JP4876911B2 - Vehicle driving force control device - Google Patents

Description

  The present invention relates to a driving force control apparatus for a vehicle.

As a conventional driving force control device, the driver's acceleration expectation is detected by an increase in engine rotation (or an increase in prime mover load), and the target driving force is corrected to increase. One that obtains overtaking acceleration is known (for example, see Patent Document 1).
JP 2003-31318 A

  Originally, the motor rotation (or power) is a result of generating a desired driving force, and the rotational speed and power are further increased by increasing and correcting the driving force. However, in the above prior art, since the driving force is increased and corrected in accordance with the increase in the rotational speed of the prime mover such as the engine or the power factor of the prime mover, when the driving force is increased, the increased rotational speed (or work speed) is increased. It is difficult to say that the original purpose of realizing the driving force intended by the driver can be essentially achieved as a result.

  The present invention has been made paying attention to the above-mentioned problems, and the object of the present invention is to accelerate the driver by producing an effective feeling of elongation (a feeling of sustained acceleration) by increasing the target driving force. An object of the present invention is to provide a vehicle driving force control device capable of achieving acceleration that meets expectations.

In order to achieve the above object, in the vehicle driving force control apparatus of the present invention,
Vehicle driving force control having target driving force setting means for setting a target driving force of the vehicle according to the driving force demand of the driver, and controlling a prime mover that drives the driving wheels of the vehicle according to the set target driving force In the device
Acceleration intention detection means for detecting the driver's acceleration intention;
An acceleration target driving force setting means for setting a target driving force during acceleration when a driver's acceleration intention is detected;
An increasing rate setting means for setting an increasing rate of the driving force based on at least one of the vehicle speed and the accelerator opening;
Bother the driver acceleration intent of is detected, the acceleration target driving force and the deviation of the target driving force, on the basis of said rate of increase, before Symbol goals driving force driving force increase correcting means for correcting to increase the When,
It is characterized by providing.

In the vehicle driving force control device according to the present invention, the optimal driving force directly required from the driver's accelerator operation is detected to generate the target driving force. When the driver's acceleration intention is detected, the acceleration target Produces an effective sense of growth (a sense of sustained acceleration) because the target driving force is corrected based on the deviation between the driving force and the target driving force and the rate of increase based on at least one of the accelerator opening and the vehicle speed. And acceleration that meets the driver's acceleration expectations.

  Hereinafter, the best mode for realizing a driving force control apparatus for a vehicle according to the present invention will be described based on each embodiment shown in the drawings.

First, the configuration will be described.
FIG. 1 is a control block diagram illustrating a vehicle driving force control device according to a first embodiment. The driving force control device according to the first embodiment is applied to an engine-driven vehicle having a prime mover as an engine.

  As shown in FIG. 1, the driving force control apparatus for a vehicle according to the first embodiment includes a driving force command calculation unit 1 shown in FIG. 1 (a) and an engine operating point control unit (motor operating point shown in FIG. 1 (b)). Control means) 2.

  The driving force command calculating unit 1 calculates a target driving force (target driving force after increase correction) by referring to the driving force command map to the accelerator opening and the vehicle speed at that time, and the driving force command map (target driving force setting) Means) 1a and a driving force command map (acceleration target driving force setting means) 1b. The two driving force command maps 1a and 1b are maps for setting a driving force command (target driving force) based on the accelerator opening (accelerator operation amount) and the vehicle speed, and the target driving force is the accelerator opening. Is set to increase as the vehicle speed increases and the vehicle speed decreases. The driving force command map 1b is set to instruct a larger driving force command when the vehicle speed and the accelerator opening are the same as the driving force command map 1a.

  In addition to the two driving force command maps 1a and 1b, the driving force command calculation unit 1 includes a differentiator 1c, a changeover switch (acceleration intention detection means) 1d, a delay time setting unit 1e, and a driving force correction addition unit. (Increase rate setting means) 1f and an adder (driving force increase correction means) 1g are provided.

The differentiator 1c calculates a driving force difference that is a difference between the driving force command set in the driving force command map 1a and the driving force command set in the driving force command map 1b.
The changeover switch 1d inputs zero to the delay time setting unit 1e when the driver's acceleration request (determined from the accelerator opening, the accelerator opening change amount, etc.) is small, and the delay time when the acceleration request is large. A driving force difference which is a difference between the two maps 1a and 1b is input to the setting unit 1e.
The delay time setting unit 1e delays the timing by a predetermined time (for example, 1.5 seconds) immediately after the driver depresses the accelerator pedal and outputs the input.

The driving force correction addition unit 1f multiplies the driving force difference by the increase rate (increase rate) set in the driving force correction addition rate map 1h to set the driving force addition amount.
In the driving force correction addition rate map 1h, the increase rate is set to be higher as the accelerator opening is higher and the vehicle speed is lower so that an optimum acceleration can be obtained according to the traveling state of the vehicle. .
The adder 1g adds the driving force command calculated by the driving force command map 1a and the driving force addition amount set by the driving force correction adding unit 1f, and uses the engine operating point control unit as an increased corrected target driving force. Output to 2.

  The engine operating point control unit 2 obtains the engine power (required power) necessary for generating the target driving force from the driving force × the vehicle speed, and controls the engine rotation so that the engine operating point generates the required power optimally. The required power calculation unit 2a, the optimum fuel efficiency engine rotation setting unit 2b, and the increase rate limiting unit 2c are provided.

The required power calculation unit 2a multiplies the target driving force after the increase correction by the vehicle speed, and calculates the required power for obtaining the target driving force after the increase correction.
The optimum fuel consumption engine speed setting unit 2b is configured to realize the calculated required power at the engine operating point at which the optimum fuel consumption is obtained (optimum fuel consumption) based on the fuel efficiency characteristic map corresponding to the engine power and the engine speed. Set the motor speed).

Rise rate limiting portion 2c is the engine rotational speed, while limiting a rate limit guard (target rotational speed increases the upper limit rate) and rate limit guard (target speed increases lower rate), the optimum fuel efficiency engine speed to the actual engine speed The target engine speed for approaching the number is calculated. Here, the rate upper limit guard is switched to one of three levels (rapid rate, normal rate, and suppression rate) shown in FIG. 2 by the operation of the changeover switches 2d and 2e that operate according to the acceleration.

  In FIG. 2, each rate is set to be larger as the deviation between the target engine revolution speed (optimum fuel consumption engine revolution speed) and the current actual engine revolution speed is larger. Is set so that the rapid rate> the suppression rate (normal rate). The suppression rate is set to be smaller than the normal rate only when the deviation is small.

  Here, when the deviation between the optimum fuel economy engine speed and the actual engine speed is small, the normal rate or the suppression rate is adopted according to the acceleration without using the rapid rate. Even if the acceleration is large, if the engine speed reaches the optimal fuel efficiency engine speed x a predetermined target rotation achievement rate k (0 <k <1), the rate upper limit guard is set according to the acceleration. Switch to normal rate or suppressed rate.

The changeover switch 2d is switched to the rapid rate side when the driver's acceleration request is large, and is switched to the changeover switch 2e side when the acceleration request is small. Even when the acceleration request is large, if the deviation between the optimum fuel efficiency engine speed and the actual engine speed is small, the switch is switched to the changeover switch 2e side.
The changeover switch 2e is switched to the normal rate side when the acceleration request is relatively large, and is switched to the suppression rate side when the acceleration request is small (driver acceleration request → small).

  The rate lower limit guard is set by a rate lower limit guard map 2f corresponding to the vehicle speed. This rate lower limit guard map 2f is set so as to increase as the vehicle speed decreases.

[Target engine speed setting control process]
FIG. 3 is a flowchart showing the flow of the target engine speed setting control process executed by the driving force control apparatus of the first embodiment, and each step will be described below. This control process is repeatedly executed at a predetermined calculation cycle.

  In step S1, vehicle information such as the accelerator opening and the vehicle speed is read, and the process proceeds to step S2.

  In step S2, a driving force command is calculated from the accelerator opening and the vehicle speed read in step S1 with reference to the two driving force command maps 1a and 1b, and the process proceeds to step S3.

  In step S3, a deviation between the two driving force commands calculated in step S2 is calculated, and the process proceeds to step S4.

  In step S4, it is determined whether or not the driver's acceleration request is large. If YES, the process proceeds to step S5. If NO, the process proceeds to step S6.

  In step S5, an increase rate is set with reference to the driving force correction addition rate map 1h from the accelerator opening and the vehicle speed read in step S1, and the process proceeds to step S6.

  In step S6, a driving force addition amount is set from the driving force deviation calculated in step S2 and the increase rate set in step S5, and the process proceeds to step S8.

  In step S7, the driving force addition amount is set to zero, and the process proceeds to step S8.

  In step S8, an increase-corrected target driving force is calculated by adding the driving force increase amount set in step S6 or step S7 to the driving force command based on the driving force command map 1a calculated in step S2, and step S9. Migrate to

  In step S9, the required power required to generate the target driving force is calculated from the increased corrected target driving force calculated in step S8 and the vehicle speed, and the process proceeds to step S10.

  In step S10, the optimum fuel efficiency engine speed is set based on the required power calculated in step S9 and the fuel efficiency characteristic map corresponding to the engine power and the engine speed, and the process proceeds to step S11.

  In step S11, a rate upper limit guard is set based on the driver acceleration request determined in step S4 and the deviation between the optimum fuel economy engine speed set in step S10 and the actual engine speed, and the process proceeds to step S12.

  In step S12, the rate lower limit guard is set from the vehicle speed with reference to the rate lower limit guard map 2f, and the process proceeds to step S13.

  In step S13, the target engine speed is set based on the optimum fuel efficiency engine speed set in step S10, the rate upper limit guard set in step S11, and the rate lower limit guard set in step S12, and the process proceeds to return.

[Problems of correction of driving force increase according to engine rotation]
In the vehicle driving force control apparatus described in Japanese Patent Application Laid-Open No. 2003-31318, the driver's acceleration expectation is detected based on an increase in engine rotation (or an increase in both prime mover loads), the target driving force is increased and corrected. It is known to obtain start acceleration and overtaking acceleration according to acceleration expectation.

  Here, the motor rotation (or power) is essentially a result of generating a desired driving force, and the rotational speed and power are further increased by increasing the driving force. However, in the above prior art, since the driving force is increased and corrected in accordance with the increase in the rotational speed of the prime mover such as the engine or the power factor of the prime mover, when the driving force is increased, the increased rotational speed (or work speed) is increased. The driving force may need to be further increased according to the rate), and as a result, it cannot be said that it is a means that can essentially achieve the original purpose of realizing the driving force intended by the driver.

  Further, in the above-described prior art, although the rotation (or power) of the prime mover is greatly influenced by the transmission gear ratio, the setting of the transmission gear ratio is not mentioned. When considering fuel efficiency, we want to use an engine operating point with the best fuel efficiency. However, in the above-mentioned conventional technology, the gear ratio and driving force are set separately, so that the fuel efficiency is achieved to achieve the set driving force. It may be necessary to use a bad region (such as fuel increase), which is not preferable in terms of fuel efficiency.

  In addition, in the case of a vehicle that can be battery-assisted using a motor, such as a hybrid vehicle, the engine maintains a fuel-efficient operating point instead of an increase in engine torque in order to compensate for an increase in driving force. Although a method of increasing the battery assist amount is also possible, since the battery capacity is limited, the SOC is greatly reduced.

  In addition, it has been proposed that the prime mover load, vehicle speed, gear ratio of the automatic transmission or accelerator opening may be used as a method for determining the correction increase amount of the target driving force. However, as a method for detecting the driver's acceleration intention, A method for determining the correction amount by combining the most direct accelerator opening and the vehicle speed is not specifically shown.

[Driving force increase correcting action of Example 1]
In contrast, in the vehicle driving force control apparatus according to the first embodiment, the driving force correction adding unit 1f sets an increasing rate of the driving force based on the vehicle speed and the accelerator opening, and the target driving force (driving force) during acceleration is set. Correction for increasing the driving force of the vehicle is performed toward the command map 1b). In other words, it detects the optimal driving force directly required from the driver's accelerator operation to generate the target driving force, and further increases based on at least one of the accelerator opening and the vehicle speed at which the driver's intention to accelerate becomes most prominent By increasing the driving force according to the rate, it is possible to produce an effective sense of stretch (a sense of sustained acceleration) and to achieve acceleration that meets the driver's acceleration expectations.

(Start acceleration scene)
FIG. 4 is a time chart of the accelerator opening, the target driving force and the acceleration showing the driving force increase correction action in the start acceleration scene. When the driver depresses the accelerator stepwise at the start acceleration, The target driving force rises. Thereafter, when the driver keeps the accelerator depression operation amount constant, the target driving force decreases.

  At this time, the case where the target driving force is generated only by the driving force command map 1a (normal map) without correcting the target driving force is considered. The driving force command generated by the driving force command map 1a when the accelerator is constant in a low vehicle speed region decreases rapidly as the vehicle speed increases, so that the vehicle is slowed down and cannot meet the driver's acceleration expectation.

  On the other hand, in the first embodiment, in the driving force correction adding unit 1f, the increase rate of the driving force addition amount is increased as the vehicle speed is lower, and the correction for increasing the target driving force is performed faster. You can get a feeling of sustained acceleration according to your acceleration expectations.

(Re-acceleration scene)
FIG. 5 is a time chart of accelerator opening, target driving force, and acceleration showing a driving force increase correction action in a re-acceleration scene such as overtaking acceleration. During overtaking acceleration, the driver takes a stepped accelerator from a constant vehicle speed running state. When the depressing operation is performed, the target driving force rises in accordance with the accelerator depressing operation, and then the target driving force decreases due to the constant accelerator.

  In the region where the vehicle speed is high, if the increase rate of the driving force addition amount is excessively increased (for example, at the same level as when starting acceleration), the engine speed for realizing the target driving force increases too quickly. It impedes the feeling of acceleration.

  On the other hand, in the first embodiment, in the driving force correction addition unit 1f, the increase rate of the driving force addition amount is suppressed to be lower as the vehicle speed is higher. You can get a sense of sustained acceleration.

  In the first embodiment, in the driving force correction addition unit 1f, the increase rate of the driving force addition amount is increased as the accelerator opening degree is higher. That is, since the accelerator opening represents the height of the driver's acceleration request, if the driving force is excessively corrected even though the accelerator opening is small, it does not meet the driver's acceleration intention. Therefore, the driving force according to the driver's intention to accelerate can be realized by increasing the increase rate of the driving force addition amount as the accelerator opening degree is higher.

  In the first embodiment, as illustrated in FIGS. 4 and 5, the delay time setting unit 1 e detects the driver acceleration request by delaying the output of the driving force addition amount by a certain time (for example, 1.5 seconds) ( Immediately after the accelerator is depressed), the target driving force is increased when a certain delay time has elapsed.

  In order for the driver to feel the feeling of elongation intended by the driving force control of the first embodiment, that is, the feeling of continuation of acceleration, it is necessary to give a feeling of continuation of acceleration from the time when 2 to 3 seconds have elapsed from the start of the driver's accelerator depression. .

  Therefore, in the first embodiment, in order to increase the driving force from the region where the response is mainly felt at the initial stage of acceleration, for example, by increasing the driving force after 1.5 seconds from the depression of the accelerator, the acceleration is continued after 2-3 seconds. A feeling can be emphasized more, a feeling of acceleration with the extension can be given, and an acceleration feeling can be improved more.

[Engine speed control action]
In the first embodiment, the engine operating point control unit 2 calculates the optimum fuel efficiency engine speed that realizes the increased corrected target driving force at the engine operating point at which the optimum fuel efficiency is obtained, and sets the engine speed to the optimum fuel efficiency engine speed. Move closer. That is, since the engine speed is controlled so that the engine operating point is always the optimum fuel efficiency engine operating point, it is possible to meet the driver's acceleration intention while improving fuel efficiency.

At this time, in the first embodiment, the increase rate limiting unit 2c sets the upper limit value (rate upper limit guard) of the temporal change rate of the engine speed that brings the engine speed close to the optimum fuel efficiency engine speed, and sets the target target engine speed of the engine. higher deviation (optimum fuel consumption engine speed) and the current engine speed is high, to increase the rate on Kiriga over de, setting a high target engine speed.

  For example, when the target driving force is gradually increased by increasing correction, since the deviation between the best fuel consumption point and the actual engine operating point is small, it can be set so that the engine speed gradually increases as the driving force increases, It is possible to balance the feeling of acceleration due to the driving force and the feeling of acceleration due to the change in sound accompanying the increase in engine speed.

  In the first embodiment, the engine speed is increased at a rapid rate until a certain delay time (for example, 1.5 seconds) elapses after the driver's acceleration request is detected in the increase rate limiting unit 2c. Limit and limit the increase in engine speed by the suppression rate after the delay time elapses.

  In other words, until the driving force correction is started, the engine speed is made as close as possible to the best fuel economy engine speed, and then the increase in rotation is suppressed to produce a high acceleration and a strong sense of elongation. be able to.

  Further, the increase rate limiting unit 2c relaxes the increase rate limitation of the engine speed by the rapid rate when the driver's acceleration request is large, and the increase rate of the engine speed by the suppression rate when the acceleration request is small. Increase the limit. In other words, since it can be set so that the engine speed gradually increases as the driving force increases, it balances the feeling of acceleration due to the driving force and the two acceleration feelings due to the change in sound accompanying the increase in engine speed. be able to.

  Further, in the increase rate limiting unit 2c, even when the driver's acceleration request is large, the engine speed reaches the optimum fuel efficiency engine speed x a predetermined target speed achievement rate k (0 <k <1). Switches the rate upper limit guard to the normal rate or the suppression rate according to the acceleration.

  That is, by leaving a certain amount of deviation between the optimum fuel economy engine speed and the actual engine speed, a sudden change in the target value (target engine speed) is avoided, and the driving force and the engine speed are smoothly changed. A sense of acceleration can be realized.

In the first embodiment, in the increase rate limiting unit 2c, the lower limit value (rate lower limit guard) of the temporal change rate of the engine speed that brings the engine speed closer to the optimum fuel efficiency engine speed is increased as the vehicle speed is lower.

  Since the engine power is the driving force × the vehicle speed, the required power calculated by the required power calculation unit 2a is small mainly in a region where the vehicle speed is low. Therefore, the optimum fuel efficiency engine speed set by the optimum fuel efficiency engine speed setting unit 2b is also reduced, so that the increase in engine speed becomes dull and an acceleration feeling according to the driver's acceleration intention cannot be obtained.

  On the other hand, in Example 1, the rate lower limit guard is increased as the vehicle speed is lowered to relax the engine speed increase rate limit, thereby responding to the driver's intention of acceleration in a low vehicle speed range such as at start acceleration. Acceleration feeling can be realized.

  FIG. 6 is a time chart of the accelerator opening, the target driving force, the required power, the target engine speed, and the acceleration showing the driving force increase correcting action when accelerating from the constant speed running state.

  In order to achieve the target driving force as much as possible in the early stage of acceleration by using the rapid rate to increase the upper limit of the target engine speed in the interval from time t1 to t2 when acceleration demand is high after the driver starts depressing the accelerator at time t1 Approach the required engine speed. Here, the expansion of the upper limit of the target engine speed at the rapid rate ends at time t2 when the actual engine speed reaches k times the optimum fuel efficiency engine speed. Thereby, a sudden change in the target value can be avoided and a smooth driving force can be realized.

  In the interval from time t2 to t3, the target engine speed is set using the normal rate, and the suppression rate is used in the interval after time t3 when the deviation between the acceleration request and optimum fuel efficiency engine speed and actual engine speed becomes small. To suppress the upper limit of the target engine speed. In this region, since the driving force is added at the same time, the number of revolutions required to achieve the target driving force gradually increases as the acceleration continues. In the first embodiment, by suppressing the increase in engine rotation, it is set so that it does not approach the target rotation speed immediately but gradually approaches, so that the feeling of acceleration due to the driving force and the sound accompanying the increase in engine rotation speed are reduced. Two acceleration feelings due to changes can be balanced.

  Here, since the required power is small at low vehicle speeds and the engine speed increase becomes dull, the vehicle speed changes by providing a rate lower limit guard that speeds up the rotation (relaxes the suppression of the increase) as the vehicle speed decreases. Also, a preferable engine rotation feeling can be realized.

Next, the effect will be described.
In the vehicle driving force control apparatus according to the first embodiment, the following effects can be obtained.

(1) A driving force command map 1a for setting a target driving force of a vehicle according to a driving force request of a driver is provided, and a vehicle that controls an engine that drives driving wheels of the vehicle according to the set target driving force. In the driving force control device, the changeover switch 1d for detecting the driver's intention to accelerate, the driving force command map 1b for setting the acceleration target driving force when the driver's intention to accelerate is detected, at least the vehicle speed and the accelerator opening degree. on the other hand the driving force correction adding section 1f to set the increase rate of the driving force on the basis of, when the acceleration intention of the driver is detected, the deviation of the acceleration target driving force and the target driving force based on the increase rate, eye And an adder 1g that performs correction to increase the target driving force. As a result, it is possible to produce an effective sense of growth (a sense of sustained acceleration) and to achieve acceleration that meets the driver's acceleration expectations.

  (2) Since the driving force correction adding unit 1f increases the increase rate as the vehicle speed decreases, it is possible to realize the driving force according to the driver's acceleration intention.

  (3) The driving force correction / addition unit 1f increases the rate of increase as the accelerator opening degree increases, so that the driving force according to the driver's acceleration intention can be realized.

(4) increasing the corrected optimum fuel consumption engine speed setting portion 2b target driving force is optimal fuel consumption calculating an optimum fuel consumption engine speed to realize an engine operating point obtained, rate upper limit guard and rate limit the optimum fuel consumption engine speed An increase rate limiting unit 2c that calculates a target engine speed for bringing the actual engine speed close to the optimum fuel efficiency engine speed while limiting by the guard, and the engine so that the actual engine speed matches the target engine speed. An engine operating point control unit 2 to be controlled is provided. This makes it possible to meet the driver's intention to accelerate while improving the fuel consumption by matching the fuel consumption with the optimum fuel consumption.

(5) increase rate limiting section 2c, when the deviation between the optimum fuel consumption engine speed and the actual engine speed is large, to further increase the rate cap guard than when the deviation is small, for example, the target driving force When gradually increasing with the increase correction, the deviation between the best fuel consumption point and the actual engine operating point is small, so it can be set so that the optimum fuel consumption engine speed gradually increases as the driving force increases. It is possible to balance the feeling of acceleration due to the acceleration and the two acceleration feelings due to the change in sound accompanying the increase in engine speed.

  (6) The adder 1g starts the correction to increase the driving force when a certain delay time (for example, 1.5 seconds) elapses immediately after the driver's acceleration request is detected. It is possible to further emphasize the continuation of acceleration after 2 to 3 seconds from the start of depression of the accelerator feeling the elongation.

(7) increased rate limiting portion 2c may, until the elapse of the delay time, in order to increase the rate cap guard than after a delay time, it is possible to produce a high and strong growth acceleration.

(8) increase rate limiting section 2c, when the driver acceleration demand is large, to further increase the rate cap guard than the acceleration request is smaller, the engine rotation increases gradually in accordance with the increase in the driving force Thus, it is possible to balance the feeling of acceleration due to the driving force and the feeling of acceleration due to the change in sound accompanying the increase in engine speed.

(9) When the engine speed reaches the value obtained by multiplying the optimum fuel efficiency motor speed by a predetermined target speed achievement rate k (0 <k <1), the increase rate limiting unit 2c sets a rate upper limit guard . In order to make it small , the driving force and the target rotational speed can be changed smoothly.

(10) The increase rate limiting unit 2c reduces the lower limit guard as the vehicle speed is lower. Therefore, the increase in the engine speed is prevented from slowing down because the required power decreases mainly in the low vehicle speed region. A preferable engine rotation feeling can be realized even with respect to changes.

  The vehicle driving force control apparatus according to the second embodiment is applied to a hybrid vehicle equipped with an engine and a battery-driven motor as a prime mover.

  In the second embodiment, the power corresponding to the difference between the optimum fuel efficiency engine speed and the actual engine speed necessary for realizing the target driving force after increase correction is output by motor driving. As a result, as in the first embodiment, it is possible to produce an effective sense of stretch (a feeling of sustained acceleration) and to obtain acceleration that meets the driver's acceleration expectation.

  Also, in hybrid vehicles that can be powered by the battery, the amount of battery take-out (discharge amount) increases by increasing the asymptotic approach of the actual engine speed to the optimum fuel economy engine speed, thereby increasing the speed. This reduces the amount taken out of the battery.

  That is, in the vehicle driving force control apparatus according to the second embodiment, it is possible to set the optimum driving force addition amount and the engine rotation increase speed according to the battery capacity, the inverter performance, and the like. In addition, compared with the engine-driven vehicle of the first embodiment, it is possible to more easily balance the feeling of acceleration due to the driving force and the two feelings of acceleration due to the change in sound accompanying the increase in engine speed. Acceleration feeling can be further improved.

(Other examples)
The vehicle driving force control apparatus of the present invention has been described based on each embodiment, but the specific configuration is not limited to each embodiment, and the invention according to each claim of the claims. Design changes and additions are permitted without departing from the gist of the present invention.

  For example, in the first embodiment, an example of an engine-driven vehicle having a prime mover as an engine is shown, and in the second embodiment, an example of a hybrid vehicle having a prime mover as an engine and a motor is shown. (Including cars).

FIG. 2 is a control block diagram illustrating the vehicle driving force control apparatus according to the first embodiment. 3 is a rate upper limit guard setting map according to the first embodiment. 3 is a flowchart showing a flow of target engine speed setting control processing executed by the driving force control apparatus of Embodiment 1. 6 is a time chart of accelerator opening, target driving force, and acceleration showing a driving force increase correcting action in a start acceleration scene. 4 is a time chart of accelerator opening, target driving force, and acceleration showing a driving force increase correcting action in a reacceleration scene such as overtaking acceleration. 4 is a time chart of accelerator opening, target driving force, required power, target engine speed, and acceleration showing a driving force increase correcting action when accelerating from a constant speed running state.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Driving force command calculating part 1a Driving force command map 1b Driving force command map 1c Difference machine 1d Changeover switch 1e Delay time setting part 1f Driving force correction addition part 1g Adder 1h Driving force correction addition rate map 2 Engine operating point control part 2a Required power calculation unit 2b Optimum fuel consumption engine rotation setting unit 2c Increase rate limiting unit 2d Changeover switch 2e Changeover switch 2f Rate lower limit guard map

Claims (10)

Vehicle driving force control having target driving force setting means for setting a target driving force of the vehicle according to the driving force demand of the driver, and controlling a prime mover that drives the driving wheels of the vehicle according to the set target driving force In the device
Acceleration intention detection means for detecting the driver's acceleration intention;
An acceleration target driving force setting means for setting a target driving force during acceleration when a driver's acceleration intention is detected;
An increasing rate setting means for setting an increasing rate of the driving force based on at least one of the vehicle speed and the accelerator opening;
Driving force increase correction means for performing correction to increase the target driving force based on the deviation between the target driving force at acceleration and the deviation of the target driving force and the increase rate when a driver's acceleration intention is detected;
A driving force control apparatus for a vehicle, comprising: The vehicle driving force control apparatus according to claim 1,
The driving force control apparatus for a vehicle, wherein the increasing rate setting means increases the increasing rate as the vehicle speed decreases. In the vehicle driving force control device according to claim 1 or 2,
The driving force control apparatus for a vehicle, wherein the increasing rate setting means increases the increasing rate as the accelerator opening degree increases. The driving force control apparatus for a vehicle according to any one of claims 1 to 3,
An optimum fuel efficiency motor speed calculation means for calculating an optimum fuel efficiency motor speed for realizing the target driving force after the increase correction by the driving force increase correction means at a prime mover operating point at which the optimum fuel efficiency is obtained;
The upper limit rate, which is the upper limit value of the rate of change of the rotational speed of the prime mover when bringing the actual rotational speed of the prime mover closer to the optimal fuel efficiency prime mover rotational speed, is the optimal fuel consumption prime mover rotational speed and the actual rotational speed of the prime mover. Upper limit rate calculating means for calculating based on the deviation;
A lower limit rate calculating means for calculating a lower limit rate, which is a lower limit value of a rate of change of the rotational speed of the prime mover when the actual rotational speed of the prime mover approaches the optimum fuel efficiency prime mover rotational speed, based on vehicle speed;
The rate of increase in the rotational speed of the prime mover when the actual rotational speed of the prime mover approaches the optimal fuel consumption prime mover rotational speed is limited by the upper limit rate and the lower limit rate, so that the actual rotational speed of the prime mover is the optimal fuel consumption. Prime mover operating point control means for controlling the prime mover to coincide with the prime mover rotational speed ;
A driving force control apparatus for a vehicle, comprising: The driving force control apparatus for a vehicle according to claim 4,
The upper limit rate calculating means increases the upper limit rate when the deviation between the optimum fuel efficiency engine speed and the actual engine speed is large, compared with when the deviation is small. apparatus. In the vehicle driving force control device according to claim 4 or 5,
The driving force increase correction means starts driving correction for increasing the driving force when a certain delay time has passed immediately after the driver's intention to accelerate is detected. The vehicle driving force control apparatus according to claim 6,
The upper limit rate calculating means increases the upper limit rate after the lapse of the delay time until the delay time elapses after the driver's acceleration request is detected. apparatus. The vehicle driving force control device according to any one of claims 4 to 6,
The vehicle upper limit rate calculating means increases the upper limit rate when the driver's acceleration request is large compared to when the acceleration request is small. The vehicle driving force control apparatus according to claim 8,
When the engine speed reaches the value obtained by multiplying the optimum fuel efficiency motor speed by a predetermined target speed attainment rate k (0 <k <1), the upper limit rate calculating means determines the target speed attainment rate. A driving force control apparatus for a vehicle, wherein the upper limit rate is made smaller than a case where the upper limit rate is not reached. In the vehicle driving force control device according to claim 8 or 9,
The vehicle lower limit rate calculating means increases the lower limit rate as the vehicle speed is lower.

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