JP4946686B2 - 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 that controls a gear ratio based on corner information when traveling in a corner.

  Shift point for downshifting the automatic transmission gear stage and applying deceleration by engine braking force to the vehicle when the vehicle driving force is controlled based on the degree of corner bending (corner radius, etc.) Control technology (corner control) is known. In corner control, the vehicle travels through the corner in a downshifted state, and returns from corner control when exiting the corner.

  Japanese Patent Laid-Open No. 2000-39062 (Patent Document 1) discloses that corner control is stopped when the accelerator opening change rate is a predetermined value or more at a corner exit. In the control disclosed in Patent Document 1, the driver's intention may not be met.

  Japanese Patent Laid-Open No. 2000-136873 (Patent Document 2) discloses that the throttle valve opening is “0” and the proximity sensor provided on the brake pedal indicates the proximity of the foot before the vehicle enters the corner. When detected, a control device for an automatic transmission for a vehicle is disclosed that shifts down the transmission and depresses the accelerator pedal before exiting the corner.

JP 2000-39062 A JP 2000-136873 A

  In a vehicle driving force control device that controls a gear ratio based on corner information when traveling in a corner, it is desired that the vehicle can return from the gear ratio control based on corner information at a timing that matches the driver's feeling. .

  An object of the present invention is a vehicle driving force control device that controls a gear ratio based on corner information when traveling in a corner, and returns from control of the gear ratio based on corner information at a timing that matches the driver's feeling. It is an object to provide a vehicle driving force control device that can do this.

A vehicle driving force control device according to the present invention is a vehicle driving force control device that controls a gear ratio based on information on the corner when traveling in a corner, and means for detecting lateral acceleration acting on the vehicle; And a means for detecting the accelerator opening, the timing for returning from the control of the gear ratio is changed based on the change amount of the lateral acceleration and the change amount of the accelerator opening, and the return timing is A change is made based on a deviation between a predetermined value corresponding to the change amount of the lateral acceleration and the change amount of the accelerator opening .
The vehicle driving force control device of the present invention is a vehicle driving force control device that controls a gear ratio based on information on the corner when traveling in a corner, and detects lateral acceleration acting on the vehicle. Means for detecting the accelerator opening, the timing for returning from the control of the gear ratio is changed based on the change amount of the lateral acceleration and the change amount of the accelerator opening, and the return timing is The change is made when the magnitude relationship between a predetermined value corresponding to the change amount of the lateral acceleration and the change amount of the accelerator opening is reversed .

  The vehicle driving force control apparatus according to the present invention further comprises means for detecting a preceding vehicle, and when the preceding vehicle is detected, the change of the return timing is prohibited.

  In the vehicular driving force control apparatus according to the present invention, changing the return timing changes a timer value set as a time until return from control of the gear ratio with a predetermined time as a starting point. It is characterized by being.

  In the vehicular driving force control apparatus according to the present invention, changing the return timing is changing a starting point of a timer that counts a time until the return from the transmission gear ratio control.

  According to the present invention, in a vehicle driving force control device that controls a gear ratio based on corner information when traveling in a corner, the vehicle returns from the gear ratio control based on corner information at a timing that matches the driver's feeling. It becomes possible to do.

  Hereinafter, an embodiment of a vehicle driving force control device of the present invention will be described in detail with reference to the drawings.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 6. This embodiment is a vehicle driving force control apparatus that controls a gear ratio based on corner information when traveling in a corner, and returns from the gear ratio control based on corner information at a timing that matches the driver's sense. The present invention relates to a vehicular driving force control device that can perform the above operation.

  In the present embodiment, corner control is performed to control the gear ratio based on corner information when traveling in a corner. In the cooperative control with the navigation system apparatus (reference numeral 95 in FIG. 2) in the automatic transmission (reference numeral 10 in FIG. 2 described later), the necessary deceleration and the optimum gear ratio are calculated from the corner R, the gradient, and the current vehicle speed. Based on the calculated optimum gear ratio, shift control (downshift control) of the automatic transmission 10 is executed.

  There is a method based on a return timer as a method for setting the timing (return timing from corner control) for returning the downshifted gear ratio in corner control. The return timer starts counting when a predetermined condition is set in advance, and returns from the corner control when the timer reaches a preset timer value. For example, the return timer can be started when the lateral G becomes equal to or less than a predetermined value. Furthermore, it is possible to perform control that does not return when the accelerator is fully closed.

  When returning from corner control based on the return timer, if the return timing is not set appropriately, there is a risk that the control will not match the driver's feeling. For example, in corner control, when the corner rises after shifting to low gear (speed ratio on the low speed side) to increase the engine braking force when entering the corner, the driver does not intend to accelerate so much, downhill, etc. In some cases, the driver expects to speed up without stepping on the accelerator.

  In this case, if the down-shifted state continues without returning from corner control, the input rotational speed will be higher than necessary, or the engine brake will be more effective than necessary. May feel uncomfortable. In particular, when the gear ratio is greatly changed when entering the corner in order to further enhance the corner control effect, more precise return conditions are required to make it difficult for the driver to feel uncomfortable.

  In this embodiment, the return timing from the corner control is changed based on the relationship between the amount of decrease from the lateral G peak value and the amount of accelerator change (for example, the amount of change from zero in the accelerator opening). At the time of rising from the corner, the lateral G decreases as it goes to the corner exit side. In the present embodiment, as will be described later, a reference accelerator operation amount (reference accelerator opening change amount, see reference numeral 200 in FIG. 3) is set corresponding to the amount of decrease from the lateral G peak value. Yes. When the actual change amount (depression amount) of the accelerator opening is a value smaller than the reference accelerator opening change amount 200, the return timing is advanced. In this case, the return timing is advanced as the change amount of the actual accelerator opening amount is smaller than the reference accelerator opening change amount 200 (the depression amount is smaller). In order to advance the return timing, the timer value of the return timer is shortened and the starting point (starting point) of the return timer is advanced.

  As a result, when the amount of stepping on the accelerator is small, such as when the driver does not intend to accelerate much at the start of a corner, or when the driver expects to accelerate without stepping on the accelerator on a downhill, etc. In this case, the upshift is permitted after returning from the corner control at an early timing. Therefore, it is possible to prevent the engine rotation from becoming higher than necessary and applying an engine brake more than necessary. According to the present embodiment, it is possible to return from corner control at a timing that matches the driver's feeling.

The configuration of this embodiment is premised on the following configurations (1) to (6).
(1) Powertrain control device (PTM, HV system control device is acceptable)
(2) Engine ECU, transmission ECU, HV-ECU (for HV system)
(3) Throttle opening sensor, accelerator opening sensor, vehicle speed sensor, brake sensor (4) Navigation system (5) Engine-AT communication (6) AT-navigation communication

  FIG. 2 is a schematic configuration diagram of an apparatus according to the present embodiment. In FIG. 2, reference numeral 10 denotes an automatic transmission, and 40 denotes an engine. The automatic transmission 10 is capable of six-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, 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.

  The throttle opening sensor 114 detects the opening of the throttle valve 43 disposed in the intake passage 41 of the engine 40. The accelerator opening detector 113 detects the opening of the accelerator pedal. 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 brake operation amount detection unit 111 detects the operation amount of the brake device. The lateral G sensor 112 detects the lateral G of the vehicle. The preceding vehicle detection unit 100 includes a sensor such as a laser radar sensor, a millimeter wave radar sensor, or an image sensor mounted on the front portion of the vehicle, and detects the preceding vehicle and measures the inter-vehicle distance.

  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 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 may store the acceleration on the flat road in the ROM 133 in advance and obtain the road gradient by comparing with the acceleration actually detected by the acceleration sensor 90.

  The control circuit 130 includes a throttle opening sensor 114, an accelerator opening detector 113, an engine speed sensor 116, a vehicle speed sensor 122, a shift position sensor 123, an acceleration sensor 90, a lateral G sensor 112, a brake operation amount detector 111, a preceding A signal indicating each detection result of the vehicle detection unit 100 is input, and a signal indicating the switching state of the pattern select switch 117 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. The input port 134 receives signals from the sensors 114, 113, 116, 122, 123, 90, 112, 111, 100, a signal from the switch 117, and a signal from the navigation system device 95. . 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 control block diagram 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) are 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 FIG. The control flow shown in FIG. 1 is executed when corner control is performed.

[Step S001]
In step S001, the control circuit 130 determines whether or not the lateral G is a value smaller than a predetermined value. If it is determined in step S001 that the lateral G is smaller than the predetermined value (step S001-Y), the process proceeds to step S002. If not (step S001-N), the process proceeds to step S002. The process proceeds to S006. When the lateral G is equal to or greater than the predetermined value (step S001-N), control for advancing the return timing of the present embodiment is not performed (step S006).

[Step S002]
In step S002, the control circuit 130 calculates the decrease gradient (decrease amount) of the lateral G and the change amount of the accelerator opening. The amount of decrease in the lateral G is calculated, for example, as an amount of decrease from the peak value (maximum lateral G) of the lateral G during corner traveling in the current lateral G detection value. The change amount of the accelerator opening can be, for example, the difference between the current accelerator opening and the accelerator opening zero, that is, the current accelerator opening itself.

[Step S003]
Next, in step S003, whether or not the change amount of the accelerator opening calculated in step S002 by the control circuit 130 is smaller than the target (reference) accelerator opening change amount (reference numeral 200 in FIG. 3). Is determined. FIG. 3 is a diagram for explaining the reference accelerator opening change amount.

  In FIG. 3, reference numeral 200 indicates a reference accelerator opening change amount. The reference accelerator opening change amount 200 is set corresponding to the amount of decrease from the lateral G peak value. The horizontal axis indicates the amount of decrease from the peak value of the horizontal G. When the amount of decrease from the peak value of the lateral G is a large value, the lateral G is greatly decreased with respect to the maximum lateral G, that is, a road close to a straight road on the corner exit side (a road having a large corner radius). Indicates that you are driving.

  The vertical axis | shaft of FIG. 3 shows the variation | change_quantity of an accelerator opening. The change amount of the accelerator opening can be, for example, the change amount of the accelerator opening from the state where the accelerator opening is zero. As shown in FIG. 3, the reference accelerator opening change amount 200 is set so as to increase as the amount of decrease from the lateral G peak value increases. The reference accelerator opening change amount 200 is, for example, based on an experimental result or the like as an accelerator opening change amount corresponding to a decrease amount from the peak value of the lateral G when the vehicle is driven by an average driver. Are preset.

  In the amount of decrease from the peak value of the lateral G that is currently detected (for example, the value indicated by G1), the actually detected change in the accelerator opening (reference A2) is the reference accelerator opening change 200 (reference sign). If the value is smaller than A1), an affirmative determination is made in step S003.

  As a result of the determination in step S003, if it is determined that the change amount of the accelerator opening is a value smaller than the reference accelerator opening change amount 200 (step S003-Y), the process proceeds to step S004; In (Step S003-N), the process proceeds to Step S006.

[Step S004]
In step S004, the control circuit 130 causes the timer value of the return timer and the return based on the deviation between the change amount of the accelerator opening and the reference accelerator opening change amount 200 (hereinafter simply referred to as "accelerator opening deviation"). The starting point of the timer is set.

  In FIG. 3, the code | symbol D shows an accelerator opening deviation. The accelerator opening deviation D is a difference between the reference accelerator opening change A1 (200) and the actual accelerator opening change A2 when the change from the peak value of the lateral G is a certain value G1. . The accelerator opening deviation D is calculated as a positive value when the actual accelerator opening change amount A2 is smaller than the reference accelerator opening change amount 200 (A1).

  When the accelerator opening deviation D is calculated, the map shown in FIG. 4 and the map shown in FIG. 5 are referred to, and the timer value of the return timer and the start point of the return timer are calculated.

  FIG. 4 is a diagram showing a correspondence relationship between the accelerator opening deviation D and the timer value of the return timer. As indicated by reference numeral 201, the timer value of the return timer is set to a smaller value as the accelerator opening deviation D is larger. In other words, the smaller the change amount of the actual accelerator opening relative to the reference accelerator opening change amount 200 (the smaller the accelerator depression), the shorter the timer time is returned from the corner control. Thus, an upshift is permitted at an earlier time, and control that matches the driver's feeling is realized.

  FIG. 5 is a diagram showing a correspondence relationship between the accelerator opening deviation D and the lateral G that determines the starting point of the return timer. The starting point for starting the count of the return timer is set based on the size of the lateral G. As indicated by reference numeral 203, the value of the lateral G that is the starting point of the return timer is set to a larger value as the accelerator opening deviation D is larger. In other words, the smaller the change amount of the actual accelerator opening with respect to the reference accelerator opening change amount 200 (the smaller the accelerator depression), the larger the lateral G is (before the corner exit). ) Stage, the return timer starts counting. Thus, an upshift is permitted at an earlier time, and control that matches the driver's feeling is realized.

  When the timer value and starting point of the return timer are set in step S004, the process proceeds to step S005.

[Step S005]
In step S005, the control circuit 130 determines whether there is a preceding vehicle. The control circuit 130 performs the determination in step S005 based on the detection result of the preceding vehicle detection unit 100. As a result of the determination in step S005, if it is determined that there is a preceding vehicle (step S005-Y), the process proceeds to step S006, and if not (step S005-N), this control flow is returned.

  When there is a preceding vehicle (step S005-Y), when the actual accelerator opening change amount is smaller than the reference accelerator opening change amount 200 (accelerator depression is small), the accelerator opening is Since it cannot be said that it represents the driver's true acceleration intention, control for advancing the return timing is not performed (step S006).

[Step S006]
In step S006, the control circuit 130 sets the return timer for returning from corner control to the normal return condition value. That is, the control for accelerating the return timing of this embodiment is not performed. Even if the change amount of the accelerator opening is smaller than the reference accelerator opening change amount 200 (step S003-Y), the accelerator is not depressed when the preceding vehicle exists (step S005-Y). The cause is considered to be that the preceding vehicle exists. The driver may want to accelerate more but may not have stepped on the accelerator because of the preceding vehicle. In this case, it is preferable for the driver to maintain the low speed gear ratio without returning from the corner control at an early stage.

  In step S006, the timer value and starting point of the return timer are set to normal return condition values even if the return timing is set to a value that advances the return timing in step S004. The normal return condition value can be, for example, a value set when the accelerator opening deviation D is zero. Alternatively, the normal return condition value may be a predetermined timer value and a starting point that are determined in advance. When step S006 is executed, this control flow is returned.

  FIG. 6 is a diagram for explaining the effect of the present embodiment. FIG. 6 shows a time chart in the case of downshifting from 5th gear to 3rd gear with the start of corner control and upshifting to 5th gear when returning from corner control. Reference numeral 210 indicates a corner R (degree of corner bending). The larger the value, the greater the degree of bending, and the smaller the value, the closer to the straight line. Reference numeral 211 indicates the size of the horizontal G.

  Reference numerals 212 and 213 denote accelerator opening degrees. Reference numeral 212 indicates the accelerator opening when the change amount of the accelerator opening changes with the reference accelerator opening change amount 200. Reference numeral 213 indicates the accelerator opening when the change amount of the accelerator opening changes with a value smaller than the reference accelerator opening change amount 200.

  Reference numerals 214 and 215 indicate input rotational speeds of the automatic transmission 10. Reference numeral 214 indicates the input rotational speed when the change amount of the accelerator opening changes with the reference accelerator opening change amount 200. Reference numeral 215 indicates the input rotational speed when the change amount of the accelerator opening changes with a value smaller than the reference accelerator opening change amount 200.

  Reference symbol T1 indicates a timer value (period in which the return timer is counted) that is set when the change amount of the accelerator opening changes by the reference accelerator opening change amount 200. Symbol T2 indicates a timer value that is set when the change amount of the accelerator opening changes with a value smaller than the reference accelerator opening change amount 200.

  As shown in FIG. 6, when the change amount of the accelerator opening changes at a value smaller than the reference accelerator opening change amount 200, the timer value T <b> 2 indicates that the change amount of the accelerator opening is the reference accelerator opening change amount 200. The value is smaller than the timer value T1 in the case of transition. Furthermore, the starting point t1 of the return timer when the change amount of the accelerator opening changes with a value smaller than the reference accelerator opening change amount 200 is the case where the change amount of the accelerator opening changes with the reference accelerator opening change amount 200. Is set at an earlier timing than the start point t3 of the return timer (at the time when the lateral G211 has a larger value).

  Thereby, when the change amount of the accelerator opening changes with a value smaller than the reference accelerator opening change amount 200, compared with the case where the change amount of the accelerator opening changes with the reference accelerator opening change amount 200, Return from corner control at an early stage. If the driver does not intend to accelerate much at the start of the corner, or if the driver expects to increase the speed without stepping on the accelerator, such as downhill, return from corner control at an early stage and improve Shifted. As shown in FIG. 6, when the timer value T2 when the change amount of the accelerator opening changes at a value smaller than the reference accelerator opening change amount 200 has elapsed, the control returns from the corner control and the upshift is permitted. Therefore, the gear stage is upshifted from the third speed to the fifth speed. Correspondingly, the input rotation speed 215 decreases. Therefore, it becomes possible to suppress drivability that is higher than necessary or that the engine brake more than necessary is effective, thereby improving drivability.

  In particular, when the gear ratio is greatly changed when entering the corner in order to increase the effect of corner control, the driver tends to feel uncomfortable if the return timing is not appropriate. According to the present embodiment, since the return condition from the corner control is set according to the driver's acceleration intention, the uncomfortable feeling given to the driver is suppressed, and the control that matches the driver's feeling is realized.

(First modification of the first embodiment)
A first modification of the first embodiment will be described.

  In the first embodiment, the presence of the preceding vehicle has been described as an example of the factor (obstacle) that causes the change amount of the accelerator opening to be smaller than the driver's true acceleration intention. The factor which makes a quantity small is not limited to this. For example, in step S005, it can be determined whether an intersection, a signal, a decrease in the width of the destination road, or the like is detected instead of the preceding vehicle. When an intersection, a signal, a decrease in destination road width, or the like is detected (step S005-Y), the return timer setting for returning from corner control is set to the normal return condition value (step S006).

(Second modification of the first embodiment)
A second modification of the first embodiment will be described.

  In the first embodiment, when the actual accelerator opening change amount is smaller than the reference accelerator opening change amount 200 (accelerator depression is small), both the timer value and the starting point of the return timer are changed ( Step S004). Instead, when the change amount of the accelerator opening is a value smaller than the reference accelerator opening change amount 200, only one of the timer value and the starting point of the return timer is changed in step S004, and the other is , And can be fixed to a predetermined value set in advance.

(Second Embodiment)
The second embodiment will be described with reference to FIGS. In the second embodiment, only differences from the first embodiment will be described.

  In the first embodiment (FIG. 1), when the change amount of the accelerator opening is a value smaller than the reference accelerator opening change amount 200 (step S003-Y), the return timing from the corner control is changed. (Step S004).

  In the present embodiment, in addition to this, the return timing is also changed when the change amount of the accelerator opening is a value larger than the reference accelerator opening change amount 200. When the change amount of the accelerator opening is larger than the reference accelerator opening change amount 200, control for delaying the return timing is performed.

  FIG. 7 is a view for explaining the accelerator opening deviation D of the present embodiment. As shown in FIG. 7, when the actual change amount of the accelerator opening is a larger value than the reference accelerator opening change amount 200 (the accelerator opening on the acceleration side), the accelerator opening deviation D Is calculated as a negative value. For example, when the decrease amount of the lateral G is G1, when the actual accelerator opening change amount (reference A3) is larger than the reference accelerator opening change amount 200 (reference A1), the accelerator The opening deviation D is calculated as a negative value.

  FIG. 8 is a diagram illustrating a correspondence relationship between the accelerator opening deviation D and the timer value of the return timer according to the present embodiment. In addition to the first embodiment (FIG. 4), the timer value of the return timer is set to a different value according to the accelerator opening deviation D even in the negative region of the accelerator opening deviation D. As indicated by reference numeral 204, the timer value is set to a larger value as the accelerator opening deviation D becomes smaller.

  FIG. 9 is a diagram illustrating a correspondence relationship between the accelerator opening deviation D and the lateral G of the return timer starting point according to the present embodiment. In addition to the first embodiment (FIG. 5), the lateral G of the starting point of the return timer is set to a different value according to the accelerator opening deviation D even in the negative region of the accelerator opening deviation D. As indicated by reference numeral 205, as the accelerator opening deviation D becomes smaller, the lateral G that is the starting point of the return timer is set to a smaller value.

  As described above, the smaller the accelerator opening deviation D is, the larger the value becomes (minus minus), the larger the timer value of the return timer, and the starting point of the return timer is set closer to the exit of the corner. Therefore, the greater the driver's intention to accelerate, the later the return timing from corner control, and the longer the period during which the low-speed gear ratio is maintained.

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

  Steps S011 to S012 are the same as those in the first embodiment (steps S001 and S002 in FIG. 1).

  In step S013, the control circuit 130 calculates the accelerator opening deviation D. Based on the calculated accelerator opening deviation D, the map of FIG. 8 and the map of FIG. 9 are referred to, and the timer value of the return timer and the start point of the return timer are calculated. When step S013 is executed, this control flow is returned.

(Modification of the second embodiment)
In the second embodiment, the timer value and the starting point of the return timer are changed regardless of the presence or absence of the preceding vehicle. Instead of this, similarly to the first embodiment (FIG. 1), the presence or absence of the preceding vehicle is changed. It can be determined whether to change the timer value and the starting point of the return timer.

  For example, as in the first embodiment, when there is a preceding vehicle, a return timer for returning from corner control can be set to a normal return condition value. In this case, after step S013, it is determined whether there is a preceding vehicle. If it is determined that there is a preceding vehicle, the timer value and starting point of the return timer are the values set in step S013. To the normal return condition value. The normal return condition value can be, for example, a value set when the accelerator opening deviation D is zero.

(Third embodiment)
A third embodiment will be described with reference to FIGS. 11 and 12. In the third embodiment, only differences from the above embodiments will be described.

  In the above embodiments (FIGS. 1 and 10), the return timing is changed based on the accelerator opening deviation D. Instead, in the present embodiment, the return timing is changed when the magnitude relationship between the actual accelerator opening change amount and the reference accelerator opening change amount 200 is reversed.

  FIG. 11 is a diagram for explaining conditions for changing the return timing in the present embodiment.

  In the present embodiment, as shown by reference numeral Y1, when the change amount of the accelerator opening changes from a value larger than the reference accelerator opening change amount 200 to a smaller value, and as shown by reference numeral Y2, the accelerator opening degree. The return timing is changed when the change amount of the change from a value smaller than the reference accelerator opening change amount 200 to a larger value.

  In the present embodiment, on the assumption that the return timing from the corner control (the timer value and the start point of the return timer) is set by a predetermined method, the return timing based on the amount of change in the accelerator opening. By changing the, the return timing that matches the driver's feeling is realized.

  For example, the predetermined method is a method of starting the return timer counting when the lateral G becomes equal to or less than a predetermined value, and returning from the corner control when the time set by the timer value elapses. Can be.

  As indicated by reference numeral Y1 in FIG. 11, when the change amount of the accelerator opening changes from a value larger than the reference accelerator opening change amount 200 to a smaller value, the control immediately returns from the corner control. In this case, for example, it is possible to immediately return from the corner control regardless of whether or not the return timer is being counted. This changes the starting point of the return timer to the time when the change amount of the accelerator opening changes from a value larger than the reference accelerator opening change amount 200 to a smaller value, and sets the timer value of the return timer to zero. Means that.

  In FIG. 11, in this embodiment, when the driver's intention to accelerate is reduced and the change amount of the accelerator opening is lower than the reference accelerator opening change amount 200, as indicated by reference numeral Y1, the control returns from the corner control. Therefore, the return timing suitable for the driver's feeling is realized.

  On the other hand, when the change amount of the accelerator opening changes from a value smaller than the reference accelerator opening change amount 200 to a larger value as indicated by reference symbol Y2, the return timer is cancelled. Thereby, when the driver desires to accelerate more, the timing to return from the corner control is delayed, and the low speed side gear ratio is maintained.

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

  Steps S021 and S022 are the same as those in the first embodiment (steps S001 and S002) and the second embodiment (steps S011 and S012).

  In step S023, the control circuit 130 determines whether or not the change amount of the accelerator opening has changed from a value larger than the reference accelerator opening change amount 200 to a smaller value.

  As a result of the determination in step S023, when it is determined that the change amount of the accelerator opening has changed from a value larger than the reference accelerator opening change amount 200 to a smaller value (step S023-Y), the process proceeds to step S024. Otherwise (step S023-N), the process proceeds to step S025.

  In step S024, the control circuit 130 returns from the corner control to the normal shift control. The downshift control is released, and the routine shifts to a normal shift control based on a shift map based on the accelerator opening and the vehicle speed, for example. When step S024 is executed, this control flow is returned.

  In step S025, the control circuit 130 determines whether or not the change amount of the accelerator opening has changed from a value smaller than the reference accelerator opening change amount 200 to a larger value.

  As a result of the determination in step S025, when it is determined that the change amount of the accelerator opening has changed from a value smaller than the reference accelerator opening change amount 200 to a larger value (step S026-Y), the process proceeds to step S026. If not (step S025-N), this control flow is returned.

  In step S026, the return timer is canceled by the control circuit 130. If the return timer is canceled, the return timer can be set again thereafter. Alternatively, the return timer may be temporarily stopped instead of canceling the return timer. When step S026 is executed, this control flow is returned.

(Modification of the third embodiment)
A modification of the third embodiment will be described.

  In the third embodiment, when it is determined that the change amount of the accelerator opening has changed from a value larger than the reference accelerator opening change amount 200 to a smaller value (step S023-Y), the control returns from the corner control. Instead of this, (step S024) can start the count of the return timer in step S024. Even when the return timer has not yet started counting, the return timer is turned on in conjunction with the amount of change in the accelerator opening being lower than the reference accelerator opening change 200. It is possible to return from corner control at a timing that matches the sense of the person.

  In each of the above-described embodiments, the case where the automatic transmission 10 subjected to the shift control is AT (6-speed AT) has been described as an example, but the present invention is not limited to this. The control of the present embodiment can also be applied when the target of the shift control is AT, MMT (manual transmission with automatic shift mode) or the like mounted on CVT or a hybrid vehicle.

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 the reference | standard accelerator opening variation | change_quantity and accelerator opening deviation in 1st Embodiment of the vehicle driving force control apparatus of this invention. It is a figure for demonstrating the setting content of the return timer value in 1st Embodiment of the driving force control device for vehicles of this invention. It is a figure for demonstrating the setting content of the starting point of the return timer in 1st Embodiment of the driving force control device for vehicles of this invention. It is a figure for demonstrating the effect of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure for demonstrating the reference | standard accelerator opening variation | change_quantity and accelerator opening deviation in 2nd Embodiment of the driving force control device for vehicles of this invention. It is a figure for demonstrating the setting content of the return timer value in 2nd Embodiment of the driving force control device for vehicles of this invention. It is a figure for demonstrating the setting content of the starting point of the return timer in 2nd Embodiment of the driving force control device for vehicles 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 conditions from which the return timing in 3rd Embodiment of the vehicle drive force control apparatus of this invention is changed. It is a flowchart which shows operation | movement of 3rd Embodiment of the driving force control apparatus for vehicles of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 43 Throttle valve 90 Acceleration sensor 95 Navigation system apparatus 100 Leading vehicle detection part 111 Brake operation amount detection part 112 Lateral G sensor 113 Accelerator opening degree detection part 114 Throttle opening degree sensor 116 Engine speed sensor 117 Pattern selection Switch 118 Road gradient measuring / estimating unit 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
133 ROM
200 Reference accelerator opening change 210 Corner bending degree 211 Horizontal G
212 Accelerator opening 213 Accelerator opening 214 Input rotation speed 215 Input rotation speed D Accelerator opening deviation T1 Timer value T2 Timer value

Claims (5)

A vehicle driving force control device that controls a gear ratio based on information on the corner when traveling in a corner,
Means for detecting lateral acceleration acting on the vehicle;
Means for detecting the accelerator opening,
Based on the amount of change in the lateral acceleration and the amount of change in the accelerator opening, the timing for returning from the control of the gear ratio is changed ,
The return timing is changed based on a deviation between a predetermined value corresponding to a change amount of the lateral acceleration and a change amount of the accelerator opening. Control device. A vehicle driving force control device that controls a gear ratio based on information on the corner when traveling in a corner,
Means for detecting lateral acceleration acting on the vehicle;
Means for detecting the accelerator opening,
Based on the amount of change in the lateral acceleration and the amount of change in the accelerator opening, the timing for returning from the control of the gear ratio is changed,
The return timing is changed when a magnitude relationship between a predetermined value corresponding to a change amount of the lateral acceleration and a change amount of the accelerator opening is reversed. A vehicle driving force control device. In the vehicle driving force control device according to claim 1 or 2 ,
Furthermore,
Means for detecting the preceding vehicle,
When the preceding vehicle is detected, a change in the return timing is prohibited. In the vehicle driving force control device according to any one of claims 1 to 3 ,
The change of the return timing is to change a timer value set as a time until the return from the control of the gear ratio with a predetermined point in time as a starting point. Driving force control device. In the vehicle driving force control device according to any one of claims 1 to 4 ,
Changing the return timing is changing a starting point of a timer that counts a time from the control of the gear ratio until the return. The vehicle driving force control device.

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