JP5011967B2 - Vehicle driving force control device - Google Patents

Description

  The present invention relates to a vehicular driving force control device, and more particularly to a vehicular driving force control device that controls the own vehicle speed based on an actual own vehicle speed and a target vehicle speed set based on a driver's intention.

  Conventionally, a vehicle speed control device that controls the speed of a vehicle is known. For example, in Japanese Patent Application Laid-Open No. 2004-156467 (Patent Document 3) and Japanese Patent Application Laid-Open No. 2004-168200 (Patent Document 4), a target acceleration is calculated according to an accelerator depression amount, and a target vehicle speed is calculated from the calculated target acceleration. Is disclosed, and the driving force is feedback-controlled based on the difference between the vehicle speed and the target vehicle speed (vehicle speed deviation) so that the vehicle speed follows the target vehicle speed.

  In the above technology, when the target vehicle speed is set depending on whether the accelerator pedal opening is 0 or not, the driver's intention is that the vehicle speed is equal to the target vehicle speed and the throttle opens just by depressing the accelerator pedal for a moment due to vehicle vibration. It becomes control contrary to.

  Further, when the driving force control is performed in response to a deceleration request corresponding to the travel environment such as the size of the corner or the distance between the vehicles, the throttle opening is closer to the closed side than the normal state. Since the target vehicle speed is determined by the throttle opening determined by the accelerator opening, if the actual throttle opening is closer to the normal side, the actual vehicle speed is lower than the target vehicle speed and the throttle is opened. For this reason, the control is hunted and cannot be controlled normally. Even when the driving force compensation amount is reduced when the lateral G is generated, hunting is performed in the same manner as described above, and normal control cannot be performed.

  In addition, there is a technique that considers the road surface gradient with an ACC (automatic inter-vehicle distance control device) (for example, Japanese Patent Laid-Open No. 2003-112537, the target vehicle speed is corrected to be high for an uphill road and corrected to be low for a downhill road). However, this is premised on inter-vehicle distance control, and cannot be applied to feedback control based on the difference (vehicle speed deviation) between the target vehicle speed determined by the host vehicle speed and the accelerator opening.

  On the other hand, Japanese Patent Laid-Open No. 2001-322458 (Patent Document 1) discloses a configuration for correcting a vehicle speed command value change amount (target acceleration) according to lateral acceleration. According to the technique disclosed in Patent Document 1, even when the driver steps on the accelerator, the throttle is closed in accordance with the lateral acceleration, and the vehicle may operate differently from the driver's intention.

JP 2001-322458 A JP-A-2005-96675 JP 2004-156467 A JP 2004-168200 A

  When controlling the vehicle speed based on the actual vehicle speed and the target vehicle speed set based on the driver's intention, even when the amount of operation of the vehicle due to the driving environment and the driver's intention is various situations, It is desired to perform control that matches the driver's intention.

  When the vehicle speed is controlled based on the actual vehicle speed and the target vehicle speed set based on the driver's intention, even in the driving environment such as when lateral acceleration occurs or relative positional relationship with the preceding vehicle Therefore, it is desired that control that matches the driver's intention is performed.

  When controlling the vehicle speed based on the actual vehicle speed and the target vehicle speed set based on the driver's intention, even if the amount of operation of the vehicle by the driver's intention is small or zero, the driver's It is hoped that control that suits the will is performed.

  The object of the present invention is to control the vehicle speed based on the actual vehicle speed and the target vehicle speed set based on the driver's intention, in various situations where the amount of operation of the vehicle depending on the driving environment and the driver's intention is various. Even in such a case, the present invention is to provide a vehicle driving force control device capable of performing control in accordance with the driver's intention.

  Another object of the present invention is to control the vehicle speed based on the actual vehicle speed and the target vehicle speed set based on the driver's intention, in the case where lateral acceleration occurs or the relative position with respect to the preceding vehicle. The present invention is to provide a vehicle driving force control device capable of performing control in accordance with a driver's intention even under a traveling environment such as a relationship.

  Still another object of the present invention is to reduce the vehicle operation amount by the driver's intention when the host vehicle speed is controlled based on the actual host vehicle speed and the target vehicle speed set based on the driver's intention. Even in such a case, the present invention is to provide a vehicle driving force control device capable of performing control in accordance with the driver's intention.

The vehicle driving force control apparatus of the present invention, the actual vehicle speed, based on the target vehicle speed is set based on the intention of the driver, a vehicle driving force control apparatus for controlling a vehicle speed, wherein Based on the deviation between the actual vehicle speed and the target vehicle speed, a means for changing the vehicle speed control mode so as to minimize the difference between the target vehicle speed and the actual vehicle speed, an absolute value of the lateral acceleration, Changing the degree of change of the vehicle speed control mode based on the deviation between the actual vehicle speed and the target vehicle speed, and changing the degree of change of the vehicle speed control mode. The means for performing does not change the vehicle speed control mode of the means for changing the vehicle speed control mode when the actual host vehicle speed is equal to or higher than the target vehicle speed .

In the vehicular driving force control apparatus according to the present invention, the means for changing the degree of change of the vehicle speed control mode is characterized in that when the actual host vehicle speed is lower than the target vehicle speed, the lateral acceleration increases as the lateral acceleration increases. The change rate of the vehicle speed control mode of the means for changing the vehicle speed control mode is changed so that the target speed gradually decreases .

  According to the vehicle driving force control device of the present invention, when the host vehicle speed is controlled based on the actual host vehicle speed and the target vehicle speed set based on the driver's intention, the vehicle according to the driving environment or the driver's intention. Even when the amount of operation is in various situations, it is possible to perform control that matches the driver's intention.

  Hereinafter, an embodiment of a vehicle driving force control device of the present invention will be described in detail with reference to the drawings.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 8.

  The present embodiment relates to a vehicle driving force control device that performs vehicle driving force control (driving force compensation) based on a road surface gradient (disturbance).

The present embodiment is a vehicle driving force control device that controls a host vehicle speed based on an actual host vehicle speed and a target vehicle speed set based on a driver's intention, and controls the vehicle speed according to lateral acceleration. Means for changing the aspect, and means for changing the change degree of the vehicle speed control aspect according to the lateral acceleration based on the deviation between the actual vehicle speed and the target vehicle speed. According to this embodiment, depending on the driver's intention, it is possible to avoid correcting the vehicle speed according to the lateral acceleration more than necessary, thereby improving drivability.

  As described in detail below, the configuration of the present embodiment includes means for detecting or estimating a disturbance such as a road surface gradient, an accelerator pedal opening sensor, an electronic throttle valve, a stepped transmission, a continuously variable transmission, Means capable of changing the driving force characteristics of the vehicle such as an automatic transmission such as HV and MMT (manual transmission with automatic transmission mode), and whether or not the vehicle such as an acceleration sensor, a yaw rate sensor, and a rudder angle sensor is in a turning state. It is premised on a means that can be determined.

  In FIG. 2, reference numeral 10 denotes an automatic transmission, and 40 denotes an engine. The automatic transmission 10 is capable of six-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, 121c. In FIG. 2, three electromagnetic valves 121a, 121b, and 121c are illustrated, but the number of electromagnetic valves is not limited to three. The solenoid valves 121a, 121b, and 121c are driven by a signal from the control circuit 130.

  The accelerator pedal opening sensor 114 detects the opening of the accelerator pedal. The engine speed sensor 116 detects the speed of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The pattern select switch 117 is used when instructing a shift pattern. The acceleration sensor 90 detects vehicle deceleration (deceleration acceleration).

  The navigation system device 95 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information (map, straight road, curve, uphill / downhill, highway) necessary for traveling the vehicle. Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver.

  The road gradient measurement / estimation unit 118 can be provided as a part of the CPU 131. The road gradient measurement / estimation unit 118 can measure or estimate the road gradient based on the acceleration detected by the acceleration sensor 90. Further, the road gradient measuring / estimating unit 118 may store the acceleration on the flat road in the ROM 133 in advance and obtain the road gradient by comparing with the acceleration actually detected by the acceleration sensor 90.

  The disturbance detection / estimation unit 115 detects or estimates a disturbance that affects the running of the vehicle. The target vehicle speed (theoretical value of the vehicle speed) or the target acceleration (acceleration of acceleration) that is expected when the accelerator opening and the vehicle speed are values, the road surface is flat, the number of passengers is limited, etc. (Target value) is set as a reference vehicle speed or a reference acceleration. When the vehicle does not actually travel at the reference vehicle speed or acceleration, all factors that affect the vehicle not traveling at the reference vehicle speed or acceleration can be included in the disturbance. For example, disturbances include road surface gradient, cornering resistance, vehicle weight, altitude of the place where the vehicle travels, road surface roughness (road surface resistance), variations in engine performance, variations in transmission drag, etc. All disturbances that affect it can be included.

  The disturbance detection / estimation unit 115 includes, for example, a basic driving force (normative driving force) that is a theoretical value calculated from a condition that the accelerator opening, the vehicle speed, the number of passengers is a capacity, and the traveling road surface is a flat road. The difference in the actual driving force of the vehicle can be detected or estimated as a disturbance. The basic driving force will be described later. The disturbance can be obtained based on the difference between the acceleration (basic driving force / vehicle weight) obtained when traveling on a flat road determined from the engine torque and the actual acceleration.

  The control circuit 130 inputs signals indicating detection results of the accelerator pedal opening sensor 114, the engine speed sensor 116, the vehicle speed sensor 122, the shift position sensor 123, and the acceleration sensor 90, and the switching state of the pattern select switch 117. The signal indicating is input.

  The control circuit 130 is configured by a known microcomputer and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, and a common bus 136. The input port 134 receives signals from the sensors 114, 116, 122, 123, 90 described above, signals from the switch 117, and signals from the navigation system device 95. Solenoid valve driving units 138a, 138b, and 138c are connected to the output port 135.

  The ROM 133 stores in advance the operations (control steps) shown in the control block diagram of FIG. 1, and also includes a shift map and a shift control operation (not shown) for shifting the gear stage of the automatic transmission 10. Stored. The control circuit 130 shifts the automatic transmission 10 based on various input control conditions.

  As shown in FIG. 1, the vehicle driving force control apparatus of the present embodiment includes a reference driving force calculation unit 301, a target vehicle speed calculation unit 302, a feedback compensator 303, and a throttle opening calculation unit 304. Yes.

  The reference driving force calculation unit 301 calculates a driving force based on the current accelerator pedal opening. The reference driving force calculator 301 includes a basic throttle opening calculator 401, an engine torque calculator 402, a gear ratio calculator 403, a turbine torque calculator 404, an output shaft torque calculator 405, and a driving force calculator. 406.

  A basic throttle opening calculation unit 401 calculates a basic throttle opening. For example, when the accelerator pedal opening-throttle opening characteristic map as shown in FIG. 4 is set, the basic throttle opening is calculated based on the current accelerator pedal opening by referring to the map. Is done.

  The engine torque calculation unit 402 calculates engine torque. For example, when a map for determining the engine torque based on the engine speed and the throttle opening as shown in FIG. 5 is set, the map is referred to and the current engine speed Ne (see FIG. 1). The engine torque is calculated based on the basic throttle opening calculated by the basic throttle opening calculation unit 401.

  A gear ratio calculation unit 403 calculates a gear ratio. For example, as shown in FIG. 6, when a map is set in which the gear position is determined based on the output shaft speed of the transmission and the throttle opening, the map is referred to and the current transmission A gear position is determined based on the output shaft speed Nt (see FIG. 1) and the basic throttle opening calculated by the basic throttle opening calculation unit 401, and a gear ratio is calculated based on the gear speed. .

  The turbine torque calculation unit 404 calculates turbine torque. The turbine torque calculation unit 404 calculates a torque ratio of the torque converter based on the current engine speed Ne and the current turbine speed (see FIG. 7), and the torque ratio and the engine torque calculation unit 402 calculate the torque ratio. The turbine torque that is the product of the engine torques thus calculated is calculated.

  For example, when a map is set in which the torque ratio as shown in FIG. 7 is determined from the speed ratio (turbine speed / engine speed), based on the current engine speed Ne and the current turbine speed, The current speed ratio is calculated, the map is referred to, and the torque ratio is calculated based on the current speed ratio.

  The output shaft torque calculation unit 405 calculates the output shaft torque. The output shaft torque calculator 405 calculates the output shaft torque from the product of the gear ratio calculated by the gear ratio calculator 403 and the turbine torque calculated by the turbine torque calculator 404.

  The driving force calculation unit 406 calculates a driving force (standard driving force). The driving force calculation unit 406 calculates the driving force based on the product of the output shaft torque calculated by the output shaft torque calculation unit 405 and (diff ratio / tire radius).

  The target vehicle speed calculation unit 302 calculates the target vehicle speed based on the standard driving force calculated by the standard driving force calculation unit 301. The target vehicle speed calculation unit 302 includes a first subtractor 501, a running resistance calculation unit 502, a vehicle speed calculation unit 503, a driving force / acceleration conversion unit 504, a second subtractor 505, and an acceleration / speed conversion unit 506. A dead time setting unit 507 and a feedback amount correction unit 508 are provided.

  The first subtracter 501 outputs a value obtained by subtracting the running resistance calculated by the running resistance calculation unit 502 from the driving force calculated by the driving force calculation unit 406.

The running resistance calculation unit 502 calculates running resistance (resistance force excluding weight gradient resistance). The running resistance is calculated according to the following formula 1.

The vehicle speed calculation unit 503 calculates the vehicle speed. The vehicle speed calculation unit 503 calculates the vehicle speed in preparation for the calculation of the travel resistance (the above formula 1) by the travel resistance calculation unit 502. The vehicle speed is calculated by the following equation 2.

  The driving force / acceleration conversion unit 504 converts the driving force into acceleration. The driving force / acceleration conversion unit 504 converts the driving force into acceleration based on the product of the above value output from the first subtracter 501 and (1 / vehicle weight). Thereby, the acceleration which can act on a vehicle in the present condition is calculated | required. When this acceleration is integrated by the next acceleration / speed conversion unit 506, a speed (vehicle speed) that should be obtained when traveling on a flat road is obtained. In the present embodiment, as a premise, control is performed to make the actual vehicle speed follow the vehicle speed that should be obtained when traveling on this flat road.

  The second subtracter 505 outputs a value obtained by subtracting the corrected feedback amount calculated by the feedback amount correction unit 508 from the acceleration obtained by the driving force / acceleration conversion unit 504.

  The acceleration / speed conversion unit 506 converts acceleration into speed. The acceleration / speed conversion unit 506 converts the acceleration into a speed by integrating the value output from the second subtracter 505. The dead time setting unit 507 delays the speed by the dead time.

  The feedback amount correction unit 508 calculates the corrected feedback amount. The corrected feedback amount is calculated as the product of the output of the feedback compensator 303 and the correction coefficient.

  Here, for example, as shown in FIG. 8, the correction coefficient can be obtained based on the magnitude of the absolute value of the lateral G acting on the vehicle. As shown in FIG. 8, when the output of the feedback compensator 303 is larger than 0, when the absolute value of the lateral G is 0, the correction coefficient is 0 and the absolute value of the lateral G is 0.4. In some cases, the correction coefficient is 0.5. When the absolute value of the lateral G is 0.8, the correction coefficient is 1.0, and the absolute value of the lateral G is 0 to 0.4 and 0.4 to 0.4. Correction coefficients between 0.8 are interpolated according to the absolute value of the lateral G, respectively. On the other hand, when the output of the feedback compensator 303 is 0 or less, the correction coefficient is 0 regardless of the absolute value of the lateral G.

  When the vehicle is traveling on an uphill road, the output of the feedback compensator 303 is set to a value larger than 0, and when the vehicle is traveling on a downhill road, the output of the feedback compensator 303 is 0 or less. Is done.

  As described above, when the vehicle is traveling on an uphill road (when the output of the feedback compensator 303 is set to a value larger than 0), the correction coefficient increases as the absolute value of the lateral G increases. The target vehicle speed is relatively lowered by reducing the compensation amount of the road surface gradient. On the other hand, when the vehicle is traveling on a downhill road (when the output of the feedback compensator 303 is 0 or less), the absolute value of the lateral G is 0 regardless of the magnitude of the absolute value of the lateral G. Compared with the case where the correction coefficient is, the correction coefficient remains unchanged and the compensation amount of the road surface gradient is not changed (the correction coefficient remains 0).

  From the above, the correction coefficient obtained by the feedback amount correction unit 508 increases as the absolute value of the lateral G increases when the vehicle is traveling on an uphill road. That is, the corrected feedback amount obtained by the feedback amount correction unit 508 becomes relatively larger as the absolute value of the lateral G becomes larger when the vehicle is traveling on an uphill road. Therefore, the value output from the second subtracter 505 becomes relatively smaller as the absolute value of the lateral G becomes larger when the vehicle is traveling on an uphill road. From this, the target vehicle speed obtained by the acceleration / speed conversion unit 506 becomes relatively smaller as the absolute value of the lateral G becomes larger when the vehicle is traveling on an uphill road. Thereby, the absolute value of the lateral G when the vehicle is traveling on the uphill road is reflected in the target vehicle speed.

  The feedback compensator 303 calculates an acceleration compensation amount that minimizes the difference between the target vehicle speed and the actual vehicle speed by feedback control (PD control in this example). The feedback compensator 303 includes a third subtractor 601, a speed / acceleration conversion unit 602, a differential term calculation unit 603, a proportional term calculation unit 604, a vehicle speed calculation unit 605, and a first adder 606. Yes.

  The third subtracter 601 outputs a value obtained by subtracting the vehicle speed calculated by the vehicle speed calculation unit 605 from the target vehicle speed output from the target vehicle speed calculation unit 302, that is, a vehicle speed difference (target vehicle speed−own vehicle speed).

  The speed / acceleration conversion unit 602 calculates acceleration by differentiating the value output from the third subtractor 601. The differential term calculation unit 603 calculates the D term (differential term) of the PD control based on the product of the acceleration calculated by the speed / acceleration conversion unit 602 and a predetermined value (Kd) set in advance.

  The proportional term calculation unit 604 calculates the P term (proportional term) of PD control by the product of the value output from the third subtractor 601 and the predetermined value (Kp). The vehicle speed calculation unit 605 calculates the vehicle speed by the same method as the vehicle speed calculation unit 501. The first adder 606 calculates the sum of the D term (differential term) calculated by the differential term calculation unit 603 and the P term (proportional term) calculated by the proportional term calculation unit 604. The second adder 607 calculates the sum of the value calculated by the first adder 606 and the normative driving force calculated by the normative driving force calculator 301.

  The throttle opening calculation unit 304 calculates the throttle opening for which disturbance compensation (road surface slope compensation) has been performed, and reflects it in the actual vehicle. The throttle opening calculation unit 304 includes an acceleration / driving force conversion unit 701, a target turbine torque calculation unit 702, a target engine torque calculation unit 703, and a final throttle opening calculation unit 704.

  The acceleration / driving force conversion unit 701 performs conversion from acceleration to driving force. The acceleration / driving force conversion unit 701 converts the acceleration compensation amount calculated by the feedback compensator 303 (the value calculated by the second adder 607) and the vehicle weight into a driving force compensation amount. The target turbine torque calculation unit 702 calculates the target turbine torque based on the product of the driving force obtained by the acceleration / driving force conversion unit 701 and (tire radius × diff ratio).

  The target engine torque calculation unit 703 calculates the torque ratio of the torque converter, and calculates the target engine torque from the product of the target turbine torque calculated by the target turbine torque calculation unit 702 and (1 / torque ratio).

  The final throttle opening calculation unit 704 calculates the final throttle opening. For example, when a map for determining the engine torque from the engine speed and the throttle opening is set, the final throttle opening calculation unit 704 refers to the map, and determines the current engine speed and the target engine torque. The final throttle opening is calculated from the target engine torque calculated by the calculation unit 703. This final throttle opening is set to the actual vehicle.

With reference to FIG. 3, the effect of 1st Embodiment is demonstrated.
FIG. 3 is a time chart for explaining the operational effects of the first embodiment. FIG. 3 shows a case where the vehicle travels on an uphill slope when rising from a corner.

  In FIG. 3, reference numeral 801 denotes an accelerator pedal opening, 802 denotes a road surface gradient, 803 denotes a target vehicle speed according to the prior art, 804 denotes a target vehicle speed according to the present embodiment, 805 denotes an actual vehicle speed according to the prior art, and 806 denotes an actual vehicle speed according to the present embodiment. 807 is the throttle opening of the prior art, 808 is the throttle opening of the present embodiment, 809 is the front and rear G of the prior art, 810 is the front and rear G of the present embodiment, 811 is the lateral G of the prior art, and 812 is the present embodiment. The horizontal G of each is shown.

  In the example of FIG. 3, the road surface gradient 802 indicates an uphill gradient at a certain angle. In the prior art, when there is a lateral G on the uphill road, the same road surface slope compensation as when there is no lateral G on the uphill road (the road surface with the vehicle speed when traveling on a flat road with the accelerator pedal opening as the target vehicle speed) Gradient compensation). Therefore, the throttle opening 807 is controlled to be increased by the road surface gradient 802 as compared with the case of a flat road.

  Further, the driver steps on the accelerator pedal with a larger accelerator pedal opening 801 than when the road surface is flat because the road surface gradient 802 is an uphill road when starting from a corner. Thus, in the case of an uphill road, the target vehicle speed 803 set according to the accelerator pedal opening 801 is set higher by an amount corresponding to the increase in the accelerator pedal opening 801 than in the case of a flat road. . In this way, the target vehicle speed 803 is set higher than the flat road as the accelerator pedal opening 801 is increased, and the throttle opening 807 is further opened by the higher target vehicle speed 803. It was controlled.

  In the prior art, as described above, when there is an uphill road and there is a lateral G, the driving force is compensated by the road surface gradient 802 of the uphill road and the throttle opening 807 is the same as when there is no lateral G. Is set larger and the throttle opening 807 is controlled so that the target vehicle speed 803 is set higher and the actual vehicle speed 805 becomes the target vehicle speed 803 as the accelerator opening 801 becomes higher than in the case of a flat road. It was. In spite of the presence of the lateral G, the throttle opening 807 is greatly opened in this way, so that the vehicle accelerates too much, the front and rear G809 and the lateral G811 become too large, and the driver may feel uncomfortable. .

  On the other hand, according to the present embodiment, when there is a lateral G on an uphill road, the target vehicle speed 804 is decreased according to the lateral G, that is, the road surface slope compensation amount is decreased. Set to Therefore, the driver's uncomfortable feeling can be suppressed. That is, when the road is uphill and there is a lateral G, the road surface slope compensation amount is set smaller than the road surface slope compensation amount corresponding to the road surface slope 802 of the uphill road, and the throttle opening 808 is reduced accordingly. Is set. Therefore, when the traveling road surface is an uphill road, even if the driver steps on the accelerator pedal opening 801 so that the accelerator pedal opening 801 is larger than when the road surface is flat, if there is a lateral G, there is no lateral G. Compared to the case, the target vehicle speed 804 is kept low.

  According to this embodiment, as described above, when there is a lateral G, the throttle opening 808 is controlled so that the actual vehicle speed 806 becomes a lower target vehicle speed 804 than when there is no lateral G. In this case, the target vehicle speed 804 is set to be lower as the lateral G is larger. Thus, when there is a lateral G, the target vehicle speed 804 is set lower and the throttle opening 808 is suppressed lower by the amount of the larger lateral G, so that the vehicle is prevented from accelerating too much, and the front and rear G810 And lateral G812 is suppressed low and a driver | operator's discomfort is suppressed.

(Second Embodiment)
The second embodiment will be described with reference to FIGS. 9 to 12.
In the second embodiment, descriptions of parts common to the above embodiment are omitted.

First, the problem of the second embodiment will be described.
As described above, conventionally, road surface gradient compensation has been performed in which the vehicle speed when traveling on a flat road with the accelerator opening is the target vehicle speed. However, according to this prior art, there are the following inconveniences in both cases of traveling on an uphill road and traveling on a downhill road.

<When the road surface is uphill>
FIG. 11 is a time chart showing traveling on an uphill road. In FIG. 11, reference numeral 811b is an accelerator pedal opening, 812b is a throttle opening in the prior art, 813 is a target vehicle speed in the prior art, 814 is an actual vehicle speed in the prior art, 815 is a brake operation flag in the prior art, and 816 is the present implementation. The throttle opening in the embodiment, 817 is the target vehicle speed in this embodiment, 818 is the actual vehicle speed in this embodiment, and 819 is the brake operation flag in this embodiment.

  According to the above prior art, even when the accelerator pedal opening 811b is fully closed (or a low opening), the road surface slope compensation is performed with the vehicle speed when traveling on a flat road at the accelerator pedal opening 811b as the target vehicle speed 813. As a result, the throttle opening 812b was opened accordingly. For this reason, the actual vehicle speed 814 has not approached the target vehicle speed 813. Therefore, if there is a place to decelerate such as a corner, an intersection or a signal while traveling on an uphill road, the driver has to step on the brake (the brake operation flag 815 is on).

<When the road surface is downhill>
FIG. 12 is a time chart showing when traveling downhill. In FIG. 12, reference numeral 811a is the accelerator pedal opening, 812a is the throttle opening in the prior art, 813a is the target vehicle speed in the prior art, 814a is the actual vehicle speed in the prior art, 815a is the throttle opening in the present embodiment, and 816a is this A target vehicle speed 817a in the embodiment indicates an actual vehicle speed in the present embodiment.

  According to the above prior art, when the accelerator pedal opening 811a is fully closed (or a low opening), the road surface gradient compensation is performed with the vehicle speed when traveling on a flat road with the accelerator pedal opening 811a as the target vehicle speed 813a. Therefore, the sufficiently low vehicle speed was the target vehicle speed 813a. In the case of a downhill road, when the accelerator pedal opening 811a is fully closed (or a low opening), the throttle opening 812a is closed. Even if the throttle opening 812a is fully closed, the road surface is a downhill road, so that sufficient engine braking cannot be obtained, and the actual vehicle speed 814a cannot be sufficiently reduced. Therefore, the difference between the actual vehicle speed 814a and the target vehicle speed 813a is not achieved. But it was spreading.

  Thereafter, when the accelerator pedal opening 811a is opened and the actual vehicle speed 814a is sufficiently higher than the target vehicle speed 813a, the throttle opening 812a is not opened so much and a sufficient driving force (feeling of acceleration) cannot be obtained. The driver sometimes felt uncomfortable.

FIG. 9 is a control block diagram of the second embodiment.
As shown in FIG. 9, the target vehicle speed calculation unit 302 is provided with a feedback amount correction unit 508a.

  The feedback amount correction unit 508a calculates the corrected feedback amount. The corrected feedback amount is calculated as the product of the output of the feedback compensator 303 and the correction coefficient.

  Here, as shown in FIG. 10, the correction coefficient can be obtained based on the ratio (accelerator pedal opening / predetermined value) between the accelerator pedal opening and a predetermined value set in advance. Here, the predetermined value may be a constant value (for example, 10 deg). Instead, the predetermined value can be changed based on the vehicle speed because the running resistance changes based on the vehicle speed. Further, instead of these, the predetermined value may be an accelerator pedal opening that balances the running resistance on a flat road.

  As shown in FIG. 10, the correction coefficient is set to be larger as the accelerator pedal opening (accelerator pedal opening / predetermined value) is smaller. Thereby, the smaller the accelerator pedal opening degree, the larger the corrected feedback amount output from the feedback amount correction unit 508a. Therefore, the value output from the second subtracter 505 becomes relatively smaller as the accelerator pedal opening becomes smaller. From this, the road surface slope compensation amount becomes smaller as the accelerator pedal opening degree becomes smaller.

<When the road surface is uphill>
That is, when traveling on an uphill road, the smaller the accelerator pedal opening, the smaller the amount of opening the throttle opening (opening ratio, road surface slope compensation amount) than the throttle opening corresponding to the accelerator pedal opening. In other words, when traveling on an uphill road, the smaller the accelerator pedal opening, the smaller the vehicle speed when traveling on a flat road with that accelerator pedal opening is determined by the acceleration / speed converter 506 as the target vehicle speed. It is done.

<When the road surface is downhill>
On the other hand, when traveling downhill, the smaller the accelerator pedal opening, the smaller the amount of closing the throttle opening (the closing ratio, the road surface slope compensation amount) than the throttle opening corresponding to the accelerator pedal opening. In other words, when traveling on a downhill road, as the accelerator pedal opening becomes smaller, the acceleration / speed conversion unit 506 obtains a larger value as the target vehicle speed than the vehicle speed when traveling on a flat road with the accelerator pedal opening. It is done.

  With reference to FIG.11 and FIG.12, the effect of 2nd Embodiment is demonstrated.

<When the road surface is uphill>
According to this embodiment, as shown in FIG. 11, when the accelerator pedal opening 811b is fully closed (or a low opening) during traveling on an uphill road, the vehicle traveled on a flat road with the accelerator pedal opening 811b. Road surface gradient compensation is performed with a vehicle speed lower than the current vehicle speed as a target vehicle speed 817. Therefore, the throttle opening 816 is closed, and a sufficient engine braking force can be obtained. From this, the actual vehicle speed 818 approaches the target vehicle speed 817. Therefore, even when there is a place to be decelerated such as a corner, an intersection, or a signal while traveling on an uphill road, the driver does not need to step on the brake (the brake operation flag 819 is off).

  That is, when traveling on an uphill road and the condition that the accelerator pedal opening 811b is fully closed (or in a low state) is the same, in the present embodiment, the target vehicle speed 817 is higher than the target vehicle speed 813 in the prior art. The throttle opening 816 of this embodiment is smaller than the throttle opening 812b of the prior art. Therefore, when the accelerator pedal opening 811b is fully closed (or in a low state), in this embodiment, a larger engine brake can be obtained and the driver's uncomfortable feeling can be reduced compared to the prior art.

<When the road surface is downhill>
Further, according to this embodiment, as shown in FIG. 12, when the accelerator pedal opening 811a is fully closed (or a low opening) during traveling downhill, a flat road is traveled with the accelerator pedal opening 811a. Road surface gradient compensation is performed with the vehicle speed higher than the vehicle speed at the time of traveling as the target vehicle speed 816a. As a result, the target vehicle speed 816a does not decrease much compared to the target vehicle speed 813a of the prior art. In the present embodiment, since the target vehicle speed 816a does not decrease so much, the difference between the target vehicle speed 816a and the actual vehicle speed 817a becomes small. From this, when the accelerator pedal opening 811a is subsequently opened, the throttle opening immediately 815a is opened, and a driving force (acceleration feeling) can be obtained quickly. Therefore, the driver's uncomfortable feeling is reduced as compared with the case of the prior art.

  That is, when traveling on a downhill road, when the condition that the accelerator pedal opening 811a is fully closed (or in a low state) is the same, in this embodiment, the target vehicle speed 816a is higher than the target vehicle speed 813a in the case of the prior art. high. Therefore, when the accelerator pedal opening 811a is fully closed (or in a low state), in this embodiment, the difference between the actual vehicle speed 817a and the target vehicle speed 816a is the difference between the actual vehicle speed 814a and the target vehicle speed 813a in the conventional technique. Smaller than. From this, when the accelerator pedal opening 811a is subsequently opened, the throttle opening 815a is opened more responsively, a driving force (acceleration feeling) is obtained more quickly, and the driver's uncomfortable feeling is reduced. The

(Third embodiment)
Next, a third embodiment will be described with reference to FIGS.
In the third embodiment, descriptions of parts common to the above embodiment are omitted.

  First, the problem of the third embodiment will be described.

  Conventionally, there is a technique in which when the accelerator pedal is fully closed, road surface gradient compensation is not performed with target vehicle speed = actual vehicle speed. However, according to this prior art, there are the following inconvenient aspects both when traveling on an uphill road and when traveling on a downhill road.

<When the road surface is uphill>
FIG. 14 is a time chart showing traveling on an uphill road. In FIG. 14, reference numeral 821 is an accelerator pedal opening, 822 is an actual vehicle speed in the prior art, 823 is a target vehicle speed in the prior art, 824 is a throttle opening in the prior art, 825 is a target vehicle speed in this embodiment, and 826 is this implementation. The actual vehicle speed 827 in the embodiment indicates the throttle opening in this embodiment.

  According to the above prior art, once the accelerator pedal is fully closed (reference numeral 821), the target vehicle speed 823 is equal to the actual vehicle speed 822, and the road surface slope compensation becomes zero. Therefore, when the accelerator pedal is stepped on immediately thereafter (reference numeral 821), road surface slope compensation (throttle opening control) is resumed from the state where the road surface slope compensation is zero, so that the desired throttle opening is not immediately achieved (reference numeral 824). , See C1). For this reason, in the case of an uphill road, there is a problem that sufficient driving force cannot be obtained immediately even if the accelerator pedal is depressed immediately after the accelerator pedal is fully closed. That is, according to the prior art, when the accelerator pedal is temporarily returned, the difference between the target vehicle speed and the host vehicle speed is reset to 0, so that even if the accelerator pedal is depressed immediately after that, the driving force is suddenly reduced and the driving is reduced. Sometimes felt uncomfortable.

<When the road surface is downhill>
FIG. 15 is a time chart showing when traveling downhill. In FIG. 15, reference numeral 831 is the accelerator pedal opening, 832 is the target vehicle speed in the prior art, 833 is the actual vehicle speed in the prior art, 834 is the throttle opening in the prior art, 835 is the target vehicle speed in the present embodiment, and 836 is the present implementation. The actual vehicle speed 837 in the form indicates the throttle opening in the present embodiment.

  According to the above-described prior art, once the accelerator pedal is fully closed (reference 831), the difference between the target vehicle speed 832 and the actual vehicle speed 833 is reset to 0. Therefore, when the accelerator pedal is subsequently depressed (reference 831) In some cases, the road surface gradient is not sufficiently compensated, and an excessive driving force is generated (refer to reference numerals 834 and C2), the fuel consumption is deteriorated, and the driver feels uncomfortable.

FIG. 13 is a control block diagram of the third embodiment.
As shown in FIG. 13, the feedback compensator 303 is provided with a target vehicle speed correction amount calculation unit 600b.

The target vehicle speed correction amount calculation unit 600b calculates the target vehicle speed correction amount so that the difference between the target vehicle speed and the actual vehicle speed is equal to or greater than a preset guard value. The target vehicle speed correction amount is calculated by the following equation 3.

  In Equation 3, the guard value is as shown in FIG. In FIG. 16, the predetermined value can be a preset constant value (for example, 10 deg). Instead, the predetermined value can be changed based on the vehicle speed because the running resistance changes based on the vehicle speed. Further, instead of these, the predetermined value may be an accelerator pedal opening that balances the running resistance on a flat road.

  The target vehicle speed correction amount calculation unit 600b calculates the target vehicle speed correction amount, and controls so that the difference between the actual vehicle speed and the target vehicle speed is not less than a guard value even when the accelerator pedal is fully closed. Is done.

<When the road surface is uphill>
That is, in the case of an uphill road, as shown in FIG. 14, even if the accelerator pedal opening 821 becomes zero, the guard is applied so that the difference between the target vehicle speed 825 and the actual vehicle speed 826 is equal to or greater than the guard value. Thus, as in the prior art, when the accelerator pedal is returned on the uphill road, the difference between the target vehicle speed 823 and the actual vehicle speed 822 is reset to 0, and the driving force is applied when the accelerator pedal is depressed immediately thereafter. It is suppressed to feel that is insufficient.

<When the road surface is downhill>
Further, in the case of a downhill road, as shown in FIG. 15, even when the accelerator pedal opening 831 becomes zero, the guard is applied so that the difference between the target vehicle speed 835 and the actual vehicle speed 836 is equal to or greater than the guard value. As a result, it is possible to suppress the generation of unnecessary driving force when the accelerator is depressed when the intention to accelerate is small on a downhill road (for example, when the accelerator pedal is depressed for a moment due to vehicle vibration) as in the prior art.

(Fourth embodiment)
Next, a fourth embodiment will be described with reference to FIGS.
In the fourth embodiment, description of parts common to the above embodiment is omitted.

  Similar to the first to third embodiments, the fourth embodiment is based on the premise that road gradient compensation is performed in which the vehicle speed when the vehicle travels on a flat road with the accelerator opening is set to the target vehicle speed. In the fourth embodiment, driving force correction is further performed in accordance with the relative positional relationship (such as an inter-vehicle distance) between the front vehicle and the host vehicle. For example, when the inter-vehicle distance is small and the vehicle is approaching the front vehicle, When the driving force of the host vehicle is reduced and the vehicle is away from the preceding vehicle, control for reducing the control for reducing the driving force is performed. The fourth embodiment relates to control in a case where both road surface gradient compensation and driving force control based on a relative positional relationship (environment information) with a preceding vehicle are performed.

<When the road surface is an uphill road>
Conventionally, when the relative positional relationship with the preceding vehicle becomes narrower while traveling on an uphill road, the driving force control based on the relative positional relationship with the preceding vehicle is performed using a road surface gradient (uphill road) and throttle opening. It was done regardless of the degree. As a result, the vehicle speed (target vehicle speed) may be too low. That is, while driving on an uphill road, a driving force is required compared to driving on a flat road, but the relative positional relationship with the preceding vehicle is performed regardless of the road surface gradient and the throttle opening, and the driving force is reduced. When the driving force control is performed to lower the vehicle speed, the vehicle speed may decrease too much when traveling on an uphill road.

<When the road surface is downhill>
Contrary to the above, driving force is required when traveling on a downhill road compared to traveling on a flat road, but conventionally, the relative positional relationship with the preceding vehicle is independent of the road surface gradient and the throttle opening. When driving force control is performed to reduce the driving force, the vehicle speed (target vehicle speed) may be too high for traveling downhill.

FIG. 17 is a control block diagram of the fourth embodiment.
As shown in FIG. 17, a driving force correction amount calculation unit 300c is provided to calculate a driving force correction amount corresponding to the environmental information for the reference driving force calculated by the reference driving force calculation unit 301. Yes.

  The driving force correction amount calculation unit 300c refers to, for example, the map shown in FIG. 18 and the deviation between the current inter-vehicle time (inter-vehicle distance / own vehicle speed) and the target inter-vehicle time (current inter-vehicle time / target inter-vehicle time-1). The driving force correction amount is obtained based on the relative vehicle speed. Conventionally, since the driving force correction of the value obtained by the map shown in FIG. 18 is performed as it is, regardless of the road surface gradient and the throttle opening, the vehicle speed is excessively lowered when traveling on the uphill as described above, and the downhill road When traveling, the vehicle speed was sometimes too high.

  On the other hand, in the present embodiment, for example, the driving force correction amount obtained by the map shown in FIG. 18 is not corrected as it is. The lower limit of the driving force correction amount is guarded using a guard value (driving force correction amount guard value) determined from the current accelerator opening, normal driving force characteristics, and disturbance compensation amount. This will be specifically described below.

<When the road surface is an uphill road>
The driving force correction amount calculation unit 300c refers to the map shown in FIG. 18 and determines the driving force correction amount as −100 Nm based on the deviation between the current inter-vehicle time and the target inter-vehicle time and the relative vehicle speed ( Conventionally, the driving force was corrected by -100 Nm). On the other hand, as shown in FIGS. 17 and 19, the normative driving force (normal driving force characteristic, reference numeral 901 in FIG. 19) obtained by the normative driving force calculation unit 301 when the current accelerator opening is α is 40 Nm. Suppose that The reference driving force value (40 Nm) is input from the driving force calculator 406 to the second adder 607. A disturbance compensation amount 902 is output from the first adder 606. The second adder 607 outputs a driving force correction amount guard value 904 that is a value obtained by reversing the sign of the sum of the normal driving force characteristic 901 and the disturbance compensation amount 902.

  When the current accelerator opening is α, the disturbance compensation amount 902 is added to the reference driving force value (40 Nm), and the driving force correction amount guard value 904 is −80 Nm. In the map of FIG. 18, even when the driving force correction amount is determined to be −100 Nm, in the example of FIG. 19, −80 Nm becomes the lower limit guard, so that the driving force correction amount (the amount by which the driving force is reduced) ) Is guarded at the lower limit. That is, guarding is performed so that the driving force can be reduced only to −80 Nm corresponding to the throttle opening (accelerator opening α). As a result of reducing the driving force only to this value (−80 Nm), the amount of reducing the driving force (driving force correction amount) 902 compared to the normal driving force characteristic 901 becomes −40 Nm.

  As a result, the vehicle is not decelerated so much that the relationship of target vehicle speed ≧ actual vehicle speed can always be maintained. Here, the target vehicle speed is a target vehicle speed including a road surface gradient and a relative positional relationship between the preceding vehicle. Thus, since the lower limit guard is applied according to the current accelerator pedal opening, the throttle opens at the moment when the accelerator is depressed, and the vehicle can be accelerated according to the driver's intention to accelerate.

<When the road surface is downhill>
The driving force correction amount calculation unit 300c refers to the map shown in FIG. 18 and determines the driving force correction amount as −100 Nm based on the deviation between the current inter-vehicle time and the target inter-vehicle time and the relative vehicle speed ( Conventionally, the driving force was corrected by -100 Nm). On the other hand, as shown in FIGS. 17 and 20, the normative driving force (normal driving force characteristic, reference numeral 901a in FIG. 20) obtained by the normative driving force calculation unit 301 when the current accelerator opening is αa is 15 Nm. Suppose that The reference driving force value (15 Nm) is input from the driving force calculation unit 406 to the second adder 607. The first adder 606 outputs a disturbance compensation amount 902a. The second adder 607 outputs a driving force correction amount guard value 903a as the sum of the normal driving force characteristic 901a and the disturbance compensation amount 902a.

  When the current accelerator opening is α1, the disturbance compensation amount 902a is added to the reference driving force value (15Nm), and the driving force correction amount guard value 903a is 20Nm. In the map of FIG. 18, even when the driving force correction amount is determined to be −100 Nm, in the example of FIG. 20, 20 Nm becomes the lower limit guard, and thus the driving force correction amount (an amount for reducing the driving force). Is guarded below. That is, it is guarded so that the driving force can be reduced only to -20 Nm corresponding to the throttle opening (accelerator opening α). As a result of reducing the driving force only to this value (−20 Nm), the amount (driving force correction amount) 902a for reducing the driving force compared to the normal driving force characteristic 901a is −35 Nm.

  In the fourth embodiment, the driving force control based on the environmental information is described as the driving force control based on the relative positional relationship with the preceding vehicle. However, the driving force control based on the environmental information is limited to this. For example, driving force control based on, for example, a corner, an intersection, a combined path / exit path with respect to an automobile road, and the like is widely included.

(First Modification of First to Fourth Embodiments)
Moreover, in the said embodiment, the case where driving force compensation was performed with respect to the road surface gradient among disturbances was demonstrated. On the other hand, in the present modification, the disturbance for which the driving force compensation is performed is not limited to the road surface gradient. All the disturbances detected by the above-described disturbance detection / estimation unit 115 are targets of application of this embodiment. For example, disturbance includes cornering resistance, vehicle weight, altitude of the place where it travels, road surface roughness (road resistance), engine performance variation, transmission drag variation, etc. The amount of force compensation is set to be lower when the accelerator opening is less than the predetermined value, compared to when the accelerator opening is greater than or equal to the predetermined value.

(Second modification of the first to fourth embodiments)
In the above embodiment, the electronic throttle 43 is used as a means for compensating the driving force. On the other hand, this modification is not limited to the electronic throttle 43, and can be widely used as long as it can variably set the relationship between the accelerator pedal opening and the driving force or torque (engine torque, output shaft torque). Can do. For example, an automatic transmission such as a stepped transmission, a continuously variable transmission, HV, MMT (manual transmission with automatic transmission mode), a power running operation of a motor generator (not shown), and the like are included.

  The first to fourth embodiments can be appropriately combined.

It is a block diagram which shows the principal part of a structure of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a schematic block diagram of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a time chart which shows operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure which shows the relationship between the throttle opening and throttle opening in 1st Embodiment of the vehicle driving force control apparatus of this invention. It is a figure which shows the relationship between the engine speed, engine torque, and throttle opening in 1st Embodiment of the vehicle driving force control apparatus of this invention. It is a figure which shows the relationship between the transmission output-shaft rotation speed in the 1st Embodiment of the driving force control device for vehicles of this invention, throttle opening, and a shift line. It is a figure which shows the relationship between the speed ratio and torque ratio in 1st Embodiment of the vehicle driving force control apparatus of this invention. It is a figure which shows the relationship between the horizontal G and the feedback compensator output in 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a block diagram which shows the principal part of a structure of 2nd Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure which shows the relationship between the ratio of the accelerator pedal opening degree and predetermined value in 2nd Embodiment of the driving force control apparatus for vehicles of this invention, and a correction coefficient. It is a time chart which shows the time at the time of hill running in 2nd Embodiment of the driving force control device for vehicles of this invention. It is a time chart which shows the time of the downhill road driving | running | working in 2nd Embodiment of the vehicle driving force control apparatus of this invention. It is a block diagram which shows the principal part of a structure of 3rd Embodiment of the driving force control apparatus for vehicles of this invention. It is a time chart which shows the time at the time of running on an uphill road in 3rd Embodiment of the driving force control device for vehicles of this invention. It is a time chart which shows the time of the downhill road driving | running | working in 3rd Embodiment of the vehicle driving force control apparatus of this invention. It is a figure which shows the relationship between the ratio of the accelerator pedal opening degree and predetermined value in 3rd Embodiment of the vehicle drive force control apparatus of this invention, and a guard value. It is a block diagram which shows the principal part of a structure of 4th Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure which shows the relationship between the relative vehicle speed between the front vehicles in 4th Embodiment of the vehicle driving force control device of this invention, the deviation of the present and target inter-vehicle time, and the driving force correction amount. It is a figure which shows the relationship between the throttle opening and lower limit guard value in the case of the uphill road in 4th Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure which shows the relationship between the throttle opening and lower limit guard value in the case of the downhill road in 4th Embodiment of the vehicle driving force control apparatus of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 43 Electronic throttle 90 Acceleration sensor 95 Navigation system apparatus 111 Brake operation amount detection part 112 Road surface μ detection / estimation part 113 Accelerator opening degree detection part 114 Throttle opening degree sensor 115 Disturbance detection / estimation part 116 Engine speed Sensor 118 Road gradient measuring / estimating unit 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
133 ROM
300c Driving force correction amount calculating unit 301 Reference driving force calculating unit 302 Target vehicle speed calculating unit 303 Feedback compensator 304 Throttle opening calculating unit 401 Basic throttle opening calculating unit 402 Engine torque calculating unit 403 Gear ratio calculating unit 404 Turbine torque calculating unit 405 Output shaft torque calculation unit 406 Driving force calculation unit 501 First subtractor 502 Travel resistance calculation unit 503 Vehicle speed calculation unit 504 Driving force / acceleration conversion unit 505 Second subtractor 506 Acceleration / speed conversion unit 507 Dead time setting unit 508 Feedback Amount correction unit 508a feedback amount correction unit 600b target vehicle speed correction amount calculation unit 601 third subtractor 602 speed / acceleration conversion unit 603 differential term calculation unit 604 proportional term calculation unit 605 vehicle speed calculation unit 606 first adder 607 second adder 608 Adder 701 Acceleration / driving force conversion unit 702 Target turbine torque calculation unit 703 Target engine torque calculation unit 704 Final throttle opening calculation unit 801 Accelerator pedal opening 802 Road surface gradient 803 Target vehicle speed of the prior art 804 Target vehicle speed of the present embodiment 805 Conventional technology Actual vehicle speed 806 Actual vehicle speed of this embodiment 807 Throttle opening of conventional technology 808 Throttle opening of this embodiment 809 Before and after conventional technology G
810 Before and after this embodiment G
811 Horizontal G of conventional technology
812 Horizontal G of this embodiment
811a Accelerator pedal opening 811b Accelerator pedal opening 812a Throttle opening in conventional technology 812b Throttle opening in conventional technology 813 Target vehicle speed in conventional technology 813a Target vehicle speed in conventional technology 814 Actual vehicle speed in conventional technology 814a Actual vehicle speed in conventional technology 815 Conventional Brake operation flag in technology 815a Throttle opening in this embodiment 816 Actual vehicle speed in this embodiment 816a Throttle opening in this embodiment 817 Target vehicle speed in this embodiment 817a Actual vehicle speed in this embodiment 818 Actual vehicle speed in this embodiment 819 Brake operation amount flag in this embodiment 821 Accelerator pedal opening 822 Actual vehicle speed in conventional technology 823 Target vehicle speed in conventional technology 824 In conventional technology Lottole opening 825 Target vehicle speed in this embodiment 826 Actual vehicle speed in this embodiment 827 Throttle opening in this embodiment 831 Accelerator pedal opening 832 Target vehicle speed in conventional technology 833 Actual vehicle speed in this embodiment 834 Throttle opening in conventional technology 835 Target vehicle speed in this embodiment 836 Actual vehicle speed in this embodiment 837 Throttle opening in this embodiment 901 Standard driving force 901a Standard driving force 902 Disturbance compensation amount 902a Disturbance compensation amount 903 Driving force correction amount guard value 903a Driving force correction amount Guard value α Accelerator pedal opening αa Accelerator pedal opening

Claims (2)

A vehicle driving force control device that controls the vehicle speed based on the actual vehicle speed and a target vehicle speed set based on the driver's intention,
Means for changing a vehicle speed control mode so as to minimize a difference between the target vehicle speed and the actual own vehicle speed based on a deviation between the actual own vehicle speed and the target vehicle speed ;
Means for changing the degree of change of the vehicle speed control mode of the means for changing the vehicle speed control mode based on the absolute value of lateral acceleration and the deviation between the actual own vehicle speed and the target vehicle speed ;
Equipped with a,
The means for changing the degree of change of the vehicle speed control mode does not change the vehicle speed control mode of the means for changing the vehicle speed control mode when the actual vehicle speed is equal to or higher than the target vehicle speed.
A driving force control apparatus for a vehicle. The vehicle driving force control device according to claim 1,
The means for changing the degree of change of the vehicle speed control mode is such that, when the actual host vehicle speed is lower than the target vehicle speed, the vehicle speed is gradually reduced as the lateral acceleration increases. Changing the change degree of the vehicle speed control mode of the means for changing the control mode;
A driving force control apparatus for a vehicle.

Images