JP5211653B2 - Driving force control device - Google Patents

Description

  The present invention relates to a driving force control device, and more particularly, to an automatic transmission configured to be capable of mode selection between a manual shift mode in which a shift is performed by a driver's manual operation and an automatic shift mode in which a shift is performed automatically. The present invention relates to a driving force control device to be controlled.

  2. Description of the Related Art There is known an automatic transmission configured to be capable of mode selection between a manual shift mode in which a shift is performed by a driver's manual operation and an automatic shift mode in which a shift is automatically performed. Japanese Patent Application Laid-Open No. 2004-151561 discloses a vehicle shift control device for controlling an automatic transmission having a manual shift mode and an automatic shift mode.

JP 2006-242266 A

  In an automatic transmission configured to be able to select the manual transmission mode and the automatic transmission mode, when the switching operation from the automatic transmission mode to the manual transmission mode is performed, the target gear stage (or the target transmission ratio) in the manual transmission mode is selected. ) Is set, and the automatic transmission is controlled so as to realize the set target gear stage (target gear ratio). Here, when the automatic transmission is a stepped type, a target shift stage can be set, and when the automatic transmission is a continuously variable type, a target speed ratio can be set. In the following description, a case where the automatic transmission is a stepped type will be described.

  When the switching operation from the automatic transmission mode to the manual transmission mode is performed, the set target shift speed may not match the driver's feeling. For example, when the driver wants to decelerate the vehicle. In this case, the switching operation from the automatic transmission mode to the manual transmission mode is performed with the driver stepping on the brake.

  In the conventional control, when the switching operation from the automatic transmission mode to the manual transmission mode is performed, the driver's deceleration request and the intention to decelerate are not sufficiently reflected in the setting of the target shift stage. For this reason, for example, when the driver performs a gear change mode switching operation with the intention to decelerate and depressing the brake, the gear shifts to a higher speed than the driver desires, and the reduction is sufficient. There are cases where a gear position that does not match the driver's feeling is set, for example, the speed cannot be obtained.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an automatic transmission that can be selected between a manual shift mode in which a shift is performed by a driver's manual operation and an automatic shift mode in which a shift is performed automatically. It is an object of the present invention to provide a driving force control device capable of setting a gear position or a gear ratio in accordance with a driver's feeling when a switching operation from a mode to a manual transmission mode is performed.

A driving force control device according to the present invention is a stepped automatic transmission configured to be capable of mode selection between a manual shift mode in which a shift is performed by a driver's manual operation and an automatic shift mode in which a shift is performed automatically. In this case, when the driver performs an operation of switching from the automatic shift mode to the manual shift mode, the target shift stage in the manual shift mode is set, and the automatic transmission is set so as to realize the target shift stage. A driving force control device for controlling the driver's braking intention and / or the driver's request based on at least one of a braking operation of the driver or a traveling environment of a vehicle on which the automatic transmission is mounted. a detection estimation means for detecting or estimating the deceleration, when the switching operation is performed, calculated on the basis of the detection or estimation result of the detection or estimation means The most low-speed side gear stage among the speed change stage that generates a smaller deceleration than the target longitudinal acceleration is and sets as the target gear position.

A driving force control device according to the present invention is a continuously variable automatic transmission configured to be capable of mode selection between a manual shift mode in which a shift is performed by a driver's manual operation and an automatic shift mode in which a shift is performed automatically. In this case, when the driver performs an operation of switching from the automatic transmission mode to the manual transmission mode, the target transmission ratio in the manual transmission mode is set, and the automatic transmission is configured to realize the target transmission ratio. A driving force control device for controlling the driver's braking intention and / or the driver's request based on at least one of a braking operation of the driver or a traveling environment of a vehicle on which the automatic transmission is mounted. a detection estimation means for detecting or estimating the deceleration, when the switching operation is performed, among the plurality of gear ratios predetermined, wherein the detection estimation hands The detection or estimation result can generate a nearest longitudinal acceleration to the calculated target longitudinal acceleration based transmission ratio and sets as the target speed ratio.

In the driving force control device according to the present invention, the brake device is controlled such that a sum of a braking force generated by a power train and a braking force generated by the brake device becomes the target longitudinal acceleration .

  In the driving force control apparatus of the present invention, the driving force control device further includes acceleration estimation means for estimating the driver's intention to accelerate based on a traveling environment of a vehicle on which the automatic transmission is mounted, and when the switching operation is performed, The target gear stage or the target gear ratio is set based on the estimation result of the acceleration estimating means.

  In the driving force control apparatus of the present invention, the acceleration estimation means further estimates an acceleration requested by the driver, and the target shift speed is set to a low speed based on the estimated acceleration requested by the driver. It is characterized in that the target gear ratio is set as a large gear ratio or a gear side gear stage.

  According to the present invention, in an automatic transmission configured to be able to select a manual shift mode in which a shift is performed by a driver's manual operation and an automatic shift mode in which a shift is performed automatically, When the switching operation from the mode to the manual shift mode is performed, the gear position or the gear ratio can be set in accordance with the driver's feeling.

  Hereinafter, an embodiment of the driving force control apparatus 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 4. The present embodiment relates to a driving force control device for controlling an automatic transmission configured to be able to select a manual shift mode in which a shift is performed by a manual operation of a driver and an automatic shift mode in which a shift is automatically performed. .

  In the shift lever (refer to reference numeral 7A in FIG. 2) of the automatic transmission (refer to reference numeral 2 in FIG. 1) configured to be able to select the manual shift mode and the automatic shift mode, the automatic shift mode (drive position “D”) is selected. ) To manual shift mode (manual shift position “M”), the conventional control does not take into account the driver's intention to decelerate by operating the brake pedal. In some cases, it could not be obtained. When the driver operates the shift range from the drive position “D” to the manual shift position “M” while decelerating with the brake pedal during traveling, the conventional target deceleration setting means uses the driver's brake operation. Parameters were not considered. Therefore, the target deceleration set by the conventional control sometimes does not satisfy the speed achieved by the driver's brake operation. This is because the gear stage (speed ratio) selected in the conventional control is not appropriate for the driver's expectation. In this case, the driver must further shift down the gear position to the low gear side by operating the shift range.

  In the present embodiment, when the driver performs a switching operation from the automatic transmission mode to the manual transmission mode while performing a deceleration operation with the brake pedal, the deceleration requested by the driver based on the pedaling force (operation amount) of the brake operation. (Driver demand deceleration described later) is calculated. Next, the driver's target deceleration (driver target longitudinal acceleration, which will be described later) is calculated in consideration of the calculated driver required deceleration, and an appropriate shift speed is set as the target shift speed to realize the driver target longitudinal acceleration. Is set. Thereby, compared with the case where the driver's intention of deceleration by the operation of the brake pedal is not taken into consideration, it is possible to set the gear ratio in accordance with the driver's feeling.

The configuration of the present embodiment is premised on the following configurations (1) and (2).
(1) Power train with automatic transmission and its control device (2) Configuration of vehicle longitudinal acceleration control based on driver requested acceleration / deceleration

  FIG. 1 is a block diagram of this embodiment.

  The driving force control device 1 according to the present embodiment includes a driver request amount calculation device 11, a power train control device 13, a braking control device 14, an engine control device 15, and a transmission control device 16. A shift operation device 7 is connected to the driving force control device 1, and a signal indicating a driver's operation (shift operation) with respect to the shift operation device 7 is output from the shift operation device 7 to the driving force control device 1.

  FIG. 2 is a diagram illustrating an example of the speed change operation device 7. FIG. 2 shows a straight shift lever 7A with a so-called sequential shift mechanism. The automatic transmission 2 according to the present embodiment has a stepped (six speed) configured to be able to select between a manual shift mode in which a shift is performed by a driver's manual operation and an automatic shift mode in which a shift is performed automatically. This is an automatic transmission. As will be described later, the shift lever 7A is provided with a position for selecting the automatic transmission mode and a position for selecting the manual transmission mode. The driver can switch between the automatic transmission mode and the manual transmission mode by switching the two positions. Mode switching between the shift modes can be performed.

  The shift lever 7A includes a parking position “P”, a reverse position “R”, a neutral position “N”, a drive position “D”, a manual shift position “M”, an upshift “+”, and a downshift “−” as shift positions. Is provided. The drive position “D” is a position for selecting the automatic transmission mode. The manual shift position “M” is a position for selecting the manual shift mode. The driver operates the shift lever 7A from the manual shift position “M” to the drive position “D” to switch from the manual shift mode to the automatic shift mode, and from the drive position “D” to the manual shift position “M”. When operated, the automatic transmission mode is switched to the manual transmission mode.

  When manual shift mode is selected, every time the shift lever 7A is operated from the manual shift position “M” to the upshift “+”, the shift stage is upshifted by one step, and the manual shift position “M” is downshifted. Each time the switch is operated to “−”, the gear position is shifted down by one step.

  The driver request amount calculation device 11 (FIG. 1) includes a driver request longitudinal acceleration calculation device 11 a connected to the accelerator pedal 5 and a driver request deceleration calculation device (detection estimation means) 11 b connected to the brake pedal 6.

  A signal indicating the operating state of the accelerator pedal 5 by the driver is input to the driver request longitudinal acceleration calculation device 11a. The driver-requested longitudinal acceleration calculation device 11a calculates a driver-requested longitudinal acceleration, which is a longitudinal acceleration requested by the driver, based on a signal input from the accelerator pedal 5, and outputs a signal indicating the calculated driver-requested longitudinal acceleration as a power train. Output to the control device 13. The operation state of the accelerator pedal 5 by the driver can be, for example, ON / OFF of the accelerator pedal 5, stepping force, stepping amount, stepping speed, returning amount, returning speed, and the like.

  A signal indicating an operation state (braking operation) of the driver with respect to the brake pedal 6 is input to the driver required deceleration calculation device 11b. The driver request deceleration calculation device 11b calculates a driver request deceleration which is a deceleration requested by the driver based on a signal indicating an operation state with respect to the brake pedal 6, and brakes a signal indicating the calculated driver request deceleration. Output to the control device 14. The operation state with respect to the brake pedal 6 by the driver can be, for example, ON / OFF of the brake pedal 6, a stepping force, a stepping amount, a stepping speed, and the like.

  The power train control device 13 is based on the signal indicating the driver's shift operation input from the shift operation device 7 and the driver request longitudinal acceleration input from the driver request longitudinal acceleration calculation device 11a. Each command value is output to the control device 16.

  The power train control device 13 selects a gear to be realized (hereinafter referred to as a target gear) based on each selected gear change mode based on a signal input from the gear shift operation device 7. When the automatic shift mode is selected, the power train control device 13 selects an optimum shift stage based on the driving state (engine speed, vehicle speed, etc.) and the driver requested longitudinal acceleration, and the shift stage is set as the target shift stage. To the transmission control device 16.

  On the other hand, when the manual shift mode is selected, the power train control device 13 responds to the shift operation in response to a shift operation (manual upshift operation or manual downshift operation) on the shift operation device 7 by the driver. The optimum gear stage is selected, and that gear stage is output to the transmission control device 16 as the target gear stage.

  The transmission control device 16 executes shift control of the automatic transmission 2 so as to realize the target shift speed. Further, the transmission control device 16 calculates an output torque required when shifting the automatic transmission 2 and outputs a signal to the engine control device 15 so that the engine 3 outputs the calculated output torque. To do.

  The power train control device 13 calculates a target torque that is a torque to be output by the engine 3 based on the driver requested longitudinal acceleration and the like, and outputs the calculated target torque to the engine control device 15. The engine control device 15 controls the engine 3 so as to output the target torque.

  The braking control device 14 controls the brake device 4 based on the driver requested deceleration output from the driver requested deceleration calculating device 11b. The brake device 4 controls the braking force (deceleration) generated in the vehicle on which the driving force control device 1 is mounted. The brake device 4 is provided on a vehicle wheel, and includes a brake (not shown) that generates a braking force by the hydraulic pressure of the hydraulic oil, and an actuator (not shown) that controls the hydraulic pressure of the hydraulic oil supplied to the brake. . The braking control device 14 determines a braking force to be generated by the brake (hereinafter referred to as a braking force) based on the driver requested deceleration, and controls the actuator of the braking device 4 so as to realize the braking force.

  The power train control device 13 and the braking control device 14 of the present embodiment perform cooperative control for controlling the braking force (deceleration) generated in the vehicle in cooperation. When cooperative control is performed, the power train control device 13 and the braking control device 14 communicate with each other, and the deceleration generated by the power train including the automatic transmission 2 and the engine 3 and the brake braking force generated by the brake The automatic transmission 2, the engine 3, and the brake device 4 are each controlled so that the combined braking force becomes a desired braking force.

  When the shift operation device 7 is operated by the driver to switch from the automatic shift mode to the manual shift mode, the power train control device 13 calculates the shift stage (target shift stage) to be realized in the manual shift mode. Is done.

  In the present embodiment, the driver-requested deceleration is set based on the driver's brake operation so that the selected gear position is more in line with the driver's feeling when the switching operation to the manual shift mode is performed. The target shift speed is determined based on the calculated driver request deceleration. Hereinafter, the difference between the conventional control and the control of the present embodiment will be described with reference to the time chart shown in FIG.

  FIG. 3 shows transitions of respective values when the driver performs switching operation to the manual shift mode at time t4 from the state in which the sixth speed shift stage is selected in the automatic shift mode. In FIG. 3, reference numeral 101 indicates an operation amount (depression amount) of the accelerator pedal 5, and reference numeral 102 indicates an operation amount (depression force) of the brake pedal 6. Reference numeral 103 denotes a driver target longitudinal acceleration calculated in the present embodiment. The driver target longitudinal acceleration 103 is the longitudinal acceleration of the vehicle targeted by the driver, and is calculated based on the driver requested longitudinal acceleration and the driver requested deceleration. In the conventional control, the driver requested deceleration is not considered in the calculation of the driver target longitudinal acceleration 103.

  Reference numeral 104 denotes power train availability longitudinal acceleration. The power train availability longitudinal acceleration 104 is the longitudinal acceleration of the vehicle that can be generated in the power train including the engine 3 and the automatic transmission 2, and has a different value depending on the gear position of the automatic transmission 2. FIG. 3 shows a negative (rearward) acceleration that can be generated in the power train at the time of deceleration at each shift speed as the power train availability longitudinal acceleration 104. Reference numeral 105 denotes a shift stage of the automatic transmission 2, and reference numeral 106 denotes a vehicle speed.

  In conventional control, when a mode switching operation from the automatic transmission mode to the manual transmission mode is performed, in calculating the gear position to be realized in the manual transmission mode, the driver performs a braking operation in hopes of deceleration. If so, the demand for deceleration was not taken into account. In the example shown in FIG. 3, the driver depresses the brake pedal 6 from time t2 to time t3. Accordingly, the driver target longitudinal acceleration 103 changes to a larger value (large deceleration) on the minus side, as indicated by reference numeral 103a. That is, the deceleration targeted by the driver changes to a larger value. However, in the conventional control, the change of the target deceleration corresponding to the brake operation as indicated by reference numeral 103a is not taken into consideration, and the driver's brake operation is reflected in the driver target longitudinal acceleration 103 after time t2. Was not.

  For this reason, at the time t4 when the switching operation to the manual shift mode is performed, the gear is shifted to a higher speed than the driver expects. In the example shown in FIG. 3, in the case of the conventional control, as indicated by reference numeral 105b, the gear is shifted to the fourth gear at time t4. The power train availability longitudinal acceleration 104 at the fourth gear is indicated by reference numeral 104b. The power train availability longitudinal acceleration 104b at the fourth gear stage is insufficient with respect to the driver target longitudinal acceleration (deceleration) 103 actually desired by the driver. In this case, since the vehicle deceleration desired by the driver cannot be obtained, the driver must further shift down to the low gear side by operating the shift range.

  In the present embodiment, the driver target longitudinal acceleration 103 is calculated based on the driver's brake operation at time t4 when the mode switching operation from the automatic transmission mode to the manual transmission mode is performed, and the calculated driver target longitudinal acceleration 103 is calculated. Therefore, the target gear position of the automatic transmission 2 is set so that a closer deceleration can be obtained. In the example shown in FIG. 3, the third speed that is the lowest speed among the speeds that generate a deceleration smaller than the driver target longitudinal acceleration 103 is set as the target speed. The power acceleration availability longitudinal acceleration at the third gear is indicated by reference numeral 104a. The power train availability longitudinal acceleration 104 a at the third speed shift stage is a deceleration closer to the driver target longitudinal acceleration 103. As a result, it is possible to set a gear position (speed ratio) in line with the driver's feeling.

  Here, the operation of the present embodiment will be described with reference to the flowchart shown in FIG.

  First, in step S10, the power train control device 13 calculates the power train availability longitudinal acceleration (acceleration / deceleration) Gavil_i (i = 1-6). The suffix i in the power train availability longitudinal acceleration Gavil_i indicates the gear position of the automatic transmission 2. The power train control device 13 sets the power train availability longitudinal acceleration Gavil_i as positive and negative acceleration (acceleration / deceleration) that can be mechanically generated in the power train at the current vehicle speed for each gear position (from the first gear to the sixth gear). Calculate each.

  Next, in step S20, the driver requested deceleration calculation device 11b determines whether or not the driver's brake pedal force ForceBrk is greater than a predetermined brake pedal force threshold value KBCNT. The brake pedal force threshold value KBCNT is a value that is a precondition for execution of control, and is a threshold value for determining whether or not to perform shift control based on the driver target longitudinal acceleration 103 according to the present embodiment. As a result of the determination in step S20, when it is determined that the brake pedal force ForceBrk of the driver is larger than the brake pedal force threshold KBCNT (step S20-Y), the process proceeds to step S30, and otherwise (step S20). This control flow is returned to -N).

  In step S <b> 30, the driver target longitudinal acceleration Gbt is calculated by the transmission control device 16. The transmission control device 16 calculates the driver target longitudinal acceleration Gbt based on the driver requested longitudinal acceleration acquired via the power train control device 13 and the driver requested deceleration acquired via the braking control device 14. . The driver target longitudinal acceleration Gbt may be calculated by the power train control device 13. In this case, the power train control device 13 acquires the driver requested deceleration from the braking control device 14, and calculates the driver target longitudinal acceleration Gbt based on the obtained driver requested deceleration and driver requested longitudinal acceleration.

  Next, in step S40, it is determined by the power train control device 13 whether or not a switching operation from the drive position “D” to the manual shift position “M” has been performed. In step S40, it is determined whether or not a mode switching operation from the automatic transmission mode to the manual transmission mode has been performed. As a result of the determination, when it is determined that the switching operation from the drive position “D” to the manual shift position “M” has been performed (step S40-Y), the process proceeds to step S50, and otherwise (step S40-N). ), This control flow is returned.

  In step S50, the target train speed is selected by the power train control device 13. The power train control device 13 searches the power train availability longitudinal acceleration Gavil_i for each gear stage calculated in step S10, and the power train availability longitudinal acceleration Gavil_i is smaller than the driver target longitudinal acceleration Gbt (the deceleration is small). Thus, the gear position at which the power train availability longitudinal acceleration Gabil_i is closest to the driver target longitudinal acceleration Gbt is set as the target gear position.

  Next, in step S60, the target shift speed set in step S50 by the power train control device 13 is output to the transmission control device 16 as a command value. The transmission control device 16 controls the automatic transmission 2 so that the shift stage of the automatic transmission 2 is set as the target shift stage.

  Next, in step S70, braking control by the braking control device 14 is executed. The braking control device 14 acquires the power train availability longitudinal acceleration Gavil_i at the target gear set in step S50 from the power train control device 13, and the sum of the power train availability longitudinal acceleration Gavil_i and the brake braking force generated by the brake device 4 is obtained. Is controlled so that the driver target longitudinal acceleration Gbt becomes. Alternatively, instead of the power train availability longitudinal acceleration Gavil_i, the longitudinal acceleration actually generated in the power train is detected, and the sum of the detected actual longitudinal acceleration and the brake braking force generated in the brake device 4 is the longitudinal direction of the driver target. The brake device 4 may be controlled to achieve the acceleration Gbt. When braking control is executed in step S70, this control flow is returned.

  According to the present embodiment, when the shift mode is switched from the automatic shift mode to the manual shift mode (step SS40-Y), the decrease is closer to the driver target longitudinal acceleration Gbt calculated based on the driver's brake pedal force. The gear position at which the speed is obtained is set as the target gear position (step S50). As a result, compared with the conventional case where the target shift speed is set without reflecting the driver's braking force (deceleration requested by the driver), the shift speed (speed ratio) is more in line with the driver's sense. ) Can be set as the target gear position.

  In the automatic transmission 2 configured to be able to select the manual transmission mode and the automatic transmission mode, when the switching operation from the automatic transmission mode to the manual transmission mode is performed, the driver performs a downshift only from the switching operation. It may not be possible to detect whether it is going to execute or upshift. For example, in the shift lever 7A shown in FIG. 2, when the driver operates from the drive position “D” to the manual shift position “M”, the operation does not include downshift and upshift operations. It cannot be detected whether the driver wants a downshift or an upshift. Here, when switching from the automatic transmission mode to the manual transmission mode with the driver stepping on the brake, the driver wants to decelerate and the braking force (deceleration) is reduced in the power train by the downshift operation. ) Can be estimated.

  According to the present embodiment, the target speed change when switching to the manual shift mode is set based on the driver's brake pedal force so as to obtain a deceleration close to the value desired by the driver. Since a deceleration close to the deceleration desired by the driver can be generated in the power train when the shift mode switching operation is performed, the burden associated with the downshift operation by the driver can be reduced.

  In the present embodiment, the target speed ratio is set by reflecting the driver requested deceleration, but instead, the target speed ratio may be set by reflecting the driver's intention to decelerate. In this case, the driver requested deceleration calculation device 11b determines whether the driver intends to decelerate based on the brake depression force (operation state with respect to the brake pedal 6). When it is determined that the driver intends to decelerate, for example, a predetermined value (deceleration) set in advance is set as the driver requested deceleration. Thus, the driver's intention to decelerate is reflected in the target gear ratio, and the gear ratio in accordance with the driver's feeling can be set.

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

  In the first embodiment (FIG. 1), the driver requested deceleration is calculated based on the driver's brake operation. Instead of or in addition to this, in this modified example, the driver's accelerator operation is performed. Based on the above, the driver requested deceleration is calculated (estimated).

  In this case, the driver request deceleration calculation device 11b is connected to the accelerator pedal 5 and calculates the driver request deceleration based on a signal indicating the operation state of the driver with respect to the accelerator pedal 5. The operation state with respect to the accelerator pedal 5 can be, for example, the return speed or return amount of the accelerator pedal 5. When the return speed or return amount of the accelerator pedal 5 is a large value, it can be determined that the driver is requesting a large deceleration (the driver requested deceleration is calculated as a large value). The driver requested deceleration calculation device 11b can calculate the driver requested deceleration based on an accelerator operation performed before (for example, immediately before) the mode switching from the automatic transmission mode to the manual transmission mode.

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

  In the first embodiment (FIG. 1), the driver requested deceleration is calculated based on the driver's brake operation. Instead, in the present modification, the driver requested deceleration is performed based on the traveling environment of the vehicle. Is calculated (estimated). More specifically, the driver requested deceleration is calculated based on the road gradient of the road on which the vehicle is traveling.

  In this case, the vehicle is provided with road surface gradient detection means for detecting the road surface gradient, and the detection result of the road surface gradient detection means is output to the driver required deceleration calculation device 11b. The road surface gradient detecting means can detect the road surface gradient by a conventionally known method. For example, the current position or the road gradient ahead can be detected based on current position information acquired from a conventionally known navigation system device and previously stored gradient information.

  The driver request deceleration calculation device 11b can calculate the driver request deceleration based on the current position output from the road surface gradient detection means or the road surface gradient ahead. For example, when the detected road surface gradient is a downward slope (downhill road), it can be determined that the driver desires deceleration. In this case, the driver requested deceleration can be calculated as a larger deceleration as the detected road surface gradient is steeper.

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

  In the first embodiment, the shift control for setting the gear ratio based on the driver requested deceleration at the time of switching to the manual shift mode is applied to the stepped automatic transmission 2, but in the present embodiment, the shift control is performed. Is applied to continuously variable automatic transmissions. When the automatic transmission 2 is a continuously variable transmission, a deceleration closer to the deceleration requested by the driver can be generated in the power train.

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

  First, in step S110, the power train control device 13 calculates a power train availability longitudinal acceleration. The power train availability longitudinal acceleration of this embodiment is calculated with respect to the gear ratio of the automatic transmission 2, unlike the first embodiment. For example, for a plurality of predetermined gear ratios, the power train availability longitudinal acceleration as the acceleration / deceleration that can be mechanically generated in the power train at the current vehicle speed is calculated at each gear ratio.

  Steps S120 to S140 are the same as those in the first embodiment (FIG. 4). If it is determined in step S120 that the driver's brake pedal force ForceBrk is greater than the brake pedal force threshold KBCNT (step S120-Y), the driver target longitudinal acceleration Gbt is calculated in step S130. Next, when it is determined in step S140 that the switching operation from the drive position “D” to the manual shift position “M” has been performed (step S140-Y), the process proceeds to step S150.

  In step S150, the power train control device 13 calculates the optimum gear ratio Ratioob to achieve the driver target longitudinal acceleration Gbt calculated in step S130. The power train control device 13 searches the power train availability longitudinal acceleration at each gear ratio calculated in step S110, and determines the optimum gear ratio Ratioob to achieve the driver target longitudinal acceleration Gbt.

  Next, in step S160, the power train control device 13 outputs the target gear ratio Ratioob set in step S150 and a braking correction amount dGbfb described later to the transmission control device 16. As in the first embodiment (FIG. 4), when the braking force generated in the power train is insufficient in the driver target longitudinal acceleration Gbt, the braking force that is insufficient in the brake device 4 is generated by cooperative control (described later). Step S170). The braking correction amount dGbfb is a gear ratio correction amount commensurate with the braking force supplemented by the brake device 4. That is, in the present embodiment, if the braking force generated in the power train when the control flow is executed last time is insufficient for the driver target longitudinal acceleration Gbt, the deficiency is reduced when the control flow is executed next time. Correspondingly, the gear ratio is corrected so as to increase the braking force generated in the power train.

  The transmission control device 16 controls the automatic transmission 2 so that the transmission ratio of the automatic transmission 2 becomes a transmission ratio determined from the target transmission ratio Ratioob and the braking correction amount dGbfg. When step S160 is executed, the process proceeds to step S170. Further, step S190 and step S200 are executed in parallel with the execution of step S170 and step S180.

  In step S170, the braking control by the braking control device 14 is executed. The braking control device 14 acquires the braking force actually generated in the power train after the shift is executed in step S160 from the power train control device 13, and the braking force generated in the power train and the brake generated in the braking device 4. The brake device 4 is controlled so that the sum with the braking force becomes the driver target longitudinal acceleration Gbt.

  Next, in step S180, the braking control device 14 calculates the braking correction amount dGbfb, and stores the calculated braking correction amount dGbfb. When step S180 is executed, the control flow is returned.

  On the other hand, in step S190, the power train control device 13 outputs an indicator display command indicating the state of the automatic transmission 2. Normally, in manual downshifting in the continuously variable automatic transmission 2, “numeric” is displayed on the indicator. However, in the present embodiment, shift control for setting the gear ratio based on the driver requested deceleration is performed. If “number” is displayed in the same manner as in a normal manual shift down, the driver may feel uncomfortable. For this reason, a special character (or mark or the like) such as “B” is displayed instead of the number “n-speed” corresponding to the gear position. To return to the display of the number “n-speed”, for example, when the driver performs an upshift “+” or downshift “−” operation, the gear ratio is set based on the driver requested deceleration. This is performed at the timing of returning from the shift control.

  In step S200, the indicator lamp is turned on with the content commanded from the power train control device 13. When step S200 is executed, this control flow is returned.

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

  In each of the above-described embodiments, the application target of the speed change control that sets the speed change ratio based on the driver requested deceleration at the time of switching to the manual speed change mode is the shift speed (speed change ratio) for the switching operation from the automatic speed change mode to the manual speed change mode. The case where the automatic transmission 2 is not designated is described. In the shift lever 7A shown in FIG. 2, the switching operation from the drive position “D” (automatic shift mode) to the manual shift position “M” (manual shift mode) is performed only by a shift mode switching instruction. Does not include specification. In the present embodiment, instead of this, in the automatic transmission 2 in which the shift speed (shift ratio) is designated when switching the shift mode, the shift ratio is set based on the driver requested deceleration when switching to the manual shift mode. Control is applied.

  More specifically, an automatic transmission 2 in which a shift operation is performed by a shift operation device 7 having a shift position (“2” or “L”) corresponding to a specific shift stage, such as a shift lever 7B shown in FIG. On the other hand, the shift control for setting the gear ratio based on the driver requested deceleration at the time of switching to the manual shift mode is applied.

  As shown in FIG. 6, the shift lever 7 </ b> B is provided with a second speed position “2” and a first speed position “L” in addition to the drive position “D”. When the shift lever 7B is operated to the second speed position “2”, an optimum gear stage is selected from the first speed gear stage and the second speed gear stage, and when the shift lever 7B is operated to the first speed position “L”, the first speed A gear stage is selected. The second speed position “2” may be set to be fixed only to the second speed gear stage.

  In the shift lever 7B, the second speed position “2” and the first speed position “L” are positions for selecting the manual transmission mode. When the driver operates the shift lever 7B from the drive position “D” to the second speed position “2” or the first speed position “L”, the automatic transmission mode is switched to the manual transmission mode. Here, when the shift operation to the manual shift mode is performed, if the gear position is set without reflecting the driver requested deceleration, the driver may not be satisfied.

  For example, when the drive position “D” is operated to the second gear position “2”, if the gear is shifted to the second gear, the deceleration generated in the power train is larger than the driver requested deceleration. There is a case. In this case, the third speed stage and the fourth speed stage may be more appropriate speed stages in order to achieve the driver requested deceleration than the second speed stage. On the contrary, when the drive position “D” is operated to the second speed position “2”, there is a possibility that the deceleration generated in the power train is not sufficient for the driver requested deceleration at the second speed gear. It is done. In such a case, in the present embodiment, the target shift speed is set by reflecting the driver requested deceleration, so that the shift speed according to the driver's feeling can be set.

  The control flow of this embodiment can be the same as that of each said embodiment (FIG. 4, FIG. 5). For example, when the automatic transmission 2 is a stepped type, it can be the same as in the first embodiment (FIG. 4). Further, when the automatic transmission 2 is a continuously variable type, it can be the same as in the second embodiment (FIG. 5). In this case, whether or not a mode switching operation from the automatic transmission mode to the manual transmission mode has been performed in step S40 or step S140 is performed by switching from the drive position “D” to the second speed position “2” or the first speed position “L”. The determination is made based on whether or not an operation has been performed. Other operations can be the same as those in the above embodiments.

(Fourth embodiment)
A fourth embodiment will be described with reference to FIGS. 7 and 8. In the fourth embodiment, only differences from the above embodiments will be described.

  In each of the above-described embodiments, the target gear ratio when switching to the manual transmission mode is set based on the driver requested deceleration that is the deceleration requested by the driver. Instead, in the present embodiment, the target gear ratio when switching to the manual transmission mode is set based on the estimated acceleration value requested by the driver. The acceleration requested by the driver is estimated based on the traveling environment of the vehicle. More specifically, the acceleration requested by the driver is estimated based on the inter-vehicle distance from the vehicle (front vehicle) traveling in front of the host vehicle. In a situation where the distance between the vehicle and the vehicle in front is greatly increased, if the driver switches from the automatic transmission mode to the manual transmission mode, the driver wants to obtain a large acceleration by downshifting. Can be estimated. In this case, in the present embodiment, a gear stage that can realize more appropriate acceleration is set as the target gear stage.

  FIG. 7 is a block diagram of the present embodiment.

  As shown in FIG. 7, a vehicle (not shown) is provided with an inter-vehicle distance detection device 8 that detects an inter-vehicle distance from the preceding vehicle. The inter-vehicle distance detection device 8 includes a sensor such as a laser radar sensor or a millimeter wave radar sensor mounted on the front of the vehicle. The inter-vehicle distance detection device 8 detects the relative vehicle speed and inter-vehicle distance with the preceding vehicle based on a signal output from the radar. A signal indicating the detection result of the inter-vehicle distance detection device 8 is output to the driver request longitudinal acceleration calculation device (acceleration estimation means) 11a.

  The driver-requested longitudinal acceleration calculation device 11a calculates an acceleration requested by the driver based on information input from the inter-vehicle distance detection device 8. For example, the acceleration requested by the driver is calculated based on the degree of increase in the inter-vehicle distance from the preceding vehicle. In this case, the acceleration of the front vehicle is calculated based on the temporal change in the inter-vehicle distance, and it can be determined that the driver performs an acceleration operation when the front vehicle moves away at a certain acceleration or more. Further, it may be added to the condition for determining that the driver intends to accelerate that the distance between the vehicles before the front vehicle starts accelerating and leaves is within a predetermined distance. In addition, the acceleration required by the driver can be calculated as a larger value as the degree of increase in the inter-vehicle distance is larger.

  The driver's requested acceleration calculated based on the information from the inter-vehicle distance detection device 8 and the driver-requested longitudinal acceleration calculated based on the operation state with respect to the accelerator pedal 5 are output to the power train control device 13. The power train control device 13 determines a target gear position based on information from the driver request longitudinal acceleration calculation device 11a.

  Next, the operation of this embodiment will be described with reference to FIG.

  First, in step S210, the power train control device 13 calculates the power train availability longitudinal acceleration Gavil_i (i = 1-6). In step S210, an acceleration that can be mechanically generated in the power train at the current vehicle speed is calculated.

  Next, in step S220, the driver target longitudinal acceleration Gbt is calculated by the power train control device 13. The power train control device 13 is a driver based on the acceleration requested by the driver calculated based on the information from the inter-vehicle distance detection device 8 and the driver requested longitudinal acceleration calculated based on the operation state of the accelerator pedal 5. A target longitudinal acceleration Gbt is calculated.

  Next, in step S230, it is determined whether or not a switching operation from the drive position “D” to the manual shift position “M” has been performed. As a result of the determination, when it is determined that the switching operation from the drive position “D” to the manual shift position “M” has been performed (step S230-Y), the process proceeds to step S240, and otherwise (step S230-N). ), This control flow is returned.

  In step S240, the target train speed is selected by the power train control device 13. The power train control device 13 searches the power train availability longitudinal acceleration Gavil_i for each gear calculated in step S210, and the power train availability longitudinal acceleration Gavil_i is smaller than the driver target longitudinal acceleration Gbt (the acceleration is small). The gear stage in which the power train availability longitudinal acceleration Gabil_i is closest to the driver target longitudinal acceleration Gbt is set as the target gear stage.

  Next, in step S250, the target gear set in step S240 is output from the power train control device 13 to the transmission control device 16 as a command value. The transmission control device 16 controls the automatic transmission 2 so that the shift stage of the automatic transmission 2 is set as the target shift stage. When step S250 is executed, the control flow is returned.

  In the present embodiment, the case where the automatic transmission 2 is a stepped type has been described as an example. However, the control of the present embodiment can be applied even when the automatic transmission 2 is a stepless type.

  In the present embodiment, the target speed ratio is set by reflecting the estimated acceleration value requested by the driver. Instead, the target speed ratio is set by reflecting the driver's intention to accelerate. Also good. In this case, the driver request longitudinal acceleration calculation device 11 a determines whether or not the driver intends to accelerate based on information input from the inter-vehicle distance detection device 8. When it is determined that the driver intends to accelerate, for example, a predetermined value (acceleration) set in advance is added to the driver target longitudinal acceleration. Thus, the driver's intention to accelerate is reflected in the target gear ratio, and the gear ratio can be set in accordance with the driver's feeling.

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

  In the fourth embodiment (FIG. 7), the acceleration requested by the driver is estimated based on the detection result of the inter-vehicle distance detection device 8, but instead of this, in this modification, the driving is performed based on the road surface gradient. The acceleration required by the person is estimated.

  In this case, instead of the inter-vehicle distance detection device 8 of the fourth embodiment, road surface gradient detection means is provided. The driver requested longitudinal acceleration computing device 11a estimates the acceleration requested by the driver based on the detection result of the road surface gradient detecting means. For example, when the detected road surface gradient is an uphill (uphill road), it can be determined that the driver desires acceleration. In this case, the acceleration requested by the driver can be calculated as a larger value as the detected road surface gradient is steeper.

It is a block diagram of a 1st embodiment of a driving force control device of the present invention. It is a figure which shows an example of the speed change operation apparatus of 1st Embodiment of the driving force control apparatus of this invention. It is a time chart when control of 1st Embodiment of the driving force control apparatus of this invention is performed. It is a flowchart which shows operation | movement of 1st Embodiment of the driving force control apparatus of this invention. It is a flowchart which shows operation | movement of 2nd Embodiment of the driving force control apparatus of this invention. It is a figure which shows an example of the speed change operation apparatus of 3rd Embodiment of the driving force control apparatus of this invention. It is a block diagram of 4th Embodiment of the driving force control apparatus of this invention. It is a flowchart which shows operation | movement of 4th Embodiment of the driving force control apparatus of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Drive force control apparatus 2 Automatic transmission 3 Engine 4 Brake apparatus 5 Accelerator pedal 6 Brake pedal 7 Shift operation apparatus 7A, 7B Shift lever 8 Inter-vehicle distance detection apparatus 11 Driver request amount calculation apparatus 11a Driver request longitudinal acceleration calculation apparatus 11b Driver request Deceleration calculation device 13 Power train control device 14 Braking control device 15 Engine control device 16 Transmission control device 101 Accelerator pedal operation amount 102 Brake pedal operation amount 103 Driver target longitudinal acceleration 104 Power train availability longitudinal acceleration 105 Gear position command value 106 Vehicle speed dGbfb Braking correction amount Gavil_i Power train availability longitudinal acceleration Gbt Driver target longitudinal acceleration Ratioob Target gear ratio

Claims (5)

In a stepped automatic transmission configured to be able to select a manual shift mode in which a shift is performed by a driver's manual operation and an automatic shift mode in which a shift is performed automatically, the automatic shift is performed by the driver. A driving force control device configured to set a target shift speed in the manual shift mode and to control the automatic transmission so as to realize the target shift speed when a switching operation from the mode to the manual shift mode is performed; ,
Detection estimation that detects or estimates the driver's intention to decelerate and the deceleration requested by the driver based on at least one of the braking operation of the driver or the traveling environment of the vehicle on which the automatic transmission is mounted. With means,
When the switching operation is performed, the target shift is set to the lowest shift stage among the shift stages that generates a deceleration smaller than the target longitudinal acceleration calculated based on the detection or estimation result of the detection estimation unit. driving force control apparatus characterized by setting the stage. In a continuously variable automatic transmission configured to be able to select a manual shift mode in which a shift is performed by a driver's manual operation and an automatic shift mode in which a shift is performed automatically, the automatic shift is performed by the driver. A driving force control device that sets a target speed ratio in the manual speed change mode and controls the automatic transmission so as to realize the target speed ratio when a switching operation from a mode to the manual speed change mode is performed; ,
Detection estimation that detects or estimates the driver's intention to decelerate and the deceleration requested by the driver based on at least one of the braking operation of the driver or the traveling environment of the vehicle on which the automatic transmission is mounted. With means,
A gear ratio capable of generating a longitudinal acceleration closest to the target longitudinal acceleration calculated based on the detection or estimation result of the detection estimating means among a plurality of predetermined gear ratios when the switching operation is performed. The driving force control device is set as the target gear ratio. In the driving force control device according to claim 1 or 2,
A driving force control device that controls the brake device so that a sum of a braking force generated by a power train and a braking force generated by a brake device becomes the target longitudinal acceleration . In the driving force control device according to any one of claims 1 to 3,
Furthermore, it comprises acceleration estimation means for estimating the driver's intention to accelerate based on the traveling environment of the vehicle on which the automatic transmission is mounted,
When the switching operation is performed, the target gear stage or the target gear ratio is set based on an estimation result of the acceleration estimating means. The driving force control apparatus according to claim 4, wherein
The acceleration estimation means further estimates an acceleration requested by the driver, and the target gear position is set as a low speed gear position based on the estimated acceleration requested by the driver, or A driving force control device characterized in that the target gear ratio is set as a large gear ratio.

Images