JP7024625B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device, and more particularly to a vehicle control device that controls the torque of a prime mover that drives a rear wheel based on the steering of the vehicle.

Conventionally, there is known a device (sideslip prevention device or the like) that controls the behavior of a vehicle in a safe direction when the behavior of the vehicle becomes unstable due to slipping or the like. Specifically, there is known a technique for detecting understeer or oversteer behavior in a vehicle during cornering of the vehicle and giving an appropriate deceleration to the wheels so as to suppress them. ing.

On the other hand, apart from the control for improving safety in the driving state where the behavior of the vehicle becomes unstable, the torque of the prime mover (motor or engine) is reduced during the steering turning operation to cause the vehicle deceleration. Therefore, there is known a technique for controlling the vehicle posture so that the driver's operation at the time of cornering becomes natural and stable (see, for example, Patent Document 1). Hereinafter, controlling the attitude of the vehicle by changing the torque of the prime mover in response to the steering operation by the driver is appropriately referred to as "vehicle attitude control".

Japanese Patent No. 5999360

However, the inventor of the present invention has attempted to apply the control (vehicle attitude control) that decelerates the vehicle according to the steering by the driver, as described in Patent Document 1 and the like, to the rear wheel drive vehicle. However, it was not possible to obtain the effects of improving the steering stability, the responsiveness of the vehicle behavior, and the linear feeling obtained in the invention described in Patent Document 1.

That is, the present inventor has applied a control for giving a deceleration to the vehicle in accordance with the steering operation as described in Patent Document 1 and the like as the vehicle attitude control. However, when such a conventionally known vehicle attitude control is applied to a rear-wheel drive vehicle, the effect of improving the responsiveness and linear feeling of the vehicle as obtained in the front-wheel drive vehicle can be obtained. I couldn't. As a result of the inventor's diligent research to solve this newly discovered problem, in a rear-wheel drive vehicle, surprisingly, the driving torque of the vehicle is increased according to the steering by the driver. As a result, it became clear that the vehicle responsiveness and linear feeling were improved.

Generally, when deceleration is applied to a vehicle, the inertial force acting on the center of gravity of the vehicle causes a pitching motion in which the front side of the vehicle sinks, so that the load on the front wheels, which are the steering wheels, increases and the responsiveness to the steering operation becomes high. It was thought to improve. However, in a rear-wheel drive vehicle, when the drive torque of the rear wheels is reduced to give a deceleration to the vehicle, in addition to the above inertial force, the vehicle body is tilted backward from the rear wheels via the suspension (rear side). The force (to sink) is generated momentarily. Since this momentary force acts to reduce the front wheel load, in a rear-wheel drive vehicle, even if the vehicle is decelerated according to the steering by the driver, the vehicle responsiveness and linear feeling are as expected. It is probable that it could not be improved.

On the contrary, in a rear-wheel drive vehicle, by increasing the drive torque of the rear wheels, a force that tilts the vehicle body forward (sinks the front side) from the rear wheels via the suspension acts momentarily. As the front wheel load increases, it is considered that the vehicle responsiveness and linear feeling are improved. That is, in a rear-wheel drive vehicle, when the drive torque of the rear wheels is increased to apply acceleration, an inertial force that tilts the vehicle body backward and a momentary force that tilts the vehicle body forward are generated, but the vehicle response to the steering operation. It is considered that the momentary force to tilt the car body forward contributes predominantly to the sexuality and linear feeling.

The present inventor sets the increased torque so as to increase the basic torque according to the driving state of the vehicle based on the increase in the steering angle of the steering device mounted on the vehicle, thereby performing the above-mentioned instantaneous force. It was found that the front wheel load is increased by this, and the vehicle responsiveness to the steering operation and the linear feeling can be improved.

By the way, conventionally, various engaging elements are provided in the power transmission mechanism for transmitting the driving force of the vehicle to the wheels, and the control (engagement) that changes the degree of engagement of the engaging elements according to the driving state. Degree change control) is being executed. If such engagement degree change control and vehicle attitude control by increasing the drive torque of the rear wheels described above are simultaneously executed, a problem may occur. That is, if the engagement degree of the engaging element is changed by the engagement degree change control while the torque is increased by the vehicle attitude control, the torque cannot be sufficiently increased to control the vehicle attitude. It may not be possible to achieve the desired vehicle posture. On the other hand, if the torque is increased by the vehicle attitude control while the engagement degree of the engagement element is changed by the engagement degree change control, the engagement degree cannot be changed quickly or the engagement degree cannot be changed. It may not be possible to make stable changes.

Here, as an example, a case where the power transmission mechanism includes a torque converter with a lockup clutch and the above-mentioned engaging element is a lockup clutch will be mentioned. For the degree of engagement of the lockup clutch (in other words, the degree of engagement), it is preferable to apply the completely engaged state in terms of fuel efficiency, but in situations where acceleration and vibration reduction are required or in the operating area, a slip state or a slip state or It is preferable to apply the completely released state. Therefore, in general, control is performed to change the degree of engagement of the lockup clutch according to the operating state such as the accelerator opening degree and the vehicle speed. In this case, when the degree of engagement of the lockup clutch is changed due to changes in the accelerator opening, vehicle speed, etc. while the vehicle attitude control described above is being executed, sufficient torque for controlling the vehicle attitude is obtained. It becomes impossible to realize the desired vehicle posture without increasing the vehicle position. On the other hand, when the degree of engagement of the lockup clutch is changed according to the accelerator opening and the vehicle speed, if the torque is increased by the vehicle attitude control, the fuel efficiency is improved by changing the degree of engagement of the lockup clutch. It will not be possible to properly improve acceleration performance and reduce vibration.

The present invention has been made to solve the above-mentioned problems, and is a vehicle attitude control device for controlling a vehicle attitude with respect to a vehicle in which the rear wheels are driven by a prime mover. The purpose is to appropriately suppress the occurrence of problems due to the change of the degree of engagement of the engaging elements provided in the above.

In order to achieve the above object, the present invention is a vehicle control device, which is a prime mover for driving the rear wheels of the vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, and a power transmission mechanism. The engaging element provided in the vehicle, the steering device for steering the vehicle, the steering angle sensor for detecting the steering angle of the steering device, the driving state sensor for detecting the driving state of the vehicle, the prime mover, and the engaging element. It has a controller to control, and the controller sets the basic torque of the prime mover based on the operating condition detected by the operating condition sensor, and sets the basic torque of the prime mover based on the increase of the steering angle detected by the steering angle sensor. Set the increased torque, control the prime mover so that the target torque is generated by applying the increased torque to the basic torque, and change the increased torque of the prime mover based on the degree of engagement of the engaging elements, or based on the increased torque. It is configured to prevent the control of the prime mover and the change of the degree of engagement of the engaging elements from being performed at the same time, and the controller obtains the steering speed when the steering angle detected by the steering angle sensor increases. The feature is that the increased torque to be set increases as the steering speed increases .

In the present invention configured as described above, with respect to a vehicle in which the rear wheels are driven by a prime mover, the controller performs vehicle attitude control in which an increased torque is applied based on an increase in the steering angle (corresponding to a steering turning operation). At the same time, control for changing the engagement degree of the engagement element provided in the power transmission mechanism (engagement degree change control) is performed. In the present invention, the controller changes the increasing torque of the vehicle attitude control based on the engagement degree of the engagement element, or suppresses the vehicle attitude control and the engagement degree change control from being performed at the same time.
When it is suppressed that the vehicle attitude control and the engagement degree change control are performed at the same time, it is possible to surely suppress the occurrence of a problem due to the execution of both the vehicle attitude control and the engagement degree change control. .. Specifically, the intervention of the engagement degree change control during the vehicle attitude control can suppress the inability to appropriately increase the torque for controlling the vehicle attitude, and the vehicle attitude control during the engagement degree change control can be suppressed. The intervention can prevent the change in the degree of engagement of the engaging element from being delayed or the change in the degree of engagement from becoming unstable.
On the other hand, even when the increased torque due to the vehicle attitude control is changed based on the engagement degree of the engaging element while allowing the vehicle attitude control and the engagement degree change control to be performed at the same time, the vehicle attitude control is engaged. It is possible to suppress the occurrence of the above problem due to the execution of both the degree change control. Specifically, even if the degree of engagement of the engaging elements changes during vehicle attitude control, the torque increase suitable for controlling the vehicle attitude by vehicle attitude control (the torque here is the torque applied to the wheels). Means) can be secured. Therefore, it is possible to appropriately improve the vehicle responsiveness by the vehicle attitude control while ensuring the change of the engagement degree by the engagement degree change control.

In the present invention, preferably, the controller is engaged in the control of the prime mover based on the increased torque when the control of the prime mover based on the increased torque and the change of the engagement degree of the engaging element are suppressed at the same time . It is configured to suppress changes in the degree of engagement of the elements.
According to the present invention configured as described above, by suppressing the engagement degree change control during the vehicle attitude control, it is appropriate to control the vehicle attitude by the intervention of the engagement degree change control during the vehicle attitude control. It is possible to surely suppress that the torque cannot be increased. Therefore, the vehicle attitude control can appropriately improve the vehicle responsiveness to the steering turning operation by the driver.

In the present invention, preferably, the controller suppresses the simultaneous control of the prime mover based on the increased torque and the change of the engagement degree of the engagement element during the change of the engagement degree of the engagement element. , Suppress the control of the prime mover based on the increased torque.
According to the present invention configured as described above, since the vehicle attitude control is suppressed during the engagement degree change control, the engagement degree of the engaging element is changed by the intervention of the vehicle attitude control during the engagement degree change control. It is possible to surely suppress the delay and the instability of the change of the engagement degree.

In the present invention, preferably, the controller is configured to allow a change in the degree of engagement of the engaging elements during control of the prime mover based on the increased torque and to change the increased torque based on the change in the degree of engagement. There is.
According to the present invention configured as described above, since the increased torque is changed based on the magnitude of the engagement degree of the engagement element, even when the engagement degree of the engagement element is small, the wheel can be controlled by the vehicle attitude control. It is possible to surely secure the applied torque increase.

In the present invention, preferably, the controller sets the reduced torque of the prime mover based on the reduction of the steering angle, controls the prime mover so that the target torque obtained by applying the reduced torque to the basic torque is generated, and the engaging element. It is configured to change the reduced torque of the prime mover based on the degree of engagement, or to prevent the control of the prime mover based on the reduced torque and the change of the degree of engagement of the engaging elements from being performed at the same time.

According to the present invention configured as described above, the controller performs vehicle attitude control to add a reduced torque based on a reduction in the steering angle (corresponding to a steering turn-back operation). Then, the controller changes the reduced torque of such vehicle attitude control based on the engagement degree of the engaging element, or suppresses that the vehicle attitude control and the engagement degree change control are performed at the same time. ..
When it is suppressed that the vehicle attitude control and the engagement degree change control are performed at the same time, it is possible to surely suppress the occurrence of a problem due to the execution of both the vehicle attitude control and the engagement degree change control. .. Specifically, the intervention of the engagement degree change control during the vehicle attitude control can suppress the inability to appropriately reduce the torque for controlling the vehicle attitude, and the vehicle attitude control during the engagement degree change control can be suppressed. The intervention can prevent the change in the degree of engagement of the engaging element from being delayed or the change in the degree of engagement from becoming unstable.
On the other hand, even when the reduced torque by the vehicle attitude control is changed based on the engagement degree of the engaging element while allowing the vehicle attitude control and the engagement degree change control to be performed at the same time, the vehicle attitude control is engaged. It is possible to suppress the occurrence of the above problem due to the execution of both the degree change control. Specifically, even if the degree of engagement of the engaging elements changes during vehicle attitude control, torque reduction suitable for controlling the vehicle attitude by vehicle attitude control (the torque here is the torque applied to the wheels). Since (meaning) can be secured, the vehicle responsiveness can be appropriately improved by the vehicle attitude control while ensuring the change of the engagement degree by the engagement degree change control.

In the present invention, preferably, the power transmission mechanism includes a torque converter with a lockup clutch, and the engaging element is a lockup clutch.

In another aspect, in order to achieve the above object, the present invention is provided in a prime mover for driving the rear wheels of a vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, and a power transmission mechanism. A vehicle control device having an engaging element and a steering device for steering the vehicle, which controls the vehicle attitude by increasing the torque of the prime mover when the steering angle of the steering device increases. It has an attitude control means and a torque changing means for changing an amount of torque to be increased by vehicle attitude control based on the degree of engagement of the engaging elements, and the vehicle attitude control means when the steering angle is increased. The steering speed is obtained, and the larger the steering speed, the larger the amount of increasing the torque of the prime mover .

From yet another point of view, in order to achieve the above object, the present invention provides a prime mover for driving the rear wheels of the vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, and a power transmission mechanism. It is a vehicle control device having an engaged element and a steering device for steering the vehicle, and when the steering angle of the steering device is increased, the torque of the prime mover is increased to control the vehicle attitude. The vehicle attitude control means has a vehicle attitude control means and a suppression means for suppressing the simultaneous change of the engagement degree of the vehicle attitude control and the engagement element, and the vehicle attitude control means steers when the steering angle increases. It is characterized in that the speed is obtained, and the larger the steering speed is, the larger the amount of increasing the torque of the prime mover is .

From yet another point of view, in order to achieve the above object, the present invention provides a prime mover for driving the rear wheels of the vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, and a power transmission mechanism. It is a vehicle control device having an engaged element and a steering device for steering the vehicle, and when the steering angle of the steering device is increased, the torque of the prime mover is increased to control the vehicle attitude. The vehicle attitude control means has a vehicle attitude control means and a suppression means for suppressing a change in the degree of engagement of the engaging elements during the vehicle attitude control, and the vehicle attitude control means obtains the steering speed when the steering angle increases. The larger the steering speed, the larger the amount of increase in the torque of the prime mover .

From yet another point of view, in order to achieve the above object, the present invention provides a prime mover for driving the rear wheels of the vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, and a power transmission mechanism. It is a vehicle control device having an engaged element and a steering device for steering the vehicle, and when the steering angle of the steering device is increased, the torque of the prime mover is increased to control the vehicle attitude. The vehicle attitude control means has a vehicle attitude control means and a suppression means for suppressing the vehicle attitude control while the engagement degree of the engagement element is being changed, and the vehicle attitude control means obtains the steering speed when the steering angle increases. The larger the steering speed, the larger the amount of increase in the torque of the prime mover .

From yet another point of view, in order to achieve the above object, the present invention provides a prime mover for driving the rear wheels of the vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, and a power transmission mechanism. It is a vehicle control device having an engaged element and a steering device for steering the vehicle, and when the steering angle of the steering device is reduced, the torque of the prime mover is reduced to control the vehicle attitude. It has a vehicle attitude control means and a torque changing means for changing an amount of torque reduction by vehicle attitude control based on the degree of engagement of the engaging elements, and the vehicle attitude control means has a steering angle when the steering angle is reduced. The steering speed as an absolute value of is obtained, and the larger the steering speed is, the larger the amount of reducing the torque of the prime mover is .

From yet another point of view, in order to achieve the above object, the present invention provides a prime mover for driving the rear wheels of the vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, and a power transmission mechanism. It is a vehicle control device having an engaged element and a steering device for steering the vehicle, and when the steering angle of the steering device is reduced, the torque of the prime mover is reduced to control the vehicle attitude. The vehicle attitude control means has a vehicle attitude control means and a suppression means for suppressing the simultaneous change of the engagement degree of the vehicle attitude control and the engagement element, and the vehicle attitude control means is absolute when the steering angle is reduced. The steering speed as a value is obtained, and the larger the steering speed is, the larger the amount of reducing the torque of the prime mover is .

From yet another point of view, in order to achieve the above object, the present invention provides a prime mover for driving the rear wheels of the vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, and a power transmission mechanism. It is a vehicle control device having an engaged element and a steering device for steering the vehicle, and when the steering angle of the steering device is reduced, the torque of the prime mover is reduced to control the vehicle attitude. The vehicle attitude control means has a vehicle attitude control means and a suppression means for suppressing a change in the degree of engagement of the engaging elements during the vehicle attitude control, and the vehicle attitude control means steers as an absolute value when the steering angle decreases. It is characterized in that the speed is obtained, and the larger the steering speed is, the larger the amount of reducing the torque of the prime mover is .

From yet another point of view, in order to achieve the above object, the present invention provides a prime mover for driving the rear wheels of the vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, and a power transmission mechanism. It is a vehicle control device having an engaged element and a steering device for steering the vehicle, and when the steering angle of the steering device is reduced, the torque of the prime mover is reduced to control the vehicle attitude. The vehicle attitude control means has a vehicle attitude control means and a suppression means for suppressing the vehicle attitude control while the engagement degree of the engagement element is being changed, and the vehicle attitude control means steers as an absolute value when the steering angle decreases. It is characterized in that the speed is obtained, and the larger the steering speed is, the larger the amount of reducing the torque of the prime mover is .

Also in the present invention relating to such another viewpoint, it is appropriate to generate a problem by executing both the vehicle attitude control and the change of the engagement degree of the engaging element in the vehicle in which the rear wheels are driven by the prime mover. Can be suppressed.

According to the present invention, in a vehicle control device that controls the vehicle attitude of a vehicle in which the rear wheels are driven by a prime mover, the vehicle attitude control and the degree of engagement of the engaging elements provided in the power transmission mechanism are changed. It is possible to appropriately suppress the occurrence of problems caused by the execution of both.

It is a block diagram which shows the whole structure of the vehicle to which the control device of the vehicle according to the embodiment of this invention is applied. It is a schematic block diagram of the engine system to which the control device of the vehicle according to the embodiment of this invention is applied. It is a block diagram which shows the electric structure of the control device of a vehicle by embodiment of this invention. It is a schematic block diagram of the automatic transmission by embodiment of this invention. It is a fastening table which shows the correspondence relationship between the combination of fastening / releasing of a friction fastening element and the range (or the shift stage) of an automatic transmission in the embodiment of the present invention. It is a lockup control map by embodiment of this invention. It is a flowchart which shows the whole control by 1st Embodiment of this invention. It is a flowchart of the increase torque setting process by 1st Embodiment of this invention. It is a map which showed the relationship between the additional acceleration and the steering speed by 1st Embodiment of this invention. It is a flowchart of the reduction torque setting process by 1st Embodiment of this invention. It is a map which showed the relationship between the additional deceleration and the steering speed by 1st Embodiment of this invention. It is a lockup control map used when the lockup control is performed during the vehicle attitude control in the 1st Embodiment of this invention. It is a flowchart which shows the whole control by 2nd Embodiment of this invention. It is a flowchart of the increase torque setting process by 2nd Embodiment of this invention. It is a correction map for correcting the increase torque or the decrease torque by the 2nd Embodiment of this invention. It is a flowchart of the reduction torque setting process by 2nd Embodiment of this invention.

Hereinafter, the vehicle control device according to the embodiment of the present invention will be described with reference to the accompanying drawings.

<Vehicle configuration>
First, with reference to FIG. 1, a vehicle to which the vehicle control device according to the embodiment of the present invention is applied will be described. FIG. 1 is a block diagram showing an overall configuration of a vehicle to which a vehicle control device according to an embodiment of the present invention is applied.

In FIG. 1, reference numeral 200 indicates a vehicle equipped with a vehicle control device according to the present embodiment. Left and right front wheels 202a, which are steering wheels, are provided on the front portion of the vehicle body of the vehicle 200, and left and right rear wheels 202b, which are driving wheels, are provided on the rear portion of the vehicle body. The front wheels 202a and the rear wheels 202b of the vehicle 200 are supported by the suspension 203 with respect to the vehicle body, respectively. Further, an engine 10, which is a prime mover for driving the rear wheels 202b, is mounted on the front portion of the vehicle body of the vehicle 200. In the present embodiment, the engine 10 is a gasoline engine, but an internal combustion engine such as a diesel engine or a motor driven by electric power can also be used as a prime mover. Further, in the present embodiment, in the vehicle 200, the rear wheels 202b are driven by the engine 10 mounted on the front portion of the vehicle body via a power transmission path such as an automatic transmission 300, a propeller shaft 204b, and a differential gear 204c. It is a so-called FR vehicle. However, the application of the present invention is not limited to FR vehicles, and the present invention is applied to any vehicle in which the rear wheels are driven by the engine 10, such as a so-called RR vehicle in which the rear wheels 202b are driven by the engine 10 mounted on the rear part of the vehicle body. Can be applied.

Further, the vehicle 200 is equipped with a steering device 207 including a steering wheel 206 (hereinafter, also simply referred to as “steering”), and the front wheel 202a of the vehicle 200 is based on the rotation operation of the steering wheel 206. It is designed to be steered (steering). Further, the vehicle 200 has a steering angle sensor 40 that detects the steering angle of the steering device 207, an accelerator opening sensor 30 that detects the amount of depression of the accelerator pedal (accelerator opening), and a vehicle speed sensor 39 that detects the vehicle speed. .. The steering angle sensor 40 typically detects the rotation angle of the steering wheel 206, but even if it detects the steering angle (tire angle) of the front wheel 202a in addition to or instead of the rotation angle. good. Each of these sensors outputs a detection signal to the controller 50.

Next, with reference to FIGS. 2 and 3, an engine system to which the vehicle control device according to the embodiment of the present invention is applied will be described. FIG. 2 is a schematic configuration diagram of an engine system to which a vehicle control device according to an embodiment of the present invention is applied. FIG. 3 is a block diagram showing an electrical configuration of a vehicle control device according to an embodiment of the present invention.

As shown in FIG. 2, the engine system 100 mainly consists of an intake passage 1 through which an intake air (air) introduced from the outside passes, an intake air supplied from the intake passage 1, and a fuel injection valve 13 described later. An engine 10 (specifically, a gasoline engine) that burns an air-fuel mixture with a supplied fuel to generate power for a vehicle, and an exhaust passage 25 that discharges exhaust gas generated by combustion in the engine 10 are provided. Have.

In the intake passage 1, in order from the upstream side, an air cleaner 3 that purifies the intake air introduced from the outside, a throttle valve 5 that adjusts the amount of intake air passing through (the amount of intake air), and the intake air supplied to the engine 10 are temporarily supplied. A surge tank 7 for storing the air is provided. On the other hand, the exhaust passage 25 is provided with exhaust purification catalysts 26a and 26b having an exhaust gas purification function, such as a NOx catalyst, a three-way catalyst, and an oxidation catalyst.

The engine 10 is mainly supplied into the intake valve 12 that introduces the intake air supplied from the intake passage 1 into the combustion chamber 11, the fuel injection valve 13 that injects fuel toward the combustion chamber 11, and the combustion chamber 11. An ignition plug 14 that ignites the air-fuel mixture of the intake air and fuel, a piston 15 that reciprocates due to the combustion of the air-fuel mixture in the combustion chamber 11, a crank shaft 16 that is rotated by the reciprocating motion of the piston 15, and combustion. It has an exhaust valve 17 for discharging the exhaust gas generated by the combustion of the air-fuel mixture in the chamber 11 to the exhaust passage 25.

Further, the engine 10 sets the operation timings (corresponding to the phase of the valve) of the intake valve 12 and the exhaust valve 17 as the variable valve timing mechanism (Variable Valve Timing Mechanism), that is, the variable intake valve mechanism 18 and the variable exhaust valve mechanism. It is variably configured by 19. Various known types can be applied to the variable intake valve mechanism 18 and the variable exhaust valve mechanism 19, but the operation of the intake valve 12 and the exhaust valve 17 is performed by using, for example, a mechanism configured as an electromagnetic type or a hydraulic type. The timing can be changed.

Further, the engine system 100 is provided with sensors 30 to 40 for detecting various states related to the engine system 100 (FIGS. 2 and 3). The accelerator opening degree sensor 30, the vehicle speed sensor 39, and the steering angle sensor 40 are as described above. The air flow sensor 31 detects the amount of intake air corresponding to the flow rate of the intake air passing through the intake passage 1. The throttle opening sensor 32 detects the throttle opening, which is the opening of the throttle valve 5. The pressure sensor 33 detects an intake manifold pressure (pressure of the intake manifold) corresponding to the pressure of the intake air supplied to the engine 10. The crank angle sensor 34 detects the crank angle (corresponding to the engine speed) of the crankshaft 16. The water temperature sensor 35 detects the water temperature, which is the temperature of the cooling water that cools the engine 10. The temperature sensor 36 detects the temperature inside the cylinder, which is the temperature inside the cylinder 2 of the engine 10. The cam angle sensors 37 and 38 detect the operation timing including the closing timing of the intake valve 12 and the exhaust valve 17, respectively. Each of these various sensors 30 to 40 outputs detection signals S30 to S40 corresponding to the detected parameters to the controller 50.

The controller 50 includes a PCM (Power-train Control Module), a TCM (Transmission Control Module), and the like (not shown). The controller 50 controls the components in the engine system 100 based on the detection signals S30 to S40 input from the various sensors 30 to 40 described above. Specifically, as shown in FIG. 3, the controller 50 supplies the control signal S105 to the throttle valve 5, controls the opening / closing timing and the throttle opening of the throttle valve 5, and controls the fuel injection valve 13 with the control signal S113. To control the fuel injection amount and fuel injection timing, supply the control signal S114 to the ignition plug 14, control the ignition timing, and control signals to each of the variable intake valve mechanism 18 and the variable exhaust valve mechanism 19. S118 and S119 are supplied to control the operation timing of the intake valve 12 and the exhaust valve 17.

Such a controller 50 includes one or more processors, various programs that are interpreted and executed on the processor (including a basic control program such as an OS, and an application program that is started on the OS and realizes a specific function). It consists of a computer equipped with an internal memory such as a ROM or RAM for storing programs and various data.

Further, the controller 50 controls the above-mentioned automatic transmission 300 (FIG. 1). Here, the automatic transmission according to the embodiment of the present invention will be described with reference to FIGS. 4 to 6. FIG. 4 is a schematic configuration diagram of an automatic transmission according to an embodiment of the present invention, and FIG. 5 shows a combination of fastening / releasing of friction fastening elements and a range (or speed change stage) of the automatic transmission in the embodiment of the present invention. FIG. 6 is a fastening table showing the correspondence with the above, and FIG. 6 is a control map of a lockup clutch of an automatic transmission according to an embodiment of the present invention.

As shown in FIG. 4, the automatic transmission 300 has, as main components, a torque converter 302 attached to the output shaft OUT of the engine 10 and an oil pump 303 driven by the output shaft OUT via the torque converter 302. , The transmission case 311 has a transmission mechanism 314 in which the output rotation of the torque converter 302 is input via the input shaft 312, and the oil pump 303 and the transmission mechanism 314 are arranged on the axis of the input shaft 312. It is stored inside. Such an automatic transmission 300 constitutes a part of a power transmission mechanism for transmitting the torque of the engine 10 to the rear wheels 200b. The automatic transmission 300 is arranged in a vertical position in which the input shaft 312 is located on the front side of the vehicle and the output shaft 313 is located on the rear side of the vehicle. Therefore, in the following, the drive source side (left side in the figure) may be referred to as the front side, and the anti-drive source side (right side in the figure) may be referred to as the rear side.

The torque converter 302 includes a case 302a connected to the output shaft OUT, a pump 302b fixed in the case 302a, a turbine 302c arranged opposite to the pump 302b and driven by the pump 302b via hydraulic oil, and a turbine 302c. It is provided between the stator 302e, which is interposed between the pump 302b and the turbine 302c, and is supported by the transmission case 311 via the one-way clutch 302d to increase the torque, and between the case 302a and the turbine 302c. It includes a lockup clutch 302f configured to directly connect the output shaft OUT and the turbine 302c via the case 302a. Then, the rotation of the turbine 302c is input to the transmission mechanism 314 via the input shaft 312. Here, the lockup clutch 302f is configured to be able to change the degree of engagement (in other words, the degree of engagement) by being controlled by the controller 50 via the L / U hydraulic solenoid valve 350 (see FIG. 3). There is. The lockup clutch 302f corresponds to an example of the "engagement element" in the present invention.

On the other hand, the transmission mechanism 314 has first, second, third, and fourth planetary gear sets (hereinafter, simply referred to as "gear sets") PG1, PG2, PG3, and PG4. These gear sets PG1, PG2, PG3, and PG4 are arranged so as to be arranged in this order from the front side (engine 10 side) along the axis of the input shaft 312 and the output shaft 313.

Further, the transmission mechanism 314 has the first, second and third clutches CL1, CL2 and CL3 and the first and second brake BR1 as friction fastening elements for switching the power transmission path by each of the gear sets PG1 to PG4 described above. , BR2 and.

The friction fastening elements (CL1 to CL3, BR1, BR2) are the first brake BR1, the third clutch CL3, and the second clutch from the front side (engine 10 side) along the axis of the input shaft 312 and the output shaft 313. CL2, the first clutch CL1, and the second brake BR2 are arranged in this order. Specifically, the first clutch CL1 is arranged on the front side of the first gear set PG1 in the transmission case 311, the second clutch CL2 is arranged on the front side of the first clutch CL1, and the second clutch CL2 is arranged on the front side of the second clutch CL2. A third clutch CL3 is arranged. Further, the first brake BR1 is arranged on the front side of the third clutch CL3, and the second brake BR2 is arranged on the outer side in the radial direction of the third gear set PG3.

The first to fourth gear sets PG1 to PG4 are single pinion type planetary gear sets in which a pinion supported by a carrier directly meshes with a sun gear and a ring gear. Specifically, the first gear set PG1 has a first sun gear S1, a first ring gear R1, and a first carrier C1, and a second gear set PG2 has a second sun gear S2, a second ring gear R2, and a second carrier C2. The third gear set PG3 has a third sun gear S3, a third ring gear R3, and a third carrier C3, and the fourth gear set PG 4 has a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier C4. Has.

Further, the first gear set PG1 is a double sun gear type planetary gear set in which the first sun gear S1 is divided into two in the axial direction. That is, the first sun gear S1 has a front side first sun gear S1a arranged on the front side in the axial direction and a rear side first sun gear S1b arranged on the rear side. Since the pair of first sun gears S1a and S1b have the same number of teeth and mesh with the same pinion supported by the first carrier C1, the rotation speeds of these first sun gears S1a and S1b are always equal. That is, the pair of front and rear first sun gears S1a and S1b always rotate at the same speed, and when one rotation is stopped, the other rotation is also stopped. The gear sets other than the first gear set PG1 (second to fourth gear sets PG2 to PG4) are not double sun gear types, but each have a single sun gear.

The first sun gear S1 (more specifically, the rear first sun gear S1b) and the fourth sun gear S4 are always connected, the first ring gear R1 and the second sun gear S2 are always connected, and the second carrier C2 and the fourth carrier C4. Is always connected, and the third carrier C3 and the fourth ring gear R4 are always connected. Further, the input shaft 312 is always connected to the first carrier C1, and the output shaft 313 is always connected to the fourth carrier C4.

Specifically, the rear first sun gear S1b and the fourth sun gear S4 are connected to each other via a power transmission member 325, and the fourth carrier C4 and the second carrier C2 are connected to each other via a power transmission member 326. They are connected to each other. The input shaft 312 is connected to the first carrier C1 via a power transmission member 28 that passes between the pair of front and rear first sun gears S1a and S1b.

The first clutch CL1 connects the input shaft 312 and the first carrier C1 to the third sun gear S3 so as to be able to connect and disconnect. The second clutch CL2 connects the first ring gear R1 and the second sun gear S2 to the third sun gear S3 in a connectable manner. The third clutch CL3 connects the second ring gear R2 and the third sun gear S3 so as to be able to connect and disconnect.

Although detailed illustration is omitted, the first clutch CL1 has a structure similar to that of a conventionally known wet multi-plate clutch, and is related to a rotatable hub member coupled to the first carrier C1 and an outer peripheral surface of the hub member. A combined hub-side friction plate, a rotatable drum member coupled to the third sun gear S3 via a power transmission member 315, 316, and a drum-side friction plate engaged with the inner peripheral surface of the drum member. It has a piston P1 that is driven forward and backward in the axial direction in order to press-contact the hub-side friction plate and the drum-side friction plate. A hydraulic chamber F1 into which hydraulic oil supplied from a hydraulic circuit (not shown) is introduced is defined at a position adjacent to the piston P1, and the hub-side friction plate is provided according to the supply and discharge of hydraulic oil to the hydraulic chamber F1. And the friction plate on the drum side is pressed or released. Then, by the pressure welding or the pressure welding release, the hub member and the drum member are connected to each other or separated from each other, and accordingly, the input shaft 312 and the first carrier C1 and the third sun gear S3 are disconnected and connected.

Similarly, the second clutch CL2 includes a rotatable hub member coupled to the third sun gear S3 via a power transmission member 315, 316, a hub-side friction plate engaged with the outer peripheral surface of the hub member, and a second clutch. A rotatable drum member coupled to the 1-ring gear R1 and the 2nd sun gear S2 via a power transmission member 318, a friction plate on the drum side engaged with the inner peripheral surface of the drum member, a friction plate on the hub side and a drum side. It has a piston P2 that is driven forward and backward in the axial direction in order to press contact with the friction plate. A hydraulic chamber F2 into which the hydraulic oil is introduced is defined at a position adjacent to the piston P2, and the hub-side friction plate and the drum-side friction plate are pressure-welded according to the supply and discharge of the hydraulic oil to the hydraulic chamber F2. Alternatively, by releasing the pressure contact, the first ring gear R1 and the second sun gear S2 are disconnected from the third sun gear S3.

The third clutch CL3 includes a rotatable hub member coupled to the third sun gear S3 via a power transmission member 315 and 316, a hub-side friction plate engaged with the outer peripheral surface of the hub member, and a second ring gear R2. In order to press-contact the rotatable drum member coupled via the power transmission member 317, the friction plate on the drum side engaged with the inner peripheral surface of the drum member, and the friction plate on the hub side and the friction plate on the drum side. It has a piston P3 that is driven forward and backward in the axial direction. A hydraulic chamber F3 into which the hydraulic oil is introduced is defined at a position adjacent to the piston P3, and the hub-side friction plate and the drum-side friction plate are pressure-welded according to the supply and discharge of the hydraulic oil to the hydraulic chamber F3. Alternatively, by releasing the pressure contact, the second ring gear R2 and the third sun gear S3 are disconnected and connected.

The first brake BR1 connects the transmission case 311 and the first sun gear S1 (more specifically, the front side first sun gear S1a) so as to be connectable and disconnected. The second brake BR2 connects the transmission case 311 and the third ring gear R3 so as to be connectable and disconnected.

Although detailed illustration is omitted, the first brake BR1 has a structure similar to that of a conventionally known wet multi-plate brake, and has a rotatable hub member coupled to the front first sun gear S1a via a power transmission member 327. , To press-contact the hub-side friction plate engaged with the outer peripheral surface of the hub member, the case-side friction plate engaged with the inner peripheral surface of the transmission case 311 and the hub-side friction plate and the case-side friction plate. It has a piston P4 that is driven forward and backward in the axial direction. A hydraulic chamber F4 into which the hydraulic oil is introduced is defined at a position adjacent to the piston P4, and the hub-side friction plate and the case-side friction plate are pressure-welded according to the supply and discharge of the hydraulic oil to the hydraulic chamber F4. Alternatively, by releasing the pressure contact, the transmission case 311 and the first sun gear S1 are disconnected and connected.

Similarly, the second brake BR2 is engaged with a rotatable hub member coupled to the third ring gear R3, a hub-side friction plate engaged with the outer peripheral surface of the hub member, and an inner peripheral surface of the transmission case 311. It has a combined case-side friction plate and a piston P5 that is driven forward and backward in the axial direction to press-contact the hub-side friction plate and the case-side friction plate. A hydraulic chamber F5 into which the hydraulic oil is introduced is defined at a position adjacent to the piston P5, and the hub-side friction plate and the case-side friction plate are pressure-welded according to the supply and discharge of the hydraulic oil to the hydraulic chamber F5. Alternatively, by releasing the pressure contact, the transmission case 311 and the third ring gear R3 are disconnected and connected.

Inside the transmission case 311 is provided a parking lock mechanism 330 for restricting the rotation of the output shaft 313. The parking lock mechanism 330 includes a parking gear 331 that is externally fitted to the output shaft 313 so as to rotate integrally with the output shaft 313, a lock lever 332 that is provided so as to be detachable and detachable on the radial outer side of the parking gear 331, and a lock. It has a hydraulic actuator (not shown) that drives the lever 332.

In the automatic transmission 300 having such a configuration, as shown in the fastening table of FIG. 5, a specific friction fastening element is selected from the above-mentioned five friction fastening elements (clutch CL1, CL2, CL3 and brake BR1, BR2). P range (parking range), N range (neutral range), D range (forward range), R range (reverse range) by selectively engaging or switching the operation / non-operation of the parking lock mechanism 330. Either range is achieved. Further, in the case of the D range, any of the 1st to 8th gears can be selected. The symbol "◯" shown in the table of FIG. 5 indicates that the clutch or the brake is in the engaged state, or the parking lock mechanism 330 is in the operating state. Conversely, the absence of the "○" symbol indicates that the clutch or brake is in the released state, or that the parking lock mechanism 330 is in the inactive state.

In the P range, the first brake BR1 and the second brake BR2 are fastened, and the parking lock mechanism 330 is driven. In this state, the rotation of the input shaft 312 is not transmitted to the output shaft 313, and the output shaft 313 is locked (that is, the running of the vehicle is prohibited).

In the N range, the first brake BR1 and the second brake BR2 are fastened. In this state, the rotation of the input shaft 312 is not transmitted to the output shaft 313 as in the case of the P range. However, unlike the P range, the parking lock mechanism 330 is deactivated and the output shaft 313 is not locked.

In the D range, one of the forward 1st to 8th gears is achieved by engaging three specific elements selected from the clutches CL1, CL2, CL3 and the brakes BR1 and BR2. .. Specifically, in the 1st speed, the 1st clutch CL1, the 1st brake BR1 and the 2nd brake BR2 are engaged, and in the 2nd speed, the 2nd clutch CL2, the 1st brake BR1 and the 2nd brake BR2 are engaged. In the 3rd speed, the 1st clutch CL1, the 2nd clutch CL2, and the 2nd brake BR2 are engaged, and in the 4th speed, the 2nd clutch CL2, the 3rd clutch CL3, and the 2nd brake BR2 are engaged. The first clutch CL1, the third clutch CL3, and the second brake BR2 are engaged, the first clutch CL1, the second clutch CL2, and the third clutch CL3 are engaged in the 6th speed, and the 1st clutch CL1 in the 7th speed. , The third clutch CL3 and the first brake BR1 are engaged, and in the 8th speed, the second clutch CL2, the third clutch CL3 and the first brake BR1 are engaged. The rotation of the input shaft 312 is transmitted to the output shaft 313 after shifting (decelerating or increasing) at a gear ratio corresponding to the 1st to 8th speeds, and the output shaft 313 is rotationally driven in the direction of advancing the vehicle.

In the R range, the third clutch CL3, the first brake BR1, and the second brake BR2 are engaged. In this case, the rotation of the input shaft 312 is transmitted to the output shaft 313 in the direction opposite to that in the D range, and the output shaft 313 is rotationally driven in the direction of reversing the vehicle.

Next, FIG. 6 shows a lockup control map for changing the engagement degree (fastening degree) of the lockup clutch 302f according to the embodiment of the present invention. In FIG. 6, the horizontal axis indicates the vehicle speed, and the vertical axis indicates the accelerator opening degree. As shown in FIG. 6, in this control map, the operating region defined by the vehicle speed and the accelerator opening is divided into two regions by the graph G1 shown by the solid line, and one region releases the lockup clutch 302f. It is defined as a release area for setting the state, and the other area is defined as a fastening area for setting the lockup clutch 302f in the engaged state (engaged state). Here, the "released state" means the completely released state of the lockup clutch 302f, while the "engaged state" means the slip of the lockup clutch 302f in addition to the fully engaged state of the lockup clutch 302f. The state shall also be included. The slip state of the lockup clutch 302f corresponds to a state in which a difference occurs between the output shaft OUT (corresponding to the engine speed) of the engine 10 and the turbine 302c. The degree of engagement of the lockup clutch 302f corresponds to either the released state or the engaged state as described above, and is typically expressed by the engagement rate or the slip rate.

The controller 50 described above refers to the lockup control map as shown in FIG. 6, and based on the changes in the vehicle speed and the accelerator opening, the lockup clutch is via the L / U hydraulic solenoid valve 350 (see FIG. 3). Control for changing the degree of engagement of 302f (corresponding to the above-mentioned control for changing the degree of engagement, hereinafter appropriately referred to as “lock-up control”) is executed. Specifically, as this lock-up control, the controller 50 controls to change the locked-up clutch 302f in the released state to the engaged state (completely engaged state or slip state) according to the lock-up control map, or is in the engaged state. Control is performed to change the lockup clutch 302f in the (fully engaged state or slip state) to the released state. In this case, the controller 50 controls the energization voltage or energization current (corresponding to the control signal S350 in FIG. 3) applied to the L / U hydraulic solenoid valve 350 to change the degree of engagement of the lockup clutch 302f.

In one example, the vehicle control device in the present invention mainly includes an engine 10 as a prime mover, a torque converter 302 as a power transmission mechanism, a lockup clutch 302f as an engaging element, a steering device 207, and a steering angle. It is composed of a sensor 40, an accelerator opening sensor 30 as an operating state sensor, a vehicle speed sensor 39, and a controller 50 as a controller. In another example, the vehicle control device in the present invention is configured by the controller 50, and in this example, the controller 50 functions as the vehicle attitude control means, the torque changing means, and the suppressing means in the present invention.

<Control content>
Next, the control contents executed by the controller 50 in the present embodiment will be described.

(First Embodiment)
First, with reference to FIG. 7, an outline of the overall control content executed by the controller 50 in the first embodiment will be described. FIG. 7 is a flowchart showing overall control according to the first embodiment of the present invention.

The control process of FIG. 7 is activated when the ignition of the vehicle 200 is turned on and the power is turned on to the controller 50, and is repeatedly executed in a predetermined cycle (for example, 50 ms). When this control process is started, as shown in FIG. 7, in step S101, the controller 50 acquires various sensor information regarding the driving state of the vehicle 200. Specifically, the controller 50 corresponds to the steering angle detected by the steering angle sensor 40, the accelerator opening detected by the accelerator opening sensor 30, the vehicle speed detected by the vehicle speed sensor 39, and the crank angle detected by the crank angle sensor 34. The detection signals output by the above-mentioned various sensors including the engine speed, the gear stage currently set in the automatic transmission 300 of the vehicle 200, and the like are acquired as information on the operating state.

Next, in step S102, the controller 50 sets the target acceleration based on the driving state of the vehicle 200 acquired in step S101. Specifically, the controller 50 corresponds to the current vehicle speed and gear stage from the acceleration characteristic maps (created in advance and stored in a memory or the like) defined for various vehicle speeds and various gear stages. Select the acceleration characteristic map and set the target acceleration corresponding to the current accelerator opening with reference to the selected acceleration characteristic map.

Next, in step S103, the controller 50 determines the basic torque that the engine 10 should generate in order to realize the target acceleration set in step S102. In this case, the controller 50 determines the basic torque within the range of the torque that can be output by the engine 10 based on the current vehicle speed, the gear stage, the degree of engagement of the lockup clutch 302f, the road surface gradient, the road surface μ, and the like.

Further, in parallel with the processing of steps S102 and S103, in step S104, the controller 50 executes an increasing torque setting processing for setting a torque (increasing torque) for adding acceleration to the vehicle 200 based on the steering operation. In this step S104, the controller 50 sets an increased torque for increasing the basic torque according to the increase in the steering angle of the steering device 207, that is, according to the turning operation of the steering. In the present embodiment, the controller 50 controls the vehicle posture by temporarily increasing the torque and adding acceleration to the vehicle 200 when the steering is turned. Hereinafter, the vehicle attitude control performed by using the increased torque at the time of turning the steering is appropriately referred to as "first vehicle attitude control".

Here, the increase torque setting process in the first embodiment of the present invention will be described with reference to FIGS. 8 and 9. FIG. 8 is a flowchart of the increased torque setting process according to the first embodiment of the present invention, and FIG. 9 is a map showing the relationship between the applied acceleration and the steering speed according to the first embodiment of the present invention.

When the increase torque setting process is started, in step S11, the controller 50 determines whether or not the steering angle (absolute value) of the steering device 207 is increasing, that is, whether or not the steering is turned. As a result, when it is determined that the steering angle is increasing (step S11: Yes), the controller 50 proceeds to step S12 and determines whether or not the steering speed is equal to or higher _than the predetermined threshold value S1. In this case, the controller 50 calculates the steering speed based on the steering angle acquired from the steering angle sensor 40 in step S101 of FIG. 7, and determines whether or not the value is equal to or greater _than the threshold value S1.

If it is determined as a result of step S12 that the steering speed is equal to or higher than the threshold value S ₁ (step S12: Yes), the process proceeds to step S13, and the controller 50 sets the additional acceleration based on the steering speed. This additional acceleration is an acceleration that should be applied to the vehicle 200 according to the steering operation in order to control the vehicle posture according to the driver's intention.

Specifically, the controller 50 sets the additional acceleration corresponding to the steering speed calculated in step S12 based on the relationship between the additional acceleration shown in the map of FIG. 9 and the steering speed. In FIG. 9, the horizontal axis indicates the steering speed, and the vertical axis indicates the additional acceleration. As shown in FIG. 9, when the steering speed is equal to or less than the threshold value S ₁ , the corresponding additional acceleration is 0. That is, when the steering speed is equal to or less than the threshold value S ₁ , the controller 50 does not execute the control for adding the acceleration to the vehicle 200 based on the steering operation.

On the other hand, when the steering speed exceeds the threshold value S ₁ , the additional acceleration corresponding to the steering speed gradually approaches a predetermined upper limit value A _max as the steering speed increases. That is, as the steering speed increases, the additional acceleration increases, and the rate of increase in the amount of increase decreases. This upper limit value A _max is set to such an acceleration that the driver does not feel that there is control intervention even if acceleration is applied to the vehicle 200 according to the steering operation (for example, 0.5 m / s ² ≈ 0.05 G). ). Further, when the steering speed is equal to or higher than the threshold value S ₂ higher than the threshold value S ₁ , the additional acceleration is maintained at the upper limit value A _max .

Next, in step S14, the controller 50 sets the increased torque based on the additional acceleration set in step S13. Specifically, the controller 50 determines the increased torque required to realize the additional acceleration by increasing the basic torque based on the current vehicle speed, gear stage, road surface gradient, etc. acquired in step S101 of FIG. do. After step S14, the controller 50 ends the increase torque setting process and returns to the main routine of FIG.

On the other hand, when it is determined in step S11 that the steering angle has not increased (step S11: No), or when it is determined in step S12 that the steering speed is _less than the threshold value S1 (step S12: No). The controller 50 ends the increase torque setting process without setting the increase torque, and returns to the main routine of FIG. 7. In this case, the increased torque becomes 0.

When a torque that increases the basic torque is generated by the increased torque as described above (that is, when the first vehicle attitude control is executed), the increased torque is transmitted to the rear wheels 202b, which are the driving wheels, and the rear wheels. It is a force to propel 202b forward of the vehicle. When this force is transmitted from the front wheels 202a to the vehicle body of the vehicle 200 via the suspension 203, a force that lifts the rear portion of the vehicle body upward acts momentarily, and a moment in the direction of tilting the vehicle body forward acts to act on the vehicle body. The force that causes the front part to sink downward acts, and the front part of the vehicle body sinks, increasing the front wheel load. This makes it possible to improve the responsiveness or linear feeling of the vehicle 200 to the steering turning operation. That is, in a rear-wheel drive vehicle, when the drive torque of the rear wheel 202b is increased to apply acceleration, an inertial force that tilts the vehicle body backward and a momentary force that tilts the vehicle body forward are generated, but the steering operation is performed. It is considered that the momentary force to tilt the vehicle body forward due to the increased torque contributes predominantly to the vehicle responsiveness and linear feeling.

Returning to FIG. 7, the controller 50 proceeds to step S105 after the above-mentioned increasing torque setting process (step S104), and sets a torque (reduced torque) for adding deceleration to the vehicle 200 based on the steering operation. Executes the reduced torque setting process. In this step S105, the controller 50 sets a reduced torque for reducing the basic torque according to the decrease in the steering angle of the steering device 207, that is, according to the turning back of the steering. In the present embodiment, the controller 50 controls the vehicle posture by temporarily reducing the torque and adding a deceleration to the vehicle 200 when the steering is turned back. Hereinafter, the vehicle attitude control performed by using the reduced torque at the time of turning back the steering is appropriately referred to as "second vehicle attitude control". Typically, this second vehicle attitude control tends to be performed after the first vehicle attitude control described above.

Here, the reduced torque setting process according to the first embodiment of the present invention will be described with reference to FIGS. 10 and 11. FIG. 10 is a flowchart of the reduced torque setting process according to the first embodiment of the present invention, and FIG. 11 is a map showing the relationship between the additional deceleration and the steering speed according to the first embodiment of the present invention.

When the reduction torque setting process is started, in step S21, the controller 50 determines whether or not the steering angle (absolute value) of the steering device 207 is reduced, that is, whether or not the steering is turned back. .. As a result, when it is determined that the steering angle is decreasing (step S21: Yes), the controller ₅₀ proceeds to step S22 and determines whether or not the steering speed (absolute value) is equal to or higher than the predetermined threshold value S1. judge. In this case, the controller 50 calculates the steering speed based on the steering angle acquired from the steering angle sensor 40 in step S101 of FIG. 7, and determines whether or not the value is equal to or greater _than the threshold value S1.

If it is determined as a result of step S22 that the steering speed is equal to or higher than the threshold value S ₁ (step S22: Yes), the process proceeds to step S23, and the controller 50 sets the additional deceleration based on the steering speed. This additional deceleration is a deceleration that should be added to the vehicle 200 according to the steering operation in order to control the vehicle posture according to the driver's intention.

Specifically, the controller 50 sets the additional deceleration corresponding to the steering speed calculated in step S22 based on the relationship between the additional deceleration shown in the map of FIG. 11 and the steering speed. In FIG. 11, the horizontal axis indicates the steering speed, and the vertical axis indicates the additional deceleration. As shown in FIG. 11, when the steering speed is equal to or less than the threshold value S ₁ , the corresponding additional deceleration is 0. That is, when the steering speed is equal to or less than the threshold value S ₁ , the controller 50 does not execute the control for adding the deceleration to the vehicle 200 based on the steering operation.

On the other hand, when the steering speed exceeds the threshold value S ₁ , the additional deceleration corresponding to the steering speed gradually approaches a predetermined upper limit value D _max as the steering speed increases. That is, as the steering speed increases, the additional deceleration increases, and the rate of increase in the amount of increase decreases. This upper limit value D _max is set to such a deceleration that the driver does not feel that there is control intervention even if the deceleration is added to the vehicle 200 according to the steering operation (for example, 0.5 m / s ² ≈ 0). .05G). Further, when the steering speed is equal to or higher than the threshold value S ₂ larger than the threshold value S ₁ , the additional deceleration is maintained at the upper limit value D _max .

Next, in step S24, the controller 50 sets the reduced torque based on the additional deceleration set in step S23. Specifically, the controller 50 determines the increased torque required to realize the additional deceleration by reducing the basic torque based on the current vehicle speed, gear stage, road surface gradient, etc. acquired in step S101 of FIG. decide. After step S24, the controller 50 ends the reduction torque setting process and returns to the main routine of FIG.

On the other hand, when it is determined in step S21 that the steering angle has not decreased (step S21: No), or when it is determined in step S22 that the steering speed is _less than the threshold value S1 (step S22: No). The controller 50 ends the reduction torque setting process without setting the reduction torque, and returns to the main routine of FIG. 7. In this case, the reduced torque becomes 0.

When a torque with a reduced basic torque is generated by the reduced torque as described above (that is, when the second vehicle attitude control is executed), the reduced torque is transmitted to the rear wheels 202b, which are the driving wheels, and the rear wheels. It is a force that pulls 202b to the rear of the vehicle. When this force is transmitted from the rear wheels 202b to the vehicle body of the vehicle 200 via the suspension 203, a force that causes the rear portion of the vehicle body to sink downward momentarily acts, and a moment in the direction of tilting the vehicle body backward acts. As a result, a force that lifts the front part of the vehicle body upward acts, and the front part of the vehicle body is lifted to reduce the load on the front wheels. This makes it possible to improve the vehicle responsiveness and linear feeling to the steering turn-back operation. That is, in a rear-wheel drive vehicle, when the drive torque of the rear wheel 202b is reduced to give a deceleration, an inertial force that tilts the vehicle body forward and a momentary force that tilts the vehicle body backward are generated, but the steering is turned off. It is considered that the momentary rearward tilting force of the reduced torque contributes predominantly to the vehicle responsiveness to the return operation and the linear feeling.

Returning to FIG. 7, after executing the processing of steps S102 and S103, the increasing torque setting processing of step S104, and the decreasing torque setting processing of S105, the controller 50 proceeds to step S106. In step S106, the controller 50 determines whether or not vehicle attitude control is being executed. Specifically, the controller 50 determines whether or not the first or second vehicle attitude control is currently being executed. As a result, if it is determined that the vehicle attitude control is in progress (step S106: Yes), the process proceeds to step S107.

In step S107, the controller 50 suppresses the lockup control in order to suppress the occurrence of a problem due to the overlap of the lockup control execution period with respect to the vehicle attitude control execution period. In the first example of step S107, the controller 50 prohibits the execution of the lockup control when the vehicle attitude control is being executed. In this case, the controller 50 maintains the energized state of the L / U hydraulic solenoid valve 350 for adjusting the engagement degree of the lockup clutch 302f in the current state, that is, the L / U hydraulic solenoid valve 350. Do not control to change the energizing voltage or energizing current to be applied.

In the second example of step S107, the controller 50 changes the release area and the fastening area defined in the lockup control map (see FIG. 6) for changing the engagement degree of the lockup clutch 302f. Suppresses lockup control during vehicle attitude control. This second example will be specifically described with reference to FIG. FIG. 12 is a lock-up control map used when lock-up control is performed during vehicle attitude control in the first embodiment of the present invention. In FIG. 12, the horizontal axis shows the vehicle speed and the vertical axis shows the accelerator opening degree. In FIG. 12, the graph G1 shown by the solid line corresponds to a normal control map (similar to that shown in FIG. 6) applied when the vehicle attitude control is not executed. On the other hand, the graph G2 shown by the broken line corresponds to the control map in which the fastening area is expanded (in other words, the release area is reduced), and the graph G3 shown by the alternate long and short dash line corresponds to the control map in which the fastening area is expanded (in other words, the fastening area is reduced). Corresponds to the control map.

Specifically, in the second example of step S107, the controller 50 expands the area currently belonging to the lockup control map when the lockup control execution request is issued during the vehicle attitude control. Make it difficult for the state of the lockup clutch 302f to be changed. Specifically, when the lockup control execution request is issued, the controller 50 is in the case where the current state of the lockup clutch 302f is in the engaged state, that is, when the current operating area belongs to the engaged area. , The lockup control map is changed to expand this fastening area (see graph G2). On the other hand, when the lockup control execution request is issued, the controller 50 determines that the current state of the lockup clutch 302f is in the released state, that is, the current operating area belongs to the released area. Change the lockup control map to expand the free area (see graph G3).

Returning to FIG. 7, the controller 50 proceeds to step S110 after step S107 as described above to set the final target torque. Specifically, the controller 50 sets the final target torque by applying the increasing torque of step S104 or the decreasing torque of step S105 to the basic torque of step S103. Basically, only one of the increased torque and the decreased torque is set, and neither the increased torque nor the decreased torque is set. Therefore, the controller 50 adds the increased torque to the basic torque (in this case). (The first vehicle attitude control is executed), or by subtracting the reduced torque from the basic torque (in this case, the second vehicle attitude control is executed), the final target torque is set.

On the other hand, if it is determined in step S106 that the vehicle attitude control is not in progress (step S106: No), the controller 50 proceeds to step S108. In step S108, the controller 50 determines whether or not the lockup control is being executed. That is, it is determined whether or not the lockup control for changing the engagement degree of the lockup clutch 302f is currently executed according to the change in the vehicle speed and / or the accelerator opening degree. As a result, if it is determined that the lockup control is in progress (step S108: Yes), the process proceeds to step S109. On the other hand, if it is determined that the lockup control is not in progress (step S108: No), the controller 50 proceeds to step S110. In this case, the controller 50 does not suppress the vehicle attitude control or the lockup control.

In step S109, the controller 50 suppresses the vehicle attitude control in order to suppress the occurrence of a problem due to the execution period of the vehicle attitude control overlapping with the execution period of the lockup control. In the first example of step S109, the controller 50 prohibits the execution of both the first and second vehicle attitude controls when the lockup control is being executed. In the second example of step S109, when the lockup control is executed, the controller 50 executes the first and second vehicle attitude controls (start condition) more than when the lockup control is not executed. _The threshold value S1 (see FIGS. 8 to 11) for determining the steering speed, which defines the above, is increased so that the first and second vehicle attitude controls are less likely to be executed.

After such step S109, the controller 50 proceeds to step S110 to set the final target torque. Specifically, the controller 50 uses the increased torque in step S104 and the decreased torque in step S105 when the vehicle attitude control is not executed, for example, when the vehicle attitude control is prohibited by the first example of step S109. Instead, the final target torque is set based on the basic torque in step S103 (final target torque = basic torque). On the other hand, when the vehicle attitude control is executed, for example, when the steering speed becomes equal to or higher than the threshold value S ₁ increased by the second example of step S109, and the first and second vehicle attitude controls are executed. The final target torque is set by applying the increasing torque of step S104 or the decreasing torque of step S105 to the basic torque of step S103. Basically, only one of the increased torque and the decreased torque is set, and neither the increased torque nor the decreased torque is set. Therefore, the controller 50 adds the increased torque to the basic torque (in this case). (The first vehicle attitude control is executed), or by subtracting the reduced torque from the basic torque (in this case, the second vehicle attitude control is executed), the final target torque is set.

After step S110 as described above, the controller 50 proceeds to step S111 and sets an actuator control amount for realizing the final target torque set in step S110. Specifically, the controller 50 determines various state quantities required to realize the final target torque based on the final target torque set in step S110, and each configuration of the engine 10 is based on those state quantities. Set the control amount of each actuator that drives the element. In this case, the controller 50 sets a limit value and a limit range according to the state amount, and sets a control amount of each actuator so that the state value complies with the limit value and the limit by the limit range. Subsequently, in step S112, the controller 50 outputs a control command to each actuator based on the control amount set in step S111.

Specifically, when the controller 50 sets the final target torque by adding the increased torque to the basic torque in step S110, the ignition timing of the spark plug 14 is set from the ignition timing for generating the basic torque. Also advance. Further, instead of or in conjunction with the advance angle of the ignition timing, the controller 50 increases the throttle opening of the throttle valve 5 or advances the closing timing of the intake valve 12 set after bottom dead center. By doing so, the amount of intake air is increased. In this case, the controller 50 increases the fuel injection amount by the fuel injection valve 13 in response to the increase in the intake air amount so that the predetermined air-fuel ratio is maintained.

On the other hand, when the controller 50 sets the final target torque by subtracting the reduced torque from the basic torque in step S110, the ignition timing of the spark plug 14 is later than the ignition timing for generating the basic torque. Make a corner (retard). Further, instead of or in combination with the retardation timing of the ignition timing, the controller 50 reduces the throttle opening of the throttle valve 5 or retards the closing timing of the intake valve 12 set after bottom dead center. By doing so, the amount of intake air is reduced. In this case, the controller 50 reduces the fuel injection amount by the fuel injection valve 13 in response to the increase in the intake air amount so that the predetermined air-fuel ratio is maintained.

When the engine 10 is a diesel engine, the controller 50 generates the fuel injection amount by the fuel injection valve 13 and the basic torque when the final target torque is set by adding the increased torque to the basic torque in step S110. Increase more than the fuel injection amount to make it. On the other hand, when the controller 50 sets the final target torque by subtracting the reduced torque from the basic torque in step S110, the fuel injection amount by the fuel injection valve 13 is larger than the fuel injection amount for generating the basic torque. Reduce.

After such step S112, the controller 50 ends the control process.

(Action and effect of the first embodiment)
Next, the operation and effect of the vehicle control device according to the first embodiment of the present invention will be described.

According to the first embodiment, the controller 50 suppresses that the first vehicle attitude control using the increased torque and the lockup control of the lockup clutch 302f are performed at the same time. As a result, it is possible to appropriately suppress the occurrence of problems due to the execution of both the first vehicle attitude control and the lockup control. Specifically, the controller 50 suppresses the lockup control during the first vehicle attitude control, so that an appropriate torque increase for controlling the vehicle attitude by the intervention of the lockup control during the first vehicle attitude control can be achieved. It is possible to surely suppress the inability to do so. Therefore, the first vehicle attitude control can appropriately improve the vehicle responsiveness to the steering turning operation by the driver. On the other hand, since the controller 50 suppresses the first vehicle attitude control during the lockup control, the intervention of the first vehicle attitude control during the lockup control may delay the change of the engagement degree of the lockup clutch 302f. , It is possible to surely suppress the change of the degree of engagement from becoming unstable. Therefore, it is possible to appropriately secure fuel efficiency improvement, acceleration performance improvement, vibration reduction, etc. by changing the engagement degree of the lockup clutch 302f.

Further, according to the first embodiment, the controller 50 suppresses that the second vehicle attitude control using the reduced torque and the lockup control of the lockup clutch 302f are performed at the same time. As a result, it is possible to appropriately suppress the occurrence of problems due to the execution of both the second vehicle attitude control and the lockup control. Specifically, the controller 50 suppresses the lockup control during the second vehicle attitude control, so that an appropriate torque reduction for controlling the vehicle attitude by the intervention of the lockup control during the second vehicle attitude control can be achieved. It is possible to surely suppress the inability to do so. Therefore, the second vehicle attitude control can appropriately improve the vehicle responsiveness to the steering turning back operation by the driver. On the other hand, since the controller 50 suppresses the second vehicle attitude control during the lockup control, the intervention of the second vehicle attitude control during the lockup control may delay the change of the engagement degree of the lockup clutch 302f. , It is possible to surely suppress the change of the degree of engagement from becoming unstable. Therefore, it is possible to appropriately secure fuel efficiency improvement, acceleration performance improvement, vibration reduction, etc. by changing the engagement degree of the lockup clutch 302f.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. In the first embodiment described above, the lockup control during the vehicle attitude control is suppressed and the vehicle attitude control during the lockup control is suppressed, but in the second embodiment, the vehicle attitude control and the lockup control are suppressed. Although it is allowed to be performed at the same time, the increased torque by the first vehicle attitude control or the decreased torque by the second vehicle attitude control is changed based on the engagement degree of the lockup clutch 302f. By doing so, it is possible to suppress the occurrence of problems due to the execution of both vehicle attitude control and lockup control.

In the following, only the configuration different from the first embodiment will be described, and the description of the same configuration as the first embodiment will be omitted as appropriate. Therefore, the configuration not particularly described here is the same as that of the first embodiment.

FIG. 13 is a flowchart showing overall control according to the second embodiment of the present invention. As shown in FIG. 13, the second embodiment is different from the first embodiment in that the processes of steps S106 to S109 of FIG. 7 are not performed. This corresponds to, as described above, in the second embodiment, the suppression of the lockup control during the vehicle attitude control and the suppression of the vehicle attitude control during the lockup control are not performed as in the first embodiment. Further, in the second embodiment, the contents of the increase torque setting process (step S104) and the decrease torque setting process (step S105) are different from those of the first embodiment. Other than that, it is basically the same as that of the first embodiment.

FIG. 14 is a flowchart of the increased torque setting process according to the second embodiment of the present invention, and FIG. 16 is a flowchart of the reduced torque setting process according to the second embodiment of the present invention. As shown in FIG. 14, the second embodiment is different from the first embodiment in that the process of step S15 is performed in addition to steps S11 to S14 of FIG. Further, as shown in FIG. 16, the second embodiment is different from the first embodiment in that the process of step S25 is performed in addition to steps S21 to S24 of FIG.

In the second embodiment, the controller 50 changes the increased torque set in step S14 according to the degree of engagement of the lockup clutch 302f in step S15 of FIG. 14, and locks in step S25 of FIG. The reduction torque set in step S24 is changed according to the degree of engagement of the up clutch 302f. In steps S15 and S25, first, the controller 50 determines the degree of engagement of the lockup clutch 302f (corresponding to the engagement rate / slip ratio of the lockup clutch 302f, hereinafter appropriately referred to as "lockup engagement degree"). judge. In one example, the controller 50 determines the degree of lockup engagement based on the difference (differential rotation) between the engine speed and the turbine 302c speed. In another example, the controller 50 determines the degree of lockup engagement based on the hydraulic pressure command value to the L / U hydraulic solenoid valve 350 that drives the lockup clutch 302f. In yet another example, the controller 50 determines the degree of lockup engagement based on the hydraulic pressure in the control hydraulic chamber of the lockup clutch 302f. In this example, a hydraulic pressure sensor may be provided in the oil passage communicating with the control hydraulic pressure chamber, and the hydraulic pressure detected by the hydraulic pressure sensor may be used. Then, the controller 50 changes the increased torque by the first vehicle attitude control or the decreased torque by the second vehicle attitude control based on the lockup engagement degree determined in this way. Specifically, the controller 50 corrects the increased torque or the decreased torque with reference to a map as shown in FIG. Basically, only one of the increased torque and the reduced torque is set, and neither the increased torque nor the reduced torque is set. Therefore, the controller 50 corrects one of the increased torque and the reduced torque. It becomes.

FIG. 15 is a correction map for correcting the increased torque or the decreased torque according to the second embodiment of the present invention. In FIG. 15, the horizontal axis indicates the degree of lockup engagement, and the vertical axis indicates the torque correction value for correcting the increase torque or the decrease torque. The larger the torque correction value, the larger the increase or decrease torque is corrected, that is, the increase torque or the decrease torque (absolute value) is corrected to the larger side, while the smaller the torque correction value, the increase torque or the decrease. It is assumed that the torque is hardly corrected. As shown in FIG. 15, the correction map is defined so that the torque correction value becomes larger as the lockup engagement degree becomes smaller. As a result, as the degree of lockup engagement becomes smaller, the increased torque or the decreased torque (absolute value) is corrected to a larger amount.

The reason for correcting the increased torque or the decreased torque in this way is as follows. When lockup control is performed while the torque is being changed by vehicle attitude control (that is, when the degree of lockup engagement is changed), the wheels are connected via the automatic transmission 300 including the lockup clutch 302f and the like. The torque applied does not change appropriately according to the torque increased or decreased by the vehicle attitude control. In particular, when the lockup engagement degree becomes smaller due to the lockup control during the vehicle attitude control, the torque applied to the wheels changes more slowly than the engine torque changed by the vehicle attitude control. Therefore, the acceleration / deceleration generated in the vehicle is reduced (specifically, a relatively gentle acceleration / deceleration occurs in the vehicle), and the desired vehicle attitude cannot be appropriately realized by the vehicle attitude control.

Therefore, when the lockup control is performed during the vehicle attitude control, the controller 50 corrects the increase torque or the decrease torque according to the degree of lockup engagement. In particular, the controller 50 uses the torque correction value obtained from the correction map as shown in FIG. 15 to increase the increase torque or the decrease torque (absolute value) as the lockup engagement degree becomes smaller. By doing so, the torque is changed more greatly in the vehicle attitude control (specifically, the engine torque is changed by a steep inclination (change rate / reduction rate)), so the degree of lockup engagement is small. However, the change in torque applied to the wheels is appropriately ensured. Therefore, an appropriate acceleration / deceleration occurs in the vehicle, and a desired vehicle attitude can be realized by controlling the vehicle attitude.

The controller 50 corrects the increased torque according to the degree of lockup engagement by the correction map of FIG. 15 in step S15 of FIG. 14, or locks up by the correction map of FIG. 15 in step S25 of FIG. The reduced torque is corrected according to the degree. Then, in step S110 of FIG. 13, the controller 50 sets the final target torque by applying the increased torque or the decreased torque thus corrected to the basic torque of step S103.

The first embodiment and the second embodiment may be combined and carried out. Specifically, when both the vehicle attitude control and the lockup control are executed while suppressing the execution of both the vehicle attitude control and the lockup control to some extent, the first is according to the degree of lockup engagement. 1 The increased torque by vehicle attitude control or the reduced torque by the second vehicle attitude control may be changed.

(Action and effect of the second embodiment)
Next, the operation and effect of the vehicle control device according to the second embodiment of the present invention will be described.

According to the second embodiment, the controller 50 changes the increased torque by the first vehicle attitude control based on the engagement degree of the lockup clutch 302f, so that the first vehicle attitude control and the lockup control are also performed. It is possible to appropriately suppress the occurrence of problems caused by executing both. Specifically, even if the degree of engagement of the lockup clutch 302f changes during the first vehicle attitude control, the torque increase suitable for controlling the vehicle attitude by the first vehicle attitude control (the torque referred to here is the wheel). It means the torque to be applied). Therefore, it is possible to appropriately improve the vehicle responsiveness by the first vehicle attitude control while ensuring the change of the engagement degree by the lockup control.

Further, according to the second embodiment, the controller 50 changes the reduced torque by the second vehicle attitude control based on the engagement degree of the lockup clutch 302f, so that the second vehicle attitude control and the lockup are also performed by this. It is possible to appropriately suppress the occurrence of problems due to the execution of both control and control. Specifically, even if the degree of engagement of the lockup clutch 302f changes during the second vehicle attitude control, the torque reduction suitable for controlling the vehicle attitude by the second vehicle attitude control (the torque referred to here is the wheel). It means the torque to be applied). Therefore, it is possible to appropriately improve the vehicle responsiveness by the second vehicle attitude control while ensuring the change of the engagement degree by the lockup control.

In particular, according to the present embodiment, since the increase torque or the decrease torque is changed based on the magnitude of the engagement degree, even when the engagement degree of the lockup clutch 302f is small, it is applied to the wheels by the vehicle attitude control. It is possible to reliably secure an increase in torque or a decrease in torque.

<Modification example>
In the above embodiment, an example of applying the present invention to a vehicle using the engine 10 as a prime mover is shown, but the present invention can also be applied to a vehicle using a vehicle other than the engine 10 as a prime mover. For example, the present invention can also be applied to a vehicle using a motor (motor) as a prime mover.

In the above-described embodiment, the present invention has been applied to change the degree of engagement of the lock-up clutch 302f of the torque converter 302, but the present invention has the above-mentioned prime mover in addition to the lock-up clutch 302f. It is applicable to change the degree of engagement of various engaging elements (typically a clutch) provided in the power transmission mechanism for transmitting the torque from the wheel to the wheel.

Further, in the above-described embodiment, the vehicle attitude control is executed based on the steering angle and the steering speed, but in another example, the yaw rate, the lateral acceleration, the yaw acceleration, and the lateral jerk are used instead of the steering angle and the steering speed. Vehicle attitude control may be performed based on this.

2 Cylinder 5 Throttle valve 10 Engine 13 Fuel injection valve 14 Spark plug 18 Variable intake valve mechanism 30 Accelerator opening sensor 39 Vehicle speed sensor 49 Steering angle sensor 50 Controller 100 Engine system 200 Vehicle 202a Front wheel (steering wheel)
202b Rear wheel (driving wheel)
207 Steering device 300 Automatic transmission 302 Torque converter 302f Lock-up clutch 350 L / U Hydraulic solenoid valve

Claims (14)

It ’s a vehicle control device.
The prime mover that drives the rear wheels of the vehicle and
A power transmission mechanism for transmitting the torque of the prime mover to the rear wheels,
With the engaging element provided in the power transmission mechanism,
A steering device for steering the vehicle and
A steering angle sensor that detects the steering angle of the steering device, and
A driving state sensor that detects the driving state of the vehicle and
It has the prime mover and a controller that controls the engaging element.
The controller
Based on the operating condition detected by the operating condition sensor, the basic torque of the prime mover is set.
Based on the increase in steering angle detected by the steering angle sensor, the increased torque of the prime mover is set.
The prime mover is controlled so that a target torque obtained by applying the increased torque to the basic torque is generated.
The increased torque of the prime mover is changed based on the degree of engagement of the engaging element, or the control of the prime mover based on the increased torque and the change of the degree of engagement of the engaging element are suppressed at the same time. Configured to
The controller obtains the steering speed when the steering angle detected by the steering angle sensor increases, and as the steering speed increases, the increased torque to be set increases.
A vehicle control device characterized by that. When the controller suppresses the simultaneous control of the prime mover based on the increased torque and the change of the engagement degree of the engaging element, the controller engages in the control of the prime mover based on the increased torque. The vehicle control device according to claim 1, which is configured to suppress a change in the degree of engagement of the elements. When the controller suppresses the control of the prime mover based on the increased torque and the change of the engagement degree of the engagement element at the same time, the controller is said to be in the process of changing the engagement degree of the engagement element. The vehicle control device according to claim 1 or 2, which suppresses the control of the prime mover based on the increased torque. The controller is configured to allow a change in the degree of engagement of the engaging element during control of the prime mover based on the increased torque and to change the increased torque based on the change in the degree of engagement. The vehicle control device according to claim 1. The controller
Based on the decrease in the steering angle, the reduced torque of the prime mover is set.
The prime mover is controlled so that a target torque obtained by applying the reduced torque to the basic torque is generated.
The reduced torque of the prime mover is changed based on the degree of engagement of the engaging element, or the control of the prime mover based on the reduced torque and the change of the degree of engagement of the engaging element are suppressed at the same time. Is configured to
The vehicle control device according to any one of claims 1 to 4. The power transmission mechanism includes a torque converter with a lockup clutch.
The vehicle control device according to any one of claims 1 to 5, wherein the engaging element is the lockup clutch. A prime mover that drives the rear wheels of a vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, an engaging element provided in the power transmission mechanism, and a steering device for steering the vehicle. And is a vehicle control device with
A vehicle attitude control means that controls the vehicle attitude by increasing the torque of the prime mover when the steering angle of the steering device increases.
A torque changing means that changes the amount of torque to be increased by the vehicle attitude control based on the degree of engagement of the engaging elements, and
Have,
The vehicle attitude control means is a vehicle control device for obtaining a steering speed when the steering angle is increased, and increasing the steering speed as the steering speed increases, increasing the amount of increasing the torque of the prime mover . A prime mover that drives the rear wheels of a vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, an engaging element provided in the power transmission mechanism, and a steering device for steering the vehicle. And is a vehicle control device with
A vehicle attitude control means that controls the vehicle attitude by increasing the torque of the prime mover when the steering angle of the steering device increases.
Suppressing means for suppressing the simultaneous control of the vehicle attitude and the change in the degree of engagement of the engaging elements.
Have,
The vehicle attitude control means is a vehicle control device for obtaining a steering speed when the steering angle is increased, and increasing the steering speed as the steering speed increases, increasing the amount of increasing the torque of the prime mover . A prime mover that drives the rear wheels of a vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, an engaging element provided in the power transmission mechanism, and a steering device for steering the vehicle. And is a vehicle control device with
A vehicle attitude control means that controls the vehicle attitude by increasing the torque of the prime mover when the steering angle of the steering device increases.
A suppressing means for suppressing a change in the degree of engagement of the engaging element during the vehicle attitude control,
Have,
The vehicle attitude control means is a vehicle control device for obtaining a steering speed when the steering angle is increased, and increasing the steering speed as the steering speed increases, increasing the amount of increasing the torque of the prime mover . A prime mover that drives the rear wheels of a vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, an engaging element provided in the power transmission mechanism, and a steering device for steering the vehicle. And is a vehicle control device with
A vehicle attitude control means that controls the vehicle attitude by increasing the torque of the prime mover when the steering angle of the steering device increases.
While changing the degree of engagement of the engaging element, the suppressing means for suppressing the vehicle attitude control and the suppressing means.
Have,
The vehicle attitude control means is a vehicle control device for obtaining a steering speed when the steering angle is increased, and increasing the steering speed as the steering speed increases, increasing the amount of increasing the torque of the prime mover . A prime mover that drives the rear wheels of a vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, an engaging element provided in the power transmission mechanism, and a steering device for steering the vehicle. And is a vehicle control device with
A vehicle attitude control means that controls the vehicle attitude by reducing the torque of the prime mover when the steering angle of the steering device decreases.
A torque changing means that changes the amount of torque reduction by the vehicle attitude control based on the degree of engagement of the engaging element, and
Have,
The vehicle attitude control means obtains a steering speed as an absolute value when the steering angle decreases, and the larger the steering speed, the larger the amount of reducing the torque of the prime mover. Control device. A prime mover that drives the rear wheels of a vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, an engaging element provided in the power transmission mechanism, and a steering device for steering the vehicle. And is a vehicle control device with
A vehicle attitude control means that controls the vehicle attitude by reducing the torque of the prime mover when the steering angle of the steering device decreases.
Suppressing means for suppressing the simultaneous control of the vehicle attitude and the change in the degree of engagement of the engaging elements.
Have,
The vehicle attitude control means obtains a steering speed as an absolute value when the steering angle decreases, and the larger the steering speed, the larger the amount of reducing the torque of the prime mover. Control device. A prime mover that drives the rear wheels of a vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, an engaging element provided in the power transmission mechanism, and a steering device for steering the vehicle. And is a vehicle control device with
A vehicle attitude control means that controls the vehicle attitude by reducing the torque of the prime mover when the steering angle of the steering device decreases.
A suppressing means for suppressing a change in the degree of engagement of the engaging element during the vehicle attitude control,
Have,
The vehicle attitude control means obtains a steering speed as an absolute value when the steering angle decreases, and the larger the steering speed, the larger the amount of reducing the torque of the prime mover. Control device. A prime mover that drives the rear wheels of a vehicle, a power transmission mechanism for transmitting the torque of the prime mover to the rear wheels, an engaging element provided in the power transmission mechanism, and a steering device for steering the vehicle. And is a vehicle control device with
A vehicle attitude control means that controls the vehicle attitude by reducing the torque of the prime mover when the steering angle of the steering device decreases.
While changing the degree of engagement of the engaging element, the suppressing means for suppressing the vehicle attitude control and the suppressing means.
Have,
The vehicle attitude control means obtains a steering speed as an absolute value when the steering angle decreases, and the larger the steering speed, the larger the amount of reducing the torque of the prime mover. Control device.

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