JP4862389B2 - Vehicle driving force control device - Google Patents

Description

  The present invention relates to a vehicle driving force control device, and more particularly to a vehicle driving force control device capable of obtaining an acceleration state suitable for a driver at the time of acceleration after the vehicle passes through a corner.

  In Japanese Patent Laid-Open No. 7-306998 (Patent Document 1), when a travel route is estimated and there is a dangerous point when the vehicle continues to travel at the current speed, the skill of the driver before reaching that point. A technique for controlling the vehicle speed to a safe speed according to the above is described. The technology includes means for storing road map information (map information), own vehicle position detecting means for estimating the vehicle position in the map information, and driver skill measuring means for measuring and determining the driver's driving skill. And a sensor group serving as an input thereof, a control content switching means for switching the control content according to the skill of the driver, and a control means for controlling the engine torque, and according to the driving skill between the start of the engine and the stop of the engine Apply safe driving control. According to the technology, if there is a dangerous point when the travel route is estimated and the vehicle continues to travel at the current speed, a safe speed is achieved before reaching that point in a way that depends on the skill of the driver. By doing so, it is possible to prevent an accident such as a curve from jumping off the road without being bent and colliding with surrounding structures.

JP 7-306998 A JP 2004-119238 A

  As in Patent Document 1, there is known a technique for performing deceleration control of a vehicle by reflecting the driver's direction or skill when entering the corner when the vehicle travels in a corner. However, this control is a control that does not match the driver's direction or skill at the time of acceleration after the vehicle passes through the corner, and there is a problem that an acceleration state that matches the driver's direction or skill cannot be obtained. is there.

  Further, when the skill or orientation of the driver is estimated based on information accumulated in the past, there is a problem that the current skill or orientation of the driver cannot be obtained correctly. That is, when the skill or direction of the driver is estimated based on information accumulated in the past, the driving skill or direction cannot be estimated unless the vehicle travels a certain number of times. Even when the driver changes, the skill or direction of the driver cannot be estimated immediately. Even when the driver does not change, if the driver's driving direction changes during driving, the skill or direction of the driver cannot be immediately estimated.

  An object of the present invention is to provide a vehicle driving force control device capable of obtaining an acceleration state suitable for a driver at the time of acceleration after the vehicle passes through a corner.

The vehicle driving force control apparatus of the present invention includes means for detecting a corner in front of the vehicle, and setting means for setting a target value of the vehicle running parameters when traveling a corner of the front of the vehicle, the corners of the vehicle front Detecting means for detecting an actual value of a vehicle travel parameter when traveling, and changing the driving force characteristic with respect to a driver's operation based on the target value and the actual value of the vehicle travel parameter; Control means for changing the magnitude of the driving force with respect to the user's operation, wherein the control means is such that the vehicle is traveling in a corner, the accelerator is OFF, and the actual value of the vehicle travel parameter is the target value. If the value is greater than, to change the driving force characteristic such that the magnitude of the driving force to the operation of the driver is large, the vehicle travel parameter vehicle speed or lateral G A.

In the vehicular driving force control apparatus according to the present invention, the control means, when the actual value of the vehicle travel parameter is smaller than the target value, converts the driving force characteristic to the magnitude of the driving force with respect to the operation of the driver. It is characterized by changing so that becomes smaller.

  In the vehicle driving force control device according to the present invention, the control means changes the magnitude of the driving force with respect to the operation of the driver by controlling an electronic throttle.

In the vehicle driving force control apparatus according to the present invention, the control means detects that the vehicle has passed the corner in front of the vehicle, and sets the driving force characteristic in a normal state when no acceleration operation by the driver is detected. It features to return to.

  According to the present invention, at the time of acceleration after the vehicle passes through the corner, it is possible to obtain an acceleration state suitable for the driver at that time.

  Hereinafter, an embodiment of a vehicle driving force control device of the present invention will be described.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 7. The present embodiment relates to a vehicle driving force control device that performs driving force control of a vehicle using a transmission.

  As described in detail below, the configuration of the present embodiment includes a means (navigation system or the like) for detecting or estimating the degree of corner curvature such as corner radius of curvature R, curvature, or displacement angle, and an accelerator operation (accelerator). Drive that changes the driving force characteristics (electronic throttle characteristics, fuel injection amount in the case of a diesel engine, motor current if a motor is used) with respect to accelerator pedal opening. Force characteristic changing means. In the following description, it is assumed that the driving force characteristic changing means changes the electronic throttle characteristic as the driving force characteristic.

  In the present embodiment, when the vehicle enters the corner with the accelerator off, the difference between the target turning vehicle speed (the vehicle speed when the cornering is performed when the driver orientation is the normal traveling orientation) and the current actual turning vehicle speed. Is large (for example, when the difference is a positive value), the driving force characteristic changing means changes the driving force characteristic to a side where a larger driving force is generated, while the target turning vehicle speed and the current actual turning vehicle speed are changed. When the difference is small (for example, when the difference is a negative value), the driving force characteristic is changed to a side where only a smaller driving force is generated.

  As a result, when the difference between the target turning vehicle speed and the actual turning vehicle speed is large, quick acceleration can be obtained, and when the difference between the target turning vehicle speed and the actual turning vehicle speed is small, the driving force is moderate and the feeling of popping out is increased. Reduction is possible. Usually, when the difference between the target turning vehicle speed and the actual turning vehicle speed is large, the actual turning vehicle speed may be high and the sports driving direction (directing to travel at a higher vehicle speed than the normal driving direction) or the driving skill may be high. On the other hand, when the difference between the target turning vehicle speed and the actual turning vehicle speed is small, the actual turning vehicle speed is low and the driving direction is slow (the driving direction is lower than the normal driving direction) or the driving skill is low. Since there are many cases, the driving force control suitable for the driver orientation or the driving skill can be immediately performed without estimating the driver orientation or the driving skill based on the past information.

  As described above, the difference between the target turning vehicle speed and the actual turning vehicle speed of the present embodiment can be regarded as corresponding to both the driving direction and the driving skill, that is, the target turning vehicle speed and the actual turning vehicle speed. If the difference is large, it is possible that the driving orientation is sports driving orientation or that the driving skill is high. In either case, the acceleration after the vehicle has passed the corner is greater than the normal driving Power is required. If the difference between the target turning vehicle speed and the actual turning vehicle speed is small, it is possible that the driving direction is slow driving direction or that the driving skill is low. During acceleration, a smaller driving force than normal is required. If the target turning vehicle speed and the actual turning vehicle speed are approximately the same value, the driving direction may be normal driving direction or the driving skill may be average. When accelerating after passing through, normal driving force is required.

The configuration of the present embodiment will be described with reference to FIG.
In FIG. 2, reference numeral 10 denotes an automatic transmission, and 40 denotes an engine. The automatic transmission 10 is capable of five-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, and 121c. In FIG. 2, three electromagnetic valves 121a, 121b, and 121c are illustrated, but the number of electromagnetic valves is not limited to three. The solenoid valves 121a, 121b, and 121c are driven by a signal from the control circuit 130.

  An electronic throttle valve 43 is provided in the intake pipe 41 of the engine 40. When the accelerator opening degree that is changed by the operation of the accelerator pedal 115 is detected by the accelerator opening sensor 114, the control circuit 130 sends a throttle valve control command to a throttle opening control device (not shown) based on the accelerator opening degree. ). The throttle opening control device controls the opening of the electronic throttle valve 43 based on the throttle valve control command.

  The engine speed sensor 116 detects the speed of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The pattern select switch 117 is used when instructing a shift pattern. The acceleration sensor 90 detects vehicle deceleration (deceleration acceleration).

  The road gradient measurement / estimation unit 118 can be provided as a part of the CPU 131. The road gradient measurement / estimation unit 118 can measure or estimate the road gradient based on the acceleration detected by the acceleration sensor 90. Further, the road gradient measuring / estimating unit 118 stores in advance the acceleration with respect to the vehicle speed on the flat road and the throttle opening degree in the ROM 133, and the acceleration calculated from the time change rate of the vehicle speed actually detected by the vehicle speed sensor 122. The road gradient can be obtained by comparison.

  The navigation system device 95 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information (map, straight road, curve, uphill / downhill, highway) necessary for traveling the vehicle. Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver.

  The road surface μ detection / estimation unit 92 detects or estimates the slipperiness of the road surface represented by the road surface friction coefficient μ (whether the road surface is a low μ road). Here, the low μ road includes a bad road (including a case where the road surface has large unevenness or a step on the road surface). That is, the road surface μ detection / estimation unit 92 calculates the friction coefficient μ of the traveling road surface, and determines whether the road is a low μ road depending on whether the calculated friction coefficient μ exceeds a predetermined threshold value. Is determined.

  The road surface μ detection / estimation unit 92 predicts whether the road surface is a low μ road, based on information (navigation information, etc.) about the road surface scheduled to travel in the future. Here, the navigation information includes information on road surfaces (for example, non-paved roads) recorded in advance on a storage medium (DVD, HDD, etc.) as in the navigation system device 95, as well as past actual driving and other information. Information (including information indicating road conditions and information indicating weather conditions) obtained through communication (including vehicle-to-vehicle communication and road-to-vehicle communication) with other vehicles and communication centers. Such communications include road traffic information communication systems (VICS) and so-called telematics.

  The control circuit 130 inputs signals indicating the detection results of the accelerator opening sensor 114, the engine speed sensor 116, the vehicle speed sensor 122, the shift position sensor 123, and the acceleration sensor 90, and changes the switching state of the pattern select switch 117. And a signal from the navigation system device 95 is input.

  The control circuit 130 is configured by a known microcomputer and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, and a common bus 136. A signal from each of the sensors 114, 116, 122, 123, 90 described above, a signal from the switch 117, and a signal from each of the navigation system devices 95 are input to the input port 134. Solenoid valve driving units 138a, 138b, and 138c are connected to the output port 135.

  The ROM 133 stores a program in which the operations (control steps) shown in the flowchart of FIG. 1 are described in advance, and a shift map for shifting the gear stage of the automatic transmission 10 and a shift control operation (not shown). Is stored. The control circuit 130 shifts the automatic transmission 10 based on various input control conditions.

  The operation of this embodiment will be described with reference to FIGS.

  As shown in FIGS. 3 and 4, when turning the corner 301, the vehicle X turns off the accelerator at the point P1 and at the time point t1, and then turns the corner 301, and turns to the point P2 and the point t3. At this point, the accelerator is turned on and the corner 301 is escaped.

  As shown in FIG. 4, the vehicle X starts turning at the corner 301 at time t2 after the accelerator is turned off (see the turning determination flag). While the corner 301 is turning with the accelerator turned off, the vehicle speed 302 of the vehicle X decreases. When the accelerator is turned on at time t3, the vehicle speed 302 increases. The target turning vehicle speed 303 is a vehicle speed when traveling in the corner 301 when the driver orientation is the normal traveling orientation as described above.

  In the present embodiment, when the corner 301 is detected in front of the vehicle X and the accelerator is OFF while turning around the corner 301, the electronic throttle characteristic is determined based on the difference between the actual turning vehicle speed 302 and the target turning vehicle speed 303. Change to characteristics.

  When the difference between the target turning vehicle speed 303 and the actual turning vehicle speed 302 (= actual turning vehicle speed 302−target turning vehicle speed 303) Vd when the accelerator is ON (t3) is large, even when the accelerator pedal operation amount is the same, The throttle is opened more than the throttle characteristic (reference numeral 401 in FIG. 5), and the electronic throttle characteristic is changed in a direction in which a larger driving force is generated (reference numeral 402 in FIG. 5). On the other hand, when the difference Vd between the target turning vehicle speed 303 and the actual turning vehicle speed 302 is small, even when the accelerator pedal operation amount is the same, the throttle is not opened more than the electronic throttle characteristic (reference numeral 401 in FIG. 5) in the normal traveling direction and the driving is smaller The electronic throttle characteristic is changed in such a direction that only the force is output (reference numeral 403 in FIG. 5).

  As described above, when the difference Vd between the target turning vehicle speed 303 and the actual turning vehicle speed 302 when the accelerator is on is large, the driver travels in the sport travel where the driver travels in the corner 301 at a higher vehicle speed than in the normal travel orientation. It can be determined that the vehicle is oriented or the driving skill is high, and the electronic throttle characteristic is changed in a direction in which a larger driving force is generated than in the normal traveling direction (change from 401 to 402 in FIG. 5). When it is turned ON, a driving force can be obtained immediately and acceleration can be performed quickly.

  On the other hand, when the difference Vd between the target turning vehicle speed 303 and the actual turning vehicle speed 302 when the accelerator is ON is small, the driver's direction is a slow traveling direction in which the corner 301 is traveled at a lower vehicle speed than the normal traveling direction. It can be determined that the driving skill is low, and the electronic throttle characteristic is changed in a direction in which the driving force is smaller than that in the normal driving direction (change from 401 to 403 in FIG. 5). The driving force does not rise suddenly, and the feeling of popping out can be suppressed. As described above, according to the present embodiment, it is possible to immediately perform control suitable for the driver's feeling without calculating the driver's orientation or driving skill based on past information or a large amount of information.

  As shown in FIG. 6, the difference Vd between the target turning vehicle speed 303 and the actual turning vehicle speed 302 is less than a preset first threshold value (positive value) or larger than a preset second threshold value (negative value). When the value is near 0 (in the example of FIG. 5, Vd = 0 m / s), the electronic throttle characteristic 401 oriented to normal driving is set. Further, when the difference Vd is a value equal to or larger than the first threshold value (Vd = 10 m / s in the example of FIG. 5), the sports travel-oriented electronic throttle characteristic 402 is set. In this case, the sports travel-oriented electronic throttle characteristic 402 is a characteristic in which the throttle opens more than the normal travel-oriented electronic throttle characteristic 401 as the difference Vd increases. Further, when the difference Vd is a value equal to or smaller than the second threshold value (Vd = −5 m / s in the example of FIG. 5), the electronic throttle characteristic 403 is slowly traveled. In this case, the slow travel-oriented electronic throttle characteristic 403 is such that the throttle is not opened more than the normal travel-oriented electronic throttle characteristic 401 as the difference Vd becomes smaller.

  Hereinafter, a specific control flow will be described with reference to FIGS. 1 and 2.

[Step S1]
In step S <b> 1 of FIG. 1, the control circuit 130 determines whether there is a corner ahead. The control circuit 130 performs the determination in step S1 based on the signal input from the navigation system device 95. As a result of the determination in step S1, if it is determined that there is a corner ahead, the process proceeds to step S2, and if not, the control flow ends. In the example of FIG. 3, since there is a corner 301 in front of the vehicle X, the process proceeds to step S2.

[Step S2]
In step S <b> 2, the target turning vehicle speed Vreq of the corner 301 is calculated by the control circuit 130. In the calculation, first, the control circuit 130 calculates the radius of curvature R of the corner 301 based on the map information of the navigation system device 95. Next, the vehicle speed (target turning vehicle speed Vreq) at the entrance of the corner 301 is obtained by the control circuit 130 based on the preset target lateral G and the radius of curvature R of the corner 301. In the following formula [Equation 1], g is a gravitational acceleration. The control circuit 130 obtains the target turning vehicle speed Vreq [m / s] from the following equation [Equation 1]. Following step S2, step S3 is performed.

[Step S3]
In step S3, the control circuit 130 determines whether or not the accelerator is OFF. Based on a signal from the accelerator opening sensor 114 or a signal from an idle contact switch (not shown), it is determined whether or not the accelerator is in an OFF state (fully closed). If it is determined as a result of step S3 that the accelerator is in an OFF state, the process proceeds to step S4. On the other hand, if it is not determined that the accelerator is in the OFF state, step S3 is repeated.

  As will be described later, in this embodiment, the electronic throttle characteristic is changed when the accelerator is fully closed (more precisely, the moment when the accelerator changes from OFF to ON) (step S3-Y → step S5-Y). (Step S7). This is because if the electronic throttle characteristic is changed while the accelerator is open, the driving force is unexpectedly increased or decreased for the driver, which makes the driver feel uncomfortable.

[Step S4]
In step S4, the control circuit 130 determines whether or not the vehicle is turning around a corner. The control circuit 130 can make the determination in step S4 based on the information from the navigation system device 95. As a result of the determination, if it is determined that the vehicle is turning around the corner, the process proceeds to step S5, and if not, step S4 is repeatedly performed.

  Whether or not the vehicle is turning around a corner is determined based on the steering angle of the vehicle, the lateral G, or the difference between the left and right wheel speeds, in addition to the information from the navigation system device 95. Can do.

  In the present embodiment, the electronic throttle characteristic is changed based on the difference between the target turning vehicle speed 303 and the actual turning vehicle speed 302 in order to optimize the driving force at the time of exiting the corner. Do not change. Therefore, in step S4, it is determined whether or not the vehicle is turning around a corner.

[Step S5]
In step S5, the control circuit 130 determines whether or not the accelerator has changed from OFF to ON. Based on a signal from the accelerator opening sensor 114 or a signal from an idle contact switch (not shown), the state of the accelerator is detected. If it is determined in step S5 that the accelerator has changed from OFF to ON, the process proceeds to step S6. On the other hand, if it is not determined that the accelerator has changed from OFF to ON, Step S5 is repeated.

  With the driver's accelerator ON operation, it is determined that the driver has finished decelerating and has started acceleration toward exiting the corner. As shown in FIG. 4, the vehicle speed 302 at the time point t3 when the accelerator changes from OFF to ON is normally the lowest, so the driver orientation is determined based on the difference between the vehicle speed 302 and the target turning vehicle speed 303 at this time point. (Step S6). Further, as described above, the change of the electronic throttle characteristic (step S7) is preferably performed at the moment when the accelerator is turned on from the accelerator OFF, which suppresses a sense of incongruity for the driver. Therefore, in step S5, the timing is detected. ing.

[Step S6]
In step S <b> 6, the control circuit 130 calculates a difference Vd between the target turning vehicle speed 303 and the actual turning vehicle speed 302. Vd is calculated according to the following equation.
Vd = current vehicle speed (actual turning vehicle speed) −target turning vehicle speed

  If the difference Vd between the target turning vehicle speed 303 and the actual turning vehicle speed 302 is large, it is determined that the driving direction is a sport driving direction in which the corner 301 is driven at a relatively high speed, and if the difference Vd is small, the corner 301 is driven at a relatively low speed. It is determined that the vehicle is slowly traveling. Following step S6, step S7 is performed.

[Step S7]
In step S7, the control circuit 130 changes the electronic throttle characteristic to a characteristic corresponding to the difference Vd between the target turning vehicle speed 303 and the actual turning vehicle speed 302. The electronic throttle characteristic is changed according to the map value shown in FIG.

  As described with reference to FIGS. 5 and 6, when the difference Vd is equal to or greater than the first threshold value, the electronic throttle characteristic 402 is oriented to sports driving. In this case, the larger the difference Vd, the more normal Compared with the travel-oriented electronic throttle characteristic 401, the electronic throttle valve 43 is opened. On the other hand, when the difference Vd is equal to or smaller than the second threshold value, the electronic throttle characteristic 403 is slowly traveled. In this case, the smaller the difference Vd is, the more the electronic throttle characteristic 401 is compared to the normal travel-oriented electronic throttle characteristic 401. The throttle valve 43 is closed (control-oriented characteristics).

  FIG. 7 shows a normal travel-oriented electronic throttle characteristic 401 when the difference Vd is 0 m / s and a sports travel-oriented electronic throttle characteristic 402 when the difference Vd is 10 m / s in the example of FIG. The throttle opening with respect to the accelerator pedal opening is shown for the electronic throttle characteristic 403 that is slowly traveling when the difference Vd is −5 m / s. When the accelerator pedal opening is the same and the difference Vd is 10 m / s, the throttle opening is set larger than when the difference Vd is 0 m / s, and the difference Vd is − In the case of 5 m / s, the throttle opening is set smaller than in the case where the difference Vd is 0 m / s.

  As shown in FIG. 7, when the accelerator pedal opening is 0 deg, the throttle opening is 0 deg regardless of the value of the difference Vd. Therefore, at the moment when the accelerator changes from OFF to ON (step S5-Y). If the electronic throttle characteristic is changed (step S7), the driver does not know when the electronic throttle characteristic is changed, and the uncomfortable feeling is suppressed.

[Step S8]
In step S8, the control circuit 130 determines whether or not a condition for returning to the normal travel-oriented electronic throttle characteristic is satisfied. Here, for example, the return condition may be satisfied when the vehicle is not currently traveling in a corner and the driver does not intend to accelerate. In this case, the condition “currently not traveling in the corner” can be determined from the steering angle, the lateral G, the difference between the left and right wheel speeds, and the like. The condition “the driver does not intend to accelerate” can be determined from the fact that the accelerator is OFF based on the idle contact switch or the accelerator opening sensor 114. As a result of the determination in step S8, if the return condition to the normal travel-oriented electronic throttle characteristic is established, the process proceeds to step S9, and if not, step S8 is repeated again.

[Step S9]
In step S9, the control circuit 130 returns the electronic throttle characteristic to the normal travel-oriented electronic throttle characteristic. As a result, the electronic throttle characteristic changed in step S7 is returned to the normal travel-oriented characteristic.

  According to this embodiment, at the time of acceleration after the vehicle passes through the corner, driving force control that matches the driver's direction or skill is performed, and an acceleration state that matches the driver's direction or skill is obtained. In this case, it is not necessary to estimate the skill or orientation of the driver based on information accumulated in the past, and the skill or orientation of the driver can be immediately estimated.

  In the first embodiment, the difference Vd between the actual turning vehicle speed 302 and the target turning vehicle speed 303 is obtained when the accelerator is turned from OFF to ON during corner turning (steps S4-Y → S5-Y → Step S6), the timing for obtaining the difference Vd is not limited to that timing (when the accelerator is turned from ON to OFF during corner turning). If the corner is turning, the actual turning vehicle speed 302 from the point where the accelerator changes from OFF to ON is substantially constant. Therefore, if the corner is turning, there is a difference in the OFF state before the accelerator changes to ON. Vd can be measured. That is, the difference Vd is measured after the timing t2 in FIG. 4, and the electronic throttle characteristic can be changed based on the difference Vd.

(First modification of the first embodiment)
A first modification of the first embodiment will be described with reference to FIG.

  In step S7 of FIG. 1 of the first embodiment, the electronic throttle characteristic is changed according to the map value shown in FIG. 7 based on the difference Vd. Instead, in this modification, the electronic throttle characteristic is changed according to the map value shown in FIG. 8 based on the difference Vd.

The lateral G is obtained by the following equation [Equation 2].

According to the above formula [Equation 2], the smaller the corner R, the larger the rate at which the lateral G changes with respect to the change in the turning vehicle speed (for example, when traveling at 10 m / s in a corner having a curvature radius R of 100 m, the lateral G is 1 .0m / s ² becomes, when traveling at 11m / s, the lateral G is 1.21 m / s ^2, and the lateral G is 0.21 m / s ² increases. in contrast, the corner curvature radius R 50m When traveling at 10 m / s, the lateral G is 2.0 m / s ² becomes, when traveling at 11m / s, the lateral G is 2.42m / s ^2, and the lateral G is 0.42 m / s ² increases.).

  FIG. 12 shows the relationship between driving orientation and lateral G. As a result of the actual measurement of the maximum value of the lateral G generated in the vehicle during cornering, the maximum value of the lateral G largely depends on the driving direction, and the influence of the difference between the driver and the corner R is small. In this way, the driving orientation mainly appears in the lateral G, so the smaller the corner R, the smaller the absolute value of the difference Vd. Therefore, as shown in FIG. 8, the map of FIG. 7 can be a map value of the corner R, the difference Vd, and the accelerator pedal opening.

(Second modification of the first embodiment)
A second modification of the first embodiment will be described with reference to FIG.

  In step S7 of FIG. 1 of the first embodiment, the electronic throttle characteristic is changed according to the map value shown in FIG. 7 based on the difference Vd. Instead, in this modification, the electronic throttle characteristic is changed according to the map value shown in FIG. 9 based on the difference Vd.

  Since the actually obtained driving force varies depending on the gear position, as shown in FIG. 9, it can be set to a map value in consideration of the current gear position. Further, since the acceleration of the vehicle changes depending on the road surface gradient and the road surface μ, the map value can be set in consideration of the road surface gradient and the road surface μ. The road surface gradient can be measured and estimated by the road gradient measuring / estimating unit 118 (FIG. 2), and the road surface μ can be measured and estimated by the road surface μ detecting / estimating unit 92. Furthermore, the map values of the difference Vd, the corner R, the shift speed, the road surface gradient, the road surface μ, and the accelerator pedal opening can be obtained by combining them.

(Second Embodiment)
The second embodiment will be described with reference to FIGS. 10 and 11.
Note that a description of parts common to the first embodiment is omitted.

  In the first embodiment, the electronic throttle characteristic is changed based on the difference between the target turning vehicle speed and the actual turning vehicle speed. Instead, the difference between the maximum lateral G of the vehicle and the preset target lateral G is changed. Based on this, the electronic throttle characteristic can be changed. This is because the lateral G and the turning vehicle speed correspond to each other as shown in [Equation 1] in step S2 of FIG. 1 of the first embodiment.

  If the vehicle is oriented to sports driving at high corners or if driving skills are high, the maximum lateral G of the vehicle will increase, while if it is slow driving or driving skills are low at corners at low vehicle speeds. The maximum lateral G of the vehicle becomes smaller. Therefore, if the electronic throttle characteristic is changed based on the difference between the target lateral G and the maximum lateral G, the same effect as changing the electronic throttle characteristic based on the difference between the target turning vehicle speed and the actual turning vehicle speed can be obtained. .

  The operation of the second embodiment will be described with reference to FIGS.

  Step S101 in FIG. 10 is the same as step S1 in FIG. Next, in step S102, the target lateral G is calculated. The target lateral G is a preset value, for example, 0.4. Next, in step S103, the maximum lateral G value Gym is reset. Next, steps S104 to S106 are the same as steps S3 to S5 in FIG.

In step S107, the difference Gd between the target lateral G and the maximum lateral G value Gym is obtained. The difference Gd is obtained by the following formula.
Gd = Gym−target lateral G

  Next, in step S108, the electronic throttle characteristic is changed based on the difference Gd between the target lateral G and the maximum lateral G value Gym. The electronic throttle characteristic is changed according to the map value shown in FIG. In this case, the current shift speed, road surface gradient, and road surface μ can be taken into consideration as in the modification of the first embodiment.

  Since the next step S109 and step S110 are the same as step S8 and step S9 of FIG. 1 of the first embodiment, description thereof will be omitted.

  As shown in FIG. 12, as a result of actual measurement of the maximum value of the lateral G generated in the vehicle during cornering, the maximum value of the lateral G largely depends on the driving direction, and is influenced by the difference between the driver and the corner R. There are few. Accordingly, by setting the target lateral G to a fixed value such as 0.4 and determining the difference between the target lateral G and the maximum lateral G, the driving orientation or driving skill can be determined.

  According to the second embodiment, as in the first embodiment, during the acceleration after the vehicle passes through the corner, the driving force control that matches the driver's direction or skill is performed, and the driver's direction or skill is adjusted. A consistent acceleration state is obtained. In this case, it is not necessary to estimate the skill or orientation of the driver based on information accumulated in the past, and the skill or orientation of the driver can be immediately estimated.

  In the first embodiment, the electronic throttle characteristic is changed based on the difference Vd between the target turning vehicle speed 303 and the actual turning vehicle speed 302. In the second embodiment, the difference Gd between the target lateral G and the maximum lateral G value Gym. The electronic throttle characteristics have been changed based on Instead, in the first embodiment, the electronic throttle characteristic is changed based on the ratio of the target turning vehicle speed 303 and the actual turning vehicle speed 302. In the second embodiment, the target lateral G and the maximum lateral G value Gym are changed. The electronic throttle characteristics can be changed based on the ratio.

It is a flowchart which shows operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a schematic block diagram of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure for demonstrating 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a time chart which shows operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure which shows the electronic throttle characteristic in 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure for demonstrating the relationship between the vehicle speed difference and electronic throttle characteristic in 1st Embodiment of the vehicle driving force control apparatus of this invention. It is a figure for demonstrating the throttle opening with respect to the accelerator pedal opening in 1st Embodiment of the driving force control device for vehicles of this invention. It is a figure for demonstrating the throttle opening with respect to the accelerator pedal opening in the 1st modification of 1st Embodiment of the vehicle driving force control apparatus of this invention. It is a figure for demonstrating the throttle opening with respect to the accelerator pedal opening in the 2nd modification of 1st Embodiment of the vehicle drive force control apparatus of this invention. It is a flowchart which shows operation | movement of 2nd Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure for demonstrating the throttle opening with respect to the accelerator pedal opening in 2nd Embodiment of the driving force control device for vehicles of this invention. It is a figure for demonstrating the relationship between a corner R, the side G maximum value, driver orientation, and a driver | operator.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 90 Acceleration sensor 92 Road surface micro | micron | mu. Detection / estimation part 95 Navigation system apparatus 114 Accelerator opening degree sensor 116 Engine rotation speed sensor 118 Road gradient measurement / estimation part 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
133 ROM
301 Corner 302 Actual turning vehicle speed 303 Target turning vehicle speed 401 Electronic throttle characteristic for normal travel 402 Electronic throttle characteristic for sport travel 402 Electronic throttle characteristic for slow travel P1 Accelerator OFF point P2 Accelerator ON point X Vehicle

Claims (4)

Means for detecting a corner in front of the vehicle;
Setting means for setting a target value of a vehicle travel parameter when traveling in a corner in front of the vehicle;
Detecting means for detecting an actual value of a vehicle travel parameter when traveling in a corner in front of the vehicle;
Control means for changing the magnitude of the driving force for the driver's operation by changing the driving force characteristic for the driver's operation based on the target value and the actual value of the vehicle travel parameter;
When the vehicle is traveling in a corner, the accelerator is OFF, and the actual value of the vehicle travel parameter is greater than the target value, the control means determines the driving force characteristic for the driver's operation. Change so that the magnitude of the force increases ,
The vehicle driving force control device for a vehicle , wherein the vehicle travel parameter is vehicle speed or lateral G. The vehicle driving force control device according to claim 1,
When the actual value of the vehicle travel parameter is smaller than the target value, the control means changes the driving force characteristic so that the magnitude of the driving force with respect to the operation of the driver is reduced. A vehicle driving force control device. In the vehicle driving force control device according to claim 1 or 2,
The vehicle driving force control apparatus, wherein the control means changes the magnitude of the driving force with respect to the operation of the driver by controlling an electronic throttle. In the vehicle driving force control device according to any one of claims 1 to 3,
The control means returns the driving force characteristic to a normal state when it is detected that the vehicle has passed the corner in front of the vehicle and no acceleration operation by the driver is detected. Control device.

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