JPH1137276A - Controller of vehicle driving force - Google Patents

Abstract

PROBLEM TO BE SOLVED: To decrease a sense of incongruity and a sense of suddenness in switching of driving force characteristics by enabling switching of the driving force characteristics to which the intention of a driver is reflected, in a controller of vehicle driving force, for automatically switching driving force characteristics according to the road condition. SOLUTION: A controller is provided with a road gradient calculating means 3 for calculating a road gradient in the present position and the road gradient of the forward part in the advancing direction, and an accelerator operating amount detecting means 4 for detecting the accelerator operation of a driver. When it is judged that switching of driving force characteristics is needed from the calculated road gradient, a driving force characteristic switching means 5 performs switching of the driving force characteristics to the timing of the accelerator operation. Therefore, switching of the driving force characteristic coinciding with the timing in which the driver needs driving force is made possible.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for controlling driving force characteristics mounted on a vehicle, and more particularly, to an apparatus for automatically improving the operability and drivability of a vehicle in accordance with road conditions during traveling. And a control device for appropriately controlling the driving force characteristics.

[0002]

2. Description of the Related Art Conventionally, a vehicle is provided with various driving characteristic adjusting means for matching the driving characteristics of the vehicle with the road conditions and the driving characteristics of the driver.

Such driving characteristics adjusting means include a power steering system for adjusting the weight of the steering, an electronic control throttle for adjusting the throttle target opening with respect to the accelerator pedal opening, an electronic control transmission for controlling the shift, and a traction. A traction control system for controlling the steering angle, a 4WS for varying the ratio of the rear wheel turning angle to the front wheel turning angle, and the like are known, and the vehicle driver sets the mode of each of these driving characteristic adjusting means provided in the driver's seat. The operation switch is appropriately operated to select a mode, and the traveling characteristics are manually changed to enable optimal traveling.

[0004] However, with the recent diversification of traveling preferences and various technological innovations, traveling characteristic adjusting means are diversifying, and the number of operation switches to be set is increasing. Under such circumstances, it is complicated or difficult to operate all of these operation switches, and in reality, the excellent functions of these traveling characteristic adjusting means cannot be sufficiently exhibited.

Therefore, for example, as in an automatic transmission control device disclosed in Japanese Patent Application Laid-Open No. Hei 5-325991, the road gradient ahead of the currently traveling vehicle is known in advance from a navigation device, and the road gradient is automatically determined in accordance with the gradient information. A configuration for changing the shift map has been proposed.

[0006]

[Problems to be solved by the invention]
In such a device, the driving force characteristic is simply switched according to the road gradient on which the vehicle is currently traveling, and the switching of the driving force characteristic is performed irrespective of the driver's intention.
Therefore, for example, at a point where the running road gradient switches from down to up, the shift pattern is changed to an up slope corresponding to the up slope even though the accelerator pedal is not depressed, and acceleration or deceleration unintended by the driver occurs. In spite of the fact that the driver intends to accelerate and depresses the accelerator pedal, the shift pattern is not changed to one that supports uphill, and the driving force expected by the driver can be obtained. There was a case that a feeling of running discomfort occurred, such as the absence.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems of the prior art. In a vehicle driving force control apparatus for automatically setting driving force characteristics in accordance with a road condition during traveling, a driving method that reflects the driver's intention is provided. It is an object of the present invention to enable the switching of the force characteristics and reduce the sense of discomfort and abruptness when the driving force characteristics are switched.

[0008]

A first aspect of the present invention is an accelerator operation amount detecting means for detecting a driver's accelerator operation,
A road gradient calculating means for calculating a road gradient at the current position and a road gradient ahead in the traveling direction; and, when it is determined that the driving force characteristic needs to be switched based on the calculated road gradient, switching of the driving force characteristic is performed by an accelerator operation timing. And a driving force characteristic switching means for performing the driving force characteristic switching in accordance with the condition (1).

According to a second aspect of the present invention, in the first aspect, a position information detecting means for detecting position information used for obtaining a current position of the own vehicle, and a detection result of the position information detecting means. And a current position calculating means for calculating and determining a current position and a traveling direction of the own vehicle based on the current position calculating means, wherein the road gradient calculating means calculates a current position based on a calculation result of the current position calculating means and altitude data stored in advance in map information. It is characterized in that a road gradient at a position and a road gradient ahead in the traveling direction are calculated.

In a third aspect based on the first or second aspect, the driving force characteristic switching means switches the driving force characteristic by switching a shift pattern of the automatic transmission to one suitable for a road gradient during traveling. It is characterized by switching.

[0011] In a fourth aspect based on the first to third aspects, the driving force characteristic switching means is adapted to switch the driving force characteristic when it is determined that the current position or the front of the traveling direction is uphill and the driving force characteristic needs to be switched. The present invention is characterized in that the driving force characteristic is changed to the one corresponding to the upward slope at the timing when the accelerator operation amount increases.

In a fifth aspect based on the first to fourth aspects, the driving force characteristic switching means is configured to switch the driving force characteristic when it is determined that the current position or the front in the traveling direction is a downward slope and the driving force characteristic needs to be switched. At the timing when the accelerator operation amount is reduced, the driving force characteristic is changed to a value corresponding to a downward slope.

[0013]

[Operation and Effect] In a vehicle driving force control device that changes driving force characteristics according to the road gradient during traveling and generates driving force suitable for the road gradient, conventionally, switching of the driving force characteristics is determined only from the road gradient. Therefore, the driving force characteristics may be switched in a situation unexpected by the driver, giving a sense of incongruity. However, according to the first aspect, it is determined that the driving force characteristics need to be switched. Even if the driver does not switch immediately, it is switched only when the driver operates the accelerator, so the switching of the driving force characteristics reflects the driver's driving force demand, and the switching can be performed without giving the driver a sense of incongruity. it can.

According to the second aspect of the present invention, by previously storing the elevation data in the map information, the road gradient at the current position and the road gradient ahead of the traveling direction are calculated from the calculated current position and traveling direction of the vehicle. Can be calculated. As a result, the driver can switch the driving force characteristics in response to the accelerator operation before the point where the gradient is switched.

According to the third aspect of the invention, by changing the shift pattern in accordance with the road gradient, the driving force characteristic can be made suitable for the road gradient on which the vehicle is traveling.

For example, in a situation where the margin of the driving force according to the gear position becomes small depending on the accelerator opening and the vehicle speed, such as on an uphill road, the driving force is biased in advance to a low speed side so that the driving force margin becomes large. By adopting the shift pattern, the driving force characteristic can be made suitable for an upward slope. Further, even when a strong engine braking effect is required, such as on a downhill road, a shift pattern biased to a low speed side can enhance the engine braking effect and provide a driving force characteristic suitable for a downhill slope. . Further, by appropriately changing the shift pattern, it is possible to prevent the gear position from frequently changing for the same degree of accelerator opening.

According to the fourth aspect of the invention, for example, when the driver knows that the front is on the uphill when the current position is on the downhill and the front in the traveling direction is on the uphill, the driver actually knows that the current position is on the uphill. The driver tries to accelerate by depressing the accelerator pedal before the point where the vehicle switches, but at the same time as the accelerator pedal is depressed, the driving force characteristic switches to one that corresponds to the upslope, so natural timing according to the driver's acceleration request Can increase the driving force. Also, the uphill slope following such a downhill slope is often mistaken for a flat road, in which case the accelerator pedal is depressed late, and the accelerator pedal is depressed after passing the switching point of the slope. Since the driving force characteristic does not change until the driver depresses the accelerator pedal, the driving force does not change before the accelerator pedal is depressed, so that the driver does not feel uncomfortable.

According to the fifth aspect, for example, when the current position is an uphill slope and the traveling direction is a downhill slope, when the driver knows that the front is downhill, the driver actually cuts the slope. The driver tries to decelerate the accelerator pedal just before the point where it changes, but the driving force characteristic switches to the one corresponding to the down slope when the accelerator pedal is returned. It is performed at the timing along. Further, even when the accelerator pedal is returned after passing through the point where the gradient is switched, the driving force characteristics are not switched until the accelerator pedal is returned, so that the driver does not intend to change the speed and gives an uncomfortable feeling. Not even.

That is, although the driver's accelerator operation strongly reflects the driver's intention, in the present invention,
By making the timing of the accelerator operation coincide with the timing of switching the driving force characteristics, it is possible to switch the driving force characteristics at a timing that matches the driver's acceleration / deceleration request.

[0020]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a block diagram showing a schematic configuration of a vehicle driving force control device according to the present embodiment. As shown in FIG. 1, a vehicle driving force control device according to the present embodiment includes a position information detecting unit 1 that detects position information used for obtaining a current position of the host vehicle, and a position information detection unit. Means 1
Current position calculating means 2 for calculating and determining the current position and the traveling direction of the own vehicle based on the detection result of the vehicle, and the road gradient of the current position based on the calculation result of the current position calculating means 2 and the altitude data previously stored in the map information. Road gradient calculating means 3 for calculating a road gradient ahead in the traveling direction; accelerator operation amount detecting means 4 for detecting an accelerator operation by a driver; and a driving force characteristic of the vehicle according to the calculated road gradient and accelerator operation timing. And driving force characteristic switching means 5 for switching.

That is, the vehicle driving force control apparatus according to the present embodiment has such a configuration, and the current position calculating means 2 determines the current position of the own vehicle and the traveling direction based on the detection result of the position information detecting means 1. Is calculated, and the road gradient calculating means 3 calculates the road gradient at the current position and the road gradient ahead in the traveling direction based on the calculation result. When it is determined from the calculated road gradient that the driving force characteristic needs to be switched, the driving force characteristic switching unit 5 changes the driving force characteristic of the vehicle in accordance with the accelerator operation timing detected by the accelerator operation amount detecting unit 4. It is to switch.

The specific configuration will be described below.

FIG. 2 is a schematic diagram showing a configuration of a vehicle to which the vehicle driving force control device according to the present embodiment is applied. The output of engine 101 is supplied to driving wheels via an automatic transmission 103 with a built-in torque converter. (Not shown).

An electronically controlled throttle valve 102, which is opened and closed by a motor or the like, is interposed in the intake passage of the engine 101. The intake air amount of the engine 101 is adjusted by the opening degree of the electronically controlled throttle valve 102. Is controlled.

The electronically controlled throttle valve 102
Throttle control module (TCM)
It operates according to the control signal from 51.

The TCM 51 has a power train
An opening signal indicating the opening of the electronically controlled throttle valve 102 is transmitted from a control module (hereinafter referred to as PCM) 50, and the TCM 51 converts this opening signal into a motor drive voltage, calculates and calculates the actual electronically controlled throttle valve 102.
The electronic control throttle valve 102 is feedback-controlled so that the opening degree becomes the opening degree command signal from the PCM 50.

The PCM 50 includes an accelerator pedal opening from an accelerator pedal opening sensor 105, a brake operation signal from a brake operation switch 106, a select range signal from a range selection lever 107 of an automatic transmission, and an engine (not shown). Signals from the rotation speed sensor and the intake air amount sensor are input to control the amount of fuel supplied to the engine 101 and the ignition timing, control the gear position to the automatic transmission 103, and control the It controls the brake oil pressure of each vehicle.

On the other hand, a camera 111 for photographing the situation in front of the vehicle as an image is provided at the front of the vehicle. The information is processed as situation and obstacle information and transmitted to the external environment information processing module 52.

A GPS antenna 113 for receiving a signal from a satellite is provided at the rear of the vehicle. Information obtained from the GPS antenna 113 is transmitted to the position information processing device 54 to grasp the current position of the vehicle. The position information processing device 54 stores map information in which geographical attributes and the like are incorporated in advance as a recording medium such as a CD-ROM. The information and the like are collectively transmitted to the external environment information processing module 52. Further, a signal from the position information processing device 54 is also displayed on a monitor 112 provided in the driver's seat.

The external environment information processing module 52 appropriately summarizes the current environment of the vehicle and transmits it to the PCM 50. The PCM 50 receives this signal and controls the output of the engine 101 and the shift of the automatic transmission 103. . Also,
Conversely, the PCM 50 outputs the output torque information of the engine 101,
The gear position information of the automatic transmission 103 and the signal states from the accelerator opening sensor 105 and the brake operation switch 106 are transmitted to the external environment information processing module 52. The external environment information processing module 52 receives this signal and may improve the accuracy of determining the external environment or estimate the mental state of the driver.

Next, vehicle driving force control, which is a main part of the present invention, will be described with reference to FIGS.

FIG. 3 is a flowchart showing an example of processing performed in the vehicle driving force control device according to the present embodiment.

First, steps S11 and S12
Then, the current position and the traveling direction of the vehicle transmitted from the external environment information processing module 52 are detected, and based on these, the road gradient of the current position is calculated from the altitude data incorporated in the map information in steps S13 and S14. And the road gradient ahead in the traveling direction are calculated.

The calculation of the road gradient is described in detail in FIG.
Is performed according to the flow shown in FIG. At this time, CD
It is assumed that the map information stored in advance in the ROM or the like incorporates block information divided into meshes at predetermined distances as shown in FIG. 5 and elevation data at points where meshes intersect. .

In FIG. 4, first, in step S21,
Based on the satellite reception information from the GPS antenna 113,
The road on which the current vehicle is traveling and the mesh where the vehicle is located are detected, and in step S22, the current traveling direction is detected.

In step S23, a current position block C1 and a traveling direction block C2 located in the traveling direction of the blocks divided in a mesh shape are determined, and the average of the elevation data at the four corners of each of the blocks C1 and C2 is determined. The average elevation value of both blocks is calculated from the value.

In step S24, the road gradient at the current position is calculated from the difference between the average elevation values of the blocks C1 and C2 obtained in step S23.

Similarly, the current traveling road is detected,
It is possible to determine a block C3 in the traveling direction and a block C4 located further in the traveling direction of the road, calculate an average elevation value thereof, and calculate a road gradient ahead in the traveling direction.

Returning to FIG. 3, in the next step S15, the road gradient at the current position calculated in steps S13 and S14 is compared with the road gradient ahead in the traveling direction to check whether or not there is a change in the road gradient. At this time, if there is a change in the road gradient, the process proceeds to step S16. Conversely, if there is no change, it is determined that it is not necessary to switch the driving force characteristics, and the routine ends.

In step S16, the accelerator operation of the driver is detected from the accelerator pedal opening sensor 105, and if there is an accelerator operation, switching of the vehicle driving force characteristic is permitted. On the other hand, if there is no accelerator operation, it is determined that switching the driving force characteristics will give the driver an uncomfortable feeling, and this routine is terminated without permitting the switching.

That is, step S15, step S1
By processing step 6, when the road gradient is changed and the accelerator pedal is operated, the switching of the driving force characteristic is permitted, and the process proceeds to step S17 where the characteristic is switched. Specifically, the switching of the driving force characteristics is performed by, for example, changing the shift pattern according to the road gradient as shown in FIG.

In the case of a stepped transmission, for example, as shown in FIG. 7, the switching of the driving force characteristics is performed at a lower speed at the same vehicle speed or at the same accelerator opening degree on an uphill or downhill road than on a flat road. This is performed by changing the shift pattern so as to select the gear position on the side. For example, when the shift pattern with the A attribute is selected, the marginal driving force for each gear is larger than when the B attribute is selected, and a driving force characteristic suitable for uphill traveling is obtained. In addition, when the shift pattern of the A attribute is selected, the engine braking effect is enhanced, so that the driving force characteristic is suitable for traveling on a down slope.

On the other hand, in the case of a continuously variable transmission, for example, as shown in FIG. 8, a gear ratio map given by the vehicle speed and the engine speed is used to change the speed change pattern when traveling on an uphill road or a downhill road. By using the speed ratio on the lower speed side than the (B attribute), the marginal driving force and the engine braking effect can be increased, and a shift pattern (A attribute) suitable for uphill and downhill can be obtained.

Here, the switching of the driving force characteristics is performed by switching the shift pattern, but the switching method of the driving force characteristics is not limited to this. For example, the driving force is changed by changing the throttle gain. The force characteristics may be switched.

As described above, by processing the flow shown in FIG. 3, the switching of the driving force characteristics is performed in accordance with the operation timing of the accelerator pedal operated by the driver. By switching the characteristics at timings such as those shown in the flow charts of FIGS. 9 to 11, it is possible to further conform to the driving force request timing of the driver.

For example, in the flow shown in FIG. 9, in step S41, the gradient of the current position is calculated, and it is determined whether or not the current road gradient is down. When it is determined that the current road gradient is down, the process proceeds to step S42, and when it is determined that the current road gradient is not down, the present routine ends.

In the next step S42, the road gradient ahead in the traveling direction is calculated, and if it is determined that the road is going up, the flow proceeds to step S43. Conversely, when it is determined that the vehicle is not going up, this routine ends. That is, step S
By processing 41 and step S42, if the current road gradient is down and the road gradient ahead in the traveling direction is up, the process proceeds to step S43.

In step S43, the accelerator operation of the driver is detected, and when the accelerator operation amount increases, it is determined that the driver is requesting the driving force for the ascending slope. Then, the speed change pattern is switched to the one corresponding to the upward slope. Conversely, if the accelerator operation amount has not increased, the driver does not request the driving force, and it is determined that changing the shift pattern gives a sense of incongruity, and the routine ends without changing the shift pattern.

Therefore, by processing the flow shown in FIG. 9, even when the accelerator pedal is depressed short of the actual slope change point, for example, in a situation where an uphill continues after a downhill, At the same time as the pedal is depressed, the driving force characteristic is changed to the one corresponding to the upward slope, so that the driving force can be increased at a natural timing according to the driver's request. Contrary to this, even in a situation where an uphill is followed by a downhill, by processing the same flow as in FIG. 9, the driving force characteristics are switched to the downhill gradient in accordance with the accelerator operation timing. be able to.

In the flow shown in FIG. 10, in step S51, the gradient of the current position is calculated, and it is determined whether or not the current road gradient is up. If so, the process ends.

Next, in step S52, the accelerator operation by the driver is detected by the accelerator opening sensor 105, and when it is detected that the accelerator pedal is depressed, the process proceeds to step S53, and otherwise, the process ends. .

In step S53, the automatic transmission 103 is instructed to select a lower speed gear ratio for a flat road gear shift pattern, and a larger driving force is generated with the same accelerator opening and engine speed. To do.

Therefore, by processing the flow shown in FIG. 10, if the accelerator pedal is depressed, for example, when the driver enters the uphill gradient and notices that the driving force is insufficient, the accelerator pedal is depressed. After that, the driving force characteristics are changed to those corresponding to the ascending slope,
The climbing performance can be enhanced at a more natural timing for the driver.

In the flow shown in FIG. 11, it is determined in step S61 whether or not the road on which the vehicle is currently traveling is downhill from the calculation result of the road slope calculation means. move on. Conversely, when it is determined that the vehicle is not descending, this routine ends.

In step S62, the accelerator operation by the driver is detected, and when the accelerator operation amount decreases, it is determined that the driver intends to decelerate, and in step S63, the driving force characteristic is changed to one corresponding to a downward slope. Proceed to. Conversely, if the accelerator operation amount has not decreased, it is determined that the driver does not intend to decelerate, and this routine ends.

In step S63, the speed ratio of the automatic transmission 103 is set to a speed ratio on a low speed side with respect to a flat road, and when the accelerator pedal is released, a stronger engine brake is generated.

Therefore, by processing the flow shown in FIG. 11, for example, when the vehicle is traveling on a down slope, the driver returns the accelerator pedal and at the same time the driving force characteristic is changed to the down slope. In addition, the traveling performance on a downhill road can be improved. The driver does not intend to decelerate, and there is no unnatural acceleration / deceleration caused by shifting while the accelerator pedal is still depressed.

It is to be noted that the flows shown in FIGS. 9 to 11 may be processed in combination, and by combining and processing these, it is possible to meet the driving force request timing of the driver even in various road conditions. The driving force characteristics can be switched.

Next, the operation will be described.

In the vehicle driving force control device according to the present embodiment, based on the vehicle position information transmitted from the external environment information processing module and the map information stored in a recording medium such as a CD-ROM in advance. The road gradient calculating means calculates the road gradient at the current position of the vehicle and the road gradient ahead in the traveling direction. At this time, if the road gradient at the current position or the road gradient ahead in the traveling direction is calculated from the altitude data stored in the map information in advance, the driving force characteristics are switched before the actual gradient switching. Can be.

When it is determined from the calculated road gradient information that the driving force characteristic needs to be changed, the automatic transmission is instructed to switch the shift pattern to one suitable for the road gradient during traveling. Since the timing of the shift pattern switching is adjusted to the accelerator operation timing detected by the accelerator pedal opening sensor, the switching is in accordance with the driving force request timing of the driver.

Then, by appropriately changing the shift pattern of the automatic transmission and switching the driving force characteristics, for example,
If the margin of the driving force according to the gear position becomes small depending on the accelerator opening and the vehicle speed such as on an uphill road, a shift pattern biased toward the low speed side so that the driving force margin becomes large in advance, Driving force characteristics suitable for an upward slope can be obtained. Also, by adopting a shift pattern that is also biased toward the low speed side, the engine braking effect can be enhanced, and the driving force characteristics suitable for a downward slope can be obtained.

Further, when it is necessary to switch the driving force characteristics at the current position or forward in the traveling direction with an upward gradient, if the shift pattern is switched to an upward gradient corresponding to the timing at which the accelerator operation amount increases, the accelerator pedal is depressed. At the same time, the shift pattern is switched to the upshift-compatible shift pattern, so that the driving force can be increased at a timing that is natural for the driver.

When it is necessary to switch the driving force characteristic at the current position or forward in the traveling direction with a downward gradient, if the accelerator operation amount is switched to a shift pattern corresponding to the downward gradient, the accelerator pedal is returned. At the same time, the shift pattern is switched to a downhill slope-compatible shift pattern, so that the traveling performance on a downhill road can be improved without giving the driver an uncomfortable feeling.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a schematic configuration of the present invention.

FIG. 2 is a block diagram showing a configuration of a vehicle to which the vehicle driving force control device according to the present embodiment is applied;

FIG. 3 is a flowchart showing processing performed in the vehicle driving force switching device according to the embodiment.

FIG. 4 is a flowchart illustrating a process performed by a road gradient calculating unit.

FIG. 5 is an example of a road gradient calculation map.

FIG. 6 is a flowchart illustrating processing performed by a driving force characteristic switching unit.

FIG. 7 is a modified example of a shift pattern for a stepped transmission.

FIG. 8 is a modified example of a shift pattern for a continuously variable transmission.

FIG. 9 is a flowchart illustrating an example of processing performed by a driving force characteristic switching unit.

FIG. 10 is a flowchart illustrating another example of the processing performed by the driving force characteristic switching unit.

FIG. 11 is a flowchart showing another example of the processing performed by the driving force characteristic switching means.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Position information detecting means 2 Current position calculating means 3 Road gradient calculating means 4 Accelerator operation amount detecting means 5 Driving force characteristic switching means

Claims (5)

[Claims] 1. An accelerator operation amount detecting means for detecting a driver's accelerator operation, a road gradient calculating means for calculating a road gradient at a current position and a road gradient ahead in a traveling direction, and a driving force characteristic based on the calculated road gradient. A driving force characteristic switching means for switching the driving force characteristics in accordance with the accelerator operation timing when it is determined that the switching is required. 2. A position information detecting means for detecting position information used for obtaining a current position of the vehicle, and a current position and a traveling direction of the vehicle based on a detection result of the position information detecting means. A current position calculating means for calculating and determining, wherein the road gradient calculating means calculates a road gradient of the current position and a road ahead in the traveling direction based on a calculation result of the current position calculating means and altitude data stored in advance in map information. The vehicle driving force control device according to claim 1, wherein the gradient is calculated. 3. The driving force characteristic switching unit according to claim 1, wherein the driving force characteristic switching unit switches the driving force characteristics by switching a shift pattern of the automatic transmission to a pattern suitable for a road gradient during traveling. Vehicle driving force control device. 4. The driving force characteristic switching means ascends the driving force characteristic at a timing when the accelerator operation amount is increased when it is determined that the driving force characteristic needs to be switched because the current position or the forward direction of the traveling direction is ascending. The vehicle driving force control device according to any one of claims 1 to 3, wherein the vehicle driving force control device is changed to one corresponding to a gradient. 5. The driving force characteristic switching means, when it is determined that the driving force characteristic needs to be switched because the current position or the front in the traveling direction is downgraded, the driving force characteristic is decreased at a timing at which the accelerator operation amount is reduced. The vehicle driving force control device according to any one of claims 1 to 4, wherein the device is changed to one corresponding to a gradient.