JP2009227025A - Vehicle controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle controller which enhances drivability by improving responsiveness of an actual driving force with respect to a target driving force based on an acceleration operation of a driver. <P>SOLUTION: This vehicle controller is provided with a power source, and an automatic transmission mechanism for changing a speed of an output torque from the power source to be transmitted, calculates the target driving force in association with the acceleration operation of the driver, and controls the power source and the automatic transmission mechanism, to attain the target driving force. The vehicle controller is provided with an actual driving force detecting means for determining the actual driving force of the vehicle (step S12), and a target driving force calculating means for calculating and setting the target driving force (step S13) based on at least an acceleration control input and the actual driving force determined by the actual driving force detecting means. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle equipped with an automatic transmission, and in particular, calculates a target driving force based on a driver's accelerator operation, outputs a power source and shifts the automatic transmission so as to realize the target driving force. The present invention relates to a control device for controlling a ratio.

  In a vehicle control device equipped with an automatic transmission that shifts output torque from a power source and transmits it to drive wheels, a required drive force or a target drive force is calculated based on the accelerator opening, and the required drive force and Based on the actual driving force, output control of the power source of the vehicle and shift control of the automatic transmission are performed. As an example, means for setting a target driving force with reference to a driving force map set in advance based on driving conditions including an accelerator opening, and means for calculating a final target driving force by correcting the target driving force; Patent Document 1 discloses an invention relating to a vehicle driving force control device that has a shift control accelerator opening degree based on a final target driving force and performs shift control of the transmission.

  Patent Document 2 discloses a maximum driving force that can be realized with respect to the vehicle speed, a smoothing driving force that smoothes the connection of the driving force with respect to the vehicle speed within the maximum driving force, and a minimum drive that can be realized with respect to the vehicle speed. If the accelerator operation amount is less than the predetermined value, the required effective driving force is calculated based on the smoothing driving force and the minimum driving force. If the accelerator operation amount is greater than the predetermined value, the required effective force is determined based on the maximum driving force and the minimum driving force. An invention relating to a driving force control apparatus for a vehicle that calculates a driving force is described.

  In Patent Document 3, a second target acceleration in which a change in the first target acceleration with respect to the accelerator opening is limited is calculated, a target output is set from the second target acceleration, and the target output is further set as the target output. By converting to the intake pressure, calculating the change in the target intake pressure, obtaining the amount of air passing through the throttle for realizing the change in the target intake air pressure, and controlling to the throttle opening corresponding to the amount of air passing through the throttle, There is described an invention relating to a vehicle motion control device that prevents the acceleration of the vehicle from becoming excessive against the driver's intention or, on the contrary, the acceleration delay to the accelerator operation.

  Further, Patent Document 4 includes a power source and a continuously variable transmission capable of continuously changing a gear ratio, calculates a target driving force based on a required output amount and a vehicle speed, and performs the target driving. Calculates the target output of the power source based on the force, controls the continuously variable transmission to achieve the target output, calculates the target torque of the power source based on the target driving force, and achieves the target torque A control device for a vehicle having a continuously variable transmission that controls a power source so that a corrected target torque (which is subjected to a smoothing process) that changes more slowly than the target torque changes in the process of reaching the target driving force. The invention relates to a vehicle control device that obtains a target torque) and controls the load of the power source based on the corrected target torque.

  Patent Document 5 discloses an engine control device that controls an engine so that an engine output torque becomes a target engine torque, and smoothes a minimum engine torque in a time axis direction according to a predetermined smoothing degree. The invention relates to an engine control device in which the degree of smoothing is set smaller when the accelerator operation amount is smaller than a predetermined value than when the accelerator operation amount is greater than or equal to the predetermined value.

JP 2002-192988 A JP 2007-239606 A Japanese Patent Laid-Open No. 2001-225672 JP 2007-198348 A JP-A-7-172217

  Like the devices described in the above patent documents, the required driving force (target driving force) is calculated based on the accelerator opening degree by the driver's accelerator operation, and the output of the power source is calculated based on the required driving force. When control or transmission shift control is performed, the response of the actual driving force to the output command of the requested driving force is delayed due to an inevitable response delay in the output control or the shift control. Therefore, the response of the actual driving force is delayed with respect to the driving force intended by the driver, and as a result, it takes time for the driving force intended by the driver and the actual driving force to match or Hunting may occur and the drivability of the vehicle may be reduced.

  The present invention has been made paying attention to the above technical problems, and improves the drivability by improving the response of the actual driving force to the required driving force (target driving force) based on the driver's accelerator operation. An object of the present invention is to provide a vehicle control device that can perform the above-described operation.

  In order to achieve the above object, the invention according to claim 1 includes a power source and an automatic transmission mechanism that shifts the output torque of the power source and transmits the output torque to the drive wheels, and relates to the accelerator operation amount of the driver. An actual driving force detecting means for determining an actual driving force of the vehicle in a vehicle control device for controlling the power source and the automatic transmission mechanism so as to achieve the target driving force; And a target driving force calculating means for calculating and setting the target driving force based on at least the accelerator operation amount and the actual driving force obtained by the actual driving force detecting means. Device.

  Further, the invention of claim 2 is the invention of claim 1, further comprising comparison means for comparing the required accelerator driving force determined from the accelerator operation amount and the vehicle speed with the actual driving force, and calculating the target driving force. When the absolute value of the deviation between the accelerator required driving force and the actual driving force compared by the comparing means is larger than a predetermined threshold value, the means is larger than when the absolute value of the deviation is equal to or smaller than the threshold value. A control device comprising: means for setting the target driving force by smoothing the accelerator required driving force with an amount of annealing.

  The invention according to claim 3 is the invention according to claim 1, further comprising comparison means for comparing the actual required driving force with the required accelerator driving force determined from the accelerator operation amount and the vehicle speed, and calculating the target driving force. When the absolute value of the deviation between the accelerator required driving force compared with the actual driving force and the actual driving force is smaller than a predetermined threshold, the means is more than the case where the absolute value of the deviation is greater than or equal to the threshold. The control device includes means for setting the target driving force so that the response of the actual driving force to the accelerator required driving force becomes high.

  Furthermore, in the invention of claim 4, in the invention of claim 3, the target driving force calculation means increases the responsiveness by smoothing the accelerator required driving force with a relatively small smoothing amount. The control apparatus includes means for setting the target driving force.

  According to a fifth aspect of the present invention, in the third aspect of the present invention, the target driving force calculating means is a value obtained by multiplying a change amount of the accelerator required driving force by a predetermined gain, and the absolute value of the deviation is the threshold value. The control apparatus includes means for setting the target driving force that increases the responsiveness by adding to the target driving force set in the above case.

  Therefore, according to the first aspect of the present invention, the actual driving force actually generated in the vehicle is detected or estimated to be obtained, and at least based on the obtained actual driving force and the driver's accelerator operation amount. A target driving force is calculated and set. Therefore, it is possible to set the target driving force by associating the constantly varying accelerator operation amount with the actual driving force. Then, the output of the power source and the gear ratio set by the automatic transmission are controlled so that the target driving force is achieved, in other words, the actual driving force follows the target driving force. Therefore, it is possible to control the driving force of the vehicle in accordance with the driver's intention and the traveling state of the vehicle that constantly changes, and as a result, the drivability of the vehicle can be improved.

  According to the invention of claim 2, the actual driving force of the vehicle is obtained, and the actual driving force is compared with the required accelerator driving force obtained based on the accelerator operation amount and the vehicle speed. If the difference between the required accelerator driving force and the actual driving force is large, the smoothing amount (or the annealing time) is set larger (longer) than usual and the accelerator required driving force is smoothed. Thus, the target driving force is calculated. Therefore, even when a large accelerator operation is performed by the driver and the difference between the accelerator required driving force and the actual driving force becomes large, and the actual driving force needs to be greatly changed, a larger smoothing process than usual is performed. Since the driving force gradually changes by the amount applied, it is avoided that the actual driving force changes excessively against the driver's intention. That is, as a result, the time required for the actual driving force to converge following the target driving force is shortened. Therefore, the actual driving force can be changed stably and promptly with respect to the driver's accelerator operation, and as a result, the drivability of the vehicle can be improved.

  According to the invention of claim 3, the actual driving force of the vehicle is obtained, and the actual driving force is compared with the required accelerator driving force obtained based on the accelerator operation amount and the vehicle speed. When the difference between the accelerator required driving force and the actual driving force is small, the target driving force is set so that the responsiveness of the actual driving force to the accelerator required driving force is high. In other words, the response when the actual driving force follows the target driving force set based on the accelerator operation amount together with the accelerator required driving force is enhanced. Therefore, even when the vehicle is cruising with a low load, the actual driving force can be quickly changed in response to the driver's accelerator operation, resulting in improved vehicle drivability. Can be made.

  Furthermore, according to the invention of claim 4, the target driving force is calculated by subjecting the accelerator required driving force to an annealing process set to a relatively small (short) smoothing amount (smoothing time). Is set. Therefore, compared with the case where the actual driving force is controlled based on the target driving force that is set by performing the annealing process that is set to the normal annealing amount (annealing time), the actual required driving force is compared with the actual required acceleration force. The responsiveness of the driving force can be improved.

  According to the fifth aspect of the present invention, the target driving force is calculated by adding the target driving force set at the normal time to the amount of change in the accelerator required driving force multiplied by a predetermined gain. Is set. Therefore, compared with the case where the actual driving force is controlled based on the target driving force set at the normal time, the response of the actual driving force to the accelerator required driving force can be enhanced.

  Next, the present invention will be described based on specific examples. FIG. 5 is a diagram for explaining the configuration of a drive system and a control system of a vehicle Ve on which the automatic transmission targeted by the present invention is mounted. In FIG. 5, reference numeral 1 denotes a power source, and the power source 1 is constituted by an internal combustion engine, or an internal combustion engine and an electric motor, or an electric motor, and is essentially a power device that generates power for traveling. In the following description, the power source 1 is referred to as an engine (ENG) 1. The output of the engine 1 is input to an automatic transmission (AT) 2 via a fluid transmission mechanism (not shown) such as a torque converter converter, and via a propeller shaft 3 and a differential 4, and left and right drive shafts 5. It is transmitted to the left and right drive wheels 6.

  The engine 1 is a known power device that outputs power by burning fuel such as a gasoline engine or a diesel engine, and operates such as throttle opening (intake amount), fuel injection amount (supply amount), and ignition timing. It is comprised so that a state can be electrically controlled. The control is configured to be executed by, for example, an electronic control unit (ECU) 7 mainly composed of a microcomputer.

  The automatic transmission 2 is, for example, a so-called electronically controlled transmission that electrically controls hydraulic pressure to control a gear ratio, engage / release a lockup clutch (not shown), and the like. A hydraulic control device (not shown) for controlling the hydraulic pressure of the automatic transmission 2 is provided. The control of the hydraulic control device of the automatic transmission 2 is also executed by the electronic control device 7 described above.

  The electronic control unit 7 includes, for example, a torque sensor 9 for detecting a signal corresponding to an accelerator operation amount such as a depression amount (depression angle) of the accelerator pedal 8, a driving torque of the vehicle Ve output from the automatic transmission 2, and a vehicle speed. An output signal or the like of a wheel speed sensor (not shown) that detects this is input as control data. In this way, the actual driving force actually generated in the vehicle Ve can be calculated by calculating with the electronic control unit 7 based on the driving torque detected by the torque sensor 9 described above. Therefore, the torque sensor 9 and the electronic control device 7 function as actual driving force detection means in the present invention.

  The electronic control unit 7 changes the control signal for changing the throttle opening, fuel injection amount, ignition timing, etc. of the engine 1, the gear ratio of the automatic transmission 2, and the engagement / release state of the lockup clutch. The control signal is output. As will be described later, the control device for the vehicle Ve in the present invention calculates the target driving force based on the accelerator operation amount of the driver and the actual driving force of the vehicle Ve, and the engine 1 so as to achieve the target driving force. And it is comprised so that the automatic transmission 2 may be controlled. That is, as described above, the electronic control unit 7 functions as the target driving force calculation means in the present invention that calculates the target driving force based on the input accelerator operation amount, the signal related to the driving torque, and the like. Based on the target driving force, the engine 1 and the automatic transmission 2 are controlled to function as target driving force realizing means for causing the actual driving force of the vehicle Ve to follow the target driving force.

  As described above, the present invention aims to improve the drivability by improving the responsiveness of the actual driving force with respect to the target driving force set based on the accelerator operation of the driver. The control device is configured to execute the following control.

(First control example)
FIG. 1 is a flowchart for explaining a first control example in the control device of the present invention. The routine shown in this flowchart is repeatedly executed every predetermined short time. In FIG. 1, first, the accelerator operation amount corresponding to the accelerator opening, that is, the depression amount or depression angle of the accelerator pedal 8 is detected (step S11).

  Further, the actual driving force Fact actually generated in the vehicle Ve is obtained (step S12). This can be calculated based on the driving torque of the propeller shaft 3 detected by the torque sensor 9 as described above. Alternatively, the actual driving force Fact can be obtained by estimation from values such as the number of revolutions of the engine 1, the amount of intake air by an air flow meter, and the gear ratio of the automatic transmission 2.

  When the accelerator operation amount and the actual driving force Fact are obtained, the target driving force Ftgt is obtained and set based on the accelerator operation amount and the actual driving force Fact (step S13). This target driving force Ftgt can be calculated based on at least the accelerator operation amount and the actual driving force Fact, or can be obtained from a preset map or the like. Further, the target driving force Ftgt can be obtained from the vehicle speed, the shift position of the automatic transmission 2, or the weather. It can be obtained by taking into account the driving environment such as the road surface condition.

  For example, when the actual driving force Fact at that time is small with respect to the driving force (temporary target driving force) obtained from the accelerator operation amount and the vehicle speed, the driver may be stepping on the accelerator pedal 8 excessively. Therefore, a map is selected such that the target driving force Ftgt is smaller than usual so that the actual driving force Fact does not become excessively large, and the target driving force Ftgt is calculated and set based on the selected map.

  When the target driving force Ftgt is set, the actual driving force Fact follows the target driving force Ftgt, that is, the target driving force Ftgt is achieved, in other words, the target driving force Ftgt is realized. In addition, the output torque of the engine 1, that is, the output of the power source of the vehicle Ve, and the gear ratio of the automatic transmission 2 are respectively controlled (step S14). Thereafter, this routine is once terminated.

  By controlling as described above, for example, the actual driving force Fact is controlled based on the required driving force set according to the accelerator operation amount, the vehicle speed, the transmission gear ratio, etc. In comparison, it becomes easier to estimate the driver's accelerator operation characteristics and driving orientation, and the target driving force Ftgt is set appropriately in accordance with the constantly changing vehicle Ve traveling condition and driving environment. Based on this, the actual driving force Fact can be appropriately controlled.

(Second control example)
FIG. 2 is a flowchart for explaining a second control example in the control device of the present invention. The routine shown in this flowchart is repeatedly executed every predetermined short time. In this second control example, the control content shown in the first control example is developed to compare the required accelerator driving force obtained from the accelerator operation amount and the vehicle speed with the actual driving force, and the difference between them. When the target driving force is large, the smoothing amount of the smoothing process that is performed when calculating the target driving force is set to be larger than usual so that the actual driving force is stable against the driver's accelerator operation. In addition, the control is an example of control that is changed quickly and promptly to improve the drivability of the vehicle Ve.

  In FIG. 2, first, the accelerator operation amount corresponding to the accelerator opening, that is, the depression amount or depression angle of the accelerator pedal 8 is detected (step S21). Further, for example, based on the driving torque of the propeller shaft 3 detected by the torque sensor 9 described above, the actual driving force Fact actually generated in the vehicle Ve is obtained (step S22). As described above, the actual driving force Fact can also be obtained by estimation from values such as the number of revolutions of the engine 1, the amount of intake air by the air flow meter, and the gear ratio of the automatic transmission 2.

  Subsequently, the accelerator required driving force Freq is obtained based on the accelerator operation amount and the vehicle speed (step S23). This is obtained in the conventional control based on the accelerator opening and the vehicle speed as a so-called required driving force or a required driving force amount. In the conventional control, actual driving is performed based on the accelerator required driving force Freq. The force Fact is controlled.

When the actual driving force Fact and the accelerator required driving force Freq are obtained, their magnitudes are compared with each other. Specifically, the absolute value of the deviation between the accelerator required driving force Freq and the actual driving force Fact is used as a threshold value. It is determined whether or not it is larger than a predetermined value α (step S24). That is,
| Freq-Fact |> α
Whether or not is established is determined.

  If the absolute value of the deviation between the accelerator required driving force Freq and the actual driving force Fact is equal to or less than the threshold value α, a negative determination is made in step S24, the process proceeds to step S25a, and target driving is performed in step S26 described later. The amount of annealing (or the annealing time) in the annealing process performed when setting the force Ftgt is set to the normal amount of annealing (the annealing time). The smoothing process that is performed when setting the target driving force Ftgt is a process that is generally performed in order to remove noise (disturbance component) included in the detection signal. is there.

  On the other hand, if the absolute value of the deviation between the accelerator required driving force Freq and the actual driving force Fact is larger than the threshold value α and the determination is affirmative in step S24, the process proceeds to step S25b, and in step S26 described later. The target driving force that is set when the smoothing process is performed when the smoothing amount (or the smoothing time) in the smoothing process performed when setting the target driving force Ftgt is larger (or longer) than usual. The smoothing amount (smoothing time) is set such that the actual driving force Fact can follow Ftgt.

  When the smoothing amount (smoothing time) is set according to the determination result of the comparison processing between the accelerator required driving force Freq and the actual driving force Fact in step S24, the set smoothing amount (smoothing amount) The target driving force Ftgt is calculated and set by smoothing the accelerator required driving force Freq over time (step S26).

  The target driving force Ftgt calculated and set by the control in steps S24 to S26 is, for example, the smoothing amount (smoothing time) from the map of the difference between the accelerator required driving force Freq and the actual driving force Fact. It may be determined so as to change continuously. Alternatively, the responsiveness of the future driving force may be estimated from the actual driving force Fact, and the smoothing amount (annealing time) corresponding to the estimated value of the responsiveness may be set.

  When the target driving force Ftgt is set, the actual driving force Fact follows the target driving force Ftgt, that is, the target driving force Ftgt is achieved, in other words, the target driving force Ftgt is realized. In addition, the output torque of the engine 1, that is, the output of the power source of the vehicle Ve, and the gear ratio of the automatic transmission 2 are respectively controlled (step S27). Thereafter, this routine is once terminated.

  The change in the actual driving force Fact when the control according to the second control example is executed is shown in the time chart of FIG. 3 in comparison with the conventional control example. The time chart of FIG. 3 shows a change in the actual driving force Fact with respect to the driver's true required driving force Ftrue when the vehicle Ve is suddenly accelerated from a state where the vehicle Ve is traveling at a constant speed, for example. FIG. 3A shows the case of the conventional control example. In response to the driver's rapid acceleration request, the accelerator required driving force Freq calculated from the accelerator operation amount and the vehicle speed at time t1. Is output. On the other hand, the actual driving force Fact of the vehicle Ve increases with an unavoidable control delay.

  In this case, since the increase in the actual driving force Fact is delayed with respect to the driver's rapid acceleration request, an additional accelerator increasing operation is performed by the driver to compensate for this, and the true required driving force Ftrue is accordingly increased. The surplus accelerator required driving force Freq is output (time t2). As a result, the actual driving force Fact also increases beyond the true required driving force Ftrue. That is, it overshoots. Therefore, in order to reduce the actual driving force Fact that has increased too much, the driver performs accelerator lowering control that, for example, largely returns the accelerator pedal 8, and accordingly, the accelerator that has now fallen below the true required driving force Ftrue. The required driving force Freq is output (time t3). As a result, the actual driving force Fact also decreases beyond the true required driving force Ftrue. That is, it undershoots. As a result of the above control being repeated, the actual driving force Fact converges to the true required driving force Ftrue at time t4. That is, the actual driving force Fact of the vehicle Ve is controlled to the driving force intended by the driver.

  Thus, in the conventional control, the control of the actual driving force Fact becomes oscillating, and the response and operability when controlling the driving force of the vehicle Ve may be reduced accordingly. On the other hand, when the control according to the second control example of the present invention is executed, as shown in FIG. 3B, there is a sudden acceleration request as shown in this time chart, and the accelerator required driving force Freq. When the difference between the actual driving force Fact and the actual driving force Fact becomes larger, the accelerator required driving force Freq is processed with a larger (longer), that is, a relatively larger (longer) amount of annealing (annealing time). As a result, the target driving force Ftgt is set. That is, the target driving force Ftgt is set to a range between the accelerator required driving force Freq and the actual driving force Fact, and the actual driving force Fact increases more slowly than in the conventional example. Therefore, the occurrence of so-called control hunting in which the actual driving force Fact repeats overshoot and undershoot as in the conventional example is avoided or suppressed.

  Therefore, when the control according to the second control example of the present invention is executed, the actual driving force Fact can be converged to the true required driving force Ftrue at the time t5, and compared with the conventional example, the period T Therefore, the convergence time until the actual driving force Fact converges to the true required driving force Ftrue is shortened. That is, as a result, the time required for the actual driving force Fact to converge following the driving force intended by the driver can be shortened. Therefore, the responsiveness and operability when controlling the driving force of the vehicle Ve can be improved, and as a result, the drivability of the vehicle Ve can be improved.

(Third control example)
FIG. 4 is a flowchart for explaining a third control example in the control device of the present invention, and the routine shown in this flowchart is repeatedly executed every predetermined short time. In this third control example, the control content shown in the first control example is developed to compare the accelerator required driving force obtained from the accelerator operation amount and the vehicle speed with the actual driving force, and the difference between them. By calculating and setting the target driving force that increases the response when the actual driving force follows the target driving force when the vehicle is small, the vehicle speed operability during low-load / cruising is improved. This is an example of control for improving the drivability of the vehicle Ve.

  In FIG. 3, first, the accelerator operation amount corresponding to the accelerator opening, that is, the depression amount or depression angle of the accelerator pedal 8 is detected (step S31). For example, the actual driving force Fact actually generated in the vehicle Ve is obtained based on the driving torque of the propeller shaft 3 detected by the torque sensor 9 (step S32). As described above, the actual driving force Fact can also be obtained by estimation from values such as the number of revolutions of the engine 1, the amount of intake air by the air flow meter, and the gear ratio of the automatic transmission 2.

  Subsequently, an accelerator required driving force Freq is obtained based on the accelerator operation amount and the vehicle speed (step S33). This is obtained in the conventional control based on the accelerator opening and the vehicle speed as a so-called required driving force or a required driving force amount. In the conventional control, actual driving is performed based on the accelerator required driving force Freq. The force Fact is controlled.

When the actual driving force Fact and the accelerator required driving force Freq are obtained, their magnitudes are compared with each other. Specifically, the absolute value of the deviation between the accelerator required driving force Freq and the actual driving force Fact is used as a threshold value. It is determined whether or not the value is smaller than a predetermined value β (step S34). That is,
| Freq-Fact | <β
Whether or not is established is determined.

  If the absolute value of the deviation between the accelerator required driving force Freq and the actual driving force Fact is greater than or equal to the threshold value β, a negative determination is made in step S34, the process proceeds to step S35a, where the actual driving force Fact is controlled. As a target driving force for following the movement, a normal target driving force Ftgt0 at normal time is selected and set.

  On the other hand, when the absolute value of the deviation between the accelerator required driving force Freq and the actual driving force Fact is smaller than the threshold value β, if the determination in step S34 is affirmative, the process proceeds to step S35b and actual driving is performed. As a target driving force for controlling and following the force Fact, the responsiveness when the actual driving force Fact is made to follow the target driving force is higher than when the above-described normal target driving force Ftgt0 is set. The calculated high sensitivity target driving force Ftgt1 is selected and set.

  As a specific example of the calculation method of the high sensitivity target driving force Ftgt1, for example, as described above, when the target driving force is set, the amount of annealing (or the annealing time) in the conventional annealing process is set. Is set to a smaller (or shorter) smoothing amount (annealing time) than usual. Compared with the case of normal processing with the normal amount of smoothing (annealing time) by smoothing the accelerator required driving force Freq with the smoothing amount (shortening time) smaller (shorter) than usual. Alternatively, it is possible to calculate the high-sensitivity target driving force Ftgt1 that increases the responsiveness when following the actual driving force Fact as compared with the case where the normal target driving force Ftgt0 is selected and set. it can.

  As another method, for example, the absolute value of the deviation between the accelerator required driving force Freq and the actual driving force Fact is obtained by multiplying the change in the accelerator required driving force Freq by a predetermined gain of less than 1. Compared to the case where the normal target driving force Ftgt0 is selected and set by adding to the normal target driving force Ftgt0 that is set when the threshold value β is equal to or larger than the threshold value β, the actual driving force Fact is tracked. The high-sensitivity target driving force Ftgt1 that increases the responsiveness can be calculated.

  The smoothing amount (smoothing time) or gain when calculating the high-sensitivity target driving force Ftgt1 as described above is obtained from, for example, a map of the difference between the accelerator required driving force Freq and the actual driving force Fact. You may set so that it may change continuously.

  When either the normal target driving force Ftgt0 or the high sensitivity target driving force Ftgt1 is selected and set as the target driving force, the actual driving force Fact follows the target driving force, that is, the target driving force. In other words, the output torque of the engine 1, that is, the output of the power source of the vehicle Ve, and the gear ratio of the automatic transmission 2 are controlled so as to achieve the target driving force (step S36). Thereafter, this routine is once terminated.

  For example, when the vehicle Ve is cruising, in other words, when the vehicle Ve is traveling in a steady state, that is, at a medium high speed / low load, the automatic transmission 2 has a relatively small gear ratio (high speed stage) set. Thus, the amount of change in the actual driving force Fact accompanying the driver's accelerator operation is reduced. Therefore, compared with the case where the automatic transmission 2 is traveling with a relatively large speed ratio (low speed stage) set, the vehicle speed is set according to, for example, a change in traveling resistance or the traveling speed of other surrounding vehicles. When adjusting, the driver needs to perform a larger accelerator operation.

  On the other hand, when the difference between the accelerator required driving force Freq and the actual driving force Fact is small by executing the control according to the third control example of the present invention as described above, the accelerator required driving force is lower than usual. A high-sensitivity target driving force Ftgt1 that increases the responsiveness of the actual driving force Fact to Freq is set. In other words, the response when the actual driving force Fact is made to follow the target driving force set based on the accelerator operation amount together with the accelerator required driving force Freq is improved. Therefore, even when the vehicle Ve is cruising at a low load, the actual driving force Fact can be promptly responded to and changed by the driver's accelerator operation. As a result, the driver of the vehicle Ve Can be improved.

  Here, the relationship between the above-described specific example and the present invention will be briefly described. The functional means of steps S12, S22, and S32 described above correspond to the actual driving force detection means of the present invention, and steps S13, S25a, The functional means of S25b, S35a and S35b correspond to the target driving force calculation means of this invention. The functional means of steps S24 and S34 correspond to the comparison means of the present invention.

It is a flowchart for demonstrating the 1st control example by the control apparatus of this invention. It is a flowchart for demonstrating the 2nd control example by the control apparatus of this invention. It is a time chart which shows the state of the change of the actual driving force when the 2nd control example of this invention shown to the flowchart of FIG. 2 is performed, and the case where the conventional control is performed. It is a flowchart for demonstrating the 3rd control example by the control apparatus of this invention. It is a conceptual diagram which shows typically the drive system and control system of a vehicle which can apply the control apparatus of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine (power source; ENG), 2 ... Automatic transmission (AT), 6 ... Drive wheel, 9 ... Torque sensor (actual driving force detection means), 7 ... Electronic control unit (ECU), Ve ... Vehicle.

Claims (5)

A power source and an automatic transmission mechanism that shifts the output torque of the power source and transmits the output torque to the drive wheels, and calculates the target drive force in relation to the driver's accelerator operation amount, thereby achieving the target drive force. In the vehicle control apparatus for controlling the power source and the automatic transmission mechanism,
An actual driving force detecting means for determining an actual driving force of the vehicle;
Vehicle having a target driving force calculating means for calculating and setting the target driving force based on at least the accelerator operation amount and the actual driving force obtained by the actual driving force detecting means. Control device. Comparing means for comparing the actual required driving force with the required accelerator driving force determined from the accelerator operation amount and the vehicle speed,
When the absolute value of the deviation between the accelerator required driving force and the actual driving force compared by the comparing unit is larger than a predetermined threshold value, the target driving force calculating unit is less than the threshold value. 2. The vehicle control apparatus according to claim 1, further comprising means for setting the target driving force by smoothing the accelerator required driving force with a smoothing amount larger than a certain case. Comparing means for comparing the actual required driving force with the required accelerator driving force determined from the accelerator operation amount and the vehicle speed,
When the absolute value of the deviation between the accelerator required driving force and the actual driving force compared by the comparing unit is smaller than a predetermined threshold, the target driving force calculating unit is greater than the threshold. The vehicle control device according to claim 1, further comprising means for setting the target driving force such that a response of the actual driving force to the accelerator required driving force is higher than a certain case.   The target driving force calculating means includes means for setting the target driving force that increases the responsiveness by smoothing the accelerator required driving force with a relatively small amount of smoothing. Item 4. The vehicle control device according to Item 3.   The target driving force calculation means adds the amount obtained by multiplying the change in the accelerator required driving force by a predetermined gain to the target driving force that is set when the absolute value of the deviation is equal to or greater than the threshold value. The vehicle control device according to claim 3, further comprising means for setting the target driving force that increases the responsiveness.

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