JP2010024970A - Driving force control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force control device capable of improving drivability. <P>SOLUTION: A vehicle 1 loaded with a power generating means 10 for generating power is provided with a driving force control means 101 for executing the driving force regulating control, which regulates driving force of the vehicle 1, when the response delay passing time of the driving force of the vehicle 1 relative to the acceleration requesting operation, which requests acceleration, exceeds the response delay regulating time, and a setting means 102 for setting the response delay regulating time based on the operation quantity in the acceleration requesting operation. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving force control device, and more particularly to a driving force control device that controls the driving force of a vehicle.

  As a conventional driving force control device for controlling the driving force of a vehicle such as a passenger car or a truck, for example, a control device for a vehicle including a continuously variable transmission described in Patent Document 1 has an output torque based on a required output amount. A control device for a vehicle including a continuously variable transmission in which a continuously variable transmission for controlling an input rotation speed is connected to an internal combustion engine to be controlled based on the required output amount. The vehicle control device includes a final target operating point setting means for determining a final target operating point of the internal combustion engine determined by the output torque and the rotational speed based on the required output amount, and operating points that can be achieved within a predetermined time. Among them, a transient operating point setting means for setting a predetermined transient operating point approaching the final target operating point, and an output torque and a continuously variable transmission so that the internal combustion engine operates at the operating point set by the transient operating point setting means. Output control means for controlling the input rotational speed of the engine, and thereby the internal combustion engine and the transmission are controlled in accordance with the output request accurately.

JP 2003-39990 A

  However, for example, in a vehicle control device including a continuously variable transmission described in Patent Document 1 described above, further improvement in drivability has been desired.

  Accordingly, an object of the present invention is to provide a driving force control device that can improve drivability.

  In order to achieve the above object, a driving force control apparatus according to a first aspect of the present invention provides a response delay passage of the driving force of the vehicle with respect to an acceleration requesting operation that requests acceleration to a vehicle equipped with a power generating means for generating power. When the time exceeds the response delay regulation time, the driving force control means for executing the driving force regulation control for regulating the driving force of the vehicle, and the response delay regulation time is set based on the operation amount of the acceleration request operation And setting means.

  In the driving force control apparatus according to the second aspect of the invention, the setting means holds the response delay regulation time constant when the operation amount is kept constant, and when the operation amount increases. The response delay restriction time is extended, and the response delay restriction time is shortened when the operation amount decreases.

  In the driving force control apparatus according to the invention of claim 3, the driving force control means is the target driving force when the operation amount increases and the response delay regulation time is extended by the setting means. The target driving force is increased based on a target acceleration change amount corresponding to the change amount of the operation amount.

  In the driving force control apparatus according to a fourth aspect of the present invention, the setting means calculates the response delay regulation time by integrating a set delay time corresponding to a change amount of the operation amount.

  In the driving force control apparatus according to a fifth aspect of the present invention, when the operation amount decreases, the setting means shortens the response delay regulation time to a current response delay elapsed time.

  In the driving force control apparatus according to the sixth aspect of the present invention, the power generation means includes a supercharger capable of compressing and supplying intake air to a combustion chamber in which a mixture of air and fuel can be combusted. And

  According to the driving force control apparatus of the present invention, when the response delay elapsed time of the driving force of the vehicle with respect to the acceleration requesting operation for requesting acceleration to the vehicle equipped with the power generating means for generating the power exceeds the response delay regulation time. The driving force control means for executing the driving force restriction control for restricting the driving force of the vehicle and the setting means for setting the response delay restriction time based on the operation amount of the acceleration requesting operation. be able to.

  Embodiments of a driving force control apparatus according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

(Embodiment)
FIG. 1 is a schematic configuration diagram illustrating a vehicle to which a driving force control device according to an embodiment of the present invention is applied. FIG. 2 is a schematic configuration of an engine included in the vehicle to which the driving force control device according to an embodiment of the present invention is applied. FIG. 3 is a set delay time map for obtaining a set delay time in the driving force control apparatus according to the embodiment of the present invention, and FIG. 4 is an illustration of the accelerator opening degree in the driving force control apparatus according to the embodiment of the present invention. FIG. 5 is a time chart for explaining the driving force restriction control when the accelerator opening is increased in the driving force control device according to the embodiment of the present invention. 6 is a target acceleration change amount map for obtaining the target acceleration change amount in the driving force control apparatus according to the embodiment of the present invention, and FIG. 7 is a diagram of the driving force control apparatus according to the embodiment of the present invention. Time chart, Figure 8 illustrating a driving force restriction control when the cell opening is decreased, a flow chart illustrating the control of the driving force control apparatus according to the embodiment of the present invention.

  In addition, in embodiment described below, as shown in FIG. 1, it demonstrates by the case where the driving force control apparatus 100 of this invention is integrated and comprised in ECU55. That is, in the embodiment described below, a case where the driving force control apparatus 100 is also used by the ECU 55 will be described. However, the driving force control apparatus 100 of the present invention may be configured separately from the ECU 55 and connected to the ECU 55.

  As shown in FIG. 1, the driving force control apparatus 100 according to the present embodiment is mounted on a vehicle 1 such as a passenger car or a truck, and controls the driving force of the vehicle 1.

  In the embodiment described below, an internal combustion engine that generates engine torque is used as power generation means that generates driving force transmitted to the wheels 8F and 8R of the vehicle 1 to which the driving force control apparatus 100 of the present embodiment is applied. Although an engine (a gasoline engine, a diesel engine, an LPG engine, or the like) is used, the present invention is not limited to this and may be used in combination with an electric motor such as a motor that generates motor torque.

  First, as shown in FIG. 1, the vehicle 1 includes an engine 10 as power generation means, a transmission 2, a drive shaft 3F and a drive shaft 3R, a transfer (sub-transmission) 5, and a front differential 6F. And a rear differential 6R, a front wheel drive shaft 7F and a rear wheel drive shaft 7R, a wheel (front wheel) 8F and a wheel (rear wheel) 8R, and a braking device 9. In addition, although the vehicle 1 shown by this figure has illustrated the four-wheel drive vehicle, it is not restricted to this.

  As described above, the engine 10 is mounted on the vehicle 1 and generates driving force on the wheels 8F and 8R of the vehicle 1 in response to an operation of an accelerator pedal 10a (see FIG. 2) as a driving operation member. . The engine 10 will be described in detail with reference to FIG.

  The transmission 2 is provided on the output side of the engine 10 and shifts the rotational output of the engine 10. As the transmission 2, various transmissions such as an automatic transmission or a continuously variable transmission can be used.

  The driving shaft 3F transmits driving force to the front wheel (front wheel) 8F side, while the driving shaft 3R transmits driving force to the rear wheel (rear wheel) 8R side.

  The transfer 5 is provided on the output side of the transmission 2 and distributes the driving force transmitted from the transmission 2 to the front wheel side drive shaft 3F and the rear wheel side drive shaft 3R. The transfer 5 is a high-speed high gear train that transmits the rotational output of the transmission 2 to the drive shafts 3F and 3R without decelerating, and the low speed that further reduces the rotational output of the transmission 2 and transmits it to the drive shafts 3F and 3R. 2 gear trains, and a low gear train can be selectively switched between a high gear train and a low gear train by operating a shift lever (not shown) for the transfer 5. Has been. Further, the transfer 5 is provided with a differential device (center differential) (not shown) in the inside thereof, and is configured to be able to absorb a rotational difference between the wheels 8F and the wheels 8R generated when the vehicle 1 turns. ing.

  The front wheel side drive shaft 3F is connected to the left and right front wheel drive shafts 7F via a front differential 6F, and the front wheel drive shaft 7F is connected to wheels 8F which are left and right front wheels. The rear wheel side drive shaft 3R is connected to the left and right rear wheel drive shafts 7R via the rear differential 6R, and the rear wheel drive shaft 7R is connected to wheels 8R serving as the left and right rear wheels. . In the vehicle 1, the output torque of the engine 10 is transmitted to the wheels 8F and 8R via the power transmission system configured as described above.

  On the other hand, the braking device 9 generates braking force on the wheels 8F and 8R of the vehicle 1 in accordance with the operation of the brake pedal 9a. Each wheel 8F, 8R is provided with a hydraulic braking portion 9b of the braking device 9, respectively. In addition, in the hydraulic system of the hydraulic fluid that connects the master cylinder 9c constituting the braking device 9 and the wheel cylinder 9d, in addition to the brake operation (braking operation) of the brake pedal 9a by the driver, A brake actuator 9e is provided for controlling the braking force applied to each wheel 8F, 8R via a hydraulic braking unit 9b composed of a brake pad, a brake rotor, etc., for increasing or decreasing the hydraulic pressure. In the vehicle 1, braking force is generated on the wheels 8F and 8R by the braking device 9 configured as described above.

  Next, as shown in FIG. 2, the engine 10 is a multi-cylinder in-cylinder injection engine in which fuel spray is directly injected into the combustion chamber 18 by an injector 50 described later, and is provided in the cylinder bore 13 so as to be able to reciprocate. This is a so-called four-cycle engine that performs a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke while the piston 14 reciprocates twice.

  The engine 10 of the present embodiment is a so-called multi-cylinder in-cylinder injection type, in which a cylinder head 12 is fastened on a cylinder block 11, and pistons 14 are attached to a plurality of cylinder bores 13 formed in the cylinder block 11. Each is fitted so that it can move up and down. A crankcase 15 is fastened to the lower part of the cylinder block 11, and a crankshaft 16 is rotatably supported in the crankcase 15. Each piston 14 is connected to the crankshaft 16 via a connecting rod 17. Has been. Note that oil supplied to each part of the engine 10 is stored at the bottom of the crankcase 15.

  The combustion chamber 18 is constituted by the wall surface of the cylinder bore 13 in the cylinder block 11, the lower surface of the cylinder head 12, and the top surface of the piston 14, and the combustion chamber 18 has a high central portion at the upper portion (lower surface of the cylinder head 12). It has a pent roof shape that is slanted. The combustion chamber 18 can combust a mixture of fuel and air. An intake port 19 and an exhaust port 20 are formed on the upper portion of the combustion chamber 18, that is, the lower surface of the cylinder head 12, and the intake valve 19 and the exhaust valve 20 are opposed to the intake port 19 and the exhaust port 20. The lower end portions of 22 are respectively positioned. The intake valve 21 and the exhaust valve 22 are supported by the cylinder head 12 so as to be movable in the axial direction, and are urged and supported in a direction (upward in FIG. 2) for closing the intake port 19 and the exhaust port 20. ing. An intake camshaft 23 and an exhaust camshaft 24 are rotatably supported on the cylinder head 12, and the intake cam 25 and the exhaust cam 26 are in contact with upper ends of the intake valve 21 and the exhaust valve 22.

  Although not shown, the crankshaft sprocket fixed to the crankshaft 16 and the camshaft sprockets respectively fixed to the intake camshaft 23 and the exhaust camshaft 24 are wound with endless timing chains. The crankshaft 16, the intake camshaft 23, and the exhaust camshaft 24 can be interlocked.

  Accordingly, when the intake camshaft 23 and the exhaust camshaft 24 rotate in synchronization with the crankshaft 16, the intake cam 25 and the exhaust cam 26 move up and down the intake valve 21 and the exhaust valve 22 at a predetermined timing. 19 and the exhaust port 20 can be opened and closed so that the intake port 19 and the combustion chamber 18 can communicate with the combustion chamber 18 and the exhaust port 20, respectively. In this case, the intake camshaft 23 and the exhaust camshaft 24 are set to rotate once (360 degrees) while the crankshaft 16 rotates twice (720 degrees). Therefore, the engine 10 executes the four strokes of the intake stroke, the compression stroke, the expansion stroke, and the exhaust stroke while the crankshaft 16 rotates twice. At this time, the intake camshaft 23 and the exhaust camshaft 24 are set to one. It will rotate.

  Further, the valve mechanism of the engine 10 is a variable valve timing-intelligent (VVT) mechanism 27 or 28 that controls the intake valve 21 and the exhaust valve 22 at an optimal opening / closing timing according to the operating state. It has become. The intake / exhaust variable valve mechanisms 27 and 28 are configured by providing VVT controllers 29 and 30 at the shaft ends of the intake camshaft 23 and the exhaust camshaft 24, and the hydraulic pressure from the oil control valves 31 and 32 is supplied to the intake camshaft 23 and the exhaust camshaft 24. The phases of the camshafts 23 and 24 with respect to the cam sprocket are changed by acting on advance and retard chambers (not shown) of the VVT controllers 29 and 30, and the opening and closing timings of the intake valve 21 and the exhaust valve 22 are advanced or retarded. Is something that can be done. In this case, the intake / exhaust variable valve operating mechanisms 27, 28 advance or retard the opening / closing timing while keeping the operating angle (opening period) of the intake valve 21 and the exhaust valve 22 constant. Further, the intake camshaft 23 and the exhaust camshaft 24 are provided with cam position sensors 33 and 34 (see also FIG. 1) for detecting the rotational phase.

  A surge tank 36 is connected to the intake port 19 via an intake manifold 35, and an intake pipe 37 is connected to the surge tank 36. An air cleaner 38 is attached to an air intake port of the intake pipe 37. . An electronic throttle device 40 having a throttle valve 39 is provided on the downstream side of the air cleaner 38.

  On the other hand, an exhaust pipe 42 is connected to the exhaust port 20 via an exhaust manifold 41. The exhaust pipe 42 is a purification catalyst that purifies harmful substances such as HC, CO, and NOx contained in the exhaust gas. The three-way catalysts 43 and 44 are mounted.

  The engine 10 is provided with a supercharger 45 that rotates a turbine 47 by the energy of exhaust gas and pushes air into the combustion chamber 18 by a compressor 46 directly connected thereto. The supercharger 45 is configured by integrally connecting a compressor 46 provided in the intake pipe 37 and a turbine 47 provided in the exhaust pipe 42 by a connecting shaft 48. An intercooler 49 that cools intake air that has been compressed by the compressor 46 and has risen in temperature is provided in the intake pipe 37 on the downstream side of the compressor 46 in the supercharger 45.

  The cylinder head 12 is provided with an injector (fuel injection valve) 50 for directly injecting fuel into the combustion chamber 18. The injector 50 is located on the intake port 19 side and is inclined at a predetermined angle with respect to the vertical direction. Are arranged. An injector 50 attached to each cylinder is connected to a delivery pipe 51, and a high-pressure fuel pump 53 is connected to the delivery pipe 51 via a high-pressure fuel supply pipe 52 so that fuel of a predetermined pressure can be supplied. . The cylinder head 12 is provided with a spark plug 54 that is located above the combustion chamber 18 and ignites the air-fuel mixture.

  By the way, as shown in FIGS. 1 and 2, the vehicle 1 is equipped with an electronic control unit (ECU) 55 mainly composed of a microcomputer. The ECU 55 is electrically connected to each part of the vehicle 1 such as the engine 10, the transmission 2, the brake actuator 9 e of the braking device 9, and can control each part of the vehicle 1. The ECU 55 can control the fuel injection timing of the injector 50, the ignition timing of the spark plug 54, the throttle opening of the electronic throttle device 40, and the like. The detected intake air amount, intake air temperature, intake pressure (supercharging pressure) The fuel injection amount, the injection timing, the ignition timing, the throttle opening, and the like are determined based on engine operating conditions such as the intake pipe negative pressure, throttle opening, accelerator opening, engine speed, and coolant temperature.

  That is, an airflow sensor 56 and an intake air temperature sensor 57 are mounted on the upstream side of the intake pipe 37, and the measured intake air amount and intake air temperature are output to the ECU 55. The surge tank 36 is provided with an intake pressure (supercharging pressure) sensor 58 and outputs the measured intake pressure to the ECU 55. The electronic throttle device 40 is provided with a throttle position sensor 59, and the accelerator pedal 10a is provided with an accelerator opening sensor 60, which outputs the current throttle opening and accelerator opening to the ECU 55.

  The accelerator opening sensor 60 is an acceleration request operation amount detection means, and is used as a parameter for determining whether or not the driver requests acceleration of the vehicle 1 and the driver's acceleration request amount for the vehicle 1. The accelerator opening degree corresponding to the depression of the accelerator pedal 10a of the vehicle 1 on which the vehicle 10 is mounted is detected. That is, the accelerator opening detected by the accelerator opening sensor 60 corresponds to the operation amount of the acceleration request operation for the vehicle 1 by the driver. Here, the operation amount of the acceleration request operation performed on the vehicle 1 by the driver, in other words, the acceleration request amount is proportional to the magnitude of the accelerator opening and the speed of change of the accelerator opening. That is, the greater the accelerator opening, the greater the amount of acceleration required for the vehicle 1 by the driver. Further, the greater the speed of change in the accelerator opening, the so-called accelerator opening speed, the greater the driver's required acceleration amount for the vehicle 1.

  Further, the crankshaft 16 is provided with a crank angle sensor 61, which outputs the detected crank angle to the ECU 55. The ECU 55 determines the intake stroke, the compression stroke, the expansion stroke, and the exhaust stroke in each cylinder based on the crank angle. Calculate the engine speed. Here, the engine speed corresponds to the rotational speed of the crankshaft 16 in other words. If the rotational speed of the crankshaft 16 increases, the rotational speed of the crankshaft 16, that is, the engine rotational speed of the engine 10 also increases. Get higher.

  Further, the cylinder block 11 is provided with a water temperature sensor 62 and outputs the detected engine cooling water temperature to the ECU 55. The delivery pipe 51 communicating with each injector 50 is provided with a fuel pressure sensor 63 that detects the fuel pressure, and outputs the detected fuel pressure to the ECU 55. An air-fuel ratio (A / F) sensor 64 is provided upstream of the three-way catalyst 43 in the exhaust pipe 42. The A / F sensor 64 detects the exhaust air / fuel ratio of the exhaust gas exhausted from the combustion chamber 18 through the exhaust port 20 and the exhaust manifold 41 to the exhaust pipe 42, and outputs the detected exhaust air / fuel ratio to the ECU 55. The ECU 55 corrects the fuel injection amount by feeding back the exhaust air-fuel ratio detected by the A / F sensor 64 and comparing it with the target air-fuel ratio set according to the engine operating state. It becomes possible to control to an optimum combustion state according to the operation state.

  In addition, wheel speed sensors 65 are provided in the vicinity of the wheels 8F and 8R of the vehicle 1, and the detected rotational speeds of the wheels 8F and 8R are output to the ECU 55. The ECU 55 can calculate the vehicle speed of the vehicle 1 based on the rotational speeds of the wheels 8F and 8R detected by the wheel speed sensors 65.

  Accordingly, the ECU 55 drives the high-pressure fuel pump 53 based on the detected fuel pressure so that the fuel pressure becomes a predetermined pressure, and detects the intake air amount, intake air temperature, intake pressure, throttle opening, accelerator opening. The fuel injection amount (fuel injection time), the injection timing, the ignition timing, etc. are determined based on the engine operating state such as the engine speed and the engine cooling water temperature, and the injector 50 and the spark plug 54 are driven to perform the fuel injection and ignition. Execute. Further, the ECU 55 corrects the fuel injection amount so that the air-fuel ratio becomes stoichiometric (theoretical air-fuel ratio) by feeding back the detected oxygen concentration of the exhaust gas.

  The ECU 55 can control the intake / exhaust variable valve mechanisms 27 and 28 based on the engine operating state. That is, when the temperature is low, the engine is started, the engine is idle, or the load is light, the exhaust gas blows back into the intake port 19 or the combustion chamber 18 by eliminating the overlap between the exhaust valve 22 closing timing and the intake valve 21 opening timing. Reduce the amount to enable stable combustion and improved fuel efficiency. Further, at the time of medium load, by increasing the overlap, the internal EGR rate is increased to improve the exhaust gas purification efficiency, and the pumping loss is reduced to improve the fuel consumption. Further, at the time of high-load low-medium rotation, the closing timing of the intake valve 21 is advanced, thereby reducing the amount of intake air that blows back to the intake port 19 and improving the volume efficiency. At the time of high load and high rotation, the closing timing of the intake valve 21 is retarded in accordance with the rotation speed, so that the timing is adjusted to the inertial force of the intake air and the volume efficiency is improved.

  In the engine 10 configured as described above, when the piston 14 descends in the cylinder bore 13, air is sucked into the combustion chamber 18 through the intake port 19 (intake stroke), and the piston 14 falls under the intake stroke. The air is compressed by moving up in the cylinder bore 13 through the dead center (compression stroke). At this time, fuel is injected from the injector 50 into the combustion chamber 18 in the intake stroke or compression stroke, and the fuel and air mix to form an air-fuel mixture. When the piston 14 approaches the top dead center of the compression stroke, the air-fuel mixture is ignited by the spark plug 54, the air-fuel mixture burns, and the piston 14 is lowered by the combustion pressure (expansion stroke). The air-fuel mixture after combustion is discharged as exhaust gas through the exhaust port 20 when the piston 14 rises again toward the top dead center of the intake stroke via the expansion stroke bottom dead center (exhaust stroke). The reciprocating motion of the piston 14 in the cylinder bore 13 is transmitted to the crankshaft 16 through the connecting rod 17, where it is converted into a rotational motion and taken out as an output. When 16 further rotates due to inertial force, the cylinder bore 13 reciprocates as the crankshaft 16 rotates. By rotating the crankshaft 16 twice, the piston 14 reciprocates the cylinder bore 13 twice, during which a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke is performed, and once in the combustion chamber 18. Explosion takes place.

  During this time, the turbine 47 of the supercharger 45 is rotationally driven by the exhaust gas passing through the exhaust pipe 42, and rotational power is transmitted to the compressor 46 via the connecting shaft 48, so that the compressor 46 is rotationally driven. As a result, the intake air in the intake pipe 37 is compressed and supercharged to the combustion chamber 18. For this reason, the charging efficiency of air into the combustion chamber 18 can be increased, and the output of the engine 10 can be increased.

  Here, the ECU 55 that is also used as the driving force control apparatus 100 of the present embodiment controls the driving force of the vehicle 1 by combining the engine 10 and the transmission 2 and can control the operation of the engine 10. At the same time, the gear ratio or gear position of the transmission 2 can be controlled. And here, this driving force control device 100 is the driving force of this vehicle 1 when the response delay elapsed time of the driving force of the vehicle 1 with respect to the acceleration requesting operation requesting the vehicle 1 exceeds the response delay regulation time. The drivability is improved by executing the driving force regulation control that regulates the above.

  Here, the response delay elapsed time is an elapsed time after an acceleration request operation for requesting acceleration of the vehicle 1 by the driver, specifically, an operation of depressing the accelerator pedal 10a, and an operation of depressing the accelerator pedal 10a. This is the elapsed time when the response delay of the driving force has actually occurred since. The response delay restriction time is a determination time for determining whether or not to execute the driving force restriction control, and is a time set for the response delay elapsed time. The driving force control device 100 executes the driving force restriction control when the response delay elapsed time exceeds the response delay restriction time.

  Specifically, the ECU 55 that is also used as the driving force control apparatus 100 of the present embodiment has a driving force control unit 101 as driving force control means, as shown in FIG.

  Here, the ECU 55 that is also used as the driving force control device 100 includes a processing unit 55a, a storage unit 55b, and an input / output unit 55c that are configured around a microcomputer, and these are connected to each other and can exchange signals with each other. It is possible. A drive circuit (not shown) that drives each part of the vehicle 1 including the engine 10 and the various sensors described above are connected to the input / output unit 55c, and the input / output unit 55c transmits signals to and from these sensors and the like. Perform input / output. The storage unit 55b stores a computer program for controlling each unit of the vehicle 1 including the engine 10. The storage unit 55b is a hard disk device, a magneto-optical disk device, or a non-volatile memory such as a flash memory (a storage medium that can be read only such as a CD-ROM) or a RAM (Random Access Memory). A volatile memory or a combination thereof can be used. The processing unit 55a includes a memory (not shown) and a CPU (Central Processing Unit), and includes the driving force control unit 101 described above. Various types of control by the driving force control apparatus 100 are performed by the processing unit 55a reading the computer program into a memory incorporated in the processing unit 55a based on the detection results of the sensors provided in the respective units. In response, a control signal is sent. At that time, the processing unit 55a appropriately stores a numerical value in the middle of the calculation in the storage unit 55b, and takes out the stored numerical value and executes the calculation. In addition, when controlling each part of the vehicle 1 including this engine 10, you may control by the dedicated hardware different from ECU55 instead of the said computer program.

  The driving force control unit 101 controls the driving force of the vehicle 1 by combining the engine 10 and the transmission 2 as described above. The driving force control unit 101 can control the operation of the engine 10 and can change the gear ratio of the transmission 2 or The gear position can be controlled.

  In the normal control before the response delay elapsed time exceeds the response delay regulation time, the driving force control unit 101 is, for example, the operation amount of the acceleration request operation (acceleration request amount) detected by the accelerator opening sensor 60, in other words, the driver. The target of the vehicle 1 corresponding to the required driving force requested by the driver based on the accelerator opening corresponding to the requested driving amount requested by the vehicle, the current vehicle speed of the vehicle 1 detected by the wheel speed sensor 65, and the like. A driving force (a driving force targeted by the vehicle 1) is calculated. The target driving force decreases as the vehicle speed increases, and increases as the accelerator opening increases.

  The driving force control unit 101 calculates a target output of the engine 10 for obtaining the target driving force based on the target driving force and the vehicle speed, that is, the target output, and achieves the target output with the minimum fuel consumption. The target engine torque and the target engine speed are calculated. The driving force control unit 101 controls the gear ratio or gear position of the transmission 2 so as to realize the target engine speed, while the fuel injection timing of the injector 50, the ignition timing of the spark plug 54, the electronic throttle The output of the engine 10 is controlled by controlling the throttle opening degree of the device 40, the operation of the engine 10 is controlled so that the engine torque of the engine 10 becomes the target engine torque, and the driving force of the vehicle 1 is controlled. To do.

  The driving force control unit 101 controls the driving force of the vehicle 1 when the response delay elapsed time of the driving force of the vehicle 1 with respect to the acceleration requesting operation for requesting the acceleration of the vehicle 1 exceeds the response delay regulation time. Perform force regulation control. That is, the driving force control unit 101 drives the driving force when the response delay elapsed time, which is the elapsed time after the driver depressing the accelerator pedal 10a (acceleration request operation), exceeds a predetermined response delay regulation time. Perform regulatory control. The driving force control unit 101 actually controls the target driving force by various known methods such as limiting the throttle opening of the electronic throttle device 40 or limiting the supercharging pressure by the supercharger 45. The driving force restriction control is executed to restrict and restrict the increase of the response delay of the driving force. The supercharging pressure by the supercharger 45 is, for example, controlling the opening degree of a nozzle vane (not shown) provided in the turbine 47 to control the flow rate of exhaust gas introduced into the turbine 47 or bypassing the turbine 47. It can be limited by controlling the flow rate of the exhaust gas flowing by bypassing the turbine 47 by controlling the opening degree of the waste gate valve (not shown) provided in the waste gate passage (not shown). In addition, when the supercharger 45 is a supercharger 45 with a so-called motor assist having a motor generator as an auxiliary power source, the supercharging pressure by the supercharger 45 is controlled by controlling the driving of the motor generator. It can also be restricted.

  Therefore, the driving force control apparatus 100 executes the driving force restriction control when the response delay elapsed time exceeds the predetermined response delay restriction time by the driving force control unit 101, for example, the accelerator pedal 10a by the driver. When an increase in driving force of the vehicle 1 is delayed due to a response delay of the engine 10, a so-called turbo lag of the turbocharger 45, a response delay of the transmission 2, etc. Until the response delay elapsed time reaches the response delay regulation time, this increase in driving force is allowed. When the response delay elapsed time reaches the response delay regulation time and the driving force control unit 101 executes the driving force regulation control, an increase in driving force due to the response delay is suppressed. Thereby, it is possible to prevent the driving force corresponding to the response delay from continuing to rise over a predetermined time with respect to the depression operation (acceleration request operation) of the accelerator pedal 10a by the driver, and the driver receives from the vehicle 1. An uncomfortable feeling of acceleration due to the response delay can be prevented, and as a result, drivability can be improved. In other words, this driving force control device 100 is a response delay until the response delay elapsed time reaches the response delay regulation time with respect to the depression operation (acceleration request operation) of the accelerator pedal 10a by the driver by the driving force control unit 101. As the driving force is allowed to rise, the driver can be given a sufficient acceleration feeling according to the depression operation of the accelerator pedal 10a, and the response delay elapsed time exceeds a predetermined response delay regulation time. By executing the driving force restriction control that suppresses the increase in the driving force corresponding to the response delay, it is possible to suppress the feeling of acceleration delay due to the increase in the driving force corresponding to the response delay, thereby improving the drivability. be able to.

  By the way, the ECU 55 that is also used as the driving force control apparatus 100 of the present embodiment is further based on the operation amount of the acceleration request operation by the driver, that is, here, the accelerator opening detected by the accelerator opening sensor 60. The drivability is further improved by setting the response delay regulation time described above.

  Specifically, as shown in FIG. 1, the ECU 55 that is also used as the driving force control apparatus 100 of the present embodiment has a response delay regulation time setting unit 102 as a setting unit in the processing unit 55a.

  As described above, the response delay restriction time setting unit 102 determines the response delay restriction time described above based on the operation amount of the acceleration request operation by the driver, that is, the accelerator opening detected by the accelerator opening sensor 60 here. Is set. The response delay regulation time setting unit 102 makes the accelerator opening as an operation amount of the acceleration request operation constant after an acceleration request operation for requesting acceleration of the vehicle 1 by the driver, that is, an operation of depressing the accelerator pedal 10a. If held, the response delay regulation time is kept constant. Further, the response delay regulation time setting unit 102 extends the response delay regulation time when the accelerator opening increases after the operation of depressing the accelerator pedal 10a. On the other hand, the response delay restriction time setting unit 102 shortens the response delay restriction time when the accelerator opening is decreased after the operation of depressing the accelerator pedal 10a.

  Specifically, the response delay regulation time setting unit 102 requests that the driver requests, for example, based on the set delay time map m01 shown in FIG. 3 when the driver depresses the accelerator pedal 10a. A set delay time is calculated in accordance with the amount of change in acceleration, in other words, the amount of change in accelerator opening as the operation amount of the acceleration request operation. In this set delay time map m01, the vertical axis represents the delay time, and the horizontal axis represents the accelerator opening change amount (requested acceleration change amount). The set delay time map m01 describes the relationship between the accelerator opening change amount and the set delay time. In the set delay time map m01, the set delay time indicated by the solid line in the figure is set to 0 when the accelerator opening change amount is 0, and increases as the accelerator opening change amount increases. The set delay time is set to be substantially constant above a predetermined accelerator opening change amount. This set delay time is set in advance by experiments or the like in consideration of drivability and the like.

  The set delay time map m01 is stored in the storage unit 55b of the ECU 55. The response delay regulation time setting unit 102 calculates a set delay time from the amount of change in the accelerator opening detected by the accelerator opening sensor 60 based on the set delay time map m01. If the response delay regulation time setting unit 102 calculates the amount of change in the accelerator opening, for example, by subtracting the accelerator opening in the previous control cycle from the accelerator opening in the current control cycle detected by the accelerator opening sensor 60. Good.

  In the present embodiment, the response delay regulation time setting unit 102 obtains the set delay time using the set delay time map m01, but the present embodiment is not limited to this. The response delay regulation time setting unit 102 may obtain the set delay time based on, for example, a mathematical expression corresponding to the set delay time map m01.

  When the driver depresses the accelerator pedal 10a, the response delay regulation time setting unit 102 calculates the response delay regulation time by integrating the set delay times according to the accelerator opening change amount. Here, the initial value of the response delay regulation time is the set delay time calculated first when the driver depresses the accelerator pedal 10a.

  Here, as illustrated by the dotted line in FIG. 3, the actual response delay time of the driving force (in the case where the transmission 2 is a stepped AT) is shown in FIG. It tends to increase along with this. For this reason, as shown in FIG. 3, the set delay time is larger on the side where the accelerator opening change amount is larger than on the side where the accelerator opening change amount is small (when the accelerator pedal 10a is depressed relatively slowly). 10a is set to a large value). As a result, it is possible to prevent the period during which the increase in driving force is allowed from being too short. The reason why the actual response delay time illustrated by the dotted line in FIG. 3 becomes smaller than the predetermined accelerator opening change amount is that the downshift is executed by the transmission 2. In this case, the actual response delay time of the driving force is shortened again, that is, the response of the driving force to the operation of depressing the accelerator pedal 10a is improved.

  As shown in the time chart illustrated in FIG. 4, for example, at time t <b> 11, after the driver performs an operation of depressing the accelerator pedal 10 a, the accelerator opening is kept constant, and the accelerator opening change amount is 0. In this case, the set delay time calculated by the response delay restriction time setting unit 102 is set to 0 when the accelerator opening change amount is 0 as described above. The amount becomes 0, and therefore the response delay regulation time is kept constant. When the driving force control unit 101 reaches the response delay regulation time t12 set by the response delay regulation time setting unit 102 when the response delay elapsed time, which is the elapsed time from the time t11 when the operation of depressing the accelerator pedal 10a is performed, the vehicle Driving force restriction control for restricting the driving force of 1 is executed.

  As the driving force restriction control, the driving force control unit 101 calculates the target driving force at the time of the driving force restriction control based on the accelerator opening, the vehicle speed, and the like based on the actual driving force at the present time. The target driving force at the time of the restriction control is made lower than the target driving force in the normal control (the target driving force when the driving force restriction control is not executed). And the driving force control part 101 restrict | limits the throttle opening of the electronic throttle device 40, or the supercharging pressure by the supercharger 45 based on the target driving force at the time of this driving force regulation control, for example. By controlling the actual driving force so as to follow the target driving force at the time of the driving force restriction control by various known methods such as, the driving force in the normal control when the driving force restriction control is not executed In comparison, an increase in the response delay of the actual driving force is limited. Here, since the target driving force at the time of driving force restriction control is set to decrease as the vehicle speed increases based on the actual driving force at the start of driving force restriction control, the actual driving force Is gradually decreasing.

  As a result, the drive force control unit 101 allows the drive force to increase by the response delay until the response delay elapsed time reaches the response delay regulation time with respect to the depression of the accelerator pedal 10a (acceleration request operation) by the driver. Therefore, it is possible to give the driver a sufficient acceleration feeling according to the depression operation of the accelerator pedal 10a, and the driving force corresponding to the response delay when the response delay elapsed time exceeds a predetermined response delay regulation time. By executing the driving force restriction control that suppresses the increase, it is possible to suppress a feeling of delay in acceleration due to an increase in the driving force corresponding to the response delay, and as a result, it is possible to improve drivability.

  On the other hand, as shown in the time chart illustrated in FIG. 5, for example, after an operation of depressing the accelerator pedal 10 a by the driver at time t <b> 11, the response delay elapsed time is set to the response delay regulation time t <b> 12 that is initially set. When the accelerator pedal 10a is further depressed by the driver and the accelerator opening increases at time t21 before reaching, the set delay time increases as the accelerator opening change amount increases as described above. Therefore, every time the accelerator opening is increased by the response delay regulation time setting unit 102, the set delay time is integrated, so that the response delay regulation time becomes longer. In other words, the response delay restriction time setting unit 102 adds the set delay time corresponding to the accelerator opening change amount to the initially set response delay restriction time (response delay restriction time before extension) t12, thereby obtaining a response delay. The regulation time is extended to the response delay regulation time (response delay regulation time after extension) t22. Then, the driving force control unit 101 extends the response delay elapse time set by the response delay restriction time setting unit 102, which is an elapsed time from the time t11 when the operation of depressing the accelerator pedal 10a is performed. Is reached, drive force restriction control for restricting the drive force of the vehicle 1 is executed.

  As described above, the driving force control unit 101 calculates the target driving force at the time of the driving force restriction control based on the accelerator opening, the vehicle speed, and the like based on the actual driving force at the present time, as described above. Thus, the target driving force at the time of the driving force restriction control is made lower than the target driving force in the normal control (the target driving force when the driving force restriction control is not executed). Then, the driving force control unit 101 performs control so that the actual driving force follows the target driving force at the time of the driving force restriction control based on the target driving force at the time of the driving force restriction control. Compared with the driving force in the normal control when the control is not executed, an increase in the response delay of the actual driving force is limited. In this case as well, since the target driving force at the time of driving force restriction control is set so as to decrease as the vehicle speed increases based on the actual driving force at the start of the driving force restriction control, the actual driving force Is gradually decreasing.

  As a result, the drive force control unit 101 allows the drive force to increase by the response delay until the response delay elapsed time reaches the response delay regulation time with respect to the depression of the accelerator pedal 10a (acceleration request operation) by the driver. Therefore, the driver can be given a sufficient acceleration feeling according to the depression operation of the accelerator pedal 10a. In this case, the response delay regulation time is extended by the response delay regulation time setting unit 102 in accordance with the amount of change in the accelerator opening in response to the operation of increasing the accelerator pedal 10a by the driver. Compared with the driving force in the case where the extension of the driving force is not extended, it is possible to suppress the increase in the response delay of the actual driving force from being restricted early. As a result, the supercharging effect by the supercharger 45 can be sufficiently exerted, and a sufficient feeling of acceleration according to the depressing operation of the accelerator pedal 10a can be given to the driver. Then, when the response delay elapsed time exceeds the extended response delay regulation time, the response delay is caused by turbo lag or the like by the turbocharger 45 by executing the driving force restriction control that suppresses the increase in the driving force corresponding to the response delay. It is possible to prevent the feeling of delay in acceleration due to an increase in the driving force of minutes from being left unnecessarily, and as a result, drivability can be improved.

  Here, the driving force control unit 101 extends the response delay regulation time according to the accelerator opening change amount by the response delay regulation time setting unit 102 in response to the driver's depressing operation of the accelerator pedal 10a. In such a case, the target driving force is reset based on the target acceleration change amount corresponding to the accelerator opening change amount.

  Specifically, the driving force control unit 101, for example, based on the target acceleration change amount map m02 illustrated in FIG. 6, the change amount of the requested acceleration requested by the driver, in other words, the operation amount of the acceleration request operation. A target acceleration change amount corresponding to the change amount of the accelerator opening is calculated. In the target acceleration change amount map m02, the vertical axis indicates the target acceleration change amount, and the horizontal axis indicates the accelerator opening change amount. The target acceleration change amount map m02 describes the relationship between the accelerator opening change amount and the target acceleration change amount. In the target acceleration change amount map m02, the target acceleration change amount is set to 0 when the accelerator opening change amount is 0, and increases as the accelerator opening change amount increases. This target acceleration change amount is set in advance by experiments or the like in consideration of drivability and the like. The target acceleration change amount map m02 is stored in the storage unit 55b of the ECU 55. The driving force control unit 101 calculates the target acceleration change amount from the accelerator opening change amount detected by the accelerator opening sensor 60 based on the target acceleration change map m02.

  In the present embodiment, the driving force control unit 101 obtains the target acceleration change amount using the target acceleration change amount map m02, but the present embodiment is not limited to this. For example, the driving force control unit 101 may obtain the target acceleration change amount based on a mathematical expression corresponding to the target acceleration change amount map m02.

  When the response delay regulation time is extended according to the accelerator opening change amount by the response delay regulation time setting unit 102 in response to the driver's depressing operation of the accelerator pedal 10a, the driving force control unit 101 In addition to the accelerator opening and the vehicle speed, the target driving force is reset using the target acceleration change amount as a parameter. Thus, when the response delay regulation time is extended by the response delay regulation time setting unit 102 according to the accelerator opening change amount, the driving force control unit 101 sets the target acceleration change amount according to the accelerator opening change amount. Since the target driving force is increased based on the above, the response of the driving force increase until the response delay elapse time reaches the response delay regulation time can be improved, and the acceleration feeling given to the driver is improved. Therefore, drivability can be further improved.

  Next, as shown in the time chart illustrated in FIG. 7, for example, after an operation of depressing the accelerator pedal 10 a by the driver at time t <b> 11, the response delay elapsed time t <b> 12 initially set as the response delay elapsed time is set. When the accelerator pedal 10a is returned by the driver and the accelerator opening decreases at time t31 before reaching, the response delay regulation time is subtracted to shorten the current response delay elapsed time. In other words, the response delay restriction time setting unit 102 sets the response delay restriction time (response delay restriction time before shortening) t12 set first to the response delay restriction time (response delay after shortening) corresponding to the current response delay elapsed time. The regulation time is shortened to t31. Then, the driving force control unit 101 shortens the response delay regulation time t31 after shortening the response delay elapsed time set by the response delay regulation time setting unit 102, which is the elapsed time from the time t11 when the operation of depressing the accelerator pedal 10a is performed. Is reached, drive force restriction control for restricting the drive force of the vehicle 1 is executed.

  As described above, the driving force control unit 101 calculates the target driving force at the time of the driving force restriction control based on the accelerator opening, the vehicle speed, and the like based on the actual driving force at the present time, as described above. Thus, the target driving force at the time of the driving force restriction control is made lower than the target driving force in the normal control (the target driving force when the driving force restriction control is not executed). Then, the driving force control unit 101 performs control so that the actual driving force follows the target driving force at the time of the driving force restriction control based on the target driving force at the time of the driving force restriction control. Compared with the driving force in the normal control when the control is not executed, an increase in the response delay of the actual driving force is limited. Here, the target driving force at the time of driving force restriction control is set so as to decrease as the accelerator opening decreases and the vehicle speed increases based on the actual driving force at the start of the driving force restriction control. Therefore, the actual driving force is also reduced.

  As a result, in response to the return operation of the accelerator pedal 10a by the driver, the response delay restriction time is shortened to the current response delay elapsed time by the response delay restriction time setting unit 102, so that the accelerator pedal 10a is returned. Immediately after that, the driving force control unit 101 executes the driving force restriction control with good responsiveness. Corresponding to the return operation of the accelerator pedal 10a by the driver, the response delay regulation time is shortened according to the accelerator opening change amount by the response delay regulation time setting unit 102 and immediately after the accelerator pedal 10a is returned. As a result, the driving force control unit 101 executes the driving force restriction control with high response to the increase in the actual driving force response delay compared to the driving force when the response delay restriction time is not shortened. Is limited early and with good responsiveness. As a result, since the accelerator pedal 10a is returned by the driver, the acceleration delay due to the increase in the driving force corresponding to the response delay remains even though the acceleration request by the driver is reduced or eliminated. This can be suppressed, and as a result, drivability can be improved.

  Next, the control of the ECU 55 that is also used as the driving force control apparatus 100 according to the present embodiment will be described with reference to the flowchart of FIG. This control routine is repeatedly executed at a control cycle of several ms to several tens of ms.

  First, when the driver depresses the accelerator pedal 10a, the ECU 55 sets the target based on the accelerator opening detected by the accelerator opening sensor 60, the current vehicle speed of the vehicle 1 detected by the wheel speed sensor 65, and the like. The driving force is calculated (S100), and the driving force control unit 101 starts a timer for measuring the response delay elapsed time (S102).

  Next, the ECU 55 acquires the current accelerator opening detected by the accelerator opening sensor 60 and the current actual driving force (S104). Here, the current actual driving force may be calculated by various known methods, for example, based on the current engine speed and engine torque.

  Next, the response delay restriction time setting unit 102 of the ECU 55 calculates the set delay time corresponding to the accelerator opening change amount using the set delay time map m01 of FIG. Calculate (S106). Here, the response delay regulation time setting unit 102 subtracts the accelerator opening change amount by subtracting the accelerator opening in the previous control cycle from the accelerator opening in the current control cycle detected by the accelerator opening sensor 60, for example. What is necessary is just to calculate.

  Next, the driving force control unit 101 of the ECU 55 determines the response delay elapsed time based on the timer started in S102 and the response delay restriction time calculated by the response delay restriction time setting unit 102 in S106. Is determined (S108).

  When it is determined that the response delay elapsed time has not reached the response delay regulation time (S108: No), the driving force control unit 101 of the ECU 55 determines whether the accelerator opening change amount is smaller than 0 (S110). . Here, the driving force control unit 101 calculates the accelerator opening change amount by subtracting the accelerator opening in the previous control cycle from the accelerator opening in the current control cycle detected by the accelerator opening sensor 60, for example. Alternatively, the accelerator opening change amount calculated by the response delay regulation time setting unit 102 in S108 may be used.

  The driving force control unit 101 of the ECU 55 determines that the accelerator opening change amount is 0 or more (S110: No), that is, when the accelerator pedal 10a is stepped on by the driver, or when the accelerator pedal 10a is pressed by the driver. Is kept constant, the target acceleration change amount corresponding to the accelerator opening change amount is calculated using the target acceleration change amount map m02 of FIG. 6, and this target acceleration change is further added to the accelerator opening amount and the vehicle speed. The target driving force is reset using the amount as a parameter (S112).

  And the driving force control part 101 of ECU55 performs normal driving force control based on the target driving force reset by S112 (S114). That is, the driving force control unit 101 controls the speed ratio or speed of the transmission 2 based on the target driving force reset in S112, controls the operation of the engine 10, and controls the driving force of the vehicle 1. . Then, the process returns to S104 and the subsequent processing is repeated.

  When the driving force control unit 101 of the ECU 55 determines that the response delay elapsed time has exceeded the response delay regulation time in S108 (S108: Yes) and in S110, when the accelerator opening change amount is determined to be smaller than 0, That is, when the accelerator pedal 10a is returned by the driver (S110: Yes), the target driving force at the time of driving force regulation control is calculated based on the accelerator opening, the vehicle speed, etc., based on the actual driving force at the present time. (S116) The driving force restriction control is executed based on the target driving force at the time of the driving force restriction control (S118). That is, the driving force control unit 101 of the ECU 55 limits, for example, the throttle opening of the electronic throttle device 40 based on the target driving force at the time of driving force restriction control calculated in S116, Increase the response delay of the actual driving force by controlling the actual driving force to follow the target driving force during the driving force regulation control by various known methods such as limiting the supply pressure Limit. After that, the driving force control unit 101 and the response delay regulation time setting unit 102 of the ECU 55 clear the timer for measuring the response delay regulation time and the response delay elapsed time (S120), and terminate the control of this cycle.

  According to the driving force control apparatus 100 according to the embodiment of the present invention described above, the response delay elapsed time of the driving force of the vehicle 1 with respect to the acceleration requesting operation that requests acceleration to the vehicle 1 equipped with the engine 10 that generates power. Response delay regulation based on the driving force control unit 101 that executes the driving force regulation control that regulates the driving force of the vehicle 1 and the accelerator opening as the operation amount of the acceleration request operation A response delay regulation time setting unit 102 for setting the time.

  Therefore, since the response delay regulation time is set based on the accelerator opening by the response delay regulation time setting unit 102, the driving force regulation control for regulating the driving force by the driving force control unit 101 is appropriately performed according to the driving state. Since it can be executed, drivability can be improved. In addition, since the response delay regulation time is appropriately set and updated according to the accelerator opening and the driving force regulation control is executed, the appropriate driving force regulation control according to the driving state can be executed by simple control.

  Furthermore, according to the driving force control apparatus 100 according to the embodiment of the present invention described above, the response delay regulation time setting unit 102 is provided when the accelerator opening as the operation amount of the acceleration request operation is held constant. Keeps the response delay regulation time constant, extends the response delay regulation time when the accelerator opening increases, and shortens the response delay regulation time when the accelerator opening decreases. Therefore, when the accelerator opening is increased by the response delay restriction time setting unit 102, the response delay restriction time is extended, and when the accelerator opening is reduced, the response delay restriction time is shortened. It is possible to give the driver a sufficient feeling of acceleration according to the acceleration request operation and to suppress the feeling of acceleration delay due to an increase in the driving force by an unnecessary response delay, resulting in improved drivability can do.

  Furthermore, according to the driving force control apparatus 100 according to the embodiment of the present invention described above, the driving force control unit 101 increases the accelerator opening as the operation amount of the acceleration request operation and the response delay regulation time setting unit 102 When the response delay regulation time is extended by the above, the target driving force that is the target driving force is increased based on the target acceleration change amount corresponding to the change amount of the accelerator opening. Therefore, when the response delay regulation time is extended by the response delay regulation time setting unit 102 according to the accelerator opening change amount, the driving force control unit 101 sets the target acceleration change amount according to the accelerator opening change amount. Since the target driving force is increased based on this, the response of the driving force increase until the response delay elapse time reaches the response delay regulation time can be improved, and the acceleration feeling given to the driver can be improved. As a result, drivability can be further improved.

  Furthermore, according to the driving force control apparatus 100 according to the embodiment of the present invention described above, the response delay restriction time setting unit 102 is set delay corresponding to the change amount of the accelerator opening as the operation amount of the acceleration request operation. The response delay regulation time is calculated by integrating the time. Therefore, every time the accelerator opening changes, the response delay regulation time can be appropriately updated according to the accelerator opening change amount.

  Furthermore, according to the driving force control apparatus 100 according to the embodiment of the present invention described above, the response delay regulation time setting unit 102 responds when the accelerator opening as the operation amount of the acceleration request operation decreases. Reduce the delay regulation time to the current response delay elapsed time. Therefore, when the accelerator opening is reduced, the response delay restriction time is shortened to the current response delay elapsed time by the response delay restriction time setting unit 102, so that the responsiveness is improved immediately after the accelerator opening is reduced. Driving force regulation control can be executed by the driving force control unit 101, and an increase in response delay of the actual driving force can be limited early with good responsiveness. As a result, it is possible to suppress a feeling of delay in acceleration due to an increase in driving force corresponding to the response delay, even though the demand for acceleration by the driver is reduced or eliminated. Can be improved.

  Furthermore, according to the driving force control apparatus 100 according to the embodiment of the present invention described above, the engine 10 can compress and supply intake air to the combustion chamber 18 in which a mixture of air and fuel can be combusted. It has a supercharger 45. Therefore, since the response delay regulation time is appropriately set according to the accelerator opening change amount by the response delay regulation time setting unit 102, an increase in the response delay of the actual driving force may be limited early. Therefore, the supercharging effect by the supercharger 45 can be sufficiently exerted, and the feeling of delay in acceleration due to an increase in driving force corresponding to the response delay due to turbo lag by the supercharger 45 remains unnecessarily. Can be suppressed, and as a result, drivability can be improved.

  The driving force control apparatus according to the above-described embodiment of the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims. In the above description, the in-cylinder injection type multi-cylinder engine is applied as the power generation means of the present invention. However, the present invention is not limited to this type of engine, and the driving force control device of the present invention is connected in series as the power generation means. Alternatively, a V-type engine or a port injection type engine can be applied, and even in this case, the same function and effect can be achieved.

  In the above description, the accelerator opening detected by the accelerator opening sensor 60 is used as the operation amount of the acceleration request operation on the vehicle by the driver. However, the present invention is not limited to this. In the above description, the setting unit has been described as reducing the response delay regulation time to the current response delay elapsed time when the operation amount of the acceleration request operation decreases, but the response delay elapsed time is shortened. If it is done, it is not restricted to this.

  As described above, the driving force control device according to the present invention can improve drivability, and is suitable for use in various driving force control devices that control the driving force of a vehicle.

1 is a schematic configuration diagram illustrating a vehicle to which a driving force control device according to an embodiment of the present invention is applied. It is a schematic block diagram of the engine with which the vehicle to which the driving force control apparatus which concerns on embodiment of this invention is applied is provided. It is a setting delay time map for calculating | requiring the setting delay time in the driving force control apparatus which concerns on embodiment of this invention. It is a time chart explaining the driving force control control when the accelerator opening is kept constant in the driving force control device according to the embodiment of the present invention. It is a time chart explaining the driving force control control when the accelerator opening increases in the driving force control apparatus according to the embodiment of the present invention. It is a target acceleration change amount map for calculating | requiring the target acceleration change amount in the driving force control apparatus which concerns on embodiment of this invention. It is a time chart explaining the driving force control control when the accelerator opening decreases in the driving force control device according to the embodiment of the present invention. It is a flowchart explaining control of the driving force control apparatus which concerns on embodiment of this invention.

Explanation of symbols

1 Vehicle 2 Transmission 10 Engine (Power generation means)
10a Accelerator pedal 18 Combustion chamber 40 Electronic throttle device 45 Supercharger 50 Injector 54 Spark plug 55 ECU
60 Accelerator opening sensor 65 Wheel speed sensor 100 Driving force control device 101 Driving force control unit (driving force control means)
102 Response delay regulation time setting section (setting means)

Claims (6)

Driving force that regulates the driving force of the vehicle when a response delay elapsed time of the driving force of the vehicle with respect to an acceleration requesting operation that requires acceleration is required for a vehicle equipped with power generation means for generating power exceeds a response delay regulation time Driving force control means for executing the regulation control;
A setting means for setting the response delay regulation time based on an operation amount of the acceleration request operation,
Driving force control device. The setting means holds the response delay restriction time constant when the operation amount is held constant, extends the response delay restriction time when the operation amount increases, and the operation amount is When it decreases, the response delay regulation time is shortened,
The driving force control apparatus according to claim 1. When the operation amount increases and the response delay regulation time is extended by the setting unit, the driving force control unit sets the target driving force that is the target driving force according to the amount of change in the operation amount. Increase based on the target acceleration change amount,
The driving force control apparatus according to claim 2. The setting means calculates the response delay regulation time by integrating set delay times according to the amount of change in the operation amount.
The driving force control apparatus according to any one of claims 1 to 3. The setting means shortens the response delay regulation time to a current response delay elapsed time when the operation amount decreases,
The driving force control apparatus according to any one of claims 1 to 4. The power generation means includes a supercharger capable of compressing and supplying intake air to a combustion chamber in which a mixture of air and fuel can be combusted.
The driving force control apparatus according to any one of claims 1 to 5.

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