JPH0942444A - Driving force control device for vehicle - Google Patents
Driving force control device for vehicleInfo
- Publication number
- JPH0942444A JPH0942444A JP7215478A JP21547895A JPH0942444A JP H0942444 A JPH0942444 A JP H0942444A JP 7215478 A JP7215478 A JP 7215478A JP 21547895 A JP21547895 A JP 21547895A JP H0942444 A JPH0942444 A JP H0942444A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- acceleration
- driving force
- speed
- control device
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
Landscapes
- Control Of Transmission Device (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【0001】[0001]
【産業上の利用分野】この発明は、車両用駆動力制御装
置に関し、特に運転者の加速要求に対して良好な加速感
を生じさせることができる駆動力制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle driving force control device, and more particularly to a driving force control device capable of generating a good feeling of acceleration in response to a driver's request for acceleration.
【0002】[0002]
【従来の技術】従来の制御装置は、アクセルペタルの踏
込み速度を検出する手段を有し、この踏込み速度が所定
値を超えたとき、燃費向上のためにオーバードライブを
設定した車両にあってはこのオーバードライブを禁止し
て急加速要求に対応させたり(特開昭58−14675
0号公報参照)、無段変速機の油圧媒体の油量を増加さ
せて変速比及び変速速度を制御するようになっている
(特開昭60−222647号公報参照)。2. Description of the Related Art A conventional control device has a means for detecting a stepping speed of an accelerator pedal, and when the stepping speed exceeds a predetermined value, a vehicle in which an overdrive is set to improve fuel consumption is not available. This overdrive may be prohibited to respond to a sudden acceleration request (Japanese Patent Laid-Open No. 58-14675).
No. 0), the amount of oil in the hydraulic medium of the continuously variable transmission is increased to control the gear ratio and the speed (see Japanese Laid-Open Patent Publication No. 60-222647).
【0003】[0003]
【発明が解決しようとする課題】しかしながら前記従来
例にあっては、運転者の加速要求をアクセルペタルの踏
込み速度で判断している。However, in the above-mentioned conventional example, the driver's request for acceleration is judged by the stepping speed of the accelerator pedal.
【0004】ところで、運転者の加速要求及びそれに対
しての車両の挙動に対する満足度は、アクセルペタルの
踏込み速度のみを制御因子とすることによっては得られ
ないと思われる。例えば、車両の低速走行時の急加速要
求は、追越し等のためであって、素早く加速して速やか
に車両が移動することが望まれる。一方、高速走行時の
加速要求は、追抜き等のためであって、低速走行時の加
速よりも緩やかに加速されるほうが望ましい。By the way, it is considered that the driver's demand for acceleration and the degree of satisfaction with respect to the behavior of the vehicle cannot be obtained by using only the accelerator pedal depression speed as a control factor. For example, a sudden acceleration request when the vehicle is traveling at a low speed is for overtaking or the like, and it is desired that the vehicle accelerates quickly and moves quickly. On the other hand, the acceleration request at the time of high-speed traveling is for overtaking, etc., and it is desirable that the acceleration is gentler than the acceleration at the low-speed traveling.
【0005】したがって、アクセルペタルの踏込み速度
が同じであっても、車両が低速走行時か高速走行時かに
よって、運転者の加速に対する期待感が異なることにな
り、アクセルペタルの踏込み速度のみによる制御では最
適な駆動力が選択できず、良好な加速度感が得られな
い。Therefore, even if the accelerator pedal depressing speed is the same, the driver's expectation for acceleration differs depending on whether the vehicle is traveling at a low speed or a high speed. Therefore, the optimum driving force cannot be selected, and a good sense of acceleration cannot be obtained.
【0006】更に、発明者は、各種の運転状況で運転者
が得る加速度感とそのときの車両のパラメータについて
調査研究を重ね、各種運転状況において如何なる条件下
で運転者が満足する加速度感を得るのか判別分析をし
た。その結果、運転者が満足するか否かの判断基準は、
判別に寄与する車両の複数のパラメータを、分析の結果
得た所定の判別関数で演算することにより求められるこ
とを知得した。Further, the inventor has repeatedly researched and studied the acceleration feeling that the driver obtains in various driving situations and the parameters of the vehicle at that time, and obtains the acceleration feeling that the driver satisfies under various driving situations. I did a discriminant analysis. As a result, the criterion of whether the driver is satisfied is
It is known that a plurality of vehicle parameters that contribute to discrimination can be calculated by using a predetermined discriminant function obtained as a result of analysis.
【0007】本発明は上記従来の実情に鑑みて案出され
たもので、運転者の加速要求に対して最適な駆動力が選
択でき、良好な加速感を生じさせることができる駆動力
制御装置を提供することを目的とする。The present invention has been devised in view of the above conventional circumstances, and a driving force control device capable of selecting an optimal driving force in response to a driver's acceleration request and generating a good sense of acceleration. The purpose is to provide.
【0008】[0008]
【課題を解決するための手段】そこで、本発明は、アク
セルの操作に基づいて車両の駆動力を制御する制御装置
において、アクセルの操作量を検出するアクセル開度セ
ンサと、車両の運転状態を検出する運転状態検出手段
と、前記アクセル開度センサと運転状態検出手段からの
信号に基づいて、運転者の加速要求に対する車両挙動の
満足度を予測する予測手段と、該予測手段からの信号に
基づいて車両の駆動力制御手段を制御するコントローラ
と、を備えた構成にしてある。SUMMARY OF THE INVENTION Therefore, according to the present invention, in a control device for controlling a driving force of a vehicle based on an operation of an accelerator, an accelerator opening sensor for detecting an operation amount of the accelerator and a driving state of the vehicle are displayed. Based on signals from the driving state detecting means for detecting, the accelerator opening sensor and the driving state detecting means, a predicting means for predicting the degree of satisfaction of the vehicle behavior with respect to the acceleration request of the driver, and a signal from the predicting means. And a controller for controlling the driving force control means of the vehicle based on the above.
【0009】従属請求項は本発明の具体的な実施の態様
に関するものである。The dependent claims relate to specific embodiments of the invention.
【0010】[0010]
【作用】運転者の加速要求はアクセルペタルの操作によ
ってもたらされるから、アクセルの操作量をアクセル開
度センサで検出する。具体的にはアクセルペタルの操作
速度が所定値を超えたとき、駆動力制御手段の補正制御
が必要な加速要求が出されたと判断する。このアクセル
開度センサの出力及び運転状態検出手段からの信号に基
づいて、予測手段で運転者の加速感の満足度を予測す
る。Since the driver's acceleration request is made by operating the accelerator pedal, the accelerator operation amount is detected by the accelerator opening sensor. Specifically, when the operation speed of the accelerator pedal exceeds a predetermined value, it is determined that an acceleration request that requires the correction control of the driving force control means is issued. Based on the output of the accelerator opening sensor and the signal from the driving state detecting means, the predicting means predicts the degree of satisfaction of the driver's acceleration feeling.
【0011】車両の運転状態検出手段としては、具体的
には車速センサ、エンジン回転数センサを用いることに
よって達成でき、また、エンジン回転数センサに替えて
車室内の騒音センサを用いることによって達成できる。The vehicle driving state detecting means can be achieved by using a vehicle speed sensor or an engine speed sensor, or by using a noise sensor inside the vehicle in place of the engine speed sensor. .
【0012】予測手段は、アクセル開度センサからの信
号に基づいて得られるアクセルの操作速度が所定値を超
えたとき、駆動力制御手段の補正制御が必要な加速要求
が出されたと判断し、運転者の加速感の官能評価の予測
値Fを演算して、この予測値Fと予め設定された評価の
基準値fと比較する。The predicting means determines that an acceleration request requiring correction control of the driving force control means is issued when the accelerator operation speed obtained based on the signal from the accelerator opening sensor exceeds a predetermined value, A predicted value F for sensory evaluation of the driver's acceleration feeling is calculated, and this predicted value F is compared with a preset reference value f for evaluation.
【0013】ここで、予測値Fは、複数の運転者に対し
て種々の運転状態で運転者が加速感に満足するか否かの
官能評価を実施し、そのときの車両のパラメータを測定
して判別分析した結果として得られる判別関数に基づい
て演算され、具体的には予測手段において次のようにし
て求められる。Here, as the predicted value F, a plurality of drivers are subjected to a sensory evaluation as to whether or not the driver is satisfied with the acceleration feeling under various driving conditions, and the vehicle parameters at that time are measured. Is calculated based on the discriminant function obtained as a result of the discriminant analysis, and specifically, it is obtained by the predicting means as follows.
【0014】即ち、予測手段には、アクセルペタルの操
作に基づくアクセル開度(tvo)信号と、車速センサ
からの車速(vsp)信号と、エンジン回転数センサか
らのエンジン回転数(ne)信号とが入力される。That is, the predicting means includes an accelerator opening (tvo) signal based on an accelerator pedal operation, a vehicle speed (vsp) signal from a vehicle speed sensor, and an engine speed (ne) signal from an engine speed sensor. Is entered.
【0015】この予測手段では、現在の車速と所定時間
前の車速とが記憶されており、所定のサンプリング周期
ごとに更新する。また、アクセル開度tvoから一定時
間ごとの1階差分値δtvoを求め、この1階差分値δ
tvo即ちアクセルの操作速度が所定値を超えたとき、
その時のアクセル開度tvo、エンジン回転数ne、車
速vspを取込む。次に、現在の車速と所定時間前の車
速との1階差分値δvsp、及び現在の車速と所定時間
前の車速との2階差分値δ2 vspを求め、次の式
(1)で予測値Fを演算する。In this predicting means, the current vehicle speed and the vehicle speed before a predetermined time are stored, and are updated at every predetermined sampling cycle. Further, the first-order difference value δtvo is calculated at regular intervals from the accelerator opening tvo, and the first-order difference value δ
When tvo, that is, the accelerator operation speed exceeds a predetermined value,
At that time, the accelerator opening tvo, the engine speed ne, and the vehicle speed vsp are taken in. Next, the first-order difference value δvsp between the current vehicle speed and the vehicle speed a predetermined time before, and the second-level difference value δ 2 vsp between the current vehicle speed and the vehicle speed a predetermined time before are obtained and predicted by the following formula (1). Calculate the value F.
【0016】 F=a1 tvo+a2 vsp+a3 ne+a4 dδtvo+a5 δvsp+ a6 δ2 vsp ……(1) ここに、a1 乃至a6 は各パラメータに対する係数で、
前記官能評価の判別分析の結果として求められる。F = a 1 tvo + a 2 vsp + a 3 ne + a 4 dδtvo + a 5 δvsp + a 6 δ 2 vsp (1) where a 1 to a 6 are coefficients for each parameter,
It is obtained as a result of the discriminant analysis of the sensory evaluation.
【0017】まず、アクセル開度tvoの係数a1 につ
いては、アクセル開度が大きい場合、駆動力の余裕が小
さくなり、アクセルの操作に対して大きな加速が得られ
にくい。そこで、予測値Fを大きくして加速不足感を生
じるようにすればよいから、アクセル開度tvoの係数
a1 は正の数とする。First, regarding the coefficient a 1 of the accelerator opening tvo, when the accelerator opening is large, the margin of the driving force becomes small, and it is difficult to obtain a large acceleration with respect to the operation of the accelerator. Therefore, the predicted value F may be increased to cause a feeling of insufficient acceleration. Therefore, the coefficient a 1 of the accelerator opening tvo is a positive number.
【0018】車速vspについては、車速が低速のとき
の加速は、追越しなどで素早い加速を要求していると考
えるが、車速が高速の場合にはさほど急激な加速は要求
されない。したがって、車速が大きい場合には予測値F
を低下させ、加速不足を感じ難くすれば良いから、車速
vspの係数a2 は負の数とする。Regarding the vehicle speed vsp, it is considered that the acceleration when the vehicle speed is low requires quick acceleration such as overtaking, but when the vehicle speed is high, not so rapid acceleration is required. Therefore, when the vehicle speed is high, the predicted value F
Therefore, the coefficient a 2 of the vehicle speed vsp is set to a negative number because it is possible to reduce the acceleration and make it difficult to feel insufficient acceleration.
【0019】エンジン回転数neについては、アクセル
開度tvoと同様にエンジン回転数が上昇するにしたが
って加速不足感を感じ易くなるから、予測値Fを大きく
する方向に係数を設定すれば良い。したがって、エンジ
ン回転数neの係数a3 は正の数とする。With respect to the engine speed ne, it is easy to feel a feeling of insufficient acceleration as the engine speed increases like the accelerator opening degree tvo. Therefore, a coefficient may be set in the direction of increasing the predicted value F. Therefore, the coefficient a 3 of the engine speed ne is a positive number.
【0020】アクセル開度tvoの1階差分値δtvo
はアクセルの操作速度であり、この大きさが一般に運転
者の加速期待の大きさに対応していると考えるから、1
階差分値δtvoの係数a4 は正の数とする。First-order difference value δtvo of accelerator opening tvo
Is the accelerator operating speed, which is considered to correspond to the driver's expectation of acceleration.
The coefficient a 4 of the floor difference value δtvo is a positive number.
【0021】車速vspの1階差分値δvspは車両の
加速度を表しており、この値が大きい場合、すでに車両
が加速していることになるから、このことを考慮して運
転者の加速不足判断を小さめに評価する必要がある。即
ち、運転者の加速感は、加速する前の車両の状態で大き
く変化する。つまり、車両が減速した状態から加速する
場合は、運転者は加速感を大きく感じ易く、逆に、僅か
でも車両が加速している状態からの加速では加速感を感
じ難いから、より大きな加速感を与える必要がある。し
たがって、1階差分値δvspの係数a5 は負の数とす
る。The first-order difference value δvsp of the vehicle speed vsp represents the acceleration of the vehicle. If this value is large, it means that the vehicle is already accelerating. Considering this, the driver's insufficient acceleration judgment Needs to be evaluated smaller. That is, the driver's sense of acceleration greatly changes depending on the state of the vehicle before acceleration. That is, when the vehicle accelerates from a decelerated state, the driver tends to feel a large sense of acceleration, and conversely, even if the vehicle accelerates slightly, it is difficult to feel a sense of acceleration. Need to give. Therefore, the coefficient a 5 of the first-order difference value δvsp is a negative number.
【0022】また、車速vspの2階差分値δ2 vsp
は車両の加速度の変化量、すなわち、加加速度を表して
おり、この値が大きい場合には車両の挙動が、時間と共
に加速が大きくなる動きをしていると考えられる。そこ
で、この場合には、加速不足の判断を小さく評価するよ
うにして、車両の加速中の更なる加速感の上昇による行
過ぎを回避する必要がある。したがって、2階差分値δ
2 vspの係数a6 は負の数とする。The second-order difference value δ 2 vsp of the vehicle speed vsp
Represents the amount of change in the acceleration of the vehicle, that is, jerk. When this value is large, the behavior of the vehicle is considered to be such that the acceleration increases with time. Therefore, in this case, it is necessary to evaluate the judgment of insufficient acceleration to be small, and to avoid overshoot due to a further increase in acceleration feeling during acceleration of the vehicle. Therefore, the second-order difference value δ
The coefficient a 6 of 2 vsp is a negative number.
【0023】一方、演算された予測値Fと比較する基準
値fは、運転者の加速に対する官能評価を判別分析した
結果として得られる、加速感良好群と加速感不満群との
それぞれの重心の中央値に設定するか、或いは加速感の
程度によって何れかの群に偏倚した値を設定する。On the other hand, the reference value f to be compared with the calculated predicted value F is obtained as a result of the discriminant analysis of the sensory evaluation of the driver's acceleration, and the center of gravity of each of the favorable acceleration feeling group and the unsatisfactory acceleration feeling group. The value is set to a median value or a value biased to any group depending on the degree of acceleration feeling.
【0024】また、予測手段は、予測値Fと基準値fと
を比較した結果、予測値Fが基準値fよりも大きい(F
>f)場合は加速に対する運転者の満足度が低くなりそ
うであると予測し、一方、予測値Fが基準値f以下(F
≦f)である場合は加速に満足すると予測して、その予
測の結果をコントローラに出力する。Further, the prediction means compares the predicted value F with the reference value f, and as a result, the predicted value F is larger than the reference value f (F
> F), it is predicted that the driver's satisfaction with acceleration is likely to be low, while the predicted value F is equal to or less than the reference value f (F
If ≦ f), it is predicted that acceleration is satisfied, and the result of the prediction is output to the controller.
【0025】コントローラは、予測手段が運転者の加速
に対する満足度が低くなりそうであると予測した場合
は、駆動力制御手段を駆動力が増大するように制御し、
運転者が満足する加速感を得るようになす。一方、予測
手段が加速感に満足すると判断した場合には、コントロ
ーラは動力制御手段に対してアクセル開度センサ及びエ
ンジン回転数センサからの信号に基づいて通常時の制御
をし、加速感を増大させる制御をしない。When the predicting unit predicts that the driver's satisfaction with acceleration is likely to be low, the controller controls the driving force control unit to increase the driving force,
Make sure the driver has a sense of acceleration. On the other hand, when the prediction means determines that the acceleration feeling is satisfied, the controller controls the power control means in the normal time based on the signals from the accelerator opening sensor and the engine speed sensor to increase the acceleration feeling. Do not control.
【0026】コントローラが制御する駆動力制御手段
は、具体的には変速機や機関の吸気スロットルアクチュ
エータであり、変速機の場合は変速速度や変速比を制御
することによって駆動力を制御する。変速速度の制御
は、無段変速機のような変速値指令に素早く対応できる
変速機に有利に適用でき、変速速度を変化させることで
忠実に変速の過度特性を制御して素早い加速を得ること
ができる。変速比の制御は、変速に時間を要するか或い
は変速の過度特性を制御できない場合に有効で、目標変
速比を大きくして大きな駆動力を得る。また、スロット
ルアクチュエータのスロットル開度を制御する場合はエ
ンジンの発生トルクを制御することが可能で、この場合
は車両特性に適合した応答性の高い駆動力制御が可能と
なる。The driving force control means controlled by the controller is specifically a transmission or an intake throttle actuator of an engine. In the case of a transmission, the driving force is controlled by controlling the speed change ratio and the gear ratio. Shift speed control can be advantageously applied to a transmission that can quickly respond to a shift value command, such as a continuously variable transmission, and by changing the shift speed, faithfully control the transient characteristics of the shift to obtain quick acceleration. You can The gear ratio control is effective when it takes a long time to shift or when the transient characteristics of the gear shift cannot be controlled, and the target gear ratio is increased to obtain a large driving force. Further, when the throttle opening of the throttle actuator is controlled, it is possible to control the torque generated by the engine, and in this case, it is possible to perform a highly responsive driving force control that matches the vehicle characteristics.
【0027】これによって、予測値Fが官能評価に基づ
いて得られる基準値fよりも大きく、予測手段が運転者
の加速感が低くなると予測した場合には、コントローラ
が駆動力制御手段を制御して駆動力が増大するようにな
し、運転者の加速感を増大させるから、運転者の期待通
りの加速感が得られる。As a result, when the predicted value F is larger than the reference value f obtained based on the sensory evaluation and the predicting means predicts that the driver's feeling of acceleration is low, the controller controls the driving force control means. The driving force is increased to increase the driver's sense of acceleration, so that the driver can obtain the sense of acceleration expected.
【0028】また、予測手段が、満足した加速感を得る
ことができると予測した場合には、コントローラは動力
制御手段を通常の通り制御して、滑らかな加速感を得
る。When the predicting means predicts that a satisfactory acceleration feeling can be obtained, the controller controls the power control means as usual to obtain a smooth acceleration feeling.
【0029】[0029]
【実施例】以下、この発明の実施例を図面に基づいて詳
述する。DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to the drawings.
【0030】図1は本発明の第1実施例の構成を示すブ
ロック図である。図において1はアクセル開度センサ、
2は車両の運転状態を検出する運転状態検出手段として
の車速センサ、3は同じくエンジン回転数センサであ
る。4は運転者の加速要求に対する加速感の満足度を予
測する予測手段で、前記アクセル開度センサ1、車速セ
ンサ2及びエンジン回転数センサ3からの信号が入力さ
れる。5はコントローラで、前記予測手段4、アクセル
開度センサ1及び車速センサ3からの信号が入力され
る。6は駆動力制御手段としての変速機で、前記コント
ローラ5からの信号に基づいて制御される。FIG. 1 is a block diagram showing the configuration of the first embodiment of the present invention. In the figure, 1 is an accelerator opening sensor,
Reference numeral 2 is a vehicle speed sensor as a driving state detecting means for detecting a driving state of the vehicle, and 3 is an engine speed sensor. Numeral 4 is a predicting means for predicting the degree of satisfaction of the driver with respect to the acceleration request, and signals from the accelerator opening sensor 1, the vehicle speed sensor 2 and the engine speed sensor 3 are inputted. A controller 5 receives signals from the predicting means 4, the accelerator opening sensor 1, and the vehicle speed sensor 3. A transmission 6 as a driving force control means is controlled based on a signal from the controller 5.
【0031】斯かる構成において、予測手段4には各セ
ンサ1,2,3からの信号が入力されており、予測手段
4はこれら信号に基づいて官能評価の予測値Fを演算す
る。この予測値Fは、複数の運転者に対して各種の運転
状態での加速感が満足であるか否かの官能評価を実施
し、その時の車両パラメータを測定して、運転者が加速
感を判断する基準がどこにあるかを探求すべく判別分析
して得た所定の判別関数で演算することにより求められ
る。予測手段4には、運転者の官能評価指標の基準値と
して、官能評価の判別分析をした結果として得られる、
加速良好群と加速不満群とのそれぞれの重心の中央値か
ら求められる基準値fが予め入力されており、予測手段
4は、予測値Fと基準値fとを比較する。比較した結
果、予測値Fが基準値fよりも大きい(F>f)場合は
加速に対する運転者の満足度が低くなりそうであると予
測して、コントローラ5に対して変速機6の変速速度を
早める制御を指示する。一方、比較の結果、予測値Fが
基準値f以下(F≦f)である場合は加速に満足すると
予測して、コントローラ5には通常の変速制御を指示
し、変速機6の変速速度を早める制御を指示しない。In such a configuration, signals from the sensors 1, 2 and 3 are input to the predicting means 4, and the predicting means 4 calculates the predicted value F of the sensory evaluation based on these signals. The predicted value F is subjected to a sensory evaluation of whether or not the feeling of acceleration in various driving conditions is satisfactory for a plurality of drivers, the vehicle parameters at that time are measured, and the driver feels the feeling of acceleration. It is obtained by calculating with a predetermined discriminant function obtained by discriminant analysis to find out where the criterion for judgment is. The predicting means 4 obtains the result of the discriminant analysis of the sensory evaluation as the reference value of the driver's sensory evaluation index.
The reference value f calculated from the median of the center of gravity of each of the acceleration good group and the acceleration dissatisfaction group is input in advance, and the prediction means 4 compares the prediction value F with the reference value f. As a result of the comparison, when the predicted value F is larger than the reference value f (F> f), it is predicted that the driver's satisfaction with acceleration is likely to be low, and the controller 5 instructs the controller 5 to change the shift speed. Instruct control to accelerate. On the other hand, as a result of the comparison, when the predicted value F is less than or equal to the reference value f (F ≦ f), it is predicted that the acceleration is satisfied, and the controller 5 is instructed to perform the normal shift control to change the shift speed of the transmission 6. Do not instruct the control to be hastened.
【0032】図2は予測手段4で実行される処理の概要
を示すフローチャートである。まず、ステップ11でア
クセル開度tvoをモニタし、ステップ12でアクセル
開度tvoの1階差分値δtvoを算定する。次に、ス
テップ13で1階差分値δtvoが所定値を超えたか否
かを判定し、越えていなければ以後の処理を中止し、ス
テップ11に戻る。ステップ13の判定が「YES」で
あればステップ14へ進み、エンジン回転数ne及び車
速vspを測定する。ステップ15では車速vspの1
階差分値δvsp及び2階差分値δ2 vspを算定す
る。なお、車速vspは、現在の車速と所定時間前の車
速とが記憶されており、所定のサンプリング周期ごとに
更新されている。ステップ16で前記式(1)に基づい
て予測値Fを計算する。次に、ステップ17で予測値F
が予め設定された官能評価の基準値fを超えているか否
かを判定する。ステップ17の判定が「YES」の場
合、加速に対する満足度が低くなりそうであると判断し
てステップ18へ進み、コントローラ5へ変速機6の変
速速度を早める制御を指示する。ステップ17の判定が
「NO」の場合、加速に対して満足すると判断してステ
ップ19へ進み、コントローラ5へ通常の変速速度制御
を指示し、変速速度を早める指示をしない。FIG. 2 is a flow chart showing an outline of the processing executed by the predicting means 4. First, in step 11, the accelerator opening tvo is monitored, and in step 12, the first-order difference value δtvo of the accelerator opening tvo is calculated. Next, in step 13, it is determined whether or not the first-order difference value δtvo exceeds a predetermined value. If it does not exceed the predetermined value, the subsequent processing is stopped and the process returns to step 11. If the determination in step 13 is "YES", the process proceeds to step 14 and the engine speed ne and the vehicle speed vsp are measured. In step 15, the vehicle speed vsp is 1
The floor difference value δvsp and the second floor difference value δ 2 vsp are calculated. As the vehicle speed vsp, the current vehicle speed and the vehicle speed of a predetermined time before are stored, and are updated every predetermined sampling cycle. In step 16, the predicted value F is calculated based on the equation (1). Next, in step 17, the predicted value F
Determines whether or not exceeds a preset standard value f of sensory evaluation. If the determination in step 17 is "YES", it is determined that the degree of satisfaction with acceleration is likely to be low, the process proceeds to step 18, and the controller 5 is instructed to perform control for increasing the speed of the transmission 6. If the determination in step 17 is "NO", it is determined that the acceleration is satisfied, and the process proceeds to step 19, where the controller 5 is instructed to perform the normal shift speed control but not to increase the shift speed.
【0033】ここで、変速速度を早くすることにより俊
敏な加速が得られるけれども、変速速度を早く制御する
と同時に、変速比も予定の変速比よりも低め(ローギア
側)に設定することにより、より一層の加速感を実現す
ることが可能である。また、変速速度は、予測値Fと変
速速度とを予めマップとして関係づけ、図3に示すよう
に予測値Fの大きさによって変速速度を連続的に変化さ
せるように制御することが可能である。Here, although agile acceleration can be obtained by increasing the speed change speed, the speed change speed is controlled at the same time, and at the same time, the speed change ratio is set lower than the planned speed change ratio (on the low gear side). It is possible to realize a further sense of acceleration. Further, the shift speed can be controlled such that the predicted value F and the shift speed are associated in advance as a map, and the shift speed is continuously changed according to the magnitude of the predicted value F as shown in FIG. .
【0034】したがって、複数の運転者が各種の運転状
態で得る加速感の官能評価に基づいて求められた評価指
標によって評価の予測値Fを算出し、この予測値Fに基
づいて変速機6を制御して変速速度を早めるようにした
から、運転者の加速要求に対して最適な駆動力を選択し
て俊敏な加速をすることができ、良好な加速感を得るこ
とができる。Therefore, a predicted value F of the evaluation is calculated by the evaluation index obtained based on the sensory evaluation of the acceleration feeling obtained by a plurality of drivers in various driving states, and the transmission 6 is operated based on the predicted value F. Since the shift speed is controlled to be increased, the optimum driving force can be selected in response to the driver's acceleration request, and agile acceleration can be achieved, so that a good sense of acceleration can be obtained.
【0035】また、予測手段4が、運転者が満足する加
速感を得ることができると予測した場合には、コントロ
ーラ5は変速機6の変速速度を早めることなく、通常の
通り滑らかに変速制御して、滑らかな加速感を得ること
ができる。When the predicting means 4 predicts that the driver can obtain a feeling of acceleration that is satisfactory, the controller 5 does not increase the speed of the transmission 6 but smoothly changes the speed as usual. As a result, a smooth acceleration feeling can be obtained.
【0036】図4は本発明の第2実施例を示す構成図で
ある。この実施例は、予測手段4の出力を電子スロット
ルのコントローラ5Aに入力し、このコントローラ5A
が制御する駆動力変更手段として電子スロットル7を設
けた構成にしてある。なお、他の構成については前記第
1実施例と略同様であるから、同一構成部分には同一符
号を付し、その重複する説明を省略する。FIG. 4 is a block diagram showing a second embodiment of the present invention. In this embodiment, the output of the predicting means 4 is input to the electronic throttle controller 5A, and the controller 5A
The electronic throttle 7 is provided as a driving force changing means controlled by the above. Since the other structures are substantially the same as those of the first embodiment, the same components are designated by the same reference numerals and the duplicate description thereof will be omitted.
【0037】斯かる構成によれば、前記第1実施例と同
様に、予測手段4は、予測値Fが基準値fより大きい場
合は運転者の加速に対する満足度が低くなりそうである
と予測して、コントローラ5Aに対して電子スロットル
7の加速側の制御を指示し、予測値Fが基準値f以下で
加速に満足すると予測した場合には加速側の制御を指示
をしない。つまり、加速に不満であると予測した場合
は、加速がより大きくなるように、コントローラ5Aが
アクセル開度センサ1の出力と車速センサ2の出力に基
づいて制御する実指令スロットル開度θに対して補正量
δθを加算し、エンジン回転数及び駆動力を上昇させ
る。この補正量δθは図5に示すように、スロットル開
度θの関数として求め、エンジンの出力特性を考慮して
スロットル開度θが大きくなると補正量δθは小さくな
るように決定してある。According to this structure, similarly to the first embodiment, the predicting means 4 predicts that the driver's satisfaction with acceleration is likely to be low when the predicted value F is larger than the reference value f. Then, the controller 5A is instructed to control the electronic throttle 7 on the acceleration side, and when it is predicted that the predicted value F is equal to or less than the reference value f and the acceleration is satisfied, the control on the acceleration side is not instructed. That is, when it is predicted that the acceleration is unsatisfactory, the controller 5A controls the actual command throttle opening θ based on the output of the accelerator opening sensor 1 and the output of the vehicle speed sensor 2 so that the acceleration becomes larger. Then, the correction amount δθ is added to increase the engine speed and the driving force. As shown in FIG. 5, the correction amount δθ is obtained as a function of the throttle opening θ, and in consideration of the output characteristics of the engine, the correction amount δθ is determined to decrease as the throttle opening θ increases.
【0038】したがって、斯く構成しても前記実施例と
同様の効果が得られるのに加え、エンジンで発生する駆
動力自体を上昇させることができるので、車両特性に適
合した応答性の高い駆動力制御が可能で、より満足度の
高い加速感を得ることができる。Therefore, even with such a construction, in addition to the same effect as that of the above-described embodiment, the driving force itself generated by the engine can be increased, so that the driving force with a high responsiveness adapted to the vehicle characteristics can be obtained. It is possible to control, and it is possible to obtain a more satisfying sense of acceleration.
【0039】図6は本発明の第3実施例を示す構成図
で、この実施例は、変速機6のコントローラ5と電子ス
ロットル7のコントローラ5Aとを設け、予測手段4の
出力をコントローラ5とコントローラ5Aとの両方に入
力し、変速機6の変速速度及び変速比と電子スロットル
7のスロットル開度との両方を制御可能にしてある。な
お、他の構成については前記第1実施例と略同様である
から、同一構成部分には同一符号を付し、その重複する
説明を省略する。FIG. 6 is a block diagram showing a third embodiment of the present invention. In this embodiment, the controller 5 of the transmission 6 and the controller 5A of the electronic throttle 7 are provided, and the output of the predicting means 4 is the controller 5. Both the shift speed and the gear ratio of the transmission 6 and the throttle opening of the electronic throttle 7 can be controlled by inputting them to both the controller 5A. Since the other structures are substantially the same as those of the first embodiment, the same components are designated by the same reference numerals and the duplicate description thereof will be omitted.
【0040】斯かる構成によれば、基準値fよりも大き
い第2基準値ffを設定し、この第2基準値ffよりも
予測手段4が算出する予測値Fが大きい(F>ff)場
合には、加速期待が著しく大きいとして変速速度及び変
速比とスロットル開度との両方を制御して、加速感を増
大させる。予測値Fが第2基準値ffよりも小さく基準
値fよりも大きい(ff>F>f)場合は、変速速度及
び変速比のみを制御するようになす。つまり、変速速度
及び変速比とスロットル開度との両方を制御するか、変
速速度及び変速比のみを制御するかを選択する。According to this configuration, when the second reference value ff larger than the reference value f is set and the prediction value F calculated by the prediction means 4 is larger than the second reference value ff (F> ff). On the other hand, assuming that the acceleration expectation is remarkably high, both the shift speed and the gear ratio and the throttle opening are controlled to increase the feeling of acceleration. When the predicted value F is smaller than the second reference value ff and larger than the reference value f (ff>F> f), only the shift speed and the shift ratio are controlled. That is, it is selected whether to control both the speed change ratio and the speed change ratio and the throttle opening, or to control only the speed change speed and the speed change ratio.
【0041】図7は予測手段4に付加された、何れのコ
ントローラを駆動するかを選択する選択ルーチンの概要
を示すフローチャートで、まず、ステップ21で予測値
Fが第2基準値ffよりも大きいか否かを判定する。ス
テップ21の判定が「YES」の場合、ステップ22で
コントローラ5Aに対して電子スロットル7の加速側の
制御を指示し、ステップ23でコントローラ5に対して
変速機6の変速速度及び変速比の制御を指示する。ステ
ップ21の判定が「NO」の場合、ステップ24で予測
値Fが基準値fよりも大きいか否かを判定する。ステッ
プ24の判定が「YES」の場合、ステップ25でコン
トローラ5に対して変速機6の変速速度及び変速比の制
御を指示をし、ステップ24の判定が「NO」の場合、
加速感を増大させる制御を指示しない。FIG. 7 is a flow chart showing the outline of a selection routine added to the prediction means 4 for selecting which controller to drive. First, at step 21, the prediction value F is larger than the second reference value ff. Or not. If the determination in step 21 is “YES”, in step 22, the controller 5A is instructed to control the acceleration side of the electronic throttle 7, and in step 23, the controller 5 is instructed to control the shift speed and the gear ratio of the transmission 6. Instruct. When the determination in step 21 is “NO”, it is determined in step 24 whether the predicted value F is larger than the reference value f. If the determination in step 24 is “YES”, in step 25 the controller 5 is instructed to control the transmission speed and gear ratio of the transmission 6, and if the determination in step 24 is “NO”,
No control is given to increase the feeling of acceleration.
【0042】したがって、斯く構成しても前記実施例と
同様の効果が得られる。また、加速期待が著しい時、変
速速度及び変速比と共にスロットル開度を補正すること
により、駆動力の増大とエンジン出力の増大に伴うエン
ジン音や振動の増大でより加速感が高められ、差ほど加
速期待が大きくないときは、変速機6を制御して駆動力
を増大させ、エンジン音や振動を可及的に抑制して確実
な加速感を得ることができる。Therefore, even with this structure, the same effect as that of the above-described embodiment can be obtained. Also, when the acceleration expectation is remarkable, the throttle opening is corrected together with the speed change ratio and the speed change ratio, so that the feeling of acceleration is further enhanced by the increase in engine sound and vibration accompanying the increase in driving force and the increase in engine output. When the acceleration expectation is not high, it is possible to control the transmission 6 to increase the driving force, suppress engine noise and vibration as much as possible, and obtain a reliable sense of acceleration.
【0043】以上、実施例を図面に基づいて説明した
が、具体的構成はこの実施例に限られるものではなく、
発明の要旨を逸脱しない範囲で変更可能である。例え
ば、エンジン回転数はアクセル開度と相関関係にあり、
この発明ではアクセル開度をパラメータの一つとして検
出しているから、エンジン回転センサは車両の運転状態
検出手段としてはさほど重要ではない。むしろ、エンジ
ン出力の増大に伴ってエンジン音が大きくなれば加速感
が高まるから、エンジン回転数をエンジン音の指標とし
て位置づけてもよい。したがって、エンジン回転センサ
に替えて車室内騒音センサを用いることが可能である。Although the embodiment has been described above with reference to the drawings, the specific structure is not limited to this embodiment,
Changes can be made without departing from the spirit of the invention. For example, engine speed correlates with accelerator opening,
In the present invention, the accelerator opening is detected as one of the parameters, so the engine rotation sensor is not so important as the vehicle operating state detecting means. Rather, if the engine sound increases as the engine output increases, the feeling of acceleration increases, so the engine speed may be positioned as an index of the engine sound. Therefore, it is possible to use the vehicle interior noise sensor instead of the engine rotation sensor.
【0044】また、第2実施例及び第3実施例におい
て、駆動力制御手段として電子スロットルを用いた実施
例について述べたが、これに限らずドライブバイワイヤ
ー形式のスロットルアクチュエータにも適用可能であ
る。Further, in the second and third embodiments, the embodiments using the electronic throttle as the driving force control means have been described, but the present invention is not limited to this, and can be applied to a drive-by-wire type throttle actuator. .
【0045】[0045]
【発明の効果】以上詳細に説明したように本発明によれ
ば、アクセル開度センサと運転状態検出手段からの信号
に基づいて、運転者の加速要求に対する加速感の満足度
を予測する予測手段を設け、該予測手段からの信号に基
づいて車両の駆動力制御手段を制御するようにしたこと
により、運転者の加速に対する官能評価に基づいて求め
られた評価指標によって評価の予測値を算出し、この予
測値に基づいて駆動力制御手段を制御することができ、
運転者の加速要求に対して最適な駆動力を選択して、良
好な加速感を得ることができる。また、運転者の感覚に
基づいた指標によって制御するから、種々の運転状況で
極めて優れた加速感を得ることができる。As described in detail above, according to the present invention, the predicting means for predicting the satisfaction degree of the acceleration feeling with respect to the acceleration request of the driver based on the signals from the accelerator opening sensor and the driving state detecting means. By controlling the driving force control means of the vehicle based on the signal from the prediction means, the predicted value of the evaluation is calculated by the evaluation index obtained based on the sensory evaluation of the driver's acceleration. , The driving force control means can be controlled based on this predicted value,
It is possible to obtain a good sense of acceleration by selecting an optimal driving force for the driver's acceleration request. Further, since the control is performed by the index based on the driver's feeling, it is possible to obtain an extremely excellent sense of acceleration in various driving situations.
【図面の簡単な説明】[Brief description of drawings]
【図1】本発明の第1実施例の構成を示すブロック図で
ある。FIG. 1 is a block diagram showing a configuration of a first exemplary embodiment of the present invention.
【図2】予測手段で実行される処理の概要を示すフロー
チャートである。FIG. 2 is a flowchart showing an outline of processing executed by a prediction means.
【図3】予測値と変速速度とをマップ化した線図であ
る。FIG. 3 is a diagram in which a predicted value and a shift speed are mapped.
【図4】本発明の第2実施例の構成を示すブロック図で
ある。FIG. 4 is a block diagram showing a configuration of a second exemplary embodiment of the present invention.
【図5】スロットル開度と補正量との関係を示す線図で
ある。FIG. 5 is a diagram showing a relationship between a throttle opening and a correction amount.
【図6】本発明の第3実施例の構成を示すブロック図で
ある。FIG. 6 is a block diagram showing a configuration of a third exemplary embodiment of the present invention.
【図7】選択ルーチンの概要を示すフローチャートであ
る。FIG. 7 is a flowchart showing an outline of a selection routine.
1 アクセル開度センサ 2 車速センサ(運転状態検出手段) 3 エンジン回転数センサ(運転状態検出手段) 4 予測手段 5 コントローラ 6 変速機(駆動力制御手段) 1 accelerator opening sensor 2 vehicle speed sensor (driving state detecting means) 3 engine speed sensor (driving state detecting means) 4 predicting means 5 controller 6 transmission (driving force controlling means)
フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 FI 技術表示箇所 F16H 59:42 59:44 Continuation of front page (51) Int.Cl. 6 Identification number Office reference number FI technical display area F16H 59:42 59:44
Claims (13)
を制御する制御装置において、アクセルの操作量を検出
するアクセル開度センサと、車両の運転状態を検出する
運転状態検出手段と、前記アクセル開度センサと運転状
態検出手段からの信号に基づいて、運転者の加速要求に
対する加速感の満足度を予測する予測手段と、該予測手
段からの信号に基づいて車両の駆動力制御手段を制御す
るコントローラと、を備えていることを特徴とする車両
用駆動力制御装置。1. A control device for controlling a driving force of a vehicle based on an accelerator operation, an accelerator opening sensor for detecting an operation amount of the accelerator, a driving state detecting means for detecting a driving state of the vehicle, and the accelerator. Prediction means for predicting satisfaction of the driver's acceleration feeling with respect to the acceleration request of the driver based on signals from the opening sensor and the driving state detection means, and controlling the driving force control means of the vehicle based on the signal from the prediction means A controller for controlling the driving force of a vehicle.
る官能評価の基準値と、アクセル開度センサと運転状態
検出手段からの信号に基づいて得られる官能評価の予測
値とに基づいて予測することを特徴とする、請求項1記
載の車両用駆動力制御装置。2. The prediction means makes a prediction based on a sensory evaluation reference value for a driver's sense of acceleration and a sensory evaluation predicted value obtained based on signals from an accelerator opening sensor and a driving state detection means. The driving force control device for a vehicle according to claim 1, wherein:
を備え、前記予測手段が車速センサからの信号に基づい
て予測値を演算することを特徴とする、請求項2記載の
車両用駆動力制御装置。3. The vehicle drive force control device according to claim 2, wherein a vehicle speed sensor is provided as the driving state detecting means, and the predicting means calculates a predicted value based on a signal from the vehicle speed sensor. .
前の車速との1階差分値に基づいて予測値を演算すると
を特徴とする、請求項3記載の車両用駆動力制御装置。4. The driving force control device for a vehicle according to claim 3, wherein the predicting means calculates a predicted value based on a first-order difference value between the current vehicle speed and the vehicle speed a predetermined time before.
前の車速との2階差分値に基づいて予測値を演算するこ
とを特徴とする、請求項3記載の車両用駆動力制御装
置。5. The vehicle driving force control device according to claim 3, wherein the predicting means calculates a predicted value based on a second-order difference value between the current vehicle speed and the vehicle speed a predetermined time before. .
転数センサを備え、前記予測手段がエンジン回転数セン
サからの信号に基づいて予測値を演算することを特徴と
する、請求項2記載の車両用駆動力制御装置。6. The vehicle according to claim 2, wherein an engine speed sensor is provided as the operating state detecting means, and the predicting means calculates a predicted value based on a signal from the engine speed sensor. Driving force control device.
と、エンジン回転数と、アクセルの操作速度と、現在の
車速と所定時間前の車速との1階差分値と、現在の車速
と所定時間前の車速との2階差分値とに基づいて予測値
を演算することを特徴とする、請求項2記載の車両用駆
動力制御装置。7. The predicting means calculates an accelerator opening degree, a vehicle speed, an engine speed, an accelerator operation speed, a first floor difference value between a current vehicle speed and a vehicle speed before a predetermined time, and a current vehicle speed. The vehicle driving force control device according to claim 2, wherein the predicted value is calculated based on a second-order difference value with respect to the vehicle speed before a predetermined time.
と、エンジン回転数と、アクセルの操作速度と、現在の
車速と所定時間前の車速との1階差分値と、現在の車速
と所定時間前の車速との2階差分値と、これら各パラメ
ータにそれぞれ付属する係数に基づいて予測値を演算す
ることを特徴とする、請求項7記載の車両用駆動力制御
装置。8. The predicting means sets an accelerator opening degree, a vehicle speed, an engine speed, an accelerator operation speed, a first floor difference value between a current vehicle speed and a vehicle speed a predetermined time before, and a current vehicle speed. 8. The vehicle driving force control device according to claim 7, wherein a predicted value is calculated based on a second-order difference value from a vehicle speed before a predetermined time and a coefficient attached to each of these parameters.
を制御することを特徴とする、請求項1記載の車両用駆
動力制御装置。9. The driving force control device for a vehicle according to claim 1, wherein the controller controls a shift speed of a transmission.
を制御することを特徴とする、請求項1記載の車両用駆
動力制御装置。10. The vehicle drive force control device according to claim 1, wherein the controller controls a gear ratio of a transmission.
チュエータのスロットル開度を制御することを特徴とす
る、請求項1記載の車両用駆動力制御装置。11. The driving force control device for a vehicle according to claim 1, wherein the controller controls a throttle opening degree of a throttle actuator.
ロットルアクチュエータを制御するコントローラとを備
え、予測手段が、予測値が所定値を超えたとき前記両方
のコントローラを駆動し、予測値が所定値以下のとき前
記何れか一方のコントローラを駆動することを特徴とす
る、請求項2記載の車両用駆動力制御装置。12. A controller for controlling a transmission and a controller for controlling a throttle actuator, wherein the predicting means drives both of the controllers when the predicted value exceeds a predetermined value, and the predicted value is less than or equal to a predetermined value. 3. The vehicle driving force control device according to claim 2, wherein at least one of the controllers is driven.
が変速機を制御するコントローラを駆動することを特徴
とする、請求項12記載の車両用駆動力制御装置。13. The vehicle driving force control device according to claim 12, wherein the predicting means drives a controller that controls the transmission when the predicted value is equal to or less than a predetermined value.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP21547895A JP3536459B2 (en) | 1995-08-02 | 1995-08-02 | Driving force control device for vehicles |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP21547895A JP3536459B2 (en) | 1995-08-02 | 1995-08-02 | Driving force control device for vehicles |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH0942444A true JPH0942444A (en) | 1997-02-14 |
JP3536459B2 JP3536459B2 (en) | 2004-06-07 |
Family
ID=16673050
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP21547895A Expired - Fee Related JP3536459B2 (en) | 1995-08-02 | 1995-08-02 | Driving force control device for vehicles |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP3536459B2 (en) |
Cited By (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2003083130A (en) * | 2001-09-06 | 2003-03-19 | Toyota Motor Corp | Control device for vehicle |
JP2007239608A (en) * | 2006-03-08 | 2007-09-20 | Nissan Motor Co Ltd | Motion control device for vehicle |
JP2007270704A (en) * | 2006-03-31 | 2007-10-18 | Toyota Motor Corp | Vehicle control device |
JP2008076130A (en) * | 2006-09-20 | 2008-04-03 | Toyota Motor Corp | Vehicle motion control device and calculation device for acceleration expectation value |
JP2009029147A (en) * | 2007-06-25 | 2009-02-12 | Denso Corp | Acceleration control device |
JP2010023835A (en) * | 2009-10-21 | 2010-02-04 | Nissan Motor Co Ltd | Driving force control device for vehicle |
WO2010151663A2 (en) * | 2009-06-25 | 2010-12-29 | Toyota Motor Engineering & Manufacturing North America, Inc. | Method and system for automated control of transmission ratio change |
US8585551B2 (en) | 2010-01-27 | 2013-11-19 | Toyota Motor Engineering & Manufacturing North America, Inc. | Method and system for adaptive continuously variable transmission gear ratio control |
US8655569B2 (en) | 2010-03-02 | 2014-02-18 | Toyota Motor Engineering & Manufacturing North America, Inc. | Method and system for varying an output of a driveforce unit based on load data |
US8751124B2 (en) | 2010-03-02 | 2014-06-10 | Toyota Motor Engineering & Manufacturing North America, Inc. | Method and system for adaptive electronic driveforce unit control |
JP2017058006A (en) * | 2015-09-18 | 2017-03-23 | トヨタ自動車株式会社 | Drive force control device |
JP2018140690A (en) * | 2017-02-27 | 2018-09-13 | 学校法人 中央大学 | Acceleration feeling estimation method and acceleration feeling estimation device |
-
1995
- 1995-08-02 JP JP21547895A patent/JP3536459B2/en not_active Expired - Fee Related
Cited By (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2003083130A (en) * | 2001-09-06 | 2003-03-19 | Toyota Motor Corp | Control device for vehicle |
JP4670208B2 (en) * | 2001-09-06 | 2011-04-13 | トヨタ自動車株式会社 | Vehicle control device |
JP2007239608A (en) * | 2006-03-08 | 2007-09-20 | Nissan Motor Co Ltd | Motion control device for vehicle |
JP4626554B2 (en) * | 2006-03-31 | 2011-02-09 | トヨタ自動車株式会社 | Vehicle control device |
JP2007270704A (en) * | 2006-03-31 | 2007-10-18 | Toyota Motor Corp | Vehicle control device |
JP2008076130A (en) * | 2006-09-20 | 2008-04-03 | Toyota Motor Corp | Vehicle motion control device and calculation device for acceleration expectation value |
JP2009029147A (en) * | 2007-06-25 | 2009-02-12 | Denso Corp | Acceleration control device |
JP4501966B2 (en) * | 2007-06-25 | 2010-07-14 | 株式会社デンソー | Acceleration control device |
WO2010151663A2 (en) * | 2009-06-25 | 2010-12-29 | Toyota Motor Engineering & Manufacturing North America, Inc. | Method and system for automated control of transmission ratio change |
WO2010151663A3 (en) * | 2009-06-25 | 2011-04-21 | Toyota Motor Engineering & Manufacturing North America, Inc. | Method and system for automated control of transmission ratio change |
US8965645B2 (en) | 2009-06-25 | 2015-02-24 | Toyota Motor Engineering & Manufacturing North America, Inc. | Method and system for automated control of transmission ratio change |
JP2010023835A (en) * | 2009-10-21 | 2010-02-04 | Nissan Motor Co Ltd | Driving force control device for vehicle |
US8585551B2 (en) | 2010-01-27 | 2013-11-19 | Toyota Motor Engineering & Manufacturing North America, Inc. | Method and system for adaptive continuously variable transmission gear ratio control |
US8655569B2 (en) | 2010-03-02 | 2014-02-18 | Toyota Motor Engineering & Manufacturing North America, Inc. | Method and system for varying an output of a driveforce unit based on load data |
US8751124B2 (en) | 2010-03-02 | 2014-06-10 | Toyota Motor Engineering & Manufacturing North America, Inc. | Method and system for adaptive electronic driveforce unit control |
JP2017058006A (en) * | 2015-09-18 | 2017-03-23 | トヨタ自動車株式会社 | Drive force control device |
JP2018140690A (en) * | 2017-02-27 | 2018-09-13 | 学校法人 中央大学 | Acceleration feeling estimation method and acceleration feeling estimation device |
Also Published As
Publication number | Publication date |
---|---|
JP3536459B2 (en) | 2004-06-07 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JPH05240073A (en) | Engine controller | |
JP3536459B2 (en) | Driving force control device for vehicles | |
JPH062581A (en) | Throttle control device | |
US11529876B2 (en) | Control method for generating virtual sensation of gear shifting of electric vehicle | |
JPH073261B2 (en) | Controller for continuously variable transmission | |
JPH0615825B2 (en) | Anti-slip device for vehicle | |
JPH10159957A (en) | Shift control device and shift control method of automatic transmission | |
JP2000079838A (en) | Driving force control device for vehicle | |
JP2002156032A (en) | Change gear ratio control method for continuously variable transmission | |
EP1836080B1 (en) | Vehicle control apparatus | |
JP2005188384A (en) | Control device for electronically-controlled type throttle valve | |
JP3460528B2 (en) | Vehicle driving force control device | |
JPH1047447A (en) | Control device for continuously variable transmission | |
JP4500332B2 (en) | Vehicle control device | |
JP2004197647A (en) | Automobile controlled through comparison between recommended and executed accelerator openings | |
US4930594A (en) | Device for controlling motor vehicle to run at constant speed | |
JP2523451B2 (en) | Engine throttle valve control device | |
JPS63154837A (en) | Throttle valve controller | |
JPH0325034A (en) | Control device for vehicle driving system | |
JPH09151755A (en) | Control method for automatic transmission and throttle valve | |
JP3536430B2 (en) | Control device for continuously variable transmission | |
JP2900747B2 (en) | Automatic transmission control device for vehicles | |
JPH07116958B2 (en) | Engine controller | |
JP3458696B2 (en) | Vehicle driving force control device | |
JP3177810B2 (en) | Shift control device for automatic transmission for vehicle |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
A521 | Written amendment |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20040108 |
|
A911 | Transfer to examiner for re-examination before appeal (zenchi) |
Free format text: JAPANESE INTERMEDIATE CODE: A911 Effective date: 20040114 |
|
TRDD | Decision of grant or rejection written | ||
A01 | Written decision to grant a patent or to grant a registration (utility model) |
Free format text: JAPANESE INTERMEDIATE CODE: A01 Effective date: 20040224 |
|
A61 | First payment of annual fees (during grant procedure) |
Free format text: JAPANESE INTERMEDIATE CODE: A61 Effective date: 20040308 |
|
R150 | Certificate of patent or registration of utility model |
Free format text: JAPANESE INTERMEDIATE CODE: R150 |
|
LAPS | Cancellation because of no payment of annual fees |