value, the second deceleration Greqy is set to be zero. When entering the corner at a vehicle speed slightly higher than the target turning vehicle speed Vreq (when the lateral G difference ΔGy is equal to or less than a predetermined value), the corner can be turned without any problem. The second deceleration Greky is prevented from occurring.

(Second modification of the first embodiment)
In the first embodiment, the upper limit gear position is determined based on the required deceleration Greqx (step S40 in FIG. 2). In this modification, the map shown in FIG. 10 is referred to when determining the upper limit gear position.

In the map of FIG. 10, the upper limit gear stage is determined based on the radius (or curvature) R of the corner 402 and the road gradient θ _R. The road gradient θ _R can be obtained by the road gradient measurement / estimation unit 118.

FIG. 10 shows a downshift having a plurality of types of regions corresponding to driving operations in a two-dimensional coordinate system with a horizontal axis representing the radius of curvature R of the curved road ahead of the vehicle and a vertical axis representing the gradient θ _{R of the} traveling road surface. It is a judgment map. In this downshift determination map, a first downshift area A ₁ , a second downshift area A ₂ , and a non-downshift area A ₃ are provided. In the downshift determination map, when the uphill driving force or downhill engine braking force is based on automatic shift control using a shift diagram normally used (when shift point control such as corner control is not performed) It is set so that it can be obtained more than the above.

The first downshift region A ₁ is a road surface that requires a relatively large climbing driving force (engine braking force when descending) (the curvature radius R is small) and the road surface inclination θ _R is tight (large). Or corresponding to a straight downhill road having a relatively large gradient θ _R requiring a relatively large engine brake, and a point indicating the curvature radius R and the road surface inclination θ _R is in the region A ₁ The shift to the third gear is determined.

In the second downshift region A ₂ , the road curve that requires a moderate uphill driving force (engine braking force when downhill) is moderate (curvature radius R is medium), and the road surface inclination θ _R is also medium. Or a relatively small climbing drive force (engine braking force when descending), the road curve is gentle (the radius of curvature R is relatively large) and the road slope θ _R is also relatively gentle (small). If the point indicating the radius of curvature R and the road surface inclination θ _R is within the area A ₂ , the shift to the fourth gear is determined.

The non-downshift region A ₃ corresponds to a straight uphill road or a gentle downhill road that does not require an increase in engine braking force, and a point indicating the curvature radius R and the road surface inclination θ _R is the area A _3. If it is within, the downshift is not determined regardless of the driving operation state.

  Now, assume that the corner R of the corner 402 is an intermediate middle corner and the road is a gentle downhill. In this case, the downshift determination map of FIG. 10 indicates that the fourth speed is the optimum gear stage (upper limit gear stage).

  In the map of FIG. 10 described above, it has been described that the upper limit gear position is obtained based on the size of the corner and the road gradient. Based on this, the upper limit gear can be determined.

  In step S106 of the present modification, the upper limit gear position in the current corner control is obtained by correcting the upper limit gear position in the previous corner control according to the driving orientation in the previous corner control and the driving orientation in the current corner control. Is possible.

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 flowchart which shows other 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 another schematic block diagram of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure for demonstrating the corner control of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure which shows the relationship between the vehicle speed of the 1st Embodiment of the vehicle driving force control apparatus of this invention, deceleration, and a gear stage. It is a figure which shows the relationship between the driving | operation direction of 1st Embodiment of the driving force control apparatus for vehicles of this invention, and the target turning lateral G. FIG. It is a figure which shows the relationship between the distance to the entrance of the corner of the 1st modification of 1st Embodiment of the vehicle driving force control apparatus of this invention, and target deceleration Greqx. It is a figure for demonstrating the map for calculating | requiring the 2nd target deceleration Greqy of the 1st modification of 1st Embodiment of the vehicle driving force control apparatus of this invention. It is a figure for demonstrating the relationship between the curvature degree of the corner of the 2nd modification of 1st Embodiment of the vehicle drive force control apparatus of this invention, a road surface gradient, and a target gear stage.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Engine 14 Automatic transmission 20 Input shaft 42 Output shaft 54 Throttle actuator 56 Throttle valve 58 Engine rotational speed sensor 60 Intake air amount sensor 62 Intake air temperature sensor 64 Throttle sensor (throttle valve opening)
66 Vehicle speed sensor 68 Cooling water temperature sensor 70 Brake switch 72 Shift lever 74 Operation position sensor 75 Clutch C0 rotation sensor 76 Electronic control device for engine 77 Oil temperature sensor 78 Electronic control device for shifting 79 Fuel injection valve 80 Igniter 82 Electronic control device for VSC 83 Yaw Rate Sensor 84 Hydraulic Control Circuit 85 Steering Angle Sensor 86 Wheel Rotation Speed Sensor 87 Acceleration Sensor (Vehicle Acceleration G)
88 Hydro Booster Actuator 89 Lateral G Sensor 92 Road Surface μ Detection / Estimation Unit 96 Signal Reading Means 98 Pre-Processing Means 98a Output Manipulation Calculating Means at Start 98b Output Manipulation Maximum Change Rate Calculation Means at Acceleration Operation 98c Means 98d Coasting travel time calculation means 98e Constant vehicle speed travel time calculation means 98f Input signal section maximum value calculation means 98g Maximum vehicle speed calculation means 100 Driving direction estimation means 113 Navigation system apparatus 114 Radar 115 Driving direction estimation section 116 Camera 117 Communication apparatus 118 Road Gradient measurement / estimation unit 701 Map value G1 Previous actual lateral G
GT This target turning lateral G
Gtmax Upper limit guard Gtmin Lower limit guard Gmap Target turning lateral G by map
NN Neural network S1 to S4, SR Solenoid valve SK1 Previous driving orientation SKN Current driving orientation SL1, SL2, SLU, SLT Linear solenoid valve

Claims (3)

Means for storing the driving state and driving direction of the vehicle when control of the driving force of the vehicle is executed;
Means for storing the position of the vehicle when control of the driving force of the vehicle is executed;
Means for detecting the current position of the vehicle;
Means for detecting the driving direction when the control of the driving force of the vehicle is executed this time;
When the control of the stored driving force of the vehicle is executed, the detected current position of the vehicle, and the stored control of the driving force of the vehicle are executed Means for determining a control target value when the driving force control of the vehicle is executed based on the driving state and driving direction of the vehicle and the driving orientation when the driving force control of the vehicle is executed. A vehicle driving force control apparatus comprising: The vehicle driving force control device according to claim 1,
Control target when the driving force control of the vehicle is executed based on at least one of the state of the driver, the road surface condition, and the vehicle surrounding situation when the driving force control of the vehicle is executed A vehicle driving force control apparatus characterized in that a value is determined. In the vehicle driving force control device according to claim 2,
Means for detecting whether at least one of a driver's state, a road surface state, and a vehicle surrounding situation when the control of the driving force of the vehicle is executed has a factor that reduces the driving direction; Prepared,
Driving direction and driving direction of the vehicle when the driving force control of the vehicle is executed and driving direction when the driving force control of the current vehicle is executed when there is no factor that reduces the driving direction The vehicle driving force control device is characterized in that a control target value when the control of the driving force of the vehicle is executed is determined based on the above.

Images