JP2000179371A - Driving force control unit of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable engine horsepower to be generated with optimal fuel efficiency, by synthesizing the quotient in which the required battery horsepower is divided by the vehicle speed and the target horsepower, and setting both the target engine torque and the target input shaft speed of the automatic transmission based on the synthesized target driving force. SOLUTION: Output signals from sensors 21 through 25 which detect vehicle speed VSP, accelerator pressure APS, engine speed Ne, input shaft speed Ni, and state of charge SOC, respectively, are introduced to a driving force control controller 10, which first calculates the target driving force Fd. Next, the required battery horsepower Wb is calculated using a map based on the state of charge SOC. Then, the quotient from dividing Wb by VSP is calculated as the required driving force Fdm of the motor generator 1, 4, and difference of Wb from Fd is calculated as the required driving force Fde of the engine 2. The target engine speed Ne is then calculated based on the Fde and VSP, after which the corresponding required engine torque the is calculated.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle combining an internal combustion engine and a motor generator.
In particular, it relates to control of driving force.

[0002]

2. Description of the Related Art Conventionally, there has been known a hybrid vehicle in which an engine and a motor generator are combined to run by one or both driving forces in order to reduce exhaust emission.
There is one disclosed in Japanese Patent Publication No.

[0003] When the required horsepower of the battery (required output of the motor generator or the power required for charging) is increased by combining the engine and the motor generator, the engine horsepower is decreased, while the required horsepower of the battery is decreased. For example, the driving force is controlled so as to increase the engine horsepower.

[0004] In addition, the hybrid vehicles disclosed in Japanese Patent Application Laid-Open Nos. 9-46820 and 10-8670 also use the target driving force according to the driving state and the required horsepower of the battery in the same manner as described above. It controls the driving power of the motor generator and the engine.

[0005]

However, in the above-mentioned conventional vehicle driving force control device, the motor generator is operated in accordance with the required horsepower of the battery or the power required for charging. The engine horsepower with respect to the power is not always generated in the operating region where the fuel consumption rate of the engine is good, and the fuel efficiency of the hybrid vehicle may be reduced.

Accordingly, the present invention has been made in view of the above problems, and it is possible to generate an engine horsepower with optimum fuel consumption while driving a motor generator in accordance with a required horsepower of a battery, and realize a target driving force. The purpose is to do.

[0007]

According to a first aspect of the present invention, there is provided a motor generator connected to driving wheels or an engine for propelling a vehicle, starting an engine, or generating electric power, an automatic transmission connected to the engine, and an operating state. Alternatively, a target driving force setting means for calculating a target driving force according to a driving operation, and a target engine torque capable of achieving optimum fuel efficiency and a target input shaft rotation speed of the automatic transmission are controlled based on the target driving force and the vehicle speed. Driving power control means, a battery required horsepower setting means for calculating the work to be charged or discharged by the battery as a required horsepower based on the operating state or the state of the battery, and a motor generator based on the required horsepower of the battery Or, in a driving force control device for a vehicle, comprising: a motor generator control unit that controls generation of electric power, the driving force control unit includes: A quotient obtained by dividing the required horsepower of the battery by the vehicle speed, a target driving force synthesizing means for synthesizing the target driving force, and a target engine torque and a target input shaft speed of the automatic transmission based on the synthesized target driving force, respectively. Target value setting means for setting.

In a second aspect based on the first aspect, the target driving force combining means reduces the combined target driving force when discharging the battery or driving the motor generator. When charging of the battery or power generation of the motor generator is performed, the combined target driving force is increased.

[0009] In a third aspect of the present invention, the first or second aspect is provided.
In the invention, the target driving force and the vehicle speed are calculated based on an optimal fuel efficiency point sequence or an optimal fuel efficiency line, which is set in advance from the characteristics of the engine speed and the load and minimizes the fuel consumption rate. Set the target input shaft speed from.

In a fourth aspect based on the third aspect, the target value setting means is configured to determine the target input shaft speed based on a characteristic curve or map of the vehicle speed and the input shaft speed with respect to a predetermined driving force. Is calculated.

A fifth aspect of the present invention relates to the first to third aspects.
In the invention, the target driving force and the vehicle speed are calculated based on an optimal fuel efficiency point sequence or an optimal fuel efficiency line, which is set in advance from the characteristics of the engine speed and the load and minimizes the fuel consumption rate. Set the target engine torque from.

In a sixth aspect based on the fifth aspect, the target value setting means calculates a target engine torque based on a characteristic curve or map of a vehicle speed and an input shaft speed with respect to a predetermined driving force. I do.

A seventh invention is directed to the fourth or sixth embodiment.
In the present invention, the characteristic curve or map of the vehicle speed and the input shaft rotation speed with respect to the driving force is set in advance by an equal horsepower line obtained by converting an engine operating point on the optimal fuel consumption line into a horsepower converted into a drive shaft.

In an eighth aspect based on the first aspect, the target value setting means sets a target engine torque from a target speed ratio corresponding to a target input shaft speed and the combined target driving force. .

In a ninth aspect based on the first aspect, the target value setting means sets a target engine torque from an actual gear ratio corresponding to an actual input shaft speed and the combined target driving force. I do.

[0016]

Accordingly, the first aspect of the present invention is to provide a hybrid vehicle in which an automatic transmission is combined with an engine and a motor generator, to propell the vehicle by the driving force of either or one of the engine and the motor generator and to charge the battery. When power is required, power is generated by the driving force of the engine. For the driving force of such a vehicle, a target driving force according to the driving state and a required horsepower of the battery according to the state of the battery are respectively calculated, and a quotient obtained by dividing the required horsepower of the battery by the vehicle speed and a target driving force are combined. Then, by setting the target engine torque and the target input shaft speed of the automatic transmission respectively so as to optimize the fuel consumption based on the combined target driving force, the required target driving force is realized while the battery is charged. In addition to driving the motor generator in accordance with the required horsepower, it is possible to operate the engine with optimal fuel efficiency, improving the fuel efficiency performance of a hybrid vehicle that combines an engine and a motor generator with an automatic transmission. It becomes possible.

According to a second aspect of the present invention, the sign of the required horsepower of the battery changes in accordance with the charging or discharging of the battery, and the target driving force is increased or decreased in accordance with the change in the sign. The target driving force of the engine can be coordinated, and the target driving force can be easily set based on the sign of the required battery horsepower regardless of the number of motor generators.

[0018] In the third invention, the required target driving force is realized while obtaining the target input shaft rotation speed of the automatic transmission from the combined target driving force and vehicle speed based on the optimum fuel consumption line. In addition to driving the motor generator in accordance with the required horsepower of the battery, the engine can be operated with optimal fuel efficiency.

According to a fourth aspect of the present invention, when a target input shaft speed of the automatic transmission is determined from the combined target driving force and vehicle speed, the vehicle speed and the input shaft speed with respect to the driving force set in advance based on the optimal fuel consumption line. By calculating based on the characteristic curve or the map of the rotational speed, it is possible to easily and quickly obtain the target input shaft rotational speed at which the fuel efficiency is optimal.

According to a fifth aspect of the present invention, the target engine torque is obtained from the combined target driving force and vehicle speed based on the optimum fuel consumption line, thereby achieving the required target driving force and adjusting to the required horsepower of the battery. In addition to driving the motor generator, the engine can be operated with optimal fuel efficiency.

According to a sixth aspect of the present invention, when the target engine torque is obtained from the combined target driving force and vehicle speed, a characteristic curve of the vehicle speed and the input shaft speed with respect to the driving force set in advance based on the optimal fuel consumption line or By calculating based on the map, it is possible to easily and quickly obtain the target engine torque at which the fuel efficiency is optimal.

In a seventh aspect of the present invention, a characteristic curve or a map of the vehicle speed and the input shaft speed with respect to the driving force is converted into a driving shaft-converted horsepower line as a parameter on the optimal fuel consumption line, It is possible to easily and quickly obtain the operating point of the engine that provides the optimum fuel efficiency.

According to an eighth aspect of the present invention, the operation of the control device is simplified by setting the target engine torque from the combined target driving force based on the target speed ratio corresponding to the target input shaft speed. The load can be reduced.

According to a ninth aspect of the present invention, a delay in a shift is provided to an automatic transmission by setting a target engine torque from an actual transmission ratio corresponding to an actual input shaft speed of the automatic transmission and a target driving force synthesized. Occurs, the target engine torque is also increased or decreased so as to compensate for the delay, so that the shift delay can be compensated at the same time, and the accuracy of the shift control can be improved.

[0025]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 shows an example of a hybrid vehicle to which the present invention can be applied, in which the vehicle travels by using one or both of an engine and a motor generator.

The power train of the vehicle shown in FIG. 1 includes a motor generator (M / G in the figure) 1, an engine 2, a clutch 3, a motor generator 4, and a continuously variable transmission 5 (CV in the figure).
T), a differential device 6 and drive wheels 7. The output shaft of the motor generator 1, the output shaft of the engine 2, and the input shaft of the clutch 3 are connected to each other, and the output shaft of the clutch 3, the output shaft of the motor generator 4, and the input shaft of the continuously variable transmission 5 are connected to each other. Are linked.

When the clutch 3 is engaged, at least one of the engine 2 and the motor generator 4 serves as a propulsion source of the vehicle. When the clutch 3 is released, the motor generator 4
Only the vehicle is the propulsion source. The driving force of the engine 2 or the motor generator 4 is controlled by the continuously variable transmission 5 and the differential device 6.
Is transmitted to the drive wheels 7 via the.

Here, the clutch 3 is composed of, for example, an electromagnetic powder clutch, and can be set to an arbitrary clutch capacity from the released state to the engaged state. While transmitting torque while slipping, at the time of fastening (maximum capacity),
The input shaft and the output shaft are connected to transmit torque.

The continuously variable transmission 5 of a V-belt type or a toroidal type is operated by a hydraulic pressure supplied from a hydraulic control device (not shown).

The motor generator 1 is mainly used for starting the engine 2 and generating electric power.
Is mainly used for vehicle propulsion and energy regeneration.

Of course, when the clutch 3 is engaged, the motor generator 1 can be used for propulsion and regeneration of the vehicle, and the motor generator 4 can be used for starting the engine 2 and generating power. The motor generators 1, 4
Are constituted by AC machines, and each is connected to the battery 8 via the inverter 9.

The power train is a driving force control controller 10 mainly composed of a microcomputer.
Is controlled based on the target driving force Fd obtained according to the driving state, and the engine 2 is controlled by the engine control controller 11.
The continuously variable transmission 5 is controlled by a shift control controller 12, and the motor generators 1 and 4 are controlled by a motor generator controller 13 via an inverter 9.

As shown in FIG. 2, the driving force controller 16 controls the vehicle speed VSP from the vehicle speed sensor 21, the accelerator depression amount APS from the accelerator opening sensor 22, the engine speed Ne from the engine speed sensor 23, and the CV.
The input shaft speed Ni from the T input shaft speed sensor 24 and the state of charge (SOC) of the battery 8 from the battery charge state sensor 25 are input.

Then, the driving force controller 16
The operating state is determined based on the signals from these sensors,
As shown in FIG. 2, the target driving force generation unit 101 calculates a target driving force Fd according to the driving state of the vehicle, and the required battery power generation unit 102 calculates the target driving force Fd based on the driving state and the state of charge SOC of the battery 8. The required horsepower Wb of the battery 8 (required output of the motor generator or power required for charging) is calculated.

Next, the driving force synthesizing unit 103 synthesizes the target driving force Fd and the required horsepower Wb of the battery 8 as shown in FIG. 2 and FIG. 4 and the required driving force Fde of the engine 2 (the target driving force of the engine).
The required driving force Fdm is input to the motor generator controller 12 to drive, generate, or regenerate the motor generators 1, 4.

On the other hand, the required driving force Fde of the engine 2 is inputted to the driving force control unit 104, and the required engine torque tTe (target engine torque) and the required input shaft speed tNi ( = Target engine speed Ne indicates target input shaft speed of continuously variable transmission 5)
Is calculated by the required engine torque calculation unit and the required input shaft rotation speed calculation unit. The required engine torque tTe is transmitted to the engine controller 11 by the required input shaft rotation speed tN.
i is input to the shift control controller 12, respectively.
The engine control controller 11 realizes the required engine torque tTe irrespective of the accelerator pedal depression amount APS by driving an electronic control throttle (not shown) of the engine 2, fuel injection control, and ignition timing control. A speed change mechanism (not shown) is controlled so as to achieve a speed change ratio corresponding to the shaft rotation speed tNi.

Here, the driving force controller 10
An example of the driving force control performed in step (1) will be described in detail below with reference to the flowchart in FIG. Note that the flowchart of FIG. 4 is executed every predetermined time.

First, in step S1, information such as the accelerator depression amount APS, the engine speed Ne, the input shaft speed Ni, and the state of charge SOC are read from the various sensors shown in FIG. 2 above. Driving force Fd
Is calculated.

The calculation of the target driving force Fd is performed, for example, by calculating the vehicle speed V
Based on the SP and the accelerator depression amount APS, a calculation is performed based on a preset map f1, as shown in FIG.

Next, in step S3, based on the state of charge SOC of the battery 8, an output that can be discharged by the battery 8 or an input required for charging is calculated from a preset map (not shown) using a battery required horsepower. Calculate Wb. In addition,
The required battery horsepower Wb may be calculated in consideration of the temperature and the operating state of the battery 8.

Then, in step S4, step S3
Fdm = Wb / VSP (1) The required driving force Fdm of the motor generators 1 and 4 is calculated by dividing the battery required horsepower Wb obtained in the above by the vehicle speed VSP.

Next, in step S5, the above step S
The required driving force Fde of the engine 2 is calculated by subtracting the required battery power Wb from the target driving force Fd obtained in step 2.

In step S6, based on the required driving force Fde of the engine 2 obtained in step S5 and the vehicle speed VSP, as shown in FIG. The input shaft speed tNi, that is, the target engine speed Ne is calculated.

Further, in step S7, as shown in FIG. 7, in the map of the engine torque Te and the engine speed Ne (= required input shaft speed tNi) corresponding to the equal fuel consumption line, an optimum fuel consumption line (preset) is set in advance. On the line connecting the points with the lowest fuel consumption rate on the iso-horsepower line), the step S6
Is calculated as the required engine torque tTe corresponding to the engine speed Ne obtained in the step (1).

Here, if the transmission loss of the driving system is ignored,
The relationship between the vehicle speed VSP and the driving force Fd is as shown in FIG.
Among the operating ranges of the engine 2 which can be expressed by the equal horsepower line (axle horsepower) and which can realize the axle horsepower corresponding to each equal horsepower line, the one with the optimum fuel economy (minimum fuel economy) is the optimum fuel economy shown in FIG. Since there is one point corresponding to this axle horsepower on the isohorse power line intersecting the line, the relationship between the engine torque Te and the engine speed Ne uniquely corresponds to each other. From the vehicle speed VSP and the optimal fuel consumption line, the required input shaft speed tNi and the required engine torque tT
e can be easily obtained.

The map of the vehicle speed VSP corresponding to the driving force Fd and the required input shaft speed tNi (= engine speed Ne) shown in FIG. 6 is the same as the vehicle speed VSP corresponding to the axle horsepower shown in FIG. The map of the driving force Fd is converted into a relationship between the vehicle speed VSP on the equal driving force line and the required input shaft rotation speed tNi.

Here, the relative relationship between the optimal fuel consumption line, the equal horsepower line, the equal driving force line, the driving force Fd, the vehicle speed VSP, and the engine speed Ne (required input shaft speed tNi) is as shown in FIG. .

In FIG. 9, the vehicle speed VSP = VSP
When the target driving force Fde is given at the time of 1, the point becomes α on the plane (map) of the vehicle speed VSP-driving force Fd in the figure, and the required axle horsepower is an equal horsepower line passing through this point α. .

The most fuel-efficient operating point of the engine 2 that realizes the state of the point α is the point at which the equal horsepower line passing through the point α intersects with the optimum fuel efficiency line on the map of the engine speed Ne and the engine torque Te. This point a is the only point where the isohorse power line and the optimal fuel consumption line intersect. From this point a, the target engine speed Ne1 and the engine torque Te1 are obtained. By controlling the continuously variable transmission 5, the target driving force Fde can be realized with optimum fuel efficiency in the current operating state.

The relationship between the vehicle speed VSP and the driving force Fd is expressed on the plane of the vehicle speed VSP and the engine speed Ne in FIG.
It can be expressed as a map using the equal driving force line as a parameter, and this plane is a map of the vehicle speed VSP and the required input shaft rotation speed tNi shown in FIG.
The point a is a point a 'on the plane of the vehicle speed VSP-the engine speed Ne, and the target engine speed Ne, that is, the required input shaft speed tNi is obtained from the target driving force Fde and the vehicle speed VSP. be able to.

Here, a method of obtaining the map of the vehicle speed VSP and the required input shaft speed tNi shown in FIG. 6 will be described in detail.

The operating conditions under which the fuel efficiency is optimal for each engine horsepower are determined by the optimal fuel efficiency as a row of points at which the fuel efficiency is minimized from the iso-fuel efficiency line of the engine speed Ne-engine torque Te map shown in FIG. The fuel economy line can be obtained.

Next, the vehicle speed VSP-driving force F shown in FIG.
On the map of d, the operating point of the engine 2 with the optimum fuel efficiency that realizes the axle horsepower corresponding to the equal horsepower line for each engine horsepower is one point on the optimum fuel efficiency line shown in FIG.

This is because the relationship among the driving force Fd, the vehicle speed VSP, the engine speed Ne, and the engine torque Te is as follows: Fd × VSP = Te × Ne (2) if the transmission loss of the powertrain system is ignored. Is expressed.

In the equation (2), the right side represents the engine horsepower, and the point at which the fuel efficiency is optimum is one point on the optimum fuel efficiency line.

Therefore, the equal horsepower line shown in the map of FIG. 8 is an optimum engine speed line for equal fuel consumption. Thus, as shown in FIG. 6, when a change in the fuel consumption optimum engine rotation for each vehicle speed VSP is obtained for an arbitrary driving force Fd, the target driving force Fde is determined based on the target driving force Fde of the engine 2 and the vehicle speed VSP. The characteristic for obtaining the engine speed Ne, that is, the required input shaft speed tNi for realizing the above is obtained as shown in FIG.

When the motor generators 1 and 4 are added to such driving force control, the number of rotations of the motor generators 1 and 4 is Nm, and the torque of the motor generators 1 and 4 is Tm.
Then, if the transmission loss of the power train system is neglected, from the law of conservation of energy, Fd × VSP = Te × Ne + Tm × Nm (3) Thus, Te × Ne = (Fd−Tm × Nm / VSP) × VSP (4)

Accordingly, the target driving force obtained by subtracting the quotient obtained by dividing the required battery power Wb from the battery 8 by the vehicle speed VSP from the target driving force Fd, that is, the engine 2
The target driving force Fde is given to the above-described driving force control, and the required horsepower W
If the motor generator controller 13 controls the motor generators 1 and 4 so as to realize the target b, the target driving force Fd is set to the engine speed Ne at which the fuel efficiency of the engine 2 is optimal, and the required horsepower of the battery 8 is set. Wb
The motor generators 1 and 4 operate to satisfy the condition, and the battery 8 is charged and discharged.

When the battery 8 is requesting charging, the required driving force to the engine 2 increases, and when the battery 8 requests discharging, the combined target driving force is required. As the driving force decreases,
The sign may be adjusted. For example, when the battery 8 is requesting charging, the sign of the battery required horsepower Wb is made negative,
When the battery 8 is requesting discharge, the sign of the required battery horsepower Wb is set to be positive.

From the map shown in FIG. 6, the required input shaft rotational speed tNi is obtained from the target driving force Fde of the engine 2 obtained based on the target driving force Fd and the required battery horsepower Wb in FIG.
By obtaining the required engine torque tTe from the map and controlling the torque Te of the engine 2 and the gear ratio of the continuously variable transmission 5, the target driving force Fd and the required horsepower Wb of the battery 8 according to the driving state are realized. Thus, the engine 2 can be operated so that the fuel efficiency is optimized, and the fuel efficiency of the hybrid vehicle can be improved.

FIG. 10 shows a second embodiment, in which the first
The configuration of the driving force control unit 104 of the embodiment is changed, and the other components are the same as those of the first embodiment.

The driving force control unit 104 calculates the required input shaft speed tNi in the same manner as in the first embodiment.
The required input shaft rotation speed tNi corresponding to the vehicle speed VSP and the target driving force Fde is calculated from the map, while the calculation of the required engine torque tTe is performed based on the target gear ratio based on the required input shaft rotation speed tNi. is there.

Assuming that the target gear ratio is tRTO, the vehicle speed VS
Assuming that P is a value corresponding to the output shaft rotation speed of the continuously variable transmission 5, tRTO = tNi / VSP (5) The required engine torque tTe for achieving the target gear ratio RTO can be obtained by a simple calculation as tTe = Fde / tRTO (6), and the calculation load of the driving force control controller 10 is reduced,
Control contents can be simplified.

FIG. 11 shows a third embodiment.
The configuration of the driving force control unit 104 of the embodiment is changed, and the other components are the same as those of the second embodiment.

The driving force control unit 104 calculates the required input shaft speed tNi in the same manner as in the first embodiment.
The required input shaft rotation speed tNi corresponding to the vehicle speed VSP and the target driving force Fde is calculated from the map of FIG.
It is determined based on O.

The current actual gear ratio rRTO is obtained by changing the input shaft speed Ni to the vehicle speed V which is a value corresponding to the output shaft speed of the continuously variable transmission 5.
The quotient divided by SP can be calculated from rRTO = VSP / Ni.

The required engine torque tTe is a quotient obtained by dividing the target driving force Fde of the engine 2 by the actual gear ratio rRTO. In addition to simplifying the calculation contents, the required engine torque tTe is calculated as follows. Gear ratio rRT
O, the required engine torque tTe is increased or decreased so as to compensate for the delay in the case of a shift delay in the continuously variable transmission 5. Therefore, the shift delay of the continuously variable transmission 5 can be compensated at the same time. As a result, the accuracy of the shift control can be improved. However, during the period in which the shift is delayed, the required engine torque tTe is set according to the shift delay.
Engine 2 deviates from the optimal fuel efficiency line by the
Operating conditions cannot achieve optimal fuel economy.

In the above-described embodiment, an example in which there are two motor generators has been described. However, regardless of the number of motor generators, the sum of the required driving power of each motor generator is the required battery power Wb, and FIG. As shown in the figure, when the motor generator includes n motor generators and the motor generator control controllers 13a to 13n, the required driving forces Fdm1 to Fd
The sum of mn becomes the required battery horsepower Wb, and can be controlled in the same manner as described above.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a hybrid vehicle showing one embodiment of the present invention.

FIG. 2 is a schematic configuration diagram of a controller.

FIG. 3 is a conceptual diagram of driving force control.

FIG. 4 is a flowchart illustrating an example of driving force control.

FIG. 5 is a map showing a relationship between a vehicle speed VSP and a driving force Fd using an accelerator pedal depression amount APS as a parameter.

FIG. 6 is a map showing a relationship between a vehicle speed VSP using a driving force Fd as a parameter and a required input shaft rotation speed tNi.

FIG. 7 is a map of an engine speed Ne and an engine torque Te showing a relationship between an optimal fuel consumption line and an equal horsepower line.

FIG. 8 is a map showing a relationship between a vehicle speed VSP and an axle horsepower according to a driving force Fd.

FIG. 9 is a conceptual diagram of a map showing a relationship between an equal horsepower line according to a vehicle speed VSP and a driving force Fd, an optimum fuel consumption line, and an engine torque Te and an engine speed Ne.

FIG. 10 shows a second embodiment, and is a conceptual diagram of driving force control.

FIG. 11 shows the third embodiment and is a conceptual diagram of driving force control.

FIG. 12 is a conceptual diagram of driving force control according to another embodiment.

[Explanation of symbols]

 1, 4 Motor generator 2 Engine 5 Continuously variable transmission 8 Battery 9 Inverter 10 Driving force controller

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification code FI Theme coat ゛ (Reference) F02D 29/00 B60K 9/00 Z 45/00 364 (72) Inventor Yuki Nakajima Yuki Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa No. 2 Inside Nissan Motor Co., Ltd. 72) Inventor Tomoya Kimura 2 Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa F-term (reference) 3D041 AA26 AB01 AC01 AC15 AC20 AD02 AD07 AD10 AD22 AD31 AD37 AD50 AD51 AE02 AE03 AE36 AF00 3G084 AA00 BA01 BA02 CA08 DA02 EC03 FA00 FA05 FA06 FA18 FA32 FA33 3G093 AA06 AA07 BA19 CA05 CB08 DA00 DA01 DA06 DB00 DB05 DB11 EA02 EA03 EB03 EB08 FA10 FA12 FB00 FB01 5H115 PA12 PG04 PI16 PI24 PU08 PU22 PU24 PU25 PU29 PV09 QN02 QN15 RB08 RE03 RE13 SE04 SE05 SE08 SJ12 TE02 TI01 TO21

Claims (9)

[Claims] 1. A motor generator connected to driving wheels or an engine for propulsion of a vehicle, starting or generating power of an engine, an automatic transmission connected to the engine, and a target driving force according to a driving state or driving operation. A target driving force setting means for calculating; a driving force control means for controlling a target engine torque capable of achieving optimum fuel efficiency and a target input shaft rotation speed of the automatic transmission based on the target driving force and the vehicle speed; Battery required horsepower setting means for calculating the work to be charged or discharged by the battery as the required horsepower based on the state of the battery, and motor generator control means for controlling the motor generator to drive or generate electric power based on the required horsepower of the battery The driving force control device for a vehicle, comprising: And a target driving force synthesizing means for synthesizing the target driving force, and a target value setting means for setting a target engine torque and a target input shaft speed of the automatic transmission based on the synthesized target driving force. And a driving force control device for a vehicle. 2. The target driving force synthesizing means reduces the synthesized target driving force when discharging the battery or driving the motor generator, while reducing the synthesized target driving force when charging the battery or generating power by the motor generator. Increasing the combined target driving force.
A driving force control device for a vehicle according to claim 1. 3. The target driving force, based on an optimum fuel efficiency point sequence or an optimum fuel efficiency line, which is set in advance from the characteristics of the engine speed and load and minimizes the fuel consumption rate, and is combined with the target driving force. 3. The driving force control device for a vehicle according to claim 1, wherein the target input shaft rotation speed is set based on the vehicle speed. 4. The apparatus according to claim 3, wherein said target value setting means calculates a target input shaft speed based on a characteristic curve or a map of a vehicle speed and an input shaft speed with respect to a predetermined driving force. Vehicle driving force control device. 5. The target value setting means according to claim 1, wherein said target driving force is based on an optimum fuel efficiency point sequence or an optimum fuel efficiency line which is preset from an engine speed and a load characteristic and minimizes a fuel consumption rate. The driving force control device for a vehicle according to any one of claims 1 to 3, wherein the target engine torque is set based on the vehicle speed. 6. The vehicle according to claim 5, wherein the target value setting means calculates a target engine torque based on a characteristic curve or a map of a vehicle speed and an input shaft speed with respect to a predetermined driving force. Driving force control device. 7. The characteristic curve or map of the vehicle speed and the input shaft rotation speed with respect to the driving force indicates that the engine operating point on the optimal fuel consumption line is set in advance by an iso-horsepower line converted into a driving shaft-converted horsepower. The driving force control device for a vehicle according to claim 4 or 6, wherein 8. The system according to claim 1, wherein said target value setting means sets a target engine torque based on a target gear ratio corresponding to a target input shaft speed and said combined target driving force.
A driving force control device for a vehicle according to claim 1. 9. The system according to claim 1, wherein said target value setting means sets a target engine torque from an actual gear ratio corresponding to an actual input shaft speed and said combined target driving force.
A driving force control device for a vehicle according to claim 1.