JP2009045946A - Vehicle drive force control unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle drive force control unit for securing desired acceleration performance at start on a slope even for a so-called batteryless vehicle. <P>SOLUTION: The vehicle drive force control unit includes an internal combustion engine for driving a main drive wheel, a dynamo driven by the above internal combustion engine, and a motor 4 driving a sub-driving wheel by being driven by the dynamo power. When the vehicle is in a roll back or a roll forward state, the number of rotations of the motor 4 is controlled so that a regeneration voltage of the motor 4 does not exceed loss on the motor 4 side even before an accelerator pedal is pressed. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a driving force control device for a vehicle in which driven wheels are driven by a motor driven by an output of a generator, and relates to a driving force control device for a vehicle characterized by processing at the time of occurrence of rollback or rollforward. .

As a conventional rollback-compatible driving force control device, for example, there is a device described in Patent Document 1. In this electric vehicle equipped with a motor and a battery, when the vehicle rolls back on a slope or the like, the motor is regeneratively generated and regeneratively braked, and the regenerative power at that time is sent to the battery for charging. ing.
JP 2000-270404 A

However, assuming a so-called battery-less vehicle that does not drive a motor with a battery, regenerative braking is not possible. There is a back (a state in which the motor speed in the direction opposite to the direction of travel has increased). In this state, the motor is driven with a torque corresponding to the driving force required by the accelerator opening when the accelerator is stepped on. When the motor is driven, the voltage of the inverter is limited by the regenerative electric power, that is, there is a possibility that the motor is regenerated. As a result, the motor torque is limited to a small value. As a result, the acceleration at the start is slow.
The present invention has been made paying attention to such a point, and it is an object of the present invention to provide a vehicle driving force control device capable of ensuring a required acceleration when starting a slope even when the battery is not required. It is said.

In order to solve the above problems, the present invention provides an internal combustion engine that drives main drive wheels, a generator that is driven by the internal combustion engine, and a motor that is driven by the power of the generator and can drive the driven wheels. A driving force control device for a vehicle comprising:
When the vehicle is in a rollback or rollforward state, the rotational speed of the motor is controlled so that the motor regenerative voltage does not exceed the motor-side loss even before the accelerator pedal is depressed.

  According to the present invention, even if the accelerator pedal is not depressed during rollback on a hill, the rotation speed is controlled so as not to be regenerated so that a predetermined motor torque can be output. If there is a request for driving force, the desired torque can be output immediately. As a result, desired acceleration can be ensured at the start.

Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of a four-wheel drive vehicle to which the present invention is applied. FIG. 2 is a configuration diagram of a power electronics unit related to the motor drive control.
(Constitution)
As shown in FIG. 1, in the vehicle of this embodiment, left and right front wheels 1L and 1R are main drive wheels driven by an engine 2 that is an internal combustion engine, and left and right rear wheels 3L and 3R can be driven by a motor 4. Is a secondary driven wheel.

  For example, a main throttle valve and a sub-throttle valve are interposed in the intake pipe of the engine 2. The throttle opening of the main throttle valve is adjusted and controlled according to the amount of depression of the accelerator pedal. The sub-throttle valve uses a step motor or the like as an actuator, and the opening degree is adjusted and controlled by a rotation angle corresponding to the number of steps. Therefore, by adjusting the throttle opening of the sub-throttle valve to be less than or equal to the opening of the main throttle valve by a command from the engine control unit, independent of the driver's accelerator pedal operation (accelerator opening), The output torque of the engine 2 can be adjusted.

The output torque Te of the engine 2 is transmitted to the left and right front wheels 1L, 1R through the transmission and the reference gear 5. Further, a part of the output torque Te of the engine 2 is transmitted to the generator 7 via the endless belt 6, so that the generator 7 has a rotation speed Ng obtained by multiplying the rotation speed Ne of the engine 2 by the pulley ratio. Rotate.
The generator 7 becomes a load on the engine 2 in accordance with the field current Ifg adjusted by the 4WD control unit 20, and generates power in accordance with the load torque. The magnitude of the power generated by the generator 7 is determined by the magnitudes of the rotational speed Ng and the field current Ifg. The rotational speed Ng of the generator 7 can be calculated from the rotational speed Ne of the engine 2 based on the pulley ratio.

The electric power generated by the generator 7 can be supplied to the AC motor 4 via the junction box 10 and the inverter 9. That is, the AC motor 4 is driven using the inverter 9. In addition, it is set as the capacitor | condenser input type which installed the small capacitor 15 in parallel with the input circuit.
The motor 4 is a field winding type synchronous motor, and includes a rotor having a field winding and a stator on which a three-phase winding for generating a rotating magnetic field is wound. The motor 4 rotates by the interaction between the magnetic field generated by passing a current through the field winding of the rotor and the magnetic field generated by the three-phase winding of the stator. Further, when the rotor is rotated by an external force, an electromotive force is generated at both ends of the three-phase winding due to the interaction of these magnetic fields, and a power generation operation is performed. In this embodiment, a field winding type synchronous motor is applied as the motor 4, but a permanent magnet type synchronous motor or induction motor having a permanent magnet in the rotor can also be applied. The motor 4 is controlled to a command value by the motor control unit 21.

The drive shaft of the motor 4 can be connected to the rear wheels 3L and 3R via the speed reducer 11 and the clutch 12.
In the junction box 10, a relay for connecting and disconnecting the inverter 9 and the generator 7 is provided. Then, the DC power supplied from the generator 7 via the rectifier 12 with this relay connected is converted into three-phase AC in the inverter 9 to drive the motor 4.

Further, in the junction box 10, a generator voltage sensor 13 for detecting a generated voltage and a generator current sensor 14 for detecting a generated current that is an input current of the inverter 9 are provided. These detection signals are controlled by 4WD. Is output to the unit 20. Further, a resolver is connected to the drive shaft of the motor 4 and outputs a magnetic pole position signal θ of the motor 4.
The clutch 12 is a wet multi-plate clutch, for example, and performs fastening and releasing according to a command from the 4WD control unit 20. In this embodiment, the clutch as the fastening means is a wet multi-plate clutch. However, for example, a powder clutch or a pump-type clutch may be used.

Each wheel 1L, 1R, 3L, 3R is provided with a wheel speed sensor. Each wheel speed sensor outputs a pulse signal corresponding to the rotation speed of the corresponding wheel 1L, 1R, 3L, 3R to the 4WD control unit 20 as a wheel speed detection value.
The 4WD control unit 20 includes an arithmetic processing unit such as a microcomputer, for example, and includes wheel speed signals detected by the wheel speed sensors 27FL to 27RR, a voltage sensor 13 in the junction box 10, and a current sensor 14. An output signal, an output signal of a resolver connected to the motor 4, an accelerator opening corresponding to an amount of depression of an accelerator pedal (not shown) which is a driving force indicator, and the like are input.

As shown in FIG. 3, the 4WD control unit 20 includes a motor command calculation unit 30, a generator control unit 31, and a clutch control unit 32.
As shown in FIG. 4 which is a block diagram, the motor command calculation unit 30 constitutes a motor control means, and includes a motor torque command calculation unit 30A, a rotation speed control unit 30B, a rollback determination unit 30D, and a selection switching unit 30E. Consists of.
The motor torque command calculation unit 30A mainly calculates a motor control command value during traveling. As shown in the block diagram of FIG. 5, the front-rear rotation speed difference calculation unit 30Aa, the vehicle speed calculation unit 30Ab, and the first motor A driving force calculation unit 30Ac, a second motor driving force calculation unit 30Ad, a select high unit 30Ae, and a rear wheel TCS control unit 30Af, and a wheel speed difference between the front and rear wheels and an accelerator calculated based on the wheel speed signals of the four wheels. A motor torque command value Tt is calculated from the pedal opening signal.

That is, first, the front / rear rotation speed difference calculation unit 30Aa calculates the front / rear rotation difference ΔV based on the following equation based on the wheel speed signals Vfr to Vrr of the four wheels.
ΔV = (Vfr + Vfl) / 2− (Vrr−Vrl) / 2
Based on the front-rear rotation difference ΔV, the map stored in advance by the first motor driving force calculation unit 30Ac is calculated, and the first motor driving force TΔV is calculated and output to the select high unit 30Ae described later. The first motor driving force TΔV is set so that the front-rear rotation difference ΔV is increased and proportionally larger.

On the other hand, the vehicle speed calculation unit 30Ab calculates the vehicle speed signal V by selecting low the wheel speed signals of the four wheels and the total driving force F generated by the vehicle. Here, the total driving force F is obtained by the sum of the front wheel driving force estimated from the torque converter slip ratio and the rear wheel driving force estimated from the motor torque command value Tt.
The second motor driving force calculation unit 30Ad calculates a second motor driving force Tv. Specifically, calculation is performed with reference to a map stored in advance based on the vehicle speed V and the accelerator opening Acc output from the vehicle speed calculation unit 30Ab. The second motor driving force Tv is set so as to increase as the accelerator opening Acc increases and to decrease as the vehicle speed V increases.

Next, in the select high unit 30Ae, the first motor driving force TΔV output from the first motor driving force calculation unit 30Ac and the second motor driving force Tv output from the second motor driving force calculation unit 30Ad are calculated. The selected high value is output as the target torque Ttt to the rear wheel TCS control unit 30Af.
Then, based on the rear wheel speeds Vrl and Vrr and the vehicle speed V, rear wheel traction control control is performed by a known method, and a motor torque command value Tt of the motor 4 is output.
Further, as shown in FIG. 4 which is a block diagram, the rotation speed control unit 30B includes a loss calculation unit 30Ba, a motor rotation speed command value calculation unit 30Bb, a rotation number deviation calculation unit 30Bc, a PI controller 30Bd, a limit unit 30Be, and A select high section 30C is provided.

The loss calculation unit 30Ba calculates the loss Ploss (= R · I ² ) on the motor side (the motor 4 and the inverter 9) and outputs it to the motor rotation speed command value calculation unit 30Bb. That is, first, the winding temperature signal of the motor 4 and the temperature signal of the inverter 9 are input, and the current value Im of the motor 4 that can be output using these two as parameters is calculated. Further, the winding resistance Rm of the motor 4 and the switching element resistance Ron of the inverter 9 are estimated based on the temperature information. That is, since the resistance values Rm and Rom vary depending on the temperature, the resistance is estimated from a preset temperature and resistance map. Then, the loss Ploss on the motor 4 side is calculated according to the following formula and output to the motor rotation speed command value calculation unit 30Bb. Here, the loss Ploss on the motor 4 side originally includes the switching loss of the switching element and the iron loss of the motor 4, but the risk of regeneration is reduced by making a small estimate.
Ploss = (Rm + Ron) × Im ²

The motor rotation speed command value calculation unit 30Bb divides the input loss Ploss on the motor 4 side by the maximum torque value Tmax (maximum torque determined by the NT curve) required in the future, and converts the unit to convert the motor rotation speed. The command value ω is calculated, and the motor rotation speed command value ω is output to the rotation speed deviation calculation unit 30Bc. The motor rotation speed command value ω is a rotation speed command value that causes the loss Ploss on the motor 4 side to be larger than the motor regenerative power.
ω = Ploss ÷ Tmax

  The maximum torque value Tmax required in the future is obtained from the relationship between the motor torque and the motor rotational speed as shown in FIG. This curve represents a boundary line where the regenerative power of the motor 4 can be consumed by the loss Ploss on the motor 4 side, and the hatched area is an area where the loss Ploss on the motor 4 side is larger than the regenerative power of the motor 4. The torque in this area may be used. In the present embodiment, in FIG. 6, the maximum torque in the area is set as the maximum torque value Tmax required in the future.

  The rotation speed deviation calculation unit 30Bc compares the target rotation speed command value with the current rotation speed, and performs PI control and limiter processing on the rotation speed deviation with the PI controller 30Bd and the limit unit 30Be. The motor torque command value Ts for adjusting to the rotational speed command value is calculated and output to the select high unit 30C. That is, the motor torque command value Ts that makes the deviation between the target rotation speed command value and the current rotation speed zero is calculated and output.

Further, in the select high unit 30C, a motor torque command value Ts corresponding to the input rotation speed command and a motor torque command value Tt corresponding to a driving force request amount such as an accelerator opening calculated by the motor torque command calculation unit 30A. Select high is performed and the larger motor torque command value is output to the selection switching unit 30E.
Further, the rollback determination unit 30D constitutes vehicle state detection means, inputs the shift lever position and the motor rotation speed (or vehicle speed), and the traveling direction selected by the shift lever is opposite to the rotation direction of the motor 4. When the rollback or rollforward state is determined, the rollback determination flag RBFLG is set to ON. Otherwise, the rollback determination flag RBFLG is set to OFF.

  The selection switching unit 30E selects either the motor torque command value Ts from the rotation speed control unit 30B (Tt if the motor torque value Tt is larger or the motor torque command value Tt from the motor torque command calculation unit 30A). The motor torque command value Tm is selected based on the rollback determination flag RBFLG, that is, if the rollback determination flag RBFLG is ON, the motor torque command value from the rotation speed control unit 30B side is output, and the roll When the back determination flag RBFLG is OFF, the motor torque command value is switched to be output from the motor torque command calculation unit 30 A. When the rotational speed control unit 30 B determines that the rollback or rollforward is being performed. You may make it operate | move only to.

The motor control unit 21 performs known vector control shown in FIG. 7 from the motor torque command value Tm and the motor rotation speed Vm. Then, the switching control signal of the three-phase power element is output to the inverter 9 to control the three-phase alternating current.
Moreover, the generator control unit 31 includes a required power calculation unit 31A and a generator control unit main body 31B as illustrated in FIG. 8 which is a block diagram.
Based on the motor torque command value Tm calculated by the motor command calculation unit 30 and the motor rotation speed Vm, the required power calculation unit 31A applies to the motor 4 based on the following formula, as shown in the block diagram of FIG. The necessary power Pm is calculated.
Pm = Tm × Vm

Furthermore, based on the required power Pm of the motor 4, the required generator power Pg to be output by the generator 7 is calculated based on the following equation. The generator required power Pg must be output more than the motor 4 required power Pm by the motor / inverter efficiency.
Pg = Pm / Иm
Here, Иm is the motor 4 / inverter 9 efficiency. The efficiency 4 of the motor 4 and the inverter 9 is calculated based on the motor torque command value Tt and the motor rotation speed Vm using an efficiency map.

In the generator control part main body 31B, the process of a block diagram as shown in FIG. 10 is performed. That is, the generator voltage command Vg is calculated by dividing the required power calculated by the required power calculator 31A by the generator current. At this time, if the generator voltage command is larger than the upper limit voltage Vmax (fail voltage) through the voltage limiter 31Ba, the voltage is limited to the upper limit voltage Vmax. The upper limit voltage Vmax is set to 60 V, for example, and is set based on the rating of the inverter element and the design of the generator / motor 4.
Further, the generator voltage command and the generator voltage are compared to determine a voltage deviation, and PI control is performed to determine and output a field current Ifg to be a generator voltage command.

The gain of the PI control is changed by previously obtaining a P gain map and an I gain map using the generator rotational speed as a parameter. In addition, an FF (feed forward) term is obtained in advance as an FF map using the voltage difference of the generator voltage and the generator rotational speed as parameters, and is added to the PI output value.
Although FIG. 10 shows an example of controlling the generated voltage, the field current Ifg may be obtained and controlled by detecting (or estimating) the generated field magnetic current.

Further, as shown in FIG. 8, the clutch control unit 32 controls the state of the clutch 12 and controls the clutch 12 to be in a connected state while determining that it is in the four-wheel drive state. For example, the clutch control unit 32 controls as follows.
・ Clutch is on when the vehicle is stopped when the 4WD switch is on ・ Clutch is on when the motor 4 target torque is not 0 ・ Clutch off when the motor 4 target torque is 0 ・ When the motor speed exceeds the allowable speed Clutch off for protection ・ Clutch off when 4WD switch is off

(Function and effect)
In a vehicle equipped with the driving force control device having the above-described configuration, the vehicle is driven by front wheels (drive wheels) that are directly driven by the engine when the 4WD switch is off. In this state, the clutch is in an off state.
Next, the operation in the four-wheel drive state when the 4WD switch is turned on and the clutch is connected will be described. The present invention is processing in this state.
In the normal running state where the vehicle is running in the same direction as the direction instructed by the shift lever, the roll switch is turned off. Therefore, in the selection switching unit 30E, the motor torque command value Tt of the motor torque command calculation unit 30A. As a result, the motor 4 is subjected to torque control so that the torque corresponding to the accelerator opening calculated by the motor torque command calculation unit 30A is obtained.

On the other hand, when the vehicle is stopped on the uphill and the vehicle moves backward, that is, in the rollback state, the rollback determination flag RBFLG is changed to ON, and the rotational speed control unit 30B determines that the regenerative power of the motor 4 In the range where the loss Ploss on the motor 4 side (the motor 4 and the inverter 9) is larger, the motor 4 is controlled so that the maximum torque Tmax can be output, thereby suppressing the rollback. The maximum torque Tmax can be output at any time.
That is, while preventing the output voltage of the generator from rising due to the regenerative electric power of the motor 4 and causing a high voltage failure, the rollback can be suppressed and the maximum torque can be output.

In the above description, the case where the rollback is performed before the accelerator pedal is depressed is described. However, even when the accelerator pedal is depressed, the accelerator opening is small, and is calculated by the motor torque command calculation unit 30A. When the motor torque command value Ts calculated by the rotation speed control unit 30B is larger than the motor torque command value Tt, the motor 4 is controlled by the motor torque command value Ts calculated by the rotation speed control unit 30B and rolls. The motor torque calculated by the motor torque command calculation unit 30A is calculated by the rotation speed control unit 30B by depressing the accelerator pedal, and then the motor torque command value Tt calculated by the motor torque command calculation unit 30A is calculated. When it becomes larger than the command value Ts, the motor 4 is driven with a torque according to the accelerator opening, and the vehicle starts. To become.
Here, since the rollback is allowed to some extent and the rotational speed of the motor 4 is not zero, it is possible to prevent the switch element of the inverter 9 from excessively generating heat due to the motor lock. When driven in the motor lock state, the switch element of the inverter 9 is fixed on the one side, and if it is left as it is, there is a risk that one switch will generate excessive heat.

Further, when the driver depresses the accelerator pedal in response to the rollback and inputs a driving force request corresponding to the accelerator opening, the motor torque command calculating unit 30A displays a motor torque command value corresponding to the required driving force. When Tt is calculated and the motor torque command value Tt calculated by the motor torque command calculation unit 30A becomes larger than the motor torque command value Ts in the rotation speed control unit 30B, the motor torque calculated by the motor torque command calculation unit 30A The motor 4 is torque controlled by the command Tt and the vehicle starts. In this way, when the accelerator pedal is depressed, it is possible to immediately output a desired torque and climb the hill, so that the required acceleration at the time of starting can be ensured.
In the above description, the case of rollback is described as an example, but the same applies to the case of rollforward that occurs when going backward on a downhill.

Next, the effect of the present driving force control device will be described using a time chart.
FIG. 11 is a time chart at the time of rollback in the comparative example. In this comparative example, when rollback is detected and the accelerator pedal is depressed, a motor torque command corresponding to the accelerator opening is output.
In the comparative example shown in FIG. 11, when the brake is released at time t1 for starting from the state where the brake is operated until the time t1, the vehicle rolls back and gradually goes in the negative direction. The motor speed increases. Subsequently, at time t2, when the brake pedal is switched to the accelerator and the accelerator pedal is depressed, the accelerator opening increases. During this time, the motor 4 speed increases to the negative side.

  Then, at time t2, the accelerator pedal is depressed and output of a motor torque command according to the accelerator opening is started. At times t3 to t4, the motor 4 tries to output torque according to the motor torque command. At time t4, the regenerative power exceeds the loss Ploss on the motor 4 side (motor 4 + inverter 9), the regenerative energy causes the DC voltage (output voltage of the generator) to exceed the fail voltage Vmax, and the actual motor torque is reduced. That is, the torque is limited.

Next, a time chart at the time of rollback based on this embodiment is shown in FIG.
In the example of the present embodiment shown in FIG. 12, when the brake is released at time t <b> 1 for starting from the state where the brake is applied until the time t <b> 1, the vehicle starts to roll back. When the rollback determination flag RBFLG is turned ON, the rotational speed control of the motor 4 is started so as to be the rotational speed command value calculated by the rotational speed control unit 30B. That is, the motor 4 outputs torque according to the motor torque command value in which the deviation between the motor rotational speed command value and the actual motor rotational speed is zero, and the motor 4 is controlled to the rotational speed command value. Thus, as described above, a state in which a required torque can be output and the rotational speed of the motor 4 toward the negative side is kept small.

  Subsequently, when the accelerator pedal is stepped on at time t2, the motor torque command calculation unit 30A calculates a motor torque command based on the accelerator opening, and the motor torque command value calculated by the motor torque command calculation unit 30A is the rotational speed control. When the motor torque value calculated by the unit 30B is exceeded, the motor 4 outputs torque according to the motor torque command based on the accelerator opening. Then, the motor rotation speed increases to the positive side, and shifts from rollback to power running at time t4.

As described above, in the comparative example, the rollback amount increases before the motor torque command is output, and when the torque is output, the regenerative generator output voltage exceeds the maximum voltage (fail voltage) and fails. .
On the other hand, in this embodiment, since the motor torque command is output so that the regenerative power does not exceed the loss Ploss on the motor 4 side immediately after the rollback is started, the rollback amount is large. Never become. In addition, since the regenerative power does not exceed the loss Ploss, it is possible to smoothly shift from rollback to power running without regeneration.

It is a schematic structure figure concerning an embodiment based on the present invention. It is a schematic diagram of power electronics concerning an embodiment based on the present invention. It is a figure which shows the structure of the 4WD control part which concerns on embodiment based on this invention. It is a figure which shows the structure of the motor command calculating part which concerns on embodiment based on this invention. It is a block diagram of the motor torque command value calculating part which concerns on embodiment based on this invention. It is a TN relationship diagram. It is a block diagram of the motor control part which concerns on embodiment based on this invention. It is a block diagram of the generator control which concerns on embodiment based on this invention. It is a block diagram of the required power calculating part which concerns on embodiment based on this invention. It is a block diagram of the generator control part main body which concerns on embodiment based on this invention. It is an example of a time chart of a comparative example. It is an example of the time chart of this embodiment.

Explanation of symbols

1R, 1L Left and right front wheels 2 Engine 3R, 3L Left and right rear wheels 4 Motor 7 Generator 9 Inverter 12 Clutch 13 Generator voltage sensor 14 Generator current sensor 20 4WD control unit 21 Motor control unit 30 Motor command calculation unit 30A Motor torque command calculation Section 30Aa Front / rear rotation speed difference calculation section 30Ab Vehicle speed calculation section 30Ac First motor driving force calculation section 30Ad Second motor driving force calculation section 30Af Control section 30B Speed control section 30Ba Loss calculation section 30Bb Motor rotation speed command value calculation section 30Bc Rotation Number deviation calculation unit 30C Select high unit 30D Rollback determination unit 30E Selection switching unit 31 Generator control unit 31B Generator control unit main body 31A Required power calculation unit 32 Clutch control unit RBFLG Rollback determination flag Ploss Loss Rm Winding resistance Ron switching Element resistance Tm Motor torque command value Ts motor torque command value Tt motor torque command value Tmax maximum torque value Vmax upper limit voltage ω motor rotation speed command value

Claims (5)

An internal combustion engine that drives the main drive wheel, a generator that is driven by the internal combustion engine, a motor that is driven by the power of the generator and that can drive the driven wheel, and a motor control unit that controls the motor to a command value; A vehicle driving force control device comprising:
Vehicle state detection means for determining whether the vehicle is in a rollback or rollforward state;
When it is determined that the rollback or rollforward state is determined by the determination by the vehicle state detection means, a command value for controlling the rotation speed of the motor within a range in which the regenerative power of the motor does not exceed the loss on the motor side is set to the motor control section. A vehicle driving force control device comprising roll control means for outputting to a vehicle.   The motor rotation speed command value controlled by the roll control means is set to a rotation speed at which a maximum torque within a range in which the regenerative power of the motor does not exceed the loss on the motor side can be output. Vehicle driving force control device. A driving force indicator that is operated by the driver to instruct the required driving force, and motor control means that outputs a motor torque command value corresponding to the required driving force instructed by at least the driving force indicator when the vehicle starts,
When the motor torque command value of the motor control unit is larger than the motor torque command value by the roll control unit in the rollback or roll forward state, the command value of the motor control unit is output to the motor control unit. The driving force control apparatus for a vehicle according to claim 1 or 2.   The vehicle state detection means determines a rollback or rollforward state when the moving direction of the vehicle and the traveling direction indicated by the operation position of the shift lever are opposite to each other. Item 4. The driving force control device for a vehicle according to any one of Items 3 to 3.   The vehicle driving force control device according to any one of claims 1 to 4, wherein the loss on the motor side is changed depending on the temperature on the motor side.

Images