JP2008089120A - Vehicle driving force control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle driving force control device for effectively suppressing the rotating vibration of a driving wheel during accelerating a vehicle by promoting an up-shift change of the gear ratio of a transmission when the driving wheel has or may have rotating vibration during accelerating the vehicle. <P>SOLUTION: During accelerating the vehicle (Step 110), when detecting the rotating vibration of the driving wheel (Step 130) or determining that a travelling road is a cross road (Sep 160), the vehicle driving force control device gradually reduces target driving force Fp_t_future necessary for computing the shift stage of the transmission 16 (Steps 190, 200) until the rotating vibration of the driving wheel is over (Step 210) or cross road travel is finished (Step 220), to promote the up-shift change of the shift stage of the transmission. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a driving force control device for a vehicle, and more particularly to a driving force control device that controls the driving force of a vehicle based on a driving operation situation of a passenger and a driving situation of the vehicle.

As one of driving force control devices for vehicles such as automobiles, for example, as described in the following Patent Document 1 relating to the application of the present applicant, the target driving force of the vehicle is calculated according to the driver's acceleration request. The engine target throttle opening and the transmission target gear are determined based on the target driving force, the engine output is controlled based on the target throttle opening, and the transmission gear is controlled based on the target gear. A driving force control device configured as described above is conventionally known.
JP 2003-191774 A

When a vehicle such as an automobile accelerates on a road where the friction coefficient of the road surface is low, or when the vehicle accelerates on a so-called straddle road where the difference in friction coefficient of the road surface corresponding to the left and right driving wheels is large If the driving force becomes a specific driving force, the driving wheel rotates and vibrates, the driving wheel becomes uncomfortable due to the rotating vibration of the driving wheel, the grip of the driving wheel against the road surface decreases, The running stability of the vehicle may be adversely affected.
The above problem is not limited to the case where the transmission of the transmission is a multi-stage automatic transmission. The same problem occurs to some extent when the transmission of the transmission is a continuously variable automatic transmission. To do.

  In the conventional driving force control apparatus as described above, the target shift speed of the transmission is uniquely determined by a preset shift line based on the target driving force of the vehicle and the vehicle speed (or a value corresponding to the vehicle speed). The vehicle speed is estimated based on the output rotation speed of the transmission and the rotation speed of the wheels, and the rotational vibration of the drive wheels is not taken into account, so the vehicle is accelerated on a road with a low friction coefficient on the road surface, Rotational vibration of the drive wheel that occurs when the vehicle accelerates cannot be prevented.

  As a result of earnest research on the cause of the rotational vibration of the drive wheel generated when the vehicle is accelerated on a road with a low friction coefficient on the road surface or accelerated on a crossing road. Rotational vibration of the driving wheel is such that when the driving force of the driving wheel becomes a specific driving force, the frequency that changes between the slip state of the driving wheel tire with respect to the road surface and the grip state becomes the natural frequency of the driving system of the vehicle. This occurs due to the fact that the drive wheels are likely to resonate, and the rotational vibration of the drive wheels can be effectively suppressed by facilitating the upshift change of the transmission gear ratio to make it difficult to resonate. I found out.

  The present invention relates to a conventional drive configured such that a target driving force is calculated in response to a driver's acceleration request, and a target gear ratio of the transmission is determined by a preset shift line based on the target driving force and the vehicle speed. The main object of the present invention is based on the knowledge obtained as a result of research conducted by the present inventor, and the driving wheels are not accelerated during vehicle acceleration. When rotational vibration occurs or when there is a risk of this, it is to effectively suppress the rotational vibration of the drive wheels during acceleration of the vehicle by promoting an upshift change in the transmission gear ratio.

  According to the present invention, the main problems described above include a driving device including a driving source and a transmission, means for calculating a target driving force of the driving device based on at least a driving operation amount of an occupant, and the target driving force. In the vehicle driving force control device having a driving source control means for controlling the driving force of the driving source and a transmission ratio control means for controlling the transmission gear ratio of the transmission, the transmission ratio control means is a driving wheel. The vehicle driving force control device has a means for detecting the rotational vibration of the vehicle, and promotes an upshift change of the transmission gear ratio when the driving wheel vibrates rotationally (configuration of claim 1) Or a drive device including a drive source and a transmission, means for calculating a target drive force of the drive device based on at least an occupant's drive operation amount, and the target drive In a vehicle driving force control device having a driving source control means for controlling the driving force of the driving source based on a force, and a gear ratio control means for controlling a gear ratio of the transmission, the gear ratio control means comprises: Means for determining whether or not the road is a straddle with a large difference in friction coefficient between the road surfaces corresponding to the left and right drive wheels, and when the travel path is a straddle, the transmission gear ratio upshift is changed. This is achieved by a vehicle driving force control device (structure of claim 3).

  According to the first aspect of the present invention, when the drive wheels are oscillating in rotation, the change in the transmission gear ratio is promoted. Therefore, even when the drive wheels are oscillating in rotation, the transmission gear ratio is increased. Compared with the case of a conventional driving force control device in which shift change is not promoted, it is possible to make it difficult for the driving wheel to resonate at an early stage, thereby terminating the rotational vibration of the driving wheel early and reliably. Can do.

  According to the third aspect of the present invention, when the travel path is a straddle, an upshift of the transmission gear ratio is promoted. Therefore, even when the travel path is a straddle, the transmission gear ratio is upshifted. Compared to the case of a conventional driving force control device in which the change is not promoted, it is possible to make it difficult for the driving wheel to resonate at an early stage, thereby suppressing the rotational vibration of the driving wheel early and reliably and driving. It is possible to reliably and effectively prevent the wheels from rotating and vibrating.

  Further, according to the present invention, in order to effectively achieve the above main problem, in the configuration of claim 1, the speed ratio control means is configured such that the target driving force is obtained when the driving wheel is not rotating and vibrating. The transmission gear ratio is controlled on the basis of the speed of the transmission, and when the drive wheel is rotating and oscillating in a situation where the vehicle is accelerating, the transmission gear ratio is controlled based on the target driving force for speed ratio control smaller than the target driving force. It is comprised so that a gear ratio may be controlled (structure of Claim 2).

  According to the second aspect of the present invention, when the driving wheels are not rotating and vibrating, the transmission gear ratio is controlled based on the target driving force, and the driving wheels are rotating and vibrating in a situation where the vehicle accelerates. In some cases, the transmission gear ratio is controlled based on a target gear ratio control target driving force that is smaller than the target driving force. Therefore, when the drive wheels are not rotating and vibrating, the transmission gear shift is based on at least the occupant's driving operation amount. When the vehicle is accelerating and the drive wheels are rotating and oscillating, the transmission gear ratio can be controlled more reliably than when the transmission gear ratio is controlled based on the target drive force. An upshift change of the gear ratio can be promoted.

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of claim 3, the speed ratio control means is based on the target driving force when the travel path is not a straddle. When the vehicle is accelerating and the travel path is a straddling road, the transmission gear ratio is controlled based on a target drive force for speed ratio control smaller than the target drive force. It is comprised so that it may control (the structure of Claim 4).

  According to the fourth aspect of the present invention, when the traveling path is not a straddling path, the transmission ratio control means controls the transmission gear ratio based on the target driving force, and the traveling path is straddled in the situation where the vehicle accelerates. The transmission ratio of the transmission is controlled based on the target driving force for controlling the transmission ratio that is smaller than the target driving force. Therefore, when the travel path is not a straddle, the transmission speed of the transmission is determined based on at least the occupant's driving operation amount. The ratio of the transmission can be controlled, and when the vehicle is accelerating, the transmission path is a straddling path, and the transmission speed change is more reliable than when the transmission speed ratio is controlled based on the target driving force. A ratio upshift change can be facilitated.

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration according to any one of claims 1 to 4, the speed ratio control means is configured such that the driving operation amount of the occupant and the travel of the vehicle The basic gear ratio control target driving force is calculated based on the state, and when the driving wheel is not rotationally oscillated and the travel path is not a straddling road, the transmission gear ratio is calculated based on the gear ratio control target driving force. When the driving wheel is rotating and oscillating in a situation where the vehicle is accelerating or the traveling road is a straddling road, the target drive for speed ratio control after correction is smaller than the target driving force for speed ratio control. The gear ratio of the transmission is controlled based on the force (configuration of claim 5).

  According to the configuration of the fifth aspect, the basic drive ratio control target driving force is calculated based on the driving operation amount of the occupant and the traveling state of the vehicle, and the driving wheel is not rotationally vibrated and the traveling path is not a straddle. Sometimes, the transmission gear ratio is controlled based on the target drive force for gear ratio control, and when the vehicle is accelerating, the drive wheels are rotating and vibrating, or the travel road is a straddle road, the gear ratio control is performed. Because the transmission gear ratio is controlled based on the corrected target driving force for gear ratio control that is smaller than the target driving force for driving, when the driving wheels are not rotating and the driving road is not a straddling road, The gear ratio of the transmission can be controlled based on the operation amount and the running state of the vehicle, and when the driving wheel is oscillating or running in the situation where the vehicle is accelerated When it is stride path, as compared with the case where the gear ratio of the transmission is controlled based on the speed ratio control target driving force, it can promote reliable upshift change of the gear ratio of the transmission.

  According to the present invention, in order to effectively achieve the above main problem, in the configuration of claim 5, the transmission ratio control means causes the drive wheels to vibrate in a situation where the vehicle is accelerated. Or when the travel path is a straddling road, the speed ratio control target driving force after correction is calculated by gradually decreasing the speed ratio control target driving force. Constitution).

  According to the sixth aspect of the present invention, the target drive force for speed ratio control is gradually corrected when the driving wheels are rotating and vibrating in a situation where the vehicle is accelerating or when the travel path is a straddle path. As a result, the corrected gear ratio control target driving force is calculated, so that the gear ratio control target driving force can be prevented from suddenly decreasing and reliably changing the transmission gear ratio upshift. Can be promoted.

  According to the present invention, in order to effectively achieve the above-mentioned main problems, in the structure according to any one of claims 1 to 6, the transmission includes a multi-stage automatic transmission. (Structure of claim 7).

According to the seventh aspect of the present invention, since the transmission includes the multi-stage automatic transmission, it is possible to surely promote the upshifting of the transmission gear stage, thereby driving during acceleration of the vehicle. The rotational vibration of the wheel can be effectively suppressed.
[Preferred embodiment of problem solving means]

  According to one preferable aspect of the present invention, in the configuration according to any one of claims 1 to 7, the driving force control device suppresses driving slip of the driving wheel by controlling at least the driving force of the driving device. Traction control means for performing traction control. When traction control is necessary, the traction control target drive force for suppressing drive slip of the drive wheels is calculated, and the traction control is larger than the traction control target drive force. The target drive force for speed ratio control is calculated and the drive unit is controlled based on the target drive force for traction control, and the transmission gear ratio is controlled based on the target drive force for speed ratio control during traction control. When the drive wheel is rotating or vibrating in a situation where traction control is necessary, When a road is arranged to control the gear ratio of the transmission based on the transmission ratio control target driving force after smaller correction than the speed ratio control target driving force at the time of traction control (preferred embodiment 1).

  According to another preferred embodiment of the present invention, in any one of the first to seventh aspects, the driving force control device stabilizes the behavior of the vehicle by controlling at least the driving force of the driving device. The behavior control means for performing behavior control is performed, and when behavior control is necessary, the behavior control target driving force for suppressing the drive slip of the driving wheel is calculated and the behavior is larger than the behavior control target driving force. Calculates the target drive force for speed ratio control during control, controls the drive unit based on the target drive force for behavior control, and controls the transmission gear ratio based on the target drive force for speed ratio control during behavior control However, when the driving wheel is rotating and vibrating in a situation where behavior control is necessary, or when the traveling road is a straddling road, the corrected driving speed is smaller than the target driving force for gear ratio control during behavior control. To control the transmission ratio of the transmission based on the speed ratio control target driving force composed (preferred embodiment 2).

  According to another preferred embodiment of the present invention, in the configuration of the above-described claims 1 to 7 or the preferred embodiment 1 or 2, the transmission is configured to include a continuously variable automatic transmission ( Preferred embodiment 3).

  According to another preferred aspect of the present invention, in the structure according to claim 6 or any of preferred aspects 1 to 3, the transmission ratio control means is such that the drive wheel does not vibrate and the travel path is When a situation other than a crossroad is reached, the gear ratio control target driving force is gradually increased and corrected to gradually bring the corrected gear ratio control target driving force closer to the target driving force of the driving device ( Preferred embodiment 4).

  The present invention will now be described in detail with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram showing one embodiment of a vehicle driving force control apparatus according to the present invention applied to a rear wheel drive vehicle, and FIG. 2 is a block diagram showing a control system of the first embodiment.

  In FIG. 1, reference numeral 10 denotes an engine, and the driving force of the engine 10 is transmitted to a propeller shaft 18 via an automatic transmission 16 including a torque converter 12 and a gear-type transmission mechanism 14. The engine 10 and the automatic transmission 16 cooperate with each other to constitute a vehicle drive device 10A.

  The driving force of the propeller shaft 18 is transmitted to the left rear wheel axle 22L and the right rear wheel axle 22R by the differential 20, whereby the left and right rear wheels 24RL and 24RR which are driving wheels are rotationally driven. On the other hand, the left and right front wheels 24FL and 24FR are both driven wheels and steered wheels, which are not shown in FIG. 1, but are rack and pinion type driven in response to steering of the steering wheel by the driver. It is steered via a tie rod by a power steering device.

  The braking forces of the left and right front wheels 24FL, 24FR and the left and right rear wheels 24RL, 24RR are controlled by controlling the braking pressures of the corresponding wheel cylinders 30FL, 30FR, 30RL, 30RR by the hydraulic circuit 28 of the braking device 26. Although not shown in FIG. 1, the hydraulic circuit 28 includes an oil reservoir, an oil pump, various valve devices, and the like.

  The braking / driving force of the vehicle is controlled by the integrated control electronic control unit 32. The integrated control electronic control unit 32 normally controls the output of the engine 10 and the gear position of the transmission 16 according to the operation of the accelerator pedal 34 by the driver, the engine load, and the like, and allows the driver to depress the brake pedal 36. The hydraulic circuit 28 is controlled accordingly, and if necessary, the output of the engine 10 and the gear stage of the transmission 16 are controlled so as to control the running motion of the vehicle, and the hydraulic circuit 28 is controlled to thereby control and drive the vehicle. Control the power.

  As shown in FIG. 2, the integrated control electronic control device 32 includes a driving force control electronic control device 40 and a vehicle motion control electronic control device 42, and the driving force control electronic control device 40 and the vehicle motion control electronic control device 42. Exchanges necessary information with each other, and cooperates with each other to control the braking / driving force of the vehicle according to the driver's driving request and braking request, and also to control the vehicle's running motion by controlling the braking / driving force of each wheel. To stabilize. Although not shown in detail in FIG. 2, the driving force control electronic control device 40 and the vehicle motion control electronic control device 42 each have a CPU, a ROM, a RAM, and an input / output port device, which are bidirectional. The microcomputer and the drive circuit may be connected to each other by a common bus.

  As shown in FIG. 2, the driving force control electronic control device 40 includes a driver request target driving force calculation unit 44, an arbitration unit 46, a distribution unit 48, and a generated driving force calculation unit 50. The apparatus 42 includes a motion state estimation unit 54, a braking / driving force distribution unit 56, and a corrected target driving force calculation unit 58.

  A signal indicating the driving operation amount A of the driver is input to the driver request target driving force calculation unit 44 from a driving operation amount detection sensor 62 such as an accelerator opening sensor provided in the accelerator pedal 34. The driver required target driving force calculating unit 44 calculates the driver required target driving force Fp_dvm based on the driving operation amount A of the driver, and outputs a signal indicating the driver required target driving force Fp_dvm to the arbitrating unit 46. This is output to the motion state estimation unit 54 and the corrected target driving force calculation unit 58 of the vehicle motion control electronic control device 42.

  In addition to the signal indicating the driver required target driving force Fp_dvm, the arbitration unit 46 receives a signal indicating the target driving force Fp_t_now after the braking / driving force distribution from the braking / driving force distributing unit 56 of the vehicle motion control electronic control unit 42 and the control. A flag F_FP_NOW signal indicating whether or not the target driving force Fp_t_now after the driving force distribution is present (“Yes” when ON, “No” when OFF) is input, and the corrected target driving force calculation unit 58 corrects the target driving force. A signal indicating the force Fp_t_future and a flag F_FP_FUTURE signal indicating whether or not there is a corrected target driving force Fp_t_future (“Yes” when ON, “No” when OFF) are input.

  When the flag F_FP_NOW signal is OFF, the arbitration unit 46 sets the target driving force Fp_now after the arbitration to the driver request target driving force Fp_dvm, and when the flag F_FP_FUTURE signal is OFF, the corrected target driving force Fp_future after arbitration is set. Is set to the driver required target driving force Fp_dvm. On the other hand, the arbitration unit 46 sets the target driving force Fp_now after the arbitration to the target driving force Fp_t_now after the braking / driving force distribution when the flag F_FP_NOW signal is ON, and after the arbitration when the flag F_FP_FUTURE signal is ON. The corrected target driving force Fp_future is set to the corrected target driving force Fp_t_future.

  A signal indicating the target driving force Fp_now after arbitration and a signal indicating the corrected target driving force Fp_future after arbitration are input from the arbitrating unit 46 to the distribution unit 48, and a signal indicating the output rotational speed Ntout of the transmission 16 from the rotational speed sensor 76. Is entered. The distribution unit 48 calculates the target engine output torque Tet based on the target driving force Fp_now after the arbitration, and outputs a signal indicating the target engine output torque Tet to the engine control device 64, and the corrected target driving force Fp_future after the arbitration and Based on the output rotational speed Ntout of the transmission 16, the target shift stage St of the transmission is calculated according to the shift diagram shown in FIG. 4, and a signal indicating the target shift stage St is output to the automatic transmission control device 66. Control is performed so that the vehicle driving torque Fp, that is, the output torque of the driving device 10A including the engine 10 and the transmission 16, becomes the target driving force Fp_now after the arbitration.

  A signal indicating the current engine output torque Tea is input from the engine control device 64 to the generated driving force calculation unit 50, and a signal indicating the current gear stage Sa is input from the automatic transmission control device 66. The generated driving force calculation unit 50 calculates the current driving torque Fp_current of the vehicle based on the current engine output torque Tea and the current shift speed Sa, and a signal indicating the current driving torque Fp_current of the vehicle is transmitted to the vehicle motion control electronic control unit. It outputs to the motion state estimation part 54 of 42. The generated driving force calculation unit 50 outputs a signal indicating the current driving torque Fp_current of the vehicle and the current shift speed Sa to the corrected target driving force calculation unit 58 of the vehicle motion control electronic control unit 42.

  The motion state estimation unit 54 is based on the wheel speed Vwi (i = fl, fr, rl, rr) of each wheel detected by the wheel speed sensor 68i (i = fl, fr, rl, rr). The vehicle speed Vb is calculated in a known manner, and the driving slip amounts SArl and SArr of the left and right rear wheels are calculated. The driving slip amounts SArl and SArr are the reference values SAs (positive constants) for starting the traction control (TRC control). When the traction control start condition is satisfied, the traction control target drive force Fp_t_now_trc for keeping the drive slip amount of the wheel within a predetermined range is calculated until the traction control end condition is satisfied.

  The motion state estimation unit 54 also includes a signal indicating the driver required target driving force Fp_dvm from the driver required target driving force calculation unit 44 of the driving force control electronic control unit 40 and the current vehicle current from the generated driving force calculation unit 50. In addition to the signal indicating the driving torque Fp_current, although not shown in FIG. 2, the wheel speed Vwi of each wheel is obtained from the wheel speed sensor 68i (i = fl, fr, rl, rr) as shown in FIG. (I = fl, fr, rl, rr) is input, and the steering angle θ and the vehicle longitudinal acceleration are detected by the vehicle state quantity detection sensor 70 such as a steering angle sensor, a longitudinal acceleration sensor, a lateral acceleration sensor, and a yaw rate sensor. A signal indicating Gx, lateral acceleration Gy of the vehicle, yaw rate γ of the vehicle, and the like are input.

  The motion state estimation unit 54 calculates the target yaw rate γt of the vehicle based on the vehicle body speed Vb based on the wheel speed of each wheel and the steering angle θ in a manner known in the art, and calculates the actual yaw rate γ of the vehicle. Based on the deviation Δγ from the target yaw rate γt, the behavior of the vehicle is determined. When the yaw rate deviation Δγ is large and the vehicle behavior needs to be controlled, the target driving force for reducing the magnitude of the yaw rate deviation Δγ As a result, the target driving force Fp_t_now_vsc is calculated.

  It should be noted that the motion state estimation unit 54 at the time of braking is based on the vehicle state amount such as the longitudinal acceleration Gx of the vehicle, and the spin state amount SS indicating the degree of vehicle spin and the degree of vehicle drift-out in a manner known in the art. Is calculated, and the behavior of the vehicle is determined based on the spin state amount SS and the drift-out state amount DS. When the vehicle behavior is in the spin state or the drift-out state, a behavior for suppressing these is shown. The target braking force Fbvti (i = fl, fr, rl, rr) of each wheel for control is calculated.

  Note that the calculation of the target driving force Fp_t_now_vsc and the target braking force Fbvti for determining the behavior of the vehicle and controlling the behavior for stabilizing the traveling motion of the vehicle itself does not form the gist of the present invention, and is well known in the art. It may be performed in any manner.

  In addition, the motion state estimation unit 54 estimates the friction coefficient μ of the road surface and the lateral force Fwyi (i = fl, fr, rl, rr) of each wheel in a manner known in the art as will be described later. When the friction coefficient μ is larger than the reference value μo (positive constant) and the lateral force Fwyi of any wheel is larger than the reference value Fwyo (positive constant), it is determined that the vehicle is in a high lateral force turning state. To do.

  Further, when the behavior of the vehicle is stable, traction control and behavior control are not required, and the vehicle is not in a high lateral force turning state, the motion state estimation unit 54 uses the target braking / driving force F_t of the vehicle as the driver requested target driving force. A signal indicating the target braking / driving force F_t of the vehicle set to Fp_dvm is output to the braking / driving force distribution unit 56. On the other hand, when it is determined that the traction control is necessary, the motion state estimation unit 54 sets the target braking / driving force F_t of the vehicle to the target driving force Fp_t_now_trc of the traction control, and the determination result of the traction control and the target of the vehicle. A signal indicating the braking / driving force F_t is output to the braking / driving force distribution unit 56. Further, when the motion state estimation unit 54 determines that the behavior control is necessary, it sets the target braking / driving force F_t of the vehicle to the target driving force Fp_t_now_vsc of the behavior control, and also determines the vehicle behavior determination result and the target braking / driving of the vehicle. A signal indicating the force F_t is output to the braking / driving force distribution unit 56.

Further, when the traction control and the behavior control are necessary, the motion state estimation unit 54 uses the smaller value of the target drive force Fp_t_now_trc for the traction control and the target drive force Fp_t_now_vsc for the behavior control according to the following formula 1. The force F_t is calculated and a signal indicating the traction control and vehicle behavior determination result and the target braking / driving force F_t of the vehicle is output to the braking / driving force distribution unit 56.
F_t = MIN (Fp_t_now_trc, Fp_t_now_vsc) (1)

  The braking / driving force distribution unit 56 sets the target braking / driving force F_t as the target driving force Fp_t_now after distributing the braking / driving force when the target braking / driving force F_t of the vehicle is a positive value and is a driving force. A signal indicating the target driving force Fp_t_now is output to the arbitration unit 46 and the corrected target driving force calculation unit 58 of the driving force control electronic control unit 40, and a flag F_FP_NOW indicating whether or not there is the target driving force Fp_t_now after the braking / driving force distribution The signal is output to the arbitration unit 46.

  Further, the braking / driving force distribution unit 56 calculates the vehicle body speed Vb based on the wheel speed Vwi of each wheel in a manner known in the art, and the braking slip amount SBi (i = fl, fr, rl) of each wheel. , Rr), and when the braking slip amount SBi becomes larger than the reference value for starting anti-skid control (ABS control) and the anti-skid control start condition is satisfied, the anti-skid control end condition is satisfied. A target braking force Fbvti (i = fl, fr, rl, rr) for anti-skid control for bringing the braking slip amount of the wheel into a predetermined range is calculated.

  When the traction control or the behavior control is necessary, the braking / driving force distribution unit 56 calculates the target braking force Fbvti of each wheel based on each determination result. The braking / driving force distribution unit 56 outputs a signal indicating the target braking force Fbvti to the braking force control device 72 when the target braking force Fbvti is present.

  A signal indicating the driver's braking operation amount Fb detected by a braking operation amount detection sensor 74 provided on the brake pedal 36 is input to the braking force control device 72, and the pressure sensor 76i (i = fl, fr, rl). , Rr), a signal indicating the braking pressure Pbi (i = fl, fr, rl, rr) of the wheel cylinders 30FL to 30RR detected is input. The braking force control device 72 calculates the target braking force Fbti (i = fl, fr, rl, rr) of each wheel based on the braking operation amount Fb of the driver, and the target control for traction control, behavior control, or anti-skid control. When there is power Fbvti, the target braking force Fbti of the wheel is replaced with the target braking force Fbvti.

  Then, the braking force control device 72 calculates the target braking pressure Pbti (i = fl, fr, rl, rr) of each wheel based on the target braking force Fbti in a manner known in the art. By controlling the hydraulic circuit 28 so that the braking pressure Pbi becomes the corresponding target braking pressure Pbti, the braking force Fbi (i = fl, fr, rl, rr) of each wheel becomes the corresponding target braking force Fbti. Control as follows.

  A signal indicating the driver required target driving force Fp_dvm is input from the driver required target driving force calculating unit 44 to the corrected target driving force calculating unit 58, and the target driving force Fp_t_now after the braking / driving force distribution is supplied from the braking / driving force distributing unit 56. Is input. A signal indicating the output rotational speed Ntout of the transmission 16 is input from the rotational speed sensor 76 to the corrected target driving force calculation unit 58, and the friction coefficients μl and μr of the road surface corresponding to the left and right rear wheels are respectively input from the μ sensors 78L and 78R. The signal shown is input.

When the target driving force Fp_t_now after distribution of the braking / driving force is the traction control target driving force Fp_t_now_trc, the corrected target driving force calculator 58 calculates the traction control target driving force Fp_t_now_trcf after the filter processing according to the following equation 2. The larger one of the traction control target driving force Fp_t_now_trcf and the traction control target driving force Fp_t_now_trc after first-order lag filtering according to the following equation 3 is set as the first corrected target driving force Fp_t_future_trc1 for traction control.
Fp_t_now_trcf = (1-K1) / (1-K1Z- ¹ ) Fp_t_now_trc (2)
Fp_t_future_trc1 = MAX (Fp_t_now_trcf, Fp_t_now_trc) (3)

  For example, FIG. 6 shows that the driver required target driving force Fp_dvm and the target driving of the traction control when the traction control is executed in the process in which the driver's acceleration request increases and the driver required target driving force Fp_dvm increases. An example of changes in the force Fp_t_now_trc and the first corrected target driving force Fp_t_future_trc1 for traction control is shown. As shown in FIG. 6, the traction control target driving force Fp_t_now_trc is calculated to be smaller than the driver required target driving force Fp_dvm by traction control, but the first corrected target driving force Fp_t_future_trc1 of traction control is abrupt. However, it gradually decreases after the start of traction control.

When the target driving force Fp_t_now after distribution of braking / driving force is the target driving force Fp_t_now_vsc for behavior control, the corrected target driving force calculation unit 58 performs the target driving force Fp_t_now_vscf for behavior control after first-order lag filtering according to the following equation 4. And the larger one of the behavioral control target driving force Fp_t_now_vscf and the behavioral control target driving force Fp_t_now_vsc according to the following equation 5 is set as the behavioral control target driving force Fp_t_future_vsc.
Fp_t_now_vscf = (1-K2) / (1-K2Z- ¹ ) Fp_t_now_vsc (4)
Fp_t_future_vsc = MAX (Fp_t_now_vscf, Fp_t_now_vsc) (5)

  For example, FIG. 7 shows that the driver required target driving force Fp_dvm and the behavioral control target driving in the case where behavior control is executed in the process where the driver's acceleration demand increases and the driver required target driving force Fp_dvm increases. An example of changes in the force Fp_t_now_vsc and the modified target driving force Fp_t_future_vsc for behavior control is shown. As shown in FIG. 7, the behavior control target driving force Fp_t_now_vsc is calculated to be smaller than the driver-requested target driving force Fp_dvm by the behavior control, but the behavior control corrected target driving force Fp_t_future_vsc rapidly decreases. Without gradually decreasing after the start of behavior control.

  Further, the corrected target driving force calculation unit 58 calculates the behavior control target driving force Fp_t_now_vsc, and when it is determined that the behavior control is necessary or the vehicle is in a high lateral force turning state, Then, the generated longitudinal force Fwxi and the generated lateral force Fwyi (i = fl, fr, rl, rr) of each wheel are calculated in a known manner. Then, the corrected target driving force calculation unit 58 calculates the tire generating forces F_current_tire_rl and F_current_tire_rr of the left and right rear wheels as the square sum square root of the generated longitudinal force Fwxi and the generated lateral force Fwyi for the left and right rear wheels, and these sums are calculated for the driving wheels. The tire generation force is Fp_current_tire.

  When the vehicle is a front-wheel drive vehicle, the tire generation force Fp_current_tire of the drive wheel is set to the sum of the tire generation forces of the left and right front wheels. When the vehicle is a four-wheel drive vehicle, the tire generation force of the drive wheel Fp_current_tire is set to the sum of the tire generating forces of the left and right front wheels and the left and right rear wheels.

The corrected target driving force calculation unit 58 calculates the tire generation force Fp_current_tiref of the drive wheel after filtering according to the following equation 6 with respect to the tire generation force Fp_current_tire of the driving wheel, and the driving after filtering according to equation 7 below. The larger one of the wheel tire generating force Fp_current_tiref and the driving wheel tire generating force Fp_current_tire is set as a target driving force Fp_t_future_tire for high lateral force turning control.
Fp_current_tiref = (1-K3) / (1-K3Z- ¹ ) Fp_current_tire (6)
Fp_current_tire = MAX (Fp_current_tiref, Fp_current_tire) (7)

  The filter time constants K1, K2, and K3 in the above formulas 2, 4, and 6 are different from each other, and sometimes K2 is set to a value that is larger than K1 and K3. The filter time constants K1, K2, and K3 may be constants. However, in the illustrated embodiment, the higher the driver's driving operation amount A detected by the driving operation amount detection sensor 62, the larger the time constants. It is variably set according to the driving operation amount A of the driver.

  The corrected target driving force calculator 58 stores the shift diagram shown in FIG. 4 and calculates the second corrected target driving force Fp_t_future_trc2 for traction control according to the flowchart shown in FIG.

  First, in step 10, the larger one of the driving slip amounts SArl and SArr of the left and right rear wheels is SAr, and the driving slip amount SAr is a positive value larger than the reference value SAc (reference value SAs for starting traction control). ) A determination is made as to whether or not, and if a negative determination is made, the process proceeds to step 60, and if an affirmative determination is made, the process proceeds to step 20.

  In step 20, the lower limit value Fp_t_low of the driving force of the drive device 10A that is possible at the current gear stage Sa based on the current gear stage Sa and the output rotational speed Ntout of the transmission 16 from the shift diagram shown in FIG. In step 30, the average values of the road surface friction coefficients μl and μr detected by the μ sensors 78L and 78R are calculated as the road surface friction coefficient μ, and the control is performed as the road surface friction coefficient μ is lower. The control gain Km is calculated from a map corresponding to the graph shown in FIG. 5 based on the friction coefficient μ of the road surface so that the gain Km becomes a small value.

In step 40, a temporary target driving force Fp_t_m based on the friction coefficient μ of the road surface and the driver required target driving force Fp_dvm is calculated as the product of the control gain Km and the driver required target driving force Fp_dvm. Then, the larger one of the lower limit value Fp_t_low of the driving force and the target driving force Fp_t_m based on the friction coefficient μ of the road surface is set as the second corrected target driving force Fp_t_future_trc2 of the traction control according to the following formula 8.
Fp_t_future_trc2 = MAX (Fp_t_low, Fp_t_m) (8)

  In steps 60 and 70, the lower limit of the driving force of the driving device 10A that is possible at the current shift stage Sa from the shift diagram shown in FIG. 4 based on the current shift stage Sa and the output rotational speed Ntout of the transmission 16. A value Fp_t_low and an upper limit value Fp_t_high are respectively calculated. In step 80, a second corrected target driving force Fp_t_future_trc2 for traction control is calculated as an average value of the lower limit value Fp_t_low and the upper limit value Fp_t_high of the driving force.

  In the illustrated embodiment, in step 80, the second corrected target driving force Fp_t_future_trc2 for traction control is calculated as an average value of the lower limit value Fp_t_low and the upper limit value Fp_t_high of the driving force. The second corrected target driving force Fp_t_future_trc2 may be calculated in an arbitrary manner as long as it is larger than the lower limit value Fp_t_low and smaller than the upper limit value Fp_t_high.

  In the illustrated embodiment, the corrected target driving force calculation unit 58 stores the shift diagram shown in FIG. 4, and based on the shift diagram, the lower limit value Fp_t_low and the upper limit value Fp_t_high of the driving force are stored. However, the corrected target driving force calculation unit 58 does not store the shift diagram, and information indicating the lower limit value Fp_t_low and the upper limit value Fp_t_high of the driving force is generated by the driving force control electronic control unit 40. The driving force calculation unit 50 may be modified so as to be supplied by communication.

Further, the corrected target driving force calculation unit 58 sets a larger value of the first corrected target driving force Fp_t_future_trc1 and the second corrected target driving force Fp_t_future_trc2 for traction control as the corrected target driving force Fp_t_future_trc for traction control according to the following equation (9). In addition, the largest value among the corrected target driving force Fp_t_future_trc for traction control, the corrected target driving force Fp_t_future_vsc for behavior control, and the corrected target driving force Fp_t_future_tire for high lateral force turning control is calculated in accordance with the following equation (10). A basic corrected target driving force Fp_t_future_b for determining the gear position of the transmission 16 in preparation for a change in the motion state.
Fp_t_future_trc = MAX (Fp_t_future_trc1, Fp_t_future_trc2) (9)
Fp_t_future_b = MAX (Fp_t_future_trc, Fp_t_future_vsc, Fp_t_future_tire)
...... (10)

  In the illustrated embodiment, the larger one of the first corrected target driving force Fp_t_future_trc1 and the second corrected target driving force Fp_t_future_trc2 for traction control is set as the corrected target driving force Fp_t_future_trc for traction control. However, the calculation of the first corrected target driving force Fp_t_future_trc1 may be omitted, and the second corrected target driving force Fp_t_future_trc2 of the embodiment may be corrected to be calculated as the corrected target driving force Fp_t_future_trc.

  In the illustrated embodiment, the corrected target driving forces Fp_t_future_trc, Fp_t_future_vsc, and Fp_t_future_tire are calculated by applying the filter processing to the target driving forces Fp_t_future_trc, Fp_t_future_vsc, and Fp_current_tire, respectively. The forces Fp_t_future_trc, Fp_t_future_vsc, and Fp_t_future_tire are set to the target driving forces Fp_t_future_trc, Fp_t_future_sc_, and Fp_t_future_trc, Fp_t_future_trc, Fp_t_future_trc, and Fp_t_future_sc, respectively.

  The corrected target driving force calculation unit 58 calculates the corrected target driving force Fp_t_future as the final target driving force for determining the gear position of the transmission 16 according to the flowchart shown in FIG.

  First, at step 110, for example, it is determined whether or not the vehicle is in an accelerating state based on the vehicle speed V. When a negative determination is made, the control according to the flowchart shown in FIG. When the operation is performed, the routine proceeds to step 120.

  In step 120, it is determined whether or not the flag Fa is 1, that is, whether or not calculation control of the corrected target driving force Fp_t_future when the driving wheel is rotating and vibrating is performed. When an affirmative determination is made, the process proceeds to step 210, and when a negative determination is made, the process proceeds to step 130.

  In step 130, it is determined whether or not the driving wheel is rotating and vibrating. If a negative determination is made, the process proceeds to step 150. If an affirmative determination is made, the flag Fa is set to 1 in step 140. Then, the process proceeds to step 190.

  In this case, whether or not the driving wheel is rotating and vibrating may be determined in any manner known in the art. For example, the wheel speeds Vwrl and Vwrr of the left and right rear wheels may be used in the art. The vibration component is extracted in a known manner, the amplitudes Arl and Awrr of the vibration component are calculated, and determination is made by determining whether at least one of the amplitudes Arl and Awr is greater than or equal to a reference value Ao (a positive constant). It's okay.

  In step 150, it is determined whether or not the flag Fb is 1, that is, whether or not the calculation control of the corrected target driving force Fp_t_future when the travel path is a crossing path is performed. When a determination is made, the process proceeds to step 220, and when a negative determination is made, the process proceeds to step 160.

  In step 160, it is determined whether or not the road is a crossing road. If a negative determination is made, the correction coefficient Kc is reset to 1 in step 140, and then the process proceeds to step 200. When the determination is made, the flag Fb is set to 1 in step 180, and then the routine proceeds to step 190.

  In this case, the determination as to whether or not the traveling road is a straddling road may be made in any manner known in the art, for example, the difference Δμ between the friction coefficient μl and μr of the left and right road surfaces is calculated. The absolute value of the difference Δμ may be determined by determining whether or not the absolute value is greater than or equal to a reference value μo (positive constant).

  In step 190, ΔKs is a small positive constant, and the correction coefficient Kc is calculated to be a value obtained by subtracting ΔKs from Kc in the previous cycle, so that the correction coefficient Kc is gradually reduced. In this case, the corrected target driving force Fp_t_future is calculated as the product of the correction coefficient Kc and the basic corrected target driving force Fp_t_future_b.

  In step 210, for example, whether or not the rotational vibration of the drive wheels has ended is determined by determining whether or not the amplitudes Arl and Awr of the wheel speeds Vwrl and Vwrr of the left and right rear wheels are both less than the reference value Ao. When a negative determination is made, the process proceeds to step 190, and when an affirmative determination is made, the process proceeds to step 230.

  In step 220, for example, by determining whether or not the absolute value of the friction coefficient difference Δμ between the left and right road surfaces is less than the reference value μo, it is determined whether or not traveling on the straddling road has ended, When a negative determination is made, the process proceeds to step 190, and when an affirmative determination is made, the process proceeds to step 230.

  In step 230, ΔKe is a small positive constant, and the correction coefficient Kc is calculated to be a value obtained by adding ΔKe to Kc of the previous cycle, whereby the correction coefficient Kc is gradually increased. In this case, the corrected target driving force Fp_t_future is calculated as the product of the correction coefficient Kc and the basic corrected target driving force Fp_t_future_b.

  In step 250, it is determined whether or not the gradual increase processing of the correction coefficient Kc is completed by determining whether or not the absolute value of the correction coefficient Kc is 1 + ΔKe or less. When the control according to the flowchart shown in FIG. 8 is once completed and an affirmative determination is made, the routine proceeds to step 260.

  In step 260, the flags Fa and Fb are each reset to 0, and in step 270, the corrected target driving force Fp_t_future is set to the basic corrected target driving force Fp_t_future_b.

  Further, the corrected target driving force calculation unit 58 sets a flag F_FP_FUTURE indicating whether or not there is a corrected target driving force Fp_t_future to ON when it is determined that traction control, behavior control, or high lateral force turning is in progress. At the same time, a signal indicating the corrected target driving force Fp_t_future and a flag F_FP_FUTURE signal are output to the arbitration unit 46 of the driving force control electronic control unit 40, and neither the traction control nor the behavior control is executed, and the high lateral force turning state is achieved. If it is not determined that there is a flag, the flag F_FP_FUTURE indicating whether or not the corrected target driving force Fp_t_future is present is set to OFF, the corrected target driving force Fp_t_future is set to 0, and the signal and flag indicating the corrected target driving force Fp_t_future The F_FP_FUTURE signal is output to the arbitration unit 46 of the driving force control electronic control unit 40.

  When neither traction control nor behavior control is executed and it is determined that the vehicle is in a high lateral force turning state, the basic corrected target driving force Fp_t_future_b may be set to the driver required target driving force Fp_dvm.

  Next, the operation of the illustrated embodiment configured as described above will be described in various traveling situations of the vehicle.

(1) When neither traction control nor behavior control is required In this case, the behavior of the vehicle is stable, neither traction control nor behavior control is required, and the vehicle is not in a high lateral force turning state.

(1-1) When the driving wheel is not rotationally oscillated and the traveling path is not a straddling road The flags F_FP_NOW and F_FP_FUTURE are OFF, and the target driving force Fp_now after arbitration and the corrected target driving force Fp_future after arbitration are Since the required target driving force Fp_dvm is set, the target engine output torque Tet and the target gear stage St of the transmission 16 are calculated based on the driver required target driving force Fp_dvm, and as in the case of the conventional driving force control device. The output of the engine 10 and the gear ratio of the transmission 16 are controlled according to the driver's drive request.

(1-2) When the vehicle is accelerating and the driving wheel is oscillating rotationally When the rotational vibration of the driving wheel is detected, a negative determination is first made in step 120 of the flowchart shown in FIG. In step 130, an affirmative determination is performed, and from the next time onward, an affirmative determination is performed in step 120, and a negative determination is performed in step 210, whereby the correction coefficient Kc is determined in step 190. A gradual reduction process is performed, and in step 200, the corrected target driving force Fp_t_future is calculated as the product of the correction coefficient Kc and the basic corrected target driving force Fp_t_future_b.

  Accordingly, as shown in FIG. 9, when the rotational vibration of the drive wheels starts during acceleration of the vehicle, the corrected target drive force Fp_t_future becomes gradually smaller than the driver required target drive force Fp_dvm, and the target gear stage St of the transmission 16 becomes smaller. Compared to the case (1-1) calculated based on the driver required target driving force Fp_dvm, the upshift of the transmission 16 is promoted, and the driving wheel is less likely to resonate, thereby making it difficult for the driving wheel to resonate. Rotational vibration can be terminated early.

(1-3) When the vehicle is accelerating and the travel path is a straddle When the travel path is determined to be a straddle during acceleration of the vehicle, first, in step 150 of the flowchart shown in FIG. At the same time, a positive determination is made at step 160, and an affirmative determination is made at step 150 and a negative determination is made at step 220 from the next time. As in the case of 2), the correction coefficient Kc is gradually reduced in step 190 until it is not determined that the vehicle is traveling on a crossing road. In step 200, the correction coefficient Kc and the basic correction target drive are performed. Since the corrected target driving force Fp_t_future is calculated as the product of the force Fp_t_future_b, the upshift of the transmission 16 is promoted, and the driving wheel vibrates due to resonance. Can be effectively suppressed.

(2) When traction control is required but behavior control is not required In this case, the drive slip of the drive wheels is excessive and traction control is required, but the vehicle's running motion is stable and behavior control is not required This is the case.

(2-1) When the driving wheel is not rotationally oscillated and the travel path is not a straddle road The target driving force Fp_t_now after the distribution of braking / driving force is set based on the target driving force Fp_t_now_trc of the traction control, and the target of the traction control The first corrected target driving force Fp_t_future_trc1 for traction control is calculated based on the driving force Fp_t_now_trc, and traction control for preventing the change of the gear stage of the transmission 16 based on the driving request of the driver and the friction coefficient μ of the road surface. The second corrected target driving force Fp_t_future_trc2 is calculated.

  The larger one of the first corrected target driving force Fp_t_future_trc1 and the second corrected target driving force Fp_t_future_trc2 is set as the corrected target driving force Fp_t_future_trc for traction control, and the flags F_FP_NOW and F_FP_FUTURE are set to ON, and arbitration is performed. The subsequent target driving force Fp_now and the corrected target driving force Fp_future after arbitration are set to the target driving force Fp_t_now_trc for traction control and the corrected target driving force Fp_t_future_trc for traction control, respectively.

  Therefore, in this case, the target engine output torque Tet is calculated based on the target drive force Fp_t_now_trc of traction control, and the output slip of the engine 10 can be reliably reduced to effectively reduce the drive slip of the drive wheels. The target gear stage St of the transmission 16 can be calculated based on the corrected target driving force Fp_t_future_trc of the traction control that is smaller than the target driving force Fp_t_now_trc and smaller than the target driving force Fp_t_now_trc. Even when the vehicle passes through a road surface with a low friction coefficient, the gear stage of the transmission 16 is shifted up by traction control, and as a result, the vehicle is insufficiently accelerated immediately after passing through the road surface with a low friction coefficient. Can be effectively prevented, and transmission during traction control It is possible to prevent the transmission 16 due to the output speed Ntout of emission 16 is increased or decreased is shifted down or is shifted up unnecessarily effectively.

  In particular, according to the illustrated embodiment, when the drive slip amount SAr, which is the larger value of the drive slip amounts SArl and SArr of the left and right rear wheels, is equal to or less than the reference value SAc, the steps of the flowchart shown in FIG. 10, an affirmative determination is made, and in step 20, the lower limit value Fp_t_low of the driving force of the driving device 10 </ b> A that is possible at the current shift speed Sa is determined based on the current shift speed Sa and the output rotational speed Ntout of the transmission 16. In step 30, the control gain Km is calculated based on the road friction coefficient μ so that the lower the road friction coefficient μ is, the smaller the control gain Km is. In step 40, the control gain Km is calculated. The provisional target driving force Fp_t_m is calculated as a product of the driver required target driving force Fp_dvm, and in step 50, the lower limit value Fp_t_low of the driving force and the friction coefficient μ of the road surface are obtained. The value of the larger of the brute target driving force Fp_t_m is set to a second corrected target driving force Fp_t_future_trc2 of traction control.

  Therefore, when the drive slip amount SAr is equal to or less than the reference value SAc, the second corrected target drive force Fp_t_future_trc2 is set to a value that suppresses the change of the gear position of the transmission 16 according to the driver required target drive force Fp_dvm and the road friction coefficient μ. Can be optimally set, and it is possible to reliably prevent the gear stage of the transmission 16 from being unnecessarily shifted up, in particular, from performing two-stage upshifting.

  Further, according to the illustrated embodiment, when the driving slip amount SAr is larger than the reference value SAc, a negative determination is made at step 10 of the flowchart shown in FIG. The lower limit value Fp_t_low and the upper limit value Fp_t_high of the driving device 10A that are possible at the current gear stage Sa are calculated based on the speed stage Sa and the output speed Ntout of the transmission 16, respectively. The second corrected target driving force Fp_t_future_trc2 for traction control is calculated as the average value of the value Fp_t_low and the upper limit value Fp_t_high.

  Therefore, the second corrected target driving force Fp_t_future_trc2 can be calculated as a value that reliably prevents the transmission 16 from being shifted up and down unnecessarily, and the transmission 16 is not shifted. It is possible to reliably prevent the upshifting and the downshifting as necessary.

  Further, according to the illustrated embodiment, the larger value of the first corrected target driving force Fp_t_future_trc1 and the second corrected target driving force Fp_t_future_trc2 for traction control is used as the corrected target driving force Fp_t_future_trc for traction control. The corrected target driving force Fp_t_future_trc for traction control can be reliably set to a value that does not change the transmission speed of the transmission 16 over the entire time during which the traction control is executed. It is possible to reliably prevent the shift speed from being changed.

  For example, the traction control is executed in the process of increasing the driver required target driving force Fp_dvm, and the driver required target driving force Fp_dvm, the traction control target driving force Fp_t_now_trc, and the first corrected target driving force Fp_t_future_trc1 of the traction control are illustrated. If the second corrected target driving force Fp_t_future_trc2 changes as shown in FIG. 11A, the corrected target driving force Fp_t_future_trc for traction control is shown in FIG. 11B. The correction target drive force Fp_t_future_trc of the traction control can be set to a value that does not change the transmission stage of the transmission 16 reliably over the entire time when the traction control is executed.

(2-2) When the vehicle is accelerating and the driving wheel is oscillating rotationally When it is determined that the driving wheel is oscillating rotationally when the vehicle is accelerating, as shown in FIG. As in the case of 2), the correction coefficient Kc is gradually reduced until it is determined that the driving wheel is rotating and vibrating, and the corrected target driving force is calculated as the product of the correction coefficient Kc and the basic correction target driving force Fp_t_future_b. Fp_t_future is calculated

  Accordingly, during the traction control, the drive wheel rotates and vibrates during vehicle acceleration while effectively preventing the transmission 16 from being unnecessarily shifted up due to the increase or decrease in the output rotation speed Ntout of the transmission 16. In this case, the upshift of the transmission 16 can be promoted, and the rotational vibration caused by the resonance of the drive wheel can be effectively and quickly terminated.

(2-3) When the vehicle is accelerating and the travel path is a straddle When the travel path is determined to be a straddle during acceleration of the vehicle, the vehicle is straddle as in the case of (1-3) above. The correction coefficient Kc is gradually decreased until it is determined that the vehicle is traveling, and the corrected target driving force Fp_t_future is calculated as the product of the correction coefficient Kc and the basic corrected target driving force Fp_t_future_b.

  Accordingly, during the traction control, the vehicle travels on the straddle during acceleration of the vehicle while effectively preventing the transmission 16 from being unnecessarily shifted up due to the increase or decrease in the output rotational speed Ntout of the transmission 16. In this case, the upshift of the transmission 16 can be promoted, and the drive wheels can be effectively suppressed from rotating and vibrating due to resonance.

  Note that the basic corrected target driving force Fp_t_future_b in the cases (2-2) and (2-3) is the corrected target driving force Fp_t_future_trc for traction control, and the corrected target driving force Fp_t_future is more than the corrected target driving force Fp_t_future_trc for traction control. Calculated to a smaller value.

(3) When traction control is not necessary but behavior control is necessary In this case, the driving force of the drive wheels is not excessive and traction control is unnecessary, but the traveling motion of the vehicle is unstable and the driving force of the vehicle This is a case where behavior control by reduction control is necessary.

(3-1) When the driving wheel is not rotationally oscillated and the travel path is not a straddle road The target driving force Fp_t_now after the distribution of braking / driving force is set based on the target driving force Fp_t_now_vsc for behavior control, and the behavior control target Based on the driving force Fp_t_now_vsc, the corrected target driving force Fp_t_future_vsc for behavior control is calculated, the flags F_FP_NOW and F_FP_FUTURE are set to ON, and the target driving force Fp_now after arbitration and the corrected target driving force Fp_future after arbitration are the targets for behavior control, respectively. The driving force Fp_t_now_vsc and the behavioral control target driving force Fp_t_future_vsc are set.

  Therefore, in this case, the target engine output torque Tet is calculated based on the behavior control target driving force Fp_t_now_vsc, and the output of the engine 10 can be reliably reduced to effectively stabilize the traveling motion of the vehicle. Based on the modified target driving force Fp_t_future_vsc of the behavior control whose change in decrease is smaller than the target driving force Fp_t_now_vsc of the behavior control, the target gear stage St of the transmission 16 can be calculated, thereby temporarily destabilizing the running motion of the vehicle. In this case, it is possible to effectively prevent the speed change of the transmission 16 from being unnecessarily shifted up by the behavior control and the insufficient acceleration immediately after the temporary behavior control is completed due to this. it can.

  When the unstable state of the running motion of the vehicle continues for a long time, the shift stage of the transmission 16 is shifted up when the corrected target drive force Fp_t_future_vsc of the behavior control is lowered to the shift line, so that it is unstable. Even when a long running state continues for a long time, a situation in which the driving force is excessive does not continue for a long time.

(3-2) When the vehicle is accelerating and the driving wheel is oscillating and rotating When it is determined that the driving wheel is oscillating and oscillating when the vehicle is accelerating, the above (1-2) and (2-2) Since the same process is performed, the transmission 16 is effectively prevented from being shifted up unnecessarily, and when the drive wheels are rotating and oscillating, the transmission 16 is facilitated to upshift, The rotational vibration due to resonance can be effectively and quickly terminated.

(3-3) When the vehicle is accelerating and the travel path is a straddle road When the travel path is determined to be a straddle road during acceleration of the vehicle, the cases (1-3) and (2-3) above Since the same processing is performed, the transmission 16 is effectively prevented from being shifted up unnecessarily, and when the vehicle is traveling on a crossing road, the transmission 16 is promoted to shift up and the drive wheels resonate. Thus, it is possible to effectively suppress rotational vibration.

  Note that the basic corrected target driving force Fp_t_future_b in the cases (3-2) and (3-3) above is the corrected target driving force Fp_t_future_vsc for behavior control, and the corrected target driving force Fp_t_future is greater than the corrected target driving force Fp_t_future_vsc for behavior control. Calculated to a smaller value.

(4) When traction control and behavior control are required In this case, both the traction control and the behavior control are required because the driving force of the driving wheels is excessive and the traveling motion of the vehicle is unstable. .

(4-1) When the driving wheel is not rotationally oscillated and the traveling path is not a straddling road The target driving force Fp_t_now after distribution of braking / driving force is the target driving force Fp_t_now_trc for traction control and the target driving force Fp_t_now_vsc for behavior control The corrected target driving force Fp_t_future is set to the largest value among the target driving force Fp_t_now_trc for traction control, the corrected target driving force Fp_t_future_vsc for behavior control, and the corrected target driving force Fp_t_future_tire for high lateral force turning control. The flag F_FP_NOW and F_FP_FUTURE are set to ON, and the target driving force Fp_now after the arbitration and the corrected target driving force Fp_future after the arbitration are set to the target driving force Fp_t_now and the corrected target driving force Fp_t_future, respectively.

  Therefore, in this case, the target engine output torque Tet is calculated based on the target driving force Fp_t_now, and the output of the engine 10 is surely reduced to effectively reduce the driving slip of the driving wheels and to effectively reduce the traveling motion of the vehicle. And the target gear stage St of the transmission 16 can be calculated based on the corrected target driving force Fp_t_future whose change in decrease is smaller than the target driving force Fp_t_now. Or when the running motion of the vehicle is temporarily unstable, the gear stage of the transmission 16 is unnecessarily shifted up by traction control or behavior control, and as a result, temporary traction control or behavior control. It is possible to effectively prevent insufficient acceleration immediately after the completion of.

(4-2) When the vehicle is accelerating and the driving wheel is oscillating and rotating When it is determined that the driving wheel is oscillating and oscillating during acceleration of the vehicle, the above (1-2), (2-2), Since the same processing as in the case of (3-2) is performed, it is possible to effectively prevent the transmission 16 from being shifted up unnecessarily, and to perform an upshift of the transmission 16 when the drive wheels are rotating and vibrating. The rotational vibration caused by the resonance of the drive wheel can be effectively and quickly terminated.

(4-3) When the vehicle is accelerating and the travel path is a straddle road When it is determined that the travel path is a straddle road during acceleration of the vehicle, the above (1-3), (2-3), (3 -3), the same processing is performed, so that it is possible to effectively prevent the transmission 16 from being shifted up unnecessarily, and promote the upshifting of the transmission 16 when the vehicle is traveling on a crossing road. And it can suppress effectively that a drive wheel carries out rotation vibration by resonance.

  The basic corrected target driving force Fp_t_future_b in the cases (4-2) and (4-3) is the smaller value of the target driving force Fp_t_now_trc for traction control and the target driving force Fp_t_now_vsc for behavior control. The driving force Fp_t_future is calculated to be smaller than the smaller one of the target driving force Fp_t_now_trc for traction control and the target driving force Fp_t_now_vsc for behavior control.

  In particular, according to the illustrated embodiment, the rotation of the drive wheels is detected both when the rotational vibration of the drive wheels is detected during acceleration of the vehicle and when it is determined that the vehicle is traveling on a crossing road. Since the correction coefficient Kc is gradually reduced until the vibration ends and until it is determined that the vehicle is traveling on a crossing road, the corrected target driving force Fp_t_future is gradually reduced to prevent sudden change. be able to.

  Further, according to the illustrated embodiment, when the rotational vibration of the drive wheel ends in the above cases (1-2), (2-2), and (3-2), an affirmative determination is made in step 210. If it is not determined that the vehicle is traveling on a crossing road in the cases (1-3), (2-3), and (3-3), an affirmative determination is made in step 220. Since the correction coefficient Kc is gradually increased in step 230, the corrected target driving force Fp_t_future can be gradually brought closer to the basic corrected target driving force Fp_t_future_b, and as shown in FIG. 9 and FIG. The corrected target driving force Fp_t_future can be gradually returned to the driver request target driving force Fp_dvm to reliably prevent a sudden change.

  Further, according to the illustrated embodiment, it is determined whether or not the driving wheel is rotating and vibrating in step 130, and in step 160, it is determined whether or not the traveling road is a straddling road. When the rotational vibration of the driving wheel is detected or when it is determined that the vehicle is traveling on a crossing road, the correction target driving force Fp_t_future is gradually decreased by gradually decreasing the correction coefficient Kc. Compared to the case where the corrected target driving force Fp_t_future is gradually reduced only when the rotational vibration of the driving wheel is detected or when it is determined that the vehicle is traveling on a crossing road. Thus, it is possible to reliably achieve termination and suppression of rotational vibration of the drive wheels.

  Further, according to the illustrated embodiment, the filter time constants K1, K2, and K3 are set to the driver's driving operation amount A so that the driving operation amount A detected by the driving operation amount detection sensor 62 increases as the driver's driving operation amount A increases. Accordingly, the higher the driver's drive request is, the smaller the gradient of the corrected target driving force Fp_t_future is reduced, making it difficult for the transmission 16 to shift up, thereby reducing the vehicle's friction coefficient. It is possible to effectively prevent the shortage of acceleration immediately after passing the road surface to satisfy the driver's driving request, and to decrease the corrected target driving force Fp_t_future when the driver's driving request is not high. To increase the shift speed of the transmission 16 so that the driving force of the vehicle can be quickly reduced.

  Further, according to the illustrated embodiment, it is determined whether or not the vehicle is in a high lateral force turning state by the motion state estimation unit 54, and the tire generation force Fp_current_tire of the driving wheel is calculated by the corrected target driving force calculation unit 58. At the same time, the target driving force Fp_t_future_tire of the high lateral force turning control having a lower gradient than the tire generating force Fp_current_tire is calculated, and the basic corrected target driving force Fp_t_future_b for determining the gear position of the transmission 16 is calculated according to the above equation 10. Since the maximum target driving force Fp_t_future_trc, the corrected target driving force Fp_t_future_vsc for behavior control, and the corrected target driving force Fp_t_future_tire for high lateral force turning control are set to the largest value, the high lateral force turning state of the vehicle is not considered. In comparison, the transmission 16 is less likely to be upshifted when the vehicle is in a high lateral force turning state. Therefore, when the vehicle is in a high lateral force turning state, the driving force of the driving wheel is rapidly reduced by the upshift of the transmission 16, and as a result, the lateral force of the driving wheel is drastically reduced. It is possible to reliably reduce the possibility that the vehicle behavior changes suddenly.

  Further, according to the illustrated embodiment, the filter time constant K2 is set to a value larger than the filter time constants K1 and K3, and the behavior control corrected target drive force Fp_t_future_vsc is decreased by looking at the same target drive force change. Since the gradient is larger than the decreasing gradient of the corrected target driving force Fp_t_future_trc for traction control and the corrected target driving force Fp_t_future_tire for high lateral force turning control, the driving force of the driving wheels is excessive when the vehicle travels unstable. The upshift of the transmission 16 can be performed earlier than in some cases, thereby effectively stabilizing the unstable running state of the vehicle due to the excessive driving force of the driving wheels. Can do.

  Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.

  For example, in the above-described embodiment, it is determined whether or not the driving wheel is rotating and vibrating in step 130, and whether or not the traveling road is a straddling road is determined in step 160. However, one of the determination as to whether or not the driving wheel is oscillating and the determination as to whether or not the travel path is a straddle path may be omitted.

  In the above-described embodiment, the correction coefficient Kc is gradually increased when it is determined that the rotational vibration of the drive wheels has ended or the vehicle is not traveling on the crossing road. When it is determined that the rotational vibration of the wheel has ended or the vehicle is not traveling on a crossing road, the correction coefficient Kc may be maintained at the current value for a predetermined time, and then corrected so as to be gradually increased. .

  In the above embodiment, the value ΔKs for gradually reducing the correction coefficient Kc and the value ΔKe for gradually increasing are small positive constants. However, ΔKs and ΔKe are, for example, rotational vibrations of the drive wheels. It may be variably set according to the degree of rotational vibration of the driving wheel so that it becomes larger than when the degree of rotational vibration of the driving wheel is low. The friction coefficient difference Δμ may be set variably according to the friction coefficient difference Δμ so that the friction coefficient difference Δμ is larger when the magnitude is larger than when the friction coefficient difference Δμ is small. Further, ΔKs may be variably set according to the driver's request for driving so that ΔKs becomes smaller when the driver's request for driving is high than when the driver's request for driving is low.

  In the above-described embodiment, the corrected target driving force Fp_t_future is calculated as the product of the correction coefficient Kc and the basic corrected target driving force Fp_t_future_b, and the rotational vibration of the driving wheel is detected or the vehicle travels on the straddle. If it is determined that the corrected target driving force Fp_t_future is calculated to be smaller than the basic corrected target driving force Fp_t_future_b, the corrected target driving force Fp_t_future is calculated as follows. The calculation may be performed in an arbitrary manner as long as it is calculated to be gradually smaller than the basic correction target driving force Fp_t_future_b.

  In the above-described embodiment, when the rotational vibration of the driving wheel is detected or it is determined that the vehicle is traveling on the crossing road, the corrected target driving force Fp_t_future for determining the transmission gear is gradually decreased. As a result, an upshift change in the transmission gear ratio is promoted. However, the corrected target driving force Fp_t_future is not increased or decreased, and the vehicle speed for determining the transmission gear is gradually increased. This may be modified so as to promote the upshift change of the transmission gear ratio.

  In the above embodiment, when a negative determination is made at step 210, the routine proceeds to step 190. When a negative determination is made at step 210, the transmission gear ratio is increased. A determination may be made as to whether or not the shift change has been completed. If the upshift change has not been completed, the process proceeds to step 190. If the upshift change has been completed, the process may proceed to step 230.

  In the above-described embodiment, the target driving force Fp_t_future_tire for high lateral force turning control is calculated by the corrected target driving force calculator 58, the corrected target driving force Fp_t_future_trc for traction control, the corrected target driving force Fp_t_future_vsc for behavior control, The largest value of the corrected target driving force Fp_t_future_tire of the high lateral force turning control is set as the corrected target driving force Fp_t_future for determining the gear position of the transmission. The target driving force Fp_t_future_tire for traction control and high lateral force turning control may be omitted, and the modified target driving force Fp_t_future may be applied to a vehicle that does not perform any of traction control, behavior control, or high lateral force turning control. In each case, the corrected target driving force Fp_t_future_trc for traction control, the corrected target driving force Fp_t_future_vsc for behavior control, and the high lateral force turning control The calculation of the corrected target driving force Fp_t_future_tire is omitted.

  In the above embodiment, the vehicle is a rear wheel drive vehicle, but the drive force control device of the present invention may be applied to a front wheel drive vehicle or a four wheel drive vehicle, and the drive force generation source is an engine. However, the driving force control apparatus of the present invention may be applied to a vehicle whose driving force generation source is a hybrid system.

  In the above embodiment, the transmission transmission is a multi-stage automatic transmission. However, the transmission may be a continuously variable automatic transmission. In this case, the corrected target driving force Fp_t_future Based on the above, the target gear ratio of the continuously variable transmission is calculated.

It is a schematic block diagram which shows one Example of the driving force control apparatus of the vehicle by this invention applied to the rear-wheel drive vehicle. It is a block diagram which shows the control system of an Example. It is a flowchart which shows the calculation routine of the 2nd correction target drive force Fp_t_future_trc2 of the traction control in an Example. It is a graph which shows the shift map in an Example. It is a graph which shows the relationship between the friction coefficient (micro | micron | mu) of the road surface and control gain Km in an Example. The driver requested target driving force Fp_dvm, the traction control target driving force Fp_t_now_trc, the traction control when the traction control is executed in the process where the driver's acceleration request increases and the driver requested target driving force Fp_dvm increases. It is a graph which shows an example of change of the 1st correction target driving force Fp_t_future_trc1 of control. The driver required target driving force Fp_dvm, the behavior control target driving force Fp_t_now_vsc, the behavior when the behavior control is executed in the process where the driver's acceleration demand increases and the driver required target driving force Fp_dvm increases. It is a graph which shows an example of change of correction target driving force Fp_t_future_vsc of control. It is a flowchart which shows the calculation routine of the correction target drive force Fp_t_future in an Example. The driver required target driving force Fp_dvm and the basic corrected target driving force Fp_t_futur_b when the rotational vibration of the driving wheel is detected in the process where the driver's acceleration request increases and the driver required target driving force Fp_dvm increases. 10 is a graph showing an example of a change in the corrected target driving force Fp_t_futur. In the process where the driver's acceleration demand increases and the driver's required target driving force Fp_dvm increases, the traction control is executed and the driver's required target driving force Fp_dvm when the rotational vibration of the driving wheel is detected. 10 is a graph showing an example of changes in traction control target driving force Fp_t_now_trc, traction control corrected target driving force Fp_t_future_trc, and corrected target driving force Fp_t_futur. Driver requested target driving force Fp_dvm, traction control target driving force Fp_t_now_trc, second correction target driving force for traction control when traction control is executed in the process of increasing the driver requested target driving force Fp_dvm It is a graph (A) which shows an example of the change of Fp_t_future_trc2, and a graph (B) which shows an example of the change of the correction target drive force Fp_t_future_trc of traction control.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Engine, 16 ... Transmission, 26 ... Braking device, 32 ... Integrated control electronic control device, 34 ... Accel pedal, 36 ... Brake pedal, 40 ... Driving force control electronic control device, 42 ... Braking force control electronic control device , 64 engine control device, 66 ... automatic transmission control device, 68i ... wheel speed sensor, 70 ... vehicle state quantity detection sensor, 72 ... braking force control device, 74 ... braking operation amount detection sensor, 76 ... rotational speed sensor, 78L , 78R ... μ sensor

Claims (7)

  A driving device including a driving source and a transmission; means for calculating a target driving force of the driving device based on at least a driving operation amount of an occupant; and a driving source for controlling the driving force of the driving source based on the target driving force In a vehicle driving force control device having a control means and a gear ratio control means for controlling a gear ratio of the transmission, the gear ratio control means has means for detecting rotational vibrations of the drive wheels, A driving force control apparatus for a vehicle, characterized by accelerating an upshift change of the transmission gear ratio when the gear is rotating and vibrating.   The gear ratio control means controls the gear ratio of the transmission based on the target driving force when the driving wheel is not rotating and oscillating, and when the driving wheel is rotating and oscillating in a situation where the vehicle accelerates, The vehicle driving force control apparatus according to claim 1, wherein the transmission gear ratio of the transmission is controlled based on a gear ratio control target driving force smaller than the target driving force.   A driving device including a driving source and a transmission; means for calculating a target driving force of the driving device based on at least a driving operation amount of an occupant; and a driving source for controlling the driving force of the driving source based on the target driving force In a vehicle driving force control device having a control means and a gear ratio control means for controlling a gear ratio of the transmission, the gear ratio control means is configured to determine a friction coefficient of a road surface corresponding to a left and right drive wheel. An apparatus for controlling a driving force of a vehicle, comprising means for determining whether or not the road is a straddle with a large difference, and facilitating an upshift change of the transmission gear ratio when the travel path is a straddle.   The gear ratio control means controls the transmission gear ratio of the transmission based on the target driving force when the travel path is not a straddle, and the target drive when the travel path is a straddle in a situation where the vehicle accelerates. 4. The vehicle driving force control apparatus according to claim 3, wherein the gear ratio of the transmission is controlled based on a target driving force for gear ratio control smaller than a force.   The gear ratio control means calculates a gear ratio control target driving force based on the driving operation amount of the occupant and the traveling state of the vehicle. When the driving wheel is not rotationally vibrated and the traveling road is not a straddling road, the gear ratio is The speed ratio of the transmission is controlled based on the target driving force for control, and when the driving wheel is rotating and oscillating in a situation where the vehicle is accelerating or the traveling road is a straddling road, the speed ratio controlling target 5. The vehicle driving force control device according to claim 1, wherein the transmission gear ratio is controlled based on a corrected gear ratio control target driving force smaller than the driving force. 6.   The speed ratio control means corrects the speed ratio control target driving force by gradually decreasing and correcting the speed ratio control target driving force when the driving wheel is rotating and oscillating in a situation where the vehicle is accelerating. 6. The vehicle driving force control apparatus according to claim 5, wherein a target driving force for gear ratio control is calculated.   7. The vehicle driving force control apparatus according to claim 1, wherein the transmission includes a multi-stage automatic transmission.

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