JP7134403B2 - vehicle controller - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention 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 rear wheels based on steering of the vehicle.

2. Description of the Related Art Conventionally, there has been known a device (side slip prevention device, etc.) that controls the behavior of a vehicle in a safe direction when the behavior of the vehicle becomes unstable due to a slip or the like. Specifically, there is known a technology that detects the occurrence of understeer or oversteer behavior in the vehicle when the vehicle is cornering, etc., and applies appropriate deceleration to the wheels so as to suppress them. ing.

On the other hand, apart from the control to improve safety in driving conditions where the behavior of the vehicle becomes unstable, the torque of the prime mover (motor or engine) is reduced when the steering is turned to cause vehicle deceleration. Thus, there is known a technique for controlling the vehicle posture so that the driver's operation during 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 accordance with the driver's steering operation 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 in response to steering by the driver, as described in Patent Document 1, etc., to a rear-wheel drive vehicle. However, the effects of improving steering stability, improving responsiveness of vehicle behavior, and improving linear feeling obtained in the invention described in Patent Document 1 could not be obtained.

That is, the inventor of the present invention applied control for decelerating 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 conventionally known vehicle attitude control is applied to a rear-wheel drive vehicle, it is impossible to obtain the effects of improving vehicle responsiveness and linearity that have been obtained in front-wheel drive vehicles. I couldn't. As a result of intensive research by the inventors of the present invention to solve this newly discovered problem, it has surprisingly been found that, in a rear-wheel drive vehicle, it is possible to increase the driving torque of the vehicle in accordance with the steering by the driver. It became clear that the vehicle responsiveness and linear feeling are improved.

In general, when deceleration is applied to a vehicle, the inertial force acting on the center of gravity of the vehicle causes pitching motion in which the front side of the vehicle sinks. thought to improve. However, in a rear-wheel-drive vehicle, when the driving torque of the rear wheels is reduced and deceleration is applied to the vehicle, in addition to the above-mentioned inertial force, the vehicle body is tilted backward from the rear wheels via the suspension (rear side sinking) force is generated instantaneously. Since this instantaneous force acts to reduce the load on the front wheels, in a rear-wheel drive vehicle, even if deceleration is applied to the vehicle in accordance with the steering by the driver, vehicle responsiveness and linear feel are maintained as expected. 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 causes the vehicle body to lean forward (sink the front side) momentarily acts from the rear wheels via the suspension. As a result, the load on the front wheels increases, which is thought to improve vehicle responsiveness and linear feel. That is, in a rear-wheel drive vehicle, when acceleration is applied by increasing the driving torque of the rear wheels, an inertial force that tilts the vehicle body backward and an instantaneous force that tilts the vehicle body forward are generated. It is considered that the momentary forward tilting force of the vehicle body dominantly contributes to the responsiveness and linear feeling.

The inventors of the present invention set 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 system mounted on the vehicle, thereby achieving the above instantaneous force. As a result, the load on the front wheels is increased, and it was found that the vehicle responsiveness and linear feeling to steering operation can be improved.

By the way, in a vehicle having an automatic transmission, shift control of the automatic transmission is performed according to the driving state. As a result, gear shift control and vehicle attitude control may not be properly executed. Specifically, when the torque increase due to shift control and vehicle posture control overlap, the shift period may be prolonged and shift shock may occur on the shift control side, and the vehicle acceleration may decrease due to shift control on the vehicle posture control side. A desired vehicle posture may not be realized due to the change.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems. It is an object of the present invention to appropriately suppress the occurrence of problems due to the execution of both speed change control.

In order to achieve the above object, the present invention provides a control system for a vehicle, comprising: a prime mover for driving rear wheels of the vehicle; an automatic transmission provided on a power transmission path of the prime mover; a steering device for the vehicle, a steering angle sensor for detecting the steering angle of the steering device, a driving state sensor for detecting the driving state of the vehicle, and a controller for controlling the prime mover and the automatic transmission, the controller being , based on the driving state detected by the driving state sensor, the basic torque of the prime mover is set, and when the steering angle increases, the torque of the prime mover that drives the rear wheels is increased to propel the rear wheels forward of the vehicle. As a result, when this force is transmitted from the rear wheels to the vehicle body through the suspension, the vehicle body is tilted forward by momentarily exerting a force that lifts the rear part of the body upward. , based on the increasing speed of the steering angle detected by the steering angle sensor, the increased torque of the prime mover is set, and the increased torque is added to the basic torque to control the prime mover so that the calculated target torque is generated. It is characterized in that it is configured to suppress the control of the prime mover based on the increased torque when the shift control of the transmission is being performed.
According to the present invention configured as described above, for a vehicle in which the rear wheels are driven by the prime mover, the controller performs vehicle attitude control to add increased torque based on an increase in the steering angle, and shift control of the automatic transmission. In some cases, this first vehicle attitude control is suppressed. As a result, in a vehicle in which the rear wheels are driven by the prime mover, it is possible to appropriately suppress the occurrence of problems due to the execution of both the vehicle attitude control and the shift control of the automatic transmission. Specifically, according to the present invention, it is possible to appropriately suppress the lengthening of the shift and the shift shock caused by the intervention of the vehicle attitude control during the shift control.

In the present invention, preferably, the controller sets the increased torque when a steering angle-related value related to the steering angle of the steering system becomes equal to or greater than a threshold value, and when shift control of the automatic transmission is being performed, , is configured to increase the threshold.
According to the present invention configured in this way, the threshold value that defines the condition for starting the vehicle attitude control is increased during the shift control, so that the execution of the vehicle attitude control can be appropriately suppressed during the shift control.

In the present invention, preferably, the controller is configured to make the increased torque smaller when shift control of the automatic transmission is performed than when shift control of the automatic transmission is not performed. .
According to the present invention configured as described above, the increased torque due to the vehicle posture control is reduced during the shift control. You can reduce the impact. Therefore, according to the present invention, the effects of vehicle attitude control (improvement of vehicle responsiveness to driver's steering operation, etc.) can be obtained to some extent while suppressing a prolonged shift and shift shock caused by vehicle attitude control. .

In the present invention, preferably, the controller is configured to suppress shift control of the automatic transmission when control of the prime mover based on increased torque is being performed.
According to the present invention configured as described above, since the shift control of the automatic transmission is suppressed during the vehicle attitude control, it is possible to appropriately ensure an increase in the torque for the vehicle attitude control. Therefore, it is possible to appropriately prevent a situation in which a desired vehicle attitude cannot be realized due to a change in vehicle acceleration due to shift control. Therefore, according to the present invention, it is possible to appropriately secure the effect of the vehicle attitude control, specifically, the improvement of the vehicle responsiveness to the driver's turning operation of the steering wheel.

In the present invention, preferably, the controller sets a shift torque for increasing the torque of the prime mover based on a shift request to the deceleration side of the automatic transmission, and controls the prime mover based on the increased torque. When the automatic transmission is on the deceleration side, the automatic transmission is configured to suppress the control of the motor based on the shift torque.
According to the present invention configured as described above, when the automatic transmission is downshifted during vehicle attitude control, the downshift operation of the automatic transmission is allowed while the torque increases accompanying this shift operation. suppress As a result, the downshift operation of the automatic transmission can be ensured to some extent while suppressing the influence of the shift control on the vehicle posture control.

In the present invention, preferably, the controller sets a shift torque for reducing the torque of the prime mover based on a shift request to the speed increasing side of the automatic transmission, and controls the prime mover based on the increased torque. When the automatic transmission is on the speed increasing side, the automatic transmission is configured to suppress the control of the prime mover based on the shift torque.
According to the present invention configured as described above, when the automatic transmission is upshifted during vehicle attitude control, the upshift operation of the automatic transmission is permitted while the torque is reduced along with the shift operation. suppress As a result, the upshift operation of the automatic transmission can be ensured to some extent while suppressing the influence of the shift control on the vehicle attitude control.

In the present invention, the controller preferably generates a force pulling the rear wheels rearward of the vehicle by reducing the torque of the prime mover when the steering angle is reduced, so that this force is transferred from the rear wheels to the suspension. The reduced torque of the prime mover is set based on the speed at which the steering angle decreases so that the vehicle body tilts backward by instantaneously applying a force that causes the rear part of the vehicle body to sink downward when it is transmitted to the vehicle body via the , the motor is controlled so that the target torque obtained by subtracting the reduced torque from the basic torque is generated, and control of the motor based on the reduced torque is suppressed when shift control of the automatic transmission is being performed. is configured as follows.
According to the present invention configured as described above, the vehicle posture control using the reduced torque is suppressed during the shift control of the automatic transmission. and shift shock can be appropriately suppressed.

In the present invention, the controller preferably generates a force pulling the rear wheels rearward of the vehicle by reducing the torque of the prime mover when the steering angle is reduced, so that this force is transferred from the rear wheels to the suspension. The reduced torque of the prime mover is set based on the speed at which the steering angle decreases so that the vehicle body tilts backward by instantaneously applying a force that causes the rear part of the vehicle body to sink downward when it is transmitted to the vehicle body via the , the engine is controlled so that the target torque obtained by subtracting the reduced torque from the basic torque is generated, and when the engine is controlled based on the reduced torque, the shift control of the automatic transmission is suppressed. is configured as follows.
According to the present invention configured as described above, since the shift control of the automatic transmission is suppressed during the vehicle attitude control using the reduced torque, it is possible to appropriately ensure torque reduction in the vehicle attitude control. Therefore, it is possible to appropriately secure the effect of the vehicle attitude control, specifically the improvement of the vehicle responsiveness to the driver's steering return operation.

From another aspect, in order to achieve the above object, the present invention provides a prime mover for driving rear wheels of a vehicle, an automatic transmission provided on a power transmission path of the prime mover, and a steering wheel for steering the vehicle. and a control device for a vehicle, which generates a force for propelling the rear wheels forward of the vehicle by increasing the torque of the prime mover that drives the rear wheels when the steering angle of the steering device increases. As a result, when this force is transmitted from the rear wheels to the vehicle body through the suspension, the torque of the prime mover is increased to cause the vehicle body to lean forward by momentarily exerting a force that lifts the rear part of the body upward. The present invention is characterized by having vehicle attitude control means for performing vehicle attitude control by increasing, and suppressing means for suppressing simultaneous execution of shift control of the automatic transmission and vehicle attitude control.

In still another aspect, in order to achieve the above object, the present invention provides a prime mover for driving the rear wheels of a vehicle, an automatic transmission provided on a power transmission path of the prime mover, and an automatic transmission for steering the vehicle. and a steering device, wherein when the steering angle of the steering device increases , the torque of the prime mover that drives the rear wheels is increased to generate a force that propels the rear wheels forward of the vehicle. As a result, when this force is transmitted from the rear wheels to the vehicle body through the suspension, the torque of the prime mover is increased to cause the body to lean forward by momentarily exerting a force that lifts the rear part of the body upward. and a suppressing means for suppressing the vehicle posture control during shift control of the automatic transmission.

In still another aspect, in order to achieve the above object, the present invention provides a prime mover for driving the rear wheels of a vehicle, an automatic transmission provided on a power transmission path of the prime mover, and an automatic transmission for steering the vehicle. and a steering device, wherein when the steering angle of the steering device increases , the torque of the prime mover that drives the rear wheels is increased to generate a force that propels the rear wheels forward of the vehicle. As a result, when this force is transmitted from the rear wheels to the vehicle body through the suspension, the torque of the prime mover is increased to cause the body to lean forward by momentarily exerting a force that lifts the rear part of the body upward. and vehicle attitude control means for performing vehicle attitude control by increasing , and suppressing means for suppressing shift control of the automatic transmission during vehicle attitude control.

In still another aspect, in order to achieve the above object, the present invention provides a prime mover for driving the rear wheels of a vehicle, an automatic transmission provided on a power transmission path of the prime mover, and an automatic transmission for steering the vehicle. and a steering device, wherein when the steering angle of the steering device decreases , the torque of the prime mover that drives the rear wheels is reduced to generate a force that pulls the rear wheels rearward of the vehicle. As a result, when this force is transmitted from the rear wheels to the vehicle body via the suspension, the motor is designed to tilt the body backward by instantaneously applying a force that causes the rear part of the body to sink downward. The present invention is characterized by having vehicle attitude control means for performing vehicle attitude control by reducing torque, and suppressing means for suppressing vehicle attitude control during shift control of the automatic transmission.

In still another aspect, in order to achieve the above object, the present invention provides a prime mover for driving the rear wheels of a vehicle, an automatic transmission provided on a power transmission path of the prime mover, and an automatic transmission for steering the vehicle. and a steering device, wherein when the steering angle of the steering device decreases , the torque of the prime mover that drives the rear wheels is reduced to generate a force that pulls the rear wheels rearward of the vehicle. As a result, when this force is transmitted from the rear wheels to the vehicle body via the suspension, the motor is designed to tilt the body backward by instantaneously applying a force that causes the rear part of the body to sink downward. The present invention is characterized by having vehicle attitude control means for performing vehicle attitude control by reducing torque, and suppressing means for suppressing shift control of the automatic transmission during vehicle attitude control.

According to the present invention according to such another aspect as well, regarding a vehicle in which the rear wheels are driven by a prime mover, the occurrence of problems due to the execution of both the vehicle attitude control and the shift control of the automatic transmission can be appropriately suppressed. be able to.

According to the present invention, in a vehicle control device that performs vehicle attitude control for a vehicle in which the rear wheels are driven by a prime mover, a problem arises due to the execution of both the vehicle attitude control and the shift control of the automatic transmission. can be appropriately suppressed.

1 is a block diagram showing the overall configuration of a vehicle to which a vehicle control device according to an embodiment of the invention is applied; FIG. 1 is a schematic configuration diagram of an engine system to which a vehicle control device according to an embodiment of the invention is applied; FIG. 1 is a block diagram showing an electrical configuration of a vehicle control device according to an embodiment of the present invention; FIG. 1 is a perspective view of a shift lever and a shift gate of an automatic transmission according to an embodiment of the invention; FIG. 4 is a shift map for determining a shift stage of an automatic transmission according to an embodiment of the present invention; 4 is a flow chart showing overall control according to an embodiment of the present invention; 4 is a flowchart of increased torque setting processing according to the embodiment of the present invention; 4 is a map showing the relationship between additional acceleration and steering speed according to an embodiment of the present invention; 4 is a flowchart of a reduced torque setting process according to the embodiment of the present invention; 4 is a map showing the relationship between additional deceleration and steering speed according to an embodiment of the present invention; 4 is a shift map for determining a shift stage when shift control is performed during vehicle attitude control in the embodiment of the present invention.

A vehicle control device according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

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

In FIG. 1, reference numeral 200 denotes a vehicle equipped with the vehicle control device according to this embodiment. Left and right front wheels 202a, which are steered wheels, are provided at the front portion of the vehicle body of the vehicle 200, and left and right rear wheels 202b, which are drive wheels, are provided at the rear portion of the vehicle body. A front wheel 202a and a rear wheel 202b of the vehicle 200 are respectively supported by suspensions 203 with respect to the vehicle body. 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. As shown in FIG. In this embodiment, the engine 10 is a gasoline engine, but an internal combustion engine such as a diesel engine or an electric motor can also be used as the prime mover. Further, in the present embodiment, the vehicle 200 is driven by the engine 10 mounted on the front part of the vehicle body through power transmission paths such as the automatic transmission 300, the propeller shaft 204b, and the differential gear 204c, and the rear wheels 202b are driven. It is a so-called FR car. However, the application of the present invention is not limited to the FR vehicle, but 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 in the rear part of the vehicle body. can be applied.

The vehicle 200 is also equipped with a steering device 207 including a steering wheel 206 (hereinafter also simply referred to as “steering”). It is designed to be steered (steered) by 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 depression amount (accelerator opening) of the accelerator pedal, 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 in addition to or instead of the rotation angle, the steering angle (tire angle) of the front wheels 202a may also be detected. good. Each of these sensors outputs respective detection signals to a PCM (Power-train Control Module) 50 .

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

As shown in FIG. 2, the engine system 100 mainly includes an intake passage 1 through which intake air (air) introduced from the outside passes; An engine 10 (specifically, a gasoline engine) that burns the air-fuel mixture with the supplied fuel to generate power for the vehicle, and an exhaust passage 25 that discharges the exhaust gas generated by the combustion in the engine 10. have.

The intake passage 1 has, in order from the upstream side, an air cleaner 3 for purifying intake air introduced from the outside, a throttle valve 5 for adjusting the amount of intake air passing through (intake air amount), and a temporary supply of intake air to the engine 10. A surge tank 7 is provided to store the power. 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 mainly includes an intake valve 12 that introduces the intake air supplied from the intake passage 1 into the combustion chamber 11, a fuel injection valve 13 that injects fuel toward the combustion chamber 11, and a A spark plug 14 that ignites the mixture of intake air and fuel, a piston 15 that reciprocates due to combustion of the mixture in the combustion chamber 11, a crankshaft 16 that rotates due to the reciprocation of the piston 15, and combustion. and an exhaust valve 17 for discharging the exhaust gas generated by combustion of the air-fuel mixture in the chamber 11 to the exhaust passage 25 .

In addition, the engine 10 sets the operating timings (corresponding to valve phases) of the intake valves 12 and the exhaust valves 17 to a variable intake valve mechanism 18 and a variable exhaust valve mechanism as variable valve timing mechanisms. 19 are variably configured. As the variable intake valve mechanism 18 and the variable exhaust valve mechanism 19, various known types can be applied. You can change the timing.

Furthermore, the engine system 100 is provided with sensors 30 to 40 that detect various states of the engine system 100 (FIGS. 2 and 3). The accelerator opening sensor 30, vehicle speed sensor 39 and steering angle sensor 40 are as described above. The airflow sensor 31 detects the amount of intake air corresponding to the flow rate of intake air passing through the intake passage 1 . A 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 (intake manifold pressure) corresponding to the pressure of intake air supplied to the engine 10 . A crank angle sensor 34 detects the crank angle of the crankshaft 16 (corresponding to the engine speed). A water temperature sensor 35 detects the water temperature, which is the temperature of cooling water for cooling the engine 10 . The temperature sensor 36 detects the in-cylinder temperature, which is the temperature inside the cylinder 2 of the engine 10 . The cam angle sensors 37 and 38 detect operation timings including closing timings of the intake valve 12 and the exhaust valve 17, respectively. These various sensors 30-40 output detection signals S30-S40 corresponding to the detected parameters to the PCM 50, respectively.

The PCM 50 controls components within the engine system 100 based on the detection signals S30-S40 input from the various sensors 30-40 described above. Specifically, as shown in FIG. A control signal S114 is supplied to the ignition plug 14 to control the ignition timing, and a control signal S118 is supplied to each of the variable intake valve mechanism 18 and the variable exhaust valve mechanism 19. , S119 to control the operation timings of the intake valve 12 and the exhaust valve 17 .

Such a PCM 50 includes one or more processors, various programs interpreted and executed on the processor (including basic control programs such as an OS, and application programs that are started on the OS and implement specific functions), and programs and a computer with internal memory such as ROM and RAM for storing various data.

A predetermined signal S310 is also input to the PCM 50 from a TCM (Transmission Control Module) 310 that controls the automatic transmission 300 . Here, the automatic transmission according to the embodiment of the present invention will be described with reference to FIG. 4, and the shift map for determining the gear stage of the automatic transmission according to the embodiment of the present invention will be described with reference to FIG. will be explained.

FIG. 4 is a perspective view of a shift lever and shift gate of automatic transmission 300 according to an embodiment of the present invention. As shown in FIG. 4, the shift lever 301 is a lever for selecting the shift range of the automatic transmission 300, and is positioned upward from a cover 303 attached to a center console 302 between the driver's seat and the passenger's seat of the vehicle. It is provided so as to protrude to the A zigzag-shaped shift gate 304 is formed in the cover 303 , and the shift lever 301 is inserted through the shift gate 304 . By swinging the shift lever 301 along the shift gate 304, it is possible to alternatively select any one of the P range, the R range, the N range, the D range, and the M range. The D range (drive range) is an automatic transmission mode in which the gear stages of the automatic transmission 300 (specifically, 1st, 2nd, 3rd, 4th, etc.) are automatically switched based on predetermined transmission characteristics. Range to select. The M range (manual range) is a range in which the driver selects a manual shift mode in which the gear stage of automatic transmission 300 can be switched by manual operation. The P range and N range correspond to non-running ranges.

FIG. 5 is a shift map for determining the shift stage of the automatic transmission according to the embodiment of the present invention. As shown in FIG. 5, the shift map is defined according to vehicle speed (horizontal axis) and accelerator opening (vertical axis). When the shift range is set to the D range, the above-described TCM 310 performs a shift operation of the automatic transmission 300 according to the vehicle speed and accelerator opening based on such a shift map. Specifically, the TCM 310 upshifts the automatic transmission 300 according to the shift map indicated by the solid line in FIG. speed, etc.), and the automatic transmission 300 is downshifted according to the shift map indicated by the dashed line in FIG.

When the TCM 310 determines that the automatic transmission 300 should be downshifted or upshifted from the vehicle speed and/or the accelerator opening, the TCM 310 sends a signal S310 corresponding to a request to shift the automatic transmission 300 (shift request) to the PCM 50. Output. Specifically, when the automatic transmission 300 is downshifted, the TCM 310 controls the engine so as to increase the input rotation speed of the automatic transmission 300 (the rotation speed on the engine 10 side) so as to increase the gear ratio of the automatic transmission 300 . 10 outputs a request to the PCM 50 to increase torque. Further, when the automatic transmission 300 is upshifted, the TCM 310 outputs to the PCM 50 a request to reduce the torque of the engine 10 so as to lower the input rotation speed of the automatic transmission 300 so as to lower the gear ratio of the automatic transmission 300. do. In addition to shift requests to increase or decrease torque in this manner, TCM 310 also outputs to PCM 50 the amount by which torque should be increased during downshifts and the amount by which torque should be reduced during upshifts (shift torque). The PCM 50 controls the torque of the engine 10 in response to such a shift request, while the TCM 310 controls the automatic transmission 300 so as to perform a downshift or an upshift.

In one example, the vehicle control device in the present invention mainly includes the engine 10 as the prime mover, the automatic transmission 300, the steering device 207, the steering angle sensor 40, the accelerator opening sensor 30 as the driving state sensor, and the It is composed of a vehicle speed sensor 39 and a PCM 50 (which may also include the TCM 310) as a controller. In another example, the vehicle control device in the present invention is configured by the PCM 50, and in this example, the PCM 50 functions as vehicle attitude control means and suppression means in the present invention.
Moreover, below, the embodiment which uses a steering speed as a steering-angle related value is illustrated. This steering speed is obtained by the PCM 50 from the steering angle detected by the steering angle sensor 40 .

<Control contents>
Next, the contents of control executed by the PCM 50 in this embodiment will be described. First, with reference to FIG. 6, an outline of overall control contents executed by the PCM 50 in this embodiment will be described. FIG. 6 is a flow chart showing overall control according to an embodiment of the present invention.

The control process of FIG. 6 is started when the ignition of the vehicle 200 is turned on and the power of the PCM 50 is turned on, and is repeatedly executed at a predetermined cycle (for example, 50 ms). When this control process is started, the PCM 50 acquires various sensor information regarding the driving state of the vehicle 200 in step S101. Specifically, the PCM 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 from the various sensors described above, including the engine speed, the gear position currently set in the automatic transmission 300 of the vehicle 200, and the like, are acquired as information regarding the driving state.

Next, at step S102, the PCM 50 sets a target acceleration based on the driving state of the vehicle 200 acquired at step S101. Specifically, the PCM 50 selects an acceleration characteristic map (created in advance and stored in a memory or the like) defined for various vehicle speeds and various gear stages, and selects an acceleration map corresponding to the current vehicle speed and gear stage. A characteristic map is selected, and a target acceleration corresponding to the current accelerator opening is set by referring to the selected acceleration characteristic map.

Next, in step S103, the PCM 50 determines the basic torque that should be generated by the engine 10 in order to achieve the target acceleration set in step S102. In this case, the PCM 50 determines the basic torque within the range of torque that the engine 10 can output based on the current vehicle speed, gear stage, road surface gradient, road surface μ, and the like.

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

Now, with reference to FIGS. 7 and 8, the increased torque setting process according to the embodiment of the present invention will be described. FIG. 7 is a flowchart of the increased torque setting process according to the embodiment of the invention, and FIG. 8 is a map showing the relationship between additional acceleration and steering speed according to the embodiment of the invention.

When the increased torque setting process is started, in step S11, the PCM 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 PCM 50 proceeds to step S12 and determines whether or not the steering speed is equal to or greater than _a predetermined threshold value S1. In this case, the PCM 50 calculates the steering speed based on the steering angle acquired from the steering angle sensor 40 in step S101 of FIG. 6, and determines whether or not the calculated value is equal to or greater _than the threshold value S1.

As a result of step S12, when it is determined that the steering speed is equal to or greater _than the threshold S1 (step S12: Yes), the process proceeds to step S13, and the PCM 50 sets additional acceleration based on the steering speed. This additional acceleration is the acceleration that should be applied to the vehicle 200 in accordance with the steering operation in order to control the vehicle posture as intended by the driver.

Specifically, the PCM 50 sets the additional acceleration corresponding to the steering speed calculated in step S12 based on the relationship between the additional acceleration and the steering speed shown in the map of FIG. The horizontal axis in FIG. 8 indicates the steering speed, and the vertical axis indicates the additional acceleration. As shown in FIG. 8, when the steering speed is _less than or equal to threshold S1, the corresponding additional acceleration is zero. That is, when the steering speed is equal to or _less than the threshold S1, the PCM 50 does not perform control for adding acceleration to the vehicle 200 based on the steering operation.

On the other hand, when the steering speed exceeds the threshold value S1, the additional acceleration corresponding to the steering speed gradually approaches the predetermined _upper limit value _Amax 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 an acceleration that does not make the driver feel that there has been control intervention even if acceleration is added to the vehicle 200 in response to the steering operation (for example, 0.5 m/s ² ≈0.05 G). ). Furthermore, when the steering speed is equal to or greater _than the threshold S2, which is greater _than the threshold S1, the additional acceleration is maintained at the upper limit value _Amax .

Next, at step S14, the PCM 50 sets an increased torque based on the additional acceleration set at step S13. Specifically, the PCM 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 gradient, etc. acquired in step S101 of FIG. . After step S14, the PCM 50 ends the increased torque setting process and returns to the main routine of FIG.

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

Note that when a torque obtained by increasing 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 driving wheels, and the rear wheels 202b to the front 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 momentarily acts to lift the rear portion of the vehicle body upward, and a moment acts to tilt the vehicle body forward. A force that causes the front part to sink downward acts, and the front part of the vehicle body sinks, increasing the load on the front wheels. As a result, it is possible to improve the responsiveness or linearity of the vehicle 200 to the turning operation of the steering wheel. That is, in a rear-wheel drive vehicle, when acceleration is applied by increasing the drive torque of the rear wheels 202b, an inertial force that tilts the vehicle body backward and an instantaneous force that tilts the vehicle body forward are generated. It is considered that the momentary forward tilting force of the vehicle due to the increased torque predominantly contributes to the vehicle responsiveness and linear feeling.

Returning to FIG. 6, after the increase torque setting process (step S104), the PCM 50 proceeds to step S105 to set the torque (reduction torque) for applying deceleration to the vehicle 200 based on the steering operation. Execute torque setting processing. In this step S105, the PCM 50 sets a reduction torque for reducing the basic torque according to the decrease in the steering angle of the steering device 207, that is, according to the steering return. In this embodiment, the PCM 50 controls the vehicle attitude by temporarily reducing the torque and adding deceleration to the vehicle 200 when the steering is turned back. Hereinafter, the vehicle attitude control that is performed using the reduced torque at the time of steering return is appropriately referred to as "second vehicle attitude control". Typically, this second vehicle attitude control tends to be implemented after the first vehicle attitude control described above.

Here, the reduction torque setting process in the embodiment of the present invention will be described with reference to FIGS. 9 and 10. FIG. FIG. 9 is a flowchart of the reduced torque setting process according to the embodiment of the invention, and FIG. 10 is a map showing the relationship between the additional deceleration and the steering speed according to the embodiment of the invention.

When the reduction torque setting process is started, in step S21, the PCM 50 determines whether or not the steering angle (absolute value) of the steering device 207 is decreasing, that is, whether or not the steering is being turned back. As a result, when it is determined that the steering angle is decreasing (step S21: Yes), the PCM ₅₀ proceeds to step S22 to determine whether or not the steering speed (absolute value) is equal to or greater than a predetermined threshold value S1. do. In this case, the PCM 50 calculates the steering speed based on the steering angle acquired from the steering angle sensor 40 in step S101 of FIG. 6, and determines whether or not the calculated value is equal to or greater _than the threshold value S1.

As a result of step S22, when it is determined that the steering speed is equal to or higher _than the threshold S1 (step S22: Yes), the process proceeds to step S23, and the PCM 50 sets additional deceleration based on the steering speed. This additional deceleration is deceleration that should be applied to the vehicle 200 according to the steering operation in order to control the vehicle posture in accordance with the driver's intention.

Specifically, the PCM 50 sets the additional deceleration corresponding to the steering speed calculated in step S22 based on the relationship between the additional deceleration and the steering speed shown in the map of FIG. The horizontal axis in FIG. 10 indicates the steering speed, and the vertical axis indicates the additional deceleration. As shown in FIG. 10, when the steering speed is _less than or equal to threshold S1, the corresponding additional deceleration is zero. That is, when the steering speed is equal to or _less than the threshold S1, the PCM 50 does not perform control for adding deceleration to the vehicle 200 based on the steering operation.

On the _other hand, when the steering speed exceeds the threshold value S1, the additional deceleration corresponding to the steering speed gradually approaches the predetermined upper limit value _Dmax 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 a deceleration level at which the driver does not feel that there has been control intervention even if deceleration is added to the vehicle 200 according to the steering operation (for example, 0.5 m/s ² ≈0 .05G). Furthermore, when the steering speed is equal to or greater _than the threshold S2, which is greater _than the threshold S1, the additional deceleration is maintained at the upper limit value _Dmax .

Next, at step S24, the PCM 50 sets a reduced torque based on the additional deceleration set at step S23. Specifically, the PCM 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 gradient, etc. acquired in step S101 of FIG. do. After step S24, the PCM 50 ends the torque reduction setting process and returns to the main routine of FIG.

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

Note that when a torque obtained by reducing the 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 drive wheels, and the rear wheels 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 acts in the direction of tilting the vehicle body backward. As a result, a force acts to lift the front portion of the vehicle body upward, lifting the front portion of the vehicle body and reducing the load on the front wheels. As a result, it is possible to improve the vehicle responsiveness and the linear feeling with respect to the steering return operation. That is, in a rear wheel drive vehicle, when the driving torque of the rear wheels 202b is reduced to decelerate, an inertial force that causes the vehicle body to tilt forward and an instantaneous force that causes the vehicle body to tilt backward are generated. It is considered that the momentary rearward tilting force of the vehicle body due to the reduced torque predominantly contributes to the vehicle responsiveness to the return operation and the linear feeling.

Returning to FIG. 6, after executing the processes of steps S102 and S103, the increased torque setting process of step S104, and the reduced torque setting process of step S105, the PCM 50 proceeds to step S106. In step S106, the PCM 50 determines whether or not shift control for shifting the automatic transmission 300 is in progress. Specifically, the TCM 310 downshifts or upshifts the automatic transmission 300, and the PCM 50 determines whether or not control for increasing or decreasing the torque of the engine 10 is currently being executed. As a result, when the PCM 50 determines that shift control is being performed (step S106: Yes), the process proceeds to step S107.

In step S107, the PCM 50 suppresses the vehicle attitude control in order to suppress the occurrence of problems caused by overlapping the vehicle attitude control execution period with the shift control execution period. In a first example of step S107, the PCM 50 prohibits execution of both the first and second vehicle attitude control when shift control is being executed. In the second example of step S107, the PCM 50 prescribes the execution conditions (start conditions) of the first and second vehicle attitude controls when the shift control is being executed than when the shift control is not executed. , the threshold S ₁ (see FIGS. 7 to 10) for determining the steering speed is increased so that the first and second vehicle attitude controls are less likely to be executed. In the third example of step S107, the PCM 50 reduces the increased torque due to the first vehicle attitude control when the gear shift control is being performed, and reduces the increased torque due to the second vehicle attitude control as compared to when the gear shift control is not performed. By reducing the reduction torque (absolute value) by the first and second vehicle attitude control, the influence of the first and second vehicle attitude control on the shift control is reduced as much as possible. Note that both the second example and the third example may be implemented.

After such step S107, the PCM 50 proceeds to step S110 to set the final target torque. Specifically, when the first and second vehicle attitude controls are not executed, for example, when the first and second vehicle attitude controls are prohibited by the first example of step S107, the PCM 50 increases step S104. The final target torque is set based on the basic torque of step S103 without using the torque and the reduced torque of step S105. In this case, when the automatic transmission 300 is downshifted, the PCM 50 determines the final target torque by adding the amount by which the torque should be increased for the downshift (transmission torque) to the basic torque. When the automatic transmission 300 is to be upshifted, the final target torque is determined by subtracting the amount by which the torque should be reduced for the upshift (shift torque) from the basic torque.

On the other hand, when the first and second vehicle attitude controls are executed, the PCM 50, for example, the steering speed becomes equal to or greater than the threshold S1 increased by the second example of step S107, and the _first and second vehicle attitude controls are performed. If executed, the increased torque in step S104 or the reduced torque in step S105 is used to set the final target torque based on the basic torque in step S103. In addition, when the first and second vehicle attitude controls are executed, the PCM 50 performs is set as the final target torque based on the basic torque of step S103 using the reduced increased torque or reduced torque. Basically, only one of the increase torque and the decrease torque is set, and both the increase torque and the decrease torque are not set, so the PCM 50 either adds the increase torque to the basic torque or the first vehicle attitude control is executed), or the reduced torque is subtracted from the basic torque (in this case, the second vehicle attitude control is executed). Also in these cases, the PCM 50 sets the final target torque by further applying the shift torque for downshifting or upshifting to the torque obtained by applying the increased torque or reduced torque to the basic torque.

Note that the transmission torque as described above is obtained by the TCM 310 . For example, a map that defines the relationship between the engine torque immediately before the gear shift and the gear shift torque is created in advance, and the TCM 310 refers to such a map when a gear shift operation is performed to determine the current engine torque. to determine the shift torque corresponding to . This map may be defined for both downshifts and upshifts.

On the other hand, when it is determined in step S106 that the shift control is not being performed (step S106: No), the PCM 50 proceeds to step S108. At step S108, the PCM 50 determines whether the first or second vehicle attitude control is currently being executed. As a result, when it is determined that the vehicle attitude control is being performed (step S108: Yes), the PCM 50 proceeds to step S109. On the other hand, if it is determined that vehicle attitude control is not being performed (step S108: No), the PCM 50 proceeds to step S110. In this case, the PCM 50 does not suppress vehicle attitude control or shift control.

In step S<b>109 , the PCM 50 suppresses the shift control in order to suppress the occurrence of problems due to overlapping of the execution period of the shift control with the execution period of the vehicle attitude control. In a first example of step S109, the PCM 50 prohibits execution of shift control when vehicle attitude control is being executed. In this first example, the PCM 50 prohibits the shift operation of the automatic transmission 300 by the TCM 310 and also prohibits the torque increase or decrease of the engine 10 accompanying this shift operation.

In a second example of step S109, the PCM 50 permits the shift operation of the automatic transmission 300 while suppressing an increase or decrease in torque accompanying this shift operation when the vehicle attitude control is being executed. Specifically, when the automatic transmission 300 is downshifted, the PCM 50 permits the downshift operation of the automatic transmission 300, suppresses an increase in torque accompanying this shift operation, When the transmission 300 is to be upshifted, the upshift operation of the automatic transmission 300 is permitted, while the reduction in torque accompanying this shift operation is suppressed. In this case, it is preferable for the PCM 50 to gradually change the torque along with the shift operation while gradually executing the shift operation of the automatic transmission 300. In other words, the torque change rate (gradient ) should be smaller than the rate of change applied when a shift request is issued while vehicle attitude control is not being executed. In the modification of the second example described above, the PCM 50 permits the shift operation of the automatic transmission 300 while the vehicle attitude control is being executed, while increasing or decreasing the torque accompanying this shift operation. may be prohibited.

In the third example of step S109, the PCM 50 strengthens (makes) the shift condition of the automatic transmission 300 stronger (stricter) when the vehicle attitude control is performed than when the vehicle attitude control is not performed. This third example will be specifically described with reference to FIG. FIG. 11 is a shift map for determining the shift stage of automatic transmission 300 when vehicle attitude control is being executed in the embodiment of the present invention. In FIG. 11, the horizontal axis indicates the vehicle speed, and the vertical axis indicates the accelerator opening, representing a shift map used for downshifting. In FIG. 11, the dashed line indicates a normal shift map (the shift map before change, which is the same as the one shown by the dashed line in FIG. 5) applied when vehicle attitude control is not executed. A solid line indicates a shift map (changed shift map) that is applied when vehicle attitude control is being executed. In the third example of step S109, a shift map in which the normal shift map is shifted to the low vehicle speed side and the large accelerator opening side, that is, the shift map changed in the direction in which it is difficult to downshift is used during vehicle posture control. make sure to Although FIG. 11 shows a shift map that is applied for downshifting during vehicle attitude control, a similar map may also be applied for upshifting during vehicle attitude control. Specifically, the normal shift map (the solid line in FIG. 5) is shifted to the high vehicle speed side and the small accelerator opening side, that is, the shift map changed in the direction that makes it difficult to upshift is used during vehicle attitude control. should be used for Note that such a third example may be implemented together with the second example.

After step S109 as described above, the PCM 50 proceeds to step S110 to set the final target torque. Specifically, when the shift control is not executed, for example, when the shift control is prohibited by the first example of step S109, the PCM 50 uses the increased torque of step S104 or the decreased torque of step S105 to perform step A final target torque is set based on the basic torque of S103. Basically, only one of the increase torque and the decrease torque is set, and both the increase torque and the decrease torque are not set, so the PCM 50 either adds the increase torque to the basic torque or the first vehicle attitude control is executed), or the reduced torque is subtracted from the basic torque (in this case, the second vehicle attitude control is executed). On the other hand, when the shift control is executed, the PCM 50 further applies shift torque for downshifting or upshifting to the torque to which the increased torque in step S104 or the reduced torque in step S105 is applied. By doing so, the final target torque is set. In this case, in the second example of step S109, the PCM 50 applies a smaller shift torque than in normal times when vehicle attitude control is not executed, in order to reduce the rate of change (inclination) of the torque associated with the shift operation. .

Next, after step S110, in step S111, the PCM 50 sets the actuator control amount for realizing the final target torque set in step S110. Specifically, the PCM 50 determines various state quantities required to achieve the final target torque based on the final target torque set in step S110, and based on these state quantities, each component of the engine 10 Set the control amount for each actuator that drives the . In this case, the PCM 50 sets a limit value and a limit range according to the state quantity, and sets the control amount of each actuator so that the state value complies with the limit set by the limit value and the limit range. Subsequently, at step S112, the PCM 50 outputs a control command to each actuator based on the control amount set at step S111.

Specifically, when the final target torque is set by adding the increased torque to the basic torque in step S110, the PCM 50 sets the ignition timing of the spark plug 14 to be higher than the ignition timing for generating the basic torque. Advance. Further, instead of advancing the ignition timing, or together with it, the PCM 50 increases the throttle opening of the throttle valve 5 and advances the closing timing of the intake valve 12 which is set after the bottom dead center. By doing so, the amount of intake air is increased. In this case, the PCM 50 increases the amount of fuel injected by the fuel injection valve 13 in response to the increase in intake air amount so as to maintain a predetermined air-fuel ratio.

On the other hand, when the final target torque is set by subtracting the reduced torque from the basic torque in step S110, the PCM 50 retards the ignition timing of the spark plug 14 from the ignition timing for generating the basic torque. let (retard). Further, instead of retarding the ignition timing or together with it, the PCM 50 reduces the throttle opening of the throttle valve 5 or retards the closing timing of the intake valve 12 set after the bottom dead center. This reduces the amount of intake air. In this case, the PCM 50 reduces the amount of fuel injected by the fuel injection valve 13 in accordance with the increase in intake air amount so that a predetermined air-fuel ratio is maintained.

When the engine 10 is a diesel engine, the PCM 50 generates the basic torque by increasing the amount of fuel injected by the fuel injection valve 13 when the final target torque is set by adding the increased torque to the basic torque in step S110. Increase the fuel injection amount for On the other hand, when the PCM 50 sets the final target torque by subtracting the reduction torque from the basic torque in step S110, the fuel injection amount by the fuel injection valve 13 is reduced below the fuel injection amount for generating the basic torque. Let

After such step S112, the PCM 50 terminates this control process.

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

According to this embodiment, the PCM 50 suppresses the first vehicle attitude control using the increased torque during shift control of the automatic transmission 300. can be secured. Specifically, when downshifting, it is possible to appropriately ensure torque increase for downshifting, and when performing upshifting, it is possible to appropriately ensure torque reduction for upshifting. Therefore, according to the present embodiment, it is possible to appropriately suppress the lengthening of the shift and the shift shock caused by the intervention of the first vehicle attitude control during the shift control.

Further, according to the present embodiment, the PCM 50 performs the first vehicle attitude control when the steering speed becomes equal to or higher than the predetermined threshold, and increases this threshold during shift control. Execution of vehicle attitude control can be appropriately suppressed.

Further, according to the present embodiment, the PCM 50 reduces the increased torque due to the first vehicle attitude control during shift control, so even if the first vehicle attitude control is executed during shift control, the first vehicle It is possible to reduce the influence of attitude control on shift control. Therefore, in this case, the effect of the first vehicle attitude control (improvement of vehicle responsiveness to the driver's steering operation, etc.) can be obtained to some extent while suppressing a prolonged shift and shift shock caused by the first vehicle attitude control. be able to.

Further, according to the present embodiment, the PCM 50 suppresses the shift control of the automatic transmission 300 during the first vehicle attitude control, so it is possible to appropriately ensure an increase in torque during the first vehicle attitude control. Specifically, the torque increase for the first vehicle attitude control becomes excessive due to the torque increase for the downshift, and the torque increase for the first vehicle attitude control becomes insufficient due to the torque reduction for the upshift. can be suppressed. Therefore, according to the present embodiment, it is possible to appropriately ensure the effect of the first vehicle attitude control, specifically the improvement of the vehicle responsiveness to the driver's steering operation.

Further, according to the present embodiment, when the automatic transmission 300 downshifts during the first vehicle attitude control, the PCM 50 permits the downshift operation, while suppressing the torque increase accompanying this shift operation. Suppress. As a result, the downshift operation of the automatic transmission 300 can be ensured to some extent while suppressing the influence of the shift control on the first vehicle attitude control.

Further, according to the present embodiment, when the automatic transmission 300 is upshifted during the first vehicle attitude control, the PCM 50 permits the gearshift operation of the upshift and reduces the torque associated with the gearshift operation. Suppress. As a result, the upshift operation of the automatic transmission 300 can be ensured to some extent while suppressing the influence of the shift control on the first vehicle attitude control.

In addition, according to the present embodiment, the PCM 50 suppresses the second vehicle attitude control using the reduced torque during shift control of the automatic transmission 300. Therefore, the intervention of the second vehicle attitude control during shift control It is possible to appropriately suppress the lengthening of the gear shift and the gear shift shock.

Further, according to the present embodiment, the PCM 50 suppresses the shift control of the automatic transmission 300 during the second vehicle attitude control, so it is possible to appropriately ensure torque reduction in the second vehicle attitude control. Therefore, it is possible to appropriately secure the effect of the second vehicle attitude control, specifically, the improvement of the vehicle responsiveness to the driver's steering return operation.

<Modification>
In the above-described embodiment, in the shift control of the automatic transmission 300, the shift torque is set and torque control is performed based on this shift torque. Only the shift operation (downshift operation or upshift operation) of the automatic transmission 300 may be performed without performing torque control based on the applied torque. Even when such shift control is performed, control may be performed so as to suppress the occurrence of problems due to the execution of both the vehicle attitude control and the shift control, as in the above-described embodiment.

Further, in the above-described embodiment, an example in which the present invention is applied to a vehicle using an engine as a prime mover has been shown, but the present invention can also be applied to a vehicle using something other than an engine as a prime mover. For example, the present invention can be applied to vehicles using a motor (electric motor) as a prime mover.

In addition, in the above-described embodiment, the vehicle attitude control is executed based on the steering angle and steering speed. Vehicle attitude control may be executed based on the The steering speed, yaw acceleration, and lateral jerk correspond to steering angle-related values in the present invention.

2 cylinders 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 PCM
100 engine system 200 vehicle 202a front wheel (steering wheel)
202b rear wheel (drive wheel)
207 steering device 300 automatic transmission 310 TCM

Claims (13)

A control device for a vehicle,
a prime mover for driving the rear wheels of the vehicle;
an automatic transmission provided on a power transmission path of the prime mover;
a steering device for steering the vehicle;
a steering angle sensor that detects a steering angle of the steering device;
a driving state sensor that detects the driving state of the vehicle;
a controller that controls the prime mover and the automatic transmission;
The controller is
setting a basic torque of the prime mover based on the operating state detected by the operating state sensor;
By increasing the torque of the prime mover driving the rear wheels when the steering angle is increased, a force is generated that propels the rear wheels forward of the vehicle, and as a result, this force is transferred from the rear wheels to the suspension. to tilt the body forward by momentarily exerting a force that lifts the rear part of the body upward when transmitted to the body of the vehicle via an increase in the steering angle detected by the steering angle sensor;speedBased on, set the increased torque of the prime mover,
the increased torque to the base torquefound by addingcontrolling the prime mover to generate a target torque;
When the shift control of the automatic transmission is being performed, it is configured to suppress the control of the prime mover based on the increased torque.
A vehicle control device characterized by: The controller is
setting the increased torque when a steering angle-related value related to the steering angle of the steering device becomes equal to or greater than a threshold;
configured to increase the threshold value when shift control of the automatic transmission is being performed;
The vehicle control device according to claim 1 . The controller is configured to make the increased torque smaller when shift control of the automatic transmission is performed than when shift control of the automatic transmission is not performed. 3. The vehicle control device according to 1 or 2. 4. The controller according to any one of claims 1 to 3, wherein the controller is configured to suppress shift control of the automatic transmission when the prime mover is being controlled based on the increased torque. vehicle controller. The controller is
setting a shift torque for increasing the torque of the prime mover based on a shift request to the deceleration side of the automatic transmission;
When the motor is being controlled based on the increased torque, the automatic transmission is shifted to the decelerating side while suppressing the control of the motor based on the shift torque. there is
The control device for a vehicle according to claim 4. The controller is
setting a shift torque for reducing the torque of the prime mover based on a shift request to the speed increasing side of the automatic transmission;
When the motor is being controlled based on the increased torque, the automatic transmission is configured to shift to the speed increasing side while suppressing the control of the motor based on the shift torque. ing,
6. The vehicle control device according to claim 4 or 5. The controller is
By reducing the torque of the prime mover when the steering angle is reduced, a force is generated that pulls the rear wheels rearward of the vehicle, and as a result, this force is transferred from the rear wheels to the vehicle body via the suspension. To tilt the vehicle body rearward by momentarily exerting a force that, when transmitted, causes the rear portion of the vehicle body to sink downward, Reduction of the steering anglespeedBased on, set the reduced torque of the prime mover,
The reduced torque is the base torqueobtained by subtracting fromcontrolling the prime mover to generate a target torque;
When the shift control of the automatic transmission is being performed, it is configured to suppress the control of the prime mover based on the reduced torque.
The vehicle control device according to any one of claims 1 to 6. The controller is
By reducing the torque of the prime mover when the steering angle is reduced, a force is generated that pulls the rear wheels rearward of the vehicle, and as a result, this force is transferred from the rear wheels to the vehicle body via the suspension. To tilt the vehicle body rearward by momentarily exerting a force that, when transmitted, causes the rear portion of the vehicle body to sink downward, Reduction of the steering anglespeedBased on, set the reduced torque of the prime mover,
The reduced torque is the base torqueobtained by subtracting fromcontrolling the prime mover to generate a target torque;
When the prime mover is controlled based on the reduced torque, the shift control of the automatic transmission is suppressed.
The vehicle control device according to any one of claims 1 to 7. A control device for a vehicle having a prime mover for driving rear wheels of a vehicle, an automatic transmission provided on a power transmission path of the prime mover, and a steering device for steering the vehicle,
By increasing the torque of the prime mover that drives the rear wheels when the steering angle of the steering system increases, a force is generated to propel the rear wheels forward of the vehicle. The torque of the prime mover is increased to tilt the vehicle body forward by momentarily exerting a force that lifts the rear portion of the vehicle body upward when it is transmitted from the wheels to the vehicle body of the vehicle through the suspension. vehicle attitude control means for controlling;
suppressing means for suppressing simultaneous execution of shift control of the automatic transmission and vehicle attitude control;
A control device for a vehicle, comprising: A control device for a vehicle having a prime mover for driving rear wheels of a vehicle, an automatic transmission provided on a power transmission path of the prime mover, and a steering device for steering the vehicle,
By increasing the torque of the prime mover that drives the rear wheels when the steering angle of the steering system increases, a force is generated to propel the rear wheels forward of the vehicle. The torque of the prime mover is increased to tilt the vehicle body forward by momentarily exerting a force that lifts the rear portion of the vehicle body upward when it is transmitted from the wheels to the vehicle body of the vehicle through the suspension. vehicle attitude control means for controlling;
suppression means for suppressing the vehicle attitude control during shift control of the automatic transmission;
A control device for a vehicle, comprising: A control device for a vehicle having a prime mover for driving rear wheels of a vehicle, an automatic transmission provided on a power transmission path of the prime mover, and a steering device for steering the vehicle,
By increasing the torque of the prime mover that drives the rear wheels when the steering angle of the steering system increases, a force is generated to propel the rear wheels forward of the vehicle. The torque of the prime mover is increased to tilt the vehicle body forward by momentarily exerting a force that lifts the rear portion of the vehicle body upward when it is transmitted from the wheels to the vehicle body of the vehicle through the suspension. vehicle attitude control means for controlling;
suppression means for suppressing shift control of the automatic transmission during the vehicle attitude control;
A control device for a vehicle, comprising: A control device for a vehicle having a prime mover for driving rear wheels of a vehicle, an automatic transmission provided on a power transmission path of the prime mover, and a steering device for steering the vehicle,
By reducing the torque of the prime mover driving the rear wheels when the steering angle of the steering system is reduced, a force is generated that pulls the rear wheels toward the rear of the vehicle. to the vehicle body of the vehicle via the suspension, the torque of the prime mover is reduced so as to tilt the vehicle body backward by instantaneously applying a force that causes the rear portion of the vehicle body to sink downward. vehicle attitude control means for performing attitude control;
suppression means for suppressing the vehicle attitude control during shift control of the automatic transmission;
A control device for a vehicle, comprising: A control device for a vehicle having a prime mover for driving rear wheels of a vehicle, an automatic transmission provided on a power transmission path of the prime mover, and a steering device for steering the vehicle,
By reducing the torque of the prime mover driving the rear wheels when the steering angle of the steering system is reduced, a force is generated that pulls the rear wheels toward the rear of the vehicle. to the vehicle body of the vehicle via the suspension, the torque of the prime mover is reduced so as to tilt the vehicle body backward by instantaneously applying a force that causes the rear portion of the vehicle body to sink downward. vehicle attitude control means for performing attitude control;
suppression means for suppressing shift control of the automatic transmission during the vehicle attitude control;
A control device for a vehicle, comprising:

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