JP3451665B2 - Powertrain controls - Google Patents

Description

Detailed Description of the Invention

[0001]

The present invention estimates the required driving force,
The present invention relates to a power train control device that controls a gear ratio and an engine torque of a transmission based on this.

[0002]

2. Description of the Related Art Conventionally, as a power train control device, there is well known one which estimates a required driving force on the basis of the operation contents of an accelerator pedal and controls the throttle opening of an engine based on the required driving force. (For example, Japanese Patent Laid-Open No. 1-271646).

[0003]

Among conventional powertrain control devices, there is one that controls the gear ratio of the automatic transmission in accordance with the operation of the accelerator pedal in addition to the control of the throttle opening as described above. is there.

In such an apparatus, control (for example, lean mixed combustion control or EGR control) that reduces the engine torque is executed while the normal throttle opening control as described above is being executed. Then, the throttle opening is increased to satisfy the required driving force, but if the driving force is not sufficient by itself, the driver further depresses the accelerator pedal, and the automatic transmission automatically shifts accordingly. Will be down. When the automatic transmission is downshifted under a high load as described above, a shock associated therewith is great, which may cause a driver discomfort or adversely affect the strength of the powertrain. Also, since lean mixed combustion is performed with an emphasis on saving fuel consumption,
When the engine torque decreases during such a lean mixed combustion, it is not preferable to shift from the lean mixed combustion region to the high load region where theoretical mixed combustion or rich mixed combustion is performed to satisfy the required driving force.

On the other hand, in such a power train control device, when the accelerator pedal is frequently operated, for example, when traveling on a curved road, the gear ratio of the automatic transmission is frequently changed accordingly. The driver may feel uncomfortable.

In view of such circumstances, it is an object of the present invention to provide a power train control device capable of maintaining smooth running regardless of engine control contents and running environment.

[0007]

As a means for solving the above problems, the present invention provides a required driving force estimating means for estimating a required driving force based on an operating state of an engine, and a required driving force estimating means. Power provided with gear ratio control means for changing the gear ratio of the stepped transmission according to the estimated required driving force and engine torque control means for changing the engine torque according to the required driving force In the train control device, the driving force due to the change of the gear ratio depending on at least one of the engine control condition and the traveling environment condition.
Of control and driving force control by changing engine torque
The gear ratio control means is provided with a means for determining a ratio.
Set the gear ratio of the above stepped transmission according to the effective ratio, and
The engine torque control means is based on the gear ratio control means.
With the gear ratio set by
The engine to achieve the estimated required driving force
The driving force is controlled by changing the torque, and
Exhaust gas recirculation control to reduce engine torque
The driving force is controlled by changing the gear ratio above during normal operation
The gear ratio control means and the engine torque control means are configured to increase the effective control ratio (claim 1).

More specifically, the gear ratio control is performed so that the effective ratio of the driving force control due to the change of the gear ratio is increased when the engine control is performed to reduce the engine torque as compared with the normal operation, as compared with the normal operation. It is preferable to configure the means and the engine torque control means . Engine torque
Exhaust gas recirculation control is one of the engine controls to reduce
Can be mentioned.

Further, at the time of bending road good to constitute the gear ratio control means and the engine torque control means so than running straight enhance the effectiveness ratio of the driving force control by the change of the engine torque (claim 2 ).

Further, in each of the above devices, the engine
Estimated required driving force estimated in the past based on operating conditions
Corrected according to the dispersion of required driving force (claim
3 ) Responding to the contents of driving operation performed after the past driving force control.
By making corrections (claim 4 ), more excellent effects as described later can be obtained.

[0011]

According to the apparatus of the present invention, the effective ratio between the driving force control due to the change of the gear ratio and the driving force control due to the change of the engine torque is appropriately set according to the control condition of the engine and the traveling environment condition. By being changed, control is performed to obtain the estimated required driving force while maintaining smooth driving.

More specifically, at the time of executing engine control for lowering the engine torque as compared with that during normal operation, for example, exhaust gas
When the gas recirculation (hereinafter referred to as EGR) control is executed,
By increasing the effective ratio of the driving force control by the change of the gear ratio as compared with the normal operation, that is, by setting the gear ratio lower than that of the normal operation in advance, the gear in the state where the engine torque is high is increased. Ratio change is avoided in advance.

Further, in the device according to the second aspect, the effective ratio of the driving force control due to the change of the engine torque is increased when traveling on a curved road where the accelerator pedal is frequently operated, as compared to when traveling on a straight road. It is possible to avoid frequent changes in the gear ratio due to operation or the like.

Further, in the apparatus according to claims 3 and 4 , it is necessary.
The required driving force estimated by the driving force estimation means is corrected according to the variance of the required driving force estimated in the past and the content of the driving operation performed by the driver after the past driving force control. Therefore, a driving force closer to the required driving force of is estimated.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described with reference to FIGS.

The engine 10 shown in FIG. 1 is connected to the left and right wheels 12 via a power transmission device including a torque converter 14 and an automatic transmission 16. The engine 10
An air cleaner 19, an air flow meter 20, a throttle valve 21 and the like are provided in the intake passage 18 of the vehicle, and in addition to the air flow meter 20, various detection means such as an accelerator sensor 22, a vehicle speed sensor 24, a brake sensor 26, and an inclinometer 28. A detection signal from the ECU is input to the ECU 30, which is a control device for the power train.

This ECU 30 is a will / environment judging means 3
2, a required driving force estimating means 34, a gear ratio setting means (gear ratio control means) 36, and a throttle opening degree setting means (engine torque control means) 38. The will environment judging means 32 analyzes the contents detected by various detecting means to judge the will and running environment of the driver, and the required driving force estimating means 34 is judged by the will environment judging means 32. The required driving force is estimated based on the driver's will and driving environment. The gear ratio setting means 36 sets a gear ratio suitable for the estimated required driving force, and actually changes the gear ratio of the automatic transmission 16 based on the set gear ratio. Reference numeral 38 sets a throttle opening for obtaining the required driving force under the set gear ratio, and controls the opening / closing of the throttle valve 21 based on the set throttle opening.

Here, the gear ratio setting means 36 and the throttle opening degree setting means 38 are used for the engine 1 as described later.
Depending on the control content of 0 and the driving environment, the weighting of the driving force control by the change of the throttle opening with respect to the driving force control by the change of the gear ratio is changed, that is, the driving force control and the throttle opening by the change of gear ratio are changed. Is configured to change the effective ratio with the driving force control.

Next, the control operation actually performed by the ECU 30 will be described.

This control operation is performed by a will judgment routine (step S1), an environment judgment routine (step S2), a required driving force estimation routine (step S) as shown in FIG.
3), a gear position setting routine (step S4), and a driving force execution routine (step S5).

1) Will determination routine (FIG. 3) In this will determination routine, the determination of the running intention degree HHASHI (step S11) and the determination of the deceleration intention degree HGENSO (step S12) are performed. The driving intention degree HHASHI indicates the degree to which the driver requests acceleration, and is determined based on an analysis of the accelerator pedal depression speed and the like. The degree of deceleration intention HGENSO indicates the degree to which the driver requests deceleration, and is determined based on an analysis of the accelerator pedal return speed, the degree of brake depression, and the like.

2) Environment judgment routine (FIG. 4) In this environment judgment routine, the degree of climbing HTOHAN (step S21), the degree of descending HKOHAN (step S22), the degree of bending HKUKKO (step S23), and Judgment of the degree of congestion HJUTAI (step S24) is performed.

The climbing degree HTOHAN and the descending grade HKOHAN are judged based on the detection result of the inclinometer 28 provided on the vehicle, and the bending degree (the bending degree of the traveling road) HKUKKO is to analyze the operation contents of the steering wheel. It is judged by. Further, the degree of congestion HJUTAI is determined based on the dispersion of the vehicle speed V and the size of the acceleration / deceleration stop interval.

3) Required driving force estimation routine (FIG. 5) In this required driving force estimation routine, first, the basic required driving force KBASE is calculated based on the accelerator opening APS and the vehicle speed V (step S30). This basic required driving force KBAS
E is set as a function fo of the accelerator opening APS and the vehicle speed V. As shown in FIGS. 6 and 7, as the accelerator opening APS is larger and the vehicle speed V is smaller, the basic required driving force KBASE is set. A large value is calculated.

Next, the required driving force KHASH = f ₁ (HHASHI) is calculated on the basis of the degree HHASHI of willingness to drive (step S31). As shown in FIG. 8, the required driving force KHASH is set to a larger value as the running intention degree HHASHI is larger. Similarly, the degree of deceleration will be HGEN
The deceleration required driving force KGENS = f ₂ (HGENSO) is calculated based on SO (step S32), and the deceleration required driving force KGENS is calculated.
Is set to a smaller value as the deceleration intention degree HGENSO is larger, as shown in FIG.

Next, the required climbing driving force KTOHA = f ₃ (HTOHAN) is calculated based on the degree of climbing HTOHAN (step S33). As shown in FIG. 10, the required climbing driving force KTOHA is set to a larger value as the degree of climbing HTOHAN is larger. Similarly, the downhill required driving force KKOHA = f ₄ (HKOHAN) is calculated based on the downhill degree HKOHAN (step S34), and this downhill required driving force KKOHA is, as shown in FIG. The larger the degree HKOHANO is, the smaller the value (negative value) is set.

Next, the required bending driving force KKUKK = f ₅ (HKUKKO) is calculated based on the bending degree HKUKKO (step S35). As shown in FIG. 12, the required bending driving force KKUKK is set to a larger value as the bending degree HKUKKO is larger. In this way, the larger the required degree of bending, the greater the required bending driving force KKUKK is calculated, because the required driving force is estimated to be higher in advance and the gear ratio is lowered in the bending road. This is to avoid frequent switching.

Next, the traffic congestion request driving force KJUTA = f ₆ (HJUTAI) is calculated based on the traffic congestion degree HJUTAI (step S36). As shown in FIG. 13, the congestion demand driving force KJUTA is set to a smaller value (negative value) as the congestion degree HJUTAI is larger. In this way, the greater the degree of traffic congestion, the greater the negative traffic congestion required driving force KJUTA is calculated, which is to reduce the required driving force to reduce the pop-out feeling peculiar to an automatic transmission. This is for sure prevention.

Then, the total sum of the above required driving forces is calculated as the total required driving force KTOTAL (step S37), and the control based on this is executed. In parallel with such control, the total required driving force KTOTAL is calculated. The variance VEK is calculated (step S38), and the required driving force correction amount g ₁ (VEK) is calculated based on this variance VEK to obtain the required driving force correction amount g ₁ (V
EK) is added to the total required driving force KTOTAL to sequentially set the final required driving force KO (step S39).
The required driving force correction amount g ₁ (VEK) is the total required driving force KTO.
The larger the dispersion VEK of TAL is, the more the value is calculated from the actual required driving force, and the calculation is performed to correct it. Therefore, the larger the dispersion VEK, the larger the correction amount of the absolute value is set. To be done. This required driving force correction amount g
₁ positive and negative (VEK) is determined by analyzing the depression tendency of the accelerator pedal, positive required driving force correction amount g ₁ (VE
When setting K), as shown in FIG.
The larger the EK is, the larger the required driving force correction amount g ₁ (VEK) is calculated, and when the negative required driving force correction amount g ₁ (VEK) is set, the larger the distributed VEK is, as shown in FIG. Small (that is, large absolute value) required driving force correction amount g
₁ (VEK) is calculated.

4) Gear Ratio Setting Routine In this routine, first, each gear ratio (here, first speed, 2
Driving force KG10, KG20, KG3 that can be realized in 3rd, 4th, and 3rd
0 and KG40 are calculated according to the vehicle speed V (step S4)
0). Then, the weighting coefficient KEITE for setting the effective ratio between the driving force control by the change of the gear ratio and the driving force control by the change of the engine torque is set (step S).
41).

A routine for this setting is shown in FIG. Here, the control is performed such that the engine torque is reduced as compared with the normal operation, that is, the lean mixed combustion control and the heavy E control.
When the GR control is executed, the gear ratio is set lower than in other cases to increase the degree of driving force increase by this gear ratio setting, and conversely, the weighting of the driving force control by the change of the engine torque is lightened. Is done.

Specifically, as shown in FIG. 18, when neither the lean mixed combustion control nor the heavy EGR control is executed (NO in step S60 and N in step S61).
O) When 4 is set as the weighting rank KTE (step S62) and only the heavy EGR control is executed (YES in step S60 and N in step S61).
O), 3 is set as the weighting rank KTE (step S63), and only the lean mixed combustion control is executed (YES in step S60 and N in step S64).
O), 2 is set as the weighting rank KTE (step S63), and both the lean mixed combustion control and the heavy EGR control are executed (YES in step S60 and YES in step S61), the weighting rank KTE. Is set to 1 (step S62).

Then, a weighting coefficient KEITE = g ₂ (KTE) corresponding to each weighting rank KTE is set (step S67). As shown in FIG. 18, this weighting coefficient KEITE is set such that the smaller the weighting rank KTE, that is, the more the engine torque reduction control is executed, the smaller the weighting coefficient KEITE is set.

Then, returning to FIG. 16, the maximum control driving force KG1, KG2 corresponding to each gear ratio is obtained by multiplying the achievable driving force KG10, KG20, KG30, KG40 at each gear ratio by the weighting coefficient KEITE. If the final required driving force KO estimated by the required driving force estimation routine is less than the maximum control driving force KG4 of the fourth speed (YES in step S43), the gear ratio is calculated as KG3, KG4 (step S42). Four
When the speed is set (step S44) and the final required driving force KO is equal to or higher than the maximum control driving force KG4 for the fourth speed and lower than the maximum control driving force KG3 for the third speed (NO in step S43 and YES in step S45). , 3rd speed is set as the gear ratio (step S46), and if the final required driving force KO is greater than or equal to the maximum control driving force KG3 for the 3rd speed and less than the maximum control driving force KG2 for the 2nd speed (in steps S43 and S45). If NO and YES in step S47), the second speed is set as the gear ratio (step S48), and if the final required driving force KO is equal to or greater than the maximum control driving force KG2 of the second speed (steps S43, S).
45, NO in S47), and the first speed is set as the gear ratio (step S49). Therefore, even if the same required driving force is estimated, a lower gear ratio is set as the weighting coefficient KEITE is smaller.

5) Driving Force Execution Routine In this routine, a drive signal is output to the automatic transmission 14 so that the gear ratio set in the gear ratio setting routine is obtained, and at the set gear ratio, The throttle opening for realizing the final required driving force KO is calculated, and the throttle valve 21 is controlled to open and close so as to obtain this throttle opening.

According to such an apparatus, when the lean mixed combustion control or the heavy EGR control is executed, the gear ratio is set to a low value in advance, and a sufficient driving force is mainly secured by the gear ratio setting. Since various controls are performed, even if the engine torque is reduced by the above control and the accelerator pedal is depressed, it is possible to prevent the gear ratio from being lowered under the high load condition (that is, the condition where the throttle opening is large) as in the past. It is possible to prevent the shock caused by this.
In particular, when the lean gear ratio is set to a low value during driving of the lean mixed combustion control to secure the driving force, the normal theoretical mixture ratio combustion or rich mixed combustion is automatically performed from the lean mixed combustion region due to insufficient torque. There is also an advantage that it is possible to avoid the situation of shifting to the load region and prevent deterioration of fuel consumption.

Further, in this embodiment, the variance VEC of the past required driving force estimation values is obtained, and the larger the variance is, the larger the correction is made to the current estimated required driving force. Values close to force can be estimated.

Next, a second embodiment will be described with reference to FIGS. In this embodiment, in the weighting routine S41 shown in FIG. 16, the weighting coefficient KEITE is determined on the basis of the bending degree KKUKK obtained in the environment determining routine.

Specifically, the weighting coefficient KEITE is compared with a preset reference value KKUKKO (step S6).
1 '), if the former is less than the latter, the weighting factor KE
The basic weighting coefficient KEITEB is set as ITE (step S62 '), while if the former exceeds the latter,
Weighting coefficient KEITE = g ₂ (KKUK
K) is set (step S63 '). As the weighting coefficient KEITE, as shown in FIG. 20, the bending degree KKU
The larger KK is, the larger the value is set. Therefore, the larger the degree of bending is, the larger the weighting of the driving force control by the engine torque is set.

According to such a device, especially on a curved road where the accelerator pedal is frequently operated, the driving force is controlled mainly by increasing / decreasing the engine torque, so that the gear ratio is changed in accordance with the operation of the accelerator pedal. It is possible to avoid a situation where the gear ratio is changed frequently, and it is possible to suppress the shock caused by the gear ratio change as much as possible.

Next, a third embodiment will be described. In this embodiment, instead of step S38 in FIG.
A driving force correction routine as shown in is executed.

In this routine, the total required driving force KTOTAL
Of the change amount DKTOTAL of
KINT1 is obtained (steps S70, S71), and similarly, the short-time integrated value DKINT2 is also obtained (steps S70, 72). Long-term time integration value DKINT1
Is for learning by grasping the suitability of the required driving force estimation value with respect to the driving tendency of the driver for a long period of time, and the short-term time integration value DKINT2 is a temporary or mood of the driver. This is for learning driving operation.

If the long-term time integral value DKINT1 is equal to or greater than the preset reference value HINT1 (NO in step S73), the value f ₁₁ corresponding to the time integral value DKINT1 as the first correction amount KHOSEI1. (DKINT1) is set (step S74), and when the long-term time integral value DKINT1 is less than the reference value HINT1 (step S73).
YES), the first correction amount KHOSEI1 is set to 0 (step S75). Similarly, the short-term time integration value DKIN
When T2 is equal to or greater than the preset reference value HINT2 (NO in step S76), the value f ₁₂ (DKINT2) corresponding to the time integration value DKINT2 is set as the second correction amount KHOSEI2 (step S77), Short-term time integration value DK
If INT2 is less than the reference value HINT2 (YES in step S76), the second correction amount KHOSEI2 is set to 0 (step S78).

The first correction amount KHOSEI1 and the second correction amount
The sum of the correction amounts KHOSEI2 is calculated as the final correction amount KHOSEI (step S79), and this final correction amount KHOSEI is shown in FIG.
The required driving force is corrected by being added to the total required driving force KTOTAL shown in.

According to such a device, it is possible to estimate the required driving force that is closer to the actual value, in consideration of the driver's operation tendency.

In the above embodiment, the throttle opening control is performed as the engine torque control, but the ignition timing control and the fuel injection control may be performed in addition to this.

[0047]

As described above, according to the present invention, the effective ratio of the driving force control due to the change of the gear ratio and the driving force control due to the change of the engine torque is appropriately set according to the control condition of the engine and the traveling environment condition. Since this is changed, there is an effect that the required driving force can be satisfied while maintaining smooth operation.

More specifically, at the time of executing the engine control for lowering the engine torque as compared with the normal operation, for example, EG
When the R control is executed, the effective ratio of the driving force control due to the change of the gear ratio is increased as compared with that in the normal operation, that is, the gear ratio is set in advance to be lower than that in the normal operation. There is an effect that it is possible to prevent the gear ratio from being changed in the state where the torque is increased, and to prevent the shock caused by the change of the gear ratio.

[0049]

Further, in the device according to the second aspect , the effective ratio of the driving force control due to the change of the engine torque is increased when traveling on a curved road where the accelerator pedal is frequently operated, compared to when traveling on a straight road. There is an effect that it is possible to prevent the gear ratio from being frequently changed due to the operation of the accelerator pedal, and to avoid a shock due to the gear ratio change.

[0051] Further, in the apparatus according to claim 3, 4, wherein the variance and the estimated driving force demand in the past, according to the driving operations performed by the driver after the last of the driving force control, the request
To correct the required driving force estimated by the driving force estimation means
Therefore, there is an effect that a driving force closer to the actual required driving force can be estimated and more appropriate power train control can be executed.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a power train control device according to a first embodiment of the present invention.

FIG. 2 is a flowchart showing each routine executed in the control device.

FIG. 3 is a flowchart showing an intention determination routine executed in the control device.

FIG. 4 is a flowchart showing an environment determination routine executed in the control device.

FIG. 5 is a flowchart showing a required driving force estimation routine executed in the control device.

FIG. 6 is a graph showing the relationship between the basic required driving force calculated in the required driving force estimation routine and the accelerator opening.

FIG. 7 is a graph showing a relationship between a basic required driving force calculated in the required driving force estimation routine and a vehicle speed.

FIG. 8 is a graph showing the relationship between the required driving force required for driving and the degree of willingness to drive calculated in the required driving force estimation routine.

FIG. 9 is a graph showing the relationship between the deceleration request driving force calculated in the request driving force estimation routine and the deceleration intention.

FIG. 10 is a graph showing the relationship between the climbing demand driving force calculated in the demand driving force estimation routine and the grade climbing degree.

FIG. 11 is a graph showing a relationship between a downhill required driving force and a downhill degree calculated in the required driving force estimation routine.

FIG. 12 is a graph showing a relationship between a required bending driving force and a degree of bending calculated in the required driving force estimation routine.

FIG. 13 is a graph showing the relationship between the traffic congestion request driving force calculated in the above demand driving force estimation routine and the degree of traffic congestion.

FIG. 14 is a graph showing the relationship between the total required driving force distribution calculated in the required driving force estimation routine and the driving force correction value.

FIG. 15 is a graph showing the relationship between the total required driving force distribution calculated in the required driving force estimation routine and the driving force correction value.

FIG. 16 is a flowchart showing a gear ratio setting routine executed in the control device.

FIG. 17 is a flowchart showing an engine torque weighting routine in the gear ratio setting routine.

FIG. 18 is a graph showing a relationship between a weighting coefficient and a weighting rank set in the engine torque weighting routine.

FIG. 19 is a flowchart showing an engine torque weighting routine executed in the second embodiment.

FIG. 20 is a graph showing a relationship between a weighting coefficient set in the engine torque weighting routine and a bending degree.

FIG. 21 is a flowchart showing a driving force correction routine executed in the third embodiment.

[Explanation of symbols]

10 engine 16 automatic transmission 22 accelerator sensor 24 vehicle speed sensor 26 brake sensor 28 inclinometer 30 ECU 32 intention / environment determination means 34 required driving force estimation means 36 gear ratio setting means (gear ratio control means) 38 throttle opening setting means ( Engine torque control means)

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification symbol FI F02D 41/04 305 F02D 41/04 305C 310 310C 45/00 326 45/00 326 372 372Z (56) Reference JP-A-5- 85228 (JP, A) JP 5-139188 (JP, A) JP 62-165053 (JP, A) JP 2-241845 (JP, A) JP 4-143128 (JP, A) JP-A-2-249727 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) F02D 29/00-29/06 F02D 41/00-45/00 B60K 41/00-41 / 28

Claims (4)

(57) [Claims] 1. A required driving force estimating means for estimating a required driving force based on an operating state of an engine, and a gear ratio of a stepped transmission is changed according to the required driving force estimated by the required driving force estimating means. In a power train control device comprising a gear ratio control means for controlling the engine torque and an engine torque control means for varying the engine torque according to the required driving force, the power train control apparatus responds to at least one of an engine control condition and a traveling environment condition. Drive force control by changing the gear ratio
Determine the effective ratio with the driving force control by changing the gin torque
Means for adjusting the effective ratio to the effective ratio.
Set the gear ratio of the stepped transmission according to
The torque control means is set by the gear ratio control means.
The estimated gear ratio was estimated by the required driving force estimation means.
To achieve the required driving force, change the engine torque above.
Drive force control by changing the engine
When the exhaust gas recirculation control that reduces the
Effective ratio of driving force control due to the change of gear ratio above than during rotation
A power train control device, characterized in that the gear ratio control means and the engine torque control means are configured so as to increase the ratio. 2. A demand drive based on the operating state of the engine.
The required driving force estimation means for estimating the force and the required driving force estimation
According to the required driving force estimated by the control means.
Gear ratio control means for changing the ratio and the required driving force
Engine torque control that changes the engine torque according to
And a power train control device including
At least one of engine control conditions and driving environment conditions
Driving force control and engine
Determine the effective ratio with the driving force control by changing the gin torque
Means for adjusting the effective ratio to the effective ratio.
Set the gear ratio of the stepped transmission according to
The torque control means is set by the gear ratio control means.
The estimated gear ratio was estimated by the required driving force estimation means.
To achieve the required driving force, change the engine torque above.
The gear ratio control means and the engine torque control means are configured to increase the effective ratio of the driving force control by the change of the engine torque when traveling on a curved road as compared to when the vehicle travels on a straight line. Power train control device. 3. A control device for a power train according to any one of claims 1-2, the required driving force estimating means
Is the required drive estimated based on the operating condition of the engine.
Powertrain control system, characterized by correcting the force to the dispersion of the estimated driving force demand in the past. 4. A control device for a power train according to any one of claims 1-2, the required driving force estimating means
Is the required drive estimated based on the operating condition of the engine.
A powertrain control device, which corrects force according to the content of a driving operation performed after past driving force control.