JP2011026966A - Vehicle drive force control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle drive force control device capable of improving starting performance from an idling operation state. <P>SOLUTION: The vehicle drive force control device 1 for controlling a drive force of a vehicle according to an accelerator opening includes a drive force control means 16 for controlling the drive force of a power source (for example, an engine) according to the accelerator opening and an auxiliary machine control means 18 for controlling a load (the drive force) of an auxiliary machine (for example, an alternator) for utilizing part of the drive force of the power source. The drive force control means 16 decreases a load of the auxiliary machine according to the accelerator opening before the drive force of the power source is increased. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an apparatus for controlling driving force of a vehicle.

  2. Description of the Related Art A vehicle driving force control device that controls the driving force of a vehicle by controlling the driving force of an engine (drive source) according to the accelerator opening is known. In a vehicle equipped with this type of vehicle driving force control device, not all of the engine output is necessarily supplied as the driving force of the vehicle, but an alternator (auxiliary) that generates electric power for electronic equipment. A part of the driving force (load) is used. That is, the engine output is distributed to the driving force of the vehicle and the driving force (load) of the auxiliary machine.

  By the way, in recent years, demands for improving fuel consumption are increasing, and as a countermeasure against this, reduction of the engine idling speed has been studied. However, if the idle rotation speed is reduced, there is a problem that the startability is deteriorated when starting from the idle operation state.

  With regard to this problem, the vehicle driving force control apparatus described in Patent Document 1 is configured to take in the intake air at a first time point when the engine is operating at a predetermined idle rotational speed and the accelerator is off and the brake is off. The intake flow rate is increased by the flow rate adjusting means to increase the engine rotation speed and the load is forcibly increased by the load adjusting means, and then the load is forcibly reduced by the load adjusting means at the second time point when the accelerator is turned on. The starting driving force increase control is performed. As a result, even if the idle rotation speed is reduced, the startability from the idle operation state can be improved, and one-time knocking (knocking) that is likely to occur at the start can be suppressed.

JP 2007-162512 A

  However, since the response of the engine is extremely slow, particularly in the low rotation range, the vehicle driving force control device described in Patent Document 1 is also used between the first time point when the brake is turned off and the second time point when the accelerator is turned on. In some cases, the engine speed cannot be sufficiently increased, and the startability from the idling state cannot be sufficiently improved.

  Therefore, an object of the present invention is to provide a vehicle driving force control device that can further improve the startability from an idle driving state.

  A vehicle driving force control device according to the present invention is a vehicle driving force control device that controls a driving force of a vehicle according to an accelerator opening, and a driving force control unit that controls a driving force of a power source according to the accelerator opening. And auxiliary equipment control means for controlling the load of the auxiliary equipment that uses a part of the driving power of the power source, and the driving power control means reduces the load of the auxiliary equipment prior to the increase of the driving power of the power source. It reduces according to an accelerator opening, It is characterized by the above-mentioned.

  According to this vehicle driving force control device, an alternator having a relatively high responsiveness by the driving force control means, prior to an increase in the driving force of a power source such as an engine having extremely low responsiveness, particularly in a low rotation range. Since the load (driving force) of the auxiliary machine is reduced, the driving force of the power source can be efficiently used as the driving force of the vehicle even when the driving force of the power source is small. The startability can be further improved. Furthermore, according to the present invention, since the load on the auxiliary machine is reduced according to the accelerator opening, the driving force of the vehicle can be realized with high response and high accuracy according to the required driving force by the driver's accelerator operation. .

  The vehicle driving force control device described above preferably further includes offset load setting means for increasing the load on the auxiliary machine before the vehicle stops when the vehicle is stopped.

  According to this, it is possible to widen the control range of the vehicle driving force control by reducing the load on the auxiliary machine when starting from the idle state.

  Further, the auxiliary machine described above is an alternator that charges the battery, and the auxiliary machine control means described above controls the charging of the battery by controlling the driving power of the auxiliary machine. When the battery charging control is required when the driving force of the auxiliary device is reduced according to the accelerator opening by the control means, the auxiliary device controlling means described above gradually increases the driving force of the auxiliary device. Is preferred.

  According to this, even when the battery charging control is required when controlling the driving force of the vehicle by reducing the driving force of the auxiliary machine, the driving force of the auxiliary machine is gradually increased by the auxiliary machine control means. Since the charging control is performed so that the charging amount of the battery gradually increases, the influence of the fluctuation of the battery charging control by the auxiliary device control unit on the driving force control of the vehicle by the driving force control unit can be reduced. As a result, the vehicle driving force control by reducing the driving force of the auxiliary machine can be continuously realized with high response and high accuracy.

  According to the present invention, in the vehicle driving force control device, it is possible to further improve the startability from the idle operation state.

It is a figure which shows the electric constitution of the vehicle driving force control apparatus which concerns on embodiment of this invention. It is a figure which shows various driving force control by the vehicle driving force control apparatus shown in FIG. It is a flowchart which shows the vehicle driving force control process by the vehicle driving force control apparatus of this embodiment. It is a flowchart which shows the offset drive force setting process of the alternator shown in FIG. It is a flowchart which shows the driving force control distribution calculation process by the accelerator opening degree shown in FIG. It is a flowchart which shows the driving force control distribution calculation process by the elapsed time shown in FIG. It is a flowchart which shows the driving force control distribution calculation process by SOC shown in FIG. It is a flowchart which shows the driving force control distribution calculation process by the battery voltage shown in FIG. It is a flowchart which shows an engine target driving force and alternator target driving force setting process based on the driving force control distribution shown in FIGS. It is a flowchart which shows the 1st correction process of the target drive force shown in FIG. It is a flowchart which shows the 2nd correction process of the target drive force shown in FIG. It is a figure which shows the vehicle driving force control apparatus which concerns on the modification of this invention. It is a flowchart which shows the vehicle driving force control process by the vehicle driving force control apparatus of the modification of this invention. It is a flowchart which shows the alternator target drive force and engine target drive force setting process which are shown in FIG.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals.

  FIG. 1 is a diagram showing an electrical configuration of a vehicle driving force control apparatus according to an embodiment of the present invention. The vehicle driving force control device 1 shown in FIG. 1 controls the driving force of an engine (power source) according to the accelerator opening in order to control the driving force of the vehicle according to the accelerator opening. A part of the output of the engine is used as a driving force (load) of an alternator (auxiliary machine) that generates electric power for electronic equipment and battery charging.

  A vehicle driving force control apparatus 1 shown in FIG. 1 includes a vehicle speed sensor 2, an accelerator sensor 3, a battery sensor 4, and an ECU 10.

  The vehicle speed sensor 2 detects the speed of the vehicle and transmits it to the ECU 10. The accelerator sensor 3 detects the accelerator opening, that is, the opening of the accelerator pedal, and transmits it to the ECU 10. The battery sensor 4 detects the state of charging (SOC) and voltage of the battery and transmits them to the ECU 10.

  The ECU 10 includes a CPU (Central Processing Unit) that performs calculations, a ROM (Read Only Memory) that stores programs for causing the CPU to execute each process, a RAM (Random Access Memory) that stores various data such as calculation results, and the like. It is configured. With such a configuration, the ECU 10 includes an offset driving force setting unit (offset load setting unit) 12, a vehicle driving force calculation unit 14, a driving force control unit (driving force control unit) 16, and a charging control unit (complement). Machine control means) 18 and a driving force correction unit 20 are constructed.

  FIG. 2 is a diagram showing various driving force controls by the vehicle driving force control device shown in FIG. FIG. 2 shows the target driving force Fct of the vehicle, the target driving force Fet of the engine, and the target driving force Fat of the alternator.

  Based on the vehicle speed from the vehicle speed sensor 2, the offset driving force setting unit 12 sets the alternator's offset driving force Fo so as to increase the alternator's driving force Fat while the vehicle is stopped (FIG. 2, period T0). . For example, the offset driving force setting unit 12 gradually increases the alternator driving force Fat by gradually increasing the excitation current of the alternator.

  The vehicle driving force calculation unit 14 calculates a target driving force Fct of the vehicle according to the accelerator opening θa from the accelerator sensor 3.

  The driving force control unit 16 controls the driving force Fet of the engine and the driving force Fat of the alternator according to the accelerator opening θa in order to realize the target driving force Fct of the vehicle obtained by the vehicle driving force calculation unit 14. To do. The driving force control unit 16 also controls the engine driving force Fet and the alternator driving force Fat based on the elapsed time of the driving force control by the alternator. Further, the driving force control unit 16 controls the driving force Fet of the engine and the driving force Fat of the alternator based on the SOC and the battery voltage from the battery sensor 4.

  For example, when the accelerator opening θa is smaller than the first accelerator opening predetermined value θ1, the driving force control unit 16 does not increase the target driving force Fet of the engine, and the target driving force Fat of the alternator is not increased. Decrease in accordance with θa (FIG. 2, period T1). On the other hand, when the accelerator opening θa is equal to or larger than the first accelerator opening predetermined value θ1 and smaller than the second accelerator opening predetermined value θ2, the driving force control unit 16 determines the target driving force Fet of the engine as the accelerator. The target drive force Fat of the alternator is gradually increased according to the accelerator opening degree θa and returned according to the opening degree θa (FIG. 2, period T2). In this case, the driving force control unit 16 increases the target driving force Fet of the engine and the increasing amount of the target driving force Fat of the alternator so as to increase the driving force Fct of the vehicle according to the accelerator opening θa. To control. When the accelerator opening θa is equal to or greater than the second accelerator opening predetermined value θ2, the driving force control unit 16 does not decrease or increase the target driving force Fat of the alternator, and does not decrease or increase the target driving force Fet of the engine. Is increased according to the accelerator opening degree θa (FIG. 2, period T3).

  Further, for example, when the elapsed time T is smaller than the first elapsed time predetermined value T1, the driving force control unit 16 does not increase the target driving force Fet of the engine and drives the vehicle only by the driving force control of the alternator. The target drive force Fat of the alternator is decreased so as to perform force control. On the other hand, when the elapsed time T is equal to or greater than the first elapsed time predetermined value T1 and smaller than the second elapsed time predetermined value T2, the driving force control unit 16 sets the engine target driving force Fet to the elapsed time T. The alternator target driving force Fat is gradually increased according to the elapsed time T and returned. Further, when the elapsed time T is equal to or greater than the second elapsed time predetermined value T2, the driving force control unit 16 does not decrease or increase the target driving force Fat of the alternator, and the vehicle is controlled only by engine driving force control. The target driving force Fet of the engine is increased so as to perform the driving force control.

  Further, for example, when the SOC is smaller than the first SOC predetermined value SOC1, the driving force control unit 16 does not decrease the target driving force Fat of the alternator, and controls the driving force of the vehicle only by the engine driving force control. The target driving force Fet of the engine is increased as is done. On the other hand, when the SOC is equal to or higher than the first SOC predetermined value SOC1 and smaller than the second SOC predetermined value SOC2, the driving force control unit 16 gradually decreases the target driving force Fat of the alternator according to the SOC, The target driving force Fet of the engine is gradually decreased and returned in accordance with the SOC. When the SOC is equal to or greater than the second SOC predetermined value SOC2, the driving force control unit 16 does not increase or decrease the target driving force Fet of the engine, and the driving force of the vehicle is controlled only by the driving force control of the alternator. The target drive force Fat of the alternator is decreased so as to perform control.

  Further, for example, when the battery voltage V is lower than the first battery voltage predetermined value V1, the driving force control unit 16 does not decrease the target driving force Fat of the alternator, and drives the vehicle only by controlling the driving force of the engine. The target driving force Fet of the engine is increased so as to perform force control. On the other hand, when the battery voltage V is equal to or higher than the first battery voltage predetermined value V1 and smaller than the second battery voltage predetermined value V2, the driving force control unit 16 changes the target driving force Fat of the alternator to the battery voltage V. Accordingly, the target driving force Fet of the engine is gradually decreased according to the battery voltage V and returned. When the battery voltage V is equal to or higher than the second battery voltage predetermined value V2, the driving force control unit 16 does not increase or decrease the target driving force Fet of the engine, and the vehicle is controlled only by the driving force control of the alternator. The target driving force Fat of the alternator is decreased so as to perform the driving force control.

  In the present embodiment, the driving force control unit 16 determines the driving force Fet, the driving force Fat, and the driving force obtained for control based on the elapsed time T, which are obtained for control according to the accelerator opening θa. The averages of Fet, driving force Fat, and driving force Fet and driving force Fat obtained for control based on the SOC and battery voltage are respectively obtained and set as the engine target driving force Fet and the alternator target driving force Fat. .

  The charging control unit 18 monitors the decrease in the battery voltage based on the battery voltage from the battery sensor 4 and controls the charging of the battery. For example, the charging control unit 18 instructs the driving force correction unit 20 to correct the target driving force Fat of the alternator (first correction). The charging control unit 18 gradually increases the alternator target driving force Fat so that the charging amount of the battery is gradually increased when the charging control of the battery becomes necessary while performing the driving force control by the alternator. Return.

  The driving force correction unit 20 gradually increases and returns the alternator target driving force Fat set by the driving force control unit 16 according to a command from the charging control unit 18 to gradually increase the amount of charge of the battery (first correction). ).

  In addition, when the target drive force Fat of the alternator exceeds the drive power that can be generated by the alternator, the drive force correction unit 20 realizes the amount that cannot be realized by the target drive force Fat of the alternator by the engine drive force Fet. Then, the alternator target driving force Fat and the engine driving force Fet are corrected (second correction).

  The engine driving force and the alternator driving force are controlled according to the engine target driving force Fet and the alternator target driving force Fat determined as described above, and the vehicle driving force control is performed and the battery is charged. Take control.

  Next, a vehicle driving force control method by the vehicle driving force control device 1 of the present embodiment will be described with reference to FIGS. FIG. 3 is a flowchart showing a vehicle driving force control process by the vehicle driving force control device of the present embodiment. FIG. 4 is a flowchart showing the offset driving force setting process of the alternator shown in FIG. 3, and FIGS. 5 to 8 show the driving force control distribution calculation process based on the accelerator opening shown in FIG. FIG. 9 is a flowchart showing a driving force control distribution calculation process, an SOC driving force control distribution calculation process, and a battery voltage driving force control distribution calculation process. FIG. 9 shows an engine target driving force based on these driving force control distributions and It is a flowchart which shows an alternator target driving force setting process. FIG. 10 is a flowchart showing a first correction process for the target driving force shown in FIG. 3, and FIG. 11 is a flowchart showing a second correction process for the target driving force shown in FIG.

  First, as shown in FIG. 3, while the vehicle is stopped, the offset driving force setting unit 12 sets the offset driving force Fo of the alternator (S01). For example, as shown in FIG. 4, the offset driving force setting unit 12 determines whether or not the vehicle has stopped based on the vehicle speed from the vehicle speed sensor 2 (S11), and when the vehicle stops, the alternator An offset driving force Fo for increasing the driving force Fat is set (S12). Thereafter, the offset drive force setting unit 12 gradually increases the drive current of the alternator toward the offset drive force Fo by gradually increasing the excitation current of the alternator (S13).

  Here, when the driving force control is performed by the alternator, the alternator cannot generate a positive driving force as shown in FIG. 2, so that the control width is limited. However, in this embodiment, since the driving force Fat of the alternator is increased in advance while the vehicle is stopped, that is, since the driving force of the alternator is offset to the negative side, the alternator is not activated when starting from the idle state. The control range of vehicle driving force control by reducing driving force can be increased.

  Further, by gradually increasing the driving force of the alternator, it is possible to suppress the occurrence of a shock and to suppress the influence on the vehicle motion.

  On the other hand, when the vehicle is not stopped, the offset driving force setting unit 12 cancels the setting of the offset driving force Fo (S14). Then, the offset driving force setting unit 12 gradually decreases the alternator excitation current by gradually decreasing the alternator excitation current, and cancels the setting of the offset driving force Fo (S13).

  Returning to FIG. 3, after that, when the accelerator opening is detected by the accelerator sensor 3 (S02-1), the vehicle driving force calculation unit 14 determines the target driving force Fct of the vehicle according to the accelerator opening θa ( S02-2).

  Next, the driving force control unit 16 controls the driving forces Fet and Fat based on the accelerator opening θa, Get1 and Gat1, the driving forces Fet and Fat based on the elapsed time T, the control distributions Get2 and Gat2, and the driving forces Fet and Fat based on the SOC. Control distributions Get3, Gat3 and control distributions Get4, Gat4 of the driving forces Fet, Fat by the battery voltage V are respectively obtained (S03 to S06), and the target driving force Fet and alternator of the engine according to these driving force control distributions Target driving force Fat is set (S07).

  For example, first, as shown in FIG. 5, the driving force control unit 16 determines whether or not the accelerator opening θa is smaller than the first accelerator opening predetermined value θ1 (S31). Since the response of the engine output is expected to be slow, the control distribution Get1 of the target driving force Fet of the engine is set to zero. That is, the control distribution Gat1 of the target driving force Fat of the alternator is set to 1 (S32).

  On the other hand, when the accelerator opening θa is equal to or greater than the first accelerator opening predetermined value θ1, the driving force control unit 16 determines whether the accelerator opening θa is smaller than the second accelerator opening predetermined value θ2. A determination is made (S33). If the engine output is small, it is expected that the engine output gradually responds. Therefore, the control distribution Get1 of the target driving force Fet of the engine is set to (θa−θ1) / (θ2−θ1). Increase gradually. That is, the control distribution Gat1 of the target driving force Fat of the alternator is gradually decreased from 1 to 0 and returned (S34).

  On the other hand, when the accelerator opening θa is equal to or greater than the second accelerator opening predetermined value θ2, it is expected that the engine output is sufficiently responding, so that the driving force control unit 16 causes the target driving force of the engine to be The Fet control distribution Get1 is set to 1. That is, the control distribution Gat1 of the target drive force Fat of the alternator is set to 0 (S35).

  Here, the response of the engine output is slow in the low rotation range due to the delay of the intake system. On the other hand, the alternator is less dependent on the rotational speed of the driving force response than the engine. Further, the alternator can realize the target driving force with high accuracy by controlling the exciting current. According to the present embodiment, in the low rotation range where the accelerator opening θa is smaller than the first accelerator opening predetermined value θ1, the required drive force obtained from the driver's accelerator pedal operation is obtained at the start of the low engine rotation speed. By realizing the above, it can be expected to realize high response and high accuracy.

  Further, when the accelerator opening θa is larger than the first accelerator opening predetermined value θ1, the engine distribution is gradually increased, and the target driving force of the alternator is returned to zero. You can go back.

  Next, as shown in FIG. 6, for example, the driving force control unit 16 determines whether or not the elapsed time T is smaller than the first elapsed time predetermined value T1 (S41). It is determined that the elapsed time of the driving force control by the alternator is short and it is not necessary to consider the battery charging control yet, and the control distribution Get2 of the target driving force Fet of the engine is set to zero. That is, the control distribution Gat2 of the target driving force Fat of the alternator is set to 1 (S42).

  On the other hand, when the elapsed time T is equal to or greater than the first elapsed time predetermined value T1, the driving force control unit 16 determines whether or not the elapsed time T is smaller than the second elapsed time predetermined value T2 ( S43), if it is smaller, it is determined that the elapsed time of the driving force control by the alternator must be a little longer and the battery charging control should be considered, and the control distribution Get2 of the target driving force Fet of the engine is set to (T−T1). / (T2-T1) and gradually increase. That is, the control distribution Gat2 of the target drive force Fat of the alternator is gradually decreased from 1 to 0 and returned (S44).

  On the other hand, if the elapsed time T is equal to or greater than the second elapsed time predetermined value T2, it is determined that the elapsed time of the driving force control by the alternator is considerably long and the battery charge control must be taken into account, and the target drive of the engine The control distribution Get2 of the force Fet is set to 1. That is, the control distribution Gat2 of the target drive force Fat of the alternator is set to 0 (S45).

  Here, if the time during which the accelerator opening degree θa is small continues for a long time, such as during a traffic jam, it becomes difficult to achieve a balance with the charging balance. Therefore, by gradually changing the driving force control distribution by the alternator to 0 according to the elapsed time, the battery charge control by the alternator can be started as appropriate, and the balance with the charge balance can be achieved (fail safe).

  Next, as shown in FIG. 7, for example, the driving force control unit 16 determines whether or not the SOC is smaller than the first SOC predetermined value SOC1 (S51). Is determined to have the highest priority, and the control distribution Get3 of the target driving force Fet of the engine is set to 1. That is, the control distribution Gat3 of the target driving force Fat of the alternator is set to 0 (S52).

  On the other hand, when the SOC is equal to or greater than the first SOC predetermined value SOC1, the driving force control unit 16 determines whether or not the SOC is smaller than the second SOC predetermined value SOC2 (S53). Determines that the battery charge control does not have to be prioritized relatively, and sets the control distribution Get3 of the target driving force Fet of the engine to (SOC-SOC1) / (SOC2-SOC1) and gradually decreases it. That is, the control distribution Gat of the target drive force Fat of the alternator is gradually increased from 0 to 1 (S54).

  On the other hand, if the SOC is equal to or greater than the second SOC predetermined value SOC2, it is determined that the battery charge control need not be prioritized, and the control distribution Get3 of the target driving force Fat of the engine is set to zero. That is, the control distribution Gat3 of the target drive force Fat of the alternator is set to 1 (S55).

  As a result, when the SOC is high, a large amount of driving force on the driving side (the side where charging is stopped) can be obtained. Therefore, the control amount of the driving force control by the alternator can be increased as compared with the case where the SOC is low.

  Next, as shown in FIG. 8, for example, the driving force control unit 16 determines whether or not the battery voltage V is smaller than the first battery voltage predetermined value V1 (S61). Therefore, the control distribution Get4 of the engine target driving force Fet is set to 1. That is, the control distribution Gat4 of the target driving force Fat of the alternator is set to 0 (S62).

  On the other hand, when the battery voltage V is equal to or higher than the first battery voltage predetermined value V1, the driving force control unit 16 determines whether or not the battery voltage V is smaller than the second battery voltage predetermined value V2 ( S63), if it is smaller, it is determined that the battery charge control does not have to be relatively prioritized, and the control distribution Get4 of the target driving force Fet of the engine is set to (V-V1) / (V2-V1), and gradually. Decrease. That is, the control distribution Gat4 of the target driving force Fat of the alternator is gradually increased from 0 to 1 (S64).

  On the other hand, when the battery voltage V is equal to or higher than the second battery voltage predetermined value V2, it is determined that the battery charge control need not be considered, and the control distribution Get4 of the target driving force Fet of the engine is set to zero. That is, the control distribution Get4 of the target driving force Fat of the alternator is set to 1 (S65).

  Thus, when the battery voltage is high, a large amount of driving force on the driving side (side where charging is stopped) can be obtained, so that the control amount of the driving force control by the alternator can be increased as compared with the case where the SOC is low.

  In other words, when the battery voltage is lower than the allowable value, the driving force control by the alternator can be stopped, or the driving force control distribution by the alternator can be reduced to give priority to the charging control of the battery (fail safe). . As a result, it is possible to reduce the influence on the electronic device or the like mounted on the vehicle, for example, blinking of the lighting device or the like.

  Next, as shown in FIG. 9, for example, the driving force control unit 16 determines whether or not all of the engine target driving force control distributions Get1, Get2, Get3, and Get4 are smaller than 1 (S71). When all the control distributions are smaller than 1, the average value of these control distributions Get1, Get2, Get3, and Get4 is obtained as the control distribution Get of the engine target driving force Fat, and the rest is controlled by the alternator target driving force Fat. The distribution Gat is set (S72). On the other hand, when the control distribution of at least one of the control distributions Get1, Get2, Get3, and Get4 is 1, the control distribution Get of the target driving force Fet of the engine is set to 1, and the target driving force Fat of the alternator is set. The control distribution Gat is set to 0 (S73).

Next, the driving force control unit 16 controls the control distribution Get of the target driving force Fet of these engines and the distribution Gat of the target driving force Fat of the alternator, the target driving force Fct of the vehicle obtained in step S02-2, and the step Based on the offset driving force Fo of the alternator obtained in S01, the target driving force Fat of the engine and the target driving force Fat of the alternator are obtained using the following equations (S74).
Fet = Fct × Get
Fat = Fo + Fct × Gat

  Returning to FIG. 3, next, when the battery voltage is low, the charging control unit 18 causes the driving force correction unit 20 to correct the target driving force Fat of the alternator (first correction) (S08).

  For example, as shown in FIG. 10, the charge control unit 18 obtains a battery charge control amount Fbc based on the current battery voltage and a preset target battery voltage (S81). Thereafter, the charging controller 18 determines whether or not the target driving force Fat of the alternator obtained in step S07 is 0, whether or not the accelerator opening θa is equal to or greater than a second accelerator opening predetermined value θ2, and It is determined whether or not the vehicle is stopped (S82). When the target driving force Fat of the alternator is not 0, and when the accelerator opening θa is smaller than the second accelerator opening predetermined value θ2, and when the vehicle is not stopped, the driving force control unit 16 uses the alternator. Since the driving force control of the vehicle is performed, even if the battery charging control is necessary, the charging control unit 18 sets the battery charging control amount Fbc so as to gradually increase (S83). On the other hand, when the target driving force Fat of the alternator is 0, the accelerator opening θa is equal to or larger than the second accelerator opening predetermined value θ2, and the vehicle is stopped, the driving force control is performed. Since the driving force control of the vehicle by the alternator is completed by the unit 16, the charging control unit 18 quickly increases the charge control amount Fbc of the battery.

Then, the driving force correction unit 20 performs correction to add the battery charge control amount Fbc to the target driving force Fat of the alternator as shown in the following formula, and sets the first corrected target driving force Fat1 of the alternator (first) (S84).
Fat1 = Fat + Fbc = Fo + Fct × Fat + Fbc

  In this way, when the target drive force Fat of the alternator is not 0, that is, when the drive force control by the alternator is being performed, even if the battery charge control becomes necessary, the battery charge amount Fbc is gradually increased. Thus, charging control is performed. As a result, the battery voltage changes due to the change in the driving force control of the alternator by the driving force control unit 16, and as a result, the target value of the charging control of the charging control unit 18 changes, and the driving force of the alternator by the driving force control unit 16 changes. It is possible to solve the problem that the sum of the control and the charge control by the charge control unit 18 cannot obtain a desired value.

  In addition, when the accelerator opening θa is smaller than the second accelerator opening predetermined value θ2, that is, when the driving force control by the alternator is performed, the charge amount of the battery is reduced even if the battery charge control is required. By gradually increasing, it is possible to reduce the influence of the fluctuation of the charging control by the charging control unit 18 on the driving force control of the alternator by the driving force control unit 16. When the accelerator pedal is stepped on, it is desired that the target driving force of the vehicle, that is, the driving force control by the alternator be performed with high accuracy. Further, since it can be expected that the driving force control by the alternator will be finished thereafter, the charging control by the charging control unit 18 is once lowered in priority.

  Further, when the vehicle is stopped (or when the brake pedal is depressed), the influence of the alternator drive force change by the charge control unit 18 on the drive force control by the drive force control unit 16 is small. Priority can be given promptly.

  Returning to FIG. 3, next, when the first corrected target driving force Fat1 of the alternator exceeds the possible driving force of the alternator by the driving force correction unit 20, the first corrected target driving force Fat1 of the alternator is corrected. Perform (second correction) (S09).

  For example, as shown in FIG. 11, the driving force correction unit 20 determines whether or not the first corrected target driving force Fat1 of the alternator exceeds the possible driving force Fatable of the alternator (S91). In this case, it is determined that the driving force control by the alternator is impossible, and the first corrected target driving force Fat1 of the alternator is corrected to the second corrected target driving force Fat2 = 0 so that the driving force control of the alternator is not performed. Alternatively, the second correction target driving force Fat2 of the alternator is corrected so that the driving force control of the alternator falls within the possible driving force range. Then, the driving force correction unit 20 changes the target driving force Fet of the engine to the second corrected target driving force Fet2 so that the driving force that cannot be realized by the second corrected target driving force Fat2 of the alternator is realized by the target driving force Fet of the engine. (Second correction) (S92).

  On the other hand, when the first correction target driving force Fat1 of the alternator does not exceed the alternator's possible driving force Fatable, the driving force correction unit 20 does not perform the second correction described above.

  Here, if a driving force larger than the driving force obtained from the driver's accelerator operation is generated, an overrun occurs. As shown in FIG. 2, since the alternator cannot generate a positive driving force, the maximum value of the driving force control unit 16 becomes the generated driving force of the charging control unit 18. By generating the target driving force using this characteristic, it is possible to suppress the overrun of the generated driving force and the deterioration of the system.

  The vehicle driving force control device 1 according to the present embodiment repeats the processes of steps S01 to S09 described above.

  As described above, according to the vehicle driving force control device 1 of the present embodiment, the driving force control unit 16 responds comparatively prior to the increase of the driving force of the engine having extremely low responsiveness particularly in the low rotation region. This reduces the driving force of the alternator with high performance, so that even when the driving force of the engine is small, the driving force of the engine can be efficiently used as the driving force of the vehicle, and the startability from the idle state can be further improved. Can be improved. Furthermore, according to the vehicle driving force control device 1 of this embodiment, the driving force of the alternator is reduced according to the accelerator opening, so that the driving force of the vehicle is highly responsive according to the driving force requested by the driver's accelerator operation. It can be realized with high accuracy.

  Further, according to the vehicle driving force control device 1 of the present embodiment, the offset driving force setting unit increases the driving force of the alternator before the stop while the vehicle is stopped. Therefore, the alternator at the start from the idle state The control range of the driving force control of the vehicle by reducing the driving force can be expanded.

  Further, according to the vehicle driving force control device 1 of the present embodiment, even if the charging control of the battery becomes necessary when performing the driving force control of the vehicle by reducing the driving force of the alternator, the charging control unit 18 Since the charging control is performed so that the driving power of the alternator is gradually increased and the charging amount of the battery is gradually increased, the influence of the fluctuation of the battery charging control by the charging control unit on the driving force control of the vehicle by the driving force control unit 16 is affected. Can be small. As a result, the vehicle driving force control by reducing the driving force of the alternator can be continuously realized with high response and high accuracy.

  The present invention is not limited to the above-described embodiment, and various modifications can be made. For example, the driving force correction unit 20 in this embodiment is not necessarily provided. That is, in the present embodiment, the first and second correction processes S08 and S09 of the target drive force of the alternator by the charge control unit 18 and the drive force correction unit 20 may not be necessarily performed. Even in this form, the main effect of the present invention, that is, the startability from the idle state is further improved, and the driving force of the vehicle is highly responsive and highly accurate according to the driving force required by the driver's accelerator operation. Can be realized.

  In the present embodiment, the driving force control unit 16 does not necessarily perform the driving force control distribution calculation process S04 based on elapsed time, the driving force control distribution calculation process S05 based on the SOC, and the driving force control distribution calculation process S06 based on the battery voltage. There is no need, and only one of these processes S04, S05, and S06 may be performed. Even in this form, the main effect of the present invention described above can be obtained.

Further, since the total value of the driving force control unit 16 and the charging control unit 18 becomes negative as shown in FIG. 2 due to the physical limitation of the alternator, the driving force control is performed from the charging control target value Fbc of the charging control unit 18. The driving force Fat that can be generated by the unit 16 is obtained in advance, and the driving force control amount by the alternator when starting from the idle state is calculated, thereby suppressing deterioration in accuracy of the generated driving force with respect to the target driving force and improving the control effect can do. An example is shown below.
(Modification)

  FIG. 12 is a diagram showing a vehicle driving force control device according to a modification of the present invention, and FIG. 13 is a flowchart showing a vehicle driving force control process by the vehicle driving force control device of the modification of the present invention. FIG. 14 is a flowchart showing the alternator target driving force and engine target driving force setting process shown in FIG.

  A vehicle driving force control device 1A according to a modification shown in FIG. 12 is different from the present embodiment in that the vehicle driving force control device 1 includes an ECU 10A instead of the ECU 10. The ECU 10A is different from the ECU 10 in that the ECU 10 includes a driving force control unit 16 instead of the driving force control unit 16. In this modification, the offset driving force setting unit 12, the driving force correction unit 20, and the vehicle speed sensor 2 are omitted for the sake of simplicity of explanation, but the vehicle driving force control device 1A satisfies these structural requirements. It may be a form provided.

  As shown in FIG. 13, the vehicle driving force control device 1 </ b> A according to the modified example detects the accelerator opening by the accelerator sensor 3 as in the vehicle driving force control device 1 of the present embodiment (S <b> 02-1). The force calculation unit 14 obtains the target driving force Fct of the vehicle (S02-2). Next, the target driving force Fat of the alternator and the target driving force Fet of the engine are set by the driving force control unit 16A and the charging control unit 18 (S103).

  For example, as shown in FIG. 14, the charge control unit 18 obtains the charge control amount Fbc by comparing the current battery voltage with the target battery voltage in the same manner as described above (S101). Thereafter, the driving force control unit 16A determines whether or not the accelerator opening θa is smaller than the first accelerator opening predetermined value θ1 (S102). If the accelerator opening θa is smaller, the target driving force Fat of the alternator is set to Fbc × θa / θ1 is set (S103). On the other hand, when the accelerator opening θa is equal to or greater than the first accelerator opening predetermined value θ1, it is determined whether or not the accelerator opening θa is smaller than the second accelerator opening predetermined value θ2 by the driving force control unit 16A. A determination is made (S104), and if it is smaller, the target driving force Fat of the alternator is set to Fbc × (θa−θ1) / (θ2−θ1) (S105). On the other hand, when the accelerator opening θa is equal to or greater than the second accelerator opening predetermined value θ2, the driving force control unit 16A sets the target driving force Fat of the alternator to 0 (S106). Thereafter, the target driving force Fet of the engine is set to Fct−Fat by the driving force control unit 16A.

  Even in the vehicle driving force control apparatus 1A of this modification, the main effect of the present invention described above can be obtained.

  DESCRIPTION OF SYMBOLS 1,1A ... Vehicle drive force control apparatus, 2 ... Vehicle speed sensor, 3 ... Accelerator sensor, 4 ... Battery sensor, 10 ... ECU, 12 ... Offset drive force setting part (offset load setting means), 14 ... Vehicle drive force calculation part , 16, 16A ... driving force control unit (driving force control means), 18 ... charging control unit (auxiliary device control means), 20 ... driving force correction unit.

Claims (3)

A vehicle driving force control device that controls the driving force of a vehicle according to an accelerator opening,
Driving force control means for controlling the driving force of the power source according to the accelerator opening;
Auxiliary equipment control means for controlling the load of the auxiliary equipment using a part of the driving force of the power source;
With
The driving force control means reduces the load on the auxiliary machine according to the accelerator opening prior to an increase in driving force of the power source,
Vehicle driving force control device. The vehicle further comprises an offset load setting means for increasing the load on the auxiliary machine before the vehicle stops,
The vehicle driving force control apparatus according to claim 1. The auxiliary machine is an alternator for charging a battery,
The auxiliary machine control means controls charging of the battery by controlling the driving force of the auxiliary machine,
In the case where charging control of the battery becomes necessary when the driving force of the auxiliary device is reduced according to the accelerator opening by the driving force control device, the auxiliary device control device drives the auxiliary device. Characterized by gradually increasing power,
The vehicle driving force control apparatus according to claim 1 or 2.

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