JP2008273364A - Driving force control unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress deterioration in drivability of a vehicle when driving force control based on a target acceleration is performed. <P>SOLUTION: An ECU 100 executes driving force control at gear shifting in a gear sifting period of an ECT 400 of a vehicle 10. The control includes torque phase processing and inertia phase processing, and in the torque phase processing, it is determined whether or not an actual acceleration αr of the vehicle 10 becomes lower than a lower limit αl which is defined for a target acceleration αt to be set on the basis of accelerator opening degree. Meanwhile, when the actual acceleration αr becomes lower than the lower limit αl, to prevent the deterioration in drivability due to a significantly large change in actual acceleration αr and a driving force caused by execution of the driving force control in order to eliminate a relatively large deviation generated between the target acceleration αt and the actual acceleration αr in the inertia phase processing, the target acceleration αt is corrected on the basis of the difference of the lower limit αl and the actual acceleration αr, so that the difference is reduced. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a technical field of a driving force control device that controls a driving force of a vehicle.

  As this type of device, a device that generates a braking / driving force based on a target acceleration / deceleration has been proposed (for example, see Patent Document 1). According to the acceleration / deceleration control device disclosed in Patent Document 1 (hereinafter referred to as “conventional technology”), the target acceleration / deceleration is set according to the operation amount of the accelerator pedal, and a part of the accelerator pedal stroke is included. In addition, it is supposed that it is possible to prevent a sensitive response to the operation of the accelerator pedal by providing the dead zone region.

JP 2006-88961 A

  In this type of driving force control, for example, feedback control or the like is performed so that the actual acceleration follows the target acceleration.For example, during an operation period in which a change in driving force is likely to occur, such as during a shift, temporarily, There may be a case where the difference between the actual acceleration and the target acceleration becomes large. In such a case, it is necessary to cause a large change in driving force in order to cause the actual acceleration to follow the target acceleration. However, such a large change in driving force is a factor that deteriorates the drivability of the vehicle. That is, the conventional technique has a technical problem that drivability may deteriorate in a situation where the actual acceleration is likely to deviate from the target acceleration.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a driving force control device that can suppress deterioration of drivability of a vehicle when this type of driving force control is performed.

  In order to solve the above-described problem, a driving force control apparatus according to the present invention is provided in a vehicle, and setting means for setting a target acceleration of the vehicle, and control means for controlling the driving force based on the set target acceleration. And correction means for correcting the set target acceleration so as to reduce a deviation between the set target acceleration and the actual acceleration of the vehicle.

  According to the driving force control apparatus according to the present invention, for example, by means of setting means that can take the form of various processing units such as an ECU (Electronic Control Unit), various controllers or various computer systems such as a microcomputer device, Based on the amount of pedal operation (hereinafter referred to as “accelerator opening” as appropriate), etc., for example, as a result of numerical operation or logical operation according to an appropriate algorithm or calculation formula, or for example, such numerical operation or logical operation Alternatively, or as a result of selectively acquiring the corresponding numerical value from the map stored in the appropriate storage means based on the result of such numerical operation or logical operation, the target value of acceleration in the longitudinal direction of the vehicle (another In other words, a target acceleration that is a longitudinal acceleration required by the driver is set.

  When the target acceleration is set, based on the set target acceleration, the driving force is controlled by control means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device, for example. .

  Here, the “driving force” is, for example, a vehicle obtained through control of output torque of an internal combustion engine that can be provided in the vehicle (for example, control of intake air amount, ignition timing retardation amount, fuel injection amount, etc.) As a propulsive force for propelling the vehicle mainly in the front-rear direction, the driving force is obtained as a suitable form, and is obtained through braking force control (for example, braking hydraulic pressure control) in a braking device such as various brake systems that can be provided in the vehicle, for example. This is a concept that includes a driving force that suppresses the vehicle traveling in the front-rear direction. In other words, as a preferred form of control according to such a control means, the actual acceleration of the vehicle follows the vehicle so as to coincide with the target acceleration, asymptotically, or between the actual acceleration and the target acceleration. For example, if the actual acceleration is small with respect to the target acceleration, a propulsive force is applied, and if the actual acceleration is large with respect to the target acceleration, a braking force is applied.

  Further, the driving force actually appearing on the axle or the driving wheel through such control (hereinafter referred to as “actual driving force” as appropriate) is controlled as a preferred form based on the target acceleration as the control target value. Through the feedback control or feedforward control by means, the target driving force corresponding to the target acceleration is tracked directly or indirectly (that is, whether or not the actual driving force is grasped in real time). It is done.

  Here, in particular, when control is performed to cause the actual driving force to follow the target driving force (that is, to make the actual acceleration follow the target acceleration uniquely), for example, the actual driving force and the target driving force are When this discrepancy occurs, the actual acceleration inevitably deviates from the target acceleration. In this case, particularly when the amount of deviation (that is, deviation) related to this deviation is large, it is necessary to change the actual acceleration greatly in order to follow the target acceleration, for example, which is relatively large enough to be perceived by the driver. It may become manifest as a deterioration in drivability.

  Therefore, in the driving force control apparatus according to the present invention, for example, the deviation between the target acceleration and the actual acceleration is reduced by correction means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device. Thus, the target acceleration is corrected, for example, directly or indirectly in the form of correction of the target driving force. At this time, a process such as detection and estimation of actual acceleration is not necessarily required, and quantitative correction of the target acceleration is not necessarily required. That is, as long as the relationship between the correction mode of the target acceleration and the deviation and the change mode is obtained at least qualitatively, the deviation can be reduced considerably by correcting the target acceleration.

  Here, the target acceleration is an index that defines the control target of the actual acceleration or the actual driving force, and the actual acceleration and the actual driving force, which are actual phenomena, have different properties. Absent. Therefore, by correcting the target acceleration so that the deviation becomes small, it becomes possible to cause the actual acceleration to follow the target acceleration, for example, without causing a deterioration in drivability due to a change in the actual driving force. .

  That is, according to the driving force control apparatus of the present invention, for example, a large change in driving force that may occur in the near future or that occurs in real time can be flexibly targeted within a range that does not manifest deterioration of drivability, for example. For example, by causing the actual acceleration to follow the target acceleration while changing the acceleration, it is possible to prevent it in advance or as quickly as possible. That is, it is possible to suppress the deterioration of drivability that may occur with the execution of the driving force control based on the target acceleration.

  In one aspect of the driving force control apparatus according to the present invention, the correction means corrects the set target acceleration when the deviation exceeds an allowable value.

  According to this aspect, the deviation between the target acceleration and the actual acceleration is determined in advance as, for example, experimentally, empirically, theoretically, or based on simulation or the like that at least practically no deterioration in drivability is manifested. The target acceleration is corrected when the allowable value exceeds the allowable value.

  The correction of the target acceleration is, for example, a suboptimal measure for preventing deterioration in drivability due to a large change in driving force. In view of the essence of driving force control, this type of correction of the target acceleration is of course possible. It is better not to be. According to this aspect, the target acceleration is corrected only when the necessity for correcting the target acceleration is relatively high, or in preference to such a case, or at least in such a case, Very useful in practice.

  In one aspect of the driving force control apparatus according to the present invention in which the target acceleration is corrected when the deviation exceeds an allowable value, the driving force control apparatus according to the present invention further includes a specifying unit that specifies an actual acceleration of the vehicle, and the correction unit includes the deviation Is over the allowable value, the set target acceleration is corrected when the specified actual acceleration is less than the lower limit corresponding to the set target acceleration.

  According to this aspect, the actual acceleration of the vehicle is specified by specifying means that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device. Therefore, it is possible to determine whether or not the deviation between the target acceleration and the actual acceleration exceeds the allowable value with higher accuracy, and it is possible to more effectively correct the target acceleration.

  The “specific” according to the present invention means, for example, detecting directly or indirectly as a physical numerical value or an electrical signal corresponding to the physical numerical value through some detecting means, appropriate storage means, etc. Select or estimate the corresponding numerical value from the map etc. stored in the above, and the logic according to the preset algorithm or calculation formula from the detected physical numerical value or electrical signal or the selected or estimated numerical value It is a broad concept encompassing deriving as a result of calculation or numerical calculation, or simply acquiring the value detected, selected, estimated or derived as an electric signal or the like.

  Further, according to this aspect, the specified actual acceleration is determined unambiguously, for example, with respect to the target acceleration or individually and specifically in each case, for example, experimentally, empirically, theoretically or in advance. Less than the lower limit specified as a deviation from the target acceleration based on simulations, etc. that can be accommodated at least to the extent that practically no worsening of drivability is actualized (easily replaced with “below” depending on the setting of the lower limit) It is possible to easily and accurately make a determination as to whether or not the deviation in acceleration exceeds an allowable value.

  In this aspect, the correction unit may correct the set target acceleration based on the specified degree of change in the actual acceleration.

  Whether or not the change in the driving force is manifested as a deterioration in drivability, assuming that the actual acceleration (ie, uniquely the actual driving force) deviates greatly from the target acceleration (ie, uniquely the target driving force) for some reason. For example, depending on various factors such as physical configuration and mechanical configuration of the vehicle, such as body shape, vehicle weight, frame shape and material, suspension suspension and other suspension system shape, rigidity, material, spatial arrangement or installation mode Different for each vehicle.

  According to this aspect, the correction means is based on the degree of change in the actual acceleration as a concept including, for example, the change amount of the actual acceleration, the time required for the change, or the change speed (slope) as a combined concept thereof. Thus, for example, whether or not the target acceleration needs to be corrected and the amount of correction are determined. Therefore, it becomes possible to correct the target acceleration specifically for the situation where the deterioration of drivability can be realized, which is useful in practice.

  In another aspect of the driving force control apparatus according to the present invention, the vehicle is provided in an internal combustion engine and a power transmission path between an output shaft of the internal combustion engine and an axle of the vehicle, and the rotational speed of the output shaft. And a transmission capable of changing the rotation speed of the output shaft by changing a ratio between the rotation speed of the axle and the rotation speed of the axle, and the correction means corrects the set target acceleration in a period during which the shift is performed. .

  According to this aspect, the vehicle has, for example, a plurality of cylinders, and explosive force generated when the air-fuel mixture containing fuel burns in the combustion chambers of the cylinders, for example, pistons, connecting rods, crankshafts, etc. An internal combustion engine is provided as a concept that includes, for example, a two-cycle or four-cycle reciprocating engine that can be extracted as power through an output shaft.

  Further, the vehicle has a power transmission path between the output shaft of the internal combustion engine and an axle that can take the form of, for example, a drive shaft or an axle shaft for finally transmitting the power of the internal combustion engine to the drive wheels. In addition, a transmission that can take the form of, for example, an AT (Automatic Transmission) or a CVT (Continuously Variable Transmission) is provided in front of a reduction mechanism such as a differential, and the rotation between the output shaft and the axle of the internal combustion engine. It is possible to change the speed by changing the speed ratio, which is the speed ratio, stepwise or continuously. When shifting is performed through such a transmission, as a preferred embodiment, the engagement state in various friction engagement devices such as a clutch, a one-way clutch, and a brake constituting the transmission is, for example, an engagement hydraulic pressure. The gear ratio is switched from the previous value to the target value by being changed through the control or the like.

  On the other hand, during the shift period as a period during which such a shift is made, whether it is a so-called upshift in a direction where the gear ratio decreases, or a so-called downshift in a direction where the gear ratio increases, For example, the driving force is likely to change unstablely due to various factors such as changes in the engagement state in each of the plurality of friction engagement devices described above. In some cases, the driving force greatly deviates from the target driving force, resulting in actual acceleration. And the target acceleration tend to be large. For this reason, the benefits of the driving force control apparatus according to the present invention are more effectively received during the shift period.

  In another aspect of the driving force control apparatus according to the present invention, the driving force control apparatus further includes a determining unit that determines whether or not the correction unit needs to be corrected based on an occurrence state of a predetermined type of disturbance in the vehicle. The set target acceleration is corrected when it is determined that the correction is necessary.

  In the travel period of the vehicle as well as the shift period described above, disturbances such as slipping and locking of the drive wheels may occur at indefinite timing. Since the occurrence of such disturbances is irregular, it is often temporary, and when it is not temporary, it itself becomes a factor that reduces drivability. Therefore, the correction of the target acceleration according to the present invention ( That is, there is little concern that the deterioration of drivability becomes obvious without performing the correction of the target driving force uniquely.

  According to this aspect, a driver caused by a change in driving force including, for example, the above-described slip, lock, and the like by a determination unit that can take the form of various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device, etc. The necessity of correction related to the correction means is determined based on various occurrence states, such as the presence or absence of a disturbance that is defined as a matter that does not cause deterioration of the ability in practice. The correction means corrects the target acceleration when it is determined that the correction is necessary as a result of the determination.

  Therefore, according to this aspect, for example, when the target acceleration is not corrected, the target acceleration can be corrected limitedly or at least preferentially in a situation where deterioration of drivability may become apparent. The acceleration correction can be executed more effectively, and a high profit is provided in practice.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

<Embodiment of the Invention>
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

<Configuration of Embodiment>
First, the configuration of a vehicle 10 according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic configuration diagram conceptually and schematically showing the main configuration of the vehicle 10.

  1, a vehicle 10 includes an ECU 100, an engine 200, a torque converter 300, an ECT (Electronic Controlled Transmission) 400, an ECT drive unit 500, and a hydraulic controller 600 according to the present invention. Is an example.

  The ECU 100 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and is configured to be able to control the entire operation of the vehicle 10. It is an example of the "driving force control device" concerning. The ECU 100 is configured to be able to execute shift driving force control, which will be described later, according to a control program stored in the ROM.

  Here, the detailed configuration of the ECU 100 will be described with reference to FIG. FIG. 2 is a functional block diagram showing a configuration of a part related to the driving force control apparatus according to the present invention in the ECU 100. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.

  2, the ECU 100 includes a control unit 110, a target acceleration calculation unit 120, an engine control unit 130, and an ECT control unit 140.

  The control unit 110 is a main control unit in the ECU 100, and is configured to be able to execute various control programs including a shift driving force control.

  The target acceleration calculation unit 120 is a processing unit configured to be able to derive the target acceleration αt that defines the target driving force of the vehicle 10 as a result of the numerical calculation processing, and is an example of the “setting unit” according to the present invention. It is.

  The engine control unit 130 is a processing unit configured to be able to control the operation state of the engine 200, and is an example of the “control unit” according to the present invention.

  The ECT control unit 140 is a processing unit configured to be able to control the operation state of the ECT 400.

  Returning to FIG. 1, the engine 200 is an example of an “internal combustion engine” according to the present invention configured to function as a power source of the vehicle 10. Here, the detailed configuration of the engine 200 will be described with reference to FIG. FIG. 3 is a schematic diagram of the engine 200. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.

  In FIG. 3, the engine 200 burns the air-fuel mixture through an ignition operation by an ignition device 202 in which a part of a spark plug (not shown) is exposed in a combustion chamber in a cylinder 201, and the explosive force due to such combustion. The reciprocating motion of the piston 203 that occurs in response to the above is converted into the rotational motion of the crankshaft 205 (that is, an example of the “output shaft of the internal combustion engine” according to the present invention) via the connecting rod 204. Yes.

  In the vicinity of the crankshaft 205, a crank position sensor 206 for detecting the rotational position (ie, crank angle) of the crankshaft 205 is installed. The crank position sensor 206 is electrically connected to the ECU 100 (not shown). In the ECU 100, the control unit 110 described above determines the engine 200 based on the crank angle signal output from the crank position sensor 206. The engine speed NE is calculated.

  The engine 200 is an in-line four-cylinder engine in which four cylinders 201 are arranged in series in a direction perpendicular to the paper surface. However, since the configurations of the individual cylinders 201 are equal to each other, in FIG. Only the cylinder 201 will be described. Further, the internal combustion engine according to the present invention is not limited to the engine 200 shown in FIG. 3, and may be, for example, a 6-cylinder, 8-cylinder, or 12-cylinder engine, or a V-type, a horizontally opposed type, or the like. It is possible to adopt various modes.

  In the engine 200, the air sucked from the outside passes through the intake pipe 207 and is mixed with the fuel injected from the injector 212 in the intake port 210 to become the above-mentioned air-fuel mixture. The fuel is stored in a fuel tank (not shown), and is pumped and supplied to the injector 212 via a delivery pipe (not shown) by the action of a feed pump (not shown). The form of the injection means for injecting the fuel does not have to adopt a so-called intake port injector configuration as shown in the figure. For example, the pressure of fuel pumped by a feed pump or other low-pressure pump is further increased by a high-pressure pump. It may have a form such as a so-called direct injection injector configured to be able to directly inject fuel into the high-temperature and high-pressure cylinder 201.

  The communication state between the inside of the cylinder 201 and the intake pipe 207 is controlled by opening and closing the intake valve 211. The air-fuel mixture combusted inside the cylinder 201 becomes exhaust and is led to the exhaust pipe 215 via the exhaust port 214 when the exhaust valve 213 that opens and closes in conjunction with opening and closing of the intake valve 211 is opened.

  On the other hand, on the upstream side of the intake port 210 in the intake pipe 207, a throttle valve 208 for adjusting the intake air amount related to the intake air guided through a cleaner (not shown) is disposed. The throttle valve 208 is configured such that its drive state is controlled by a throttle valve motor 209 electrically connected to the ECU 100. The ECU 100 basically controls the throttle valve motor 209 so as to obtain a throttle opening corresponding to the accelerator opening, but without the driver's intention through the operation control of the throttle valve motor 209. It is also possible to adjust the throttle opening. That is, the throttle valve 208 is configured as a kind of electronically controlled throttle valve.

  A three-way catalyst 216 is installed in the exhaust pipe 215. The three-way catalyst 216 is a catalyst capable of purifying CO (carbon monoxide), HC (hydrocarbon), and NOx (nitrogen oxide) discharged from the engine 200, respectively. The exhaust pipe 215 is provided with an air-fuel ratio sensor 217 configured to be able to detect the exhaust air-fuel ratio of the engine 200. Further, a water temperature sensor 218 for detecting the cooling water temperature related to the cooling water (LLC) circulated and supplied to cool the engine 200 is disposed in the water jacket installed in the cylinder block that houses the cylinder 201. ing.

  Returning to FIG. 1, the torque converter 300 is a fluid transmission device connected to the rear stage of the above-described crankshaft 205 in the engine 200. Torque converter 300 is configured to transmit the rotational power of engine 200 transmitted through crankshaft 205 to ECT 400. The detailed configuration of the torque converter 300 will be described later.

  The ECT 400 includes a plurality of hydraulic friction engagement devices driven by a hydraulic actuator (not shown) such as a clutch element, a brake element, and a one-way clutch element, and is an electronically controlled automatic shift that is an example of a “transmission” according to the present invention. Device. The ECT 400 is configured to be able to obtain a plurality of different gear ratios by changing the engagement state of each of these hydraulic friction engagement devices.

  The ECT drive unit 500 is configured to be able to drive the ECT 400 physically, mechanically, electrically, and magnetically. More specifically, the ECT drive unit 500 is engaged with a plurality of hydraulic friction engagement devices described above. It is the drive unit comprised so that change is possible. The ECT drive unit 500 includes a plurality of linear solenoids and solenoids, each of which drives a hydraulic actuator that drives each of the hydraulic friction engagement devices of the ECT 400 described later.

  The hydraulic controller 600 performs each friction engagement in the ECT 400 by the excitation state control (for example, duty ratio control) of the linear solenoid and the excitation state control (for example, switching control between excitation and non-excitation) of the solenoid in the ECT drive unit 500 described above. The control unit is configured to be able to control the hydraulic pressure of the hydraulic actuator corresponding to the apparatus. The hydraulic controller 600 is electrically connected to the ECU 100, and the operation state thereof is mainly controlled by the ECT control unit 140 in the ECU 100. The detailed configuration of the ECT 400 will be described later together with the torque converter 300 with reference to FIG.

  The vehicle 10 further includes a speed reduction mechanism 11, a left drive shaft DSFL, a right drive shaft DSFR, a left front wheel FL, a right front wheel FR, a longitudinal acceleration sensor 12 (hereinafter, abbreviated as “front / rear G sensor 12” as appropriate), an accelerator opening degree. A sensor 13, an accelerator pedal 14, and a shift lever 15 are provided.

  The speed reduction mechanism 11 is a gear unit that includes a differential that is a differential gear connected to the output rotation shaft of the ECT 400, and that can appropriately reduce the rotation speed of the output shaft of the ECT 400 and transmit it to each drive shaft. is there.

  The left drive shaft DSFL and the right drive shaft DSFR are driving force transmission shafts each having one end connected to the speed reduction mechanism 11 and the other end connected to the left front wheel FL and the right front wheel FR, which are driving wheels, respectively. It is an example of the “axle” according to the invention. Thus, in the vehicle 10, the power generated from the engine 200 is transmitted to the left and right front wheels as drive wheels via the crankshaft 205, the torque converter 300, the ECT 400, the speed reduction mechanism 11, and the left and right drive shafts. It has become. The torque converter 300, the ECT 400, the speed reduction mechanism 11, the left drive shaft DSFL, and the right drive shaft DSFR constitute a power train of the vehicle 10 as a whole.

  The front-rear G sensor 12 is a sensor configured to be able to detect the acceleration in the front-rear direction of the vehicle 10 (that is, an example of “actual acceleration” according to the present invention) αr. The longitudinal G sensor 12 is electrically connected to the ECU 100, and the detected longitudinal acceleration αr is grasped by the ECU 100 continuously or at a constant or indefinite period.

  The accelerator opening sensor 13 is a sensor configured to be able to detect the accelerator opening corresponding to the operation amount of the accelerator pedal 14 operated by the driver. The accelerator opening sensor 13 is electrically connected to the ECU 100, and the detected accelerator opening is grasped by the ECU 100 constantly or at a constant or indefinite period.

  The shift lever 15 is a shifting operation means configured to be operated by a driver of the vehicle 10. In this embodiment, the shift lever 15 is provided with a total of six types of shift positions of 1 range, 2 range, D range, N range, R range, and P range, and according to each of the shift positions. The transmission ratio of the ECT 400 is changed. In addition, the information regarding the shift position selected in the shift lever 15 is configured to be grasped at a constant or indefinite period by the ECU 100 electrically connected to the shift lever 15.

  Next, detailed configurations of the torque converter 300 and the ECT 400 will be described with reference to FIG. FIG. 4 is a schematic configuration diagram conceptually showing the configurations of the torque converter 300 and the ECT 400. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.

  In FIG. 4, the torque converter 300 includes a pump impeller 310, a turbine runner 320, a stator 330, a one-way clutch 340, and a lockup clutch 350.

  The pump impeller 310 is connected to the crankshaft 205 of the engine 200 and is configured to be rotatable in synchronization with the rotation of the crankshaft 205.

  The turbine runner 320 is opposed to the pump impeller 310 via an ATF (Automatic Transmission Fluid) and is connected to the input shaft 401 of the ECT 400. Accordingly, the rotational speed of the turbine runner 320 is equivalent to the rotational speed of the input shaft 401 of the ECT 400. The turbine rotation speed NT, which is the rotation speed of the turbine runner 320, is detected by a rotation sensor (not shown) and output to the ECU 100 electrically connected to the rotation sensor as the input shaft rotation speed Nin of the ECT 400. It has become.

  The stator 330 is connected to a housing (not shown) as a non-rotating member via a one-way clutch 340, and is configured to be able to change the direction of ATF returning from the turbine runner 320 to the pump impeller 310. It is.

  The lockup clutch 350 is a clutch configured to be able to directly reach the input shaft 401 without rotating torque transmitted from the crankshaft 205 according to the engaged state.

  On the other hand, in FIG. 4, an ECT 400 is coaxially disposed on an input shaft 401, and a carrier and a ring gear are connected to each other to form a so-called CR-CR coupled planetary gear mechanism. A pair of first planetary gear mechanism 430 and second planetary gear mechanism 440, a pair of third planetary gear mechanisms 450 arranged coaxially with a counter shaft 402 parallel to the input shaft 401, and a shaft end of the counter shaft 402 And an output gear 403 that meshes with the speed reduction mechanism 11 described above.

  Each of the components of the first planetary gear mechanism 430, the second planetary gear mechanism 440, and the third planetary gear mechanism 450, that is, the carrier that rotatably supports the sun gear, the ring gear, and the planet gear that meshes with them is provided with four clutches C0. , C1, C2 and C3, and selectively connected to the non-rotating member housing by three brakes B1, B2 and B3, or mutually by two one-way clutches F1 and F2. It is configured to be engaged with the housing.

  Each of these clutches and brakes is a hydraulic friction engagement device whose engagement state is controlled by a hydraulic actuator, such as a multi-plate clutch or a band brake, and is controlled by the hydraulic controller 600 as described above. Drive control is performed by the ECT drive unit 500, and the hydraulic pressure that defines the engagement force changes.

  Under such a configuration, a pair of first planetary gear mechanism 430, second planetary gear mechanism 440, clutch C0, clutch C1, clutch C2, brake B1, brake B2, and one-way clutch arranged coaxially with input shaft 401. F1 constitutes a main transmission section 410 having four forward speeds and one reverse speed. Further, the auxiliary transmission unit 420 is configured by a set of planetary gear mechanisms 450, a clutch C3, a brake B3, and a one-way clutch F2 arranged on the counter shaft 402. The auxiliary transmission unit 420 realizes two forward speeds, so that the ECT 400 as a whole realizes five forward speeds.

<Operation of Embodiment>
<Operation of ECT400>
Here, with reference to FIG. 5, the relationship between the engagement state of these hydraulic frictional engagement devices and the gear position of the ECT 400 will be described. FIG. 5 is a table for explaining the correspondence between the engagement state of each hydraulic friction engagement device in the ECT 400 and the gear position of the ECT 400.

  In FIG. 5, the shift position selected by the shift lever 15 and the corresponding gear position are sequentially arranged in the vertical series, and the above-described hydraulic friction engagement devices are arranged in the horizontal series. ing. In FIG. 5, “◯” represents that it is engaged, and “X” represents that it is released. Further, “Δ” indicates that the engagement is performed only during driving.

  In FIG. 5, the R range (corresponding to the reverse gear), the P range and N range (corresponding to the gear when the power is cut off), and the D range (corresponding to the forward gear (five)). Only the corresponding engagement state is shown. That is, the engagement state corresponding to the 1st range and the 2nd range is equivalent to the engagement state corresponding to the 1st and 2nd shift speeds realized in the D range, and thus illustration thereof is omitted.

  As shown in the figure, in the ECT 400, when the shift position is in the D range, five forward shift speeds corresponding to “1st”, “2nd”, “3rd”, “4th”, and “5th” are realized. The The speed ratios of these forward shift speeds decrease in the order of “1st”, “2nd”, “3rd”, “4th”, and “5th”. That is, “1st” is the maximum and “5th” is the minimum. In the following description, “1st”, “2nd”, “3rd”, “4th” and “5th” are respectively changed to “1st speed”, “2nd speed”, “3rd speed” and “4th speed” as appropriate. And “5-speed” and the like. When the shift position of the shift lever 15 is in the D range, the gear position is automatically switched based on a shift map stored in the ROM, for example, under the control of the ECU 100. Therefore, in the ECT 400, it is constantly grasped by the ECU 100 which gear stage is selected at that time.

<Overview of Driving Force Control in Vehicle 10>
In the vehicle 10, the driving force is controlled through control of the output torque of the engine 200 and the braking force in a brake device (not shown) so that the actual acceleration follows the target acceleration. For example, this output torque is finally transmitted as drive force to each drive wheel via the engine 200, the torque converter 300, the ECT 400, the speed reduction mechanism 11, each drive shaft, and the like. Further, for example, this braking force is applied to each driving wheel, so that the driving force transmitted to each driving wheel can be reduced.

  The control of the driving force is generally executed as follows. In the present embodiment, the case where the driving force is controlled by the output torque of the engine 200 will be described.

  When controlling the driving force, first, the target acceleration calculation unit 120 of the ECU 100 determines the target acceleration αt based on the accelerator opening detected by the accelerator opening sensor 13, and outputs the target acceleration αt to the control unit 110 as, for example, an electric signal or the like. . The control unit 110 refers to a torque map stored in advance in the ROM based on the target acceleration αt, and determines the output torque of the engine 200 corresponding to the target acceleration αt, that is, the target output torque.

  When the target output torque is determined, the engine control unit 130 controls, for example, throttle opening control (ie, intake air amount control) and ignition via the throttle valve motor 209 of the engine 200 so as to obtain the target output torque. Ignition timing control via the device 202, fuel injection amount control via the injector 212, and the like are executed to cause the engine 200 to output a target output torque. As a result, a target driving force corresponding to the target acceleration is transmitted to each drive shaft. This driving force is controlled by feeding back the actual acceleration αr so that the actual acceleration αr of the vehicle 10 detected by the longitudinal acceleration sensor 12 follows the target acceleration αt.

  On the other hand, when the target acceleration αt is determined, the control unit 110 should select the gear speed at which the fuel consumption rate of the engine 200 is optimal among the gear speeds that can be realized in the ECT 400, and select the gear speed to be selected by the ECT control unit 140. It is output as gear speed information that defines the gear speed. The ECT control unit 140 determines whether or not a shift is necessary based on the shift speed information and the currently selected shift speed, and if it is determined that a shift is required, the hydraulic controller 600 A speed change is appropriately executed through the control. The control mode of the driving force based on the target acceleration is not limited to the example illustrated here, and the actual acceleration can be changed using the target acceleration as an index by controlling the driving force (for example, following the target acceleration). It is possible to take various aspects as long as (obtain).

<Details of drive force control during shifting>
At the time of shifting, it is necessary to appropriately change the engagement state of each of the plurality of hydraulic friction engagement devices constituting the ECT 400. For example, if an upshift from 2nd speed to 3rd speed is taken as an example, as shown in FIG. 5, it is necessary to control the brake B1 from engagement to release, and conversely, the clutch C0 from release to engagement. . On the other hand, when changing the engagement state, the engagement torque in each hydraulic friction engagement device may become unstable due to, for example, insufficient hydraulic pressure or excessive supply generated in the ECT drive unit 500. Where excess or deficiency of hydraulic pressure does not occur, the transmission characteristic of the output torque of the engine 200 in the ECT 400 tends to become unstable during the shift period, and the driving force transmitted to each drive shaft of the vehicle 10 is eventually the target driving force. It is easy to deviate from. Such a deviation between the actual driving force and the target driving force is inevitably manifested as a deviation between the target acceleration αt and the actual acceleration αr.

  On the other hand, in order to converge such a deviation between the target acceleration αt and the actual acceleration αr, for example, when additional control such as increasing the output torque of the engine 200 occurs, a change in the actual driving force appearing on the drive shaft (for example, , Driving force swings back, etc.), and it becomes difficult to obtain a smooth acceleration feel, which may lead to deterioration of drivability. Thus, in the present embodiment, the ECU 100 executes shift driving force control for the purpose of preventing such deterioration of drivability during the shift period.

  Here, with reference to FIG. 6, the details of the driving force control during shifting will be described. FIG. 6 is a flowchart of the driving force control during shifting. In the following description, the term ECU 100 will be used as a comprehensive expression of the control unit 110, the target acceleration calculation unit 120, the engine control unit 130, and the ECT control unit 140 unless otherwise specified. Further, it is assumed that the driving force control at the time of shifting according to the present embodiment corresponds to the time of upshifting. At the time of downshifting, the driving force control at the time of shifting can be performed in the same manner as at the time of upshifting.

  In FIG. 6, the ECU 100 determines whether or not the shift control is being performed (step S11). When the shift control is not being performed (step S11; NO), the ECU 100 clears all the operation parameters described later (step S16), returns the process to step S11, and substantially controls the process to a standby state. On the other hand, when the vehicle 10 is under shift control (step S11: YES), the ECU 100 starts counting the provisional value dt1_temp of the elapsed time that represents the elapsed time from when the shift command is issued by the ECT control unit 140 ( Step S12).

  Next, ECU 100 determines whether or not the shift state of ECT 400 corresponds to the torque phase (step S13). Here, the torque phase refers to a period in which a decrease in driving force accompanying a shift does not appear as a decrease in the input shaft rotational speed Nin of the ECT 400. When the shift state corresponds to the torque phase (step S13: YES), the ECU 100 executes torque phase processing described later (step S100). When the torque phase process is executed or when the shift state does not correspond to the torque phase (step S13: NO), the ECU 100 determines whether or not the shift state of the ECT 400 corresponds to the inertia phase (step S14). Here, the inertia phase is a period in which the input shaft rotational speed Nin decreases with the progress of the shift. For example, if an upshift from the second speed to the third speed is taken as an example, the input shaft rotational speed Nin is It refers to the period when the value corresponding to the second speed changes from the value corresponding to the third speed.

  When the shift state corresponds to the inertia phase (step S14: YES), the ECU 100 executes an inertia phase process described later (step S200). When the inertia phase process is executed or the shift state does not correspond to the inertia phase (step S14: NO), the ECU 100 determines whether or not a predetermined type of disturbance has occurred in the vehicle 10 (step S15).

  Here, the predetermined type of disturbance is a temporary and non-intrusive phenomenon caused by slipping or locking of the driving wheels (the left front wheel FL and the right front wheel FR) separately from the change in the actual acceleration caused by the ECT 400 during such a shift period. A regular change in driving force. If driving force control is made to correspond to this type of disturbance element, the driving force change becomes larger and drivability may be deteriorated. Therefore, when the ECU 100 determines that a disturbance has occurred (step S15: YES), the ECU 100 initializes various parameters that are mainly set in torque phase processing, inertia phase processing, and compensation processing described later. (Step S16). When it is not determined that a disturbance has occurred (step S15: NO), or when the parameters are initialized by the process according to step S16, the ECU 100 returns the process to step S11 and repeats a series of processes. The shift driving force control is basically executed in this way.

<Details of torque phase processing>
Next, the details of the torque phase process will be described with reference to FIG. FIG. 7 is a flowchart of the torque phase process.

  In the torque phase process shown in FIG. 7, the ECU 100 determines whether or not the actual acceleration αr of the vehicle 10 obtained via the front-rear G sensor 12 is less than the lower limit value αl (step S101). This lower limit value αl is uniquely determined according to the target driving force αt, for example, by multiplying the target acceleration αt by a uniform or indefinite ratio, or by subtracting a uniform or indefinite margin from the target acceleration αt, for example. This is a determination index that prescribes whether or not the deterioration of drivability becomes obvious, and is an example of the “lower limit value” according to the present invention.

  When the actual acceleration αr is equal to or greater than the lower limit value αl (step S101: NO), the ECU 100 ends the torque phase process on the assumption that the deviation between the target acceleration αt and the actual acceleration αr is relatively small. On the other hand, when the actual acceleration αr is less than the lower limit value αl (step S101: YES), the ECU 100 sets a deviation between the lower limit value αl and the actual acceleration αr as a provisional deviation et_temp (step S102).

  Next, the ECU 100 determines whether or not the provisional deviation et_temp is larger than the maximum deviation et defined as the maximum value of the deviation between the target acceleration αt and the actual acceleration αr in the period corresponding to the torque phase. (Step S103). Here, the various parameters including the provisional deviation et_temp and the maximum deviation et are cleared as described above (that is, zero) when not in the shift period, that is, in the initial state, and are the first steps to visit. In the determination process according to S103, as long as the temporary deviation et_temp has a significant value, the temporary deviation et_temp is always larger than the maximum deviation et.

  When the temporary deviation et_temp is equal to or smaller than the maximum deviation et (step S103: NO), the ECU 100 ends the torque phase process and when the temporary deviation et_temp is larger than the maximum deviation et (step S103: YES). The ECU 100 sets the provisional deviation et_temp as the maximum deviation et (step S104). When the process according to step S104 ends, the ECU 100 ends the torque phase process.

  In addition, if the torque phase process is once completed and the shift state is still a state corresponding to the torque phase, the process according to step S14 in FIG. 6 is “NO”, and the torque phase process is performed unless a disturbance occurs. The process is repeated. Therefore, the maximum value of the deviation between the lower limit value αl and the actual acceleration αr in the torque phase is set as the maximum deviation et by the processing related to steps S103 and S104 in the torque phase processing.

  Next, details of the inertia phase process will be described with reference to FIG. FIG. 8 is a flowchart of the inertia phase process.

  In the inertia phase process shown in FIG. 8, the ECU 100 determines whether or not the target acceleration αt is uncorrected (step S201). Since the correction of the target acceleration αt is realized in a later step, the target acceleration αt is not corrected at this stage. When the target acceleration αt is corrected (step S201: NO), the ECU 100 ends the inertia phase process, while when the target acceleration αt is uncorrected (step S201: YES), the ECU 100 performs the step in FIG. The provisional value dt1_temp of elapsed time that is counted in the process according to S12 is set as the determined value dt1 of elapsed time (step S202). The elapsed time fixed value dt1 corresponds to the time from the time when the gear shift command is issued to the time when the inertia phase starts.

  When the final value of the elapsed time dt1 is set, the ECU 100 subsequently determines whether or not the maximum deviation et set in the previous torque phase process and the final value dt1 of the set elapsed time satisfy a predetermined condition. It discriminate | determines (step S203). More specifically, at this time, it is determined whether or not the maximum deviation et is larger than zero, that is, whether or not the actual acceleration αr temporarily falls below the lower limit αl in the torque phase, and the elapsed time is determined. It is determined whether or not the value dt1 is longer than a determination time T1 stored as a map in the ROM using the target acceleration αt and the accelerator opening as parameters.

  In view of the fact that the determination process according to step S203 is performed based on the maximum deviation et and the determined value dt1 of the elapsed time, that is, the change speed of the actual acceleration αr (that is, an example of the “degree of change” according to the present invention). ) And is a process for determining whether or not a deterioration in drivability becomes apparent during the shift period.

  In the present embodiment, since the index value corresponding to the “deviation between the target acceleration and the actual acceleration” according to the present invention is the maximum deviation et, whether or not drivability deteriorates based on only the maximum deviation et. A determination may be made. However, by considering the elapsed time in this way, the physical configuration and mechanical configuration of the vehicle 10 (for example, the shape of the body, the shape and material of the frame, the shape of the suspension system such as the suspension, the rigidity, the material, the space) Sensitivity characteristics of drivability, which are different for each vehicle due to various factors such as a general arrangement or an installation mode), are considered, and a more practical judgment can be made. In other words, depending on the physical configuration and mechanical configuration of the vehicle 10, the deterioration of drivability may or may not become apparent when the maximum deviation et is equal.

  If both conditions are satisfied in the process according to step S203 (step S203: YES), the ECU 100 assumes that the condition for reducing the deviation between the target acceleration αt and the actual acceleration αr is satisfied (that is, any countermeasure). If the actual acceleration αr is made to follow the target acceleration αt without being performed, it is possible to make a judgment that deterioration of drivability becomes obvious), and the target acceleration αt is corrected in the subsequent steps. .

  First, the ECU 100 acquires a one-dimensional fitness coefficient H stored as a map in, for example, a ROM using the maximum deviation et as a parameter, and executes numerical calculation processing according to the following equation (1) to obtain an acceleration correction ratio αnext. Calculate (step S204).

αnext = αr / αt × H (1)
When the acceleration correction ratio αnext is calculated, the ECU 100 further executes a numerical calculation according to the following equation (2) (that is, executes correction) to calculate a new (that is, corrected) target acceleration αt. (Step S205). In equation (2), αtaft and αtbef represent the corrected target acceleration and the corrected target acceleration for convenience.

αtaft = αtbef−αtbef × αnext (2)
That is, the corrected target acceleration αt is obtained by subtracting the product of the actual acceleration αr corresponding to the maximum deviation et and the adaptation coefficient H from the target acceleration αt before correction, and compared with the target acceleration αt before correction. Small value. Accordingly, the deviation between the target acceleration and the actual acceleration is reduced as compared with that before the correction. The correction mode of the target acceleration αt mentioned here is only an example, and the correction mode is not limited and various modes can be adopted as long as the deviation between the target acceleration and the actual acceleration can be reduced before and after the correction. It is.

  On the other hand, when the correction of the target acceleration αt is executed, the ECU 100 starts a gradual change process of the target acceleration (step S206). Here, the gradual change processing of the target acceleration is stepwise from the current target acceleration αt (that is, before correction) to the target acceleration as a near-future target (that is, the corrected target acceleration αt). Or a process of changing the target acceleration continuously (decreasing in the present embodiment), for example, when the gradual change process is performed so as to reach the corrected target acceleration αt in N (N is a natural number) steps, for example. For example, for each set timing of the target acceleration αt, a gradual change calculation of “αt (n−1) − (αtbef−αtaft) / N” is performed by setting the target acceleration one step before as αt (n−1). And it is repeated N times.

  When the gradual change process is started in the process according to step S206, the target acceleration αt is gradually changed in a manner asynchronous with the execution process of the inertia phase process or the shift driving force control. When the gradual change process of the target acceleration αt is started, the inertia phase process ends. When the target acceleration αt is corrected, a flag indicating that the correction has been made is set, and the determination processing related to step S201 described above becomes “NO” in the subsequent inertia phase processing, which is substantially The inertia phase process ends.

  Here, in the determination processing according to step S203, when the condition indicating that the target acceleration αt should be corrected is not satisfied (step S203: NO), that is, the deterioration of drivability is manifested in the torque phase. When the change in the actual acceleration αr has not occurred, the ECU 100 executes a compensation process (step S300). The compensation process is a process for performing compensation when the actual acceleration αr becomes unstable for some reason in the inertia phase, not in the torque phase.

  Here, the details of the compensation processing will be described with reference to FIG. FIG. 9 is a flowchart of the compensation process.

  The compensation process shown in FIG. 9 is basically executed in the same manner as the torque phase process already described. That is, the ECU 100 determines whether or not the actual acceleration αr of the vehicle 10 obtained via the front / rear G sensor 12 is less than the lower limit value αl (step S301).

  When the actual acceleration αr is equal to or greater than the lower limit value αl (step S301: NO), the ECU 100 shifts the processing to step S305 on the assumption that the deviation between the target acceleration αt and the actual acceleration αr is relatively small. On the other hand, when the actual acceleration αr is less than the lower limit value αl (step S301: YES), the ECU 100 sets a deviation between the lower limit value αl and the actual acceleration αr as a provisional deviation ei_temp (step S302).

  Next, the ECU 100 determines whether or not the temporary deviation ei_temp is larger than a maximum deviation ei defined as the maximum value of the deviation between the target acceleration αt and the actual acceleration αr in the period corresponding to the inertia phase. (Step S303). Here, the various parameters including the provisional deviation ei_temp and the maximum deviation ei are cleared as described above in the shift period, that is, in the initial state, and in the determination process according to step S303 that is first visited. As long as the temporary deviation ei_temp has a significant value, the temporary deviation ei_temp is larger than the maximum deviation ei.

  When the temporary deviation ei_temp is equal to or smaller than the maximum deviation ei (step S303: NO), the ECU 100 shifts the process to step S305. In step S305, a shift progress degree S is calculated, and it is determined whether or not the calculated shift progress degree S is larger than a threshold value Sth.

  Here, the “shift progress degree” is an index that defines the progress degree of the shift, and is calculated based on the input shaft rotational speed Nin of the ECT 400. For example, in the case of an upshift from the second speed to the third speed, the input shaft rotational speed Nin decreases from the rotational speed corresponding to the second speed to the rotational speed corresponding to the third speed. Therefore, the shift proceeds as the input shaft rotational speed Nin approaches the rotational speed corresponding to the third speed. Therefore, the ECU 100 calculates the shift progress S according to the following equation (3), with the input shaft rotational speed Nin corresponding to the third speed as the predicted arrival value being Nin2, the current input shaft rotational speed Nin being Nin1.

S = Nin2 / Nin1 (3)
Accordingly, in this case, the shift progress degree S takes a value of 1 or less, and gradually approaches 1 as the shift progresses. The threshold value Sth of the speed change degree S is such that it may be difficult to prevent deterioration of drivability by correcting the target acceleration αt in advance experimentally, empirically, theoretically, or based on simulation or the like. Is set as a value that defines the state in which the shift is in progress.

  When the shift progress degree S is equal to or less than the threshold value Sth (step S305: NO), the ECU 100 returns the process to step S11 of the shift driving force control and repeats a series of processes. At this time, the result of the determination process related to step S13 in the driving force control during shifting is “NO”, the result of the determination process related to step S14 is “YES”, and the result of the determination process related to step S201 in the inertia phase process Becomes “YES”, and the result of the determination processing in step S203 is “NO”, so that the compensation processing is repeatedly executed. That is, in the compensation process, the actual acceleration αr is continuously monitored as long as the shift progress does not reach Sth, and the minimum value (that is, the maximum deviation) of the actual acceleration αr below the lower limit value αl. It will be memorized.

  If the shift progress degree S becomes larger than the threshold value Sth (Step S305: YES), the ECU 100 determines whether the maximum deviation ei is larger than zero, that is, the actual acceleration αr temporarily. It is determined whether or not the lower limit value αl is below. When the actual acceleration αr does not fall below the lower limit value αl during the period corresponding to the inertia phase (that is, when the deviation between the actual acceleration and the target acceleration does not exceed the allowable value), the ECU 100 drives the process during shifting. The process proceeds to step S11 in force control. At this time, a flag indicating that the target acceleration αt has been corrected is set for convenience. Therefore, the result of the determination process related to step S201 in the inertia phase process is “NO”, and the inertia phase process ends without the process shifting to the compensation process, and substantially the target acceleration described above is applied to the remaining shift period. Only the gradual change process of αt is repeated.

  On the other hand, when the maximum deviation ei is greater than zero (step S306: YES), the ECU 100 proceeds to step S204 in the inertia phase process. At this time, the adaptation coefficient H described above is acquired as corresponding to the maximum deviation ei. That is, the fitness coefficient is stored as a map in the ROM with both the maximum deviations et and ei as parameters. At this time, the fitness coefficient H may be set individually for each of the maximum deviations et and ei, or in view of the fact that each is a dimension of acceleration deviation, it is set independently of each other. Also good.

  When the process shifts from the compensation process to step S204 in the inertia phase process, the target acceleration αt is corrected through the process from step S204 to step S206, and the deviation between the actual acceleration αr and the target acceleration αt decreases.

  Here, with reference to FIG. 10, the execution process of the driving force control at the time of shifting will be described visually. FIG. 10 is a schematic diagram of a change in acceleration in the execution process of the driving force control at the time of shifting.

  In FIG. 10, the horizontal axis represents time, and the vertical axis represents acceleration and the input shaft rotational speed Nin of the ECT 400 on the upper and lower stages, respectively.

  Now, at time T0, it is assumed that the ECT control unit 140 determines that the shift is to be performed and issues a shift command to start the shift (see the white circle M0 in the drawing). When a shift is actually started at time T1 in accordance with this shift command, the actual acceleration αr of the vehicle 10 represented as PRF_αr (see thick solid line) in the figure changes in the engagement state of each hydraulic friction engagement device in ECT400. Along with this, the decrease starts.

  On the other hand, since the target acceleration αt of the vehicle 10 is set on the basis of the accelerator opening, the vehicle 10 basically changes in accordance with the illustrated PRF_αtbef (see the thin solid line) regardless of the presence or absence of the shift control before the above correction. The lower limit value αl is uniquely determined according to the target acceleration αt before correction, and changes according to the illustrated PRF_αl (see the broken line) having the same inclination as PRF_αt.

  Here, as a result of the actual acceleration αr continuing to decrease, the actual acceleration αr falls below the lower limit value αl at time T2 (see the white circle M1 in the figure). Further, the actual acceleration αr continues to decrease until the time T3, and the deviation between the actual acceleration αr and the target acceleration αt becomes maximum at the time T3 (see the white circle M2 in the figure), and the lower limit value αl at that time (see the white circle M3 in the figure). ) Is set as the maximum deviation et. The target acceleration αt and the lower limit value αl have the same inclination, and the deviation between the target acceleration αt and the lower limit value αl corresponding to the “allowable amount” according to the present invention takes a constant value. Therefore, when the actual acceleration αr is less than the lower limit value αl, an acceleration deviation always exceeds the allowable amount, and when the deviation between the lower limit value αl and the actual acceleration αr is maximum, it is inevitably generated. In particular, the deviation between the target acceleration αt (see the white circle M4 in the figure) and the actual acceleration αr is also maximized.

  Here, after time T3, the engagement hydraulic pressure of each hydraulic friction engagement device starts to function, and the input shaft rotation speed Nin represented as PRF_Nin in the drawing starts to increase and decreases. That is, the inertia phase is started at time T3. Therefore, the period from time T1 to time T3 is necessarily a torque phase.

  At time T3, that is, at the start of the inertia phase, as described above, the ECU 100 determines the target acceleration based on the maximum deviation et and the elapsed time dt from the time when the shift command is issued until the start of the inertia phase. It is determined whether or not αt needs to be corrected. That is, when the maximum deviation et is larger than zero and the elapsed time dt is larger than the judgment time T1 defined as the possibility of deterioration of drivability that cannot be ignored in practice due to sudden acceleration fluctuation, Correction of αt is performed. In FIG. 10, it is assumed that such a condition is satisfied.

  When the correction of the target acceleration αt is executed, the corrected target acceleration αt (see the white circle M6 in the drawing) that is smaller than the target acceleration αt before the correction (see the white circle M5 in the drawing) at the start point of the inertia phase (time T3). Is set, and the above-described gradual change process is started from time T3 using the corrected target acceleration αt as a target value. As a result, the corrected target acceleration αt changes according to the illustrated PRF_αtaft (see the alternate long and short dash line).

  Here, in view of the driving force control performed in the vehicle 10, when the target acceleration αt is not corrected, for example, the target acceleration αt corresponding to the illustrated white circle M5 is obtained at the time T4 illustrated in FIG. Therefore, it is necessary to control the output torque of the engine 200 in order to eliminate the large acceleration deviation. Accordingly, in the process of controlling the driving force by controlling the output torque, the driving force change inevitably increases, and the drivability may be deteriorated.

  On the other hand, when the target acceleration αt is corrected, the acceleration deviation itself that should be eliminated by the control of the driving force decreases, so that the driving force change in the vehicle 10 is inevitably suppressed. For this reason, in the vehicle 10, fluctuations in acceleration and driving force that can be perceived by the driver are clearly reduced as compared with the case where the target acceleration αt is uncorrected, and deterioration of drivability is suppressed.

  As described above, according to the driving force control during shifting according to the present embodiment, when the deviation between the target acceleration and the actual acceleration becomes large during the shifting period, the actual acceleration αr is made to follow the original target acceleration αt. In addition, by bringing the target acceleration αt close to the actual acceleration αr, it is possible to reduce the deviation in acceleration that should be eliminated without accompanying an actual change in acceleration (change in driving force). Therefore, it is possible to suppress deterioration in drivability when the actual acceleration αr follows the target acceleration αt.

  The present invention is not limited to the above-described embodiment, and can be changed as appropriate without departing from the spirit or concept of the invention that can be read from the claims and the entire specification. Is also included in the technical scope of the present invention.

1 is a schematic configuration diagram conceptually and schematically showing a main configuration of a vehicle according to an embodiment of the present invention. FIG. 2 is a functional block diagram illustrating a configuration of a portion related to the driving force control apparatus according to the present invention in the ECU provided in the vehicle of FIG. 1. It is a schematic diagram of the engine with which the vehicle of FIG. 1 is equipped. It is a schematic block diagram which represents notionally the structure of the torque converter with which the vehicle of FIG. 1 is equipped, and ECT. It is a table | surface explaining the corresponding | compatible relationship between the engagement state of each hydraulic friction engagement apparatus in ECT, and a gear stage. It is a flowchart of the driving force control at the time of shifting executed by the ECU. It is a flowchart of the torque phase process performed in the driving force control at the time of shifting. It is a flowchart of the inertia phase process performed in drive force control at the time of shifting. It is a flowchart of the compensation process performed in driving force control at the time of shifting. It is a schematic diagram of the change of the acceleration in the execution process of driving force control at the time of shifting.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 12 ... Longitudinal acceleration sensor, 13 ... Accelerator opening sensor, 100 ... ECU, 200 ... Engine, 300 ... Torque converter, 400 ... ECT, 500 ... ECT drive part, 600 ... Hydraulic controller.

Claims (6)

In the vehicle,
Setting means for setting a target acceleration of the vehicle;
Control means for controlling the driving force based on the set target acceleration;
A driving force control apparatus comprising: a correction unit that corrects the set target acceleration so that a deviation between the set target acceleration and the actual acceleration of the vehicle is small. The driving force control apparatus according to claim 1, wherein the correction unit corrects the set target acceleration when the deviation exceeds an allowable value. Further comprising specifying means for specifying the actual acceleration of the vehicle;
The correction means corrects the set target acceleration when the deviation exceeds an allowable value and the specified actual acceleration is less than a lower limit value corresponding to the set target acceleration. The driving force control apparatus according to claim 2. The driving force control apparatus according to claim 3, wherein the correction unit corrects the set target acceleration based on a degree of change in the specified actual acceleration. The vehicle is provided in an internal combustion engine and a power transmission path between an output shaft of the internal combustion engine and an axle of the vehicle, and changes a ratio between a rotational speed of the output shaft and a rotational speed of the axle. A transmission capable of changing the rotational speed of the output shaft;
The driving force control apparatus according to any one of claims 1 to 4, wherein the correction unit corrects the set target acceleration in a period during which the speed change is performed. Further comprising a determining means for determining whether or not correction according to the correcting means is necessary based on an occurrence state of a predetermined type of disturbance in the vehicle;
The driving force control apparatus according to any one of claims 1 to 5, wherein the correction unit corrects the set target acceleration when it is determined that the correction is necessary.

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