JP2008222175A - Vehicle driving force control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle driving force control device capable of reducing delay in acceleration after passing through an electronic toll collection (ETC). <P>SOLUTION: This vehicle driving force control device, which controls the driving force of a vehicle, comprises a prediction detection means (S3) to predict or detect the vehicle's passing through the ETC, and a control means (S6) to control for increasing the driving force when predicting or detecting the vehicle's passing through the ETC. The control means determines the increase quantity of the driving force based on the current running state of the vehicle (S5). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicular driving force control device, and more particularly to a vehicular driving force control device capable of avoiding or reducing hesitation at the time of acceleration after passing through an ETC.

  With an ETC (automatic billing system) provided on a toll road or the like, a smooth passage is possible without the vehicle having to stop completely. When the vehicle passes through the ETC, the vehicle decelerates before the ETC and becomes a traveling pattern of acceleration after passing through the ETC.

JP 2003-154873 A JP-A-9-245286

  During acceleration after the vehicle has passed the ETC, the driver may feel hesitation of the vehicle. The following two cases can be considered as the reason why the feeling of shakiness occurs during acceleration after passing through the ETC.

(1) Although the vehicle decelerates when passing through the ETC, it does not decelerate sufficiently, and the gear stage (ratio) is on the high speed side (not coasted down, or down to the low speed side even when coasting down) In the case of no acceleration), even if the accelerator is depressed during re-acceleration, sufficient driving force cannot be obtained and the driver feels sluggish. As a result, since the driver further steps on the accelerator, kick-down occurs and smooth driving cannot be performed. The ETC passage is determined to decelerate to 20 km / h or less, but not all drivers decelerate to 20 km / h or less, so there are cases where the gear stage is on the high speed side when ETC passes. .

(2) When the vehicle is decelerated sufficiently when passing through the ETC, it is often in the low speed stage (for example, the first speed gear stage) due to the coast down, but the AT using a one-way clutch for the configuration of the low speed stage Then, the one-way clutch in the low speed stage is free (idle) during deceleration, and the one-way clutch is locked during subsequent re-acceleration. At this time, the driver feels that the time lag from when the accelerator is stepped on until the lock (driving force is generated) is felt, and the shock when the one-way clutch is locked also gives the driver discomfort.

An object of the present invention is to provide a vehicular driving force control apparatus capable of reducing the slack at the time of acceleration after passing through an ETC.
Another object of the present invention is to provide a vehicular driving force control device capable of reducing the slack at the time of subsequent acceleration when the gear position (ratio) is on the high speed side when passing through the ETC.
Still another object of the present invention is to provide a vehicular driving force control device capable of reducing the slack at the time of subsequent acceleration when the gear position (ratio) is on the low speed side when passing through the ETC.

  A vehicle driving force control device according to the present invention is a vehicle driving force control device that controls the driving force of a vehicle, and includes a prediction detection unit that predicts or detects that the vehicle passes an ETC, and the vehicle is an ETC. And a control means for performing control for increasing the driving force when it is predicted or detected to pass.

  In the vehicle driving force control apparatus according to the present invention, the control means determines the amount of increase in the driving force based on the current traveling state of the vehicle.

  In the vehicle driving force control apparatus according to the present invention, the control means increases the amount of increase in the driving force as the current gear ratio is higher.

  In the vehicle driving force control apparatus of the present invention, the control means increases the amount of increase in the driving force as the current vehicle speed decreases.

  A vehicle driving force control device according to the present invention is a vehicle driving force control device that controls a driving force of a vehicle, and a specific gear stage that transmits the driving force when a one-way clutch changes from an idle state to an engaged state. A specific prediction detecting means for predicting or detecting that the vehicle passes the ETC, and reducing the idling region of the one-way clutch when the vehicle is predicted or detected to pass the ETC. And a specific control means for performing control for the purpose.

  In the vehicle driving force control apparatus according to the present invention, the specific control means lowers a coast down point to the specific shift stage.

  In the vehicle driving force control apparatus according to the present invention, the specific control means selects an engine brake mode of the specific shift stage.

  In the vehicle driving force control apparatus according to the present invention, the specific control means increases the engine speed during idling.

  According to the vehicle driving force control device of the present invention, it is possible to reduce the slack at the time of acceleration after passing through the ETC.

  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)
The first embodiment will be described with reference to FIGS. 1 to 3.

  Conventionally, as described above, when the shift stage (ratio) when passing through the ETC is on the high speed side, even if the driver steps on the accelerator during reacceleration after passing through the ETC, sufficient driving force cannot be obtained. There was a problem that it was not possible to drive smoothly because it felt loose and kicked down when the accelerator was stepped on. The present embodiment aims to suppress this problem.

  In the above, when the gear position (ratio) at the time of passing the ETC is on the high speed side, the gear is not sufficiently decelerated at the time of passing the ETC and is not coasted down or down to the sufficiently low speed side even if the coast is down The case where it has not been included is included.

  Note that the second embodiment to be described later is performed when the vehicle is sufficiently decelerated when passing through the ETC and is in a low speed (a shift stage in which a one-way clutch is used). Therefore, it can be determined which of the first embodiment and the second embodiment is executed based on the vehicle speed or the gear position when passing through the ETC.

  The present embodiment is premised on comprising a determination unit that can determine that the host vehicle has entered and passed through the ETC gate, and a unit that can change the opening characteristic of the electronically controlled throttle. Here, the determination means that can determine that the host vehicle has entered and passed through the ETC gate may be determined using a communication system that communicates between the vehicle and the ETC gate, or may be determined by a navigation system.

  In this embodiment, when the own vehicle passes the ETC, the opening degree of the electronic throttle is corrected to the opening side at the timing from the accelerator OFF to the ON. In this case, the correction amount of the opening degree of the electronic throttle can be determined according to at least one of the vehicle speed and the shift speed (ratio). As a result, even when the high speed side gear ratio (ratio) is selected when passing through the ETC, the driving force is increased, and it is possible to improve the play.

  Note that the ETC has an effect that the driving force control can be easily realized because the traveling pattern of the vehicle is limited to some extent. For example, re-acceleration after passing signals and intersections becomes a problem at signals and intersections, as is the case with ETC. However, unlike ETC, signals and intersections may pass through without being decelerated at all. It is difficult to limit the running pattern, and it is difficult to realize the driving force control.

  In addition, in ETC, it is easy to specify the position of entering the ETC lane or passing through the ETC gate, so that the effect of controlling the driving force can be sufficiently obtained. For example, when exiting a corner, re-acceleration is a problem, as with ETC. However, in the case of a corner, it is not clear which position is the deceleration area and where the acceleration area is compared to ETC. Therefore, even if the driving force control is performed, the effect cannot be sufficiently obtained.

  FIG. 2 is a schematic configuration diagram of an apparatus according to the present embodiment. In FIG. 2, reference numeral 10 denotes an automatic transmission, and 40 denotes an engine. The automatic transmission 10 is capable of six-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, and 121c. In FIG. 2, three electromagnetic valves 121a, 121b, and 121c are illustrated, but the number of electromagnetic valves is not limited to three. The solenoid valves 121a, 121b, and 121c are driven by a signal from the control circuit 130.

  The throttle opening sensor 114 detects the opening of the throttle valve 43 disposed in the intake passage 41 of the engine 40. The engine speed sensor 116 detects the speed of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The pattern select switch 117 is used when instructing a shift pattern. The acceleration sensor 90 detects vehicle deceleration (deceleration acceleration).

  The navigation system device 95 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information (map, straight road, curve, uphill / downhill, highway) necessary for traveling the vehicle. Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver.

  The ETC communication system (ETC vehicle-mounted device) 100 communicates with the ETC gate side and determines that the vehicle has entered and passed through the ETC gate. The electronic throttle control unit 200 controls the opening degree of the electronic throttle valve 43.

  The control circuit 130 inputs signals indicating detection results of the throttle opening sensor 114, the engine speed sensor 116, the vehicle speed sensor 122, the shift position sensor 123, the acceleration sensor 90, and the navigation system device 95, and a pattern select switch. A signal indicating the switching state 117 is input, and a signal indicating a determination result by the ETC communication system 100 is input.

  The control circuit 130 is configured by a known microcomputer and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, and a common bus 136. The input port 134 receives signals from the sensors 114, 116, 122, 123, and 90, a signal from the switch 117, and a signal from the ETC communication system 100. The output port 135 is connected to electromagnetic valve driving units 138a, 138b, 138c and an electronic throttle control unit 200.

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

  The operation of this embodiment will be described with reference to FIGS. FIG. 1 is a flowchart showing the operation of this embodiment.

[Step S1]
First, as shown in step S <b> 1 of FIG. 1, the control circuit 130 determines whether or not the vehicle has entered the ETC lane based on a signal input from the ETC communication system 100. If it is determined that the vehicle has entered the ETC lane, the process proceeds to step S2, and if not, the control flow is returned.

  In addition, it can replace with the signal from the ETC communication system 100, and can perform determination of step S1 based on the signal from the navigation system apparatus 95. FIG.

[Step S2]
In step S2, the control circuit 130 determines whether or not the accelerator is in an OFF state (fully closed) based on a signal from the throttle opening sensor 114. In step S2, it is determined whether or not the vehicle is decelerated. When the accelerator is fully closed (step S2-Y), it is determined that deceleration is performed, and the process proceeds to step S3. On the other hand, when it is not determined that the accelerator is in the OFF state (step S2-N), the control flow is returned.

[Step S3]
In step S <b> 3, the control circuit 130 determines whether or not the vehicle has passed the ETC gate based on the signal input from the ETC communication system 100. If it is determined that the vehicle has passed the ETC gate, the process proceeds to step S4. If not, step S3 is performed again.

  In addition, it can replace with the signal from the ETC communication system 100, and can perform determination of step S3 based on the signal from the navigation system apparatus 95. FIG.

[Step S4]
In step S4, the control circuit 130 determines whether or not the accelerator is in an ON state (not fully closed) based on a signal from the throttle opening sensor 114. In step S4, it is determined whether or not the vehicle is reaccelerated. As a result of the determination, if the accelerator is not fully closed (step S4-Y), the process proceeds to step S5. If not (step S4-N), step S4 is performed again.

[Step S5] and [Step S6]
In step S5, the control circuit 130 obtains the current shift speed and vehicle speed. In the next step S6, with reference to FIG. 3, the correction amount (addition amount) of the opening of the electronic throttle is determined based on the current shift speed and vehicle speed obtained in step S5, and the determination is made. Control to open the opening of the electronic throttle by the correction amount is performed.

  As shown in FIG. 3, the electronic throttle correction amount is set larger as the vehicle speed is lower. This is because the lower the vehicle speed, the higher the request for re-acceleration (in this example, the correction amount is set to zero because it is not necessary to accelerate much more than 60 km / h). Further, as shown in the figure, the correction amount is set to be larger as the shift speed is higher. This is because, as the speed is higher, sufficient driving force is not generated even when the accelerator is depressed.

  According to the present embodiment, when the own vehicle passes the ETC (step S3-Y), the opening of the electronic throttle is set to the vehicle speed and the throttle timing from the accelerator OFF to the ON (step S2-Y, step S4-Y). Based on the shift speed (ratio), correction is made to the throttle opening side (step S6). As a result, even when the high speed side gear ratio (ratio) is selected when passing through the ETC, the driving force is increased, and shakiness can be suppressed.

  In this embodiment, the correction amount (addition amount) of the opening of the electronic throttle is determined based on the current shift speed and the vehicle speed. However, the electronic throttle opening is uniformly performed regardless of the current shift speed and the vehicle speed. The degree of correction can be determined.

  In the present embodiment, the correction amount is added to the electronic throttle opening, but the original accelerator-throttle opening characteristic may be changed.

  Further, in the case where the gear ratio and the throttle opening are determined based on the driving force target (for example, Toyota CVT or HV), the target driving force may be corrected.

  Further, in the case where the driving side motor assist is performed by HV, the motor assist amount can be corrected instead of the electronic throttle opening correction.

(Modification of the first embodiment)
Next, a modification of the first embodiment will be described.

  In the first embodiment, the opening of the electronic throttle is corrected. However, in the present modification, the following operation is performed without correcting the opening of the electronic throttle. That is, at the time of entering the ETC lane, the coast down point is changed to the high vehicle speed side so that the low speed stage can be selected more easily than when the coast down is performed at the normal time.

  In the above, the coast down point is a shift map (usually generally used vehicle speed) that is set when the accelerator is fully closed and the vehicle is decelerating (for example, when the vehicle stops from 60 km / h when the accelerator is OFF or the brake is ON). This is a different down point from the map for setting the gear position based on the accelerator opening.

  This modification is premised on determination means that can determine that the vehicle has entered the ETC lane and means that can change the coast down point of the vehicle.

  With reference to FIG. 4, the operation of this modification will be described.

  First, it is determined whether or not the vehicle has entered the ETC lane (step S11). If the vehicle has entered the ETC lane (step S11-Y), it is determined whether or not the accelerator is off (step S12). . If the accelerator is turned off as a result of the determination, the coast down point is changed (step S13).

  In step S13, the normal coast down point map may be changed to a preset coast down point map for ETC lanes, or may be changed to a coast down point set in the normal coast down point map. A correction amount for a preset rotation speed (rpm) may be added.

  FIG. 5 shows an example of changing the coast down point. As shown in FIG. 5, the AT output rotational speed NO is set to a higher value (higher vehicle speed side) when entering the ETC lane than the normal time (however, the first speed is excluded from the second speed).

  According to this modification, when the own vehicle enters the ETC lane (step S11-Y), the coast down point is changed to a higher vehicle speed side than the normal time (step S13, set to be downshifted earlier). ). As a result, when the vehicle passes through the ETC, a shift speed (ratio) on the lower speed side than the normal time is selected, and as a result, the driving force increases and the feeling of rattling is suppressed.

(Second Embodiment)
Next, a second embodiment will be described.
In the second embodiment, description of parts common to the first embodiment is omitted.

  The second embodiment is performed when the vehicle is sufficiently decelerated when passing through the ETC and is in a low speed (a shift stage in which a one-way clutch is used). In other words, when the vehicle decelerates sufficiently when passing through the ETC, it is often in the low speed stage (for example, the first speed gear stage) due to the coast down, but in an AT that uses a one-way clutch for the configuration of the low speed stage. When the vehicle decelerates, the low-speed one-way clutch becomes free (idle), and the one-way clutch locks during the subsequent re-acceleration. Conventionally, the driver feels that the time lag from when the accelerator is depressed to when it is locked (drive force is generated) is felt, and the shock when the one-way clutch is locked also gives the driver discomfort. The second embodiment aims to suppress this problem.

  When it is determined by the ETC communication system 100 or the navigation system device 95 that the host vehicle has entered the ETC lane and it is determined that the host vehicle has entered the ETC lane, the low-speed one-way clutch becomes free (i.e., idles). ) Reduce the area. As a result, the time during which the driving force is not generated when re-acceleration is performed when passing through the ETC gate (the time until the one-way clutch is locked from the free state) is reduced, and the shock when locked is also reduced.

  Here, the following first to third configuration examples are conceivable as a configuration for reducing the region in which the one-way clutch becomes free (idling).

(First configuration example)
The coast down point to the low speed stage (the speed stage where the one-way clutch is used) is lowered. By narrowing the region of the low speed stage, the difference between the synchronous rotational speed of the low speed stage and the engine rotational speed is reduced, and the region in which the one-way clutch is free is reduced.

  The operation of the first configuration example will be described with reference to FIG.

  First, it is determined whether the vehicle has entered the ETC lane (step S21). If the vehicle has entered the ETC lane (step S21-Y), it is determined whether the accelerator is OFF (step S22). . If the accelerator is turned off as a result of the determination, the coast down point is changed (step S23).

  FIG. 7 shows an example of changing the coast down point. As shown in FIG. 7, the AT output rotational speed NO is set to a lower value (lower vehicle speed side) when entering the ETC lane than in the normal state (however, only when the speed is from 2nd to 1st).

  In the modified example of the first embodiment (FIGS. 4 and 5) and the configuration example (FIGS. 6 and 7), the reverse operation is performed with respect to the change of the coast down point, but the ETC lane entry Which operation is to be performed can be determined based on the vehicle speed when the accelerator is off later. That is, for example, when the vehicle speed is higher than a predetermined value, the coast down point is changed as in the modification of the first embodiment (FIG. 5), and the vehicle speed is lower than the predetermined value. The coast down point can be changed as in this configuration example (FIG. 7).

(Second configuration example)
When driven at the low speed (the speed at which the one-way clutch is used), the engine brake does not work because the one-way clutch is free. Therefore, the low speed is the same as the engine brake mode (the same as the low speed in the manual range. In the example of the A650E for Toyota FR 5-speed AT, the first speed corresponds to the low speed, and the brake B4 is further engaged. ). As a result, the one-way clutch is not free, and there is no time during which no driving force is generated during reacceleration. Here, the engine brake mode is a state in which the one-way clutch in which the AT rotation speed and the engine rotation speed have a one-to-one relationship is locked.

  The operation of the second configuration example will be described with reference to FIG.

  First, it is determined whether the vehicle has entered the ETC lane (step S31). If the vehicle has entered the ETC lane (step S31-Y), it is determined whether the accelerator is OFF (step S32). . If the accelerator is turned off as a result of the determination, is a downshift to a gear position (the above-mentioned low speed gear) at which the one-way clutch is freed at the time of deceleration (driven) in step S33? It is determined whether or not. If the result of determination in step S33 is affirmative, the low-speed engine brake mode is selected (step S34).

  In the example of A650E for Toyota FR 5-speed AT, the 1st speed gear stage corresponds to the low speed stage. In the first speed gear of the D range, the clutches C1 and C2 are engaged. In the engine brake mode of the first speed gear, the brake B4 is engaged in addition to the engagement of the clutches C1 and C2.

  According to the second configuration example, the one-way clutch does not become free, and acceleration slack is suppressed.

(Third configuration example)
Increase the engine speed when idling. The difference between the synchronous speed of the low speed stage and the engine speed is reduced, and the region where the one-way clutch is free is reduced.

  The operation of the third configuration example will be described with reference to FIG.

  First, it is determined whether the vehicle has entered the ETC lane (step S41). If the vehicle has entered the ETC lane (step S41-Y), it is determined whether the accelerator is OFF (step S42). . If the accelerator is turned off as a result of the determination, is a downshift to a gear position (the above-mentioned low speed gear) at which the one-way clutch becomes free at the time of deceleration (when driven) is performed in step S43? It is determined whether or not. If the result of determination in step S43 is affirmative, the engine idle speed is increased (step S44). For example, 150 rpm is added to the normal engine idle speed.

  According to the third configuration example, the area where the one-way clutch is free is reduced, and the time during which no driving force is generated is reduced.

  The first to third configuration examples may be performed independently or in combination.

It is a flowchart which shows operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a schematic block diagram of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure which shows the example of the electronic throttle correction amount of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a flowchart which shows operation | movement of the modification of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure which shows the example of a change of the coast down point of the modification of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a flowchart which shows operation | movement of the 1st structural example of 2nd Embodiment of the driving force control device for vehicles of this invention. It is a figure which shows the example of a change of the coast down point of the 1st structural example of 2nd Embodiment of the driving force control apparatus for vehicles of this invention. It is a flowchart which shows operation | movement of the 2nd structural example of 2nd Embodiment of the driving force control apparatus for vehicles of this invention. It is a flowchart which shows operation | movement of the 3rd structural example of 2nd Embodiment of the driving force control apparatus for vehicles of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 41 Intake passage 43 Throttle valve 90 Acceleration sensor 95 Navigation system apparatus 100 ETC communication system 114 Throttle opening sensor 116 Engine speed sensor 117 Pattern selection switch 120c Output shaft 121a-121c Electromagnetic valve 122 Vehicle speed sensor 123 Shift Position sensor 130 Control circuit 131 CPU
132 RAM
133 ROM
134 Input port 135 Output port 136 Common bus 200 Electronic throttle controller

Claims (8)

A vehicle driving force control device for controlling the driving force of a vehicle,
Prediction detection means for predicting or detecting that the vehicle passes ETC;
A vehicle driving force control device comprising: control means for performing control for increasing the driving force when the vehicle is predicted or detected to pass the ETC. The vehicle driving force control device according to claim 1,
The control means determines the amount of increase in the driving force based on the current driving situation of the vehicle. In the vehicle driving force control device according to claim 2,
The vehicular driving force control device, wherein the control means increases the amount of increase in the driving force as the current gear ratio is higher. In the vehicle driving force control device according to claim 2 or 3,
The vehicle driving force control apparatus, wherein the control means increases the amount of increase in the driving force as the current vehicle speed decreases. A vehicle driving force control device for controlling the driving force of a vehicle,
A transmission having a specific shift stage for transmitting a driving force when the one-way clutch changes from an idle state to an engaged state;
Specific prediction detection means for predicting or detecting that the vehicle passes the ETC;
A vehicle driving force control device comprising: a specific control unit that performs control for reducing the idling region of the one-way clutch when the vehicle is predicted or detected to pass the ETC. In the vehicle driving force control device according to claim 5,
The vehicular driving force control apparatus, wherein the specific control means lowers a coast down point to the specific shift stage. In the vehicle driving force control device according to claim 5 or 6,
The vehicular driving force control device, wherein the specific control means selects an engine brake mode of the specific shift stage. In the vehicle driving force control device according to any one of claims 5 to 7,
The vehicular driving force control apparatus characterized in that the specific control means increases the engine speed during idling.

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