CN112172811A - 车辆 - Google Patents

车辆 Download PDF

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Publication number
CN112172811A
CN112172811A CN202010297961.9A CN202010297961A CN112172811A CN 112172811 A CN112172811 A CN 112172811A CN 202010297961 A CN202010297961 A CN 202010297961A CN 112172811 A CN112172811 A CN 112172811A
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CN
China
Prior art keywords
driving force
variation
running
vehicle
required driving
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Pending
Application number
CN202010297961.9A
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English (en)
Inventor
平泽崇彦
海田启司
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Toyota Motor Corp
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Toyota Motor Corp
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Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of CN112172811A publication Critical patent/CN112172811A/zh
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
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Abstract

一种车辆，具有：行驶用的驱动装置；控制装置，所述控制装置对驱动装置进行控制，以便利用基于加速器操作量的目标驱动力来行驶，其中，所述控制装置将目标驱动力设定成，当希望稳定行驶时，与不希望稳定行驶时相比，使得目标驱动力的变化相对于加速器操作量的变化变得缓慢。由此，当希望稳定行驶时，能够使车速的变动相对于加速器操作量的略微变动平缓地进行，能够容易地继续进行稳定行驶。

Description

车辆
技术领域
本发明涉及车辆。
背景技术
以往，作为这种车辆，提出了基于加速踏板的操作位置控制车辆的加、减速度的方案(例如，参照日本特开2013-10426)。
在上述车辆中，无论是否希望稳定行驶(以大致恒定的车速行驶)，相对于加速踏板的操作位置的变化，都以统一的变化形态(变化率)使加、减速度变化。因此，即使在希望稳定行驶时，当加速踏板的操作位置变化时，车速也在某种程度上迅速地变化，难以继续进行稳定行驶。
发明内容
本发明的车辆，其主要目的在于，当希望稳定行驶时，易于持续进行稳定行驶。
本发明的车辆，为了实现上述主要目的，采取以下措施。
本发明的车辆具有：行驶用的驱动装置；以及控制装置，所述控制装置控制所述驱动装置，以便利用基于加速器操作量的目标驱动力来行驶，其中，所述控制装置将所述目标驱动力设定成，当希望稳定行驶时，与不希望所述稳定行驶时相比，使得所述目标驱动力的变化相对于所述加速器操作量的变化变得缓慢。
在本发明的车辆中，当控制驱动装置，以便利用基于加速器操作量的目标驱动力来行驶时，将目标驱动力设定成，当希望稳定行驶时，与不希望稳定行驶时相比，使得目标驱动力的变化相对于加速器操作量的变化变得缓慢。由此，当希望稳定行驶时，能够使车速的变动相对于加速器操作量的略微变动变得缓慢，能够容易地持续进行稳定行驶。
在这样的本发明的车辆中，也可以为，当规定时间中的所述加速器操作量的变动量小于等于第一规定变动量、且所述规定时间中的车速的变动量小于等于第二规定变动量时，所述控制装置判定为希望所述稳定行驶。这样，能够利用加速器操作量的变动量以及车速的变动量判定是否希望稳定行驶。
另外，在本发明的车辆中，也可以为，所述控制装置将基于所述加速器操作量及车速的行驶用的要求驱动力、或者对所述要求驱动力实施了平缓变化处理而得到的驱动力设定为所述目标驱动力，进而，当所述要求驱动力与行驶阻力的差值小于等于规定差值时，所述控制装置判定为希望所述稳定行驶。这样，能够利用要求驱动力与行驶阻力的差值判定是否希望稳定行驶。
在这种情况下，也可以为，当所述要求驱动力与行驶阻力的差值小于等于规定差值、且规定时间中的所述加速器操作量的变动量小于等于规定变动量时，所述控制装置判定为希望所述稳定行驶。这样，能够更恰当地判定是否希望稳定行驶。
附图说明
下面，参照附图说明本发明的示例性的实施方式的特征、优点以及技术和工业上的意义，其中，类似的附图标记表示类似的部件，并且其中：
图1是表示作为本发明的第一个实施例的电动汽车20的结构的概要的结构图。
图2是表示要求驱动力设定用映射的一个例子的说明图。
图3是表示利用电子控制单元50实施的目标驱动力设定处理的一个例子的流程图。
图4是表示变形例的目标驱动力设定处理的一个例子的流程图。
图5是表示行驶阻力推定用映射的一个例子的说明图。
图6是表示变形例的混合动力汽车120的结构的概要的结构图。
图7是表示变形例的混合动力汽车220的结构的概要的结构图。
图8是表示变形例的混合动力汽车320的结构的概要的结构图。
具体实施方式
下面，利用实施例对用于实施本发明的方式进行说明。
图1是表示作为本发明的第一个实施例的电动汽车20的结构的概要的结构图。如图所示，第一个实施例的电动汽车20具有电动机32、逆变器34、作为蓄电装置的电池36、导航装置40、以及电子控制单元50。
电动机32例如由同步发电电动机构成，转子与驱动轴26连接，所述驱动轴26经由差动齿轮24与驱动轮22a、22b连接。逆变器34用于电动机32的驱动，并且，经由电线与电池36连接。通过由电子控制单元50对逆变器34的多个开关元件进行开关控制，电动机32被旋转驱动。电池36例如构成为锂离子二次电池或者镍氢二次电池。
导航装置40具有本体、GPS天线、以及显示器。虽然图中未示出，但是，本体具有CPU、ROM、RAM、存储介质、输入输出端口、通信端口。在本体的存储介质中存储有地图信息等。作为地图信息，存储有服务信息(例如，观光信息、停车场等)、各行驶区间(例如，交通信号灯之间的区间或交叉路口之间的区间等)的道路信息等来作为数据库。在道路信息中包括：距离信息、道路宽度信息、车道数信息、地域信息(城市或郊外)、类别信息(一般道路或高速路)、坡度信息、法定速度、交通信号灯的数目等。GPS天线接收与车辆的当前地点相关的信息。显示器构成为触摸屏式的显示器，显示与车辆的当前地点相关的信息、至目的地的行驶预定路线等各种信息，并且，使用者能够输入各种指示。导航装置40经由通信端口与电子控制单元50连接。
虽然图中未示出，但是，电子控制单元50构成为以CPU为中心的微处理器，除CPU之外，还具有存储处理程序的ROM、暂时存储数据的RAM、输入输出端口、通信端口。来自各种传感器的信号经由输入端口被输入给电子控制单元50。作为被输入给电子控制单元50的信号，例如，可以举出：来自于检测电动机32的转子的旋转位置的旋转位置传感器的电动机32的转子的旋转位置θm、来自于检测电动机32的各相电流的电流传感器的电动机32的各相电流Iu、Iv。另外，还可以举出：来自于安装在电池36的端子之间的电压传感器的电池36的电压Vb、来自于安装在电池36的输出端子上的电流传感器的电池36的电流Ib、来自于安装在电池36上的温度传感器的电池36的温度Tb。进而，还可以举出：来自于点火开关60的点火信号、来自于检测换挡杆61的操作位置的挡位传感器62的换挡位置SP。还可以举出：来自于检测加速踏板63的踩下量的加速踏板位置传感器64的加速器开度Acc、来自于检测制动踏板65的踩下量的制动踏板位置传感器66的制动踏板位置BP、来自于车速传感器68的车速V、来自于坡度传感器69的路面坡度θr(以爬坡侧为正)。
各种控制信号从电子控制单元50经由输出端口输出。作为从电子控制单元50输出的信号，例如，可以举出对逆变器34的多个开关元件的开关控制信号。电子控制单元50基于来自旋转位置传感器的电动机32的转子的旋转位置θm，计算电动机32的电位角θe及转速Nm。电子控制单元50经由通信端口与导航装置40连接。
在这样构成的第一个实施例的电动汽车20中，电子控制单元50最初基于来自加速踏板位置传感器64的加速器开度Acc和来自车速传感器68的车速，设定行驶用的要求驱动力Tdtag。在此，对于要求驱动力Tdtag，例如，预先确定加速器开度Acc及车速V与要求驱动力Tdtag的关系，作为要求驱动力设定用映射而存储在图中未示出的ROM中，当给出加速器开度Acc及车速V时，从该映射推导出对应的要求驱动力Tdtag来进行设定。图2是表示要求驱动力设定用映射的一个例子的说明图。接着，基于要求驱动力Tdtag来设定行驶用的目标驱动力Td*，设定电动机32的扭矩指令Tm*，使车辆以设定的目标驱动力Td*行驶。并且，进行逆变器34的多个开关元件的开关控制，以便使电动机被扭矩指令Tm*驱动。
下面，对于这样构成的第一个实施例的电动汽车20的动作、特别是在基于要求驱动力Tdtag设定目标驱动力Td*时的动作进行说明。图3是表示利用电子控制单元50实施的目标驱动力设定处理的一个例子的流程图。该进程被反复实施。
当实施图3的目标驱动力设定处理时，电子控制单元50最初输入要求驱动力Tdtag、作为加速器开度Acc及车速V在规定时间T1(例如，数百毫秒～数秒的程度)中的变动量的加速器变动量ΔAcc及车速变动量ΔV等数据(步骤S100)。在此，对于要求驱动力Tdtag，输入基于加速器开度Acc和车速V设定的值。对于加速器变动量ΔAcc及车速变动量ΔV，输入作为在规定时间T1中加速器开度Acc及车速V的极大值与极小值的差值而计算出来的值。
当这样输入数据时，将输入的加速器变动量ΔAcc与阈值ΔAref进行比较(步骤S110)，并且，将车速变动量ΔV与阈值ΔVref进行比较(步骤S120)。在此，阈值ΔAref是用于判定加速器开度Acc的变动是否比较小的阈值，例如，采用1％～5％的程度。阈值ΔVref用于判定车速V的变动是否比较小，例如，采用1km/h～5km/h的程度。当加速器开度Acc的变动及车速V的变动比较小时，设想驾驶员希望稳定行驶。从而，步骤S110、S120的处理可以被认为是判定是否希望稳定行驶的处理。
当在步骤S110中加速器变动量ΔAcc比阈值ΔAref大时、或者当在步骤S120中车速变动量ΔV比阈值ΔVref大时，判断为不希望稳定行驶，对用于平顺处理的时间常数τ设定比较小的规定值τ1(步骤S130)，采用设定的时间常数τ对要求驱动力Tdtag实施平顺处理，计算目标驱动力Td*(步骤S150)，结束本进程。目标驱动力Td*例如可以采用上一次的目标驱动力(上一次的Td*)、要求驱动力Tdtag和时间常数τ通过公式(1)进行运算。
Td*＝上一次的Td*·τ+Tdtag·(1-τ) (1)
当在步骤S110中加速器变动量ΔAcc小于等于阈值ΔAref且在步骤S120中车速变动量ΔV小于等于阈值ΔVref时，判断为希望稳定行驶，对用于平顺处理的时间常数τ设定比规定值τ1大的规定值τ2(步骤S140)，采用设定的时间常数τ对要求驱动力Tdtag实施平顺处理，计算目标驱动力Td*(步骤S150)，结束本进程。由此，由于当希望稳定行驶时，与不希望稳定行驶时相比，相对于加速器开度Acc的变化(要求驱动力Tdtag的变化)而言使目标驱动力Td*缓慢地变化，因此，能够使车速V的变动平缓地进行，能够容易地继续进行稳定行驶。
在以上说明的第一个实施例的电动汽车20中，当希望稳定行驶时(加速器变动量ΔAcc小于等于阈值ΔAref且车速变动量ΔV小于等于阈值ΔVref时)，与不希望稳定行驶时(加速器变动量ΔAcc大于阈值ΔAref、或车速变动量ΔV大于阈值ΔVref时)相比，采用大的时间常数τ对要求驱动力Tdtag实施平顺处理，计算目标驱动力Td*，控制电动机32，以便以该目标驱动力Td*来行驶。由此，当希望稳定行驶时，能够使车速V的变动相对于加速器开度Acc的略微变动平缓地进行，能够容易地继续进行稳定行驶。
接着，对于第二个实施例的电动汽车20B进行说明。第二个实施例的电动汽车20B采用与图1中举例表示的第一个实施例的电动汽车20相同的硬件结构。从而，为了避免重复的说明，对于第二个实施例的电动汽车20B的硬件结构，标注与图1中举例表示的第一个实施例的电动汽车20相同的附图标记，并省略详细的说明。
接着，对于第二个实施例的电动汽车20B的动作进行说明。第二个实施例的电子控制单元50，实施图4的目标驱动力设定处理来代替图3的目标驱动力设定处理。
当实施图4的目标驱动力设定处理时，电子控制单元50最初输入要求驱动力Tdtag、作为加速器开度Acc在规定时间T2(例如，数百微秒～数毫秒的程度)中的变动量的第二加速器变动量ΔAcc2、车速V、路面坡度θr(以爬坡侧为正)等数据(步骤S200)。在此，对于要求驱动力Tdtag，与图3的目标驱动力设定处理同样地进行输入。对于第二加速器变动量ΔAcc2，输入作为在规定时间T2中的加速器开度Acc的极大值与极小值的差值计算出来的值。对于车速V，输入由车速传感器68检测出的值。对于路面坡度θr，输入由坡度传感器69检测出的值。
当这样输入数据时，基于输入的车速V及路面坡度θr推定行驶阻力Rv(步骤S210)。在此，行驶阻力Rv是作用于车辆的与行进方向相反的方向的力，行驶阻力Rv包括滚动阻力、空气阻力、坡度阻力、加速阻力等。对于该行驶阻力Rv，在第二个实施例中，预先确定车速V及路面坡度θr与行驶阻力Rv的关系，作为行驶阻力推定用映射存储在图中未示出的ROM中，当给出车速V及路面坡度θr时，由该映射推导出对应的行驶阻力Rv。图5是表示行驶阻力推定用映射的一个例子的说明图。如图所示，行驶阻力Rv被推定为车速V越高则变得越大且路面坡度θr在爬坡侧越大则变得越大。
接着，将要求驱动力Tdtag与行驶阻力Rv的差值与阈值ΔTref进行比较(步骤S220)，并且，将第二加速器变动量ΔAcc2与阈值ΔAref2进行比较(步骤S230)。在此，阈值ΔTref是用于判定要求驱动力Tdtag(行进方向的力)与行驶阻力Rv(与行进方向相反的方向的力)是否以某种程度平衡的阈值，例如，采用1Nm～5Nm的程度。阈值ΔAref2是用于判定驾驶员是否进行了急加速操作(踩下或收回)的阈值，例如，采用1km/h～5km/h的程度。当要求驱动力Tdtag与行驶阻力Rv以某种程度平衡且驾驶员没有进行急加速操作时，设想驾驶员希望稳定行驶。从而，步骤S220、S230的处理可以被认为是判定是否希望稳定行驶的处理。
当在步骤S220中要求驱动力Tdtag与行驶阻力Rv的差值比阈值ΔTref大时、或者在步骤S230中第二加速器变动量ΔAcc2比阈值ΔAref2大时，判断为不希望稳定行驶，对用于平顺处理的时间常数τ设定比较小的规定值τ1(步骤S240)，采用设定的时间常数τ对要求驱动力Tdtag实施平顺处理，计算目标驱动力Td*(步骤S260)，结束本进程。例如，可以采用上一次的目标驱动力(上一次的Td*)、要求驱动力Tdtag和时间常数τ通过上述的公式(1)来计算目标驱动力Td*。
当在步骤S220中要求驱动力Tdtag与行驶阻力Rv的差值小于等于阈值ΔTref且在步骤S230中第二加速器变动量ΔAcc2小于等于阈值ΔAref2时，判断为希望稳定行驶，对用于平顺处理的时间常数τ设定比规定值τ1大的规定值τ2(步骤S250)，利用设定的时间常数τ对要求驱动力Tdtag实施平顺处理，计算目标驱动力Td*(步骤S260)，结束本进程。由此，由于当希望稳定行驶时，与不希望稳定行驶时相比，相对于加速器开度Acc的变化(要求驱动力Tdtag的变化)使目标驱动力Td*缓慢地变化，因此，能够使车速V的变动平缓地进行，能够容易地继续进行稳定行驶。
在以上说明的第二个实施例的电动汽车20B中，当希望稳定行驶时(要求驱动力Tdtag与行驶阻力Rv的差值小于等于阈值ΔTref且第二加速器变动量ΔAcc2小于等于阈值ΔAref2时)，与不希望稳定行驶时(要求驱动力Tdtag与行驶阻力Rv的差值比阈值ΔTref大、或者第二加速器变动量ΔAcc2比阈值ΔAref2大时)相比，采用大的时间常数τ对要求驱动力Tdtag实施平顺处理，计算目标驱动力Td，控制电动机32，以便车辆利用该目标驱动力Td*来行驶。由此，当希望稳定行驶时，能够使车速V的变动相对于加速器开度Acc的略微变动平缓地进行，能够容易地继续进行稳定行驶。
在第二个实施例的电动汽车20B中，基于要求驱动力Tdtag与行驶阻力Rv的差值、以及第二加速器变动量ΔAcc2判定是否希望稳定行驶。但是，也可以不考虑第二加速器变动量ΔAcc2，而仅基于要求驱动力Tdtag与行驶阻力Rv的差值判定是否希望稳定行驶。
在第二个实施例的电动汽车20B中，基于车速V和来自于坡度传感器49的路面坡度θr推定行驶阻力Rv。但是，也可以代替来自于坡度传感器69的路面坡度θr，而采用利用导航装置40基于车辆的当前地点和地图信息(坡度信息)提取出的路面坡度θr2。
在第二个实施例的电动汽车20B中，基于车速V和路面坡度θr推定行驶阻力Rv。但是，也可以不考虑路面坡度θr，只基于车速V推定行驶阻力Rv。
在第一个实施例或第二个实施例的电动汽车20、20B中，当希望稳定行驶时，与不希望稳定行驶时相比，采用较大的时间常数τ对要求驱动力Tdtag进行平顺处理，计算目标驱动力Td*。但是，也可以为，当希望稳定行驶时，与不希望稳定行驶时相比，采用较小的比例值(rate value)Rt对要求驱动力Tdtag实施比例处理(rate processing)，计算目标驱动力Td*。在该情况下，例如，可以采用上一次的目标驱动力(上一次的Td*)、要求驱动力Tdtag和比例值Rt通过公式(2)计算目标驱动力Td*。
Td*＝max(min(Tdtag,上一次的Td*+Rt),上一次的Td*-Rt) (2)
在第一个实施例或第二个实施例的电动汽车20、20B中，当不希望稳定行驶时，采用比较小的时间常数τ对要求驱动力Tdtag实施平顺处理，计算目标驱动力Td*。另外，在上述变形例中，当不希望稳定行驶时，采用比较大的比例值Rt对要求驱动力Tdtag实施比例处理，计算目标驱动力Td*。但是，也可以为，当不希望稳定行驶时，将要求驱动力Tdtag直接设定为目标驱动力Td*。
在第一个实施例或第二个实施例的电动汽车20、20B中，作为蓄电装置，使用电池36，但是，也可以采用电容器。
在第一个实施例或第二个实施例中，采用具有行驶用的电动机32及电池36的电动汽车20、20B的结构。但是，也可以采用除了行驶用的电动机32及电池36之外还具有发动机的混合动力汽车的结构，也可以采用除了行驶用的电动机32及电池36之外还具有燃料电池的燃料电池车的结构，还可以采用不具有电动机32及电池36而具有发动机的普通的发动机汽车的结构。
作为混合动力汽车的结构，例如，可以举出如图6的变形例的混合动力汽车120所示，将电动机32与连接于驱动轮22a、22b的驱动轴26连接，并且，将发动机122及电动机124经由行星齿轮130与驱动轴26连接，将电池36经由逆变器34、126与电动机32、124连接的结构。另外，也可以举出如图7的变形例的混合动力汽车220所示，将电动机32经由变速器230与连接于驱动轮22a、22b的驱动轴26连接，并且，将发动机222经由离合器229与电动机32连接，将电池36经由逆变器34与电动机32连接的结构。进而，如图8的变形例的混合动力汽车320所示，也可以举出将电动机32与连接于驱动轮22a、22b的驱动轴26连接，并且，将发电机324与发动机322连接，将电池36经由逆变器34、326与电动机32及发电机324连接的结构。
下面，对于实施例的主要的要素与在用于解决课题的手段部分中记载的发明的主要的要素的对应关系进行说明。在第一个实施例及第二个实施例中，电动机32与“驱动装置”相当，电子控制单元50与“控制装置”相当。
另外，作为实施例的主要的要素与在用于解决课题的手段部分中记载的发明的主要的要素的对应关系，由于实施例是为了具体地说明用于实施在用于解决课题的手段部分记载的发明的方式的例子，因此，不是对在用于解决课题的手段部分中记载的发明的要素的限制。即，对于在用于解决课题的手段部分中记载的发明的解释应当基于该部分的记载来进行，而实施例不过是在用于解决课题的手段部分中记载的发明的具体的例子。
以上，利用实施例对于用于实施本发明的方式进行了说明，但是，本发明并不受这些实施例的任何限制，不言而喻，在不脱离本发明的主旨的范围内，可以以各种形式来实施。
本发明可以应用于车辆的制造产业等。

Claims (4)

1.一种车辆，具有：行驶用的驱动装置；以及控制装置，所述控制装置控制所述驱动装置，以便利用基于加速器操作量的目标驱动力来行驶，其中，所述控制装置将所述目标驱动力设定成，当希望稳定行驶时，与不希望所述稳定行驶时相比，使得所述目标驱动力的变化相对于所述加速器操作量的变化变得缓慢。
2.如权利要求1所述的车辆，其中，当规定时间中的所述加速器操作量的变动量小于等于第一规定变动量、且所述规定时间中的车速的变动量小于等于第二规定变动量时，所述控制装置判定为希望所述稳定行驶。
3.如权利要求1所述的车辆，其中，所述控制装置将基于所述加速器操作量及车速的行驶用的要求驱动力、或者对所述要求驱动力实施了平缓变化处理而得到的驱动力设定为所述目标驱动力，进而，当所述要求驱动力与行驶阻力的差值小于等于规定差值时，所述控制装置判定为希望所述稳定行驶。
4.如权利要求3所述的车辆，其中，当所述要求驱动力与行驶阻力的差值小于等于规定差值、且规定时间中的所述加速器操作量的变动量小于等于规定变动量时，所述控制装置判定为希望所述稳定行驶。
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