JP3509558B2 - Vehicle driving force control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving force control device for determining a required axle drive torque of a vehicle equipped with a continuously variable transmission as a combination of an engine output torque and a continuously variable transmission ratio, and more particularly, The present invention relates to a vehicle driving force control device that avoids fluctuations in an engine output control amount during transmission of high torque.

[0002]

2. Description of the Related Art In a continuously variable transmission represented by a V-belt type continuously variable transmission and a toroidal type continuously variable transmission, a target gear ratio is generally obtained from an engine required load and a vehicle speed. Shift control is performed so that the target gear ratio is achieved. Therefore, at the time of acceleration when the driver depresses the accelerator pedal to increase the engine load demand, the target gear ratio is changed to a higher gear ratio (lower gear ratio), and the continuously variable transmission is changed to the larger target. The gear ratio is downshifted to the gear ratio, and conversely, during low load operation in which the driver releases the accelerator pedal to reduce the required engine load, the target gear ratio is changed to a smaller gear ratio (higher gear ratio). The continuously variable transmission is upshifted to the reduced target gear ratio.

On the other hand, as a technique for obtaining a required driving force of a vehicle, conventionally, for example, as disclosed in Japanese Patent Laid-Open No. 7-172217, a required driving force to be transmitted to a wheel from a vehicle speed and an accelerator pedal depression amount. There is something to ask for.

By the way, it is not possible to accurately realize the required driving force obtained by the technique according to the above-mentioned literature only by the shift control of the above-mentioned general continuously variable transmission.
In any case, it is impossible to realize, for example, the obtained required driving force in such a manner that the fuel consumption of the engine is minimized, only by the shift control of the continuously variable transmission.

Therefore, conventionally, for example, JP-A-62-1105.
As described in Japanese Patent Laid-Open No. 36, a driving force control technique has been proposed in which gear change control and engine output control as shown in FIG. 6 can be performed in an integrated manner.

In FIG. 6, a block A is a vehicle speed VSP and an accelerator pedal depression amount (accelerator operation amount) AP.
The required drive torque T _o ^* is obtained from S, and the block B obtains the optimum fuel consumption target gear ratio that achieves the required drive torque T _o ^* with the minimum fuel consumption from the required drive torque T _o ^* and the vehicle speed VSP, and continuously variable transmission is performed. Contributes to machine speed change control. Further, a block C obtains a target engine torque from the required drive torque T _o ^* and a gear ratio, and a block D obtains a target throttle opening degree for realizing the target engine torque from the target engine torque and the engine rotation speed to obtain the target engine torque. Contributes to output control.

[0007]

By the way, the throttle
Opening TVO and engine output torque T_eRelationship with
As shown in FIG. 5, under any engine speed,
In the high engine output torque range, in other torque ranges
Engine output torque T_eThrottle opening for
The rate of change in TVO is large. Because of this
In the output torque range, the
The amount of change in the throttle opening TVO
Required drive torque T_o ^*And target engine from gear ratio
Block D caused by calculation error when calculating torque
Fluctuation of target throttle opening (engine output control amount)
Volume is higher in the engine output torque range than in other low torque ranges
growing.

Therefore, in the high engine output torque range, the inaccuracy of the target throttle opening due to the above-mentioned calculation error causes an unnecessary fluctuation of the engine output control amount, and, for example, increases in the power supplied to the engine output control device. Therefore, there is a concern that the fuel consumption may increase.

According to a first aspect of the present invention, in a high engine output torque range in which a variation amount of a target throttle opening (engine output control amount) caused by a calculation error when obtaining a target engine output torque becomes large. The target engine output torque is obtained from the accelerator pedal depression amount, not from the required axle drive torque, so that it is not affected by the calculation error of the target engine output torque, thereby eliminating the above-mentioned problem.

[0010] The first invention in addition, attempts to propose an optimum setting torque to be used when deciding the high engine output torque range affected by the calculation error of the target engine output torque becomes a problem as the previous SL It does .

[0011] As the second invention described in claim 2 is the determination of the high engine output torque range affected by the calculation error of the target engine output torque is an issue, it is carried out accurately even under any engine speed The purpose is to

A third invention of claim 3 is intended to propose a useful engine output control in a gasoline engine.

[0013] The fourth invention of claim 4 is di - aims to propose a useful engine output control in diesel engines.

[0014] The fifth invention of claim 5 is used in a low engine output torque region affected by the calculation error of the target engine output torque is not a problem, the first target engine output torque corresponding to the required axle drive torque The purpose is to make it easy to obtain.

[0015] The sixth invention of claim 6 is used in a high engine output torque region affected by the calculation error of the target engine output torque becomes a problem, the second target engine output torque corresponding to the accelerator pedal operation amount The purpose is to make it easy to obtain.

[0016] The seventh invention according to claim 7, switching between the first and second target engine output torque is performed smoothly, so the shock due to the torque step during the switching is not be generated The purpose is to do.

[0017]

For these purposes, a vehicle driving force control apparatus according to the first aspect of the present invention firstly provides an engine in which the output torque can be arbitrarily changed by factors other than the accelerator pedal operation, and a continuously variable transmission. A vehicle equipped with a power train that will be combined with the aircraft is the basic premise of the essential configuration.
It

The first invention is equipped with the above power train.
In this vehicle, the required axle drive torque is obtained from the accelerator pedal operation amount and the vehicle speed, and the continuously variable transmission is shift-controlled so as to obtain the target gear ratio calculated based on the required axle drive torque and the vehicle speed. A first target engine output torque corresponding to the drive torque, and
The second target engine output torque corresponding to the accelerator pedal operation amount is obtained, and the first target engine output torque is calculated.
Of the engine output control amount due to the output torque calculation error
Engines that suffer from a decrease in driving force control accuracy due to fluctuations
The set torque set corresponding to the lower limit of the output torque range.
And the first target engine output torque,
When the first target engine output torque is less than the set torque, the first target engine output torque is generated. However, when the first target engine output torque is equal to or more than the set torque, the second target engine output torque is set to the second target engine output torque. It is characterized in that the engine is output-controlled so as to generate a target engine output torque.

The vehicle driving force control apparatus according to the second invention is
Oite to the first shot bright, it is characterized in that the set torque is made different according to the engine speed.

The vehicle driving force control apparatus according to the third invention is
In the first invention or the second invention , the output control of the engine is realized by operating a throttle opening.

A vehicle driving force control apparatus according to the fourth invention is
In the first invention or the second invention , the output control of the engine is realized by operating a fuel injection amount.

A vehicle driving force control apparatus according to the fifth invention is
In any one of the first to fourth inventions, the first target engine output torque is the required axle drive torque, the gear ratio of the continuously variable transmission, and the power connection / disconnection means between the engine and the continuously variable transmission. It is characterized in that it is configured to calculate from the torque ratio of.

A vehicle driving force control apparatus according to a sixth aspect of the present invention is
In any one of the first to fifth inventions, the second target engine output torque is configured to be calculated from the accelerator pedal operation amount and the engine speed.

A driving force control device for a vehicle according to the seventh invention is
In any one of the first to sixth inventions, it is configured such that switching between the first target engine output torque and the second target engine output torque is performed smoothly over a predetermined time. To do.

[0025]

The output torque of the engine can be arbitrarily changed by factors other than accelerator pedal operation.
The output from the engine capable of such torque control is changed by the continuously variable transmission and becomes the output of the power train. By the way, in the first aspect of the invention, the required axle drive torque is determined from the accelerator pedal operation amount and the vehicle speed, and the continuously variable transmission is shift-controlled so that the target gear ratio is calculated based on the required axle drive torque and the vehicle speed. Furthermore, the first target engine output torque corresponding to the required axle drive torque, and Ru obtains a second target engine output torque corresponding to the accelerator pedal operation amount, respectively. In addition, the first
Engine caused by calculation error of target engine output torque
There is a problem that the driving force control accuracy decreases due to the fluctuation of the output control amount.
Set according to the lower limit of the engine output torque range
Set torque and the first target engine output torque
In contrast, in the low engine output torque range where the first target engine output torque is less than the set torque, the output control of the engine is performed so as to generate the first target engine output torque.
By the engine output control and the shift control, the engine and the continuously variable transmission can be integrally controlled in the low engine output torque range so that the required axle drive torque is realized, for example, with the best fuel economy.

On the other hand, in the high engine output torque region where the first target engine output torque is equal to or higher than the above set torque,
The output control of the engine is performed so as to generate the second target engine output torque corresponding to the accelerator pedal operation amount instead of the required axle drive torque. Therefore, high engine output torque range accuracy of the integrated control by the calculation error of the first target engine output torque because the rate of change of the engine output control amount was large decreases against the engine output torque as described above per 5 in the next to the engine so that the engine output torque corresponding to the accelerator pedal depression amount is output controlled, the foregoing is without calculation error of the first target engine output torque affects the engine output control The problem can be resolved.

[0027] The further upper Symbol set torque in the first invention
As described in detail above, since the fluctuation of the engine output control amount caused by the calculation error of the first target engine output torque corresponding to the required axle drive torque is made to correspond to the lower limit value of the engine output torque range which becomes a problem, first setting torque effects of calculation errors of the target engine output torque is used when deciding the torque regions in question in as described above becomes optimal, for-obtained to correct the determination work <br/> described above The effect can be made more remarkable.

In the second aspect of the present invention, since the set torque is made different according to the engine speed, the determination of the high engine output torque range where the influence of the calculation error of the first target engine output torque becomes a problem as described above. It is possible to accurately perform the operation under any engine speed, and the effect of the first invention described above can be made more remarkable.

In the third aspect of the present invention, the output control of the engine is realized by the operation of the throttle opening, so that the driving force control device can be useful for a vehicle equipped with a gasoline engine.

In the fourth aspect of the present invention, since the output control of the engine is realized by the operation of the fuel injection amount, it can be a driving force control device useful for a vehicle equipped with a diesel engine.

In the fifth aspect of the invention, the first target engine output torque is the required axle drive torque, the gear ratio of the continuously variable transmission, and the torque ratio of the power connecting / disconnecting means between the engine and the continuously variable transmission. Therefore, it is possible to easily obtain the first target engine output torque corresponding to the required axle drive torque, which is used in the low engine output torque range in which the influence of the calculation error of the first target engine output torque does not pose a problem. it can.

In the sixth aspect of the present invention, since the second target engine output torque is calculated from the accelerator pedal operation amount and the engine speed, the problem of the calculation error of the first target engine output torque is a problem. It is possible to easily obtain the second target engine output torque corresponding to the accelerator pedal operation amount used in the high engine output torque range.

According to the seventh aspect of the present invention, the switching between the first target engine output torque and the second target engine output torque is smoothly performed over a predetermined time. Switching between torques can be smoothly performed, and it is possible to prevent a shock due to a torque step from occurring during the switching.

[0034]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a power train of a vehicle equipped with a driving force control device according to an embodiment of the present invention and its control system. The power train is an engine 1
And continuously variable transmission 2. Although the engine 1 is a gasoline engine, it is not linked to the accelerator pedal 3 operated by the driver, but is disconnected from the accelerator pedal 3 so that the motor 4 electronically controls the opening degree.
The throttle valve 5 is provided by setting the motor 4 to the rotation position corresponding to the target throttle opening (TVO ^* ) command.
Is set to the target throttle opening TVO ^* , and the output of the engine 1 can be controlled by factors other than the accelerator pedal operation.

The continuously variable transmission 2 is a well-known V-belt type continuously variable transmission, in which a primary pulley 7 drivingly connected to an output shaft of the engine 1 through a torque converter 6 as a power connecting / disconnecting means and aligned therewith. The arranged secondary pulley 8 and
It comprises a V-belt 9 which is stretched between these two pulleys.
Then, the differential gear device 11 is drivingly connected to the secondary pulley 8 via the final drive gear set 10, and the wheels (not shown) are rotationally driven by these.

In order to change the speed of the continuously variable transmission 2, one of the flanges forming the V-grooves of the primary pulley 7 and the secondary pulley 8 has one movable flange relatively close to the other fixed flange. To reduce the width of the V-groove and widen the width of the V-groove so that the movable flanges have both the primary pulley pressure P _pri and the secondary pulley pressure from the hydraulic actuator 12 responsive to the target gear ratio (i ^* ) command. By displacing the continuously variable transmission 2 to a position corresponding to P _sec , the continuously variable transmission 2 can be continuously variable so that the actual gear ratio matches the target gear ratio i ^* .

The target throttle opening TVO ^* and the target gear ratio i ^* are calculated by the controller 13, respectively. Because of this, the controller 13
Depressed position of accelerator pedal 3 (accelerator operation amount) A
A signal from the accelerator operation amount sensor 14 that detects PS and a crank angle sensor 1 that detects the engine speed N _e
5, a signal from a throttle opening sensor 16 that detects the throttle opening TVO, and a signal from a transmission input rotation sensor 17 that detects a transmission input rotation speed N _i that is the rotation speed of the primary pulley 7. When inputs a signal from the transmission output rotation sensor 18 for detecting the rotational speed of the transmission output speed N _o of the secondary pulley 8, a signal from a speed sensor 19 for detecting a vehicle speed VSP, respectively.

Based on these input information, the controller 13 performs the shift control of the continuously variable transmission 2 and the throttle opening (output) control of the engine 1 as follows, as shown in the functional block diagram of FIG. Thus, the driving force control of the vehicle, which is the object of the present invention, is executed. FIG. 2 includes a target gear ratio calculation block 30 for the continuously variable transmission 2 and a target engine output torque calculation block 40 for the engine 1.

First, the target gear ratio calculation block 30 will be described. In the required axle drive torque calculation unit 31, the sensor 14 is used.
Accelerator operation amount APS detected by sensor and sensor 19
On the basis of the vehicle speed VSP detected by
The required minimum required axle drive torque T _o ^* according to the driving state and running conditions of the vehicle is searched by the method described in Japanese Patent Laid-Open No. 172217. The target speed ratio calculating unit 32, from the required axle drive torque T _o ^* and the vehicle speed VSP,
For example under the current vehicle speed VSP request transaxle torque T _o
The target transmission input speed N _i ^* for generating ^* with the minimum fuel consumption is searched on the map, and this target transmission input speed N _{i is} searched.
^{Using *} and the transmission output speed N _o detected by the sensor 18, the target speed ratio i ^* is calculated by the calculation of i ^* = N _i ^* / N _o .

This target gear ratio i ^* is the same as that of the continuously variable transmission 2 shown in FIG.
Output to the hydraulic actuator 12 shown in FIG. 2 to control the shift of the continuously variable transmission so as to attain the target speed ratio i ^* , that is, the input speed of the transmission becomes the target value N _i ^* .

Next, the target engine output torque calculation block 40 will be described. In the speed ratio calculation unit 41, the sensor 1
From the engine speed N _e (input speed of the torque converter 6) and the transmission input speed N _i (output speed of the torque converter 6) respectively detected at 5 and 17, the speed ratio e of the torque converter 6 is e = N. _i / N _e is calculated, and the torque ratio calculation unit 42 calculates the torque ratio t of the torque converter 6 from the speed ratio e based on the map corresponding to the performance diagram of the torque converter 6 as illustrated in FIG. Search and ask. When the power connecting / disconnecting means between the engine 1 and the continuously variable transmission 2 is not the torque converter 6 but a clutch,
The relationship between the speed ratio e and the torque ratio t is as illustrated in FIG. 3B, and the torque ratio t is searched based on the map corresponding to this.

The gear ratio calculation unit 43 outputs the output of the continuously variable transmission 2.
Power rotation speed N_oInput speed N for _iThe gear ratio, which is the ratio of
i is i = N_i/ N_oIt is calculated by the calculation of. Divider 4
4, 45 constitute a first target engine output torque calculation section
And the required axle drive torque T described above._o ^*Sequentially
The required vehicle is divided by the ratio r and the gear ratio i.
Axial drive torque T_o ^*First target engine power for
Luk T_e1 ^*Calculate the second target engine output torque
The part 46 is for accelerator operation amount APS and engine speed.
N_eFrom the second target corresponding to the accelerator operation amount APS
Engine output torque T_e2 ^*Search the map.

When the first target engine output torque T _e1 ^* is less than the set torque T _eS , the target engine output torque selecting section 47 sets the first target engine output torque T _e1 ^* to the target engine output torque T _e ^*. When the first target engine output torque T _e1 ^* is greater than or equal to the set torque T _eS , the second target engine output torque T _e2 ^* is output as the target engine output torque T _e ^* .

As shown in FIG. 5, the set torque T _eS differs depending on the engine speed N _e , but the rate of change of the throttle opening TVO (engine output control amount) with respect to the engine output torque T _e is large. Boundary between a high engine output torque range in which the amount of fluctuation of the throttle opening TVO (engine output control amount) due to a calculation error of the first target engine output torque T _e1 ^* becomes large, and a low engine output torque range other than that Corresponds to the torque value on the line.

By the way, the torque value on the boundary line is shown in FIG.
As shown by T _eS1 , T _eS2 , and T _eS3 , it _depends on the engine speed N _e , which causes the set torque T _eS to differ depending on the engine speed N _e as illustrated in FIG. Note that T _eo in FIG. 4 is the throttle opening TV
The engine output torque when O is fully opened is shown for reference. The set torque calculation unit 48 of FIG. 2 searches the set torque T _eS from the engine speed N _e on the basis of the map corresponding to the set torque T _eS illustrated in FIG. To contribute to the selection of the target engine output torque.

Determined by the target engine output torque selection unit 47
Target engine output torque T_e ^*Is the target throttle
It is input to the opening degree calculation unit 49, and this calculation unit 49 is shown in FIG.
Based on the map corresponding to the characteristic diagram of the engine shown,
Target engine output torque T_e ^*And engine speed N
_eTo target engine output torque T_e ^*To generate
Target throttle opening TVO^*(Engine output control amount)
In order to obtain the value, input this to the motor 4 of the engine 1 shown in FIG.
Order the throttle valve 5 to the target throttle opening TVO
^*Output of the engine 1 by controlling the opening so that
Take control.

By the way, in the present embodiment, the access
The required axle drive from the pedal operation amount APS and the vehicle speed VSP
Dynamic torque T_o ^*And the required axle drive torque T_o ^*
And the target gear ratio i calculated based on the vehicle speed VSP^*Becomes
Control the continuously variable transmission 2 so that the first target error
Engine output torque T_e1 ^*Is the set torque T_eSWhen is less than
The required axle drive torque T_o ^*First goal corresponding to
Engine output torque T_e1 ^*Engine 1 to generate
Output control (throttle opening control).
The engine 1 and
Set the continuously variable transmission 2 to the required axle drive torque T_o ^*For example before
As mentioned above, integrated control is required to achieve the lowest fuel consumption.
You can

On the other hand, the first target engine output torque T _e1
^{If *} is equal to or greater than the set torque T _eS , the engine 1 is output-controlled (throttle) so as to generate the second target engine output torque T _e2 ^* corresponding to the accelerator pedal operation amount APS instead of the required axle drive torque T _o ^*. (Opening degree control).
Therefore, the engine output control amount (throttle opening control amount) associated with the calculation error of the first target engine output torque T _e1 ^*
In the high torque range in which the fluctuation range of A becomes large, the engine output is controlled so that the engine output torque corresponds to the accelerator pedal depression amount APS, and the first target engine output torque T _e1 in this high torque range.
It is not affected by the calculation error of ^* , the fluctuation of the engine output control amount becomes large in the high torque range, and the fuel consumption amount increases due to the increase of the power supply to the engine output control device. The problem of can be solved.

In the present embodiment, the set target torque T _eS has a large change rate of the throttle opening TVO (engine output control amount) with respect to the engine output torque T _e as described above, and the first target engine output torque T _e . _Because it corresponds to the torque value on the boundary line between the high engine output torque range where the fluctuation amount of the throttle opening TVO (engine output control amount) due to the calculation error of _e1 ^* becomes large and the other low engine output torque range. Also, because the set torque T _eS is made different according to the engine speed N _e , the determination of the high torque range affected by the calculation error of the first target engine output torque T _e1 ^* can be reliably performed, and further,
It can be accurately performed at any engine speed N _e , and the above-mentioned effects can be made more remarkable.

Further, the illustrated embodiment in which the output control of the engine is realized by operating the throttle opening TVO is useful when the engine 1 is a gasoline engine as described above, but in the case of a diesel engine, Since the output torque is proportional to the fuel injection amount, the throttle opening T
It is advantageous to control the output of the engine by operating the fuel injection amount instead of VO.

Although not shown, the target engine output torque selection unit 47 sets the target engine output torque T _e ^* between the first target engine output torque T _e1 ^* and the second target engine output torque T _e2 ^*. At the time of switching by, it is advantageous to make the switching smooth by the following. That is, the target engine output torque selection unit 47 responds to the decrease in the first target engine output torque T _e1 ^* from the value equal to or greater than the set torque T _{eS to} the value less than the set torque T _eS .
The target engine output torque T _e ^* is changed from the second target engine output torque T _e2 ^* to the first target engine output torque T _e1.
^When switching to ^* , the target engine output torque T _e ^* is determined in time series by T _e ^* = (1-K) · T _e2 ^* + K · T _e1 ^* , and conversely, the first target engine output Torque T
_In response to the increase of _e1 ^* from the value less than the set torque T _eS to the above value, the target engine output torque selection unit 47 sets the target engine output torque T _e ^* from the first target engine output torque T _e1 ^*. Second target engine output torque T _e2 ^*
When switching to, the target engine output torque T _e ^* is determined in time series by T _e ^* = (1−K) · T _e1 ^* + K · T _e2 ^* . Here, K is a coefficient that gradually changes from 0 to 1 within a predetermined time.

According to the determination method at the time of switching the target engine output torque T _e ^* , in the former case, the target engine output torque T _e ^* is calculated from the second target engine output torque T _e2 ^* over the above predetermined time. smoothly switched first to the target engine output torque T _e1 ^*, first in the latter case the target engine output torque T _e ^* is multiplied by a predetermined time of the 1
From the target engine output torque T _e1 ^* of 2 to the second target engine output torque T _e2 ^* smoothly,
It is possible to smoothly switch between the first and second target engine output torques, and it is possible to prevent a shock due to a torque step from occurring during the switching.

[Brief description of drawings]

FIG. 1 is a schematic explanatory view showing a power train of a vehicle equipped with a continuously variable transmission equipped with a driving force control device according to an embodiment of the present invention together with its control system.

FIG. 2 is a functional block diagram of shift control and throttle opening control executed by a controller in the embodiment.

FIG. 3 is a diagram showing the relationship between the speed ratio and the torque ratio when the power connection / disconnection means inserted between the engine and the continuously variable transmission is a torque converter and a clutch.

FIG. 4 is a diagram showing a change characteristic of a set value relating to engine output torque.

FIG. 5 is a diagram showing a relationship between engine output torque and throttle opening with the engine speed as a parameter.

FIG. 6 is a block diagram illustrating a conventional vehicle driving force control device.

[Explanation of symbols]

1 engine 2 continuously variable transmission 3 accelerator pedal 4 motor 5 Electronically controlled throttle valve 6 Torque converter (power connection / disconnection means) 7 Primary pulley 8 secondary pulley 9 V belt 10 Final drive gear set 11 Differential gear unit 12 Hydraulic actuator 13 Controller 14 Accelerator operation amount sensor 15 crank angle sensor 16 Throttle position sensor 17 Transmission input rotation sensor 18 Transmission output rotation sensor 19 Vehicle speed sensor 30 Target gear ratio calculation block 31 Required axle drive torque calculator 32 Target gear ratio calculator 40 Target engine output torque calculation block 41 Speed ratio calculator 42 Torque ratio calculator 43 Gear ratio calculator 44 Divider (first target engine output torque calculator) 45 divider (1st target engine output torque calculation unit) 46 Second target engine output torque calculation unit 47 Target engine output torque selection section 48 Setting torque calculator 49 Target throttle opening calculator

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI F02D 41/04 330 F02D 41/04 330G F16H 61/02 F16H 61/02 // F16H 59:14 59:14 59:18 59: 18 59:44 59:44 (56) Reference JP-A-11-342769 (JP, A) JP-A-11-342771 (JP, A) JP-A-63-222943 (JP, A) JP-A-9- 240322 (JP, A) JP 2-136339 (JP, A) JP 9-303541 (JP, A) JP 3-182662 (JP, A) JP 11-1135 (JP, A) JP-A-11-125128 (JP, A) JP-A-11-129784 (JP, A) JP-A-11-278106 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60K 41/12 F02D 29/00 F02D 41/04 310 F02D 41/04 330 F16H 61/02

Claims (7)

(57) [Claims] 1. A vehicle equipped with a power train which is a combination of an engine and a continuously variable transmission, the output torque of which can be arbitrarily changed by factors other than accelerator pedal operation, and a required axle from the accelerator pedal operation amount and vehicle speed. A drive torque is obtained, and the continuously variable transmission is shift-controlled so that a target gear ratio calculated based on the required axle drive torque and the vehicle speed is obtained, and a first target engine output torque corresponding to the required axle drive torque, Further, the second target engine output torque corresponding to the accelerator pedal operation amount is obtained, and the second target engine output torque is calculated by the calculation error of the first target engine output torque.
Driving force control accuracy due to fluctuations in engine output control amount
Corresponds to the lower limit of the engine output torque range where the lower is a problem
And the set torque set by the above, and the first target engine
In contrast to the output torque, if the first target engine output torque is less than the set torque, the first target engine output torque is generated, but if the first target engine output torque is greater than or equal to the set torque. In this case, the drive force control device for a vehicle is configured to control the output of the engine so as to generate the second target engine output torque. Wherein Oite to claim 1, the driving force control apparatus for a vehicle, characterized in that the set torque is made different according to the engine speed. 3. An apparatus according to claim 1 or 2, the driving force control apparatus for a vehicle, characterized by being configured to implement a power control of the engine by the operation of the throttle opening. 4. The method of claim 1 or 2, the driving force control apparatus for a vehicle, characterized by being configured to implement a power control of the engine by the operation of the fuel injection amount. 5. A any one of claims 1 to 4, between the first and the target engine output the required axle drive torque torque, gear ratio of the continuously variable transmission, the engine and the continuously variable transmission A driving force control device for a vehicle, which is configured to be calculated from a torque ratio of a power connecting / disconnecting means. 6. A any one of claims 1 to 5, and the second target engine output the accelerator pedal operation amount of torque, the vehicle, characterized by being configured to calculated from the engine speed Driving force control device. 7. A any one of claims 1 to 6, configured to cause smoothly perform switching over a predetermined time between the first target engine output torque and the second target engine output torque A driving force control device for a vehicle characterized by the above.