JP2009264548A - Drive force control unit and drive force control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive force control unit and a drive force control method capable of preventing unnecessary downshift when an accelerator pedal and a brake pedal are operated at the same time. <P>SOLUTION: The drive force control unit includes an engine demand drive force calculating part 101 calculating engine demand drive force F_eng on the basis of an accelerator manipulated variable and a brake manipulated variable, a shifting demand drive force calculating part 102 calculating shifting demand drive force f_sft on the basis of the accelerator manipulated variable and the brake manipulated variable, an engine control part 103 controlling an engine 10 on the basis of the engine demand drive force F_eng, and a shifting control part 104 determining a speed stage of an automatic transmission 30 on the basis of the shifting demand drive force F_sft. The shifting demand drive force calculating part 102 calculates the shifting demand drive force F_sft by giving preference to the accelerator manipulated variable. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving force control device and a driving force control method, and more particularly to a driving force control device and a driving force control method for performing driving force demand type control.

  2. Description of the Related Art Conventionally, in a vehicle control device, a configuration (hereinafter referred to as “throttle demand type configuration”) that determines and adjusts a throttle opening-based target value based on an operation amount of an accelerator pedal is known. On the other hand, recently, the target value based on the amount of operation of the accelerator pedal is determined / arbited on the basis of the driving force, and after the final driving force-based target value is determined, Based on this, a configuration for determining a target engine torque (and further a target throttle opening) and a target shift speed for engine control and shift control (hereinafter referred to as “driving force demand type configuration”) has been proposed. Such a driving force demand type configuration is advantageous in that proper arbitration that originally meets the requester's aim is possible, and each system can be more appropriately integrated and controlled than the throttle demand type configuration. .

  For example, Patent Document 1 is known as a vehicle control apparatus that performs driving force demand type control. Patent Document 1 discloses a first shift pattern SP1 in which a shift line is set such that a driving force F of a vehicle determined by a gear ratio of a shift speed and an engine output characteristic is continuous between adjacent shift speeds at the time of shifting. The second shift pattern SP2 in which the shift line is set so as to exclude the region where the engine rotational speed NE for obtaining the driving force F is a predetermined high rotational speed and the region where the engine rotational feeling is poor is avoided. The shift pattern selection means automatically selects based on the situation.

JP 2005-188544 A

  However, in the driving force control device that performs the driving force demand type control, when both the accelerator pedal and the brake pedal are stepped on, the demand flow from the safety to the engine stem needs to give priority to the deceleration direction, that is, the brake pedaling force. is there. In this case, when the transmission system has the same required flow, there is a problem that a reduction priority request is generated and an unnecessary downshift to low gear occurs, which may disturb the vehicle behavior.

  FIG. 5 is a diagram illustrating an example of a shift line map. In the figure, the shift line map defines the Down shift shift line and the Up shift shift line by the vehicle speed and the required driving force. In the figure, only the upshift and the downshift between the first speed (1st) and the second speed (2nd) are described. Here, when both the accelerator pedal and the brake pedal are depressed and the required driving force is given priority to deceleration, a downshift occurs due to the negative downshift line.

  The present invention has been made in view of the above problems, and provides a driving force control device and a driving force control method capable of preventing unnecessary downshifting when an accelerator pedal and a brake pedal are operated simultaneously. The purpose is to provide.

  In order to solve the above-described problems and achieve the object, the present invention provides an accelerator operation amount in a driving force control device mounted on a vehicle including a driving source and an automatic transmission connected to the driving source. And a drive source request driving force calculating means for calculating a drive source request driving force based on the brake operation amount, and a shift request for calculating a shift request driving force based on the accelerator operation amount and the brake operation amount. A driving force calculating means, a driving source control means for controlling the driving source based on the driving power demand driving force calculated by the driving power demand driving power calculating means, and a gear shifting required driving power calculating means. Automatic transmission control means for determining a gear ratio of the automatic transmission based on the calculated required driving force for shift, and the required driving force calculation means for shifting gives priority to the accelerator operation amount. For shifting And calculates the calculated driving force.

  Further, according to a preferred aspect of the present invention, it is desirable that the drive source required driving force calculating means calculates the drive source required driving force by giving priority to the brake operation amount.

  According to a preferred aspect of the present invention, the shift required driving force calculating means calculates the required shift driving force by giving priority to the accelerator operation amount using the accelerator operation amount and the brake operation amount as variables. The shift required driving force calculating means calculates the shift required driving force with reference to the first map based on the accelerator operation amount and the brake operation amount. desirable.

  Further, according to a preferred aspect of the present invention, the drive source required driving force calculation means calculates the drive source required driving force with priority given to the brake operation amount using the accelerator operation amount and the brake operation amount as variables. The driving source required driving force calculation means calculates the driving source required driving force with reference to the second map based on the accelerator operation amount and the brake operation amount. It is desirable to do.

  In order to solve the above-described problems and achieve the object, the present invention provides an accelerator operation amount and a brake operation in a vehicle driving force control method including a driving source and an automatic transmission connected to the driving source. A required driving force calculation process for driving source that calculates the required driving force for driving source based on the amount, and a required driving force calculation for shifting that calculates the required driving force for shifting based on the accelerator operation amount and the brake operation amount And a drive source control step for controlling the drive source based on the drive source request drive force calculated in the drive source request drive force calculation step, and a shift required drive force calculation step. An automatic transmission control step of determining a gear ratio of the automatic transmission based on a required driving force for shifting, and in the required driving force calculation step for shifting, the accelerator operation amount is prioritized in the shifting operation. Request driven And calculates a.

  According to the present invention, in a driving force control device mounted on a vehicle including a driving source and an automatic transmission connected to the driving source, the driving source request is based on the accelerator operation amount and the brake operation amount. Required drive force calculation means for drive source that calculates drive force, Required drive force calculation means for shift that calculates shift required drive force based on the accelerator operation amount and the brake operation amount, and required drive for drive source Based on the required driving force for the driving source calculated by the force calculating means, based on the driving source control means for controlling the driving source, and the required driving force for shifting calculated by the required driving force calculation means for shifting, Automatic transmission control means for determining a gear ratio of the automatic transmission, and the shift required driving force calculating means prioritizes the accelerator operation amount and calculates the shift required driving force. So If the Serupedaru and the brake pedal is operated simultaneously, an effect that it becomes possible to provide a driving force control device capable of preventing unnecessary downshifting.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

  FIG. 1 is a schematic configuration diagram of a power train of a vehicle to which a driving force control apparatus according to an embodiment of the present invention is applied and a control system thereof. As shown in FIG. 1, the driving force control apparatus according to the embodiment of the present invention includes an engine 10, an ignition device 11, a throttle valve 12, a torque converter (T / C) 20, an automatic transmission (A / T) 30, A vehicle integrated control unit (ECU) 40 is configured as a main part. This vehicle includes an engine 10 as a drive source. The engine output torque (driving force) of the engine 10 is input to the automatic transmission 30 via the torque converter 20 and transmitted to the drive wheels 51 via the drive shaft 50.

  The engine 10 is a spark ignition type multi-cylinder gasoline engine, and includes an intake / exhaust passage (not shown), an ignition device 11, a throttle valve 12, and the like. The automatic transmission 30 is an automatic transmission in which a plurality of gear ratios are selectively established, that is, switched, and outputs an input rotation by decelerating or increasing the speed at a predetermined gear ratio. It is a planetary gear type automatic transmission.

  The shift operation device 64 including the shift lever 65 is disposed beside the driver's seat, for example. The shift lever 65 is in a neutral state in which the power transmission path in the automatic transmission 30 is interrupted, and the parking position “P” corresponding to the P range for locking the output shaft of the automatic transmission 30 is used for reverse travel. Reverse travel position “R” corresponding to the R range, neutral position “N” corresponding to the N range for setting the neutral state in which the power transmission path in the automatic transmission 30 is cut off, and the first speed shift in the automatic shift mode. The forward travel position “D” (highest speed range position) corresponding to the D range that is automatically shifted in the range of the first speed to the sixth speed, and the automatic shift in the range of the first speed to the fifth speed. The fifth engine brake travel position “5” corresponding to the five ranges in which the engine brake is applied at each shift speed, the automatic shift is performed within the range of the first speed shift speed to the fourth speed shift speed, and the engine brake is applied at each shift speed. 4 acts The fourth engine brake travel position “4” corresponding to the gear, the third engine corresponding to the three ranges that are automatically shifted in the range from the first gear to the third gear and the engine brake is applied at each gear. Brake travel position “3”, a second engine brake travel position “2” corresponding to two ranges that are automatically shifted in the range from the first gear to the second gear and in which the engine brake is applied at each gear. The first engine brake travel position “L” corresponding to the L range in which the vehicle is driven at the first speed gear stage and the engine brake is applied can be operated.

  The vehicle is provided with a vehicle integrated control device (ECU) 40 that integrally controls the engine 10, the automatic transmission 30, and the like. The vehicle integrated control device 40 includes the engine 10, the torque converter 20, and the automatic transmission. Comprehensive control of the machine 30 is performed. The vehicle integrated control device 40 includes an input / output device, storage means (ROM, RAM, etc.) for storing a control map and a control program, a CPU (central processing unit), an A / D converter, a D / A converter, and communication. It consists of a driver circuit.

  The vehicle integrated control device 40 includes an engine speed sensor 13 that detects the speed NE of the engine 10 and a turbine speed sensor that detects an AT input speed NT that is the speed of a turbine runner (not shown) in the torque converter 20. 21, a wheel speed sensor 52 for detecting the rotation speed of the drive wheel 51, that is, the vehicle speed V (km / h) of the vehicle, an accelerator opening θAcc of the accelerator pedal 66, that is, an accelerator opening sensor 67 for detecting an accelerator operation amount, a driver Various sensors and switches such as a shift position sensor 63 for detecting the shift position selected in step B and a brake sensor 62 for detecting the operation amount of the brake pedal 61 are connected.

  In addition to controlling the throttle valve opening of the throttle valve 12, the vehicle integrated control device 40 controls the fuel injection valve for controlling the fuel injection amount, and controls the ignition device 11 for controlling the ignition timing. Further, the vehicle integrated control device 40 sets a required driving force that is a target that should be generated by the vehicle reflecting the driver's intention based on the accelerator operation amount, the brake operation amount, and the like so that the required driving force can be obtained. By executing output control of the engine 10 and / or shift control of the automatic transmission 30, so-called driving force demand control for controlling vehicle driving force is executed.

  For example, the vehicle integrated control device 40 stores, in advance, the shift request driving force F_sft (N) and the vehicle speed V (km / h) as parameters for the shift control for automatically switching the shift stage of the automatic transmission 30. Based on the actual shift required driving force F_sft (N) and vehicle speed V (km / h), the shift stage to be shifted of the automatic transmission 30 is determined, and the determined shift stage and The actuator of the automatic transmission 30 is driven so that the combined state is obtained. Further, the vehicle integrated control device 40 controls the throttle valve opening, the fuel injection valve, the ignition device 11 and the like of the throttle valve 12 so that the required driving force for engine F_eng (N).

  FIG. 2 is a schematic functional configuration diagram relating to the driving force demand type control of the vehicle integrated control device 40. As shown in FIG. 2, the vehicle integrated control apparatus 40 includes an engine required driving force calculation unit (a driving source required driving force calculation unit) 101 and a shift required driving force calculation unit (a shift required driving force calculation unit) 102. And an engine control unit (torque demand system: drive source control means) 103 and a shift control unit (integrated shift management: automatic transmission control means) 104.

  The engine required driving force calculation unit 101 includes an engine required driving force calculation map 101a. Based on the accelerator operation amount and the brake operation amount, the engine required driving force calculation map 101a is referred to and the brake operation amount is calculated. The engine required driving force F_eng is calculated with priority and is output to the engine control unit 103. The shift required driving force calculation unit 102 includes a shift required drive force calculation map 102a, and refers to the shift required drive force calculation map 102a based on the accelerator operation amount and the brake operation amount. The shift required driving force F_sft is calculated with priority and is output to the shift control unit 104.

  The engine control unit 103 converts the engine required driving force F_eng (N) into the target engine torque TE (N · m), so that the target engine torque TE (N · m) is obtained. The injection valve, the ignition device 11 and the like are controlled. The shift control unit 104 uses the shift pattern (shift line map) stored in advance with the required shift driving force F_sft (N) and the vehicle speed V (km / h) as parameters, and the actual required shift driving force. Based on the F_sft (N) and the vehicle speed V (km / h), a shift stage to be shifted of the automatic transmission 30 is determined, and the automatic transmission 30 is obtained so that the determined shift stage and the engaged state are obtained. Control the actuator.

  Next, a method for calculating the required driving force F_eng for the engine and the required driving force F_sft for shifting will be described in detail. The engine required drive force F_eng and the speed change request drive force F_sft can be calculated by F_eng or F_sft = a1 × F_acl + a2 × F_brk. Here, F_acl is the driving force calculated from the accelerator operation amount, F_brk is the driving force (mainly negative) calculated from the brake operation amount, and a1 and a2 are weighting factors determined by the values of F_acl and F_brk. .

  The engine required driving force calculation unit 101 includes an engine required driving force calculation map 101a. With reference to the engine required driving force calculation map 101a, the engine required driving force is calculated based on F_acl and F_brk. F_eng is calculated. FIG. 3 is a diagram showing an example of the engine required driving force calculation map 101a. As shown in FIG. 3, the engine required driving force calculation map 101a is obtained by registering the engine required driving force F_eng with F_acl and F_brk as variables. F_eng = F_acl + F_brk is set in the area A1, F_eng = F_acl is set in the area A2, and F_eng = F_brk is set in the area A3, and the engine required driving force F_eng is calculated with priority on the brake operation amount as a whole.

  The shift request driving force calculation unit 102 includes a shift required drive force calculation map 102a. With reference to the shift request drive force calculation map 102a, the shift request drive force is calculated based on F_acl and F_brk. F_sft is calculated. FIG. 4 is a diagram illustrating an example of the shift required driving force calculation map 102a. As shown in FIG. 4, the shift required driving force calculation map 102a is obtained by registering the required shift driving force F_sft with F_acl and F_brk as variables. F_sft = F_acl is set in the area B1, F_sft = F_acl + F_brk is set in the area B2, and F_sft = F_acl is set in the area B3, and the shift required driving force F_sft is calculated with priority on the accelerator operation amount as a whole.

  As described above, in this embodiment, when the accelerator pedal 66 and the brake pedal 61 are operated simultaneously, the shift required driving force calculation unit 102 calculates the required shift driving force F_sft with priority on the accelerator operation amount. Therefore, unnecessary downshifting can be prevented.

  As described above, according to this embodiment, the engine required driving force calculation unit 101 that calculates the engine required driving force F_eng based on the accelerator operation amount and the brake operation amount, and the accelerator operation amount and the brake operation amount. On the basis of the required driving force for shifting F_sft, a required driving force calculating unit for shifting 102, an engine control unit 103 for controlling the engine 10 on the basis of the required driving force for engine F_eng, and a required driving force for shifting F_sft. A shift control unit 104 that determines a shift stage of the automatic transmission 30 based on the shift speed, and the shift required driving force calculation unit 102 calculates the shift required driving force F_sft by giving priority to the accelerator operation amount. Therefore, when the accelerator pedal and the brake pedal are operated at the same time, unnecessary shift down can be prevented, thereby stabilizing the vehicle behavior. Theft is possible.

  Further, the engine required driving force calculation unit 101 calculates the engine required driving force F_eng by giving priority to the brake operation amount, so that safety can be ensured.

  Further, the shift required driving force calculation unit 102 uses the accelerator operation amount and the brake operation amount as variables, and the shift required drive force calculation map for calculating the shift required drive force F_sft with priority on the accelerator operation amount. The shift required driving force calculating unit 102 calculates a shift required driving force F_sft with reference to the shift required driving force calculation map 102a based on the actual accelerator operation amount and brake operation amount. As a result, it is possible to calculate the required shift driving force F_sft with priority on the accelerator operation amount by a simple method.

  Further, the engine required driving force calculation unit 101 uses the accelerator operation amount and the brake operation amount as variables, and the engine required driving force calculation map 101a for calculating the engine required driving force F_eng with priority on the brake operation amount. The engine required driving force calculation unit 101 calculates the engine required driving force F_eng with reference to the engine required driving force calculation map 101a based on the actual accelerator operation amount and brake operation amount. Therefore, it is possible to calculate the required driving force F_eng for the engine with priority on the brake operation amount by a simple method.

  In the above-described embodiment, the engine required driving force calculation unit 101 and the speed change required driving force calculation unit 102 are based on the driving state such as the accelerator operation amount and the brake operation amount, and the engine required driving force F_eng and the gear change The required driving force F_sft is calculated. However, the present invention is not limited to this, and the engine required driving force F_eng and the shift required driving force are based on the accelerator operation amount, the brake operation amount, the vehicle speed, and the like. F_sft may be calculated.

  In the above embodiment, the planetary gear type automatic transmission is exemplified as the automatic transmission 30. However, the present invention is not limited to this and may be a continuously variable automatic transmission (CVT).

  In the above embodiment, the engine 30 is exemplified as the drive source. However, the present invention is not limited to this, and is not limited to the engine, and may be only an electric motor or a combination of an engine and an electric motor. The drive source of the electric motor may be a secondary battery or a fuel cell.

  The driving force control device and the driving force control method according to the present invention stabilizes the vehicle behavior by preventing unnecessary downshifting even when the accelerator pedal and the brake pedal are stepped on simultaneously in a system that performs driving force demand type control. This is useful when

1 is a schematic configuration diagram of a power train of a vehicle to which a driving force control device according to an embodiment of the present invention is applied and a control system thereof. It is a rough functional block diagram about the driving force demand type | mold control of a vehicle integrated control apparatus. It is a figure which shows an example of the map for engine required driving force calculation. It is a figure which shows an example of the map for request | requirement drive force calculation for transmission. It is a figure which shows an example of a shift line map.

Explanation of symbols

10 Engine 11 Ignition system 12 Throttle valve 20 Torque converter (T / C)
21 Turbine speed sensor 30 Automatic transmission (A / T)
DESCRIPTION OF SYMBOLS 50 Drive shaft 51 Drive wheel 52 Wheel speed sensor 61 Brake pedal 62 Brake sensor 63 Shift position sensor 64 Shift operation device 65 Shift lever 66 Accelerator pedal 67 Accelerator opening sensor 101 Engine required drive force calculation part 101a Engine required drive force calculation Map 102 shift required driving force calculation unit 102a shift required driving force calculation map 103 engine control unit (torque demand system)
104 Shift control unit (integrated shift management)

Claims (5)

In a driving force control device mounted on a vehicle including a driving source and an automatic transmission connected to the driving source,
Based on the accelerator operation amount and the brake operation amount, the drive source request driving force calculating means for calculating the drive source request driving force;
Based on the accelerator operation amount and the brake operation amount, a shift required driving force calculating means for calculating a shift required driving force;
Drive source control means for controlling the drive source based on the required drive force for drive source calculated by the required drive force calculation means for drive source;
Automatic transmission control means for determining a gear ratio of the automatic transmission based on the required driving force for shifting calculated by the required driving force calculation means for shifting;
With
The shift required driving force calculating means calculates the required shift driving force by giving priority to the accelerator operation amount.   The driving force control apparatus according to claim 1, wherein the driving source required driving force calculation unit calculates the driving source required driving force by giving priority to the brake operation amount.   The shift required driving force calculating means includes a first map for calculating the required shift driving force by giving priority to the accelerator operation amount using the accelerator operation amount and the brake operation amount as variables. 3. The required driving force calculation means calculates the required driving force for shifting with reference to the first map based on the accelerator operation amount and the brake operation amount. The driving force control apparatus described in 1.   The driving source required driving force calculating means includes a second map for calculating the driving source required driving force with priority given to the brake operating amount using the accelerator operating amount and the brake operating amount as variables. 3. The required driving force calculation means for source calculates the required driving power for drive source with reference to the second map based on the accelerator operation amount and the brake operation amount. The driving force control apparatus described. In a vehicle driving force control method comprising a driving source and an automatic transmission connected to the driving source,
Based on the accelerator operation amount and the brake operation amount, a required drive force calculation process for the drive source that calculates the required drive force for the drive source,
A required shift driving force calculation step for calculating a required shift driving force based on the accelerator operation amount and the brake operation amount;
A drive source control step for controlling the drive source based on the drive source request drive force calculated in the drive source request drive force calculation step;
An automatic transmission control step of determining a gear ratio of the automatic transmission based on the required driving force for shifting calculated in the required driving force calculation step for shifting;
Including
In the shift required driving force calculation step, the shift required drive force is calculated by giving priority to the accelerator operation amount.

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