JP3506310B2 - Driving force control device for vehicles - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle driving force control device, and more specifically, to an engine output control means capable of changing an output required of an engine by a throttle opening degree independently of an accelerator opening degree. And a control of a vehicle including a continuously variable transmission having a gear ratio control means capable of continuously changing the gear ratio.

[0002]

2. Description of the Related Art A target drive shaft torque is used as a method for handling target vehicle speed follow-up control, running stability control for avoiding danger, engine brake correction control, etc. in a unified manner and smoothly switching between the controls. There is a method of calculating and controlling according to the driving situation or the driver's request.

According to this method, a gear ratio control actuator and a throttle actuator are controlled by calculating a target input rotation speed of a continuously variable transmission and a target torque of an engine that realize a target drive shaft torque. Further, the correction amount of the integral drive shaft torque is calculated so as to eliminate the deviation from each control target value (for example, in the case of the target vehicle speed tracking control, the deviation between the target vehicle speed and the actual vehicle speed), and the target drive shaft torque is corrected. I do.

In the input speed that can be realized by a continuously variable transmission,
There is a limit to the engine torque that can be achieved by the engine. Especially for continuously variable transmissions, high oil temperature, ABS operation, engine brake correction control, torque converter lockup OF
Upper and lower limits of the target input speed are set according to operating conditions such as F.

For the target drive shaft torque output as a result of the correction, for example, in the case of target vehicle speed follow-up control, the correction amount of the integral target drive shaft torque is calculated so as to eliminate the deviation between the target vehicle speed and the actual vehicle speed (certain desired value). Since the target drive shaft torque is not calculated so as to reach the target drive shaft torque), the target drive shaft torque that exceeds the limit of the drive shaft torque that can be generated by the continuously variable transmission and the engine may be output.

In this case, the correction amount of the integral target drive shaft torque is limited so that the engine torque falls within the upper and lower limit range and the continuously variable transmission target input speed falls within the upper and lower limit range. There is a need to.

As a limiting method in such a case, the output of the correction amount of the integral target drive shaft torque is forcibly cut off at a predetermined upper and lower limit value, and this upper and lower limit value is cut off. Can be output as a correction value of the integral target drive shaft torque.

A similar concept of restriction is disclosed in Japanese Patent Laid-Open No. 8-177.
This is shown in the engine air-fuel ratio control device disclosed in Japanese Patent No. 574. In the method shown in the above air-fuel ratio control device, the air-fuel ratio is set so that the air-fuel ratio becomes leaner than the stoichiometric air-fuel ratio, and the combustion stability of the engine deteriorates during lean operation, resulting in NOx emission. The set air-fuel ratio is corrected so that the amount does not increase. This correction amount is calculated by integral calculation. When the correction amount exceeds a predetermined upper and lower limit value, the upper and lower limit values are forcibly limited and the upper and lower limit values are output (output of the correction amount). Note that the calculation of the correction amount continues, although the limit value is output as.

Applying the concept of the above limitation to the method of calculating and controlling the target drive shaft torque, for example, in the case of target vehicle speed follow-up control, the drive shaft torque that can be generated by the engine and the continuously variable transmission is limited to the target drive shaft torque. If the above cannot be achieved, the deviation between the target vehicle speed and the actual vehicle speed will increase more and more.
When the calculation of the integral correction amount is continued, the calculated value of the correction amount increases and becomes an excessive value. (The output value of the correction amount of the integral target drive shaft torque is forced to exceed this calculated value of the excessive correction amount. The value has been truncated at the lower limit).

When the running environment changes in this state and the required target drive shaft torque changes, the desired target drive shaft torque is obtained due to the calculated value of the correction amount of the excessive integral target drive shaft torque. Will cause a time delay. Specifically, it will be described with reference to FIGS. 4 and 5.

For example, when the target vehicle speed follow-up control is realized by correcting the target vehicle drive shaft torque, when the drive shaft torque that can be generated by the engine and the continuously variable transmission is at the limit,
That is, when traveling downhill with the engine braking applied, the target input speed of the continuously variable transmission exceeds the upper limit set according to changes in operating conditions such as an increase in oil temperature, and FIG. 4 shows a case where the throttle opening is fully closed and the fuel cut is ON and further deceleration cannot be performed.
It will be described based on.

At time t0, integral correction of the target drive shaft torque is started to achieve the target vehicle speed Va. At time t1,
Since the drive shaft torque that can be generated by the engine and the continuously variable transmission has reached the limit, the output of the correction amount of the integral target drive shaft torque reaches the limit of 1 and a constant value is output. Since the target drive shaft torque is obtained based on the output of the correction amount of the integral target drive shaft torque, the target drive shaft torque is also maintained at a constant value.

However, since the calculation of the correction amount of the integral target drive shaft torque continues, the calculated value of the correction amount becomes an excessive value as shown by the dotted line (the output value of the integral correction amount is limited. It is truncated to 1.)

In this state, even if the traveling environment changes at time t2 (such as shifting from a downhill to a flatland), the target drive shaft torque changes, and the engine or the continuously variable transmission has a margin,
The target drive shaft torque value that achieves the target vehicle speed Va cannot be calculated immediately. Because the calculated value of the correction amount of the integral target drive shaft torque is too large,
This is because the value truncated to the limit 1 is output as the integral correction value during the period from t2 to t3 and is retained at the limit 1 and the target drive shaft torque is also retained during the period from t2 to t3. .

The target vehicle speed Va is not reached until time t3.
The correction of the target drive shaft torque, which is reflected in the realization of, will start. The time from t2 to t3 when the target drive shaft torque remains held due to the calculated value of the correction amount of the excessive integral target drive shaft torque is delayed until the desired desired target vehicle drive shaft torque is obtained. This causes an inconvenience that gives a strange feeling to the drivability.

Further, when the vehicle is traveling at a constant high speed on a gentle uphill or the like, the target input speed of the continuously variable transmission exceeds an upper limit value set in accordance with a change in operating conditions such as an increase in oil temperature, Further, a case where the throttle opening is fully opened and the target speed cannot be realized any more will be described with reference to FIG.

At time t0, the integral correction of the target drive shaft torque is started to realize the target vehicle speed Vb. At time t1,
Since the drive shaft torque that can be generated by the engine and the continuously variable transmission has reached the limit, the output of the correction amount of the integral target drive shaft torque reaches the limit of 2 and a constant value is output. Since the target drive shaft torque is obtained based on the output of the correction amount of the integral target drive shaft torque, the target drive shaft torque is also maintained at a constant value.

However, since the calculation of the correction amount of the integral target drive shaft torque continues, the calculated value of the correction amount becomes an excessive value as shown by the dotted line (the output value of the integral correction amount is limited. Although it is truncated to 2).

In this state, even if the traveling environment changes at time t2 (such as shifting from an uphill to a flatland) and the target drive shaft torque changes, and there is a margin in the engine or the continuously variable transmission,
It is not possible to immediately calculate the target drive shaft torque value that achieves the target vehicle speed Vb. Because the calculated value of the correction amount of the integral target drive shaft torque is too large,
The value truncated to the limit 2 is output as the output of the correction amount during the period from t2 to t3 and remains held at the limit 2, and the target drive shaft torque also remains held during the period from t2 to t3. is there.

The target vehicle speed Vb is not exceeded until the time t3 has passed.
The correction of the target drive shaft torque, which is reflected in the realization of, will start. The time from t2 to t3 when the target drive shaft torque remains held due to the calculated value of the correction amount of the excessive integral target drive shaft torque is delayed until the desired desired target vehicle drive shaft torque is obtained. This causes an inconvenience that gives a strange feeling to the drivability.

[0021]

The present invention has been made in view of the above circumstances, and an object thereof is to provide an engine output capable of changing the output of the engine independently of the accelerator operation of the driver. In a vehicle having a control unit and a gear ratio control unit capable of continuously changing the gear ratio, a control device having a unit for controlling an engine and a continuously variable transmission to realize a positive or negative target drive shaft torque. In the case where the target input speed of the continuously variable transmission exceeds the upper limit value set based on changes in operating conditions such as oil temperature rise, the throttle opening is fully closed, and the fuel cut is ON. Alternatively, when the target input speed of the continuously variable transmission exceeds the upper limit value set based on a change in operating conditions such as an increase in oil temperature and the throttle opening is fully opened, for example, a change in the running environment ( Downhill? When the target vehicle drive shaft torque required by the driver changes due to moving to a level ground or moving from an uphill to a level ground, the target vehicle drive shaft torque can be smoothly obtained with a minimum delay. It is to provide a method of controlling drive shaft torque.

[0022]

In order to solve the above-mentioned problems, the invention according to claim 1 is an engine output control means capable of changing the output of the engine independently of the accelerator operation of the driver, and a continuous engine output control means. A gear ratio control means capable of changing the gear ratio, and realizes a positive or negative target drive shaft torque calculated by means for controlling the engine and the continuously variable transmission to calculate a target drive shaft torque. In the control device having means for performing the integral target drive shaft torque correction amount calculation means, when the drive shaft torque that can be generated by the engine and the continuously variable transmission reaches a limit, the integral target drive shaft torque correction amount is corrected. In addition to stopping the integral calculation in the quantity calculation means ,
Limit of drive shaft torque that can be generated by the engine and the continuously variable transmission
If the field increases due to the effect of vehicle speed, etc.
Target drive shaft torque correction amount calculation means
The positive amount is increased, and the limit of the drive shaft torque affects the vehicle speed etc.
Integral target drive shaft torque
It is characterized in that the correction amount calculated by the correction amount calculating means is decreased .

[0023]

According to a second aspect of the present invention, when the limit range of the drive shaft torque that can be generated by the engine and the continuously variable transmission becomes narrow due to the influence of the vehicle speed or the like, the integral target drive shaft torque correction amount is set. When the correction amount calculated by the calculation means is immediately limited and the limit range of the drive shaft torque that can be generated by the engine and the continuously variable transmission becomes wide due to the influence of the vehicle speed or the like, the integral target drive shaft torque It is characterized in that the correction amount calculated by the correction amount calculating means is brought closer to the limit with a predetermined inclination.

According to a third aspect of the present invention, the integral target drive shaft torque correction is performed when the drive shaft torque that can be generated by the engine and the continuously variable transmission in the direction of increasing the target drive shaft torque is limited. It is characterized in that the integral calculation in the direction for increasing the target drive shaft torque in the quantity calculation means is stopped.

According to a fourth aspect of the present invention, when the drive shaft torque that can be generated by the engine and the continuously variable transmission in the direction of decreasing the target drive shaft torque is limited, the integral target drive shaft torque correction is performed. It is characterized in that the integral calculation in the direction for decreasing the target drive shaft torque in the amount calculation means is stopped.

According to a fifth aspect of the present invention, the target input rotational speed of the continuously variable transmission calculated based on the target vehicle drive shaft torque calculated by the means for calculating the target drive shaft torque is the continuously variable transmission. Means for determining whether the upper and lower limit limits set by the means for limiting the target input speed are exceeded, and a means for determining whether the output of the engine exceeds the upper and lower limit limits If the target input speed of the continuously variable transmission exceeds the upper and lower limit limits and the output of the engine exceeds the upper and lower limit limits, the integral target drive shaft torque correction is performed. It is characterized in that the quantity calculating means is provided with a means for stopping the integral calculation.

According to a sixth aspect of the present invention, means for setting a predetermined upper and lower limit for the target input speed of the continuously variable transmission according to changes in operating conditions, and a target input for the continuously variable transmission. Means for limiting the target input speed of the continuously variable transmission to the upper limit when the number of revolutions exceeds the upper limit; and the means for limiting the target input speed of the continuously variable transmission to the upper limit when the number of revolutions exceeds the lower limit. It is characterized by a structure having means for limiting the target input speed of the gear transmission to a lower limit.

According to the invention of claim 7 , the target vehicle drive shaft torque is calculated according to the driving condition, and the correction amount calculated by the integral target drive shaft torque correction amount calculation means is used as the target vehicle drive shaft torque. It is characterized by performing a means for adding and calculating.

According to the invention of claim 8 , there is provided a vehicle speed detecting means, and means for calculating a change amount of the correction amount of the target vehicle drive shaft torque so as to compensate for the deviation between the target vehicle speed and the vehicle speed, The present invention is characterized in that means for calculating an integral target vehicle drive shaft torque correction amount by integrating the change amount of the correction amount of the target vehicle drive shaft torque.

According to the ninth aspect of the present invention, it has the accelerator operation amount detecting means and the acceleration detecting means, and the change amount of the correction amount of the target vehicle drive shaft torque is adjusted so as to compensate the target acceleration and the deviation of the acceleration. It is characterized in that it has means for calculating, and means for calculating an integral target vehicle drive shaft torque correction amount by performing integral calculation of a change amount of the target vehicle drive shaft torque correction amount.

According to the tenth aspect of the present invention, the throttle opening detection means and the fuel cut ON / OFF determination means are provided, the target input speed of the continuously variable transmission exceeds the upper limit, and When the throttle opening is fully closed and the fuel cut determination is ON, the change amount of the target vehicle drive shaft torque correction amount is set to zero and the integral target vehicle drive shaft torque correction amount is held. Then, a means for holding the target vehicle drive shaft torque at the target vehicle drive shaft torque at this time is provided.

According to the invention of claim 11, when the target input speed of the continuously variable transmission exceeds the upper limit and the throttle opening is fully opened, the throttle opening detecting means is provided. The change amount of the target vehicle drive shaft torque correction amount is set to zero, the integral target vehicle drive shaft torque correction amount is held, and the target vehicle drive shaft torque is held at the target vehicle drive shaft torque at this point. It is characterized by performing the means to do.

According to the twelfth aspect of the present invention, the throttle opening detection means is provided, the fuel cut ON / OFF determination means is provided, the target input speed of the continuously variable transmission exceeds the upper limit, and From the state in which the throttle opening is fully closed, the fuel cut determination is ON, and the target drive shaft torque is held by holding the integral target vehicle drive shaft torque correction amount, When the holding of the static target vehicle drive shaft torque correction amount is released and the correction calculation of the target drive shaft torque is restarted, the correction amount is calculated based on the held integral target vehicle drive shaft torque correction amount, and the target vehicle It is characterized in that a means for calculating the target vehicle drive shaft torque is performed with reference to the value where the drive shaft torque is held.

According to the thirteenth aspect of the present invention, the throttle opening detecting means is provided, and the target input speed of the continuously variable transmission exceeds the upper limit, and the throttle opening is fully opened. Retaining the integral target vehicle drive shaft torque correction amount and releasing the holding of the integral target vehicle drive shaft torque correction amount, and restarting the target drive shaft torque correction calculation In this case, the correction amount is calculated based on the held integral target vehicle drive shaft torque correction amount, and the target vehicle drive shaft torque is calculated based on the held value of the target vehicle drive shaft torque. It is characterized by performing the means to.

According to the fourteenth aspect of the present invention, the means for calculating the target input rotational speed of the continuously variable transmission based on the target vehicle drive shaft torque calculated by the means for calculating the target drive shaft torque, It is characterized by a structure having means for calculating a target output of the engine.

The operation of the present invention will be described below. Claim 1
According to the invention of the present invention, the operation is independent of the driver's accelerator operation.
Engine output control means that can change the output of the engine
And a gear ratio control means capable of continuously changing the gear ratio.
The target drive shaft torque is controlled by controlling the engine and continuously variable transmission.
Positive or negative target drive calculated by the calculation means
In a control device that has means for achieving axial torque,
Changes in the environment (for example, moving uphill to flat ground, or
Is the driver's request, such as moving from a downhill to a flatland
When the target vehicle drive shaft torque changes,
The problem is solved and the desired target vehicle is smoothly and with a minimum delay.
Vehicle drive shaft torque can be obtained, Again, with the institution
The limit of the target drive shaft torque that can be realized with a speed machine is
If it increases or decreases due to the influence,
Increase or decrease the target drive shaft torque correction amount to eliminate the problems
Can be canceled to obtain the desired target drive shaft torque.
It(See Figure 3)

[0038]

According to the second aspect of the invention, when the limit range of the drive shaft torque that can be generated by the engine and the continuously variable transmission becomes narrow due to the influence of the vehicle speed or the like, the integral target drive shaft torque correction amount is immediately set. In the case where a limit amount of the drive shaft torque that can be generated by the engine and the continuously variable transmission is widened due to the influence of the vehicle speed, etc. It is possible to prevent the abrupt shift and torque fluctuation by making the correction amount close to the limit with a predetermined inclination. (See Figure 3)

According to the third aspect of the invention, when the engine and the continuously variable transmission reach the limit in the direction of increasing the target drive shaft torque, the target drive shaft torque in the integral target drive shaft torque correction amount calculating means is calculated. It is possible to solve the problems of the prior art by stopping the integral calculation in the direction of increasing the value so as not to calculate the correction amount that is not reflected in the realization of the target drive shaft torque.

According to the fourth aspect of the present invention, when the engine and the continuously variable transmission reach the limit in the direction of reducing the target drive shaft torque, the target drive shaft torque in the integral target drive shaft torque correction amount calculating means is calculated. It is possible to solve the problems of the prior art by stopping the integral calculation in the direction of decreasing the torque and not calculating the correction amount that is not reflected in the realization of the target drive shaft torque.

According to the fifth aspect of the present invention, when the target input speed of the continuously variable transmission exceeds the upper and lower limit limits and the output of the engine exceeds the upper and lower limit limits, integration is performed. It is possible to solve the conventional problems by stopping the integral calculation in the dynamic target drive shaft torque correction amount calculation means and not calculating the correction amount that is not reflected in the realization of the target drive shaft torque.

According to the sixth aspect of the present invention, a predetermined upper and lower limit is set for the target input speed of the continuously variable transmission according to changes in operating conditions, and the target input speed of the continuously variable transmission is When the upper limit is exceeded, the target input speed of the continuously variable transmission is limited to the upper limit, and when the target input speed of the continuously variable transmission exceeds the lower limit, the target input speed of the continuously variable transmission is set to the lower limit. Can be limited to.

According to the seventh aspect of the present invention, the target vehicle drive shaft torque is calculated by adding the correction amount calculated by the integral target drive shaft torque correction amount calculation means to the target vehicle drive shaft torque calculated according to the driving condition. It is possible to correct the torque, solve the conventional problems, and obtain a desired target drive shaft torque.

[0045] According to the invention of claim 8, calculates the amount of change in correction amount of the target vehicle drive shaft torque so as to compensate for the deviation between the target vehicle speed and actual vehicle speed, the change of the correction amount of the target vehicle drive shaft torque The integral target vehicle drive shaft torque correction amount can be calculated by integrating the minutes.

According to the invention of claim 9 , the change amount of the correction amount of the target vehicle drive shaft torque is calculated so as to compensate the deviation between the target acceleration and the actual acceleration, and the change amount of the correction amount of the target vehicle drive shaft torque is calculated. The integral target vehicle drive shaft torque correction amount can be calculated by performing an integral calculation of.

According to the tenth aspect of the invention, when the target input speed of the continuously variable transmission exceeds the upper limit, the throttle opening is fully closed, and the fuel cut determination is ON, the target vehicle drive is performed. The change amount of the shaft torque correction amount is set to zero, the integral target vehicle drive shaft torque correction amount is held, and the correction amount that is not reflected in the realization of the target drive shaft torque is not calculated.
It is possible to solve the conventional problems.

According to the eleventh aspect of the present invention, when the target input speed of the continuously variable transmission exceeds the upper limit and the throttle opening is fully opened, the change amount of the target vehicle drive shaft torque correction amount is set to zero. Thus, the integral target vehicle drive shaft torque correction amount is held, and the correction amount that is not reflected in the realization of the target drive shaft torque is not calculated, so that the conventional problems can be solved.

According to the twelfth aspect of the invention, from the state of the lower limit of the drive shaft torque that can be generated by the engine and the continuously variable transmission, the target input speed of the continuously variable transmission is within the upper or lower limit range depending on the change of the operating condition. When the throttle opening is changed to the fully closed or not fully opened state, or the fuel cut is changed to the OFF state, the held integral target vehicle drive shaft torque correction amount is used as a reference. As a result, the correction amount is calculated, and the target vehicle drive shaft torque is calculated with reference to the value at which the target vehicle drive shaft torque is held, whereby the conventional problems can be solved.

According to the thirteenth aspect of the invention, from the state of the upper limit of the drive shaft torque that can be generated by the engine and the continuously variable transmission, the target input speed of the continuously variable transmission is within the upper or lower limit range depending on the change of the operating condition. Or when the throttle opening changes to a state where the throttle opening is fully closed or not fully opened,
The correction amount is calculated based on the held integral target vehicle drive shaft torque correction amount, and the target vehicle drive shaft torque is calculated based on the held value of the target vehicle drive shaft torque. It is possible to solve the conventional problems.

According to the fourteenth aspect of the invention, the target input rotational speed of the continuously variable transmission is calculated based on the target vehicle drive shaft torque calculated by the means for calculating the target drive shaft torque, and the target drive shaft torque is calculated. The target output of the engine can be calculated on the basis of the target vehicle drive shaft torque calculated by the calculating means, and the conventional problems can be solved.

[0052]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of a vehicle driving force control device according to the present invention will be described below in detail with reference to the accompanying drawings. FIG. 1 is a diagram showing an outline of a vehicle driving force control device according to the present invention. Reference numeral 1 denotes a target vehicle drive shaft torque calculating means, which calculates a target vehicle drive shaft torque using a function having a driver's accelerator operation amount and an actual vehicle speed as parameters.
Integral target vehicle drive shaft torque correction amount calculation means 2 is added to this value.
The positive or negative target vehicle drive shaft torque is calculated by adding the correction amount calculated in.

The integral target vehicle drive shaft torque correction amount calculation means 2 calculates the amount of change in the correction amount so as to compensate for the target vehicle speed / actual vehicle speed deviation or the target acceleration / actual acceleration deviation. This is integrated to calculate an integral target vehicle drive shaft torque correction amount.

The target engine output calculating means 3 calculates the target engine output based on the target vehicle drive shaft torque calculated by the target driving force calculating means 1 and outputs it to the four engine output control means.

The continuously variable transmission target input speed calculation means 5 is
The target input drive speed of the continuously variable transmission is calculated based on the target vehicle drive shaft torque calculated by the target drive shaft torque calculation means 1, and is output to the continuously variable transmission target input speed control means 6.

The continuously variable transmission target input speed limiting means 6 is
The target input speed is limited so as not to exceed the upper and lower limit values of the target input speed set according to the operating conditions, and the target input speed is output to the continuously variable transmission gear ratio control means 7, while the target input speed is limited. Information on whether or not there is is output to the integral target vehicle drive shaft torque correction amount calculation means 2.

In the integral target vehicle drive shaft torque correction amount calculation means 2, the throttle opening and the fuel cut ON / OFF are set.
And whether or not the output that can be generated by the engine and the continuously variable transmission has reached the limit based on the information as to whether or not the target input rotational speed is limited by the continuously variable transmission target input rotational speed limiting means 6. If it has reached, the integral calculation in the integral target vehicle drive shaft torque correction amount calculation means 2 is stopped.

(First Embodiment) FIG. 2 is a block diagram of a first embodiment of a vehicle driving force control apparatus according to the present invention. First, the configuration will be described. The vehicle driving force control device according to the first embodiment, as shown in FIG. 2, includes a driving force control unit 10, a throttle opening detection sensor 24 for detecting a throttle opening, Vehicle speed detection sensor 25
, A continuously variable transmission input rotation speed detection sensor 23 for detecting the rotation speed of the input shaft 54 of the continuously variable transmission 50, a target vehicle speed signal sensor 21 for receiving a target vehicle speed signal, and a fuel cut ON /
The fuel cut ON / OFF signal sensor 22 receives an OFF signal.

The driving force control unit 10 includes various sensors 2
An input circuit 104 to which signals from 1, 22, 23, 24 and 25 are input, a random access memory (RAM) 101 for storing various programs and data, a read only memory (ROM) 103, and various arithmetic processes. It is composed of a central processing unit (CPU) 102 for performing the above and an output circuit 105 for outputting various signals. Incidentally, reference numeral 106 in the figure is a bus.

The throttle control actuator 31 receives a signal from the output circuit 105 and adjusts the throttle opening so that a target engine torque is obtained. The gear ratio control actuator 32 receives the signal from the output circuit 105 and adjusts the hydraulic pressure so that a target gear ratio is obtained.

Reference numeral 40 denotes an internal combustion engine (hereinafter referred to as engine)
Thus, the engine 40 is connected to the input shaft 54 of the continuously variable transmission 50, the final gear 60 is attached to the output shaft 55 of the continuously variable transmission 50, and the drive wheel 70 is attached to the output shaft 61 thereof. Has been.

The continuously variable transmission 50 includes a primary pulley 51 attached to the input shaft 54, a secondary pulley 52 attached to the output shaft 55, and both pulleys 5.
It is composed of a continuously variable transmission belt 53 wound around 1, 52. By the gear ratio control actuator 32, the effective radii of the two pulleys 51 and 52 can be relatively increased or decreased, and the gear ratio can be changed.

Next, the contents executed by the driving force control unit 10 in the first embodiment (target vehicle speed following control) will be described based on the flowcharts shown in FIGS. 6 and 7.

In step S101, the target vehicle speed follow-up control O
Read the N / OFF signal. If the target vehicle speed tracking control is ON, FLAG1 is set to 1, and if the target vehicle speed tracking control is OFF, FLAG1 is set to zero. In the first embodiment, the target vehicle speed tracking control ON / OFF is set by the driver.

In step S102, step S101
Determine whether FLAG1 set in step 1 is 1 or zero, and set FL
When AG1 is 1, that is, when the target vehicle speed tracking control is ON, the process proceeds to the next step S104, and when FLAG1 is zero, that is, when the target vehicle speed tracking control is OFF, the process proceeds to step S103 and zero is assigned to the variable DM1. Then exit this routine.

Next, in step S104, the traveling state is read. In step S105, the target drive shaft torque td_m is calculated based on the traveling state read in step S104.
Calculate ap (k). In the first embodiment, the target drive shaft torque td_map (k) is calculated based on the traveling resistance (rolling resistance + air resistance + gradient resistance) (corresponding to claim 7 ).

Here, k represents the time when the process is executed, the present is k, and the previous process is k-1.

In step S106, the vehicle speed detection sensor 2
The actual vehicle speed Vsp (k) which is the output of 5 and the target vehicle speed signal 21
The target vehicle speed tVsp (k) is read from. The target vehicle speed is
In the first embodiment, it is set to a desired value by the driver or is calculated so as to keep the inter-vehicle distance with the preceding vehicle at a predetermined value.

In step S107, the target vehicle speed tVsp
Then, the deviation of the actual vehicle speed Vsp is calculated, and the change deltaT (k) of the target drive shaft torque correction amount is calculated based on this deviation (corresponding to claim 8 ).

Next, in step S108, the throttle opening signal which is the output of the throttle opening detection sensor 24,
Read the fuel cut ON / OFF signal 22. In step S109, the change amount delt (k) of the target drive shaft torque correction amount calculated in step S107 is calculated based on these pieces of information and whether or not the target input speed of the continuously variable transmission 50 exceeds the upper and lower limit control. Stop and decide if you want zero.

In the first embodiment, the upper and lower limits of the target input speed of the continuously variable transmission 50 will be described by focusing on the upper limit of the mechanical structure of the continuously variable transmission 50. Upper and lower limit limit of target input speed of continuously variable transmission 50 at oil temperature, upper and lower limit control during engine brake correction control, A
The upper and lower limits of the continuously variable transmission 50, such as the upper and lower limits control when the BS system is operating and the upper and lower limits control when the torque converter lockup is OFF, are set according to operating conditions.
Upper and lower limit values are selected according to changes in operating conditions.

In step S109, the continuously variable transmission 50
, The target input speed of the continuously variable transmission 50 exceeds the upper limit, the throttle opening is fully closed, and the fuel cut is ON. Is fully open, the change amount deltT of the target drive shaft torque correction amount calculated in step S108
(K) is set to zero and a limit is imposed on the amount of change in the target drive shaft torque correction amount (corresponding to claims 1, 5 , 10, and 11 ). In other cases, the change amount de of the target drive shaft torque correction amount is de
Output without making ltT (k) zero.

That is, in order to maintain the target vehicle speed (for example, when the target vehicle speed following control targets a low vehicle speed on a downhill), the target vehicle speed following control of the continuously variable transmission 50 exceeds the upper limit, and When the throttle opening is fully closed and the fuel cut is turned on, the drive shaft torque that can be generated by the engine and the continuously variable transmission is the limit. Therefore, the target drive shaft torque should be no more than this target drive shaft torque correction amount. Change deltaT
Even if the correction is made in (k), it is not reflected in the realization of the target drive shaft torque.
(K) is set to zero (corresponding to claims 1, 4 , 5 and 10).

Further, in this state, when the lower vehicle speed is set as the target vehicle speed, the drive shaft torque that can be generated by the engine and the continuously variable transmission is the limit, and therefore the change amount delt (k) of the target drive shaft torque correction amount is set. Keep limited to zero.

That is, since both the engine and the continuously variable transmission are at their limits in the direction of reducing the target drive shaft torque, the calculation of the change amount deltT of the target drive shaft torque correction amount in the direction of further reducing the target drive shaft torque is stopped. Then, the correction amount dtTd is maintained at zero, and the integration amount dtTd is continuously maintained while the integral calculation (step S110) in the integral target drive shaft torque correction amount dtTd is stopped (change amount of the target drive shaft torque correction amount). Although the case where deltaT (k) is set to zero has been described, it is sufficient if deltaT (k) ≧ 0, and in this case, it corresponds to claims 1, 2, and 4 ).

In order to maintain the target vehicle speed (for example, when targeting a high vehicle speed on a gentle uphill during the target vehicle speed follow-up control),
When the target input speed of the continuously variable transmission 50 exceeds the upper limit and the throttle opening is fully open, the drive shaft torque that can be generated by the engine and the continuously variable transmission is the limit.
Even if the target drive shaft torque is corrected by the change amount deltT (k) of the target drive shaft torque correction amount, it is not reflected in the realization of the target drive shaft torque. Therefore, the change amount deltT (k) of the target drive shaft torque correction amount is changed. Zero (claims 1, 3,
Equivalent to 5 , 11 ).

Further, when the target vehicle speed is set to a higher vehicle speed in this state, since the drive shaft torque that can be generated by the engine and the continuously variable transmission is the limit, the change amount delt (k) of the target drive shaft torque correction amount is calculated. Keep limited to zero.

That is, since both the engine and the continuously variable transmission are at their limits in the direction of increasing the target drive shaft torque, the calculation of the change amount deltT of the target drive shaft torque correction amount in the direction of further increasing the target drive shaft torque is stopped. Then, the correction amount dtTd is maintained at zero, and the integration amount dtTd is continuously maintained while the integral calculation (step S110) in the integral target drive shaft torque correction amount dtTd is stopped (change amount of the target drive shaft torque correction amount). Although the case of setting the delt (k) to zero has been described, it is sufficient if the delt (k) ≦ 0, and in this case, it corresponds to claims 1, 2 and 3.

Next, in step S110, the integrated target drive shaft torque correction amount dtTd (k) to be finally output is determined (corresponding to claim 8 ).

Here, dtTd (k) is the change amount deltT of the target drive shaft torque correction amount obtained in step S107 based on the previous calculated value dtTd (k-1) (stored in the variable DM1 in step S118). Since it is obtained by adding (k) (integral calculation), it is necessary to set the change amount delt (k) of the target drive shaft torque correction amount to zero in step S109. The integral calculation of the quantity dtTd (k) is stopped and held.

Next, in step S111, the target drive shaft torque tTd (k) to be finally output is determined. The target drive shaft torque tTd (k) is calculated as the integral target drive shaft torque correction amount dtTd (k) which is the output of step S110 and the target drive shaft torque td_m which is the output of step S105.
It is calculated by adding ap (k) (corresponding to claim 7 ).
Therefore, setting the change amount deltT (k) of the target drive shaft torque correction amount to zero in step S109 holds the target drive shaft torque tTd (k) (however, the target drive shaft torque tTd (k). ) May increase or decrease depending on the target drive shaft torque td_map (k)).

When the change amount delt (k) of the target drive shaft torque correction amount is output without being made zero in step S109, the integral target drive shaft torque correction amount dtTd is output.
(K) is the previous correction amount dtTd (k-1) (step S
Since it is obtained based on the variable DM1 stored in 118), the target drive shaft torque tTd (k) is also determined based on the previous value (corresponding to claims 12 and 13 ).

Based on the target drive shaft torque tTd (k) calculated in step S111, the continuously variable transmission target input speed is calculated in step S112. Here, a target input rotation speed pattern map of the continuously variable transmission having the value obtained by dividing the target drive shaft torque tTd (k) by the gear ratio of the final gear 60 and the vehicle speed Vsp read in step S106 as parameters is stored in advance. The target input rotational speed of the continuously variable transmission is calculated from this map (corresponding to claim 14 ).

Next, in step S113, when the calculated target input speed of the continuously variable transmission 50 exceeds the upper limit range, the upper limit value is truncated and the upper limit value is output. 6 ). In the case of the first embodiment,
The limitation of the target input speed of the continuously variable transmission 50 is focused only on the upper limit.

Then, in step S114, processing for transmission to the gear ratio control means of the continuously variable transmission is performed.

Next, in step S115, the actual gear ratio (input side rotation speed / output side rotation speed) of the continuously variable transmission 50 is detected. First, a value obtained by multiplying the output of the vehicle speed detection sensor 25 by the gear ratio of the final gear 60 by the tire circumference is calculated (corresponding to the output side rotation speed), and the value of the continuously variable transmission 50 is calculated using this value. The actual speed ratio is determined by dividing the output of the continuously variable transmission input speed detection sensor 23 that detects the speed of the input shaft 54.

Next, in step S116, the target engine torque is obtained. The target engine torque is step S1.
The target drive shaft torque tTd (k) calculated in 11 is divided by the gear ratio of the final gear 60, and the value is further divided by the actual gear ratio detected in step S115 (corresponding to claim 14 ).

In step S117, processing for transmitting this target engine torque to the throttle control means is performed.

The operation obtained by the above processing is shown in FIG.
9 and FIG. In FIG. 8, the target vehicle speed is V1.
This is the case when the target is low vehicle speed. The target drive shaft torque tTd is corrected and decreased so as to reach the target vehicle speed V1,
The target input speed of the continuously variable transmission is shifted toward the upper limit, and the throttle opening is controlled toward closing (corresponding to the processing of step S109 in FIG. 7).

Next, at time t1, the throttle opening is fully closed and the fuel cut is turned on, but the target input speed of the continuously variable transmission has not yet reached the upper limit. Correction is continued (corresponding to the processing of step S109 in FIG. 7).

Next, at time t2, the throttle opening is fully closed, the fuel cut is ON, the target input speed of the continuously variable transmission reaches the upper limit, and the engine and the continuously variable transmission generate. Since the possible drive shaft torque is the limit, the change amount deltT of the target drive shaft torque correction amount is set to zero, the integral calculation of the integral target drive shaft torque correction amount dtTd is stopped, the correction amount is held, and the target drive shaft torque tTd is set. It is held (corresponding to the process of step S109 in FIG. 7).

FIG. 9 shows a case where the target vehicle speed is V2 and a high vehicle speed is targeted. The target drive shaft torque tTd is corrected and rises to reach the target vehicle speed V2, the target input speed of the continuously variable transmission is shifted toward the upper limit, and the throttle opening is controlled toward open (FIG. 7). (Corresponding to the processing of step S109).

Next, at time t1, the target input speed of the continuously variable transmission reaches the upper limit, but since the throttle opening is not fully opened, the correction of the target drive shaft torque is continued (in the processing of step S109 in FIG. 7). Equivalent).

Next, at time t2, the throttle opening is fully opened, and the target input speed of the continuously variable transmission reaches the upper limit,
Since the drive shaft torque that can be generated by the engine and the continuously variable transmission is limited, the change amount deltT of the target drive shaft torque correction amount is set to zero and the integral calculation of the integral target drive shaft torque correction amount dtTd is stopped to maintain the correction amount. The target drive shaft torque t
Hold Td (corresponding to the process of step S109 of FIG. 7).

(Second Embodiment) The second embodiment is an embodiment in which engine braking is realized by correcting the integral target drive shaft torque. When traveling downhill,
The engine brake is realized by making the target drive shaft torque negative by integral correction, and a desired acceleration (deceleration in the case of the present embodiment, for example, about −0.06 G).
The target drive shaft torque is controlled so that If strong engine braking is required on a steep downhill and the throttle input is fully closed, fuel cut is on, and the target input speed of the continuously variable transmission reaches the upper limit, then the engine and continuously variable Since the drive shaft torque that can be generated by the transmission is limited, further negative correction of the target drive shaft torque will not be reflected in the engine brake. When the integral correction calculation is further continued, the correction value of the target drive shaft torque continues to be calculated, so it becomes an excessively negative value, and the calculated value of this excessive correction amount is limited to the limit value and output. .

In this state, when the running condition such as the downhill gradient changes and the correction value of the positive target drive shaft torque is required, the correction amount calculation value of the negative excessive target drive shaft torque is calculated. As a result, there is a time delay until the correction value returns to the correct value, which causes the driver to feel uncomfortable. Therefore, the integral calculation of the integral target drive shaft torque correction amount is stopped, the correction amount is held, and the target drive shaft torque is corrected.

FIG. 10 shows a block diagram of a second embodiment of the vehicle driving force control device according to the present invention. The difference from the first embodiment is that an accelerator operation amount detection sensor 26 for detecting an accelerator operation amount and an acceleration sensor 27 for detecting an acceleration are added.

Next, the contents executed by the driving force control unit 10 in the second embodiment will be described with reference to FIGS. 11 and 12.
It will be described based on the flowchart shown in FIG.

First, in step S201, engine brake control ON / OFF information is read. If the engine brake control is ON, 1 is assigned to FLAG2, and if the engine brake control is OFF, zero is assigned to FLAG2.

In step S202, step S201
The contents of FLAG2 determined in step 3 are judged. When FLAG2 is zero, the routine proceeds to step S203, where variable DM2 is set to zero and this routine is exited. On the other hand, when FLAG2 is 1, the process proceeds to step S204.

In step S204, the output signal APS (k) of the accelerator operation amount detection sensor 26 and the output signal Vsp (k) of the vehicle speed detection sensor 25 are read.

In step S205, the target drive shaft torque td_map2 is calculated from the target drive shaft torque pattern stored in advance using the accelerator operation amount and the vehicle speed as parameters.
Calculate (k) (corresponding to claim 7 ). Since the target drive shaft torque pattern stored in advance has the accelerator operation amount and the vehicle speed as parameters, the target drive shaft torque reflecting the driver's intention can be obtained.

However, the target drive shaft torque td_map2 (k) calculated from the target drive shaft torque pattern is not sufficient to obtain the desired engine brake, so in the second embodiment, the target drive shaft torque td_m.
ap2 (k) is an integral target drive shaft torque correction amount dtTd
The correction is performed by 2 (k) (step S212) to compensate for the shortage and obtain a desired engine brake. Integral target drive shaft torque correction amount dtTd
2 (k) is calculated by the integral calculation (step S211) based on the change amount deltT2 (k) of the correction amount, and the change amount deltT2 (k) of the correction amount is based on the deviation from the desired range value of the acceleration. Is calculated (step S20
8).

Here, k represents the time when the process is executed, the present is k, and the previous process is k-1.

In step S206, the acceleration output from the acceleration sensor 27 is read and stored in the variable α. In step S207, the acceleration α is within the desired range “α1 ≦ α
It is determined whether or not ≦ α2 ″. In the second embodiment, α1 and α2 are set in advance by obtaining the acceleration expected by the driver during traveling on a downhill through experiments or the like.

When it is determined in step S207 that the acceleration α is out of the desired range (NO in step S207), the process proceeds to step S208, and the value of the acceleration sensor 27 read in step S206 and the value previously stored in step S207. Based on the deviation from the set target acceleration α1 or α2, the change amount de of the target drive shaft torque correction amount de
ltT2 (k) is calculated (corresponding to claim 9 ).

When it is determined in step S207 that the acceleration α is within the desired range (YES in step S207), the process proceeds to step S209, and the change amount deltT2 (k) of the target drive shaft torque correction amount is determined. By substituting zero, the change amount delt2 (k) of the target drive shaft torque correction amount is not calculated when the acceleration α is within the desired range.

Next, in step S210, it is determined whether or not the change deltaT2 (k) in the target drive shaft torque correction amount is set to zero. The target input speed of the continuously variable transmission 50 exceeds the upper limit, the throttle opening is fully closed, and
When the fuel cut is ON, the calculation of the change amount delt2 (k) of the target drive shaft torque correction amount is stopped and set to zero.
In other cases, the change amount deltaT2 (k) of the target drive shaft torque correction amount is output without being set to zero (corresponding to claims 1, 4 , 5, and 10 ).

Next, in step S211, the integrated target drive shaft torque correction amount dtTd2 (k) to be finally output is determined (corresponding to claim 9 ). In step S211, d
tTd2 (k) is the calculated value dtTd2 (k-
1) (stored in the variable DM2 in step S219) is added (integrated) with the change amount delT2 (k) of the target drive shaft torque correction amount calculated in step S208 or S209, and thus is calculated in step S210 or Setting the deltT2 (k) to zero in step S209 stops the integral calculation of the integral target drive shaft torque correction amount dtTd2 (k) output in step S211, and holds the correction amount.

Further, the finally output target drive shaft torque tTd (k) is obtained in step S212, and the target drive shaft torque tTd (k) is the integrated target drive shaft torque correction amount dtTd2 which is the output of step S211. (K) and the target drive shaft torque td_map2 (k) calculated from the map in step S205 are added to determine (claim).
(Corresponding to step 7 ), and therefore step S210 or S20
Change in target drive axis torque correction amount at 9 deltT2
Setting (k) to zero holds the target drive shaft torque tTd (k) output in step S212 (however, the target drive shaft torque tTd (k) is the target drive shaft torque td_map2 (k). ) May increase or decrease depending on the value).

That is, when the engine braking is effective while keeping the acceleration within a desired range on a downhill,
When the target input speed of the continuously variable transmission 50 exceeds the upper limit, the throttle opening is fully closed, and the fuel cut is turned on, both the engine and the continuously variable transmission are at their limits. , Target drive shaft torque td_map2
(K) is the integral target drive shaft torque correction amount dtTd2
Even if the correction is made in (k), it is not reflected in the realization of the drive shaft torque.
Integral target drive shaft torque correction amount dt with (k) set to zero
The integral calculation of Td2 (k) is stopped and held, and the target drive shaft torque tTd (k) is held (however, the target drive shaft torque tTd (k) is the target drive shaft torque td_map2.
(It increases or decreases depending on the value of (k)) (claims 1, 4, 5,
Equivalent to 10. )

Change in target drive shaft torque correction amount delt
The case where T2 (k) is set to zero has been described.
It is sufficient if ltT2 (k) ≧ 0. In this case, the claim
It corresponds to 1 , 2, and 4 .

When the acceleration is within the desired range, the target drive shaft torque tTd (k) is held so that the current running state is held.

Since steps S213 to S218 are the same as steps S112 to S117 of the first embodiment shown in FIG. 7, their description will be omitted.

The operation obtained by the above processing is shown in FIG.
3 will be described. FIG. 13 is a diagram showing the action when the acceleration is out of the desired range. The upper and lower limits of the target input speed of the continuously variable transmission are limited by the upper limit 1 and the lower limit 1, respectively.
It is a time chart which makes a state where a throttle opening is fully closed and a fuel cut is turned on at time t0 as an initial state.

Change in target drive shaft torque correction amount delt
The target drive shaft torque tTd is corrected by the integrated target drive shaft torque correction amount dtTd2 calculated based on T2, and the target input rotation speed of the continuously variable transmission increases, reaching the upper limit 1 at time t1. At this time, the throttle opening is fully closed,
Moreover, since the fuel cut is ON, the change amount deltT2 of the target drive shaft torque correction amount is set to zero, the integral calculation of the integral target drive shaft torque correction amount dtTd2 is stopped, the correction amount is held, and the target drive shaft torque is set. tTd is held (corresponding to the process of step S210 in FIG. 12).

From time t1 to t2, the integral target drive shaft torque correction amount dtTd2 is held at the correction amount at time t1, so the target drive shaft torque tTd is also held, but the vehicle speed and the accelerator operation amount are increased. It is assumed that the target drive shaft torque td_map2 output from the map in which the target drive shaft torque is set in advance is not subject to restrictions such as holding and is continuously decreasing little by little. The calculated value of the target input rotation speed of (1) exceeds the upper limit 1 but is output while being limited to the upper limit 1, and the target drive shaft torque tTd is also close to the hold but gradually decreases.

Next, at time t2, when the traveling conditions such as the downhill slope change and the continuously variable transmission has a margin and the target input speed does not exceed the upper limit, the integral target drive shaft torque correction is performed. The amount dtTd2 is corrected in the positive direction with reference to the value held from time t1 to t2, and the target drive shaft torque tTd is also corrected in the positive direction. As a result, the desired target acceleration can be smoothly obtained with the minimum delay time (corresponding to the process of step S210 in FIG. 12).

[0119]

As described above in detail, according to the present invention, the engine output control means capable of changing the output of the engine independently of the accelerator operation of the driver and the continuous change of the gear ratio are provided. In a vehicle having a gear ratio control means capable of controlling the engine and the continuously variable transmission, a control device having means for realizing a positive or negative target drive shaft torque, in which the target input speed of the continuously variable transmission is When the upper limit is exceeded, the throttle opening is fully closed, and fuel cut is ON, or when the target input speed of the continuously variable transmission exceeds the upper limit and the throttle opening is fully open, The change amount of the target drive shaft torque correction amount is set to zero and the calculated value of the integral target drive shaft torque correction amount is held to keep the target vehicle drive shaft torque at the target vehicle drive shaft torque at this point, and the engine is continuously operated. Drive that can be generated by transmission When the torque is at the limit, an extra integral target drive shaft torque correction amount that is not reflected in the realization of the target drive shaft torque is not calculated, so that the desired target vehicle drive shaft torque can be obtained with the minimum delay time, and the driver The discomfort given to the person is alleviated.

Further, when the target input speed of the continuously variable transmission exceeds the upper limit, the throttle opening is fully closed, and the fuel cut is ON, the target vehicle drive shaft torque correction amount is limited to the target. From the state where the vehicle drive shaft torque is maintained,
Alternatively, the target input speed of the continuously variable transmission exceeds the upper limit,
In addition, when the throttle opening is fully open, the target vehicle drive shaft torque correction amount is limited to zero, and the target vehicle drive shaft torque correction amount is held, but the integral target vehicle drive shaft torque correction amount is released. Then, when the target drive shaft torque correction calculation is restarted, that is, the target vehicle drive shaft torque does not change due to a change in the driving environment (such as moving from an uphill to a level ground or from a downhill to a level ground). When the target input speed of the speed change gear moves within the upper limit or lower limit range, or when the throttle opening moves within the range between fully closed and fully open, or when the fuel cut off state is entered, The target vehicle drive shaft torque is calculated based on the held target vehicle drive shaft torque by calculating the correction amount based on the stored calculated value of the integral target vehicle drive shaft torque correction amount. , Smooth it is possible to obtain a desired target vehicle driving shaft torque, uncomfortable feeling to the driver is alleviated.

[Brief description of drawings]

FIG. 1 is a diagram showing an outline of a vehicle driving force control device according to the present invention.

FIG. 2 is a block diagram of a first embodiment of a driving force control device according to the present invention.

FIG. 3 is a diagram for explaining the operation of claims 2 and 3 of the present invention.

FIG. 4 is a diagram (1) for explaining the purpose of the present invention.

FIG. 5 is a diagram (2) explaining the object of the present invention.

FIG. 6 is a flowchart showing a processing procedure of the driving force control unit according to the first embodiment.

FIG. 7 is a flowchart showing a processing procedure of the driving force control unit according to the first embodiment.

FIG. 8 is a diagram showing an operation (when a low vehicle speed is targeted) of the first embodiment.

FIG. 9 is a diagram showing the operation of the first embodiment (when targeting a high vehicle speed).

FIG. 10 is a block diagram of a second embodiment of a driving force control device according to the present invention.

FIG. 11 is a flowchart showing a processing procedure of the driving force control unit according to the second embodiment.

FIG. 12 is a flowchart showing a processing procedure of a driving force control unit according to the second embodiment.

FIG. 13 is a diagram showing an operation of the second embodiment.

[Explanation of symbols]

1 Target drive shaft torque calculation means 2 Integral target drive shaft torque correction amount calculation means 3 Target engine output calculation means 4 Engine output control means 5 Continuously variable transmission target input speed calculation means 6 Continuously variable transmission target input speed limiter 7 Continuously variable transmission gear ratio control means 10 Driving force control unit 101 Random access memory (RAM) 102 Central processing unit (CPU) 103 Read-only memory (ROM) 104 Driving force control unit input circuit 105 Driving force control unit output circuit 106 bus 21 Target vehicle speed signal sensor 22 Fuel cut ON / OFF signal sensor 23 Continuously variable transmission input speed detection sensor 24 Throttle opening detection sensor 25 Vehicle speed detection sensor 26 Accelerator operation amount detection sensor 27 Accelerometer 31 Throttle control actuator 32 Gear ratio control actuator 40 engine 50 continuously variable transmission 51 primary pulley 52 Secondary pulley 53 Continuously variable transmission belt 54 continuously variable transmission input shaft 55 Continuously variable transmission output shaft 60 final gear 61 Final gear output shaft 70 drive wheels

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI // F16H 59:18 F16H 59:18 59:24 59:24 59:44 59:44 59:48 59:48 63:06 63 : 06 (56) Reference JP-A 1-115740 (JP, A) JP-A 59-32629 (JP, A) JP-A 59-32630 (JP, A) JP-A 63-11451 (JP, A) ) JP-A-60-249759 (JP, A) JP-A-3-227731 (JP, A) JP-A-5-162565 (JP, A) Actual development Sho-63-180431 (JP, U) (58) Field (Int.Cl. ⁷ , DB name) B60K 31/00 B60K 41/12 F02D 29/00 F02D 41/04 F02D 43/00 F16H 61/02

Claims (14)

(57) [Claims] 1. An engine output control means capable of changing an engine output independently of an accelerator operation of a driver, and a gear ratio control means capable of continuously changing a gear ratio, wherein A control device having means for realizing a positive or negative target drive shaft torque calculated by a means for controlling a gear transmission and calculating a target drive shaft torque, having an integral target drive shaft torque correction amount calculation means, when the drive shaft torque which can be generated by the engine and the continuously variable transmission has become the limit stops the integral operation in the integral manner target drive shaft torque correction amount calculating means, said integration goal drive shaft torque correction amount calculation Means is the machine
Seki and the limit of the drive shaft torque that can be generated by the continuously variable transmission
If it increases due to the influence of vehicle speed, etc.
Correction amount calculated by target drive shaft torque correction amount calculation means
The drive shaft torque limit due to influences such as vehicle speed.
If it decreases, the integral target drive shaft torque correction
A driving force control device for a vehicle, wherein the correction amount calculated by the amount calculation means is reduced . 2. The vehicle drive force control device according to claim 1 , wherein the integral target drive shaft torque correction amount calculation means is a limit range of drive shaft torque that can be generated by the engine and the continuously variable transmission. Is narrowed due to the influence of the vehicle speed or the like, the correction amount calculated by the integral target drive shaft torque correction amount calculation means is immediately limited to limit the drive shaft torque that can be generated by the engine and the continuously variable transmission. When the range becomes larger due to the influence of the vehicle speed or the like, the vehicle driving force is characterized in that the correction amount calculated by the integral target drive shaft torque correction amount calculating means is brought closer to the limit with a predetermined inclination. Control device. 3. The vehicle drive force control device according to claim 1 , wherein the integral target drive shaft torque correction amount calculation means is configured to increase the target drive shaft torque by the engine and the continuously variable transmission. When the drive shaft torque that can be generated is at a limit, the integral calculation in the direction in which the target drive shaft torque is increased in the integral target drive shaft torque correction amount calculation means is stopped. . 4. The vehicle drive force control device according to claim 1 , wherein the integral target drive shaft torque correction amount calculation means is configured to reduce the target drive shaft torque by the engine and the continuously variable transmission. When the drive shaft torque that can be generated reaches a limit, the integral drive force torque correction amount calculating means stops the integral calculation in the direction of decreasing the target drive shaft torque. . 5. A vehicular driving force control apparatus according to any one of claims 1 to 3, wherein the integral goals drive shaft torque correction amount calculating means, target calculated by means for calculating the target drive shaft torque Does the target input speed of the continuously variable transmission calculated based on the vehicle drive shaft torque exceed the upper and lower limit range set by means for limiting the target input speed of the continuously variable transmission? And a means for determining whether the output of the engine exceeds the upper and lower limit limits, and the target input speed of the continuously variable transmission exceeds the upper and lower limit limits. And a driving force control apparatus for a vehicle, which is means for stopping the integral calculation in the integral target drive shaft torque correction amount calculation means when the output of the engine exceeds the upper and lower limit range. 6. The vehicle driving force control device according to claim 5 , wherein the means for limiting the target input rotation speed of the continuously variable transmission is a target input of the continuously variable transmission according to a change in operating conditions. Means for setting a predetermined upper and lower limit for the rotational speed, and limiting the target input rotational speed of the continuously variable transmission to the upper limit when the target input rotational speed of the continuously variable transmission exceeds the upper limit. And a means for limiting the target input speed of the continuously variable transmission to the lower limit when the target input speed of the continuously variable transmission exceeds the lower limit. apparatus. 7. The vehicle drive force control device according to claim 1, wherein the means for calculating the target drive shaft torque calculates a target vehicle drive shaft torque according to a driving situation, and the integral target drive shaft torque is calculated. A driving force control device for a vehicle, which is a means for adding the correction amount calculated by the torque correction amount calculating means to the target vehicle drive shaft torque for calculation. 8. A vehicular driving force control apparatus according to any one of claims 1 to 4, wherein the integral goals drive shaft torque correction amount calculation means has a vehicle speed detection means, the deviation between the target vehicle speed and vehicle speed In order to compensate for the above, a change amount of the correction amount of the target vehicle drive shaft torque is provided, and an integral target vehicle drive shaft torque correction is performed by integrating the change amount of the correction amount of the target vehicle drive shaft torque. A driving force control device for a vehicle, which is means for calculating an amount. 9. The vehicular driving force control apparatus according to any one of claims 1 to 4, wherein the integral goals drive shaft torque correction amount calculation means has an accelerator operation amount detecting means, the acceleration detecting means, It has means for calculating a change amount of the correction amount of the target vehicle drive shaft torque so as to compensate for the target acceleration and the deviation of the acceleration, and integrates by integrating the change amount of the correction amount of the target vehicle drive shaft torque. A vehicle driving force control device, which is means for calculating a target target vehicle drive shaft torque correction amount. 10. A vehicular driving force control apparatus according to any one of claims 1 to 4 or 8, wherein the integration goal drive shaft torque correction amount calculating means includes a throttle opening detection means, the fuel cut ON · When the target input speed of the continuously variable transmission exceeds the upper limit, the throttle opening is fully closed, and the fuel cut determination is ON, the target vehicle has means for determining OFF. Means for setting the change amount of the drive shaft torque correction amount to zero, holding the integral target vehicle drive shaft torque correction amount, and holding the target vehicle drive shaft torque at the target vehicle drive shaft torque at this point. A driving force control device for a vehicle, wherein: In vehicular driving force control apparatus according to any one of claims 11] claims 1 to 4 or 7, wherein the integral goals drive shaft torque correction amount calculation means has a throttle opening detection means, the continuously variable When the target input rotation speed of the transmission exceeds the upper limit and the throttle opening is fully opened, the change amount of the target vehicle drive shaft torque correction amount is set to zero, and the integral target vehicle drive shaft torque correction is performed. A driving force control device for a vehicle, which is a means for holding the amount so that the target vehicle drive shaft torque is held at the target vehicle drive shaft torque at this time. 12. A vehicular driving force control apparatus according to any one of claims 1 to 4 or 8 or 9, wherein the integral goals drive shaft torque correction amount calculation means has a throttle opening detection means, fuel A means for determining whether to cut ON or OFF, the target input speed of the continuously variable transmission exceeds the upper limit, the throttle opening is fully closed, and the fuel cut determination is ON, From the state where the target drive shaft torque is held by holding the integral target vehicle drive shaft torque correction amount, the holding of the integral target vehicle drive shaft torque correction amount is released and the target drive shaft torque correction calculation is performed. When restarting, the correction amount is calculated based on the held integral target vehicle drive shaft torque correction amount, and the target vehicle drive shaft torque is calculated based on the value where the target vehicle drive shaft torque is held. Vehicular driving force control apparatus, characterized in that the means for so is. In vehicular driving force control apparatus according to any one of claims 13] claims 1 to 4 or 7 or 10, wherein the integral goals drive shaft torque correction amount calculation means has a throttle opening detection means, wherein When the target input speed of the continuously variable transmission exceeds the upper limit and the throttle opening is fully opened, the target drive shaft torque is held by holding the integral target vehicle drive shaft torque correction amount. From the state, when the holding of the integrated target vehicle drive shaft torque correction amount is released and the correction calculation of the target drive shaft torque is restarted, the correction amount is set based on the held integrated target vehicle drive shaft torque correction amount. A driving force control device for a vehicle, which is a means for calculating and calculating a target vehicle drive shaft torque on the basis of a value that holds the target vehicle drive shaft torque. 14. The vehicle drive force control device according to claim 1, wherein the means for realizing the target drive shaft torque is based on the target vehicle drive shaft torque calculated by the means for calculating the target drive shaft torque. A driving force control apparatus for a vehicle, comprising means for calculating a target input speed of the continuously variable transmission and means for calculating a target output of the engine.