JP5163589B2 - Vehicle driving force control device - Google Patents

Description

  The present invention relates to a control device for controlling braking force and / or driving force in a vehicle.

  In order to suppress the change in the rotational speed of the power source in response to the driving force request operation, Patent Literature 1 provides a preset hysteresis width for the operation of the accelerator pedal, and changes in the throttle opening within the hysteresis width. In the region, an invention is described in which the gear ratio of the continuously variable transmission before the throttle opening is changed is maintained, so that constant speed traveling can be easily performed. The hysteresis width is narrowed as the vehicle speed increases.

  Since the hysteresis width described in Patent Document 1 is set to facilitate the vehicle traveling at a constant speed, the hysteresis effect may not be obtained on a road surface with a large running resistance. Therefore, Patent Document 2 describes an invention configured to set the hysteresis width according to the running resistance.

JP 63-130441 A JP 2002-122220 A

  According to the devices described in Patent Documents 1 and 2 described above, it is possible to suppress a change in the engine speed with respect to the operation of the accelerator pedal within the change range of the hysteresis width, but when the accelerator pedal is largely returned within the change range. When the engine is stepped on or greatly, the engine speed may be difficult to constantly increase or decrease. Further, when a slight accelerator operation is required, the accelerator pedal is operated in the dead zone (hysteresis width) range, and there is a possibility that the hysteresis effect cannot be obtained. Furthermore, outside the change range of the hysteresis width, the same effect as in the conventional control is obtained.

  The present invention has been made paying attention to the above technical problem, and an object thereof is to provide a vehicle driving force control device capable of suppressing a change in the rotational speed of the engine 1 in response to a drive request operation. It is.

  In order to achieve the above object, the invention of claim 1 includes a power source that generates a driving force of a vehicle, and a power transmission mechanism that shifts and transmits the driving force generated by the power source. When the operation amount of the driving force requesting operation for requesting the driving force is within a predetermined range of change, the change in the rotational speed of the power source with respect to the operation amount of the driving force requesting operation is suppressed. In the vehicular driving force control apparatus configured as described above, the operation amount holding means for holding the operation amount at the time when the operation amount of the driving force request operation has changed from increase to decrease or from decrease to increase, and the operation amount holding means A change width calculation that calculates the change width that suppresses a change in the number of rotations of the power source with respect to the operation amount of the driving force requesting operation on the basis of the operation amount held immediately before the operation amount held by Equipped with means When the operation amount of the driving force request operation is within the range of change set by the change width calculation means, the held operation amount is output to the power source or the power transmission mechanism. It is characterized by that.

  According to a second aspect of the present invention, in the first aspect of the invention, when the operation amount of the driving force request operation exceeds the range of the change width and is output to the power source or the power transmission mechanism, the power The vehicular driving force control device further includes a shift speed control means for changing a shift speed of the transmission mechanism.

  According to a third aspect of the present invention, in the first aspect of the invention, the change width calculating means includes an operation amount of the driving force request operation, a vehicle speed, a road gradient obtained by a navigation system or an inter-vehicle communication system, a road surface friction coefficient, The vehicle driving force control device is characterized in that the change width is calculated based on either traffic jam information or corner presence / absence information.

  According to a fourth aspect of the present invention, in the first aspect of the present invention, the shift speed control means includes an operation amount of the driving force request operation, a vehicle speed, a road gradient obtained by a navigation system or an inter-vehicle communication system, a road surface friction coefficient, The vehicular driving force control apparatus calculates a shift speed of the power transmission mechanism based on either traffic jam information or corner presence / absence information.

  According to a fifth aspect of the invention, in the second aspect of the invention, the shift speed control means includes means for making the shift speed different depending on whether the operation amount of the driving force request operation increases or decreases. This is a vehicle driving force control device.

  According to the first aspect of the present invention, the operation amount at the time when the operation amount of the driving force request operation is changed from increase to decrease or from decrease to increase is retained. Further, when the operation amount of the driving force request operation is within the range of change with the retained operation amount as a reference, the retained operation amount is output to the power source or the power transmission mechanism. . When the operation amount of the driving force request operation is within the range of the change width, the held operation amount is maintained. For this reason, it is possible to suppress the reaction of the power source with respect to the operation amount of the driving force requesting operation, and to improve drivability.

  According to the invention of claim 2, in addition to the effect similar to the effect of the invention of claim 1, when the operation amount of the driving force request operation exceeds the change width, the operation amount exceeding the change width is the power source. Alternatively, it is output to the power transmission mechanism and the speed change speed of the power transmission mechanism is changed. That is, when the operation amount of the driving force request operation exceeding the change range from the held operation amount is output to the power source or the power transmission mechanism, for example, the driving force is reduced by relatively slowing down the shift speed. Can be prevented or suppressed. As a result, sudden changes in the rotational speed of the power source can be prevented or suppressed, and smooth acceleration or deceleration can be performed. Further, since the speed change speed of the power transmission mechanism can be changed, for example, by increasing the speed change speed relatively, it is possible to obtain so-called sharp driving characteristics with good control response.

  According to the invention of claim 3, in addition to the effect similar to the effect of the invention of claim 1, the operation amount of the driving force request operation, the vehicle speed, the road gradient obtained by the navigation system or the inter-vehicle communication system, the road surface friction The change width is calculated based on any of the coefficient, the traffic jam information, and the corner presence / absence information. Thereby, the change width suitable for the state of the vehicle can be calculated.

  According to the invention of claim 4, in addition to the effect similar to the effect of the invention of claim 1, the operation amount of the driving force request operation, the vehicle speed, the road gradient obtained by the navigation system or the inter-vehicle communication system, the road surface friction The shift speed of the power transmission mechanism is changed according to any of the coefficient, traffic jam information, and corner presence / absence information. Thereby, the speed change speed of the power transmission mechanism suitable for the state of the vehicle can be set.

  According to the invention of claim 5, in addition to the same effect as that of the invention of claim 2, the shift speed is made different between when the operation amount of the driving force request operation increases and when the operation amount decreases. ing. In other words, when the operation amount of the driving force request operation increases (acceleration) and when the operation amount of the drive force request operation decreases (deceleration), it is possible to set a shift speed suitable for each.

It is a flowchart for demonstrating control which concerns on this invention. It is a figure which shows typically the time chart at the time of applying the control which concerns on this invention. It is a flowchart for demonstrating the other control which concerns on this invention. It is a figure which shows typically the time chart at the time of applying the other control which concerns on this invention. It is a figure which shows typically the structural example of the drive system and control system of the vehicle which are the object of control by this invention. It is a figure which shows typically an example of the control of the driving | running state of the engine in the control which concerns on this invention, and the gear ratio of a belt-type continuously variable transmission.

  Next, the present invention will be described with reference to specific examples. FIG. 5 is a diagram schematically showing a configuration example of a drive system and a control system of the vehicle Ve to be controlled in the present invention. A vehicle Ve to which the present invention can be applied is an internal combustion engine (hereinafter referred to as an engine) 1 such as a gasoline engine or a diesel engine, a hybrid vehicle using an engine 1 and an electric motor (not shown), and the like. In addition, an automatic transmission 3 is connected via a transmission mechanism 2 such as a torque converter or a forward / reverse switching mechanism. Drive wheels 5 are connected to the output side of the automatic transmission 3 via a drive shaft 4.

  As described above, the engine 1 is an internal combustion engine 1 that outputs power by burning a fuel such as a gasoline engine, a diesel engine, or an LPG engine, for example. It is configured so that it can be controlled. The engine 1 is connected to an auxiliary machine (not shown) that is driven by the output torque of the engine 1 directly or indirectly, such as an air conditioner compressor, a power steering oil pump, or an alternator. .

  The output torque of the engine 1 is input to the automatic transmission 3 through the transmission mechanism 2, is shifted according to the transmission gear ratio γ set in the automatic transmission 3, and is transmitted to the drive wheels 5 as drive torque. It is like that.

  An automatic transmission 3 shown in FIG. 5 is a belt-type continuously variable transmission 3 capable of steplessly shifting the power output from the engine 1 and, for example, shift control for changing the gear ratio γ by electrically controlling the hydraulic pressure. This is a so-called electronically controlled speed change mechanism. Similar to the belt-type continuously variable transmission 3, a toroidal continuously variable transmission capable of continuously changing the power output from the engine 1 may be used.

  The belt type continuously variable transmission 3 wraps the belt 8 around the drive pulley 6 and the driven pulley 7 and changes the wrapping radius (effective radius) of the belt 8 with respect to the pulleys 6 and 7, thereby changing the speed ratio γ. The drive pulley 6 is configured to continuously change, and the movable pulley 6 is movable back and forth in the axial direction so as to approach and separate from the fixed sheave 6a having tapered surfaces facing each other and the fixed sheave. A sheave 6b is provided, and a V-shaped winding groove for winding the belt 8 is formed by the tapered surfaces thereof. Further, a hydraulic actuator 6c for moving the movable sheave 6b in the axial direction is provided. The hydraulic actuator 6c is of a hydraulic cylinder type using the movable sheave 6b as a piston so that when the pressure oil is supplied, the movable sheave 6b moves to the fixed sheave 6a side, so that the groove width becomes narrow, that is, The winding radius of the belt 8 is increased.

  On the other hand, the driven pulley 7 has a fixed sheave 7a whose surfaces facing each other are tapered, and a movable sheave that moves back and forth in the axial direction so as to approach and separate from the fixed sheave 7a. 7b, and a V-shaped winding groove for winding the belt 8 is formed by these tapered surfaces. A hydraulic actuator 7c is provided for pressing the movable sheave 7b in the axial direction. The hydraulic actuator 7c is of a hydraulic cylinder type using the movable sheave 7b as a piston. The hydraulic actuator 7c is pressed so that the movable sheave 7b is pushed toward the fixed sheave 7a when the hydraulic pressure is supplied. Is configured to increase.

  A hydraulic control device 9 for controlling the belt-type continuously variable transmission 3 by hydraulic pressure is provided, and the hydraulic control device 9 is electrically controlled to switch or change the speed ratio γ. ing.

  A hydraulic control device 9 for controlling the hydraulic actuators 7 c and 8 c and the transmission mechanism 2 of the belt type continuously variable transmission 3 is provided. The hydraulic control device 9 is configured to switch and change the speed ratio γ of the belt-type continuously variable transmission 3 by being electrically controlled. An electronic control unit (ECU) 10 is provided for controlling the operating state of the engine 1 and the operating state of the hydraulic control unit 9 for executing the shift control for changing the speed ratio γ of the belt-type continuously variable transmission 3. It has been.

  The ECU 10 includes, for example, a central processing unit (CPU), a storage device (RAM, ROM), and a microcomputer mainly including an input / output interface. The ECU 10 includes, for example, the rotational speed Ne of the engine 1. The engine speed sensor 11 to detect, the wheel speed sensor 12 to detect the vehicle speed V, the acceleration sensor 13 to detect the longitudinal or lateral acceleration of the vehicle Ve for estimating the traveling state of the vehicle Ve, and the required drive amount for the engine 1 Acceleration opening sensor 14 to be detected, road information and road gradient acquired from navigation system 15, signals such as current position information of vehicle Ve, and information such as the running state between host vehicle Ve and other vehicles ahead. If there is an inter-vehicle communication system 16 that communicates with each other, Such signals are inputted as control data.

  Then, from the ECU 10, a control signal for changing the throttle opening of the engine 1, the fuel injection amount, etc., and a control signal for changing the speed ratio γ of the belt-type continuously variable transmission 3 by controlling the operation state of the hydraulic control device 9. The operation state of the hydraulic control device 9 is controlled to output a signal for controlling the transmission mechanism 2 such as a torque converter and a forward / reverse switching mechanism, a signal for other vehicles that perform inter-vehicle communication, and the like.

  In the control according to the present invention, the engine speed Ne is determined based on the operation amount pap of the driving force request operation and the vehicle speed V, and the rotation speed of the engine 1 is sensitive to the operation amount pap of the drive force request operation. The speed ratio γ of the belt type continuously variable transmission 3 is controlled so as not to react.

  FIG. 6 is a diagram schematically showing an example of control of the operating state of the engine 1 and the speed ratio γ of the belt-type continuously variable transmission 3 in the control according to the present invention, and the output from the accelerator opening sensor 14 The signal is arithmetically processed by the ECU 10, that is, the target throttle opening is calculated from the operation amount pap of the driving force request operation, and the engine output is controlled. Further, the operation amount (hold value) of the driving force request operation and the output signal from the wheel speed sensor 12 at the time when the operation amount pap of the driving force request operation changes from increase to decrease or from decrease to increase is calculated by the ECU 10. Thus, the target engine speed Ne is calculated. Then, the speed ratio γ of the belt type continuously variable transmission 3 is controlled so as to be the calculated engine speed Ne. In other words, the control according to the present invention controls the throttle opening so that, for example, the throttle opening is in accordance with the acceleration operation amount of the driving force request operation, and the acceleration operation amount of the driving force request operation increases. In the case of turning from a decrease to a decrease (or an increase from a decrease), only the acceleration operation amount of the drive force request operation used for the shift control of the belt-type continuously variable transmission 3 is retained, and the drive force request operation used for the throttle opening control. The acceleration operation amount is not held.

  FIG. 1 is a flowchart for explaining the above-described control. First, the previous value pap (n−1) of the operation amount of the driving force request operation, that is, the driving force request operation performed once before this routine. Is set to the operation amount pahold (n-1) of the driving force request operation held (held) one time before this routine, and the operation amount of the driving force request operation The determination value JF (n−1) immediately before the determination flag JF for determining the current value pap (n) and the previous value pap (n−1) is the current value JF (n (Step S1). In other words, this step S1 corresponds to resetting the operation amount pap (n−1) of the previous driving force request operation and the previous determination flag JF (n−1) to zero.

  Following the control in step S1, it is determined whether or not the operation amount pap (n) of the current driving force request operation is larger than the operation amount pap (n-1) of the previous driving force request operation ( Step S2). Here, the operation amount pap (n−1) of the previous driving force request operation is the operation amount pahold (n−1) of the driving force request operation held (held) once in step S1 described above. Is set to Therefore, in this step S2, is the operation amount pap (n-1) of the current driving force request operation greater than the operation amount pahold (n-1) of the driving force request operation held (held) once before? It is determined whether or not.

  Then, the operation amount pap (n) of the current driving force request operation is the operation amount pap (n−1) of the previous driving force request operation, that is, the operation amount of the previous driving force request operation in step S1. If the determination is positive in step S2 because it is larger than the operation amount pahold (n−1) of the driving force request operation held (held) once before set to pap (n−1), A determination flag JF (n) for determining the operation amount pap (n) of the current driving force request operation and the operation amount pap (n-1) of the previous driving force request operation is set to 1 (step S3). ). In other words, the determination flag JF (n) is set to 1 when the operation amount pap of the driving force requesting operation is increased.

  On the contrary, since the operation amount pap (n) of the current driving force request operation is smaller than the operation amount pap (n−1) of the previous driving force request operation, a negative determination is made in step S2. In this case, the determination flag JF (n) for determining the operation amount pap (n) of the current driving force request operation and the operation amount pap (n−1) of the previous driving force request operation is 0 (zero). (Step S4).

  Subsequent to the control in step S3 or step S4, the driving force request operation held once (held) set to the operation amount pap (n-1) of the previous driving force request operation in step S1. Based on the operation amount pahold (n-1), the hold threshold paphldup when the operation amount pahold (n-1) of the operation requiring the driving force has started to decrease (return) and increased (stepping increased) ) Is a road gradient obtained by the navigation system 15 or the inter-vehicle communication system 16 in addition to the operation amount pap (n) of the current driving force request operation and / or the vehicle speed V, or the vehicle speed V, It is calculated (corrected) based on the road surface friction coefficient, traffic jam information, corner presence / absence information, and the like (step S5). That is, based on the running state of the vehicle Ve, threshold values are set on the increase side and the decrease side of the driving force request operation.

  Subsequent to the control in step S5, the operation amount pahold of the driving force request operation held (held) one time before is set to the operation amount pap (n-1) of the previous driving force request operation in step S1. Based on (n-1), when the operation amount of the driving force request operation is changed from increasing to decreasing, the operation amount of the driving force request operation (hold value at the time of return) papjdgup and the operation amount of the driving force request operation are decreased. The operation amount (holding value when stepping on) papjdgdwn when the driving force is requested to increase is calculated (step S6). The return hold value papjdgup is calculated by subtracting the return hold threshold paphldup calculated in step S5 described above from the operation amount pap (n-1) of the previous driving force request operation. Further, the step-on hold value papjdgdwn is calculated by adding the step-on hold threshold paphldwn to the operation amount pap (n−1) of the previous driving force request operation. The range of the hold value corresponds to the change width in the present invention.

  Following the control in step S6, it is determined whether or not the return hold value papjdgup calculated in step S6 described above is smaller than 0 (zero) (step S7). When the return hold value papjdgup is smaller than 0 (zero), a positive determination is made, and when the return hold value papjdgup is larger than 0 (zero), a negative determination is made.

  When the return hold value papjdgup is smaller than 0 (zero), if the determination in step S7 is affirmative, the return hold value papjdgup is set to 0 (zero) (step S8).

  The return-time hold value papjdgup is a value that is arbitrarily calculated based on the operation amount pap (n) of the current driving force request operation and / or the vehicle speed V, and the return-time hold threshold paphldup is driven one time before. The return hold value papjdgup is calculated by subtracting from the operation amount pap (n−1) of the force request operation. Therefore, the operation amount of the driving force request operation may be smaller than 0 (zero). However, the case where the operation amount of the driving force request operation is smaller than 0 (zero) is, in other words, the case where there is no required driving force with respect to the engine 1, and in such a case, the return hold value papjdgup is set. Set to 0 (zero).

  Following the control of step S8, and when the return hold value papjdgup is greater than 0 (zero), if it is determined negative in step S7, the operation amount pap (n) of the current driving force request operation And the current value JF (n) of the determination flag for determining the operation amount pap (n−1) of the previous driving force request operation is set to 1, and the previous determination flag JF (n−1) ) Is set to 0 (zero) (step S9). That is, when the operation amount pap (n) of the current driving force request operation is larger than the operation amount pap (n−1) of the previous driving force request operation, the driving force request operation to be held is held. If the operation amount pap is updated from the previous value pap (n−1) to the current value pap (n), a positive determination is made, and the driving force request operation that is held (held) opposite to this is determined. If the operation amount pap is not updated, a negative determination is made.

  If the determination in step S9 is affirmative, the hold flag HF (n) for holding the operation amount pap (n) of the current driving force request operation is set to 1, and the current driving is performed by another routine (not shown). The operation amount pap (n) of the force request operation is held (held) (step S10).

  Following the control of step S10 and when the determination in step S9 is negative, the operation amount pap (n) of the current driving force requesting operation is greater than the hold value papjdgdwn at the time of stepping, or It is determined whether the operation amount pap (n) of the current driving force requesting operation is smaller than the return hold value paphldup (step S11). More specifically, it is determined whether the operation amount pap (n) of the current driving force request operation is not within the range of the change width Δpap, and the operation amount pap (n) of the current driving force request operation is determined. Is not determined to fall within the range of the change width Δpap. On the contrary, if the operation amount pap (n) of the current driving force request operation is within the range of the change width Δpap, a negative determination is made.

  When the operation amount pap (n) of the current driving force requesting operation is not within the range of the change width Δpap, and it is determined affirmative in step S11, the operation amount pap (n) of the driving force requesting operation Hold flag HF (n) is set to 0 (zero) (step S12). That is, the holding (holding) of the operation amount pap of the driving force request operation is stopped.

  Following the control of step S12 and when a negative determination is made in step S11 described above, it is determined whether or not the hold flag HF (n) is set to 0 (zero) (step S13). If the hold flag HF (n) is set to 0 (zero), a positive determination is made. Conversely, if the hold flag HF (n) is not set to 0 (zero), a negative determination is made.

  If the hold flag HF (n) is set to 0 (zero) and the determination in step S13 is affirmative, the operation amount pap (n-1) of the previous driving force request operation is the current value. Is set to the operation amount pap (n) of the driving force requesting operation (step S14). That is, the operation amount pap (n−1) of the previous driving force request operation held as described above is updated to the operation amount pap (n) of the current driving force request operation.

  Following the control of step S14, and if the negative determination is made in step S13 because the hold flag HF (n) is not set to 0 (zero), it was held (held) once before. The operation amount pahold (n−1) of the driving force request operation is set to the operation amount pap (n−1) of the previous driving force request operation, and the operation amount pap (n) of the current driving force request operation Is set to the operation amount pahold (n−1) of the driving force request operation held (held) once before (step S15). That is, the operation amount pap (n−1) of the previous driving force request operation is set as the current driving force request operation pap (n). Therefore, when the operation amount pap of the driving force request operation is within the range of the change width Δpap described above, the held operation amount pap is maintained.

  FIG. 2 is a diagram schematically showing a time chart when the control according to the present invention is applied, and particularly shows a case where the vehicle Ve is accelerating. When the hold flag HF (n) described above is set to 1 at time t1, the operation amount pap (n) of the current driving force request operation is held (held) by another routine (not shown). The retained operation amount pap (n) is set with a change width Δpap based on the operation amount pap (n−1) of the previous drive force request operation, and the drive force falls within the range of the change width Δpap. When there is an operation amount pap of the requested operation, the value pap (n) is held (maintained), and the belt-type continuously variable transmission is configured to control the engine speed according to the value pap (n). The gear ratio γ of 3 is controlled. When the operation amount of the current driving force request operation exceeds or falls below the change width Δpap at time t2, the hold flag HF (n) is set to 0, and the operation of the driving force request operation according to the present invention is performed. Control to hold (hold) the amount pap is released.

  Therefore, according to the control according to the present invention, the transmission ratio γ of the belt-type continuously variable transmission 3 is held (held) by holding (holding) the output value of the operation amount pap of the driving force requesting operation, and the engine It is comprised so that the output change of 1 can be suppressed. Therefore, it is possible to suppress the engine 1 from reacting sensitively to the operation amount pap of the driving force request operation. The control according to the present invention is such that when the operation amount pap (n) of the current driving force requesting operation exceeds or falls below the change width Δpap, the control is once released and the operation amount of the driving force requesting operation is again performed. The pap is held (held). Therefore, when the control according to the present invention is executed, it is possible to suppress the engine 1 from reacting to the operation amount pap of the driving force request operation at all times.

  Incidentally, when the operation amount pap (n) of the current driving force request operation exceeds or falls below the change width Δpap, the operation amount pap (n) of the held driving force request operation and the change width Δpap exceed or Since there is a difference in the operation amount of the driving force request operation between the operation amount pap of the driving force request operation at the time when it falls below (for example, described as pap (n + 1)), the engine 1 is caused by the difference in the operation amount. There is a risk that the output will suddenly change and shock will occur. Therefore, it is preferable to suppress a sudden change in the output change of the engine 1 and suppress the occurrence of shock. FIG. 3 is a flowchart for explaining an example of the control. The control example shown in FIG. 3 is a partial modification of the control example shown in FIG. Steps are denoted by the same reference numerals as those in FIG. 1 and description thereof is omitted.

  Subsequent to the control in step S10 in FIG. 1 described above, it is determined whether or not the operation amount pap (n) of the current driving force requesting operation is larger than the hold value papjdgdwn when stepping on (step S16). A positive determination is made when the operation amount pap (n) of the current driving force requesting operation is greater than the step-on hold value papjdgdwn, that is, exceeds the upper limit of the change width Δpap. On the other hand, if the operation amount pap (n) of the current driving force request operation is smaller than the step-on hold value papjdgdwn and does not exceed the upper limit of the change width Δpap, a negative determination is made.

  If the operation amount pap (n) of the current driving force requesting operation is larger than the hold value papjdgdwn at the time of stepping up, if the determination in step S16 is affirmative, the hold flag HF (n) is set to 0 (zero). It is set (step S17). That is, the control for holding (holding) the operation amount pap of the driving force requesting operation according to the present invention is released.

  Subsequent to the control in step S17, a flag DSSF for requesting a change in downshift speed is set to 1, and a change in the downshift speed of the belt-type continuously variable transmission 3 is requested (step S18).

  If the above-described operation amount pap (n) of the current driving force request operation is smaller than the hold value papjdgdwn at the time of stepping, and if it is determined negative in step S16, the operation amount pap of the current driving force request operation It is determined whether (n) is smaller than the return hold value papjdgup (step S19). A positive determination is made when the operation amount pap (n) of the current driving force requesting operation is smaller than the return-time hold value papjdgup, that is, less than (exceeds) the lower limit of the change width Δpap. On the contrary, if the operation amount pap (n) of the current driving force request operation is larger than the return hold value papjdgup and does not fall below (below) the lower limit of the change width Δpap, a negative determination is made. Is done.

  If the operation amount pap (n) of the current driving force requesting operation is smaller than the return hold value papjdgup and the determination in step S19 is affirmative, the hold flag HF (n) is set to 0 (zero). (Step S20). That is, the control for holding (holding) the operation amount pap of the driving force requesting operation according to the present invention is released.

  Subsequent to the control in step S20, the flag USSF for requesting a change in the upshift speed is set to 1, and a change in the upshift speed of the belt type continuously variable transmission 3 is requested (step S21).

  Subsequent to the control in step S18 or step S21 described above, or when the operation amount pap (n) of the current driving force request operation is larger than the return hold value papjdgup, and a negative determination is made in step S19, Proceeding to step S13 shown in FIG. 2 described above, each control from step S13 to step S15 described above is executed.

  Therefore, according to the control shown in FIG. 3 described above, the shift speed of the belt-type continuously variable transmission 3 is changed when the control for holding the operation amount of the driving force request operation according to the present invention is released. It is comprised so that it may be configured to suppress sudden changes in engine output. The control for changing the shift speed is controlled by another routine (not shown). And it is preferable that the speed change speed is set according to the traveling state of the vehicle Ve. That is, for example, an optimum shift speed is set based on information such as road gradient and road surface friction coefficient obtained from the navigation system 15 or the inter-vehicle communication system 16, corner information, and the distance between the host vehicle Ve and other vehicles. Is preferred.

  More specifically, when the interval between the host vehicle Ve and the other vehicle is narrow and rapid acceleration / deceleration is required, for example, by setting the shift speed of the belt-type continuously variable transmission 3 faster, For example, like the stepped transmission, the engine speed Ne can be changed stepwise to control so as to obtain so-called sharp driving characteristics.

  On the other hand, especially when the operation amount of the driving force request operation is increased, by setting the shift speed of the belt-type continuously variable transmission 3 to be slow, the sudden change in the target engine speed Ne is suppressed, and the engine speed It can be suppressed that the driving force of the vehicle Ve is reduced due to the inertia torque accompanying the rapid increase of several Ne and the smooth acceleration feeling is impaired. Further, when turning a corner or traveling on an uphill road, or when the road surface friction coefficient is low, the target engine speed Ne is set by setting the speed of the belt-type continuously variable transmission 3 slower. Therefore, a sudden change in driving force accompanying a sudden change in engine speed can be suppressed, and the controllability of the vehicle Ve can be improved.

  FIG. 4 is a diagram schematically showing a time chart when the control shown in FIG. 3 described above is applied, and particularly shows a case where the vehicle Ve is accelerating. When the hold flag HF (n) described above is set to 1 at time t3, the operation amount pap (n) of the current driving force requesting operation is held (held) by another routine (not shown). The held operation amount pap (n) is set with a change width Δpap based on the operation amount pap (n−1) of the previous driving force request operation, similarly to the control shown in FIG. When the operation amount pap of the driving force request operation changes within the change width Δpap, the operation amount pap (n) is held or maintained, and the engine corresponding to the operation amount pap (n) The speed ratio γ of the belt type continuously variable transmission 3 is controlled so as to be output. Further, when the operation amount pap (n) of the current driving force request operation exceeds or falls below the set change width Δpap at time t4, the hold flag HF (n) is set to 0, and the driving force request The control for holding the operation amount pap (n) of the operation is released. And the request | requirement (signal) which changes the speed which changes the gear ratio (gamma) of the belt-type continuously variable transmission 3 according to the driving state of the vehicle Ve is output.

  For example, when the speed of the belt-type continuously variable transmission 3 is set to be slow, the target engine speed Ne changes as shown by a dotted line in FIG. 4, that is, a sudden change in the engine speed Ne is suppressed. To be controlled. For this reason, for example, since the shift is completed at time t4, it is possible to suppress a reduction in the driving force of the vehicle Ve due to the inertia torque accompanying the rapid increase in the engine speed Ne and impair the smooth acceleration feeling. Can be obtained. On the other hand, during sudden acceleration / deceleration, a request (signal) for changing the speed ratio γ of the belt-type continuously variable transmission 3 so as to increase is output. Then, for example, control is performed so that the speed is changed in the vicinity of the time point t3 when the control for holding (holding) the operation amount pap (n) of the driving force requesting operation is released.

  Therefore, according to another control according to the present invention, the speed at which the speed ratio γ of the belt-type continuously variable transmission 3 is changed when the control for holding the operation amount pap of the driving force request operation is released. Is changed in accordance with the traveling state of the vehicle Ve. Therefore, for example, a sudden change in the engine speed Ne can be suppressed by changing the speed so as to reduce the speed. As a result, it is possible to suppress the driving force of the vehicle Ve from being reduced due to the inertia torque accompanying the rapid increase in the engine speed Ne and impair the smooth acceleration feeling, and a smooth acceleration feeling can be obtained. Further, for example, by changing the speed change speed so as to increase, the speed ratio γ can be changed stepwise like a stepped transmission, and so-called sharp driving characteristics can be obtained. Further, in the other control according to the present invention, in the same way as the control described above, when the control according to the present invention is executed, the power source always reacts sensitively to the operation amount of the driving force request operation. Can be suppressed.

  Here, the relationship between the above-described specific example and the present invention will be briefly described. The functional means for executing steps S10 and S11 shown in the figure corresponds to the operation amount holding means in the present invention. The functional means for executing S6 corresponds to the change width Δpap setting means in the present invention, and the functional means for executing steps S18 and S19 corresponds to the shift speed control means in the present invention.

  DESCRIPTION OF SYMBOLS 1 ... Engine, 3 ... Automatic transmission, 11 ... Engine speed sensor, 12 ... Wheel speed sensor, 13 ... Acceleration sensor, 14 ... Accelerator opening sensor, 15 ... Navigation system, 16 ... Inter-vehicle communication system, Ve ... Vehicle , Pap: operation amount of the driving force request operation, Δpap: change width.

Claims (5)

A power source that generates a driving force of the vehicle, and a power transmission mechanism that transmits the driving force generated by the power source while shifting, and an operation amount of a driving force request operation for requesting the driving force to the power source is In the vehicular driving force control device configured to suppress a change in the rotational speed of the power source with respect to the operation amount of the driving force request operation when within a predetermined change range,
An operation amount holding means for holding the operation amount at the time when the operation amount of the driving force requesting operation decreases from increase or decreases to increase;
Based on the operation amount held immediately before the operation amount held by the operation amount holding means, the change width that suppresses the change in the rotational speed of the power source with respect to the operation amount of the driving force request operation. A change width calculating means for calculating,
When the operation amount of the driving force request operation is within the range of change set by the change range calculation means, the held operation amount is output to the power source or the power transmission mechanism. A driving force control apparatus for a vehicle.   Shift speed control means for changing the shift speed of the power transmission mechanism when the operation amount of the driving force request operation exceeds the range of the change width and is output to the power source or the power transmission mechanism. The vehicle driving force control device according to claim 1, further comprising:   The change width calculation means is based on any of the operation amount of the driving force request operation, the vehicle speed, the road gradient obtained by the navigation system or the inter-vehicle communication system, the road surface friction coefficient, the traffic jam information, and the corner presence / absence information. The vehicle driving force control device according to claim 1, wherein a change width is calculated.   The shift speed control means is based on one of the operation amount of the driving force request operation, the vehicle speed, the road gradient obtained by the navigation system or the inter-vehicle communication system, the road surface friction coefficient, the traffic jam information, and the corner presence / absence information. The vehicle driving force control device according to claim 2, wherein a shift speed of the power transmission mechanism is calculated.   3. The vehicle driving force control according to claim 2, wherein the shift speed control means includes means for making the shift speed different depending on whether the operation amount of the driving force request operation increases or decreases. apparatus.

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