JP2019099106A - Vehicle control device - Google Patents

Abstract

To provide a vehicle control device which does not receive influence due to speed control of an automatic transmission, and can control a vehicle attitude in line with intention of a driver.SOLUTION: A control device for a vehicle (1) comprises: an engine (4); a wheel (2); a non-stage transmission (16) provided on a power transmission path between the engine and the wheel; a TCM (18) which changes a change gear ratio of the non-stage transmission; and a PCM (14) which causes the vehicle to generate a deceleration by reduction in a generation torque of an engine, thereby controlling a vehicle attitude when a steering angle related value relating to a steering angle is increased, and changes a reduction amount in the generation torque of the engine on the basis of a change gear ratio of the non-stage transmission.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a control device for a vehicle, and more particularly, to a control device for a vehicle that controls the posture of the vehicle by causing the vehicle to generate deceleration by a decrease in generated torque of a drive source.

  Conventionally, when the behavior of the vehicle becomes unstable due to slip or the like, a technique (e.g., a skid prevention device) for controlling the behavior of the vehicle in a safe direction is known. Specifically, there is known one that detects occurrence of understeer or oversteer behavior in the vehicle at the time of cornering of the vehicle, etc., and applies appropriate deceleration to the wheels so as to suppress them. ing.

  On the other hand, unlike the control for improving the safety in the traveling state where the behavior of the vehicle becomes unstable as described above, a series of operations (braking, etc.) by the driver when cornering the vehicle in the normal traveling state Vehicle motion control device that adjusts the deceleration at the time of cornering to adjust the load applied to the front wheels, which are steered wheels, so that steering cuts, accelerations, and steering returns are natural and stable. It has been known.

  Furthermore, by reducing the generated torque of the engine or motor according to the yaw rate related amount (for example, yaw acceleration) corresponding to the steering operation of the driver, deceleration is rapidly generated in the vehicle when the driver starts steering operation. A vehicle behavior control device has been proposed in which a sufficient load is quickly applied to the front wheels that are steered wheels (see, for example, Patent Document 1). According to this device, by rapidly applying a load to the front wheels at the start of steering operation, the frictional force between the front wheels and the road surface is increased, and the cornering force of the front wheels is increased. As a result, the responsiveness is improved, and the responsiveness to steering operation (that is, the steering stability) is improved. Thereby, control of the vehicle posture in line with the driver's intention can be realized.

Patent No. 6112304 specification

  However, when the change of the transmission gear ratio of the automatic transmission and the torque reduction request for vehicle attitude control as described in the above-mentioned Patent Document 1 overlap, the amount of reduction of the generated torque necessary for the control of the vehicle attitude However, the actual torque reduction may be insufficient or excessive, and the target deceleration may not be obtained in the control of the vehicle attitude.

  The present invention has been made to solve the problems of the prior art described above, and can control the attitude of the vehicle in accordance with the driver's intention without being affected by the shift control of the automatic transmission. An object of the present invention is to provide a control device of a vehicle.

In order to achieve the above object, a control device of a vehicle according to the present invention comprises a drive source, a wheel, an automatic transmission provided on a power transmission path between the drive source and the wheel, and an automatic transmission Vehicle speed control means for controlling the vehicle attitude by causing the vehicle to decelerate by decreasing the generated torque of the drive source when the gear ratio changing means and the steering angle related value related to the steering angle increase; The control device for a vehicle, further comprising: changing means for changing the reduction amount of the generated torque of the drive source by the vehicle attitude control means based on the transmission gear ratio of the automatic transmission.
In the present invention configured as described above, the changing means changes the reduction amount of the generated torque of the drive source based on the transmission gear ratio of the automatic transmission, so the driving force of the vehicle is changed by the change of the transmission gear ratio of the automatic transmission. Even if it changes, the reduction amount of the generated torque of the drive source can be changed so as to cancel out the influence. As a result, it is possible to obtain the target deceleration in the control of the vehicle attitude without being affected by the shift control of the automatic transmission, and to control the vehicle attitude in accordance with the driver's intention.

Further, in the present invention, preferably, the transmission means can execute the change of the transmission gear ratio of the automatic transmission during the control of the vehicle attitude by the vehicle attitude control means, and the change means is the transmission changed by the transmission means. The reduction amount of the generated torque of the drive source by the vehicle attitude control means is changed based on the ratio.
In the present invention thus configured, the changing means changes the reduction amount of the generated torque of the drive source by the vehicle attitude control means based on the gear ratio changed by the transmission means, so that the vehicle attitude by the vehicle attitude control means It is possible to obtain the target deceleration in the control of the vehicle attitude without being affected by the change of the transmission ratio while allowing the change of the transmission ratio during the control of the vehicle. Control can be performed.

In the present invention, preferably, the changing means changes the reduction amount of the generated torque of the drive source by the vehicle attitude control means based on the gradient of the road surface on which the vehicle is traveling and the transmission gear ratio of the automatic transmission.
In the present invention thus configured, it is possible to change the amount of reduction of the generated torque of the drive source taking into consideration the influence of the road surface gradient on the front wheel load. As a result, it is possible to obtain the target deceleration in the control of the vehicle attitude without the influence of the shift control of the automatic transmission or the influence of the road surface gradient, and control the vehicle attitude more in line with the driver's intention. be able to.

In another aspect, a control device of a vehicle according to the present invention includes a drive source, a wheel, a continuously variable transmission provided on a power transmission path between the drive source and the wheel, and a transmission ratio of the continuously variable transmission. A vehicle attitude control means for controlling the attitude of the vehicle by causing the vehicle to decelerate by decreasing the generated torque of the drive source when the steering angle related value related to the steering angle increases; The control device for a vehicle, further comprising changing means for changing the reduction amount of the generated torque of the drive source by the vehicle attitude control means based on the transmission ratio of the continuously variable transmission.
In the present invention configured as described above, the changing means changes the reduction amount of the generated torque of the drive source based on the gear ratio of the continuously variable transmission, so that the vehicle is driven by the change of the gear ratio of the continuously variable transmission. Even if the force changes, the reduction amount of the generated torque of the drive source can be changed so as to cancel out the influence. As a result, it is possible to obtain the target deceleration in the control of the vehicle posture without being affected by the shift control of the continuously variable transmission, and it is possible to control the vehicle posture in accordance with the driver's intention.

  Further, in the present invention, preferably, the vehicle attitude control means controls the vehicle attitude by causing the vehicle to generate deceleration when the steering operation is performed.

  Further, in the present invention, preferably, the steering angle related value is a steering angle.

  According to the control device for a vehicle according to the present invention, it is possible to control the posture of the vehicle in accordance with the driver's intention without being affected by the shift control of the automatic transmission.

1 is a block diagram showing an overall configuration of a vehicle equipped with a control device of a vehicle according to an embodiment of the present invention. It is a block diagram showing the electric composition of the control device of the vehicles by the embodiment of the present invention. 5 is a transmission map for determining a transmission gear ratio of an automatic transmission according to an embodiment of the present invention. It is a flowchart of attitude control processing according to an embodiment of the present invention. It is a flowchart of a torque reduction amount determination process according to an embodiment of the present invention. It is the map which showed the relationship between the target additional deceleration and steering speed by embodiment of this invention. It is the table which specified the relationship between the correction ratio of the gear ratio and road surface gradient and torque reduction amount by the embodiment of the present invention. It is the time chart which showed the time change of the parameter about the vehicle attitude control and gear ratio in, when the vehicles carrying the control device of the vehicles by the embodiment of the present invention turn.

  Hereinafter, a control device for a vehicle according to an embodiment of the present invention will be described with reference to the attached drawings.

<System configuration>
First, a system configuration of a vehicle equipped with a control device for a vehicle according to an embodiment of the present invention will be described with reference to FIG. FIG. 1 is a block diagram showing the overall configuration of a vehicle equipped with a control device for a vehicle according to an embodiment of the present invention.

  In FIG. 1, the code | symbol 1 shows the vehicle carrying the control apparatus of the vehicle by this embodiment. An engine 4 is mounted on a front portion of the vehicle body of the vehicle 1 as a drive source for driving drive wheels (the front wheels 2 on the left and right in the example of FIG. 1). The engine 4 is an internal combustion engine such as a gasoline engine or a diesel engine. As a drive source, a motor can be used in addition to the internal combustion engine.

  The vehicle 1 also includes a steering angle sensor 8 that detects the rotation angle of a steering column (not shown) connected to the steering wheel 6, an accelerator opening sensor 10 that detects the opening of the accelerator pedal (accelerator opening), And, it has the vehicle speed sensor 12 which detects the vehicle speed. Each of these sensors outputs the detected value to a PCM (Power-train Control Module) 14.

Further, the vehicle 1 includes a continuously variable transmission 16 that is an automatic transmission provided on a power transmission path between the engine 4 and the drive wheels, and a TCM 18 (Transmission Control Module) that controls the continuously variable transmission 16. Is equipped. The TCM 18 functions as a transmission in the present invention.
The continuously variable transmission 16 is provided such that the torque converter 20 connected to the output shaft of the engine 4, the primary pulley 22 connected to the output side of the torque converter 20, and the rotation axis are parallel to the primary pulley 22. The secondary pulley 24, the V-belt 26 wound around the primary pulley 22 and the secondary pulley 24, and the auxiliary transmission 28 connected to the downstream side of the secondary pulley 24 are provided.
The transmission ratio of the continuously variable transmission 16 is continuously variable by changing the width of the V groove of the primary pulley 22 and the secondary pulley 24 and changing the winding diameter of the V belt 26 in each of the primary pulley 22 and the secondary pulley 24. Can be changed to The widths of the V grooves of the primary pulley 22 and the secondary pulley 24 are controlled by the hydraulic pressure supplied from the hydraulic control valve. For example, when changing the gear ratio to the high speed side, the hydraulic control valve is controlled so that the hydraulic pressure supply to the primary pulley 22 is increased, and when changing the gear ratio to the low speed side, to the primary pulley 22 Control the hydraulic control valve so that the hydraulic supply is reduced.
Further, the auxiliary transmission 28 is a transmission having a plurality of shift speeds, and is configured using, for example, a planetary gear mechanism.

Next, an electrical configuration of a control device for a vehicle according to an embodiment of the present invention will be described with reference to FIG. FIG. 2 is a block diagram showing an electrical configuration of a control device of a vehicle according to an embodiment of the present invention.
The PCM 14 (control device for a vehicle) according to the present embodiment is not limited to the detection signals of the sensors 8 to 12 described above, but may also be used to detect each part of the engine 4 (e.g. A control signal is output to control the throttle valve, the turbocharger, the variable valve mechanism, the ignition device, the fuel injection valve, the EGR device, etc.) and the TCM 18.
The PCM 14 includes one or more processors, various programs interpreted and executed on the processors (including a basic control program such as an OS, and an application program activated on the OS to realize a specific function), and various programs and various other programs. The computer comprises an internal memory such as a ROM or a RAM for storing data of
Although the details will be described later, the PCM 14 corresponds to a control device of a vehicle in the present invention, and functions as a vehicle attitude control means and a change means.

FIG. 3 is a shift map for determining the transmission ratio of the continuously variable transmission 16 according to an embodiment of the present invention. As shown in FIG. 3, in the shift map, the horizontal axis represents the vehicle speed, and the vertical axis represents the primary rotation number indicating the number of rotations of the primary pulley 22. A shift line is set for each different load in the area between the line and the line. In FIG. 3, only three types of shift lines, low load, medium load, and high load, are shown as an example.
The TCM 18 changes the transmission ratio of the continuously variable transmission 16 in accordance with the transmission line according to the vehicle speed and the load with reference to the transmission map as shown in FIG.

<Content of control according to the present embodiment>
Next, specific control contents executed by the control device of the vehicle will be described.
First, the overall flow of the attitude control process performed by the control device of the vehicle in the embodiment of the present invention will be described with reference to FIG. FIG. 4 is a flowchart of attitude control processing according to an embodiment of the present invention.

The attitude control process of FIG. 4 is activated when the ignition of the vehicle 1 is turned on and the control device of the vehicle is turned on, and is repeatedly executed in a predetermined cycle (for example, 50 ms).
When the attitude control process is started, as shown in FIG. 4, the PCM 14 acquires various sensor information regarding the driving state of the vehicle 1 in step S1. Specifically, the PCM 14 is currently set in the steering angle detected by the steering angle sensor 8, the accelerator opening detected by the accelerator opening sensor 10, the vehicle speed detected by the vehicle speed sensor 12, and the continuously variable transmission 16 of the vehicle 1 The detection signals output from the above-described various sensors and the control signals output from the TCM 18 including the transmission gear ratio and the like are acquired as information related to the driving state.

  Next, in step S2, the PCM 14 sets a target acceleration based on the driving state of the vehicle 1 including the operation of the accelerator pedal acquired in step S1. Specifically, the PCM 14 is an acceleration corresponding to the current vehicle speed and gear ratio out of acceleration characteristic maps (previously created and stored in a memory or the like) defined for various vehicle speeds and various gear ratios. The characteristic map is selected, and the target acceleration corresponding to the current accelerator opening degree is determined with reference to the selected acceleration characteristic map.

  Next, in step S3, the PCM 14 determines a basic target torque of the engine 4 for achieving the target acceleration determined in step S2. In this case, the PCM 14 determines a basic target torque within the range of torque that the engine 4 can output based on the current vehicle speed, gear ratio, road surface slope, road surface μ, and the like.

  Further, in parallel with the processes of steps S2 and S3, in step S4, the PCM 14 executes the torque reduction amount determination process, and generates deceleration in the vehicle 1 based on the value related to the steering angle (steering angle related value). To determine the amount of torque reduction necessary to control the vehicle attitude. In the present embodiment, the case where the steering angle is used as the steering angle related value will be described. Details of the torque reduction amount determination process will be described later.

  Next, in step S5, the PCM 14 determines a final target torque based on the basic target torque determined in step S3 and the torque reduction amount determined in step S4. Specifically, the PCM 14 calculates the final target torque by subtracting the torque reduction amount from the basic target torque.

Next, in step S6, the PCM 14 controls the engine 4 to output the final target torque set in step S5. Specifically, the PCM 14 calculates various state quantities (for example, air charge amount, fuel injection amount, etc.) required to realize the final target torque based on the final target torque set in step S5 and the engine speed. The intake air temperature, the oxygen concentration, etc.) are determined, and the actuators that drive the respective components of the engine 4 are controlled based on the state quantities. In this case, the PCM 14 sets the limit value and the limit range according to the state amount, and executes control by setting the control amount of each actuator such that the state value complies with the limit value and the limit by the limit range.
More specifically, when the engine 4 is a gasoline engine, when the final target torque is determined by subtracting the torque reduction amount from the basic target torque, the PCM 14 retains the ignition timing of the spark plug and the basic target torque as it is. By retarding (retarding) the ignition timing when the final target torque is set, the generated torque of the engine 4 is reduced.
When the engine 4 is a diesel engine and the final target torque is determined by subtracting the torque reduction amount from the basic target torque, the PCM 14 uses the fuel injection amount as the final target torque. The generated torque of the engine 4 is reduced by reducing the amount of fuel injection at that time.
After step S6, the PCM 14 ends the attitude control process.

Next, the torque reduction amount determination process in the embodiment of the present invention will be described in detail with reference to FIGS. 5 to 7.
FIG. 5 is a flowchart of a torque reduction amount determination process according to an embodiment of the present invention, and FIG. 6 is a map showing a relationship between a target additional deceleration and a steering speed according to an embodiment of the present invention 6 is a table defining the relationship between the transmission ratio and the road surface gradient according to the embodiment of the present invention and the correction direction of the torque reduction amount.

When the torque reduction amount determination process is started, in step S21, the PCM 14 determines whether the steering speed (e.g., the change speed of the steering angle calculated from the steering angle acquired in step S1) is equal to or greater than a predetermined value T _S. judge. When the steering speed is equal to or greater than T _S , the steering operation of the steering is performed.
As a result, when the steering speed is equal to or higher than T _S , the process proceeds to step S22, and the PCM 14 sets a target additional deceleration based on the steering speed. The target additional deceleration is a deceleration that should be added to the vehicle in response to the steering operation in order to control the vehicle attitude in accordance with the driver's intention.
Basically, the PCM 14 obtains a target additional deceleration corresponding to the current steering speed, based on the relationship between the target additional deceleration and the steering speed shown in the map of FIG. In FIG. 6, the horizontal axis indicates the steering speed, and the vertical axis indicates the target additional deceleration. As shown in FIG. 6, as the steering speed increases, the target additional deceleration corresponding to the steering speed asymptotically approaches a predetermined upper limit (for example, 0.5 m / s ² ). Specifically, the target additional deceleration increases as the steering speed increases, and the increase rate of the increase decreases.

  Next, in step S23, the PCM 14 determines a torque reduction amount based on the target additional deceleration set in step S22. Specifically, the PCM 14 determines a torque reduction amount required to realize the target additional deceleration by a decrease in the generated torque of the engine 4 based on the current vehicle speed, gear ratio, etc. acquired in step S1. .

  Next, in step S24, the PCM 14 determines the slope of the road surface on which the vehicle 1 is traveling. For example, the PCM 14 specifies the gradient in the traveling direction of the road surface on which the vehicle 1 is traveling, based on a detection value by an acceleration sensor (not shown) provided in the vehicle 1.

  Next, in step S25, the PCM 14 changes the current transmission gear ratio change direction of the continuously variable transmission 16 based on the control signal from the TCM 18 to the continuously variable transmission 16 (specifically, the speed change to the high speed side) Determine either the direction or the slowing direction changing to the low speed side).

Next, in step S26, the PCM 14 corrects the torque reduction amount determined in step S23 based on the road surface gradient determined in step S24 and the change direction of the transmission ratio determined in step S25.
Specifically, as shown in FIG. 7, the PCM 14 corrects the torque reduction amount to decrease when the gear ratio changes in the acceleration direction and the road surface slope is flat. This is because the driving force of the vehicle 1 is reduced when the transmission gear ratio changes in the acceleration direction, and therefore, it is necessary to reduce the reduction amount of the generated torque so that the deceleration does not become excessive. In particular, when the road surface slope is rising, the traveling resistance is larger than the flat road, and the vehicle 1 tends to be decelerated. Therefore, the torque reduction amount is corrected to be smaller than that in the flat road. Further, when the road surface slope is down, the running resistance is smaller than the flat road, and the vehicle 1 is less likely to be decelerated. Therefore, the torque reduction amount is larger than that of the flat road and is larger than the reference value before correction. Correct to be smaller.
On the other hand, when the transmission gear ratio changes in the deceleration direction and the road surface slope is flat, the PCM 14 corrects the torque reduction amount to increase. This is because when the transmission gear ratio changes in the deceleration direction, the driving force of the vehicle 1 is increased, and therefore, it is necessary to increase the amount of reduction of the generated torque so that the deceleration does not run short. When the road slope is uphill, the running resistance is larger than that on a flat road and deceleration of the vehicle 1 is likely to occur, so the torque reduction amount is smaller than on a flat road and larger than the reference value before correction. To correct. Further, when the road surface slope is down, the traveling resistance is smaller than the flat road, and the vehicle 1 is less likely to be decelerated. Therefore, the torque reduction amount is corrected to be larger than that in the flat road.

The correction amount of the torque reduction amount may be a constant value, or may be different according to the change speed of the transmission ratio or the size of the road surface gradient. Further, the torque reduction amount may be corrected by adding or subtracting the correction value to or from the torque reduction amount determined in step S23, or the torque reduction amount may be corrected by multiplying the correction gain.
After step S26, the PCM 14 ends the torque reduction amount determination process and returns to the main routine.

In step S21, when the steering speed is less than T _S , the PCM 14 ends the torque reduction amount determination processing without determining the torque reduction amount, and returns to the main routine. That is, the PCM 14 does not control the vehicle attitude.
Further, the PCM 14 restricts the change of the transmission ratio of the continuously variable transmission 16 by the TCM 18 during the control of the vehicle attitude, and restricts the control of the vehicle attitude during the change of the transmission ratio of the continuously variable transmission 16 by the TCM 18 There is nothing to do. That is, the PCM 14 allows the change of the transmission ratio of the continuously variable transmission 16 by the TCM 18 during control of the vehicle attitude.

  Next, referring to FIG. 8, the operation of the control system for a vehicle according to the embodiment of the present invention will be described. FIG. 8 is a time chart showing a time change of parameters relating to vehicle attitude control and a gear ratio when the vehicle equipped with the control device of the vehicle according to the embodiment of the present invention turns on a flat road. In FIG. 8, (a) is a chart showing the change of the steering angle of the vehicle turning, (b) is a chart showing the change of the target additional deceleration set based on the steering speed, (c) is a torque reduction amount FIG. 7 is a chart showing the change of the torque reduction amount determined by the determination process, and FIG. 7 (d) is a chart showing the change of the transmission ratio of the continuously variable transmission 16.

As shown in the chart (a) of FIG. 8, when the steering angle increases above the steering speed T _S from time t1 to t2, as shown in the chart (b), target addition reduction by the PCM 14 in the torque reduction amount determination processing The speed is set, and as shown in chart (c), the amount of torque reduction required to achieve the target additional deceleration is determined.

Here, as indicated by the broken line in the chart (d), the torque reduction amount when the gear ratio based on the shift map as shown in FIG. 3 is constant from time t1 to t2 is shown by the broken line in the chart (c). Show. On the other hand, as shown by the solid line in chart (d), the torque reduction amount after correction when the transmission gear ratio changes in the acceleration direction from time t1 to t2 is shown by the solid line in chart (c).
When the transmission gear ratio changes in the acceleration direction, the PCM 14 corrects the torque reduction amount to be smaller as compared to the case where the transmission gear ratio is constant, as shown in the chart (c). As a result, when the driving force of the vehicle 1 is reduced because the gear ratio is changed in the acceleration direction, the deceleration of the vehicle 1 is prevented from being excessive by performing correction so that the amount of torque reduction decreases. It is possible to cancel out the influence of the change of the transmission ratio.

  As described above, according to the embodiment of the present invention, the PCM 14 changes the reduction amount of the generated torque of the engine 4 based on the transmission gear ratio changed by the TCM 18, so that the transmission gear ratio of the continuously variable transmission 16 changes. Even if the driving force of the vehicle 1 changes, the reduction amount of the generated torque of the engine 4 can be changed so as to cancel out the influence. Thus, the vehicle attitude can be controlled in accordance with the driver's intention without being affected by the shift control of the continuously variable transmission 16.

<Modification>
Finally, further modifications of the embodiment of the present invention will be described.

  In the embodiment described above, the case where the automatic transmission is the continuously variable transmission 16 has been described, but the invention is similarly applied to a vehicle provided with an automatic transmission having a plurality of shift speeds such as six or eight. It can apply.

  In the embodiment described above, the PCM 14 is described to correct the torque reduction amount based on the road surface gradient and the transmission gear ratio of the continuously variable transmission 16. However, the shift of the continuously variable transmission 16 is not used. The torque reduction amount may be corrected based on only the ratio.

  In the above-described embodiment, the PCM 14 is described to correct the torque reduction amount determined in step S23 based on the road surface gradient and the transmission gear ratio of the continuously variable transmission 16 in step S26. The torque reduction amount may be determined in consideration of the transmission gear ratio of the continuously variable transmission 16.

  In the embodiment described above, an example in which the attitude control of the vehicle is executed using the steering angle of the vehicle 1 as the steering angle related value is shown, but instead of the steering angle, the attitude control is executed based on the yaw rate You may do it. The steering angle, the yaw rate, and the lateral acceleration correspond to an example of the “steering angle related value” in the present invention.

  In the above-described embodiment, the case where the drive source is the engine 4 has been described as an example. However, a motor may be used as the drive source and the generated torque of the motor may be controlled.

1 vehicle 2 front wheel 4 engine 6 steering wheel 8 steering angle sensor 10 accelerator opening sensor 12 vehicle speed sensor 14 PCM
16 Continuously variable transmission 18 TCM
20 torque converter 22 primary pulley 24 secondary pulley 26 V belt 28 auxiliary transmission

In another aspect, the control device of a vehicle according to the present invention includes a drive source, a wheel, a steering wheel operated by a driver, a steering angle detection means for detecting a steering angle corresponding to an operation of the steering wheel, and a drive source. Steering wheel based on a continuously variable transmission provided on a power transmission path between the wheel and the wheel, a transmission means for changing the transmission gear ratio of the continuously variable transmission, and a steering angle detected by a steering angle detection means when turning operation of is determined, a control apparatus for a vehicle and a vehicle attitude control means for controlling the vehicle posture by generating the deceleration of the vehicle due to a decrease in torque generated in the drive source, the vehicle attitude control means, during the control of the vehicle attitude, when the gear ratio of the continuously variable transmission is determined to have been changed by the shift means, the control of the vehicle attitude based on the changed gear ratio Further comprising changing means for changing the amount of reduction in generation torque of the driving source.
In the present invention configured as described above, the changing means changes the reduction amount of the generated torque of the drive source based on the gear ratio of the continuously variable transmission, so that the vehicle is driven by the change of the gear ratio of the continuously variable transmission. Even if the force changes, the reduction amount of the generated torque of the drive source can be changed so as to cancel out the influence. As a result, it is possible to obtain the target deceleration in the control of the vehicle posture without being affected by the shift control of the continuously variable transmission, and it is possible to control the vehicle posture in accordance with the driver's intention.

Claims (6)

Driving source,
With the wheels,
An automatic transmission provided on a power transmission path between the drive source and the wheel;
Transmission means for changing the transmission ratio of the automatic transmission;
Vehicle attitude control means for controlling the attitude of the vehicle by causing the vehicle to decelerate by decreasing the generated torque of the drive source when the steering angle related value related to the steering angle increases;
Control device for a vehicle comprising
It further comprises changing means for changing the amount of reduction of the generated torque of the drive source by the vehicle attitude control means based on the transmission gear ratio of the automatic transmission.
Vehicle control device. The transmission means is capable of changing the transmission gear ratio of the automatic transmission while the vehicle attitude control means controls the vehicle attitude.
2. The control device for a vehicle according to claim 1, wherein the changing unit changes the reduction amount of the generated torque of the drive source by the vehicle posture control unit based on the gear ratio changed by the transmission unit.   3. The changer according to claim 1, wherein the changer changes a reduction amount of the generated torque of the drive source by the vehicle attitude control unit based on a slope of a road surface on which the vehicle is traveling and a transmission gear ratio of the automatic transmission. The control device of a vehicle according to claim 1. Driving source,
With the wheels,
A continuously variable transmission provided on a power transmission path between the drive source and the wheel;
Transmission means for changing the transmission ratio of the continuously variable transmission;
Vehicle attitude control means for controlling the attitude of the vehicle by causing the vehicle to decelerate by decreasing the generated torque of the drive source when the steering angle related value related to the steering angle increases;
Control device for a vehicle comprising
It further comprises changing means for changing the reduction amount of the generated torque of the drive source by the vehicle attitude control means based on the transmission ratio of the continuously variable transmission.
Vehicle control device.   The control device for a vehicle according to any one of claims 1 to 4, wherein the vehicle attitude control means controls the vehicle attitude by causing the vehicle to generate deceleration when a steering operation is performed. .   The control device for a vehicle according to any one of claims 1 to 5, wherein the steering angle related value is a steering angle.

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