JP5820114B2 - Vehicle travel control device - Google Patents

Description

  The present invention relates to a vehicle travel control device that switches between driving force control that links engine control and shift control and drive torque control that independently controls engine control and shift control according to the travel state.

  Conventionally, in an automatic transmission equipped with a continuously variable transmission (CVT) or a multi-stage transmission such as a planetary gear mechanism, the gear ratio (speed stage) is in an operating state by setting the select lever to the D (drive) range. In addition to the automatic shift mode that is automatically set according to the vehicle, the driver can arbitrarily select the gear position like a manual transmission (MT) vehicle by setting the select lever to the M (manual shift) range. What is equipped with the manual shift mode (M mode) which can be performed is known.

  Recently, a technique of cooperative control that links engine control and shift control is also known, and is disclosed in Patent Document 1 (Japanese Patent Laid-Open No. 2002-192988) and the like. In the same document, when engine control and shift control are coordinated, in engine control, a target driving force is set by referring to a map with the accelerator opening and the vehicle speed as parameters, and a gradient resistance is added to the target driving force. Set the final target driving force. Then, the target engine torque is calculated by dividing the final target driving force by the current gear ratio of the automatic transmission, and the target throttle opening is set using the target engine torque and the engine speed as parameters. Thereafter, control is performed so that the throttle valve opening of the electronically controlled throttle becomes the target throttle opening. On the other hand, in the shift control, the accelerator opening for shift control is set by referring to the map using the final target driving force and the vehicle speed as parameters, and the target is determined by referring to the shift map using the accelerator opening for shift control and the vehicle speed as parameters. A gear position is set, and the current gear position is changed to the target gear position.

  As a result, in the technique disclosed in the cited document 1, engine control and shift control are coordinated to execute control for achieving the final target driving force.

JP 2002-192988 A Japanese Patent No. 3930529

  By the way, one vehicle has at least two different driving force characteristics, and the driver selects one of the driving modes, so that the engine output characteristics are switched and the automatic shift is correspondingly performed. Engine control technology is known in which the speed change characteristics of a machine are changed. For example, Patent Document 2 (Japanese Patent No. 3930529) has a map of three types of modes (normal mode, save mode (also referred to as economy mode), and power mode (also referred to as sports mode)) having different driving force characteristics. A technique is disclosed in which when the driver selects one travel mode, the engine is controlled according to a corresponding mode map, and shift control is performed with a shift pattern corresponding to the selected travel mode.

  In such a vehicle equipped with an engine that can be controlled in a plurality of driving modes, when the engine control and the shift control are controlled in a coordinated manner so as to obtain the final target driving force, this final target driving force Is a multiplication value of the engine torque and the gear ratio, and the optimum combination of the engine torque and the gear ratio to achieve the target driving force is naturally determined by performance constraints such as fuel efficiency.

  For example, if the target driving force is set separately for the vehicle speed and the accelerator opening between a plurality of travel modes, even if the vehicle speed and the accelerator opening are different, if the target driving force has the same value, as described above Since the optimal combination is unchanged, the relationship between the engine torque and the gear ratio is the same. In addition, when there is no difference in the maximum driving force generated between the traveling modes, the difference in the generated driving force between the traveling modes decreases as the accelerator opening approaches the fully open position.

  In particular, in a vehicle with a relatively small engine displacement and a small maximum driving force, it is easy to set the engine's normal operating rotation speed region to a relatively high rotation side, and the maximum driving force is small, so each driving mode This makes it difficult to differentiate the driving force characteristics of the vehicle and causes the driver to feel uncomfortable.

  In view of the above circumstances, the present invention reduces the uncomfortable feeling given to the driver by providing a difference in the driving force characteristics in each driving mode even when the driving mode has a plurality of modes. It is an object of the present invention to provide a vehicle travel control device that can perform this.

The present invention controls the engine in a mode selection means for selecting one travel mode from a plurality of travel modes having different driving force characteristics, and an engine mode corresponding to the one travel mode selected by the mode selection means. And a travel control means for controlling the shift of the automatic transmission in a speed change mode corresponding to the selected travel mode, wherein the travel control means sets a target drive force based on the driving state of the vehicle, In the vehicle travel control apparatus that cooperatively controls the control of the engine and the shift control of the automatic transmission based on the target drive force, the travel control means is a response of the drive force to the accelerator operation amount as the travel mode. Ma capable of having a sports mode that is set to be higher, performs a shift operation of the automatic transmission manually as the shift mode It has Interview al shift mode, and a shift control of the automatic transmission and the control of the engine when the sport mode is selected as the drive mode, to control independently on the basis of a predetermined parameter, the engine Is controlled based on the target torque set using the accelerator opening and the engine speed, and the shift control of the automatic transmission is controlled based on the target shift stage set using the vehicle speed and the throttle opening. When the manual shift mode is selected as the shift mode, the target engine torque is set for each engine mode corresponding to the travel mode based on parameters set based on the engine operating state. And when the manual shift mode is selected as the shift mode. A is, if it is determined that the cornering is performed based on the control and shift control of the automatic transmission of the engine to the target driving force.

  According to the present invention, in the normal driving mode, the engine control and the shift control are cooperatively controlled by the driving force control, and when the sports mode is selected as the driving mode, the engine control and the shift control are controlled independently. Therefore, even when the vehicle has a plurality of driving modes, it is possible to reduce the uncomfortable feeling given to the driver by providing a difference in the driving force characteristics in each driving mode.

System configuration diagram of engine and automatic transmission according to the first embodiment Flowchart showing the engine control processing routine (No. 1) Flowchart showing the engine control processing routine (part 2) Flowchart showing the engine control processing routine (No. 3) Flowchart showing the shift control processing routine (No. 1) Flowchart showing the shift control processing routine (part 2) Flowchart showing the shift control processing routine (No. 3) Same as above, explanatory diagram of target driving force map Same as above, illustration of shift map Same characteristic chart showing the relationship between accelerator opening and throttle opening for each driving mode Flow chart applied instead of FIG. 4 according to the second embodiment.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[First Embodiment]
1 to 10 show a first embodiment of the present invention. Reference numeral 1 in FIG. 1 denotes an engine, and an automatic transmission 3 is connected to the output side of the engine 1 via a torque converter 2. The output torque from the engine 1 is transmitted to the automatic transmission 3 via the fluid of the torque converter 2 or via a lock-up clutch (not shown) when in the lock-up engagement state. After shifting to a predetermined gear stage in a multi-stage transmission and a predetermined gear ratio in a continuously variable transmission, the gear is transmitted from the output shaft 4 to a driving wheel such as a rear wheel or a front wheel to generate a driving force. In the following, a multi-stage transmission will be described as an example, and in the case of a continuously variable transmission, the shift stage is replaced with a gear ratio and applied.

  An electronically controlled throttle device (ETC) 6 is disposed in the middle of an intake passage 5 communicating with an intake port (not shown) of the engine 1. The ETC 6 has a throttle actuator 7 that opens and closes a throttle valve 6a. The throttle actuator 7 is driven by a drive signal from an engine control unit (ECU) 11 as engine control means described later.

  The automatic transmission 3 is equipped with a speed change mechanism constituted by planetary gears and the like, and a frictional engagement element including a clutch, a brake, and the like for appropriately driving the speed change mechanism. Further, the automatic transmission 3 is provided with a control valve unit 3a for performing the engagement or disengagement operation of the friction engagement element and the disengagement or connection operation of the lockup clutch provided in the torque converter 2. The control valve unit 3a is operated by a shift command (downshift command, upshift command, etc.) signal from a transmission control unit (TCU) 12 serving as a shift control means described later.

  The ECU 11 and the TCU 12 are composed of a microcomputer having a CPU, ROM, RAM, nonvolatile memory such as EEPROM, and the like, and both devices 11 and 12 are connected via a bus line so as to be capable of bidirectional communication. Has been. The ECU 11 and the TCU 11 may be integrated into one traveling control unit. In the present invention, the ECU 11 and the TCU 12 are integrated and referred to as traveling control means.

On the input side of the ECU 11, an engine speed sensor 14 that detects the engine speed Ne [rpm] from the speed of the output shaft of the engine 1, an accelerator opening AP [ Sensors for detecting parameters necessary for engine control, such as an accelerator opening sensor 15 for detecting [%] and a mode selection switch 16 as mode selection means, are connected. A throttle actuator 7 of the ETC 6 is connected to the output side of the ECU 11. Incidentally, when the driver operates the mode selection switch 16, a travel mode (I mode, S mode, S ^# mode) described later is selected.

  On the other hand, on the input side of the TCU 12, a vehicle speed sensor 17 that detects the vehicle speed Vsp based on the rotational speed of the output shaft 4 of the automatic transmission 3, a brake switch that outputs an ON signal when a brake pedal (not shown) is depressed. 18. Select position sensor 19 for detecting the set position of the select lever, throttle opening sensor 20 for detecting the opening (throttle opening) SV of the throttle valve 6a, longitudinal acceleration (front / rear G) for detecting the longitudinal acceleration Gx of the vehicle. Sensors and switches for detecting parameters necessary for the shift control, such as the sensor 21 and the lateral acceleration (lateral G) sensor 22 for detecting the lateral acceleration Gy of the vehicle, are connected. Furthermore, each actuator provided in the control valve unit 3 a is connected to the output side of the TCU 12.

  In the present embodiment, the driving force control for cooperatively controlling the engine control executed by the ECU 11 and the shift control executed by the TCU 12 and the driving torque control for independently controlling both are executed according to the driving state. .

  That is, in the driving force control, the ECU 11 sets the target driving force Ft that can obtain the maximum driving force based on the vehicle speed Vsp and the accelerator pedal opening AP, and sets the target output based on the target driving force Ft and the vehicle speed Vsp. Set Pt. Then, an engine speed (required engine speed) Ne corresponding to the target output Pt is obtained, a target torque τe is set based on the engine speed Ne and the accelerator pedal opening AP, and the target torque τe is output. Further, the opening degree (throttle opening degree) SV of the throttle valve 6a is feedback-controlled.

  On the other hand, the TCU 12 at the time of driving force control sets a target throttle opening degree SVt corresponding to the target output Pt, sets a target shift stage based on the target throttle opening degree SVt and the vehicle speed Vsp, and sets the current shift stage as the target. Transition to the gear position.

  In the drive torque control, the ECU 11 sets a target torque τe based on the accelerator opening AP and the engine speed Ne, and feedback-controls the throttle opening SV so that the target torque τe is output. Further, the TCU 12 sets a target shift speed based on the vehicle speed Vsp and the engine speed Ne, and transitions the current shift speed to the target shift speed.

  As a result, in the driving force control, the engine control by the ECU 11 and the shift control by the TCU 12 are coordinated, so that it is difficult for a torque step to occur during a shift and the shift shock is reduced. On the other hand, in the drive torque control, the engine control by the ECU 11 and the shift control by the TCU 12 are controlled independently, so that the relationship between the accelerator pedal (not shown) and the throttle valve 6a has almost the same characteristics as the mechanical link. In addition, the shift control can experience a downshift or an upshift by a torque step during the shift.

  Specifically, the driving force control and the driving torque control executed by the ECU 11 and the TCU 12 described above are executed according to flowcharts shown in FIGS. The engine control is processed according to the engine control processing routine shown in FIGS. 2 to 4, and the shift control is processed according to the shift control processing routine shown in FIGS. 5 to 7.

  First, processing in the engine control processing routine will be described. This routine is executed every predetermined calculation cycle. In step S1, the select position of the select lever detected by the select position sensor 19 is read. In step S2, the select lever is operated to change the speed of the automatic transmission (upshift or downshift). ) Is set to a manual range (M range) where it can be performed manually. And when it determines with having been set to the M range, it branches to step S15. On the other hand, when it is determined that the travel range such as the drive (D) range other than the M range is set, that is, the driver has selected the A / T (automatic shift) mode, the process proceeds to step S3. .

  In step S3, it is checked whether or not the driver has operated the mode selection switch 16. If the driver has not operated, the process jumps to step S8. When the operation of the mode selection switch 16 is detected, the process proceeds to step S4. When the process proceeds to step S4, it is checked which driving mode the driver has selected via the mode selection switch 16.

In this embodiment, the target torque is set for each travel mode. This driving mode has three modes, a normal mode (S mode), an economy mode (I mode), and a sports mode (S ^# mode). Each driving mode S, I, S ^# has different engine control characteristics. And shift control characteristics. The engine control characteristics are described in Patent Document 2 (Japanese Patent No. 3930529) described above.

  In engine control, based on the target torque map corresponding to the selected travel mode, different target torques are set even for the same accelerator pedal opening AP and the same engine speed Ne. Similarly, in the shift control, based on the shift mode map corresponding to the selected travel mode, different shift speeds are set even for the same vehicle speed Vsp and the same throttle opening degree SV.

Here, each travel mode will be briefly described. The engine control has a mode map that is selected corresponding to the driving mode selected by the driver. That is, in this embodiment, an S-mode target torque map (hereinafter referred to as “S-mode map”), an I-mode target torque map (hereinafter referred to as “I-mode map”), and an S ^# mode target torque map (hereinafter referred to as “S-mode map”). (Referred to as “S ^# mode map”).

On the other hand, the shift control includes an S shift mode map (referred to as “S shift map”), an I shift mode map (referred to as “I shift map”), and an S ^# shift mode map (referred to as “S ^# shift map”). Have.

Here, characteristics of each target torque map referred to in engine control will be briefly described. The S-mode map has a characteristic that the target torque changes substantially linearly with respect to the accelerator opening AP, and is set so that comfortable driving can be realized. Compared to the S-mode map described above, the I-mode map suppresses an increase in the target torque in the normal range so that both easy drive performance and low fuel consumption can be achieved in a balanced manner in the low and medium speed ranges. Is set. Furthermore, the S ^# mode map increases the rate of change of the target torque with respect to the change in the accelerator pedal opening AP in almost the entire operation region so that the responsiveness of the driving force to the accelerator operation amount becomes high, and the potential of the engine 1 It is set so that it can be fully demonstrated. The approximate relationship between the accelerator opening AP and the throttle opening SV in each of the travel modes S, I, S ^# is as shown in FIG. On the other hand, each shift mode map is set with a shift schedule corresponding to each target torque map.

If it is determined that the S mode is selected, the process proceeds to step S5. If it is determined that the I mode is selected, the process proceeds to step S6. If it is determined that the S ^# mode is selected, the process proceeds to step S7. If it progresses to step S5-S7, the corresponding mode map (S, I, S ^# ) will be read from the non-volatile memory of ECU11, and will be selected as this mode map. If the S mode map or the I mode map is selected, the process proceeds to step S8. If the S ^# mode map is selected, the process proceeds to step S9.

  In step S8, based on the vehicle speed Vsp and the accelerator pedal opening AP, the target driving force Ft that can obtain the maximum driving force is set with reference to the target driving force map illustrated in FIG. The target driving force Ft is also read in a shift control processing routine that will be described later.

  In step S9, the accelerator opening AP detected by the accelerator opening sensor 15 and the engine speed Ne detected by the engine speed sensor 14 are read, and the process jumps to step S12.

  When the process proceeds from step S8 to step S10, the target output Pt to be output by the engine 1 is obtained based on the target driving force Ft and the vehicle speed Vsp, and the process proceeds to step S11 where the necessary engine speed corresponding to the target output Pt is set in a table. This is set by searching or the like, and this required engine speed is set as the engine speed Ne.

  Then, when the process proceeds from step S9 or step S11 to step S12, the target torque τe is set with reference to the mode map selected in steps S5 to S7 based on the accelerator opening AP and the engine speed Ne, and the process proceeds to step S13. Then, the target throttle opening degree SVt corresponding to the target torque τe is set.

  Next, the process proceeds to step S14, where the actual throttle opening SV detected by the throttle opening sensor 20 is read, and the throttle actuator provided in the ETC 6 is adjusted so that the throttle opening SV converges to the target throttle opening SVt. Control is performed to feedback control the opening of the throttle valve 6a, and the routine is exited.

  On the other hand, when the manual shift mode (M mode) is determined in step S2 described above and branching to step S15, based on the vehicle speed Vsp detected by the vehicle speed sensor 17 and the accelerator opening AP detected by the accelerator opening sensor 15, With reference to the target driving force map illustrated in FIG. 8, a target driving force Ft that can obtain the maximum driving force is set. Further, the slope resistance is obtained from the road surface gradient θr estimated based on the signal from the longitudinal G sensor 21 (longitudinal acceleration Gx), and this gradient resistance is added to the target driving force Ft to correct the target driving force Ft. (Ft ← Ft + road resistance).

  Next, the process proceeds to step S16, in which the current gear stage selected by manual operation is read. In step S17, the target torque τe is set from the target driving force Ft and the gear ratio of the current gear stage (τe ← Ft / speed ratio). ), The process returns to step S13.

  As a result, in the engine control executed by the ECU 11, the select lever is set to a travel range other than the M range such as the D range (A / T mode), and the S mode or the I mode is selected as the travel mode. First, the target driving force Ft is set, the required engine speed is set based on the target driving force, and this required engine speed is used as a parameter for setting the target torque τe. Since it is set to Ne, it is possible to cooperate with shift control, which will be described later, and it becomes difficult for torque steps to occur during shift, and shift shock is reduced.

On the other hand, when the S ^# mode is selected as the travel mode, the target torque τe is directly set based on the accelerator opening AP detected by the accelerator opening sensor 15 and the engine speed Ne detected by the engine speed sensor 14. Therefore, the engine control is independent from the shift control described later, and the relationship between the accelerator pedal and the throttle valve 6a has the same characteristics as the mechanical link, so that a good accelerator work can be enjoyed. it can.

  In the M mode with the select lever set to the M range, the target driving force Ft is divided by the gear ratio of the current gear to obtain the target torque τe. Become.

  Next, the shift control processed in the shift control processing routine shown in FIGS. This routine is executed every predetermined calculation cycle. First, in step S21, the select position of the select lever detected by the select position sensor 19 is read. In step S22, it is checked whether or not the select lever is set to the M range. . And when it determines with having been set to the M range, it branches to step S34. On the other hand, if it is set to a travel range such as a drive (D) range other than the M range, the A / T mode is set, and the process proceeds to step S23 to perform automatic shift control.

In step S23, the travel mode determined by the ECU 11 is read, and in step S24, it is checked which travel mode is selected. If it is determined that the S mode is selected, the process proceeds to step S25. If it is determined that the I mode is selected, the process proceeds to step S26. If it is determined that the S ^# mode is selected, the process proceeds to step S25. Proceed to S27.

In Steps S25 to S27, the corresponding shift mode map (S, I, S ^# ) is read from the non-volatile memory of the TCU 12 and selected as the current shift map. When the S shift map or the I shift map is selected, the process proceeds to step S28. If the S ^# shift map is selected, the process proceeds to step S29.

FIG. 9 illustrates a shift map. In the figure, the upshift side shift line is indicated by a solid line, and the downshift side shift line is indicated by a broken line. Also, in the shift map shown in the figure, the upshift side shift line is arranged at a higher speed than the downshift side shift line to provide hysteresis, thereby preventing control hunting during shift. Yes. This shift map is set in advance by determining a shift schedule that matches the output characteristics of the engine 1 for each of the travel modes S, I, and S ^# from an experiment or the like.

  Then, when the process proceeds from step S25, S26 to step S28, the target output Pt and the vehicle speed Vsp set in step S10 of the engine control routine are read. In step S30, a table search is performed for the target throttle opening degree SVt corresponding to the target output Pt. The target throttle opening degree SVt is set as the throttle opening degree SV, and the process proceeds to step S31.

  On the other hand, when the process proceeds from step S27 to step S29, the vehicle speed Vsp detected by the vehicle speed sensor 17 and the throttle opening degree SV detected by the throttle opening degree sensor 20 are read, and the process jumps to step S31.

  When the process proceeds from step S29 or step S30 to step S31, the target shift speed is set with reference to the shift map (see FIG. 9) selected corresponding to the travel mode based on the vehicle speed Vsp and the throttle opening degree SV.

  Thereafter, the process proceeds to step S32, where the current shift speed and the target shift speed are compared. If the current shift speed is the target shift speed, the routine is directly exited. If the current shift speed is different from the target shift speed, the process proceeds to step S34, where the shift speed is changed to the target shift speed and the routine is exited.

  On the other hand, if it is determined in step S22 that the select lever is set to the M range and the process branches to step S34, it is checked whether or not the shift condition is satisfied. This shift condition is used to determine whether or not a shift in the upshift direction or the downshift direction is possible when the shift lever is upshifted or downshifted by operating the select lever set in the M range. . Specifically, referring to the shift map using the vehicle speed and the throttle opening as parameters, it is checked whether the shift stage after upshifting or downshifting (speed ratio in the case of CVT) is within the shiftable range. Judge with.

  If it is determined that the speed is within the shiftable range, the process proceeds to step S35, the speed selected by operating the select lever is set as the target speed, and the current speed is set to the target speed in step S36. Make a transition and exit the routine.

As described above, in the shift control executed by the TCU 12, the select lever is set to a travel range other than the M range such as the D range (A / T mode), and the S mode or the I mode is selected as the travel mode. In this case, since the driving force control is executed, the torque step during the shift is less likely to occur due to the cooperation with the engine control executed by the ECU 11, and the shift shock can be reduced. On the other hand, when the speed change mode is the A / T mode and the S ^# mode is selected as the travel mode, the drive torque control is performed, so that the speed change control excellent in sportiness can be obtained. Further, in the M mode in which the select lever is set to the M range, as described above, the engine control is the drive torque control independent of the shift control, and therefore, for example, downshifting or shifting with the accelerator opening AP kept constant. Since the driver can experience the change in the driving force when the driving force is increased, it is possible to reduce the uncomfortable feeling given to the driver as compared with the driving force control in which the control with a small torque step is executed.

[Second Embodiment]
FIG. 11 shows a second actual form of the present invention. This embodiment is applied in place of the flowchart shown in FIG. 4 of the first embodiment described above.

  In the first embodiment described above, in the M mode in which the select lever is set to the M range, driving force control is executed as engine control and cooperative control with shift control is performed. In normal driving in the M mode, drive torque control is executed so as to be independent of the shift control, and is switched to driving force control during cornering driving.

  That is, when the driving force control is executed in the normal traveling in the M mode, for example, even if the driver performs a shift operation (downshift or upshift) with the accelerator opening AP kept constant, the driving force In a small displacement vehicle with a small displacement, the driver may not feel the difference in driving force as expected by the driver, which may cause the driver to feel uncomfortable. However, when the engine control in the M mode is made to be uniform drive torque control independent of the shift control, the vehicle behavior becomes unstable because the torque fluctuates according to the accelerator operation particularly in cornering running. easy. Therefore, in this embodiment, in driving in the M mode, normal driving is set to drive torque control, and when it is determined as cornering driving, the driving force control is switched to improve driving stability and to the driver's intention. It is possible to run along the road, reducing the sense of incongruity.

  That is, when it is determined in step S2 of FIG. 2 that the select lever is in the M mode in which the M range is set, and branching to step S41, it is determined whether or not cornering traveling is performed. Whether cornering travels or not is determined based on the brake switch 18, the vehicle speed Vsp, the accelerator pedal opening AP, the lateral acceleration Gy detected by the lateral G sensor 22, and the like. That is, when the brake switch 18 is ON and the vehicle deceleration (time differential value of the vehicle speed) is equal to or greater than a predetermined value, it is determined that the vehicle has entered a corner. Then, when the lateral acceleration Gy is equal to or greater than a predetermined threshold, After that, if the vehicle acceleration (vehicle differential value) is equal to or greater than a predetermined threshold value, it is determined that the vehicle has escaped from the corner.

  In step S41, when each of the above-described driving states for determining cornering traveling is not detected, it is determined that the vehicle is traveling normally, and the processing proceeds to step S42 to execute the drive torque control, and the vehicle speed Vsp, the engine speed Ne, the accelerator pedal opening AP. Is set to the target torque τe, and the process returns to step S13 in FIG.

  On the other hand, if it is determined that the vehicle is cornering, the process branches to step S15 to execute the driving force control. In steps S15 to S17, the target torque is obtained in the same steps as the flowchart shown in FIG. 4 of the first embodiment described above. τe is set, and the process returns to step S13 in FIG.

  As a result, even if the vehicle is traveling in the M mode, the driving force control is performed in the cornering traveling, so that the vehicle behavior is stable and the driving force response gain for the accelerator operation is equivalent to that in the A / T mode. It is stable and can reduce the uncomfortable feeling given to the driver.

  In the process in step S15 shown in FIG. 11 described above, when setting the target driving force Ft, the road surface is a low friction coefficient road surface based on the estimated value of the road surface friction coefficient (road surface μ), yaw moment, yaw rate, or the like. When it is determined that the road is low (low μ road), or the yaw moment or yaw rate exceeds a preset threshold, the target driving force Ft may be limited to stabilize the vehicle behavior. .

  The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention. In the above-described embodiment, the travel control device having three types of travel modes has been described. However, the present invention is not limited to this, and the present invention is applicable to one having two or more types of travel modes. You can also. Further, in each embodiment, the driving force control is executed when the S mode is selected as the travel mode, but the driving torque control may be executed when the S mode is selected.

1 ... Engine,
3 ... automatic transmission,
10 ... accelerator opening,
11 ... ECU,
12 ... TCU,
15 ... accelerator opening sensor,
16 ... mode selection switch,
19 ... Select position sensor,
20 ... throttle opening sensor,
τe ... Target torque,
AP ... accelerator opening,
Ft: Target driving force,
Ne ... engine speed,
SV: throttle opening,
SVt: Target throttle opening,
Vsp ... Vehicle speed

Claims (3)

Mode selection means for selecting one driving mode from a plurality of driving modes having different driving force characteristics;
A travel control means for controlling the engine in an engine mode corresponding to the one travel mode selected by the mode selection means, and for controlling a shift of the automatic transmission in a shift mode corresponding to the selected travel mode. ,
In the vehicle travel control device, the travel control unit sets a target driving force based on a driving state of the vehicle, and cooperatively controls the engine control and the shift control of the automatic transmission based on the target driving force. ,
The travel control means has a sport mode that is set so as to increase the responsiveness of the driving force to the accelerator operation amount as the travel mode, and manually performs a shift operation of the automatic transmission as the shift mode. Has a manual shift mode that can
Wherein a case where the sports mode is selected as traveling mode and shift control of the automatic transmission and the control of the engine, with controlled independently based on a predetermined parameter, control accelerator opening of the engine and the engine Control based on the target torque set using the rotational speed, the shift control of the automatic transmission is controlled based on the target shift stage set using the vehicle speed and the throttle opening ,
When the manual shift mode is selected as the shift mode, the engine is controlled based on parameters set based on the engine operating state, and a target torque is set for each engine mode corresponding to the travel mode, When the manual shift mode is selected as the speed change mode and it is determined that the vehicle is cornering, the engine control and the automatic transmission speed change control are performed on the target drive. A travel control device for a vehicle, which is performed based on force . The travel control means has a manual shift mode in which a shift operation of the automatic transmission can be manually performed as a shift mode, and when the manual shift mode is selected as the shift mode, the target driving force is manually 2. The vehicle travel control apparatus according to claim 1, wherein the vehicle travel control apparatus is set for each of the shift speeds selected in (1). 3. The vehicle travel control device according to claim 1, wherein when the cornering travel is determined and the travel road surface is determined to be a low friction coefficient road surface, the target driving force is limited. 4. .

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