JPH05125969A - Driving force controller for vehicle - Google Patents

Abstract

PURPOSE:To reduce shock caused by a difference in driving forces due to speed change by setting target driving force in such a manner that if automatic cruising is set as a vehicle goes uphill, changes in driving force relative to changes regarding an accelerator are reduced. CONSTITUTION:A vehicle driving force controller has a first map M1 which is set for each gear ratio according to target driving force Ft which is determined in favor of driving feeling corresponding to each accelerator opening, and a second map M2 for automatic cruising in which target driving force Ft is set such that the difference between the target driving force due to different gear ratios is reduced corresponding to each accelerator opening, and target turbine torque Tt is computed 44 on the basis of the target driving force Ft read from each map. Then target engine torque Te is computed 46 on the basis of this data Tt and actual turbine speed Nt, etc., computed by an arithmetic circuit 45, and target throttle opening TVO is computed 47 on the basis of this data Te and engine speed Ne so as to control the throttle valve opening.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention, for example, sets a target driving force according to a gear ratio and sets a throttle opening corresponding to the target driving force to obtain a driving feeling required for acceleration. The present invention relates to a driving force control device for a vehicle.

[0002]

2. Description of the Related Art Conventionally, as a driving force control device for a vehicle of the above-mentioned example, there is a device described in Japanese Patent Laid-Open No. 63-239328. That is, the target driving force setting means for setting the target driving force based on the optimum driving force characteristic of the vehicle, and the opening degree of the throttle valve according to the target driving force set by the above-mentioned target driving force setting means. And an opening degree control unit for controlling the vehicle to be configured to obtain a required driving feeling.

However, when the above-mentioned optimum driving force characteristic is set to a driving-oriented characteristic, as shown in FIG. 4, a blank area of the driving force becomes large under a constant accelerator opening condition.
That is, since the characteristic of the driving force with respect to the accelerator opening becomes almost the maximum at a light accelerator opening, such a blank zone occurs.

In this state, when an auto cruise (constant speed running) is set which does not give much importance to the driving feeling and the vehicle travels on a climbing grade road (a running resistance curve at the time of climbing is shown by X in FIG. 4), the same vehicle speed is set depending on the gear ratio. Since the torque for maintaining the driving force changes, for example, there is a problem in that the down comfort and the down comfort of the vehicle are deteriorated due to repeated downshifts and upshifts having a driving force step Z1 (for example, a step of 70 to 80 kgf) between the third speed and the fourth speed. there were.

[0005]

The invention (first invention) according to claim 1 of the present invention makes it possible to obtain a good desired driving feeling during normal driving, and further, the automatic cruise is set during climbing. At times, it is an object of the present invention to provide a driving force control device for a vehicle that can reduce a shock caused by a large driving force difference associated with a shift by reducing a driving force change with respect to an accelerator change.

An object of the present invention is to provide a driving force control device for a vehicle with an automatic transmission, which can achieve the above object.

According to the third aspect of the present invention (the second aspect of the invention), it is possible to obtain a desired driving feeling during normal traveling, and when the automatic cruise is set during climbing, control of the automatic cruise is performed. An object of the present invention is to provide a driving force control device for a vehicle, which is capable of reducing a shock caused by a large driving force difference associated with a shift by changing a gain.

According to a fourth aspect of the present invention, when the automatic cruise is set, the target drive is set in a direction in which the target drive force difference due to the difference in gear ratio becomes smaller, and the control gain of the automatic cruise is changed. Accordingly, it is an object of the present invention to provide a vehicle driving force control device capable of further satisfactorily reducing a shock caused by a large driving force difference associated with a shift.

[0009]

According to a first aspect of the present invention, there is provided a target driving force setting means for setting a target driving force according to a gear ratio, and an opening of a throttle valve for the target driving force setting means. Is a driving force control device for a vehicle, comprising: an opening degree control means for controlling a target opening degree according to the target driving force set by A second map that sets a target driving force at which the change in the driving force with respect to the accelerator change is slower than that of the first map, a determination unit that determines whether or not auto cruise traveling is possible, and a gear when the automatic cruise is set by the determination unit. A driving force control device for a vehicle, comprising: a selecting unit that selects the second map in which a target driving force is set in a direction in which a target driving force difference due to a difference in ratio decreases.

According to a second aspect of the present invention, in addition to the configuration of the first aspect of the invention, a vehicle driving force control device is provided in which the vehicle is a vehicle with an automatic transmission equipped with a torque converter. It is characterized by being.

According to a third aspect of the present invention, target driving force setting means for setting a target driving force according to a gear ratio,
A driving force control device for a vehicle, comprising: an opening control means for controlling the opening degree of a throttle valve to a target opening degree according to the target driving force set by the target driving force setting means. A driving force control device for a vehicle, comprising: a determining unit that determines whether or not the determination is possible; and a control gain changing unit that changes a control gain of the automatic cruise according to a gear position when the automatic cruise is set by the determining unit. To do.

According to a fourth aspect of the present invention, in addition to the configuration of the first aspect of the invention, the selection means for selecting the second map and the gear position are set when the automatic cruise is set by the determination means. According to another aspect of the present invention, there is provided a vehicle driving force control device including both a control gain changing unit that changes the control gain of the auto cruise and a control gain changing unit.

[0013]

According to the invention described in claim 1 of the present invention, during normal traveling, the above-mentioned target driving force setting means is based on the first map which sets the target driving force determined from the importance of driving feeling. A target driving force corresponding to the ratio is set, and the opening control means controls the opening of the throttle valve so as to reach the target opening corresponding to the target driving force. You can get a feeling of running.

Moreover, when the above-mentioned determination means determines that the vehicle is in auto-cruise traveling, the above-mentioned selection means sets the second map in which the target driving force is set in the direction in which the target driving force difference due to the difference in gear ratio becomes smaller. Since the selection is made, there is an effect that a change in driving force due to a change in accelerator becomes small at the time of climbing up a road where auto cruise is set, and a shock caused by a large difference in driving force accompanying a shift can be reduced.

According to the second aspect of the present invention,
Since the vehicle is a vehicle with an automatic transmission including a torque converter, it is possible to obtain a driving force control device for an AT vehicle that can achieve the effects of the invention described in claim 1.

According to the invention of claim 3 of the present invention,
During normal traveling, the above-mentioned target drive force setting means sets the target drive force corresponding to the gear ratio, and the above-mentioned opening degree control means controls the throttle valve so that the target opening degree becomes the target open degree according to the above-mentioned target drive force. Since the opening degree is controlled, it is possible to obtain a desired driving feeling during normal traveling.

Moreover, when the above-mentioned determining means determines that the vehicle is traveling automatically, the above-mentioned control gain changing means changes the control gain of the automatic cruise in accordance with the gear position. In the above, there is an effect that it is possible to reduce a shock caused by a large driving force difference due to gear shifting.

According to the invention of claim 4 of the present invention,
In addition to the invention described in claim 1, both the selecting means and the control gain changing means are activated when the automatic cruise is set by the determining means, so that when the automatic cruise is set up, the speed change is accompanied by a shift. There is an effect that it is possible to further satisfactorily reduce the shock caused by the large difference in driving force.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to the drawings. The drawing shows the driving force control of a vehicle with an automatic transmission. In FIG. 1, an oil pan 2 is attached to the lower surface of a reciprocating engine 1, while an automatic transmission 3 is attached to the rear end of the engine 1.

The above-mentioned automatic transmission 3 is a hydraulically-operated automatic transmission provided with a torque converter 4 and, for example, a multi-stage transmission gear mechanism 5 having four forward gears and one reverse gear. A lock-up clutch 6 as a friction clutch for directly connecting the turbine liner to the front cover is incorporated therein.

Further, in the above-mentioned automatic transmission 3, a plurality of shift solenoids 7 ... And a lockup solenoid 8 are provided.
And a hydraulic control device 10 including a duty solenoid 9 is attached.

Here, by changing the combination of ON and OFF for the shift solenoids 7 ...
By performing gear shifting of the multi-stage gear mechanism 5 and switching the lock-up solenoid 8 between ON and OFF, the lock-up clutch 6 is disengaged, and the duty solenoid 9 is duty-controlled. The line pressure of the hydraulic circuit of the automatic transmission 3 is variably controlled.

That is, when the duty solenoid 9 described above excites (ON) the solenoid, it causes the hydraulic pressure of the mainstream line to drain to the tank. Therefore, the line pressure can be controlled by controlling the ON / OFF ratio (duty ratio). It can be variably controlled.

On the other hand, in the reciprocating engine 1 described above, as shown in FIG. 2, an air flow meter 12 is connected behind the air cleaner 11 for purifying the intake air, and the intake air amount is detected by the air flow meter 12. is doing.

A throttle body 13 is connected to the rear of the above-mentioned air flow meter 12, and the throttle body 13
A throttle valve 15 as a control valve for controlling the intake air amount is arranged in the throttle chamber 14 therein, and the throttle valve 15 is configured to be driven by a step motor 16.

A surge tank 17 serving as an expansion chamber having a predetermined volume is connected to the intake passage downstream of the throttle valve 15, and an intake manifold 19 communicating with the intake port 18 is connected downstream of the surge tank 17. An injector 20 is arranged in the intake manifold 19.

On the other hand, the intake port 8 and the exhaust port 22 that communicate with the combustion chamber 21 of the reciprocating engine 1 for a vehicle with an automatic transmission are opened / closed by a valve mechanism (not shown). An ignition plug 26 having an intake valve 23 and an exhaust valve 24 attached thereto, and a spark gap facing the combustion chamber 21 in the cylinder head 25.
Is installed.

An O ₂ sensor 28 is provided in an exhaust passage 27 communicating with the above-mentioned exhaust port 22, and a catalytic converter 2 for detoxifying harmful gas is provided at the rear of the exhaust passage 27.
9. While connecting a so-called catalyst, an engine water temperature sensor 31 is attached to the water jacket 30 formed on the outer circumference of the intake manifold 19 described above. by the way,
The left and right rear wheels are connected to the output shaft of the above-described automatic transmission 3 via a propeller shaft and a differential device.

FIG. 3 shows a control circuit of a driving force control device for a vehicle with an automatic transmission, in which a CPU 40 controls an accelerator opening θ from an accelerator opening sensor 32, a vehicle speed V from a vehicle speed sensor 33, and a crank angle sensor 34. Engine speed Ne,
Based on the shift position (gear position) from the inhibitor switch 35, the auto cruise signal from the auto cruise switch 36, the acceleration G from the acceleration sensor 37, and the lockup signal L / U from the lockup sensor 38, the ROM 39 is stored. According to the stored program, the step motor 16 and the hydraulic control device 10 are drive-controlled, and the RAM 41 has a first map M1 shown in FIG. 4, a second map M2 shown in FIG. 5, and a sampling number n of acceleration G (see FIG. 7). Memorize necessary maps, data, etc.

The accelerator opening sensor 32 detects the amount of depression of an accelerator pedal (not shown), and the vehicle speed sensor 33 is arranged on the output shaft of the automatic transmission 3 to detect the vehicle speed V. The above-mentioned acceleration sensor 37 detects the acceleration G of the vehicle, and the above-mentioned auto-cruise switch 36 outputs an ON signal when set to auto-cruise (constant speed running).

In the first map M1 shown in FIG. 4, the vehicle speed V is plotted on the horizontal axis and the target driving force Ft is plotted on the vertical axis, and the target driving Ft is determined in accordance with the driving feeling in correspondence with each accelerator opening.
4 is a map set in accordance with each gear ratio, X in FIG. 4 is a running resistance curve when climbing a hill, Y is a running resistance curve when running on a level ground, and Fmax is a maximum target driving force. The numbers shown in small letters in the figure represent the accelerator opening in percentage, and are set so that the gain with respect to the accelerator opening becomes sensitive.

Further, in the second map M2 shown in FIG. 5, the horizontal axis represents the vehicle speed V and the vertical axis represents the target driving force Ft, and the second map M2 corresponds to each accelerator opening with respect to the first map M1 described above. FIG. 5 is a map for auto cruise in which the target driving force Ft is set so that the target driving force difference due to the difference in gear ratio is reduced. X in FIG. 5 is a running resistance curve when climbing uphill, and Y is when running on a level ground. The running resistance curve and Fmax represent the maximum target driving force, respectively. The numbers shown in small letters in the figure represent the accelerator opening in percentage.

FIG. 6 shows the throttle valve 15 by the CPU 40.
2 is a block diagram showing the opening degree control of the target driving force setting means 42 for setting the target driving force Ft according to the gear ratio, and the opening degree of the throttle valve 15 for the target driving force setting means 42 described above.
The opening degree control means 43 for controlling the target throttle opening degree TVO according to the target driving force Ft set by

The configuration of FIG. 6 will be described in more detail.
Is a target turbine torque calculation circuit, and the target turbine torque calculation circuit 44 has a target driving force Ft read from the above-described first map M1 or second map M2, a rear wheel tire diameter R, and a final reduction ratio Dd. , The target turbine torque Tt is calculated based on the gear ratio Dg at the current shift position based on the following equation.

Tt = Ft × R / (Dd × Dg) 45 is a turbine rotation speed calculation circuit. This turbine rotation speed calculation circuit 45 has a vehicle speed V, a rear wheel tire diameter R, a final reduction ratio Dd, and a current shift position. The turbine rotation speed Nt is calculated based on the gear ratio Dg in the following equation.

Nt = [(1000/60) / 2πR] × Dd × Dg 46 is a target engine torque calculation circuit, and this target engine torque calculation circuit 46 is a capacity coefficient Kp of the automatic transmission 3.
The target engine torque Te is calculated from the turbine speed Nt and the engine speed Ne.

That is, in the turbine torque Tt, the relationship between the turbine speed Nt and the engine speed Ne is Nt≤N.
When e, Tt = τ · Kp · Ne ² (where τ is the torque ratio of the automatic transmission), and when Nt> Ne, Tt = τ · K
Since p · Nt ² , the target engine torque Te is set to Nt.
The calculation is performed based on the following equation in correspondence with the case of ≤ and the case of Nt> Ne.

When Nt ≦ Ne Te = Kp · Ne ² Nt> Ne Te = Kp · Nt ² 47 is a target throttle opening calculation circuit, and this target throttle opening calculation circuit 47 is based on the target throttle opening map. , Target engine torque Te and engine speed Ne
The target throttle opening TVO is calculated according to the above, and this target throttle opening TVO signal is output to the step motor 16.

Here, the CPU 40 described above determines the means for determining whether or not the auto-cruise traveling is possible (see the first step 81 of the subroutine shown in FIG. 8) and the auto-cruise setting by the above-mentioned determination means (the auto-cruise switch 36).
(When ON), selecting means for selecting the above-mentioned second map M2 in which the target driving force Ft is set in the direction in which the target driving force difference due to the difference in gear ratio becomes smaller (the third part of the subroutine shown in FIG. 8). (See step 83).

The operation of the driving force control device for a vehicle with an automatic transmission configured as described above will be described in detail below with reference to the main routine shown in FIG. 7 and the subroutine shown in FIG.

In the first step 51 of the flowchart shown in FIG. 7, the CPU 40 executes a map selection process. This map selection process is executed based on the flowchart of FIG. That is, in the first step 81 of the flowchart shown in FIG. 8, the CPU 40 causes the auto cruise switch 3
It is determined whether 6 is ON, and the auto cruise switch 36
When OFF, the process proceeds to the next second step 82,
When the auto cruise switch 36 is turned on, the routine proceeds to another third step 83.

In the above-described second step 82, the CPU 40 retrieves the target driving force Ft from the above-mentioned first map M1 in which the target driving force Ft determined by the feeling of running is set, and on the other hand,
In the above-described third step, the CPU 40 sets the target driving force Ft at which the driving force change with respect to the accelerator change becomes slow with respect to the first map M1 described above, and the second map M2 described above.
The target driving force Ft is searched from.

Next, in a second step 52 of the flowchart shown in FIG. 7, the CPU 40 causes the first speed to the second speed and the second speed to the third speed.
It is determined whether or not the shift is from the third speed to the fourth speed. This determination is executed based on the output of the shift signal to the shift solenoids 7 shown in FIG. 1, and the processing is ended when the gear is not shifted, while the routine proceeds to the next third step 53 when the gear is shifted.

In the above-mentioned third step 53, the CPU 40 detects the current accelerator opening θ, and the detected value is stored in the RAM 4
1 is stored in a predetermined area. Then in the fourth step 54,
The CPU 40 samples the vehicle acceleration G as an input from the acceleration sensor 37.

Next, in a fifth step 55, the CPU 40 calculates the actual gear ratio g, and then calculates the actual gear ratio g and the set gear ratio A (i-1) before shifting (for example, shifting from the first speed to the second speed). Sometimes, the difference g-A (i-1) from the first speed gear ratio A1) is compared with the slice level g0 for shift start determination.

Before the shift is determined to be g-A (i-1) ≥g0, the process proceeds to another 21st step 71, while the shift is determined to be g-A (i-1) <g0. Sometimes, the process moves to the next sixth step 56.

In the twenty-first step 71, the CPU 40
After updating the sampling number n to n = n + 1, returns to the above-mentioned fourth step 54 and repeats the sampling of the acceleration G, while at the above-mentioned sixth step 56,
The CPU 40 ends the sampling of the acceleration G.

Next, in a seventh step 57, the CPU 40 calculates the arithmetic mean value of the acceleration Gb immediately before the shift based on the following equation.

Gb = ΣG / n where G is acceleration n is the number of samplings Next, in the eighth step 58, the CPU 40 resets the number of samplings n (n = 0), and then shifts to the following ninth step 59. In this ninth step 59, the CPU 40 newly calculates the actual gear ratio g and the set gear ratio A after shifting.
The difference g-A (i) from (i) (for example, the second speed gear ratio A2 when shifting from the 1st speed to the 2nd speed) is compared with the slice level g1 for determining the shift completion.

Then, when it is determined that g-A (i) ≥g1 and the shift is not completed, the routine returns, while g-A (i) <g1.
When the gear shift is determined to be completed, the process proceeds to the next tenth step 60.

In the tenth step 60, the CPU 40
Sets a timer Ta in order to stabilize the acceleration immediately after shifting. Next, in the eleventh step 61, the CPU
Reference numeral 40 determines whether or not the time is up (Ta = 0), and moves to the next twelfth step 62 only when the time is up.

In the twelfth step 62, the CPU 40 sets the sampling period timer Tb, and in the next thirteenth step 63, the CPU 40 executes sampling of the acceleration G. Next, in a fourteenth step 64, the CPU 40 causes the sampling period timer Tb to time up (Tb = 0).
It is judged whether or not it is done, and only when the time is up, the next 15th
The process moves to step 65, and in this fifteenth step 65, C
The PU 40 finishes sampling the acceleration G.

Next, in a sixteenth step 66, the CPU 40 calculates the arithmetic mean value of the acceleration Ga immediately after the shift based on the following equation.

Ga = ΣG / n where G is the acceleration n is the number of samplings Next, in the 17th step 67, the CPU 40 resets the number of samplings n (n = 0). Next, in an eighteenth step 68, the CPU 40 corrects the correction coefficient Kb (i of the target throttle opening at the shift position before the shift based on the following equations.
) And a correction coefficient Ka (i) of the target throttle opening at the shift position after the shift is calculated.

Kb (i) = α (Ga-Gb) +1 Ka (i) =-α (Ga-Gb) +1 where α is a predetermined function Ga is acceleration immediately after shifting Gb is acceleration immediately before shifting Next In step S69, the CPU 40 calculates the correction coefficient Kb (i) of the target throttle opening at the shift position before the shift and the correction coefficient Kb (i) of the target throttle opening at the shift position after the shift based on the following equations. Ka (i)
And are calculated.

Kb (i) = Kb (i-1) .Kb (i) Ka (i) = Ka (i-1) .Ka (i) where Kb (i-1) is the previous correction coefficient Ka ( i −1) is the previous correction coefficient Next, in the twentieth step 70, the CPU 40 causes the above-mentioned nineteenth step.
Each correction coefficient K calculated this time in step 69
b (i) and Ka (i) are stored in a corresponding correction table (not shown), and the opening of the throttle valve 15 is controlled via the step motor 16 so as to reach the target throttle opening TVO. , A series of processing ends.

In short, according to the above-described embodiment (embodiment corresponding to the first invention), during normal traveling, the above-mentioned operation is performed on the basis of the first map M1 in which the target driving force Ft determined based on the driving feeling is set. Target driving force setting means 42 (see FIG.
Sets the target driving force Ft corresponding to the gear ratio, and the opening degree control means 43 (see FIG. 6) opens the throttle valve 15 so that the target opening degree corresponds to the target driving force Ft described above. Since the degree is controlled, there is an effect that a good required driving feeling can be obtained during normal traveling.

Moreover, when the above-mentioned determining means (see the first step 81 in FIG. 8) determines that the vehicle is in auto-cruise traveling, the above-mentioned selecting means (see the third step 83 in FIG. 8) changes the gear ratio. Since the second map M2 in which the target driving force Ft is set in the direction in which the accompanying target driving force difference becomes smaller is selected, the driving force with respect to the accelerator change as shown by Z2 in FIG. The change is small, and it is possible to reduce the shock caused by the large driving force difference accompanying the shift. In addition,
In this embodiment, the driving force difference between the high speed gears mainly used for auto cruise, that is, the third speed and the fourth speed, is eliminated.

FIG. 9 is a flow chart showing another embodiment of the vehicle driving force control apparatus. Also in this embodiment, the circuits and devices shown in FIGS. 1, 2 and 3 are used. However, in this case, the above-mentioned CPU 40 uses the auto cruise switch 3
Judgment means for judging whether or not the auto-cruise traveling is possible based on the signal from the No. 6 (second in the flowchart of FIG. 9).
(See step 92) and when the auto cruise is set by the above-mentioned determination means (when the auto cruise switch 36 is ON).
In addition, it also serves as control gain changing means (see third step 93 in the flowchart of FIG. 9) for changing the control gain (ΔTVO in this embodiment) of the auto cruise according to the gear position (shift position).

The RAM 41 described above is the third memory shown in FIG.
The map M3 is stored. The third map M3 is a map in which the gain ΔTVO corresponding to each shift position is set.

The operation of the driving force control device for a vehicle with an automobile transmission thus constructed will be described in detail below with reference to the flowchart of FIG.

In the first step 91, the CPU 40 causes the current accelerator opening θ from the accelerator opening sensor 32, the current vehicle speed V from the vehicle speed sensor 33, and the inhibitor switch 35.
Shift position from ON, ON from auto cruise switch 36. Reads in various necessary signals such as OFF signal.

Next, in a second step 92, the CPU 40 determines whether or not the auto cruise switch 36 is on. When the auto cruise switch 36 is on, the CPU 40 proceeds to the next third step 93 while the auto cruise switch 36 is on.
During FF, the process proceeds to another tenth step 100, in which the CPU 40 sets the target throttle opening TVO corresponding to the current accelerator opening θ, and in the next sixth step 96, the CPU 40 executes the target throttle opening TVO. The opening degree of the throttle valve 15 is controlled via the step motor 16 so as to reach the target throttle opening degree TVO, and a series of processing during normal traveling is completed.

On the other hand, in the above-mentioned third step 93, the CPU
40 reads the gain ΔTVO corresponding to the shift position (gear position) from the third map M3 of FIG. 10, sets it, and then proceeds to the next fourth step 94.

In the above-mentioned fourth step 94, the CPU 40 compares the value obtained by subtracting the target vehicle speed Vo from the current vehicle speed V with the set value (dead zone) β, and when V-Vo ≦ β, in other words, Then, when the deviation of the actual vehicle speed V from the target vehicle speed Vo is small, the process proceeds to the next fifth step 95 for the purpose of preventing hunting, and in the fifth step 95, the CPU 4
0 means that the target throttle opening TVO is held at the previous target throttle opening TVO (i −1) before the sixth
Go to step 96.

On the other hand, in the above-mentioned fourth step 94, V-V
When it is determined that o> β, the routine proceeds to the next seventh step 97, and in this seventh step 97, the CPU 40 compares the magnitude relationship between the current vehicle speed V and the target vehicle speed Vo, and when V> Vo, While moving to the eighth step 98, V <Vo
In case of, it shifts to another ninth step 99.

In the above-mentioned eighth step 98, the CPU 40 calculates the target throttle opening TVO based on the following equation.

TVO = TVO (i −1) −ΔTVO where TVO (i −1) is the previous target throttle opening ΔTVO is the gain. Further, in the above-described ninth step 99, the CPU 40 opens the target throttle opening based on the following equation. Degree TVO is calculated.

TVO = TVO (i −1) + ΔTVO where TVO (i −1) is the previous target throttle opening ΔTVO is the gain Next, in the above-described sixth step 96, the CPU 40 sets the target throttle opening TVO. Then, the opening degree of the throttle valve 15 is controlled via the step motor 16, and a series of processing at the time of auto cruise is completed.

In summary, according to the above-described embodiment (embodiment corresponding to the second invention), the target drive force setting means 42 described above sets the target drive force Ft corresponding to the gear ratio during normal traveling. Since the above-mentioned opening degree control means 43 controls the opening degree of the throttle valve 15 so that it becomes the target opening degree according to the above-mentioned target driving force Ft, it is possible to obtain a good required driving feeling during normal running. ..

Moreover, the above-mentioned judgment means (second step 9
2), the control gain changing means (see the third step 93) changes the control gain ΔTVO of the auto cruise according to the shift position (gear position). There is an effect that it is possible to reduce a shock caused by a large driving force difference due to a shift when climbing a hill where a cruise is set.

By the way, by combining the configuration of the embodiment shown in FIGS. 7 and 8 with the configuration of the other embodiment shown in FIG. 9, the target drive due to the difference in the gear ratio is set when the auto cruise is set. Second setting the target driving force Ft in the direction in which the force difference decreases
When the map M2 is selected and the control gain ΔTVO of the auto cruise is changed according to the gear position (corresponding to claim 4), when the auto cruise is set up, a large driving force accompanying a shift is generated. The shock caused by the difference can be further reduced.

In the correspondence between the configuration of the present invention and the above-described embodiment, the determining means of the first invention of the present invention corresponds to the first step 81 (see FIG. 8) of the embodiment, and the like below.
The selection means of the first invention is the third step 83 (see FIG. 8).
Corresponding to, the determination means of the second invention is the second step 92.
(See FIG. 9) and the control gain changing means of the second invention corresponds to the third step 93 (see FIG. 9), but the invention is not limited to the configuration of the above-described embodiment. Absent.

[Brief description of drawings]

FIG. 1 is a schematic side view of an engine and an automatic transmission equipped with a vehicle driving force control device of the present invention.

FIG. 2 is a system diagram of an engine including a vehicle driving force control device of the present invention.

FIG. 3 is a block diagram of a control circuit.

FIG. 4 is an explanatory diagram of a first map used during normal traveling.

FIG. 5 is an explanatory diagram of a second map used during auto cruise.

FIG. 6 is a block diagram showing control of a throttle valve opening.

FIG. 7 is a flowchart showing driving force control processing.

FIG. 8 is a flowchart showing map selection processing.

FIG. 9 is a flowchart showing another embodiment of the present invention.

FIG. 10 is an explanatory diagram of a third map used for changing the control gain during auto cruise.

[Explanation of symbols]

 3 ... Automatic transmission 4 ... Torque converter 15 ... Throttle valve 42 ... Target driving force setting means 43 ... Opening control means 81 ... Judgment means 83 ... Selection means 92 ... Judgment means 93 ... Control gain change means M1 ... First map M2 … Second map

Claims (4)

[Claims] 1. A target driving force setting means for setting a target driving force according to a gear ratio, and a throttle valve opening controlled to a target opening according to the target driving force set by the target driving force setting means. A driving force control device for a vehicle, comprising: a first map in which a target driving force determined based on driving feeling is set; and a change in driving force with respect to an accelerator change is slow with respect to the first map. A second map in which a target driving force is set, determination means for determining whether or not auto cruise traveling is possible, and a target driving force difference due to a difference in gear ratio decreases when the automatic cruise is set by the determination means. A driving force control device for a vehicle, comprising: a selecting unit that selects the second map in which the driving force is set. 2. The driving force control device for a vehicle according to claim 1, wherein the vehicle is a vehicle with an automatic transmission equipped with a torque converter. 3. A target driving force setting means for setting a target driving force according to a gear ratio, and a throttle valve opening controlled to a target opening according to the target driving force set by the target driving force setting means. A driving force control device for a vehicle, comprising: an opening degree control unit for controlling whether or not auto cruise traveling is possible, and a control gain for the auto cruise according to the gear position when the auto cruise is set by the determination unit. And a driving force control device for a vehicle, comprising: 4. A selection means for selecting the second map and a control gain changing means for changing the control gain of the automatic cruise according to the gear position when the automatic cruise is set by the determining means. Item 2. A vehicle driving force control device according to item 1.