JP2009255617A - Driving force control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force control device for suppressing the feeling of incompatibility of an operator under the request of acceleration. <P>SOLUTION: The driving force control device is provided with: a power control means 16 for controlling the operation of a power generation means at an operation point in a satisfactory fuel consumption region set by using the optimal fuel consumption line as a reference of a power generation means corresponding to the rotating speed of the power generation means and torque generated by the power generation means; and a gear ratio control means 15 for controlling the gear ratio of a transmission to which the output of the power generation means is transmitted. In an operation state that the operation point of the power generation means is present at a position deviated from the optimal fuel consumption line in the satisfactory fuel consumption region, and in a regular operation state, the gear ratio control means 15 controls the gear ratio of the transmission by decreasing the shift speed, and the power control means 16 controls the operation of the power generation means so that the operation point can be present on the optimal fuel consumption line. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving force control device, and more particularly to a driving force control device that controls driving force by combining a transmission and power generation means.

  2. Description of the Related Art Conventionally, continuously variable transmissions, so-called CVT (CVT: Continuously Variable Transmission), include so-called belt-type continuously variable transmissions and toroidal-type continuously variable transmissions. For example, a belt-type continuously variable transmission includes a primary pulley provided on an input shaft, a secondary pulley provided on an output shaft, and a belt wound around the primary pulley and the secondary pulley. The belt type continuously variable transmission continuously changes the contact radius between the primary pulley and the belt and the contact radius between the secondary pulley and the belt. Thereby, the belt-type continuously variable transmission can adjust a transmission gear ratio steplessly.

  A driving force control device that controls driving force by combining such a continuously variable transmission and power generation means, for example, an internal combustion engine is known. For example, the driving force control of a vehicle in Patent Document 1 is known. The device calculates the target engine torque and the target engine speed so as to achieve the target driving force within a preset target operating point range from among a large number of engine operating points determined by the combination of the engine speed and the engine torque. And a control means for controlling the engine or the transmission in accordance with the target engine torque and the target engine rotation speed. Then, the calculation means calculates the engine rotational speed at the intersection of the first boundary line on the higher engine torque side in the target operating point range and the equal driving force line corresponding to the target driving force as the minimum target engine rotational speed. The engine speed at the intersection of the second boundary line with the lower engine torque in the target operating point range and the equal driving force line corresponding to the target driving force is defined as the highest target engine speed, When calculating the internal dividing point between the target engine rotational speed and the maximum target engine rotational speed as the target engine rotational speed, the internal ratio is changed according to the acceleration state of the vehicle.

JP 2001-354051 A

  However, the vehicle driving force control device described in Patent Document 1 described above is configured to bring the actual driving force closer to the target driving force while suppressing the inertia torque loss during acceleration when rapid acceleration is required. For example, it has been desired to further improve the distance that can be traveled by a unit fuel amount while suppressing the driver's uncomfortable feeling.

  Therefore, an object of the present invention is to provide a driving force control device capable of improving the distance that can be traveled by a unit fuel amount while suppressing the driver's uncomfortable feeling.

  In order to achieve the above object, the driving force control apparatus according to the first aspect of the present invention is based on the optimum fuel consumption line of the power generation means according to the rotational speed of the power generation means and the torque generated by the power generation means. A power control means capable of controlling the operation of the power generation means at an operating point within a fuel-efficient region set as a speed ratio control means capable of controlling a speed ratio of a transmission to which an output of the power generation means is transmitted When the operating point of the power generating means is at a position deviated from the optimum fuel consumption line in the fuel efficiency good region and the driving state is steady. The means controls the transmission ratio of the transmission by reducing the transmission speed, and the power control means controls the operation of the power generation means so that the operating point is on the optimum fuel consumption line. To do.

  In the driving force control apparatus according to the second aspect of the present invention, a predetermined amount that is preset within a first predetermined range in which a change amount of the operation amount corresponding to the output requested by the driver with respect to the power generation means is preset. It is characterized by comprising determination means for determining that the operating state is steady when the period continues.

  In the driving force control apparatus according to the invention according to claim 3, when the operation amount corresponding to the output requested by the driver with respect to the power generation means changes and the requested output changes, the request after the change is changed. When the operating point at which the output to be achieved can be realized at the current gear ratio is within the fuel efficiency good region, the gear ratio control means holds the gear ratio of the transmission, and the power control means The operation of the power generation means is controlled so that the torque generated by the power generation means becomes a torque that can achieve the required output.

  In the driving force control apparatus according to the invention according to claim 4, when the operation amount corresponding to the output requested by the driver with respect to the power generation means changes and the requested output changes, the request after the change is changed. When the operating point capable of realizing the output to be achieved is within the fuel efficiency range and the change ratio of the speed ratio capable of realizing the requested output is within a second predetermined range set in advance, The transmission ratio control means controls the transmission ratio of the transmission, and the power control means controls the operation of the power generation means so that the operating point is on the optimum fuel consumption line.

  In the driving force control apparatus according to the fifth aspect of the present invention, the power control means includes the power generation means so that the operating point is on an upper limit of the good fuel efficiency region when a vehicle equipped with the power generation means is accelerated. The operation is controlled.

  In the driving force control apparatus according to the sixth aspect of the present invention, the operation amount corresponding to the output requested by the driver with respect to the power generating means is reduced, and the requested output is based on the output corresponding to the lower limit of the good fuel economy region. When the speed decreases, the speed ratio control means controls the speed ratio of the transmission so that the rotational speed of the power generation means becomes a rotational speed at which the required output can be achieved at the upper limit of the fuel efficiency good region. The power control means controls the operation of the power generation means so that the torque generated by the power generation means becomes a torque corresponding to the upper limit of the fuel efficiency good region.

  In the driving force control apparatus according to the invention according to claim 7, the power generation means capable of operating the power generation means with priority on a distance that a vehicle equipped with the power generation means can travel with a unit fuel amount in the good fuel efficiency region. Is set as a region within a third predetermined range in which a decrease in the travelable distance is set in advance with respect to the optimum fuel consumption line set based on the rotation speed of the vehicle and the torque generated by the power generation means. It is characterized by.

  According to an eighth aspect of the present invention, there is provided a driving force control apparatus comprising an operation amount detection means for detecting an operation amount corresponding to an output requested by a driver from the power generation means.

  According to the driving force control device of the present invention, when the operating point of the power generating means is in a driving state where the operating point is deviated from the optimal fuel consumption line in the good fuel economy region, and when the driving state is steady, The speed ratio control means controls the speed ratio of the transmission by reducing the speed, and the power control means controls the operation of the power generation means so that the operating point is on the optimum fuel consumption line. The distance that can be traveled with the unit fuel amount can be improved while suppressing the above.

  Embodiments of a driving force control apparatus according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

(Embodiment 1)
FIG. 1 is a conceptual diagram illustrating an overall configuration of a power transmission portion of a vehicle including a driving force control device according to the present embodiment, and FIG. 2 is a belt-type device to which the driving force control device according to the present embodiment is applied. FIG. 3 is a sectional view showing the configuration of the primary pulley side of the step transmission, and FIG. 3 is a sectional view of the hydraulic motor of the belt-type continuously variable transmission to which the driving force control device according to the present embodiment is applied. FIG. 4 is a schematic sectional view illustrating a hydraulic circuit configuration in a belt-type continuously variable transmission to which the driving force control device according to the present embodiment is applied, and FIG. 5A is a drive according to the present embodiment. FIG. 5 is a schematic diagram for explaining the operation of a speed ratio control switching valve of a belt-type continuously variable transmission to which a force control device is applied, showing a valve position when hydraulic pressure is supplied to the first oil chamber; 2 is a belt-type non-contact type to which the driving force control device according to this embodiment is applied. FIG. 5C is a schematic diagram for explaining the operation of the transmission ratio control switching valve of the transmission, showing the valve position when hydraulic pressure is supplied to the first and second oil chambers, and FIG. 5-3 relates to the present embodiment. FIG. 6 is a schematic diagram for explaining the operation of the gear ratio control switching valve of the belt type continuously variable transmission to which the driving force control device is applied, and showing the valve position when supplying hydraulic pressure to the second oil chamber; These are the conceptual diagrams which show the structure of the driving force control apparatus which concerns on this embodiment.

  FIG. 7 shows a normal target driving force map for obtaining a normal target driving force in the driving force control apparatus according to the present embodiment, and FIG. 8 shows a normal target rotational speed in the driving force control apparatus according to the present embodiment. 9 is a normal target rotational speed map, FIG. 9 is a fuel efficiency good region output map for obtaining a fuel efficiency good region output in the driving force control device according to the present embodiment, and FIG. 10 is a driving force control device according to the present embodiment. 5 is a map of a rotational speed for a shift speed decrease for obtaining a rotational speed for a shift speed decrease.

  Further, FIG. 11 is a time chart for explaining the operation of the driving force control apparatus according to the present embodiment, FIG. 12 is a diagram for explaining the operation of the driving force control apparatus according to the present embodiment, and FIG. It is a flowchart explaining the shift control in the driving force control apparatus which concerns on a form.

  As shown in FIGS. 1 and 6, a continuously variable transmission 110 to which the driving force control device 11 according to the present embodiment is applied, that is, a so-called CVT (Continuously Variable Transmission) 110 is mounted. The power transmission mechanism of the vehicle 100 includes a belt-type continuously variable transmission 110 provided with the driving force control device 11, an internal combustion engine 120 as a power generation means, a torque converter 130, a forward / reverse switching mechanism 140, a deceleration A device 150 and a differential device 160 are provided.

  In the embodiment described below, an internal combustion engine (gasoline engine, diesel engine) that generates engine torque (output torque) is used as power generation means included in the vehicle 100 to which the driving force control apparatus 11 according to the present embodiment is applied. However, the present invention is not limited to this, and an electric motor such as a motor that generates motor torque may be used as the power generation means. Moreover, you may use an internal combustion engine and an electric motor together as a motive power generation means.

  The internal combustion engine 120 outputs rotation from a crankshaft 121 that reciprocates in the central axis direction of a cylinder formed in a cylindrical shape and converts the reciprocating motion of the piston into rotational motion.

  The torque converter 130 is a kind of fluid clutch, and transmits the rotation extracted from the internal combustion engine 120 to the forward / reverse switching mechanism 140 via hydraulic oil. The torque converter 130 amplifies the torque extracted from the internal combustion engine 120.

  The forward / reverse switching mechanism 140 can switch the rotation direction of the rotation from the torque converter 130 and transmits the rotation to the belt type continuously variable transmission 110.

  The belt type continuously variable transmission 110 changes the rotational speed of the rotation input from the forward / reverse switching mechanism 140 to a desired rotational speed and outputs it. A detailed description of the belt type continuously variable transmission 110 will be described later.

  Here, the rotational speed input to the belt-type continuously variable transmission 110 corresponds to the rotational speed input to the belt-type continuously variable transmission 110. If the rotational speed increases, the rotational speed is increased accordingly. The number of rotations will increase. Hereinafter, unless otherwise specified, the rotation speed will be described as the number of rotations.

  The reduction gear 150 reduces the rotation speed (rotation speed) of the rotation from the belt type continuously variable transmission 110 and transmits the rotation to the differential device 160.

  The differential device 160 absorbs a speed difference between the center wheel 180, that is, the inner wheel 180 and the outer wheel 180 that is generated when the vehicle 100 turns.

  The power transmission mechanism of the vehicle 100 is formed by the above components. The rotation extracted from the internal combustion engine 120 is transmitted to the torque converter 130 via the crankshaft 121. The rotation whose torque is amplified by the torque converter 130 is transmitted to the forward / reverse switching mechanism 140 via the input shaft 131.

  The rotation whose rotation direction is switched by the forward / reverse switching mechanism 140 is transmitted to the belt-type continuously variable transmission 110 via the primary shaft 51 as the input shaft of the belt-type continuously variable transmission 110. The rotation whose rotational speed (rotational speed) has been changed by the belt-type continuously variable transmission 110 is transmitted to the reduction gear 150 via the secondary shaft 61 as the output shaft of the belt-type continuously variable transmission 110. The rotation reduced by the reduction device 150 is transmitted to the differential device 160 via the final drive pinion 151 of the reduction device 150 and the ring gear 161 of the differential device 160 that meshes with the final drive pinion 151.

  The rotation transmitted to the differential device 160 is transmitted to the drive shaft 170. A wheel 180 is attached to the side of the drive shaft 170 opposite to the differential device 160 side. The rotation transmitted to the drive shaft 170 is transmitted to the wheel 180. Thereby, the wheel 180 rotates, and the vehicle 100 travels when the wheel 180 transmits the rotation to the road surface.

  In the present embodiment, the internal combustion engine 120 has been described as a so-called reciprocating internal combustion engine including a piston and a cylinder, but the present embodiment is not limited to this. It is only necessary to obtain a rotational force from the power generation means. For example, the power generation means may be a rotary internal combustion engine or a motor.

  Next, a schematic configuration of the belt type continuously variable transmission 110 will be described with reference to FIGS. 1 to 5-3. Since the primary pulley 50 and the secondary pulley 60 have substantially the same configuration, the primary pulley 50 side will be described in detail, and the description on the secondary pulley 60 side will be omitted as much as possible.

  As shown in FIG. 1, the belt type continuously variable transmission 110 includes a belt 80 wound around a primary pulley 50, a primary shaft 51, a secondary pulley 60, a secondary shaft 61, and the primary pulley 50 and the secondary pulley 60. With.

  The primary shaft 51 is supported by a bearing 81 and a bearing 82 so as to be rotatable coaxially with the rotation shaft of the input shaft 131. The secondary shaft 61 is supported by a bearing 83 and a bearing 84 so as to be rotatable in parallel with the primary shaft 51.

  A primary pulley 50 is provided on the primary shaft 51. The primary pulley 50 includes a primary fixed sheave 52, a primary movable sheave 53, and a spline 54 shown in FIG. The primary fixed sheave 52 is provided on the outer periphery of the primary shaft 51 integrally with the primary shaft 51 or fixed to the primary shaft 51.

  The primary movable sheave 53 is provided via a spline 54 at a position facing the primary fixed sheave 52 on the primary shaft 51. The spline 54 supports the primary movable sheave 53 so that the primary movable sheave 53 can slide on the primary shaft 51 along the axis of the primary shaft 51. In addition, the spline 54 transmits the rotation about the axis to the primary movable sheave 53 from the primary shaft 51. Therefore, the primary movable sheave 53 can be slid and moved on the primary shaft 51 by the spline 54 and can rotate integrally with the primary shaft 51.

  With the above configuration, a V-shaped primary groove 80 a is formed between the opposed surfaces of the primary fixed sheave 52 and the primary movable sheave 53. Further, as the primary movable sheave 53 slides on the primary shaft 51, the distance between the primary fixed sheave 52 and the primary movable sheave 53 changes.

  Further, the primary pulley 50 includes a primary movable sheave sliding mechanism 55. The primary movable sheave sliding mechanism 55 is provided on the primary shaft 51. The primary movable sheave sliding mechanism 55 applies a force in the axial direction of the primary shaft 51 to the primary movable sheave 53. As a result, the primary movable sheave sliding mechanism 55 slides the primary movable sheave 53 in the axial direction to approach or separate from the primary fixed sheave 52.

  For example, as shown in FIG. 2, the primary movable sheave sliding mechanism 55 includes a hydraulic motor 550 and a motion direction conversion mechanism 551. The hydraulic motor 550 generates a driving force for sliding the primary movable sheave 53 in the axial direction of the primary shaft 51. The hydraulic motor 550 is, for example, a blade type hydraulic motor. Primary movable sheave sliding mechanism 55 may include an electric motor instead of hydraulic motor 550.

  The movement direction conversion mechanism 551 converts the rotational force of the hydraulic motor 550 into the axial force of the primary shaft 51. The motion direction conversion mechanism 551 is, for example, a motion screw such as a multi-thread screw or a slide screw that converts a rotational force into a force in the axial direction.

  The rotational force of the hydraulic motor 550 is input to the motion direction conversion mechanism 551. The rotational force input to the motion direction conversion mechanism 551 is converted to the axial force. The axial force is transmitted from the motion direction conversion mechanism 551 to the primary movable sheave 53. With the above configuration, the primary movable sheave 53 moves relative to the primary fixed sheave 52.

  Here, as shown in FIG. 3, an oil passage 51 b and an oil passage 51 c are formed in the primary shaft 51. The oil passage 51b is a passage that opens to each first oil chamber 550a of the hydraulic motor 550, supplies hydraulic oil to the first oil chamber 550a, or discharges hydraulic oil from each first oil chamber 550a. The oil passage 51c is a passage that opens to each second oil chamber 550b of the hydraulic motor 550, supplies hydraulic oil to each second oil chamber 550b, or discharges hydraulic oil from each second oil chamber 550b.

  The oil passage 51b and the oil passage 51c are connected to a gear ratio control switching valve 56 as shown in FIG. Further, hydraulic oil is supplied to the gear ratio control switching valve 56 via the oil pump OP, the regulator valve 59, and the clamping pressure adjustment valve 58 in order from the oil tank OT side.

  The oil pump OP and the regulator valve 59 are connected by an oil passage 59a. The regulator valve 59 and the clamping pressure adjustment valve 58 are connected by an oil passage 58a. The clamping pressure adjusting valve 58 and the gear ratio control switching valve 56 are connected by an oil passage 56a.

  The oil pump OP sucks the working oil from the oil tank OT and sends the working oil to the regulator valve 59 through the oil passage 59a. The regulator valve 59 functions as a hydraulic pressure adjusting means, and adjusts the hydraulic pressure sent to the oil passage 58a within an appropriate range. Here, the appropriate range is a range of hydraulic pressure necessary for sliding the primary movable sheave 53 of the belt type continuously variable transmission 110.

  The hydraulic oil sent out from the regulator valve 59 is introduced into the clamping pressure adjustment valve 58 through the oil passage 58a. The clamping pressure adjusting valve 58 functions as a hydraulic pressure adjusting means, and adjusts the hydraulic pressure sent to the oil passage 56a to a pressure requested by an ECU 10 described later provided in the belt type continuously variable transmission 110.

  The hydraulic fluid sent out from the clamping pressure adjusting valve 58 is introduced into the gear ratio control switching valve 56 through the oil passage 56a. The transmission ratio control switching valve 56 is formed with a plurality of oil passages, and switches between the first oil chamber 550a and the second oil chamber 550b as a supply target of hydraulic oil by switching the position of the valve. This switching is performed by adjusting the difference between the repulsive force of the spring 56b arranged inside the cylinder shown in FIGS. 5-1 to 5-3 and the pressure of the fluid such as air or hydraulic oil supplied to the inside. Done. The pressure of the fluid is controlled by the ECU 10.

  FIG. 5A is a view showing a valve position when hydraulic pressure is supplied to the first oil chamber 550a, and FIG. 5-2 is a case where hydraulic pressure is supplied to the first oil chamber 550a and the second oil chamber 550b. FIG. 5C is a diagram illustrating a valve position when hydraulic pressure is supplied to the second oil chamber 550b. For example, when the valve position control pressure, which is a pressure for controlling the valve position, is set to be smaller than the repulsive force of the spring 56b, the transmission ratio control switching valve 56, as shown in FIG. Hydraulic fluid is supplied to the chamber 550a. As a result, the hydraulic motor 550 rotates forward. Further, for example, when the valve position control pressure is set to be larger than the repulsive force of the spring 56b, the gear ratio control switching valve 56 supplies hydraulic oil to the second oil chamber 550b as shown in FIG. Is done. As a result, the hydraulic motor 550 rotates in the reverse direction.

  With the above configuration, the hydraulic motor 550 slides the primary movable sheave 53 in the axial direction of the primary shaft 51. That is, the primary movable sheave 53 is moved toward or away from the primary fixed sheave 52. As a result, the contact radius between the primary groove 80a and the belt 80 and the contact radius between the secondary groove 80b and the belt 80 shown in FIG. 1 change. Along with this, the gear ratio also changes.

  Specifically, when the primary movable sheave 53 approaches the primary fixed sheave 52, the gear ratio becomes small and an upshift is performed. That is, the rotational speed extracted from the belt type continuously variable transmission 110 increases, and the torque extracted from the belt type continuously variable transmission 110 decreases. On the other hand, when the primary movable sheave 53 is far away from the primary fixed sheave 52, the gear ratio is increased and downshifted. That is, the rotational speed extracted from the belt type continuously variable transmission 110 decreases, and the torque extracted from the belt type continuously variable transmission 110 increases.

  Further, for example, the transmission ratio control switching valve 56 is set so that the valve position control pressure is balanced with the repulsive force of the spring 56b, and the switching valve is held in a predetermined position, as shown in FIG. The hydraulic oil having the same pressure is supplied to the first oil chamber 550a and the second oil chamber 550b. As a result, the rotation of the hydraulic motor 550 is stopped. By stopping the rotation of the hydraulic motor 550, the gear ratio of the belt type continuously variable transmission 110 can be fixed.

  As shown in FIG. 1, the secondary pulley 60 includes a secondary fixed sheave 62, a secondary movable sheave 63, a secondary movable sheave sliding mechanism 65, and a secondary groove 80b. As described above, the secondary pulley 60 has substantially the same configuration as the primary pulley 50, the secondary fixed sheave 62 is the primary fixed sheave 52, the secondary movable sheave 63 is the primary movable sheave 53, and the secondary movable sheave sliding mechanism 65 is Primary movable sheave sliding mechanism 55 and secondary groove 80b correspond to primary groove 80a, respectively.

  Next, the driving force control device 11 will be described with reference to FIG. As shown in FIG. 6, the driving force control device 11 is configured to be incorporated in a central processing unit (Ep) of the ECU 10.

  The driving force control device 11 obtains a target driving force of the vehicle 100 (a driving force targeted by the vehicle 100) corresponding to a required driving force requested by the driver to the vehicle 100 according to an accelerator opening, a vehicle speed, and the like. In order to obtain the required driving force, an output requested by the driver to the internal combustion engine 120, that is, a target output of the internal combustion engine 120 corresponding to the required output (an output targeted by the internal combustion engine 120) is obtained. The driving force control device 11 basically obtains the target engine speed at which the target output is generated with low fuel consumption, in other words, the target engine speed of the input speed to the belt type continuously variable transmission 110. The gear ratio of the belt-type continuously variable transmission 110 is controlled so as to realize the target rotational speed, while the target engine torque for obtaining the target output from the target output and the target rotational speed (target engine rotational speed) is determined. Thus, the operation of the internal combustion engine 120 is controlled to control the driving force of the vehicle 100.

  The ECU 10 is electrically connected to the internal combustion engine 120 shown in FIG. 1, the speed ratio control switching valve 56, the clamping pressure adjusting valve 58, the regulator valve 59, etc. of the belt type continuously variable transmission 110 shown in FIG. It controls the operation of controlled objects such as the engine 120, the gear ratio control switching valve 56, the clamping pressure adjusting valve 58, and the regulator valve 59. Furthermore, the ECU 10 controls the operation of the control target such as the gear ratio control switching valve 56, the clamping pressure adjustment valve 58, and the regulator valve 59 of the belt-type continuously variable transmission 110, thereby enabling the primary movable sheave sliding mechanism. 55, controlling the operation of the secondary movable sheave sliding mechanism 65 to control the gear ratio. The driving force control device 11 uses the procedure for controlling the gear ratio of the belt-type continuously variable transmission 110 according to this embodiment as an operation control routine for the internal combustion engine 120 provided in advance in the engine control unit 16 described later. It may be interrupted.

  Specifically, the ECU 10 detects the primary shaft rotational speed sensor D01, the secondary shaft rotational speed sensor D02, the vehicle speed sensor D03 shown in FIG. 1, the accelerator opening degree sensor D04 shown in FIG. Various types of information are acquired from these detection means.

  The primary shaft rotational speed sensor D01 detects an actual rotational speed of the primary shaft 51, that is, an actual input rotational speed that is an actual input rotational speed to the belt type continuously variable transmission 110. The secondary shaft rotational speed sensor D02 detects the actual rotational speed of the secondary shaft 61, that is, the actual output rotational speed that is the actual output rotational speed from the belt type continuously variable transmission 110. The vehicle speed sensor D03 detects the speed of the vehicle 100, that is, the vehicle speed.

  The accelerator opening sensor D04 is used as a parameter for determining whether or not the driver requests acceleration of the vehicle 100 and the amount of acceleration required for the driver's vehicle 100, and the accelerator depression of the vehicle 100 on which the internal combustion engine 120 is mounted. The accelerator opening corresponding to the is detected. That is, the accelerator opening detected by the accelerator opening sensor D04 corresponds to an acceleration request amount for the vehicle 100 by the driver. Here, the requested acceleration amount for the vehicle 100 by the driver is proportional to the magnitude of the accelerator opening and the speed of change of the accelerator opening. That is, the greater the accelerator opening, the greater the amount of acceleration required for the vehicle 100 by the driver. Further, the greater the speed of change in the accelerator opening, the so-called accelerator opening speed, the greater the driver's required acceleration amount for the vehicle 100.

  In other words, the accelerator opening detected by the accelerator opening sensor D04 corresponds to an output requested by the driver to the internal combustion engine 120, that is, an operation amount corresponding to the requested output, and this accelerator opening sensor D04. Corresponds to the operation amount detection means of the present invention. The requested output by the driver is an output required to obtain a requested driving force that is a driving force requested by the driver to the vehicle 100 according to the accelerator opening, the vehicle speed, and the like.

  The ECU 10 is also electrically connected to, for example, an injector, an ignition plug, an electronic throttle valve, and the like of the internal combustion engine 120. Thereby, the ECU 10 controls the fuel injection amount and fuel injection timing of the injector, the ignition timing of the spark plug, the opening of the electronic throttle valve, and the like. That is, the ECU 10 controls the torque that can be extracted from the internal combustion engine 120 by controlling the injector, spark plug, electronic throttle valve, and the like. In addition, the ECU 10 is electrically connected to each control target of the internal combustion engine 120 and controls each control target.

  As described above, the driving force control device 11 is configured to be incorporated in the central processing unit (Central Processing Unit) Ep of the ECU 10. The ECU 10 includes a central processing unit Ep, a storage unit Em, an input port INp and an output port OUTp, an input interface IFin, and an output interface IFout. In addition, the driving force control device 11 may be prepared separately from the ECU 10 and connected to the ECU 10.

  The central processing unit Ep and the storage unit Em are connected by a bus Bc. The central processing unit Ep and the input port INp are connected by a bus Ba. Central processing unit Ep and output port OUTp are connected by bus Bb.

  An input interface IFin is connected to the input port INp. A primary shaft rotation speed sensor D01, a secondary shaft rotation speed sensor D02, a vehicle speed sensor D03, an accelerator opening degree sensor D04 shown in FIG. 4, and other various detection means are connected to the input interface IFin. Signals output from these various detection means are converted into signals that can be used by the central processing unit Ep by the analog / digital converter ADC and the digital input buffer DIB in the input interface IFin and sent to the input port INp. As a result, the central processing unit Ep can acquire information necessary for controlling the transmission ratio of the belt type continuously variable transmission 110 and controlling the internal combustion engine 120.

  An output interface IFout is connected to the output port OUTp. The output interface IFout includes a primary movable sheave sliding mechanism 55, a secondary movable sheave sliding mechanism 65 (more specifically, a gear ratio control switching valve 56, a clamping pressure adjusting valve 58, a regulator valve 59), an injector, a spark plug, An electronic throttle valve and other controlled objects in the internal combustion engine 120 are connected. The output interface IFout includes a control circuit IFouta, a control circuit IFoutb, and the like, and operates the control target based on a control signal calculated by the central processing unit Ep. With such a configuration, based on the output signal from the detection means, the central processing unit Ep of the ECU 10 controls the primary movable sheave sliding mechanism 55, the secondary movable sheave sliding mechanism 65, the injector, the spark plug, and the electronic throttle valve. That is, the transmission ratio of the belt type continuously variable transmission 110 and the output of the internal combustion engine 120 are controlled. In other words, the ECU 10 controls the rotational speed input to the primary shaft 51, in other words, the engine rotational speed, the rotational speed output from the secondary shaft 61, and the torque output from the internal combustion engine 120.

  The storage unit Em stores a computer program including a procedure for controlling the gear ratio of the belt type continuously variable transmission 110 and a control data map. The storage unit Em can be configured by a volatile memory such as a RAM (Random Access Memory), a nonvolatile memory such as a flash memory, or a combination thereof.

  The computer program may be capable of realizing a procedure for controlling the gear ratio of the belt type continuously variable transmission 110 by a combination with a computer program already recorded in the central processing unit Ep. Further, the driving force control device 11 may realize an equivalent function by using dedicated hardware instead of the computer program.

  The driving force control device 11 configured to be incorporated in the central processing unit Ep of the ECU 10 includes an information acquisition unit 12, a comparison / determination unit 13, a target rotational speed engine torque calculation unit 14, and a gear ratio control unit. A transmission ratio control unit 15, an engine control unit 16 as a power control unit, an operating point determination unit 17, a steady operation determination unit 18 as a determination unit, and a shift speed setting unit 19 are configured.

  The information acquisition unit 12 is information stored in the storage unit Em as a result of detection by detection means such as the primary shaft speed sensor D01, the secondary shaft speed sensor D02, the vehicle speed sensor D03, and the accelerator opening sensor D04 shown in FIG. Information obtained by the engine control unit 16 is acquired and used. The comparison / determination unit 13 compares the numerical values obtained from the detection means and the numerical values stored in the storage unit Em.

  The gear ratio control unit 15 controls the gear ratio of the belt type continuously variable transmission 110 to which the output of the internal combustion engine 120 is transmitted.

  The engine control unit 16 controls the operation of the internal combustion engine 120 based on the operating point corresponding to the rotational speed of the internal combustion engine 120, that is, the engine rotational speed and the torque generated by the internal combustion engine 120, that is, the engine torque.

  The target rotational speed engine torque calculation unit 14 calculates a target engine rotational speed of the internal combustion engine 120, in other words, a final target rotational speed NINT (corresponding to the target engine rotational speed) that is a target of the rotational speed of the primary shaft 51. In this case, the target engine torque TET, which is the target of the engine torque of the internal combustion engine 120, is also calculated. The target rotational speed engine torque calculation unit 14 obtains the operating point of the internal combustion engine 120, that is, the final target rotational speed NINT and the target engine torque TET according to the operating state of the internal combustion engine 120 and the operating state of the vehicle 100.

  Then, the gear ratio control unit 15 controls the gear ratio of the belt-type continuously variable transmission 110 so that the rotation speed of the primary shaft 51 becomes the final target rotation speed NINT obtained by the target rotation speed engine torque calculation section 14. . That is, the gear ratio control unit 15 controls the primary movable sheave sliding mechanism 55 and the secondary movable sheave sliding mechanism 65 of the belt-type continuously variable transmission 110, and the rotational speed of the primary shaft 51 becomes the final target rotational speed NINT. Thus, the transmission ratio of the belt type continuously variable transmission 110 is changed.

  Further, the engine control unit 16 determines that the engine speed is the target engine speed, in other words, the final target speed NINT, and the engine torque of the internal combustion engine 120 is the target engine torque TET obtained by the target speed engine torque calculation unit 14. Thus, the operation control of the internal combustion engine 120 is performed. That is, the engine control unit 16 controls the output extracted from the internal combustion engine 120 by controlling the injector, spark plug, and electronic throttle valve, and controls the internal combustion engine 120 so that the engine torque of the internal combustion engine 120 becomes the target engine torque TET. Control.

  In the driving force control device 11 configured as described above, the final target rotational speed in which the rotational speed of the primary shaft 51 is obtained by the target rotational speed engine torque calculating section 14 by the transmission ratio control section 15 and the engine control section 16. The transmission ratio of the belt-type continuously variable transmission 110 and the operation of the internal combustion engine 120 are controlled so that the engine torque of the internal combustion engine 120 becomes the target engine torque TET obtained by the target rotational speed engine torque calculation unit 14. . During this time, the rotation speed (engine rotation speed) of the crankshaft 121 that is the output shaft of the internal combustion engine 120 also varies with the fluctuation of the rotation speed of the primary shaft 51 that is the input shaft of the belt type continuously variable transmission 110.

  By the way, the driving force control apparatus 11 of the present embodiment can control the operation of the internal combustion engine 120 at an operating point within the good fuel efficiency region that is set by the engine control unit 16 with reference to the optimal fuel efficiency line of the internal combustion engine 120. That is, the target rotational speed engine torque calculation unit 14 determines from the upper limit Lmax set based on the optimum fuel consumption line L (see FIG. 12) of the internal combustion engine 120 according to the operation state of the internal combustion engine 120 and the operation state of the vehicle 100. Within the fuel efficiency good region X up to the lower limit Lmin (see FIG. 12), the final target speed NINT and the target engine torque TET are set as appropriate operating points, and the engine control unit 16 By controlling the operation of the internal combustion engine 120 based on the final target rotational speed NINT corresponding to the operating point and the target engine torque TET, the distance that can be traveled by the unit fuel amount while suppressing the driver's uncomfortable feeling during driving is improved. In other words, fuel efficiency is improved.

  Here, the optimum fuel consumption line L (see FIG. 12) represents the relationship between the engine torque at which the internal combustion engine 120 can be operated with the highest fuel efficiency and the engine speed. Here, fuel consumption refers to fuel consumption per unit work. That is, the optimum fuel consumption line L is set based on the engine speed and the engine torque at which the internal combustion engine 120 can be operated with priority given to the distance that the vehicle 100 equipped with the internal combustion engine 120 can travel with the unit fuel amount. It depends on the output characteristics. In the fuel efficiency good region X (see FIG. 12) from the upper limit Lmax to the lower limit Lmin set with the optimum fuel consumption line L as a reference, a decrease in the distance that can be traveled with respect to the optimum fuel consumption line L, that is, a reduction in fuel consumption. It is set as an area within a predetermined range (third predetermined range) set in advance. This predetermined range (third predetermined range) may be appropriately set in accordance with a range in which both of the suppression of the driver's uncomfortable feeling during driving and the suppression of reduction in fuel consumption can be taken into consideration. Here, the good fuel economy region X is set as a predetermined range (third predetermined range) in a region where the fuel consumption reduction with respect to the optimal fuel consumption line L is within 1%, for example. If it is this level, a fuel consumption fall will not be a problem, but it is not restricted to this.

  The driving force control apparatus 11 according to the present embodiment operates when the accelerator opening PAP as the operation amount corresponding to the required output requested by the driver for the internal combustion engine 120 changes and the required output changes. When it is determined by the point determination unit 17 that the operating point of the internal combustion engine 120 capable of realizing the required output after the change at the current gear ratio is within the fuel efficiency good region X (see FIG. 12), the gear ratio control is performed. The operation of the internal combustion engine 120 is carried out so that the engine torque generated by the internal combustion engine 120 by the engine control unit 16 becomes the engine torque that can achieve the required output. To control.

  In other words, the target rotational speed engine torque calculation unit 14 holds the current gear ratio of the belt-type continuously variable transmission 110, that is, the final target rotational speed NINT, and realizes the required output at the final target rotational speed NINT. The target engine torque TET as possible is obtained, and the engine control unit 16 controls the operation of the internal combustion engine 120 based on the target engine torque TET.

  Thereby, for example, when the driver depresses the accelerator and accelerates the vehicle 100, the driver finely adjusts the accelerator to control the acceleration, and thereby the accelerator opening changes and the required output changes. Even so, the current output ratio of the belt-type continuously variable transmission 110, in other words, the final target rotational speed NINT is maintained, and the engine torque generated by the internal combustion engine 120 is changed by the engine control unit 16 to change the required output. By realizing this, it is possible to suppress a shift more than necessary, and as a result, it is possible to suppress fluctuations in the rotational speed of the crankshaft 121 that is the output shaft of the internal combustion engine 120, that is, fluctuations in the engine rotational speed. Here, through experiments or the like, it has been found that the engine speed of the internal combustion engine 120 is related to the acceleration feeling given from the vehicle 100 to the driver. Therefore, as described above, in order to control the acceleration, the driver finely adjusts the accelerator, whereby when the accelerator opening changes and the required output changes, the shift more than necessary is suppressed and the engine speed is reduced. By suppressing the fluctuation, the driver's uncomfortable feeling during driving can be suppressed. During this time, the operating point of the internal combustion engine 120 is within the good fuel efficiency region X although it deviates from the optimal fuel efficiency line L, so that a reduction in fuel efficiency can be suppressed. As a result, it is possible to improve the distance that can be traveled with the unit fuel amount while suppressing the driver's uncomfortable feeling.

  Furthermore, for example, when the accelerator opening changes to a decreasing side due to fine adjustment of the accelerator by the driver, the shift is suppressed and fluctuations in the engine speed are suppressed. Although the acceleration is required, it is possible to suppress the engine speed from decreasing, and as a result, it is possible to suppress the driver's uncomfortable feeling during driving. On the other hand, for example, when the accelerator opening changes to the increase side by fine adjustment of the accelerator by the driver, the shift can be suppressed and fluctuations in the engine speed can be suppressed, thereby suppressing the inertia torque. As a result, it is possible to improve the response of increasing the driving force.

  The driving force control device 11 operates the internal combustion engine 120 capable of realizing the requested output after the change at the current gear ratio by the operating point determination unit 17 when the accelerator opening changes and the requested output changes. When it is determined that the point is outside the fuel efficiency good region X (see FIG. 12), the transmission ratio control unit 15 controls the transmission ratio of the belt-type continuously variable transmission 110 as usual, and the engine control unit 16 The operation of the internal combustion engine 120 may be controlled so that the operating point of the internal combustion engine 120 is on the optimum fuel consumption line L.

  Further, here, the driving force control device 11 of the present embodiment has an operating point determination unit when the accelerator opening corresponding to the required output requested by the driver for the internal combustion engine 120 changes and the required output changes. 17, it is determined that the operating point of the internal combustion engine 120 capable of realizing the required output after the change is within the fuel efficiency good region X (see FIG. 12), and the change width of the speed change ratio capable of realizing the required output, In other words, when it is determined that the amount of change in the final target rotational speed NINT is within a predetermined range (second predetermined range) set in advance, the gear ratio control unit 15 changes the speed of the belt-type continuously variable transmission 110. The ratio is controlled, and the operation of the internal combustion engine 120 is controlled by the engine control unit 16 so that the operating point of the internal combustion engine 120 is on the optimum fuel consumption line L.

  In other words, the target rotational speed engine torque calculation unit 14 obtains the final target rotational speed NINT and the target engine torque TET so that the operating point of the internal combustion engine 120 is on the optimum fuel consumption line L, and the speed ratio control unit 15 and the engine The control unit 16 controls the speed ratio of the belt type continuously variable transmission 110 and the operation of the internal combustion engine 120 based on the final target rotational speed NINT and the target engine torque TET.

  As a result, when the change ratio of the gear ratio at which the required output can be achieved, in other words, the change amount of the final target engine speed NINT is small, the driver feels a sense of discomfort due to fluctuations in the engine speed and can be ignored. The transmission ratio control unit 15 controls the transmission ratio of the belt type continuously variable transmission 110, and the engine control unit 16 controls the operation of the internal combustion engine 120 so that the operating point of the internal combustion engine 120 is on the optimum fuel consumption line L. Thus, it is possible to improve the distance that can be traveled by the unit fuel amount while suppressing the driver's uncomfortable feeling. It should be noted that the change range of the gear ratio that can achieve the required output, in other words, the predetermined range (second predetermined range) set for the change amount of the final target rotational speed NINT is a range in which the driver does not feel a shift. It may be set as appropriate accordingly.

  On the other hand, the driving force control device 11 of the present embodiment is in an operating state in which the operating point determination unit 17 determines that the operating point of the internal combustion engine 120 is at a position deviated from the optimal fuel consumption line L in the fuel efficiency improving region X. In addition, when the steady operation determination unit 18 determines that this operation state is steady, the transmission ratio control unit 15 lowers the transmission speed set by the transmission speed setting unit 19 to be lower than usual so that the belt type continuously variable. The transmission ratio of the transmission 110 is controlled, and the operation of the internal combustion engine 120 is controlled by the engine control unit 16 so that the operating point of the internal combustion engine 120 is on the optimum fuel consumption line L.

  In other words, the target rotational speed engine torque calculation unit 14 can control the gear ratio of the belt-type continuously variable transmission 110 by lowering the speed change speed than usual, and the operating point of the internal combustion engine 120 is the optimum fuel consumption line L. The final target rotational speed NINT and the target engine torque TET that are to be increased are obtained, and the transmission ratio control unit 15 and the engine control unit 16 determine whether or not the belt-type non-rotating speed is based on the final target rotational speed NINT and the target engine torque TET. The transmission ratio of the step transmission 110 and the operation of the internal combustion engine 120 are controlled.

  As a result, for example, as described above, when the required output changes due to a change in the accelerator opening, priority is given to suppressing the driver's uncomfortable feeling during driving, and the operating point of the internal combustion engine 120 is set to the fuel efficiency good region X. When the driving state at a position deviated from the optimum fuel consumption line L becomes steady, the driving force control device 11 causes the engine control unit 16 to perform internal combustion based on the final target rotational speed NINT and the target engine torque TET. By controlling the operation of the internal combustion engine 120 so that the operating point of the engine 120 is on the optimum fuel consumption line L, it is possible to suppress a decrease in fuel consumption and, as a result, improve the distance that can be traveled by the unit fuel amount. Can do. During this time, the driving force control device 11 reduces the shift speed to the extent that the driver does not feel a shift based on the final target rotation speed NINT by the transmission ratio control unit 15, for example, about 1/5 of the normal By controlling the gear ratio of the belt type continuously variable transmission 110 with the speed change speed, it is possible to suppress the driver's uncomfortable feeling due to fluctuations in the engine speed. As a result, it is possible to improve the distance that can be traveled with the unit fuel amount while suppressing the driver's uncomfortable feeling.

  Specifically, the target rotational speed engine torque calculation unit 14, for example, the current accelerator opening detected by the accelerator opening sensor D04, that is, the actual accelerator opening PAP, and the vehicle speed SPD detected by the vehicle speed sensor D03. Based on the above, the normal target driving force FORCE_N is calculated. For example, the target rotational speed engine torque calculator 14 obtains FORCE_N based on the normal target driving force map m01 shown in FIG. In the normal target driving force map m01, the vertical axis indicates FORCE_N, and the horizontal axis indicates the vehicle speed SPD. The normal target driving force map m01 describes the relationship between the vehicle speed SPD and FORCE_N at each accelerator opening PAP. In this normal target driving force map m01, FORCE_N decreases as the vehicle speed SPD increases, and increases as the accelerator opening PAP increases. The normal target driving force map m01 is stored in the storage unit Em. The target rotational speed engine torque calculator 14 obtains FORCE_N from the actual accelerator opening PAP and the vehicle speed SPD based on the normal target driving force map m01.

  In the present embodiment, the target rotation speed engine torque calculation unit 14 calculates FORCE_N using the normal target driving force map m01, but the present embodiment is not limited to this. For example, the target rotational speed engine torque calculating unit 14 may obtain FORCE_N based on a mathematical expression corresponding to the normal target driving force map m01.

  Then, the target rotational speed engine torque calculation unit 14 obtains a normal target output POWER_N based on FORCE_N. In other words, the target engine speed calculation unit 14 obtains the normal target output POWER_N based on the FORCE_N and the vehicle speed SPD detected by the vehicle speed sensor D03. For example, the target rotational speed engine torque calculation unit 14 multiplies FORCE_N, the vehicle speed SPD, and 1000/3600 to obtain the normal target output POWER_N.

  Then, the target rotational speed engine torque calculator 14 obtains the normal target rotational speed NIN_N based on the normal target output POWER_N. For example, the target engine speed calculation unit 14 obtains the normal target engine speed NIN_N based on the normal target engine speed map m02 shown in FIG. In this normal target rotation speed map m02, the vertical axis indicates the normal target rotation speed NIN_N, and the horizontal axis indicates the normal target output POWER_N. Here, the normal target rotational speed map m02 is derived by an optimum fuel consumption line based on, for example, the engine torque extracted from the internal combustion engine 120 and the engine rotational speed of the internal combustion engine 120. The normal target speed map m02 describes the relationship between each normal target output POWER_N and the normal target speed NIN_N. In the normal target speed map m02, the normal target speed NIN_N increases as the normal target output POWER_N increases. The normal target rotation speed map m02 is stored in the storage unit Em. The target speed engine torque calculation unit 14 obtains the normal target speed NIN_N from the normal target output POWER_N based on the normal target speed map m02.

  In the present embodiment, the target engine speed engine torque calculation unit 14 calculates the normal target engine speed NIN_N using the normal target engine speed map m02, but the present embodiment is not limited to this. For example, the target rotational speed engine torque calculation unit 14 may obtain the normal target rotational speed NIN_N based on a mathematical expression corresponding to the normal target rotational speed map m02.

  As described above, the target rotational speed engine torque calculation unit 14 can obtain the normal target rotational speed NIN_N based on the actual accelerator opening PAP and the vehicle speed SPD.

  The operating point determination unit 17 determines whether or not the operating point of the internal combustion engine 120 set by the target rotational speed engine torque calculation unit 14 is within the fuel efficiency good region X. The operating point determination unit 17 is, for example, based on the actual input rotation speed NIN that is the actual rotation speed (actually equivalent to the engine rotation speed) of the primary shaft 51 acquired from the primary shaft rotation speed sensor D01. A fuel efficiency good region upper limit output Pmax that is an output according to the upper limit Lmax (see FIG. 12) of the region X and a fuel efficiency good region lower limit output Pmin that is an output according to the lower limit Lmin (see FIG. 12) of the fuel efficiency good region X. Ask. The operating point determination unit 17 obtains a fuel efficiency good region upper limit output Pmax and a fuel efficiency good region lower limit output Pmin based on, for example, a fuel efficiency good region output map m03 shown in FIG. In the fuel efficiency good region output map m03, the vertical axis indicates the fuel efficiency good region output, and the horizontal axis indicates the rotation speed of the primary shaft 51, in other words, the engine rotation speed. The fuel efficiency good area output map m03 describes the relationship between the rotational speed NIN (engine speed) of each primary shaft 51, the fuel efficiency good area upper limit output Pmax, and the fuel efficiency good area lower limit output Pmin. That is, this fuel efficiency good region output map m03 shows the range of output that can be realized by varying the engine torque within the fuel efficiency good region X with respect to the predetermined primary shaft 51 rotational speed NIN (engine speed). . In the fuel efficiency good region output map m03, the fuel efficiency good region upper limit output Pmax and the fuel efficiency good region lower limit output Pmin increase as the rotational speed NIN (engine speed) of the primary shaft 51 increases. The fuel efficiency good region output map m03 is stored in the storage unit Em. The operating point determination unit 17 obtains a fuel efficiency good region upper limit output Pmax and a fuel efficiency good region lower limit output Pmin from the actual input rotational speed NIN based on the fuel efficiency good region output map m03. That is, the fuel efficiency good region upper limit output Pmax and the fuel efficiency good region lower limit output Pmin obtained here can be realized by changing the engine torque without changing the current actual input rotational speed NIN, that is, without shifting. The output range is shown.

  In the present embodiment, the operating point determination unit 17 uses the fuel efficiency good region output map m03 to obtain the fuel efficiency good region upper limit output Pmax and the fuel efficiency good region lower limit output Pmin, but the present embodiment is not limited to this. For example, the operating point determination unit 17 may obtain the fuel efficiency good region upper limit output Pmax and the fuel efficiency good region lower limit output Pmin based on a mathematical expression corresponding to the fuel efficiency good region output map m03.

  Then, the operating point determination unit 17 determines whether or not the normal target output POWER_N obtained by the target rotational speed engine torque calculation unit 14 is not less than the fuel efficiency good region lower limit output Pmin and not more than the fuel efficiency good region upper limit output Pmax. It is possible to determine whether or not the operating point of the internal combustion engine 120 set by the target rotational speed engine torque calculation unit 14 is within the fuel efficiency good region X. That is, the operating point determination unit 17 maintains the current gear ratio of the belt-type continuously variable transmission 110, in other words, the final target rotational speed NINT and does not change the current actual input rotational speed NIN, and changes the engine control unit 16 By changing the engine torque generated by the internal combustion engine 120, it is determined whether or not the normal target output POWER_N obtained by the target engine speed engine torque calculation unit 14 can be realized.

  Then, when the operating point determination unit 17 determines that the normal target output POWER_N is not in the range from the fuel efficiency good region lower limit output Pmin to the fuel efficiency good region upper limit output Pmax, When the engine torque that can achieve the normal target output POWER_N without changing the current actual input rotational speed NIN while maintaining the final target rotational speed NINT is determined to deviate from the fuel efficiency good region X (the operating point is the fuel efficiency When it is determined that the target region will deviate from the good region X), the normal target rotational speed NIN_N is set to the final target rotational speed NINT. As a result, the speed ratio of the belt-type continuously variable transmission 110 is controlled by the speed ratio control unit 15, and the speed change is executed.

  On the other hand, when the operating point determination unit 17 determines that the normal target output POWER_N is in the range of the fuel efficiency good region lower limit output Pmin to the fuel efficiency good region upper limit output Pmax, When the engine torque that can achieve the normal target output POWER_N without changing the current actual input rotational speed NIN while maintaining the final target rotational speed NINT is determined to be within the fuel efficient region X (the operating point is fuel efficient) Basically, the previous final target rotational speed NINT is set to the current final target rotational speed NINT as it is (when it is determined that it falls within the region X). As a result, the speed ratio of the belt-type continuously variable transmission 110 is maintained by the speed ratio control unit 15 and the speed change is not executed.

  Then, the target rotational speed engine torque calculation unit 14 obtains the target engine torque TET based on the normal target output POWER_N and the final target rotational speed NINT. For example, the target rotational speed engine torque calculation unit 14 multiplies the normal target output POWER_N by the final target rotational speed NINT and a unit conversion constant K (for example, K = 60000 / (2π)) to thereby obtain the final target. The target engine torque TET that can realize the normal target output POWER_N at the rotational speed NINT can be obtained.

  Then, the gear ratio control unit 15 and the engine control unit 16 determine that the rotation speed of the primary shaft 51 is the final target rotation speed NINT obtained by the target rotation speed engine torque calculation section 14, and the engine torque of the internal combustion engine 120 is the target rotation speed. The speed ratio of the belt type continuously variable transmission 110 and the operation of the internal combustion engine 120 are controlled so as to be the target engine torque TET obtained by the engine torque calculation unit 14.

  Here, when the operating point determination unit 17 determines that the normal target output POWER_N is in the range of the fuel efficiency good region lower limit output Pmin to the fuel efficiency good region upper limit output Pmax, the steady operation determination unit 18 It is determined whether or not the operating state is steady. The steady operation determination unit 18 is within a predetermined range (first predetermined range) in which a change amount DPAP of the accelerator opening PAP as an operation amount corresponding to a request output requested by the driver to the internal combustion engine 120 is set in advance. What is necessary is just to determine with the driving | running state of the internal combustion engine 120 being steady when it continues for the predetermined period set beforehand. Thereby, the steady operation determination unit 18 can appropriately determine the steady operation state of the internal combustion engine 120.

  Note that the predetermined range (first predetermined range) set for the amount of change in the accelerator opening PAP may be a range in which steady operation of the internal combustion engine 120 can be determined, such as a general accelerator operation tendency. From this, it can be derived in advance from experiments and set in advance. Similarly, the predetermined period set for the period during which the change amount of the accelerator opening PAP continues within the predetermined range may be a period in which steady operation of the internal combustion engine 120 can be determined in the same manner. What is necessary is just to preliminarily derive from experiments and the like in advance from the tendency of the accelerator operation. Here, the predetermined range (first predetermined range) set for the change amount of the accelerator opening PAP is, for example, within ± 3%, and for the period during which the change amount of the accelerator opening PAP continues within the predetermined range. For example, the predetermined period is set to 1 second.

  When the steady operation determination unit 18 determines that the operation state of the internal combustion engine 120 is not steady, the target rotation speed engine torque calculation unit 14 directly uses the previous final target rotation speed NINT as described above. Is set to the final target rotational speed NINT.

  On the other hand, the change amount DPAP of the accelerator opening PAP continues for a predetermined period within a predetermined range (first predetermined range), and the operation state of the internal combustion engine 120 is steady by the steady operation determination unit 18. If it is determined that there is, the shift speed setting unit 19 sets a shift speed that is lower than usual.

  The shift speed setting unit 19 obtains the rotation speed DNIN corresponding to the shift speed decrease corresponding to the shift speed corresponding to the decrease. For example, the shift speed setting unit 19 sets the target rotational speed deviation between the current normal target rotational speed NIN_N (i) obtained by the target rotational speed engine torque calculating unit 14 and the previous final target rotational speed NINT (i−1). Based on this, the rotational speed DNIN for the shift speed reduction is obtained. For example, the shift speed setting unit 19 obtains the shift speed decrease rotation speed DNIN based on the shift speed decrease rotation speed map m04 shown in FIG. In this shift speed decrease rotation speed map m04, the vertical axis is the rotation speed decrease rotation speed DNIN, the horizontal axis is the target rotation of the normal target rotation speed NIN_N (i) and the previous final target rotation speed NINT (i-1). Number deviation is shown. The shift speed decrease rotation speed map m04 describes the relationship between each target rotation speed deviation and the shift speed decrease rotation speed DNIN. In the shift speed decrease rotation speed map m04, the shift speed decrease rotation speed DNIN is a negative value if the target rotation speed deviation is a positive value, and a positive value if the target rotation speed deviation is a negative value. It becomes. The shift speed decrease rotation speed map m04 is stored in the storage unit Em. The shift speed setting unit 19 obtains the shift speed decrease rotation speed DNIN from the target rotation speed deviation based on the shift speed decrease rotation speed map m04.

  In this embodiment, the shift speed setting unit 19 uses the shift speed decrease rotation speed map m04 to obtain the shift speed decrease rotation speed DNIN, but the present embodiment is not limited to this. For example, the transmission speed setting unit 19 may obtain the rotational speed DNIN for the shift speed reduction based on a mathematical expression corresponding to the rotational speed map m04 for the speed reduction.

  Then, the target rotational speed engine torque calculation unit 14 adds the rotational speed DNIN corresponding to the shift speed reduction to the previous final target rotational speed NINT (i−1), so that the final speed when the shift speed is decreased than usual is increased. The target rotational speed NINT (i) can be obtained. Then, the target rotational speed engine torque calculation unit 14 finally sets the normal target rotational speed NIN_N when the deviation between the final target rotational speed NINT (i) obtained here and the normal target rotational speed NIN_N becomes a predetermined value or less. By setting the target rotational speed NINT, it is possible to finally set the normal target rotational speed NIN_N corresponding to the optimum fuel consumption line to the final target rotational speed NINT while lowering the speed change speed than usual. The target engine torque TET can be obtained such that 120 operating points are on the optimum fuel consumption line L.

  Here, with reference to the time chart of FIG. 11 and the diagram of FIG. 12, the operation of the driving force control apparatus 11 according to the present embodiment will be described. In FIG. 11, the vertical axis represents the accelerator opening, the required output, the target rotational speed, and the engine torque, and the horizontal axis represents the time axis. FIG. 12 is a diagram showing operating characteristics of the internal combustion engine 120 controlled by the driving force control apparatus 11 according to the present embodiment, in which the vertical axis represents engine torque and the horizontal axis represents engine speed. In addition, the operating characteristics of the internal combustion engine 120 are as follows: a thick solid line, an optimal fuel efficiency line L, a fuel efficiency good region upper limit Lmax, a fuel efficiency good region lower limit Lmin, and equal output lines P1, P2, and P3 are thin solid lines, WOT (Wide Open Throttle). Torque is indicated by a dotted line. The WOT indicates a state in which the ratio of the air pressure upstream of the intake air flow and the air pressure downstream of the air intake flow is close to 1 with the electronic throttle valve of the internal combustion engine 120 as a boundary. Then, points A, B, C, D, and E in FIG. 12 correspond to points A, B, C, D, and E in FIG. 11, respectively.

  At time t11 (corresponding to point A), when the accelerator is depressed by the driver and the accelerator opening PAP increases and the required output increases, the engine speed (until the operating point of the internal combustion engine 120 is on the optimum fuel consumption line L). The actual input speed NIN) does not fluctuate and the engine torque TE increases. When the engine torque TE rises and the operating point of the internal combustion engine 120 reaches the optimum fuel consumption line L at time t12 (corresponding to the point B), the final target rotational speed NINT also starts to increase, and passes the time t13 to time t14. (According to point C) If the accelerator opening degree PAP continues to increase until the required output continues to increase, the engine torque and the engine speed so that the operating point of the internal combustion engine 120 moves on the optimal fuel consumption line L accordingly. When the number increases and the accelerator is held constant at time t14, the accelerator opening degree PAP and the required output are also maintained constant, and the engine torque TE and the engine speed are also maintained constant. During this time, the operating point of the internal combustion engine 120 changes on the optimum fuel consumption line L.

  From the time t15 (corresponding to the point C) to the time t16 (corresponding to the point D), for example, the driver finely adjusts the accelerator to the decreasing side in order to control the acceleration, whereby the accelerator opening is also decreased. Assume that the required output decreases due to a change. At this time, as shown by the alternate long and short dash line in the figure, in the conventional case, for example, the conventional final target rotational speed NINT ′ is decreased, that is, the engine rotational speed is decreased by shifting and the operating point of the internal combustion engine 120 is set. Transition on the optimal fuel consumption line L. At this time, the engine torque TE 'is maintained constant.

  However, when the operating point of the internal combustion engine 120 capable of realizing the reduced required output is within the fuel efficiency good region X, the driving force control device 11 of the present embodiment maintains the final target rotational speed NINT as it is, that is, Then, the target engine torque TET is set so that the transmission ratio is maintained and the required output decreased at the final target rotational speed NINT can be realized. Along with this, the engine torque TE decreases until time t16 (corresponding to the point D), while the engine speed (actual input speed NIN) does not vary and is kept constant. As a result, it is possible to suppress a shift more than necessary, and as a result, it is possible to suppress fluctuations in the rotational speed of the crankshaft 121, which is the output shaft of the internal combustion engine 120, that is, the engine rotational speed. During this time, the operating point of the internal combustion engine 120 deviates from the optimum fuel consumption line L, but is within the fuel efficiency good region X, so that it is possible to suppress a decrease in fuel consumption. As a result, it is possible to improve the distance that can be traveled with the unit fuel amount while suppressing the driver's uncomfortable feeling.

  On the other hand, at time t16, the accelerator is held constant again, the accelerator opening degree PAP and the required output are also maintained constant, and the engine torque TE and the engine speed are also maintained constant. When a predetermined period of time elapses in an operating state where the operating point is deviated from the optimal fuel consumption line L within the fuel efficiency good region X, and it is determined that the operating state is steady at time t17, time t18 The final target rotational speed NINT decreases with a gradient smaller than normal until (corresponding to the point E), and as a result, a shift is executed at a shift speed lower than normal. Along with this, the engine speed (actual input speed NIN) decreases so that the operating point of the internal combustion engine 120 moves on the optimum fuel consumption line L, while the engine torque TE increases. As a result, the operating point of the internal combustion engine 120 changes on the optimum fuel consumption line L again. As a result, the shift speed is reduced to such an extent that the driver does not feel a shift, and the gear ratio is controlled, and at the same time, the operating point of the internal combustion engine 120 is controlled to move on the optimum fuel consumption line L. The distance that can be traveled with the unit fuel amount can be improved while suppressing the above. At this time, the shift from the point D at the time t17 to the point E at the time t18 is merely a shift within the fuel efficiency good region X, and the amount of change Δ in the engine speed during this period can be relatively small. Therefore, there is no problem even if the shift speed is reduced.

  In the above description, from time t15 (corresponding to point C) to time t16 (corresponding to point D), in order to control the acceleration, the driver finely adjusts the accelerator to the decreasing side, thereby the accelerator opening degree. However, the driver has finely adjusted the accelerator to the increase side in order to control the acceleration, so that the accelerator opening also changes to the increase side to control the acceleration. Since the operation is almost the same even when the value increases, the description thereof is omitted.

  Next, the shift control in the driving force control apparatus 11 according to this embodiment will be described with reference to the flowchart of FIG. This control routine is repeatedly executed at a control cycle of several ms to several tens of ms.

  First, the information acquisition unit 12 of the ECU 10 acquires the vehicle speed SPD from the vehicle speed sensor D03, and acquires the accelerator opening PAP from the accelerator opening sensor D04. The information acquisition unit 12 may first acquire the vehicle speed SPD and then acquire the accelerator opening PAP, or may first acquire the accelerator opening PAP and then acquire the vehicle speed SPD. . Then, the target rotational speed engine torque calculation unit 14 of the ECU 10 calculates FORCE_N based on the accelerator opening PAP and the vehicle speed SPD (S100). For example, the target rotational speed engine torque calculator 14 obtains FORCE_N from the actual accelerator opening PAP and the vehicle speed SPD based on the normal target driving force map m01 shown in FIG.

  Next, the target rotational speed engine torque calculation unit 14 obtains a normal target output POWER_N based on FORCE_N (S102). For example, the target rotational speed engine torque calculation unit 14 multiplies FORCE_N, the vehicle speed SPD, and 1000/3600 to obtain the normal target output POWER_N.

  Next, the target rotational speed engine torque calculation unit 14 obtains a normal target rotational speed NIN_N based on the normal target output POWER_N (S104). The target rotational speed engine torque calculation unit 14 obtains the normal target rotational speed NIN_N from the normal target output POWER_N based on, for example, the normal target rotational speed map m02 shown in FIG.

  Next, the operating point determination unit 17 of the ECU 10 is based on the actual input rotation speed NIN that is the actual rotation speed (corresponding to the actual engine rotation speed) of the primary shaft 51 acquired from the primary shaft rotation speed sensor D01. The fuel efficiency good region upper limit output Pmax is obtained (S106). The operating point determination unit 17 obtains the fuel efficiency good region upper limit output Pmax from the actual input rotational speed NIN based on, for example, the fuel efficiency good region output map m03 shown in FIG.

  Next, the operating point determination unit 17 of the ECU 10 obtains a fuel efficiency good region lower limit output Pmin based on the actual input rotational speed NIN (S108). The operating point determination unit 17 obtains the fuel efficiency good region lower limit output Pmin from the actual input rotational speed NIN based on, for example, the fuel efficiency good region output map m03 shown in FIG.

  Next, the operating point determination unit 17 of the ECU 10 determines that the normal target output POWER_N obtained by the target engine speed engine calculation unit 14 in S102 is equal to or higher than the fuel efficiency good region lower limit output Pmin obtained in S106 and S108. It is determined whether or not the output is Pmax or less (S110).

  When it is determined that the normal target output POWER_N is not in the range of the fuel efficiency good region lower limit output Pmin or more and the fuel efficiency good region upper limit output Pmax or less (S110: No), the target speed engine torque calculation unit 14 obtains the normal target obtained in S104. The rotational speed NIN_N is assigned (set) to the final target rotational speed NINT (i) of this time (S136). Then, the target engine speed engine torque calculation unit 14 calculates the target engine torque TET based on the final target engine speed NINT (i) determined in S136 (S128). For example, the target rotational speed engine torque calculation unit 14 multiplies the normal target output POWER_N obtained in S102 by the final target rotational speed NINT and a unit conversion constant K (for example, K = 60000 / (2π)). Thus, the target engine torque TET is obtained.

  When it is determined that the normal target output POWER_N is in the range of the fuel efficiency good region lower limit output Pmin or more and the fuel efficiency good region upper limit output Pmax or less (S110: Yes), the comparison / determination unit 13 determines the current normal target rotation speed obtained in S104. It is determined whether the absolute value of the deviation between NIN_N (i) and the previous final target rotational speed NINT (i-1) is equal to or smaller than a predetermined value A (S112). The predetermined value A corresponds to the second predetermined range of the present invention, and may be set as appropriate according to the range in which the driver does not feel a shift.

  When it is determined that the absolute value of the deviation between the normal target rotational speed NIN_N (i) and the previous final target rotational speed NINT (i-1) is equal to or less than the predetermined value A (S112: Yes), the target rotational speed engine torque The computing unit 14 substitutes (sets) the normal target rotational speed NIN_N for the current final target rotational speed NINT (i) (S136).

  When it is determined that the absolute value of the deviation between the normal target rotational speed NIN_N (i) and the previous final target rotational speed NINT (i-1) is greater than the predetermined value A (S112: No), the steady operation determination unit 18 Then, an accelerator opening change amount DPAP based on the current accelerator opening PAP (i) and the previous accelerator opening PAP (i-1) is obtained, and whether the accelerator opening change DPAP is equal to or less than a predetermined value B. Determine (S114). The predetermined value B corresponds to the first predetermined range of the present invention, and may be in a range in which steady operation of the internal combustion engine 120 can be determined. The predetermined value B is derived from an experiment or the like in advance from a general accelerator operation tendency. What is necessary is just to set suitably.

  When it is determined that the accelerator opening change amount DPAP is greater than the predetermined value B (S114: No), the steady operation determination unit 18 measures a period during which the accelerator opening change amount DPAP continues below the predetermined value B. 0 is substituted to clear the counter T0 (S116), and when it is determined that the accelerator opening change amount DPAP is equal to or less than the predetermined value B (S114: Yes), the counter T0 is incremented, that is, the counter T0 is set. 1 is added and the counter T0 + 1 is substituted into the counter T0 (S118). Then, the steady operation determination unit 18 determines whether or not the value of the counter T0 is equal to or greater than the predetermined value C (S120). The predetermined value C corresponds to the predetermined period of the present invention, and may be within a range in which the steady operation of the internal combustion engine 120 can be determined. The predetermined value C is derived from experiments in advance from a general accelerator operation tendency and set appropriately. It only has to be done.

  When it is determined that the value of the counter T0 is equal to or greater than the predetermined value C (S120: Yes), that is, when it is determined that the current operation state of the internal combustion engine 120 is steady, the shift speed setting is performed. The unit 19 obtains the rotational speed DNIN for the shift speed reduction based on the target rotational speed deviation between the current normal target rotational speed NIN_N (i) and the previous final target rotational speed NINT (i-1) (S122). For example, the transmission speed setting unit 19 sets the current normal target rotational speed NIN_N (i) and the previous final target rotational speed NINT (i−1) based on the rotational speed reduction speed map m04 shown in FIG. From the target rotational speed deviation, the rotational speed DNIN corresponding to the shift speed reduction is obtained.

  Next, the target rotational speed engine torque calculation unit 14 adds the previous final target rotational speed NINT (i-1) and the rotational speed decrease rotational speed DNIN, and the previous final target rotational speed NINT (i-1). And the total of the rotational speed DNIN corresponding to the shift speed reduction is substituted (set) into the final target rotational speed NINT (i) of this time (S124).

  Next, the comparison / determination unit 13 determines whether or not the deviation between the final target rotational speed NINT (i) obtained in S124 and the normal target rotational speed NIN_N obtained in S104 is equal to or less than a predetermined value D (S126). . The predetermined value D may be set as appropriate so that it can be determined whether or not the final target rotational speed NINT (i) obtained in S124 has converged to the normal target rotational speed NIN_N obtained in S104.

  When it is determined that the deviation between the final target rotational speed NINT (i) obtained in S124 and the normal target rotational speed NIN_N obtained in S104 is equal to or less than a predetermined value D (S126: Yes), the target rotational speed engine torque calculation unit 14 substitutes (sets) the normal target rotational speed NIN_N for the current final target rotational speed NINT (i) (S136).

  When it is determined that the deviation between the final target rotational speed NINT (i) obtained in S124 and the normal target rotational speed NIN_N obtained in S104 is larger than the predetermined value D (S126: No), the target rotational speed engine torque calculation unit 14 Calculates the target engine torque TET based on the final target rotational speed NINT (i) determined in S124 (S128).

  If it is determined in S120 that the value of the counter T0 is greater than the predetermined value C (S120: No), that is, if it is determined that the current operating state of the internal combustion engine 120 is not steady, the target rotational speed The engine torque calculator 14 substitutes (sets) the previous final target rotational speed NINT (i−1) for the current final target rotational speed NINT (i) (S134). Then, the target rotational speed engine torque calculation unit 14 obtains the target engine torque TET based on the final target rotational speed NINT (i) obtained in S134 (S128).

  When the target engine torque TET is obtained in S128, the gear ratio control unit 15 controls the primary movable sheave sliding mechanism 55 and the secondary movable sheave sliding mechanism 65, and the rotation speed of the primary shaft 51 is S124, S134, The gear ratio of the belt type continuously variable transmission 110 is changed so as to be the final target rotational speed NINT set in any of S136 (S130).

  Next, the engine control unit 16 of the ECU 10 controls the injector, spark plug, and electronic throttle valve of the internal combustion engine 120 so that the engine torque of the internal combustion engine 120 becomes the target engine torque TET set in S128. Is controlled (S132), and the shift control is terminated.

  According to the driving force control apparatus 11 according to the embodiment of the present invention described above, the optimum fuel consumption line L of the internal combustion engine 120 corresponding to the engine speed of the internal combustion engine 120 and the engine torque generated by the internal combustion engine 120 is obtained. Controls the gear ratio of the engine control unit 16 capable of controlling the operation of the internal combustion engine 120 at an operating point within the fuel efficiency good region X set as a reference and the belt type continuously variable transmission 110 to which the output of the internal combustion engine 120 is transmitted. A speed ratio control unit 15 that is capable of operating the internal combustion engine 120 in an operating state in which the operating point is deviated from the optimal fuel consumption line L in the fuel efficiency good region X, and when this operating state is steady. The transmission ratio control unit 15 controls the transmission ratio of the belt-type continuously variable transmission 110 by reducing the transmission speed, and the engine control unit 16 controls the internal combustion engine 120 so that the operating point is on the optimum fuel consumption line L. Control driving.

  Therefore, for example, when the operating state in which the operating point of the internal combustion engine 120 is deviated from the optimum fuel consumption line L in the fuel efficiency improving region X becomes steady, the operating point of the internal combustion engine 120 is set by the engine control unit 16. By controlling the operation of the internal combustion engine 120 so as to be on the optimum fuel consumption line L, it is possible to suppress a decrease in fuel consumption, and as a result, it is possible to improve the distance that can be traveled by the unit fuel amount. During this time, the transmission ratio control unit 15 controls the transmission ratio of the belt-type continuously variable transmission 110 by reducing the transmission speed to such an extent that the driver does not feel a shift. A sense of incongruity can be suppressed. As a result, it is possible to improve the distance that can be traveled with the unit fuel amount while suppressing the driver's uncomfortable feeling.

  Furthermore, according to the driving force control apparatus 11 according to the embodiment of the present invention described above, the change amount DPAP of the accelerator opening PAP as the operation amount corresponding to the output requested by the driver for the internal combustion engine 120 is obtained. The operating state where the operating point of the internal combustion engine 120 deviates from the optimum fuel consumption line L in the fuel efficiency good region X when a predetermined period of time within the first predetermined range set in advance is continued is steady. A steady operation determination unit 18 that determines that there is a unit is provided. Therefore, the steady operation determination unit 18 can appropriately determine the steady operation state of the internal combustion engine 120.

  Furthermore, according to the driving force control apparatus 11 according to the embodiment of the present invention described above, the accelerator opening PAP as the operation amount corresponding to the output requested by the driver with respect to the internal combustion engine 120 changes and the requested output. When the operating point at which the required output after the change can be realized at the current gear ratio is within the fuel efficiency good region X, the belt ratio continuously variable transmission 110 The engine control unit 16 controls the operation of the internal combustion engine 120 so that the engine torque generated by the internal combustion engine 120 becomes the engine torque that can achieve the requested output. Therefore, for example, when the driver depresses the accelerator and accelerates the vehicle 100, the driver fine-tunes the accelerator to control the acceleration, thereby changing the accelerator opening and changing the required output. Even if there is, the current gear ratio of the belt-type continuously variable transmission 110 is maintained, and the engine control unit 16 changes the engine torque generated by the internal combustion engine 120 to achieve the required output, thereby achieving an unnecessarily high speed change. And the fluctuation of the engine speed can be suppressed, and the driver's uncomfortable feeling during driving can be suppressed. During this time, the operating point of the internal combustion engine 120 is within the good fuel efficiency region X although it deviates from the optimal fuel efficiency line L, so that a reduction in fuel efficiency can be suppressed. As a result, it is possible to improve the distance that can be traveled with the unit fuel amount while suppressing the driver's uncomfortable feeling.

  Furthermore, according to the driving force control apparatus 11 according to the embodiment of the present invention described above, the accelerator opening PAP as the operation amount corresponding to the requested output by the driver with respect to the internal combustion engine 120 is changed, and the requested output is increased. When changed, the operating point where the required output after the change can be realized is in the fuel efficiency good region X, and the change range of the gear ratio which can realize the required output is within a second predetermined range which is set in advance. In this case, the gear ratio control unit 15 controls the gear ratio of the belt type continuously variable transmission 110, and the engine control unit 16 operates the internal combustion engine 120 so that the operating point is on the optimum fuel consumption line L. To control. Therefore, when the change ratio of the gear ratio at which the required output can be realized is small, the driver's uncomfortable feeling due to fluctuations in the engine speed hardly occurs and can be ignored. 110 is controlled, and the engine control unit 16 controls the operation of the internal combustion engine 120 so that the operating point of the internal combustion engine 120 is on the optimum fuel consumption line L. The distance that can be traveled by the amount can be improved.

  Furthermore, according to the driving force control apparatus 11 according to the embodiment of the present invention described above, the fuel efficiency good region X is given priority to the distance that the vehicle 100 equipped with the internal combustion engine 120 can travel with a unit fuel amount. With respect to the optimum fuel consumption line L set based on the engine speed and engine torque capable of driving 120, a decrease in the distance that can be traveled is set as a region within a third predetermined range that is set in advance. Therefore, by controlling the internal combustion engine 120 at the operating point in the fuel efficiency good region X by the engine control unit 16, it is possible to achieve both suppression of the driver's discomfort during driving and suppression of fuel consumption reduction.

  Furthermore, according to the driving force control apparatus 11 according to the embodiment of the present invention described above, the accelerator opening sensor D04 that detects the accelerator opening PAP corresponding to the output requested by the driver for the internal combustion engine 120 is provided. Prepare. Therefore, the operation amount corresponding to the output requested by the driver can be properly detected by detecting the accelerator opening PAP by the accelerator opening sensor D04.

(Embodiment 2)
FIG. 14 is an initial target rotational speed map for obtaining an initial target rotational speed in the driving force control apparatus according to the second embodiment, and FIG. 15 is a diagram for obtaining an accelerator opening correction amount in the driving force control apparatus according to the second embodiment. FIG. 16 is a vehicle speed coefficient map for obtaining a vehicle speed coefficient in the driving force control apparatus according to the second embodiment, and FIG. 17 is an acceleration target drive in the driving force control apparatus according to the second embodiment. It is a target driving force map for acceleration for obtaining force.

  FIG. 18 is a time chart for explaining the operation of the driving force control apparatus according to the second embodiment, FIG. 19 is a diagram for explaining the operation of the driving force control apparatus according to the second embodiment, and FIG. FIG. 21 is a flowchart for explaining a normal control process in the driving force control apparatus according to the second embodiment. FIG. 22 is a flowchart for explaining the driving force control according to the second embodiment. FIG. 23 is a flowchart for explaining accelerator opening correction amount calculation processing in the driving force control apparatus according to the second embodiment, and FIG. 24 is a driving force control apparatus according to the present embodiment. FIG. 25 is a flowchart for explaining a vehicle speed change correction amount calculation process in FIG. It is a flowchart illustrating an output calculation processing torque calculation.

  The driving force control device according to the second embodiment has substantially the same configuration as the continuously variable transmission and the driving force control device according to the first embodiment. However, in addition to the normal control processing described in the first embodiment, the driving force control device is for acceleration control. It differs from the driving force control apparatus according to the first embodiment in that processing is performed. In addition, about the structure, effect | action, and effect which are common in embodiment mentioned above, while overlapping description is abbreviate | omitted as much as possible, the same code | symbol is attached | subjected. For the configuration of the main part, refer to FIGS.

  Similar to the first embodiment described above, the target rotational speed engine torque calculation unit 14 determines the operating point of the internal combustion engine 120, that is, the final target rotational speed NINT, according to the operating state of the internal combustion engine 120 and the operating state of the vehicle 100. A target engine torque TET is obtained. Here, the target rotational speed engine torque calculation unit 14 obtains the normal target rotational speed NIN_N as described above, and further obtains the acceleration target rotational speed NIN_A. The target rotational speed engine torque calculation unit 14 basically sets the final target rotational speed NINT based on the normal target rotational speed NIN_N during normal operation when the driver does not request acceleration of the vehicle 100. On the other hand, the final target rotational speed NINT is set based on the acceleration target rotational speed NIN_A at the time of the acceleration request when the driver requests the acceleration of the vehicle 100.

  Note that the determination that the driver has requested acceleration of the vehicle 100, that is, the determination of the acceleration request, is, for example, the current accelerator opening detected by the accelerator opening sensor D04, that is, the actual accelerator. It may be performed based on the opening degree PAP, the vehicle speed SPD detected by the vehicle speed sensor D03, the amount of change in the accelerator opening degree PAP per unit time, that is, the accelerator opening speed PAPV. For example, the comparison determination unit 13 compares the vehicle speed SPD with a preset acceleration determination threshold value a, compares the actual accelerator opening PAP with a preset acceleration determination threshold value b, and sets the accelerator opening speed PAPV in advance. When the acceleration determination threshold value c is compared and the vehicle speed SPD is determined to be greater than or equal to the acceleration determination threshold value a, the actual accelerator opening PAP is determined to be equal to or greater than the acceleration determination threshold value b, and the accelerator opening speed PAPV is determined to be equal to or greater than the acceleration determination threshold value c. It may be determined. Further, for example, the comparison determination unit 13 accelerates when it is determined that the vehicle speed SPD is lower than a preset value a or the accelerator opening PAP is lower than a preset value (b−d). It may be determined that the request has been completed. The acceleration determination threshold values a, b, c and the predetermined value d are experimentally obtained in advance in order to determine whether an acceleration requesting operation has been actively performed compared to steady driving on a flat road or steady driving. It is what was done. The acceleration determination threshold value b is a function value that increases as the vehicle speed SPD increases, for example, and is determined based on the actual vehicle speed SPD from a map stored in advance.

  Note that the determination of whether or not there is an acceleration request by the comparison determination unit 13 is not limited to the above-described method. The comparison determination unit 13 compares the actual accelerator opening PAP detected by the accelerator opening sensor D04 with an acceleration determination threshold for determining whether or not the driver requests acceleration, and the actual accelerator opening PAP is determined as an acceleration determination threshold. If it is determined that the vehicle is larger than the vehicle 100, it may be determined that the driver has requested acceleration of the vehicle 100. In this case, the acceleration determination threshold value may be, for example, about 20% when the accelerator opening degree PAP is 100%. Moreover, the comparison determination part 13 may determine the presence or absence of an acceleration request | requirement based on the accelerator opening speed PAPV, for example.

  Specifically, the target rotational speed engine torque calculation unit 14 calculates the normal target rotational speed NIN_N as in the first embodiment. That is, the target rotational speed engine torque calculation unit 14 calculates a normal target driving force FORCE_N based on the accelerator opening PAP and the vehicle speed SPD, calculates a normal target output POWER_N based on the FORCE_N, and further, this normal target output A normal target rotational speed NIN_N is calculated based on the output POWER_N. It should be noted that the target rotational speed NIN_N is obtained regardless of whether the target rotational speed engine torque calculator 14 and the vehicle 100 require acceleration of the driver. That is, the target rotational speed engine torque calculation unit 14 is configured to perform the normal target rotational speed NIN_N regardless of whether the driver 100 does not request acceleration of the vehicle 100 or the driver 100 requests acceleration of the vehicle 100. Ask for.

  Further, the target rotational speed engine torque calculation unit 14 accelerating target rotational speed NIN_A which is a target of the rotational speed of the primary shaft 51 at the time of acceleration request when the driver requests acceleration of the vehicle 100 as described above. Ask for. The target rotational speed engine torque calculation unit 14 obtains an acceleration target rotational speed NIN_A when acceleration of the vehicle 100 is requested.

  The target rotational speed engine torque calculation unit 14 obtains the target rotational speed NIN_A for acceleration based on the accelerator opening PAP as the acceleration request amount for the vehicle 100 by the driver and the vehicle speed SPD that is the speed of the vehicle 100. More specifically, the target engine speed engine torque calculation unit 14 determines the acceleration target correction amount according to the initial target engine speed NINLINE0 and the accelerator opening PAP when the driver determines that the acceleration request for the vehicle 100 is determined. Based on the opening correction amount NINPAP and the vehicle speed correction amount based on the vehicle speed SPD, here the vehicle speed change correction amount NINSPD corresponding to the vehicle speed change amount DSPD that is the change amount of the vehicle speed SPD is calculated. Thus, the target rotational speed for acceleration NIN_A is obtained. Here, both the accelerator opening correction amount NINPAP and the vehicle speed change correction amount NINSPD are parameters for correcting the acceleration target rotational speed NIN_A.

  The target rotational speed engine torque calculator 14 obtains an initial target rotational speed NINLINE0 that serves as a reference for the acceleration target rotational speed NIN_A. The initial target rotational speed NINLINE0 is a basic target rotational speed when it is determined that there is an acceleration request, and the target rotational speed engine torque calculation unit 14 obtains the initial target rotational speed NINLINE0 based on the vehicle speed SPD. The target rotational speed engine torque calculation unit 14 obtains the initial target rotational speed NINLINE0 based on, for example, the initial target rotational speed map m05 shown in FIG. In this initial target rotational speed map m05, the vertical axis represents the initial target rotational speed NINLINE0, and the horizontal axis represents the vehicle speed SPD. The initial target rotational speed map m05 describes the relationship between each vehicle speed SPD and the initial target rotational speed NINLINE0. In this initial target speed map m05, the initial target speed NINLINE0 increases as the vehicle speed SPD increases. The initial target rotation speed map m05 is stored in the storage unit Em. The target speed engine torque calculation unit 14 obtains the initial target speed NINLINE0 from the vehicle speed SPD based on the initial target speed map m05.

  In the present embodiment, the target engine speed engine torque calculation unit 14 calculates the initial target engine speed NINLINE0 using the initial target engine speed map m05, but the present embodiment is not limited to this. The target rotational speed engine torque calculation unit 14 may obtain the initial target rotational speed NINLINE0 based on, for example, a mathematical expression corresponding to the initial target rotational speed map m05.

  Then, the target rotational speed engine torque calculation unit 14 obtains an accelerator opening correction amount NINPAP as an acceleration request correction amount based on the accelerator opening PAP after the acceleration request of the vehicle 100 is determined. For example, the target engine speed calculation unit 14 determines the accelerator opening correction amount NINPAP based on the accelerator opening correction amount map m06 shown in FIG. In this accelerator opening correction amount map m06, the vertical axis represents the accelerator opening correction amount NINPAP, and the horizontal axis represents the accelerator opening PAP. The accelerator opening correction amount map m06 describes the relationship between the accelerator opening PAP and the accelerator opening correction amount NINPAP at each vehicle speed SPD. In the accelerator opening correction amount map m06, the accelerator opening correction amount NINPAP increases as the accelerator opening PAP increases, and increases as the vehicle speed SPD increases. The accelerator opening correction amount map m06 is stored in the storage unit Em. The target engine speed engine torque calculation unit 14 obtains the accelerator opening correction amount NINPAP from the accelerator opening PAP and the vehicle speed SPD based on the accelerator opening correction amount map m06.

  In the present embodiment, the target engine speed engine torque calculation unit 14 determines the accelerator opening correction amount NINPAP using the accelerator opening correction amount map m06, but the present embodiment is not limited to this. For example, the target rotational speed engine torque calculation unit 14 may obtain the accelerator opening correction amount NINPAP based on a mathematical expression corresponding to the accelerator opening correction amount map m06.

  The target rotational speed engine torque calculation unit 14 obtains a vehicle speed change correction amount NINSPD as a vehicle speed correction amount based on a vehicle speed SPD, here, a vehicle speed change amount DSPD that is a change amount of the vehicle speed SPD. The target rotational speed engine torque calculation unit 14 obtains the vehicle speed change amount DSPD by subtracting the vehicle speed SPD (i−1) detected last time from the current vehicle speed SPD (i) detected by the vehicle speed sensor D03. Here, the target rotation speed engine torque calculation unit 14 will be described as obtaining the vehicle speed change amount DSPD using the previous vehicle speed SPD (i−1) detected by the vehicle speed sensor D03. In order to eliminate the above, the previous vehicle speed SPD detected by the vehicle speed sensor D03 may be used.

  Further, the target engine speed calculation unit 14 obtains a vehicle speed coefficient α based on the current vehicle speed SPD. The target rotational speed engine torque calculation unit 14 obtains the vehicle speed coefficient α based on, for example, a vehicle speed coefficient map m07 shown in FIG. In this vehicle speed coefficient map m07, the vertical axis represents the vehicle speed coefficient α, and the horizontal axis represents the vehicle speed SPD. The vehicle speed coefficient map m07 describes the relationship between the vehicle speed SPD and the vehicle speed coefficient α at each accelerator opening PAP. In the vehicle speed coefficient map m07, the vehicle speed coefficient α increases as the vehicle speed SPD increases, and increases as the accelerator pedal opening PAP increases. The vehicle speed coefficient map m07 is stored in the storage unit Em. The target rotational speed engine torque calculation unit 14 obtains the vehicle speed coefficient α from the vehicle speed SPD and the accelerator opening PAP based on the vehicle speed coefficient map m07.

  In the present embodiment, the target rotational speed engine torque calculation unit 14 calculates the vehicle speed coefficient α using the vehicle speed coefficient map m07, but the present embodiment is not limited to this. For example, the target rotational speed engine torque calculation unit 14 may obtain the vehicle speed coefficient α based on a mathematical expression corresponding to the vehicle speed coefficient map m07.

  Then, the target engine speed engine torque calculation unit 14 adds the previous vehicle speed change correction amount NINSPD (i−1) to the vehicle speed change amount DSPD multiplied by the vehicle speed coefficient α, thereby adding the vehicle speed change correction amount NINSPD (i). This is used as the current vehicle speed change correction amount NINSPD. Note that the initial value of the vehicle speed change correction amount NINSPD is zero.

  Therefore, the target engine speed engine torque calculation unit 14 determines the initial target engine speed NINLINE0 and the accelerator opening correction amount NINAPAP based on the initial target engine speed NINLINE0, the accelerator opening correction amount NINAPAP, and the vehicle speed change correction amount NINSPD. The acceleration target rotational speed NIN_A can be obtained by adding the vehicle speed change correction amount NINSPD and calculating the total of these.

  The target rotational speed engine torque calculation unit 14 sets the acceleration target rotational speed NIN_A to the final target rotational speed NINT when the driver requests acceleration of the vehicle 100 and the acceleration request amount is relatively high. To do. As a result, the transmission ratio control unit 15 controls the transmission ratio of the belt-type continuously variable transmission 110 based on the acceleration target rotational speed NIN_A, and the shift is executed.

  The determination as to whether or not the driver is requested to accelerate the vehicle 100 at a relatively high acceleration is made, for example, when the accelerator opening PAP acquired from the accelerator opening sensor D04 by the comparison determination unit 13 is predetermined open. What is necessary is just to judge based on whether it is more than degree. That is, when the comparison determination unit 13 determines that the accelerator opening PAP as the acceleration request amount is lower than the predetermined opening, the acceleration request amount of the vehicle 100 by the driver is relatively low. When the determination is made and it is determined that the accelerator opening PAP is equal to or greater than the predetermined opening, it may be determined that the acceleration required amount of the vehicle 100 by the driver is relatively high. Here, the predetermined opening degree set in advance with respect to the accelerator opening degree PAP is such that the acceleration request amount of the vehicle 100 by the driver is relatively high and the acceleration request amount of the vehicle 100 by the driver is relatively high. A value that can be distinguished from low low acceleration time may be set as appropriate. For example, it may be set to about 50% when the accelerator opening degree PAP is 100%.

  Further, the target rotational speed engine torque calculation unit 14 requests the acceleration of the vehicle 100 by the driver, and when the acceleration request amount is relatively high and high acceleration, for example, the current accelerator detected by the accelerator opening sensor D04. Based on the opening, that is, the actual accelerator opening PAP and the vehicle speed SPD detected by the vehicle speed sensor D03, the acceleration target driving force FORCE_A is calculated. Acceleration target driving force FORCE_A is obtained based on target rotational speed engine torque calculation unit 14, for example, acceleration target driving force map m08 shown in FIG. In the acceleration target driving force map m08, the vertical axis represents the acceleration target driving force FORCE_A, and the horizontal axis represents the vehicle speed SPD. The acceleration target driving force map m08 describes the relationship between the vehicle speed SPD and the acceleration target driving force FORCE_A at each accelerator opening PAP. In the acceleration target driving force map m08, the acceleration target driving force FORCE_A decreases as the vehicle speed SPD increases, and increases as the accelerator opening PAP increases. In this figure, the broken line indicates the normal target driving force FORCE_N, and the solid line indicates the acceleration target driving force FORCE_A. That is, in the acceleration target driving force map m08, the acceleration target driving force FORCE_A is set higher than the normal target driving force FORCE_N. The acceleration target driving force map m08 is stored in the storage unit Em. The target rotational speed engine torque calculation unit 14 obtains the acceleration target driving force FORCE_A from the actual accelerator opening PAP and the vehicle speed SPD based on the acceleration target driving force map m08.

  In the present embodiment, the target rotational speed engine torque calculator 14 calculates the acceleration target driving force FORCE_A using the acceleration target driving force map m08, but the present embodiment is not limited to this. The target rotational speed engine torque calculation unit 14 may obtain the acceleration target driving force FORCE_A based on, for example, a mathematical expression corresponding to the acceleration target driving force map m08.

  Then, the target rotational speed engine torque calculation unit 14 obtains an acceleration target output POWER_A based on the acceleration target driving force FORCE_A. More specifically, the target rotational speed engine torque calculation unit 14 obtains the acceleration target output POWER_A based on the acceleration target driving force FORCE_A and the vehicle speed SPD detected by the vehicle speed sensor D03. For example, the target rotational speed engine torque calculation unit 14 multiplies the acceleration target driving force FORCE_A, the vehicle speed SPD, and 1000/3600 to obtain the acceleration target output POWER_A.

  Then, the target engine speed engine torque calculation unit 14 sets the acceleration target output POWER_A as the target engine torque calculation output POWER_T, the target engine torque calculation output POWER_T, and the final target rotational speed NINT, that is, for acceleration. A target engine torque TET is obtained based on the target rotational speed NIN_A. The target rotational speed engine torque calculation unit 14, for example, multiplies the target engine torque calculation output POWER_T by the final target rotational speed NINT by a unit conversion constant K (for example, K = 60000 / (2π)). The target engine torque TET that can achieve the acceleration target output POWER_A at the final target rotational speed NINT can be obtained.

  Then, the gear ratio control unit 15 and the engine control unit 16 determine that the rotation speed of the primary shaft 51 is the final target rotation speed NINT obtained by the target rotation speed engine torque calculation section 14, and the engine torque of the internal combustion engine 120 is the target rotation speed. The speed ratio of the belt type continuously variable transmission 110 and the operation of the internal combustion engine 120 are controlled so as to be the target engine torque TET obtained by the engine torque calculation unit 14.

  In the driving force control device 11 configured as described above, the normal target rotational speed NIN_N obtained by the target rotational speed engine torque calculation unit 14 is the normal target rotational speed NIN_N during the normal operation when the acceleration of the vehicle 100 is not requested by the driver. The final target rotational speed NINT is set, and the target engine torque TET is set based on the final target rotational speed NINT, that is, the normal target rotational speed NIN_N. Then, the driving force control device 11 causes the transmission ratio control unit 15 and the engine control unit 16 to cause the rotation speed of the primary shaft 51 to be the final target rotation speed NINT and the engine torque of the internal combustion engine 120 to be the target engine torque TET. In addition, the gear ratio of the belt type continuously variable transmission 110 and the operation of the internal combustion engine 120 are controlled. During this time, the rotation speed (engine rotation speed) of the crankshaft 121 that is the output shaft of the internal combustion engine 120 also varies with the fluctuation of the rotation speed of the primary shaft 51 that is the input shaft of the belt type continuously variable transmission 110.

  The driving force control device 11 requests the acceleration of the vehicle 100 by the driver, and the acceleration target rotational speed obtained by the target rotational speed engine torque calculation unit 14 when the acceleration requested amount is relatively high and high acceleration. NIN_A is set to the final target rotational speed NINT, and the target engine torque TET is set based on the final target rotational speed NINT, that is, the acceleration target rotational speed NIN_A. Then, the drive force control device 11 causes the speed ratio control unit 15 and the engine control unit 16 to change the rotation speed of the primary shaft 51 to the final target rotation speed NINT corresponding to the acceleration target rotation speed NIN_A, so that the engine of the internal combustion engine 120 The speed ratio of the belt type continuously variable transmission 110 and the operation of the internal combustion engine 120 are controlled so that the torque becomes the target engine torque TET. During this time, the rotation speed (engine rotation speed) of the crankshaft 121 that is the output shaft of the internal combustion engine 120 also varies with the fluctuation of the rotation speed of the primary shaft 51 that is the input shaft of the belt type continuously variable transmission 110.

  At this time, when the driver requests acceleration of the vehicle 100 and the acceleration request amount is relatively high, the final target rotational speed NINT is corrected to the accelerator opening amount corresponding to the accelerator opening amount PAP as the acceleration request amount. Since the target rotation speed NIN_A for acceleration based on the amount NINPAP and the vehicle speed change correction amount NINSPD corresponding to the vehicle speed SPD is set, the accelerator opening correction amount NINAPAP, the vehicle speed change correction amount according to the acceleration request from the driver As NINSPD increases, this final target rotation speed NINT (acceleration target rotation speed NIN_A) also increases with a predetermined gradient. As the final target rotation speed NINT (acceleration target rotation speed NIN_A) increases, the actual rotation speed of the primary shaft 51 also increases following the final target rotation speed NINT (acceleration target rotation speed NIN_A). The rotational speed (engine rotational speed) of the crankshaft 121 that is the output shaft of the internal combustion engine 120 also increases. As a result, when the driver depresses the accelerator of the vehicle 100, that is, when an acceleration request is made, the engine speed of the internal combustion engine 120 increases. For this reason, in the driving force control device 11, when the driver requests acceleration of the vehicle 100 and the acceleration request amount is relatively high, the accelerator opening correction amount NINPAP, the vehicle speed is increased along with the driver's acceleration request. Since the SPD increases, the acceleration target rotational speed NIN_A based on the accelerator opening correction amount NINPAP and the vehicle speed SPD increases with a predetermined gradient, and the final target rotational speed NINT increases with a predetermined gradient, so that the target engine torque TET Thus, the driver can obtain a sufficient acceleration feeling from the vehicle 100.

  In the driving force control device 11 of the present embodiment, the driver requests acceleration of the vehicle 100, and when the acceleration request amount is relatively high and high acceleration, the target rotational speed engine torque calculation unit 14 requests the calculation acceleration request. The accelerator opening correction amount NINPAP is obtained based on the accelerator opening maximum value PAPmax, which is the accelerator opening for calculation as a quantity, and the acceleration target is based on the accelerator opening correction amount NINPAP corresponding to the accelerator opening maximum value PAPmax. By obtaining the rotational speed NIN_A and setting it to the final target rotational speed NINT, the driver's uncomfortable feeling during acceleration request is suppressed.

  That is, for example, when the driver slightly depresses the accelerator pedal to finely adjust the vehicle speed SPD of the vehicle 100, the actual accelerator opening PAP gradually decreases, while the accelerator opening maximum value PAPmax is kept constant. Is done. At this time, the target rotational speed engine torque calculation unit 14 obtains the accelerator opening correction amount NINPAP based on the accelerator opening maximum value PAPmax, and even if the actual accelerator opening PAP gradually decreases, this accelerator opening Since the maximum value PAPmax is maintained constant, the accelerator opening correction amount NINPAP based on the accelerator opening maximum value PAPmax obtained by the target rotational speed engine torque calculation unit 14 is also maintained constant. Therefore, the acceleration target rotational speed NIN_A and the final target rotational speed NINT are also suppressed from decreasing as the actual accelerator opening PAP decreases because the accelerator opening correction amount NINPAP is maintained constant. As a result, even if the accelerator depression is slightly loosened to make fine adjustment during the acceleration request and the actual accelerator opening PAP gradually decreases, the acceleration target rotational speed NIN_A and the final target rotational speed NINT decrease. Therefore, it is possible to suppress the actual rotational speed of the primary shaft 51 from decreasing, and to suppress the rotational speed of the crankshaft 121 (engine rotational speed) of the internal combustion engine 120 from decreasing. Therefore, it is possible to suppress the driver's uncomfortable feeling during the acceleration request.

  Here, after the acceleration request of the vehicle 100 is determined, the target rotational speed engine torque calculation unit 14 decreases the accelerator opening PAP within a predetermined period set in advance, and this decreased accelerator opening PAP is set in advance. When the acceleration request for the vehicle 100 is continued for a predetermined period within a predetermined range, the accelerator opening maximum value PAPmax that is the maximum value of the accelerator opening PAP after the acceleration request is determined is determined as the current accelerator opening. It is recommended to change to PAP. Thereby, it is possible to prevent the accelerator opening maximum value PAPmax from being set to a value larger than the driver's intention. As a result, the accelerator opening correction amount NINPAP based on the accelerator opening maximum value PAPmax can be prevented from becoming excessive, and the acceleration target rotational speed NIN_A can be prevented from being unintentionally set to a high value. Therefore, it is possible to prevent the driver from feeling uncomfortable while requesting acceleration. Note that the predetermined range set for the two predetermined periods and the reduced accelerator opening PAP is preliminarily derived from experiments and the like in advance from the period until the acceleration shock converges and general accelerator operation trends. You just have to.

  On the other hand, the driving force control apparatus 11 according to the present embodiment is a low-speed driving device that is requested to accelerate the vehicle 100 when the vehicle 100 equipped with the internal combustion engine 120 is accelerated. At the time of acceleration, the operation of the internal combustion engine 120 is controlled by the engine control unit 16 so that the operating point of the internal combustion engine 120 is above the upper limit Lmax of the fuel efficiency good region X (see FIG. 19).

  In other words, the target rotational speed engine torque calculation unit 14 obtains the final target rotational speed NINT and the target engine torque TET so that the operating point of the internal combustion engine 120 is on the upper limit Lmax of the fuel efficiency good region X, and the gear ratio control unit 15 and the engine control unit 16 control the speed ratio of the belt-type continuously variable transmission 110 and the operation of the internal combustion engine 120 based on the final target rotational speed NINT and the target engine torque TET.

  As a result, when the driver requests acceleration of the vehicle 100 and the acceleration requested amount is relatively low, an output margin is ensured between the operating point of the internal combustion engine 120 and the lower limit Lmin of the fuel efficiency good region X. be able to. Here, after the driver requests acceleration of the vehicle 100, when the acceleration request amount is at a relatively low low acceleration time, the accelerator generally tends to be returned to adjust the acceleration. For this reason, when the driver requests acceleration of the vehicle 100 and the acceleration request amount is relatively low, an output margin is ensured between the operating point of the internal combustion engine 120 and the lower limit Lmin of the fuel efficiency good region X. Thus, when the accelerator opening PAP gradually decreases and the required output decreases, the current gear ratio of the belt-type continuously variable transmission 110 is maintained, and the engine torque generated by the internal combustion engine 120 is decreased, thereby decreasing It is possible to secure a wide area where the required output can be realized. That is, when the accelerator opening PAP is reduced and the required output is reduced, the operating point of the internal combustion engine 120 that can realize the reduced required output by the operating point determination unit 17 at the current gear ratio is the fuel efficiency good region X. The area determined to be within (see FIG. 19) becomes wider.

  In the driving force control device 11, the current gear ratio of the belt-type continuously variable transmission 110 is held by the gear ratio control unit 15, and the engine torque generated by the internal combustion engine 120 by the engine control unit 16 realizes the required output. The operation of the internal combustion engine 120 is controlled so as to obtain a possible engine torque, and the engine torque is reduced to an operating point at which the reduced required output can be realized. As a result, for example, when the driver depresses the accelerator and accelerates the vehicle 100, the driver fine-tunes the accelerator to control the acceleration, thereby reducing the accelerator opening and reducing the required output. Even so, the speed change more than necessary and the decrease in the engine speed can be suppressed, so that the engine speed is generally decreased even though the driver requests acceleration. As a result, the driver's uncomfortable feeling during driving can be suppressed.

  Specifically, the target rotational speed engine torque calculation unit 14 makes a request for acceleration of the vehicle 100 by the driver, and at the time of low acceleration when the acceleration request amount is relatively low, An actual accelerator opening correction amount NINPAP_R is obtained. For example, based on the accelerator opening correction amount map m06 similar to that shown in FIG. 15, the target rotational speed engine torque calculation unit 14 obtains the actual accelerator opening correction amount NINPAP_R from the actual accelerator opening PAP and the vehicle speed SPD.

  Then, the target rotational speed engine torque calculation unit 14 obtains a temporary target rotational speed NIN_C based on the actual accelerator opening correction amount NINPAP_R. Based on the initial target rotational speed NINLINE0, the vehicle speed change correction amount NINSPD, and the actual accelerator opening correction amount NINPAP_R, the target rotational speed engine torque calculation unit 14 determines the initial target rotational speed NINLINE0, the vehicle speed change correction amount NINSPD, and the actual accelerator. The provisional target rotational speed NIN_C can be obtained by adding the opening correction amount NINPAP_R and calculating the total of these.

  Then, the target rotational speed engine torque calculation unit 14 obtains the low acceleration target output POWER_AL based on the temporary target rotational speed NIN_C. The target rotational speed engine torque calculation unit 14 obtains a low acceleration target output POWER_AL corresponding to the fuel efficiency good region upper limit output Pmax from the temporary target speed NIN_C based on, for example, the fuel efficiency good region output map m03 similar to FIG. . Then, the operating point determination unit 17 determines whether or not the low acceleration target output POWER_AL is smaller than the fuel efficiency good region lower limit output Pmin based on the fuel efficiency good region output map m03 and the current actual input rotational speed NIN. .

  When it is determined that the low acceleration target output POWER_AL is greater than or equal to the fuel efficiency good region lower limit output Pmin based on the fuel efficiency good region output map m03 and the current actual input rotational speed NIN, the target speed engine torque calculation unit 14 The acceleration target rotational speed NIN_A is set to the final target rotational speed NINT. As a result, the transmission ratio control unit 15 controls the transmission ratio of the belt-type continuously variable transmission 110 based on the acceleration target rotational speed NIN_A, and the shift is executed.

  Then, the target engine speed engine torque calculation unit 14 sets the target engine torque calculation output POWER_T, which is a low acceleration target output POWER_AL corresponding to the fuel efficiency good region upper limit output Pmax at the current accelerator opening PAP. The target engine torque TET is obtained based on the calculation output POWER_T and the final target rotational speed NINT, that is, the acceleration target rotational speed NIN_A. The target rotational speed engine torque calculation unit 14, for example, multiplies the target engine torque calculation output POWER_T by the final target rotational speed NINT by a unit conversion constant K (for example, K = 60000 / (2π)). The target engine torque TET that can realize the low acceleration target output POWER_AL at the final target rotational speed NINT can be obtained.

  As a result, the transmission ratio control unit 15 and the engine control unit 16 control the transmission ratio of the belt-type continuously variable transmission 110 and the operation of the internal combustion engine 120 based on the final target rotational speed NINT and the target engine torque TET. Thus, the operation of the internal combustion engine 120 can be controlled so that the operating point of the internal combustion engine 120 is above the upper limit Lmax of the fuel efficiency good region X (see FIG. 19).

  On the other hand, when it is determined that the low acceleration target output POWER_AL is smaller than the fuel efficiency good region lower limit output Pmin based on the fuel efficiency good region output map m03 and the current actual input rotational speed NIN, that is, the driver controls the acceleration. Therefore, when the driver finely adjusts the accelerator, thereby determining that the accelerator opening PAP is reduced and the required output is lower than the output Pmin corresponding to the lower limit Lmin of the fuel efficiency good region X, the transmission ratio control unit 15 The gear ratio of the belt-type continuously variable transmission 110 is controlled so that the engine speed of the internal combustion engine 120 becomes an engine speed that can achieve the required output required by the driver at the upper limit Lmax of the fuel efficiency good region X, The engine control unit 16 performs internal combustion so that the engine torque generated by the internal combustion engine 120 becomes the engine torque corresponding to the upper limit Lmax of the fuel efficiency good region X. To control the operation of the related 120.

  In other words, the target rotational speed engine torque calculation unit 14 obtains the final target rotational speed NINT and the target engine torque TET so that the operating point of the internal combustion engine 120 is on the upper limit Lmax of the fuel efficiency good region X, and the gear ratio control unit 15 and the engine control unit 16 control the speed ratio of the belt-type continuously variable transmission 110 and the operation of the internal combustion engine 120 based on the final target rotational speed NINT and the target engine torque TET. That is, the target rotational speed engine torque calculation unit 14 operates at the operating point (point G shown in FIG. 19) at the intersection of the required output obtained by reducing the final target rotational speed NINT and the target engine torque TET and the upper limit Lmax of the fuel efficiency good region X ) Is set to the number of revolutions and torque.

  Accordingly, when the driver finely adjusts the accelerator so that the driver controls the acceleration, the accelerator opening PAP decreases, and the required output decreases below the output Pmin corresponding to the lower limit Lmin of the fuel efficiency good region X. Here, by performing the upshift, it is possible to prevent the engine speed from decreasing and the operating point of the internal combustion engine 120 from deviating from the good fuel efficiency region X, and thus it is possible to suppress a decrease in fuel efficiency. At this time, the operating point of the internal combustion engine 120 by the transmission ratio control unit 15 and the engine control unit 16 is set to the upper limit Lmax of the fuel efficiency good region X in which the reduced required output can be realized. By controlling the gear ratio and the operation of the internal combustion engine 120, the operating point of the internal combustion engine 120 and the good fuel efficiency can be achieved against a decrease in required output accompanying a further decrease in accelerator opening, which is assumed as a general tendency thereafter. An output margin can be secured between the lower limit Lmin of the region X. Therefore, by maintaining the current gear ratio of the belt-type continuously variable transmission 110 and reducing the engine torque generated by the internal combustion engine 120, it is possible to secure a wide area where the reduced required output can be realized. As a result, the driver's uncomfortable feeling during driving can be suppressed as described above.

  Specifically, when it is determined that the low acceleration target output POWER_AL is smaller than the fuel efficiency good region lower limit output Pmin based on the fuel efficiency good region output map m03 and the current actual input rotational speed NIN, the target rotational speed engine torque calculation is performed. The unit 14 updates the accelerator opening maximum value PAPmax to the current actual accelerator opening PAP, and sets the temporary target rotational speed NIN_C to the final target rotational speed NINT. As a result, the transmission ratio control unit 15 controls the transmission ratio of the belt-type continuously variable transmission 110 based on the temporary target rotational speed NIN_C, and the shift is executed. Then, the accelerator opening maximum value PAPmax is updated to the current accelerator opening PAP so that the accelerator opening correction amount NINPAP based on the updated accelerator opening maximum value PAPmax is updated. Decrease from the accelerator opening correction amount NINPAP based on the maximum degree value PAPmax, the acceleration target rotational speed NIN_A calculated thereafter also decreases, and therefore, the engine speed is decreased by upshifting.

  Then, the target engine speed engine torque calculation unit 14 sets the target engine torque calculation output POWER_T, which is a low acceleration target output POWER_AL corresponding to the fuel efficiency good region upper limit output Pmax at the current accelerator opening PAP. The target engine torque TET is obtained based on the calculation output POWER_T and the final target rotational speed NINT, that is, the temporary target rotational speed NIN_C. The target rotational speed engine torque calculation unit 14, for example, multiplies the target engine torque calculation output POWER_T by the final target rotational speed NINT by a unit conversion constant K (for example, K = 60000 / (2π)). The target engine torque TET that can realize the low acceleration target output POWER_AL at the final target rotational speed NINT can be obtained.

  As a result, the transmission ratio control unit 15 and the engine control unit 16 control the transmission ratio of the belt-type continuously variable transmission 110 and the operation of the internal combustion engine 120 based on the final target rotational speed NINT and the target engine torque TET. Thus, the operation of the internal combustion engine 120 can be controlled so that the operating point of the internal combustion engine 120 is above the upper limit Lmax of the fuel efficiency good region X (see FIG. 19).

  Here, with reference to the time chart of FIG. 18 and the diagram of FIG. 19, the operation in the driving force control apparatus 11 according to the present embodiment will be described. In FIG. 18, the vertical axis represents the accelerator opening, the required output, the target rotational speed, and the engine torque, and the horizontal axis represents the time axis. FIG. 19 is a diagram illustrating operating characteristics of the internal combustion engine 120 controlled by the driving force control apparatus 11 according to the present embodiment, in which the vertical axis represents engine torque and the horizontal axis represents engine speed. In addition, the operating characteristics of the internal combustion engine 120 are as follows: a thick solid line, an optimal fuel efficiency line L, a fuel efficiency good region upper limit Lmax, a fuel efficiency good region lower limit Lmin, and equal output lines P1, P2, and P3 are thin solid lines, WOT (Wide Open Throttle). Torque is indicated by a dotted line. Then, points A, B, C, D, E, F, G, and H in FIG. 19 correspond to points A, B, C, D, E, F, G, and H in FIG.

  At time t21 (corresponding to point A), when the accelerator is suddenly depressed by the driver and the accelerator opening PAP increases rapidly and the required output increases rapidly, it is determined that there is an acceleration request by the driver, and the internal combustion engine 120 The engine speed (actual input speed NIN) does not fluctuate until the operating point is once on the operating line corresponding to the WOT, and the engine torque TE increases rapidly. When the engine torque TE rises to WOT (corresponding to point B), the operating point of the internal combustion engine 120 becomes WOT until time t22 (corresponding to point C) at which the required output can be realized at the upper limit Lmax of the fuel efficiency good region X. The target engine torque TET and the final target rotational speed NINT increase so as to shift on the corresponding operation line, and the engine torque TE and the engine rotational speed (actual input rotational speed NIN) also increase.

  Then, at time t22 (corresponding to point C), when the required output can be realized on the upper limit Lmax of the fuel efficiency good region X, the final target rotation is performed so that the operating point of the internal combustion engine 120 changes on the equal output line P3. While the number NINT gradually increases, the target engine torque TET decreases, the engine speed (actual input speed NIN) gradually increases, and the engine torque TE decreases.

  At time t23 (corresponding to point D), when the operating point of the internal combustion engine 120 moves up to the upper limit Lmax of the good fuel efficiency region X, the final target rotational speed NINT and target The engine torque TET gradually increases, and the engine torque TE and the engine speed (actual input speed NIN) gradually increase. As a result, an output margin can be secured between the operating point of the internal combustion engine 120 and the lower limit Lmin of the good fuel efficiency region X while suppressing a decrease in fuel efficiency.

  At time t24 (corresponding to point E), for example, the driver finely adjusts the accelerator to the decrease side in order to control the acceleration, thereby changing the accelerator opening to the decrease side and reducing the required output. And At this time, in the conventional case as shown by the one-dot chain line in the figure, for example, the final target rotational speed NINT ′ is decreased, that is, the engine speed is decreased by shifting, and the engine torque TE ′ is WOT. Maintained.

  However, when the operating point of the internal combustion engine 120 capable of realizing the reduced required output is within the fuel efficiency good region X, the driving force control device 11 of the present embodiment has a constant increase with the final target rotational speed NINT unchanged. A target engine torque TET that is maintained at a gradient and that can realize a required output that decreases at the final target rotational speed NINT is set. Along with this, the engine torque TE decreases, while the engine speed (actual input speed NIN) is maintained at a constant rising gradient. As a result, it is possible to suppress a shift more than necessary, and as a result, the rotational speed of the crankshaft 121, which is the output shaft of the internal combustion engine 120, that is, the engine rotational speed that causes the driver to feel uncomfortable is reduced. Variations can be suppressed. During this time, the operating point of the internal combustion engine 120 deviates from the optimum fuel consumption line L, but is within the fuel efficiency good region X, so that it is possible to suppress a decrease in fuel consumption. As a result, it is possible to improve the distance that can be traveled with the unit fuel amount while suppressing the driver's uncomfortable feeling.

  On the other hand, if the accelerator pedal position PAP continues to decrease and the required output continues to decrease, and at the time t25 (corresponding to the point F), if the engine speed remains unchanged, the required output cannot be realized within the fuel efficiency good region X. A final target rotational speed NINT and a target engine torque TET are set such that the operating point of the engine 120 is on the upper limit Lmax of the fuel efficiency good region X. That is, the final target rotational speed NINT and the target engine torque TET are the rotational speeds corresponding to the operating point (corresponding to the point G) at the intersection of the reduced required output iso-output line P2 and the upper limit Lmax of the fuel efficiency good region X. And torque. That is, an upshift is performed, and the final target rotational speed NINT is decreased, while the target engine torque TET is increased, the engine rotational speed (actual input rotational speed NIN) is decreased, and the engine torque TE is increased. As a result, it is possible to suppress the operating point of the internal combustion engine 120 from deviating from the fuel efficiency good region X, so it is possible to suppress a decrease in fuel efficiency, and to further decrease the accelerator opening that is assumed thereafter as a general tendency. As a result, the output margin can be secured between the operating point of the internal combustion engine 120 and the lower limit Lmin of the good fuel economy region X. As a result, for example, after the upshift, the accelerator opening is further reduced from time t25 (corresponding to point G after the upshift) to time t26 (corresponding to point H), and the required output further decreases. Even in this case, the target engine torque TET is set such that the final target rotational speed NINT is maintained at a constant ascending gradient and the required output reduced at the final target rotational speed NINT can be realized. While the engine torque TE decreases, the engine speed (actual input speed NIN) is maintained at a constant rising gradient. As a result, it is possible to suppress a shift more than necessary, and as a result, the rotation speed of the crankshaft 121 that is the output shaft of the internal combustion engine 120, that is, fluctuations in the engine rotation speed that give the driver a feeling of strangeness is suppressed. be able to.

  Next, with reference to the flowchart of FIG. 20, the shift control in the driving force control apparatus 11 according to the present embodiment will be described. This control routine is repeatedly executed at a control cycle of several ms to several tens of ms. In this case as well, descriptions overlapping with those of the first embodiment are omitted as much as possible.

  First, the target engine speed engine torque calculation unit 14 determines FORCE_N based on the accelerator opening PAP and the vehicle speed SPD (S200).

  Next, the target rotational speed engine torque calculator 14 obtains a normal target output POWER_N based on FORCE_N (S202).

  Next, the target rotational speed engine torque calculator 14 obtains the normal target rotational speed NIN_N based on the normal target output POWER_N (S204).

  Next, the operating point determination unit 17 obtains the fuel efficiency good region upper limit output Pmax based on the actual input rotational speed NIN (S206).

  Next, the operating point determination unit 17 obtains a fuel efficiency good region lower limit output Pmin based on the actual input rotational speed NIN (S208).

  Next, the comparison determination unit 13 of the ECU 10 determines whether or not an acceleration control start condition is satisfied (S210). For example, the comparison determination unit 13 compares the vehicle speed SPD with a preset acceleration determination threshold value a, compares the actual accelerator opening PAP with a preset acceleration determination threshold value b, and sets the accelerator opening speed PAPV in advance. When the vehicle speed SPD is determined to be greater than or equal to the acceleration determination threshold value a, the actual accelerator opening PAP is determined to be equal to or greater than the acceleration determination threshold value b, and the accelerator opening speed PAPV is determined to be equal to or greater than the acceleration determination threshold value c. What is necessary is just to determine with establishment.

  In this embodiment, the accelerator opening PAP used in S210 may be the accelerator opening PAP acquired in S200, or the information acquisition unit 12 again sets the accelerator opening PAP to the accelerator opening sensor D04 immediately before S210. The accelerator opening degree PAP acquired from the information acquisition unit 12 may be used. The comparison determination unit 13 can reduce the number of steps and the calculation amount in the driving force control device 11 by using the accelerator opening PAP acquired in S200. On the other hand, the comparison determination unit 13 can compare information based on the latest information by using the accelerator opening PAP acquired by the information acquisition unit 12 immediately before S210. The same applies to the following description unless otherwise specified.

  When it is determined that the acceleration control start condition is satisfied (S210: Yes), the target rotational speed engine torque calculation unit 14 increments the counter T1 that measures the period after the acceleration request of the vehicle 100 is determined. That is, 1 is added to the counter T1, and the counter T1 + 1 is substituted into the counter T1 (S212).

  Next, the comparison determination unit 13 determines whether or not the acceleration control start condition establishment flag F0 is ON (S214), and the acceleration control start condition establishment flag F0 is not ON, that is, the acceleration control start condition establishment flag F0 is set. When it is determined that it is OFF (S214: No), the comparison determination unit 13 substitutes ON for the acceleration control start condition establishment flag F0, and sets this acceleration control start condition establishment flag F0 to ON (S216).

  Next, the target engine speed engine torque calculation unit 14 substitutes 0 for the counter T1, and clears the counter T1 (S218).

  Next, the target rotational speed engine torque calculation unit 14 of the ECU 10 obtains an initial target rotational speed NINLINE0 based on the vehicle speed SPD (S220). The target rotational speed engine torque calculation unit 14 obtains the initial target rotational speed NINLINE0 from the vehicle speed SPD based on, for example, the initial target rotational speed map m05 shown in FIG.

  Next, the comparison determination unit 13 determines again whether or not the acceleration control start condition satisfaction flag F0 is ON (S222).

  When it is determined in S210 that the acceleration control start condition is not satisfied (S210: No), the processes from S212 to S220 are skipped, and the comparison determination unit 13 determines whether or not the acceleration control start condition satisfaction flag F0 is ON. Is determined (S222). When it is determined in S214 that the acceleration control start condition satisfaction flag F0 is ON (S214: Yes), the comparison determination unit 13 skips the processing from S216 to S220, and the comparison determination unit 13 sets the acceleration control start condition satisfaction flag F0 again. It is determined whether or not it is ON (S222).

  When it is determined that the acceleration control start condition establishment flag F0 is ON (S222: Yes), the comparison / determination unit 13 determines whether the acceleration control end condition is satisfied (S224). For example, the comparison determination unit 13 terminates the acceleration control when it is determined that the vehicle speed SPD is lower than a preset value a or the accelerator opening degree PAP is lower than a preset value (b−d). What is necessary is just to determine with conditions being satisfied.

  When it is determined that the acceleration control end condition is satisfied (S224: Yes), the comparison determination unit 13 assigns OFF to the acceleration control start condition satisfaction flag F0, and sets the acceleration control start condition satisfaction flag F0 to OFF. Then (S226), the target rotational speed engine torque calculation unit 14 executes the normal control process to obtain the final target rotational speed NINT and the target engine torque calculation output POWER_T (S228). The normal control processing by the target engine speed engine calculation unit 14 will be described with reference to the flowchart of FIG.

  When it is determined in S222 that the acceleration control start condition establishment flag F0 is OFF (S222: No), the processes of S224 and S226 are skipped, and the target engine speed engine torque calculation unit 14 executes the process for normal control. Then, the final target rotational speed NINT and the target engine torque calculation output POWER_T are obtained (S228).

  When it is determined in S224 that the acceleration control end condition is not satisfied (S224: No), the target rotational speed engine torque calculation unit 14 executes the acceleration control process, and performs the final target rotational speed NINT and the target engine. Torque calculation output POWER_T is obtained (S230). The acceleration control processing by the target engine speed calculation unit 14 will be described in detail with reference to the flowchart of FIG.

  Then, the target rotational speed engine torque calculator 14 obtains the target engine torque TET based on the final target rotational speed NINT obtained in S228 or S230 and the target engine torque calculation output POWER_T (S232). The target rotational speed engine torque calculation unit 14, for example, multiplies the target engine torque calculation output POWER_T by the final target rotational speed NINT by a unit conversion constant K (for example, K = 60000 / (2π)). Then, the target engine torque TET is obtained.

  Next, the gear ratio control unit 15 controls the primary movable sheave sliding mechanism 55 and the secondary movable sheave sliding mechanism 65, so that the belt-type continuously variable transmission so that the rotational speed of the primary shaft 51 becomes the final target rotational speed NINT. The gear ratio of the machine 110 is changed (S234).

  Next, the engine control unit 16 controls the injector, spark plug, and electronic throttle valve of the internal combustion engine 120, and controls the operation of the internal combustion engine 120 so that the engine torque of the internal combustion engine 120 becomes the target engine torque TET (S236). ), This shift control is terminated.

  Next, normal control processing in the driving force control apparatus 11 according to the second embodiment will be described with reference to the flowchart of FIG. The normal control process is substantially the same as the shift control in the driving force control apparatus according to the first embodiment shown in FIG. 13, that is, S300 is S110, S302 is S112, S304 is S114, S306 is S116, and S308 is S118. S310 corresponds to S120, S312 corresponds to S122, S314 corresponds to S124, S316 corresponds to S126, S320 corresponds to S136, and S322 corresponds to S134.

  In the normal control process in the driving force control apparatus 11 of the present embodiment, the target rotational speed engine torque calculation unit 14 determines the previous final target rotational speed NINT (i-1) and the rotational speed DNIN for the shift speed decrease in S314. Is substituted (set) into the final target rotation speed NINT (i), and in S320, the normal target rotation speed NIN_N obtained in S204 of FIG. 20 is substituted (set) for the current final target rotation speed NINT (i). In S322, the previous final target rotational speed NINT (i-1) is substituted (set) into the current final target rotational speed NINT (i). Then, in S318, the target rotational speed engine torque calculation unit 14 sets the normal target output POWER_N obtained in S202 of FIG. 20 to the target engine torque calculation output POWER_T, and ends this normal control processing.

  Next, an acceleration control process in the driving force control apparatus 11 according to the second embodiment will be described with reference to the flowchart of FIG.

  First, the target rotational speed engine torque calculation unit 14 obtains an accelerator opening correction amount NINPAP based on the accelerator opening maximum value PAPmax as accelerator opening correction amount calculation processing (S400). The accelerator opening correction amount calculation process performed by the target engine speed calculation unit 14 will be described in detail with reference to the flowchart of FIG.

  Next, the target rotational speed engine torque calculation unit 14 obtains a vehicle speed change correction amount NINSPD based on the vehicle speed change amount DSPD that is the change amount of the vehicle speed SPD as a vehicle speed change correction amount calculation process (S402). The vehicle speed change correction amount calculation processing by the target rotational speed engine torque calculation unit 14 will be described in detail with reference to the flowchart of FIG.

  Next, the target rotational speed engine torque calculation unit 14 determines the initial target rotational speed NINLINE0 obtained in S220 of FIG. 20, the accelerator opening correction amount NINAPAP obtained in S400, and the vehicle speed change correction amount obtained in S402. Based on NINSPD, an acceleration target rotational speed NIN_A is obtained (S404). The target rotational speed engine torque calculation unit 14 adds the initial target rotational speed NINLINE0, the accelerator opening correction amount NINPAP, and the vehicle speed change correction amount NINSPD, and calculates the total of these to obtain the acceleration target rotational speed NIN_A.

  Next, the target rotational speed engine torque calculation unit 14 executes a final target rotational speed target engine torque calculation output calculation process to obtain the final target rotational speed NINT and the target engine torque calculation output POWER_T (S406). This acceleration control process is terminated. The output calculation process for calculating the final target rotational speed target engine torque by the target rotational speed engine torque calculation unit 14 will be described in detail with reference to the flowchart of FIG.

  Next, an accelerator opening correction amount calculation process in the driving force control apparatus 11 according to the present embodiment will be described with reference to the flowchart of FIG.

  First, the target rotational speed engine torque calculation unit 14 determines whether or not the current actual accelerator opening PAP is larger than the maximum accelerator opening PAPmax so far (S500).

  When it is determined that the current actual accelerator opening PAP is equal to or less than the maximum accelerator opening PAPmax so far (S500: No), the target rotational speed engine torque calculation unit 14 determines that the acceleration request for the vehicle 100 is present. It is determined whether or not the value of the counter T1 for measuring the subsequent period is equal to or less than a predetermined value E (S502). The predetermined value E may be derived from experiments in advance from the period until the acceleration shock converges and the general accelerator operation tendency, and may be set appropriately.

  When it is determined that the value of the counter T1 is equal to or smaller than the predetermined value E (S502: Yes), the target rotational speed engine torque calculation unit 14 determines that the accelerator opening average PAPAVE is an average value of the past n accelerator openings PAP. Is obtained (S504). In addition, what is necessary is just to set suitably the number n of accelerator opening PAP at the time of calculating | requiring accelerator opening average PAPAVE.

  Next, the target rotational speed engine torque calculation unit 14 determines whether or not a value (absolute value) obtained by subtracting the accelerator opening average PAPAVE from the current actual accelerator opening PAP is smaller than a predetermined value F set in advance. Determination is made (S506). The predetermined value F may be derived from an experiment or the like in advance from the period until the acceleration shock converges or the general accelerator operation tendency, and may be set appropriately.

  When it is determined that the value (absolute value) obtained by subtracting the accelerator opening average PAPAVE from the current actual accelerator opening PAP is smaller than a predetermined value F set in advance (S506: Yes), the target rotational speed engine torque is calculated. The unit 14 increments the counter T2 for measuring a period for determining whether or not the accelerator opening maximum value PAPmax needs to be changed, that is, adds 1 to the counter T2 and substitutes the counter T2 + 1 for the counter T2 (S508). .

  Next, the target rotational speed engine torque calculation unit 14 determines whether or not the value of the counter T2 is equal to or greater than a predetermined value G set in advance (S510). The predetermined value G may be derived from an experiment in advance from the period until the acceleration shock converges and the general accelerator operation tendency, and may be set appropriately.

  When it is determined that the value of the counter T2 is greater than or equal to the predetermined value G set in advance (S510: Yes), the target engine speed engine torque calculation unit 14 sets the current accelerator opening PAP to the accelerator opening maximum value PAPmax. Substituting and changing the accelerator opening maximum value PAPmax after the acceleration request of the vehicle 100 is determined to the current accelerator opening PAP (S512). That is, the target rotational speed engine torque calculation unit 14 decreases the accelerator opening PAP within a predetermined period after the acceleration request of the vehicle 100 is determined in S500 to S510, and the reduced accelerator opening PAP is predetermined. It is determined whether or not it has continued for a predetermined period within the range, and when it is determined that it has continued, in S512, the accelerator opening maximum value PAPmax is set to the current accelerator opening PAP, that is, after the acceleration shock has converged. The accelerator opening PAP is changed.

  Then, the target rotational speed engine torque calculation unit 14 obtains the accelerator opening correction amount NINPAP based on the accelerator opening maximum value PAPmax that is the maximum value of the accelerator opening PAP after the acceleration request of the vehicle 100 is determined ( S514), the accelerator opening correction amount calculation process is terminated. For example, based on the accelerator opening correction amount map m06 shown in FIG. 15, the target rotational speed engine torque calculator 14 obtains the accelerator opening correction amount NINPAP from the accelerator opening maximum value PAPmax and the vehicle speed SPD.

  When it is determined in S506 that the value (absolute value) obtained by subtracting the accelerator opening average PAPAVE from the current actual accelerator opening PAP is equal to or greater than a predetermined value (S506: No), the target rotational speed The engine torque calculation unit 14 assigns 0 to the counter T2, clears the counter T2 (S516), skips the processing from S508 to S512, and sets the accelerator opening correction amount NINPAP based on the accelerator opening maximum value PAPmax. In step S514, the accelerator opening correction amount calculation process is terminated.

  When it is determined in S500 that the current actual accelerator opening PAP is larger than the maximum accelerator opening PAPmax so far (S500: Yes), the target rotational speed engine torque calculation unit 14 The accelerator opening PAP is substituted into the accelerator opening maximum value PAPmax, and the accelerator opening maximum value PAPmax is set to the current actual accelerator opening PAP (S518), and the processing from S502 to S512 is skipped, and the accelerator opening maximum is set. An accelerator opening correction amount NINPAP is obtained based on the value PAPmax (S514), and the accelerator opening correction amount calculation process is terminated.

  When it is determined in S502 that the value of the counter T1 is not equal to or less than the predetermined value E (S502: No), the target engine speed engine torque calculation unit 14 skips the processing from S504 to S512, and the accelerator opening maximum value An accelerator opening correction amount NINPAP is obtained based on PAPmax (S514), and the accelerator opening correction amount calculation process is terminated.

  When it is determined in S510 that the value of the counter T2 is not equal to or greater than the predetermined value G (S510: No), the target engine speed engine torque calculation unit 14 skips the process of S512 and is based on the accelerator opening maximum value PAPmax. Then, the accelerator opening correction amount NINPAP is obtained (S514), and the accelerator opening correction amount calculation process is terminated.

  Next, a vehicle speed change correction amount calculation process in the driving force control apparatus 11 according to the present embodiment will be described with reference to the flowchart of FIG.

  First, the target rotational speed engine torque calculation unit 14 obtains the vehicle speed change amount DSPD by subtracting the vehicle speed SPD (i−1) detected last time from the current vehicle speed SPD (i) detected by the vehicle speed sensor D03. (S600).

  Next, the target rotational speed engine torque calculation unit 14 obtains a vehicle speed coefficient α based on the current vehicle speed SPD (S602). The target rotational speed engine torque calculation unit 14 obtains the vehicle speed coefficient α from the vehicle speed SPD and the accelerator opening PAP based on, for example, a vehicle speed coefficient map m07 shown in FIG.

  Next, the target rotational speed engine torque calculation unit 14 adds the previous vehicle speed change correction amount NINSPD (i−1) to the vehicle speed change amount DSPD multiplied by the vehicle speed coefficient α, thereby adding the vehicle speed change correction amount NINSPD (i ) Is determined (S604), which is used as the current vehicle speed change correction amount NINSPD, and the vehicle speed change correction amount calculation process is terminated.

  Next, an output calculation process for calculating the final target rotational speed target engine torque in the driving force control apparatus 11 according to the present embodiment will be described with reference to the flowchart of FIG.

  First, the comparison determination unit 13 determines whether or not the accelerator opening PAP is smaller than a predetermined value H (S700). The predetermined value H is a value that can distinguish between high acceleration when the driver's acceleration request amount of the vehicle 100 is relatively high and low acceleration when the driver's acceleration request amount of the vehicle 100 is relatively low. It may be set as appropriate accordingly.

  When it is determined that the accelerator opening PAP is equal to or greater than the predetermined value H (S700: No), the target engine speed engine torque calculator 14 determines the target driving force for acceleration based on the actual accelerator opening PAP and the vehicle speed SPD. FORCE_A is obtained (S720). The target rotational speed engine torque calculation unit 14 obtains the acceleration target driving force FORCE_A from the actual accelerator opening PAP and the vehicle speed SPD, for example, based on the acceleration target driving force map m08 as shown in FIG.

  Next, the target rotational speed engine torque calculation unit 14 obtains an acceleration target output POWER_A based on the acceleration target driving force FORCE_A (S722). For example, the target rotational speed engine torque calculation unit 14 multiplies the acceleration target driving force FORCE_A, the vehicle speed SPD, and 1000/3600 to obtain the acceleration target output POWER_A.

  Next, the target rotational speed engine torque calculation unit 14 substitutes (sets) the acceleration target rotational speed NIN_A obtained in S404 of FIG. 22 for the final target rotational speed NINT (S724). Then, the target rotational speed engine torque calculation unit 14 sets the acceleration target output POWER_A obtained in S722 to the target engine torque calculation output POWER_T (S726), and this final target rotational speed target engine torque calculation output calculation process. Exit.

  When it is determined in S700 that the accelerator opening degree PAP is smaller than the predetermined value H (S700: Yes), the target engine speed engine torque calculation unit 14 corrects the current actual accelerator opening degree based on the current accelerator opening degree PAP. The quantity NINPAP_R is obtained (S702). For example, based on the accelerator opening correction amount map m06 shown in FIG. 15, the target rotational speed engine torque calculation unit 14 obtains the actual accelerator opening correction amount NINPAP_R from the actual accelerator opening PAP and the vehicle speed SPD.

  Next, the target engine speed engine torque calculation unit 14 obtains a temporary target engine speed NIN_C based on the actual accelerator opening correction amount NINPAP_R (S704). The target rotational speed engine torque calculation unit 14 calculates the initial target rotational speed NINLINE0 obtained in S220 in FIG. 20, the vehicle speed change correction amount NINSPD obtained in S604 in FIG. 24, and the actual accelerator opening correction obtained in S702. Based on the amount NINPAP_R, the initial target rotational speed NINLINE0, the vehicle speed change correction amount NINSPD, and the actual accelerator opening correction amount NINPAP_R are added to calculate the total of these, thereby obtaining the temporary target rotational speed NIN_C.

  Next, the target rotational speed engine torque calculation unit 14 obtains a low acceleration target output POWER_AL based on the temporary target rotational speed NIN_C (S706). The target rotational speed engine torque calculation unit 14 obtains a low acceleration target output POWER_AL corresponding to the fuel efficiency good region upper limit output Pmax from the temporary target speed NIN_C based on, for example, the fuel efficiency good region output map m03 similar to FIG. .

  Then, the operating point determination unit 17 determines whether or not the low acceleration target output POWER_AL is smaller than the fuel efficiency good region lower limit output Pmin based on the fuel efficiency good region output map m03 and the current actual input rotational speed NIN. (S708). The operating point determination unit 17 compares the low acceleration target output POWER_AL with the fuel efficiency good region lower limit output Pmin obtained in S208 of FIG.

  When it is determined that the low acceleration target output POWER_AL is equal to or greater than the fuel efficiency good region lower limit output Pmin (S708: No), the target rotational speed engine torque calculation unit 14 determines the target rotational speed for acceleration obtained in S404 of FIG. NIN_A is substituted (set) into the final target rotational speed NINT (S710). Then, the target rotational speed engine torque calculator 14 sets the low acceleration target output POWER_AL obtained in S706 to the target engine torque calculation output POWER_T (S712), and the final target rotational speed target engine torque calculation output calculation. End the process.

  When it is determined in S708 that the low acceleration target output POWER_AL is smaller than the fuel efficiency good region lower limit output Pmin (S708: Yes), the target rotational speed engine torque calculator 14 sets the accelerator opening maximum value PAPmax to the actual actual value. The accelerator opening PAP is updated (S714), and the temporary target rotational speed NIN_C obtained in S704 is substituted (set) into the final target rotational speed NINT (S716). Then, the target rotational speed engine torque calculator 14 sets the low acceleration target output POWER_AL obtained in S706 to the target engine torque calculation output POWER_T (S718), and the final target rotational speed target engine torque calculation output calculation. End the process.

  According to the driving force control apparatus 11 according to the embodiment of the present invention described above, the driving state in which the operating point of the internal combustion engine 120 is at a position deviated from the optimum fuel consumption line L in the fuel efficiency good region X becomes steady. When the engine control unit 16 controls the operation of the internal combustion engine 120 so that the operating point of the internal combustion engine 120 is on the optimal fuel consumption line L, it is possible to suppress a decrease in fuel consumption. The distance that can be traveled with the amount of fuel can be improved. During this time, the transmission ratio control unit 15 controls the transmission ratio of the belt-type continuously variable transmission 110 by reducing the transmission speed to such an extent that the driver does not feel a shift. A sense of incongruity can be suppressed. As a result, it is possible to improve the distance that can be traveled with the unit fuel amount while suppressing the driver's uncomfortable feeling.

  Furthermore, according to the driving force control apparatus 11 according to the embodiment of the present invention described above, the engine control unit 16 is configured such that the operating point is the upper limit Lmax of the fuel efficiency good region X when the vehicle 100 equipped with the internal combustion engine 120 is accelerated. The operation of the internal combustion engine 120 is controlled so as to be upward. Therefore, when the vehicle 100 is accelerated, an output margin can be secured between the operating point of the internal combustion engine 120 and the lower limit Lmin of the fuel efficiency good region X. Therefore, when the accelerator opening PAP gradually decreases after acceleration and the required output decreases, the current gear ratio of the belt-type continuously variable transmission 110 is maintained and the engine torque generated by the internal combustion engine 120 is reduced. Therefore, it is possible to secure a wide range in which the reduced required output can be realized, and to suppress a driver's uncomfortable feeling during driving by suppressing a shift more than necessary and suppressing a decrease in engine speed. it can. During this time, the operating point of the internal combustion engine 120 deviates from the optimum fuel consumption line L, but is within the fuel efficiency good region X, so that it is possible to suppress a decrease in fuel consumption. As a result, it is possible to improve the distance that can be traveled with the unit fuel amount while suppressing the driver's uncomfortable feeling.

  Furthermore, according to the driving force control apparatus 11 according to the embodiment of the present invention described above, the accelerator opening PAP as the operation amount corresponding to the output requested by the driver for the internal combustion engine 120 is reduced, and this request is made. When the output falls below the output Pmin corresponding to the lower limit Lmin of the fuel efficiency good region X, the gear ratio control unit 15 outputs the output requested by the driver when the engine speed of the internal combustion engine 120 is the upper limit Lmax of the fuel efficiency good region X. The engine control unit 16 controls the gear ratio of the belt-type continuously variable transmission 110 such that the engine torque generated by the internal combustion engine 120 corresponds to the upper limit Lmax of the fuel efficiency good region X. The operation of the internal combustion engine 120 is controlled so that Therefore, when the driver finely adjusts the accelerator so that the driver can control the acceleration, the accelerator opening PAP is decreased, and the required output falls below the output Pmin corresponding to the lower limit Lmin of the fuel efficiency good region X. Since the engine speed is reduced and the operating point of the internal combustion engine 120 is prevented from deviating from the good fuel efficiency region X, the fuel efficiency can be prevented from being lowered. At this time, the operating point of the internal combustion engine 120 by the transmission ratio control unit 15 and the engine control unit 16 is set to the upper limit Lmax of the fuel efficiency good region X in which the reduced required output can be realized. By controlling the gear ratio and the operation of the internal combustion engine 120, an output between the operating point of the internal combustion engine 120 and the lower limit Lmin of the fuel efficiency good region X with respect to a decrease in the required output accompanying a further decrease in the accelerator opening. A margin can be secured. Therefore, the driver's uncomfortable feeling during driving can be suppressed.

  The driving force control apparatus according to the above-described embodiment of the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims.

  Further, according to the belt type continuously variable transmission 110 as the continuously variable transmission to which the driving force control device according to the embodiment of the present invention described above is applied, power can be transmitted from the primary pulley 50 to the secondary pulley 60. A belt 80 is provided. That is, the belt type continuously variable transmission 110 includes a primary shaft 51 to which power from the internal combustion engine 120 is transmitted, a primary movable sheave 53 that slides on the primary shaft 51 in the axial direction, and the primary movable sheave 53 in the axial direction. A primary pulley 50 comprising a primary fixed sheave 52 that faces the primary movable sheave 53 and forms a primary groove 80a with the primary movable sheave 53, a secondary shaft 61 arranged in parallel with the primary shaft 51, and an axis line on the secondary shaft 61 A secondary pulley 60 comprising a secondary movable sheave 63 that slides in the direction and a secondary fixed sheave 62 that faces the secondary movable sheave 63 in the axial direction and forms a secondary groove 80b between the secondary movable sheave 63 and the primary groove And a wound is a belt 80 between 0a and secondary grooves 80b. However, the driving force control device according to the present invention is not limited to this type of continuously variable transmission, and for example, the gear ratio is changed by the movement of a power roller disposed between the input disk and the output disk. The present invention may be applied to a so-called toroidal continuously variable transmission.

  In the above description, the vehicle speed correction amount calculating means has been described as determining the vehicle speed change correction amount NINSPD as the vehicle speed correction amount based on the vehicle speed change amount DSPD of the vehicle speed SPD. However, the vehicle speed is simply calculated based on the vehicle speed SPD. A correction amount may be obtained.

  In the above description, the calculation accelerator opening as the calculation acceleration request amount has been described as being the accelerator opening maximum value PAPmax, but is not limited thereto. The calculation accelerator opening as the calculation acceleration request amount is, for example, when the accelerator opening as the acceleration request amount decreases after the acceleration request of the vehicle 100 is determined, and the accelerator opening larger than the reduced accelerator opening is determined. May be degrees. That is, even if the calculation accelerator opening as the calculation acceleration request amount is not the accelerator opening maximum value PAPmax, for example, the actual decrease in the engine speed due to the decrease in the acceleration target rotation speed NIN_A cannot be experienced. The accelerator opening maximum value PAPmax may be slightly smaller.

  As described above, the driving force control device according to the present invention can improve the distance that can be traveled by the unit fuel amount while suppressing the driver's uncomfortable feeling. It is suitable for use.

It is a conceptual diagram which shows the whole structure in the power transmission part of the vehicle provided with the driving force control apparatus which concerns on Embodiment 1. FIG. It is sectional drawing which shows the structure by the side of the primary pulley of the belt-type continuously variable transmission to which the driving force control apparatus which concerns on Embodiment 1 was applied. FIG. 3 is a cross-sectional view of the hydraulic motor of the belt-type continuously variable transmission to which the driving force control apparatus according to the first embodiment is applied, as viewed from the line XX shown in FIG. 2. It is a schematic diagram explaining the hydraulic circuit structure in the belt type continuously variable transmission to which the driving force control apparatus according to the first embodiment is applied. FIG. 5 is a schematic diagram for explaining the operation of a gear ratio control switching valve of a belt-type continuously variable transmission to which the driving force control apparatus according to the first embodiment is applied, and shows the valve position when hydraulic pressure is supplied to a first oil chamber. FIG. FIG. 3 is a schematic diagram for explaining the operation of a gear ratio control switching valve of a belt-type continuously variable transmission to which the driving force control apparatus according to the first embodiment is applied, in the case of supplying hydraulic pressure to first and second oil chambers. It is a figure which shows a valve position. FIG. 6 is a schematic diagram for explaining the operation of a gear ratio control switching valve of a belt-type continuously variable transmission to which the driving force control device according to the first embodiment is applied, and shows a valve position when hydraulic pressure is supplied to a second oil chamber. FIG. 1 is a conceptual diagram illustrating a configuration of a driving force control apparatus according to Embodiment 1. FIG. 3 is a normal target driving force map for obtaining a normal target driving force in the driving force control apparatus according to the first embodiment. 3 is a normal target rotation speed map for obtaining a normal target rotation speed in the driving force control apparatus according to the first embodiment. 4 is a fuel efficiency good region output map for obtaining a fuel efficiency good region output in the driving force control apparatus according to the first embodiment. FIG. 3 is a shift speed decrease rotation speed map for obtaining a shift speed decrease rotation speed in the driving force control apparatus according to the first embodiment. FIG. 3 is a time chart for explaining the operation of the driving force control apparatus according to the first embodiment. FIG. 3 is a diagram for explaining the operation of the driving force control apparatus according to the first embodiment. 4 is a flowchart for explaining shift control in the driving force control apparatus according to the first embodiment. 6 is an initial target rotational speed map for obtaining an initial target rotational speed in the driving force control apparatus according to the second embodiment. 10 is an accelerator opening correction amount map for obtaining an accelerator opening correction amount in the driving force control apparatus according to the second embodiment. 6 is a vehicle speed coefficient map for obtaining a vehicle speed coefficient in the driving force control apparatus according to the second embodiment. 6 is an acceleration target driving force map for obtaining an acceleration target driving force in the driving force control apparatus according to the second embodiment. 6 is a time chart for explaining the operation of the driving force control apparatus according to the second embodiment. FIG. 10 is a diagram for explaining the operation of the driving force control apparatus according to the second embodiment. 6 is a flowchart for explaining shift control in the driving force control apparatus according to the second embodiment. 6 is a flowchart illustrating a normal control process in the driving force control apparatus according to the second embodiment. 6 is a flowchart for explaining acceleration control processing in the driving force control apparatus according to the second embodiment. 6 is a flowchart for explaining accelerator opening correction amount calculation processing in the driving force control apparatus according to the second embodiment. 6 is a flowchart illustrating a vehicle speed change correction amount calculation process in the driving force control apparatus according to the second embodiment. 6 is a flowchart illustrating an output calculation process for calculating a final target rotational speed target engine torque in the driving force control apparatus according to the second embodiment.

Explanation of symbols

10 ECU
DESCRIPTION OF SYMBOLS 11 Drive force control apparatus 12 Information acquisition part 13 Comparison determination part 14 Target rotational speed engine torque calculating part 15 Gear ratio control part (speed ratio control means)
16 Engine control unit (power control means)
17 Operating point determination unit 18 Steady operation determination unit (determination means)
19 Transmission speed setting unit 50 Primary pulley 51 Primary shaft 52 Primary fixed sheave 53 Primary movable sheave 55 Primary movable sheave sliding mechanism 60 Secondary pulley 61 Secondary shaft 62 Secondary fixed sheave 63 Secondary movable sheave 65 Secondary movable sheave sliding mechanism 80 Belt 80a Primary groove 80b Secondary groove 100 Vehicle 110 Belt type continuously variable transmission (transmission)
120 Internal combustion engine (power generation means)
121 Crankshaft D01 Primary shaft rotational speed sensor D02 Secondary shaft rotational speed sensor D03 Vehicle speed sensor D04 Accelerator opening sensor (operation amount detecting means)
DNIN Rotational speed DPAP Acceleration opening change amount DSPD Vehicle speed change amount FORCE_A Acceleration target driving force FORCE_N Normal target driving force L Optimum fuel consumption line Lmax Fuel economy good region upper limit Lmin Fuel economy good region lower limit m01 Normal target driving force map m02 Normal Target rotational speed map m03 Fuel efficient area output map m04 Shifting speed decrease rotational speed map m05 Initial target rotational speed map m06 Accelerator opening correction map m07 Vehicle speed coefficient map m08 Acceleration target driving force map NIN Actual input rotational speed NIN_A For acceleration Target rotational speed NIN_C Temporary target rotational speed NIN_N Normal target rotational speed NINLINE0 Initial target rotational speed NINPAP Accelerator opening correction amount NINPAP_R Actual accelerator opening correction amount NINSPD Vehicle speed change correction amount NINT Final target rotational speed P1, P2, P3 Iso-output line PAP Accelerator opening PAPAVE Accelerator opening average PAPmax Accelerator opening maximum value PAPV Accelerator opening speed Pmax Fuel economy good area upper limit output Pmin Fuel economy good area lower limit output POWER_A Acceleration target output POWER_AL Low acceleration target output POWER_N Normal target output POWER_T Output SPD for calculating target engine torque Vehicle speed TE Engine torque TET Target engine torque X Fuel efficient region α Vehicle speed coefficient

Claims (8)

The operation of the power generation means can be controlled at an operating point within a good fuel efficiency range set based on the optimum fuel consumption line of the power generation means according to the rotation speed of the power generation means and the torque generated by the power generation means. Power control means,
Gear ratio control means capable of controlling the gear ratio of the transmission to which the output of the power generation means is transmitted,
In a driving state where the operating point of the power generation means is at a position deviated from the optimum fuel consumption line in the fuel efficiency good region, and when the driving state is steady, the gear ratio control means The speed is reduced to control the transmission gear ratio, and the power control means controls the operation of the power generation means so that the operating point is on the optimum fuel consumption line.
Driving force control device. When the change amount of the operation amount corresponding to the output requested by the driver with respect to the power generation unit continues for a predetermined period within a preset first predetermined range, the driving state is steady. It is characterized by comprising a judging means for judging that
The driving force control apparatus according to claim 1. When the operation amount corresponding to the output requested by the driver with respect to the power generation means changes and the requested output changes, the requested output after the change can be realized at the current gear ratio. When the operating point is within the good fuel efficiency range, the speed ratio control means maintains the speed ratio of the transmission, and the power control means requires the torque generated by the power generation means. Controlling the operation of the power generation means so as to achieve a torque capable of realizing the output,
The driving force control apparatus according to claim 1 or 2. When the operation amount corresponding to the output requested by the driver with respect to the power generating means changes and the requested output changes, the operating point capable of realizing the requested output after the change is the fuel efficiency. When the change ratio of the speed change ratio within the range and capable of realizing the requested output is within a second predetermined range set in advance, the speed change ratio control means sets the speed change ratio of the transmission. And the power control means controls the operation of the power generation means so that the operating point is on the optimum fuel consumption line.
The driving force control apparatus according to any one of claims 1 to 3. The power control means controls the operation of the power generation means so that the operating point is on an upper limit of the fuel efficiency good region when a vehicle equipped with the power generation means is accelerated.
The driving force control apparatus according to any one of claims 1 to 4. When the amount of operation corresponding to the output requested by the driver with respect to the power generation means decreases and the requested output falls below the output corresponding to the lower limit of the fuel efficiency good region, the transmission ratio control means, The gear ratio of the transmission is controlled so that the rotation speed of the power generation means becomes a rotation speed at which the required output can be realized at the upper limit of the fuel efficiency good region, and the power control means includes the power generation means The operation of the power generation means is controlled so that the torque to be generated is a torque according to the upper limit of the fuel efficiency good region,
The driving force control apparatus according to any one of claims 1 to 5. The fuel efficiency good region includes a rotational speed of the power generating means that can drive the power generating means with priority given to a distance that a vehicle equipped with the power generating means can travel with a unit fuel amount, and a torque generated by the power generating means. The reduction in the distance that can be traveled is set as a region within a third predetermined range that is set in advance for the optimum fuel consumption line that is set based on
The driving force control apparatus according to any one of claims 1 to 6. It comprises an operation amount detection means for detecting an operation amount corresponding to an output requested by a driver for the power generation means,
The driving force control apparatus according to any one of claims 1 to 7.

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