JP2013233832A - Driving force control device of vehicle - Google Patents

Driving force control device of vehicle Download PDF

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JP2013233832A
JP2013233832A JP2012106182A JP2012106182A JP2013233832A JP 2013233832 A JP2013233832 A JP 2013233832A JP 2012106182 A JP2012106182 A JP 2012106182A JP 2012106182 A JP2012106182 A JP 2012106182A JP 2013233832 A JP2013233832 A JP 2013233832A
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driving force
mode
driver
driving
vehicle
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JP5997496B2 (en
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Keisuke Ajimoto
恵介 鯵本
Satoru Ogawa
哲 小川
Norihiko Sakata
紀彦 坂田
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Fuji Heavy Ind Ltd
富士重工業株式会社
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Abstract

PROBLEM TO BE SOLVED: To enable a driver to select an optimum driving force characteristic corresponding to a travel scene by thinking selection of a driving force characteristic of the driver the top priority, selecting and informing the best running mode tempering the travel environment, the road surface state of the track, and the travel intention of the driver.SOLUTION: Although an operation mode Dm selected by a driver by a mode selection switch 21 is displayed, a recommended mode is selected based on a travel environment ( classified in three of the city center travel, the urban area travel, and the suburbs road travel), a road surface μ, and the driving operation amount of the driver. The operation mode Dm selected by the driver by the mode selection switch 21, and the recommended mode are compared. When the operation mode Dm selected by the driver and the recommended mode are different, it is informed to the driver that change of the operation mode Dm to the recommended mode is preferable.

Description

  The present invention relates to a driving force control device for a vehicle that executes driving force control based on a driving force characteristic selected by a driver from a plurality of different driving force characteristics set in advance.

  In recent years, Japanese Patent No. 3930529 is a vehicle that has a plurality of different driving force characteristics in one vehicle and from which one driving force characteristic can be selected according to the preference of the driver. It is known in a gazette (hereinafter referred to as Patent Document 1). In a vehicle having such a plurality of driving force characteristics, there is a problem that the true value cannot be exhibited when the driving force characteristics selected by the driver do not match the traveling situation.

  Therefore, for example, in Japanese Patent Application Laid-Open No. 2008-220004 (hereinafter referred to as Patent Document 2), when the currently traveling road is congested, the travel mode is set to the economy mode, and when there is no traffic jam, the expressway is set. If it is either a suburban road or a mountain road, set the driving mode to power mode, if it is an urban area, set the driving mode to economy mode, and if it is not a highway, suburban road, mountain road, or urban area, A vehicle technology is disclosed in which a travel mode is set to a normal mode and a required torque of a motor is set based on an accelerator opening and a travel mode.

Japanese Patent No. 3930529 JP 2008-220004 A

  However, in a vehicle in which the driving force characteristics are variably set as described in Patent Document 2, the road surface state of the road and the driving intention of the driver (slow driving) , The intention of wanting to do sporty driving, the intention of driving with maximum vehicle performance) cannot be reflected in the setting of the driving mode. If the driving mode set by the driver is changed without considering the driving intention of the driver, the driving performance intended by the driver cannot be obtained, resulting in a car that is difficult to handle and causes an unnatural feeling. There is a fear.

  The present invention has been made in view of the above circumstances, and the selection of the driving force characteristics of the driver is given top priority. The driving environment such as city center driving, urban driving, suburban roads, the road surface condition of the driving road, and the driver. To provide a vehicle driving force control device that enables a driver to select an optimal driving force characteristic according to a driving scene by selecting and notifying an optimal driving mode in consideration of the driving intention of the vehicle With the goal.

  A driving force control apparatus for a vehicle according to one aspect of the present invention performs driving force control based on a driving force characteristic selected by a driver from a plurality of different driving force characteristics set in advance. In the apparatus, a driving force characteristic selecting unit that selects a recommended driving force characteristic from the plurality of different driving force characteristics based on a predetermined condition, a driving force characteristic selected by the driver, and the driving force characteristic selecting unit include: In the case where the recommended driving force characteristic selected is different from the recommended driving force characteristic, the driving force characteristic selecting unit includes notifying means for notifying the driver of the recommended driving force characteristic selected by the driving force characteristic selecting unit.

  According to the vehicle driving force control apparatus of the present invention, the selection of the driving force characteristics of the driver is given top priority, the driving environment such as city center driving, city driving, suburban roads, the road surface condition of the driving road, and the driver. By selecting and notifying the optimal driving mode in consideration of the driving intention, it becomes possible for the driver to select the optimal driving force characteristic corresponding to the driving scene.

It is a block diagram of the driving force control apparatus which concerns on one Embodiment of this invention. It is a flowchart of the mode alert | report program concerning one Embodiment of this invention. It is a flowchart of the driving environment determination process which concerns on one Embodiment of this invention. FIGS. 4A and 4B are explanatory diagrams of preset driving force characteristics according to an embodiment of the present invention, in which FIG. 4A shows driving force characteristics in mode 1 and FIG. 4B shows driving force characteristics in mode 2; FIG. 4C shows the driving force characteristics of mode 3. It is explanatory drawing of the area | region of each mode set with the amount of driving operation and driving environment which concern on one Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
As shown in FIG. 1, the vehicle according to the present embodiment includes a navigation device 10, a meter control device 20, an engine control device 30, and a transmission control device 40 through an in-vehicle communication line 1 such as CAN (Controller Area Network) communication. Etc. are connected so that they can communicate with each other.

  The navigation device 10 is a known device that performs various operations for route guidance of a driver, such as searching for an optimum route from the current position of the host vehicle to a destination and outputting route guidance for a set route. Measures the position of the vehicle, calculates and synthesizes the measured vehicle position and map data, and responds to operation inputs such as changing the scale of the map, displaying detailed place names, and switching the display of area information. A map of the current position and its surroundings is displayed on a display, and various information such as road / traffic information received via a communication device or the like is displayed.

  Specifically, the position of the host vehicle is dead reckoning based on the position of the host vehicle based on radio waves from positioning satellites such as GPS (Global Positioning System), and signals from the geomagnetic sensor and the wheel speed sensor. Positioning based on the position of the vehicle by The map data is mainly composed of road network information in which a plurality of nodes having various road information are connected by links, and the position of the measured vehicle is synthesized on the map data by map matching. Is done. The map data is provided with both road intersections and signal information, and these road intersection and signal information is also output to the meter control device 20 through CAN communication together with road (travel distance Ll) information. .

  The meter control device 20 controls the entire display of a combination meter (not shown) provided on the instrument panel in front of the driver. A mode selection switch 21, a road surface friction coefficient estimation device 22, other switches (not shown) and sensors are connected to the input side of the meter control device 20.

  Also, to the output side (not shown) of the meter control device 20, known components arranged in a combination meter such as a tachometer, a speedometer, a water temperature gauge, a fuel gauge, and various warning lamps are connected. Has been.

  The mode selection switch 21 is an external operation switch that selects the engine operation mode Dm, and can be arbitrarily operated by the driver. In the present embodiment, three types of modes 1, 2, and 3 are provided as the operation mode Dm, and an operation mode signal corresponding to the operation mode Dm (any one of modes 1, 2, and 3) selected by the driver is displayed on the engine. It is output to the control device 30. The driving force characteristics (engine output characteristics) of each mode 1, 2, and 3 will be described later.

  The road surface friction coefficient estimating device 22 is provided as a traveling road surface state detecting means for estimating a road surface friction coefficient (hereinafter, abbreviated as road surface μ) as a road surface state. Is estimated by extending the cornering power of the front and rear wheels to a non-linear region based on the method of motion disclosed in JP-A-8-2274, that is, based on the equation of motion of the lateral movement of the vehicle using the vehicle speed, the steering wheel angle, and the actual yaw rate. Based on the ratio of the estimated cornering power of the front and rear wheels to the equivalent cornering power of the front and rear wheels on a high μ road, the road surface μ is estimated according to the road surface condition.

  The meter control device 20 displays the operation mode Dm (any one of modes 1, 2 and 3) selected by the mode selection switch 21 on, for example, a combination meter. Further, the meter control device 20 performs a recommended driving mode (hereinafter referred to as “recommended mode”: a driving force characteristic mode corresponding to the above-described operating mode Dm (modes 1, 2 and 3) in accordance with a mode notification program described later. ) In the driving environment (in this embodiment, it is classified into three types: city center driving, city driving, suburban road driving), road surface μ, and driver driving operation amount (in this embodiment, calculation is based on accelerator operation) And select based on. Then, the operation mode Dm selected by the driver with the mode selection switch 21 is compared with the recommended mode. If the operation mode Dm selected by the driver is different from the recommended mode, for example, the currently selected operation is displayed. The driver is notified that the change of the operation mode Dm to the recommended mode is desirable by flashing the recommended mode next to the mode Dm or lighting (flashing) with a different color. Thus, in the present embodiment, the meter control device 20 is provided with the functions of a traveling environment recognition unit, a driving operation amount detection unit, a driving force characteristic selection unit, and a notification unit.

  The engine control device 30 mainly controls the operating state of the engine, and is arranged on the input side at an engine speed sensor 31 for detecting the engine speed Ne from the rotation of the crankshaft and the like, immediately downstream of the air cleaner, and the like. The intake air amount sensor 32 for detecting the intake air amount Q, the accelerator opening sensor 33 for detecting the accelerator opening θACC, which is the driver's required output amount, from the depression amount of the accelerator pedal, and each cylinder interposed in the intake passage A throttle opening degree sensor 34 for detecting the opening degree of an electronically controlled throttle valve (not shown) for adjusting the amount of intake air supplied to the valve is connected.

  Further, on the output side of the engine control device 30, an injector 35 for injecting a predetermined amount of fuel into the combustion chamber, a throttle actuator 36 for opening / closing an electronically controlled throttle valve, and each cylinder are disposed. A drive system that controls engine drive, such as an igniter 37 that outputs an ignition signal at a predetermined timing, is connected to the spark plug.

  The engine control device 30 sets the fuel injection timing and the fuel injection pulse width (pulse time) for the injector 35 based on the detection signals from the input sensors, and sets the optimal ignition timing for the igniter 37. Set. Further, a throttle opening signal is output to the throttle actuator 36 to control the opening of the electronically controlled throttle valve.

  By the way, the non-volatile storage means provided in the engine control device 30 stores a plurality of different engine output characteristics (driving force characteristics) in a map format. In this embodiment, three engine operation modes Dm of modes 1, 2, and 3 are provided as the engine output characteristics, and the nonvolatile memory means has modes corresponding to the operation modes Dm (modes 1, 2, and 3). Maps Mpe1, Mpe2, and Mpe3 are stored.

  As shown in FIG. 4, each of the mode maps Mpe1, Mpe2, and Mpe3 includes a three-dimensional map that stores the target engine torque at each lattice point with the accelerator opening θACC and the engine speed Ne as lattice axes. Each mode map Mpe1, Mpe2, Mpe3 is basically selected by operating the mode selection switch 21. That is, when the mode 1 is selected as the operation mode Dm based on the mode selection signal output from the mode selection switch 21, the engine control device 30 selects the mode map Mpe1 corresponding to the mode 1, and the mode 2 is When selected, the mode map Mpe2 corresponding to the mode 2 is selected. When the mode 3 is selected, the mode map Mpe3 corresponding to the mode 3 is selected.

Here, engine output characteristics for each operation mode Dm (modes 1, 2, and 3) set in each mode map Mpe1, Mpe2, and Mpe3 will be described.
As shown in FIG. 4A, the mode map Mpe1 corresponding to mode 1 is set to a characteristic in which the target engine torque changes almost in proportion to the accelerator opening θACC, and the accelerator opening θACC is The electronically controlled throttle valve is set to the maximum target engine torque at which the electronically controlled throttle valve is fully opened near the full step.

  Further, as shown in FIG. 4B, the mode map Mpe2 corresponding to the mode 2 suppresses an increase in the target engine torque as compared with the engine output characteristics stored in the mode map Mpe2, and the accelerator. Even when the opening degree θACC is fully depressed, the electronically controlled throttle valve is not fully opened, and the maximum value of the target engine torque is suppressed. Therefore, when the operation mode Dm is set to mode 2, an increase in engine torque is suppressed as compared with an increase in the accelerator opening θACC, and an economical operation can be performed. Furthermore, since the increase in the target engine torque is suppressed as compared with the increase in the accelerator opening θACC, both easy drive performance and low fuel consumption can be achieved in a balanced manner.

  Further, as shown in FIG. 4C, the mode map Mpe3 corresponding to the mode 3 is set so that the target engine torque largely changes with respect to the change in the accelerator opening in almost the entire operation region, When the accelerator opening θACC is in the vicinity of the full depression, the maximum target engine torque at which the electronically controlled throttle valve is fully opened is set. Therefore, in mode 3, the target engine torque with emphasis on power is set so as to maximize the potential of the engine in the entire operation range.

  Thus, according to the present embodiment, when the driver operates the mode selection switch 21 to select one of the operation modes, a corresponding mode map is selected, and the target engine is based on the selected mode map. Set the torque. Based on this target engine torque, the valve opening of the electronically controlled throttle valve is controlled to set the engine output as the driving force. Therefore, three different types of accelerator responses can be enjoyed with one vehicle.

  The transmission control device 40 performs shift control of the automatic transmission, and a vehicle speed sensor 41 that detects the vehicle speed from the rotation speed of the transmission output shaft and the like, and a select lever (not shown) are set on the input side. Inhibitor switch 42 for detecting engine speed, turbine rotational speed sensor 43 for detecting the rotational speed of the turbine shaft provided in the torque converter, etc. are connected, and on the output side, control valve 44 for controlling the shift of the automatic transmission, and lockup A lockup actuator 45 that locks up the clutch is connected. In this transmission control device 40, the set range of the select lever is determined based on the signal from the inhibitor switch 42, and when it is set to the D range, the shift signal is output to the control valve 44 according to a predetermined shift pattern. Then, shift control is performed. Although not described in detail, this shift pattern is variably set corresponding to the operation mode Dm set by the engine control device 30.

  Further, the transmission control device 40 outputs a slip lockup signal or a lockup signal to the lockup actuator 45 when a predetermined lockup condition is satisfied, and slips between the input and output elements of the torque converter from the converter state. Switch to lock-up state or lock-up state.

A mode notification program executed by the meter control device 20 in the vehicle control system configured as described above will be described with reference to the flowchart of FIG.
The flowchart in FIG. 2 is executed at predetermined time intervals. First, in step (hereinafter abbreviated as “S”) 101, necessary parameters, that is, accelerator opening θACC, road surface μ, information from the navigation device 10 (particularly, , Signals, intersections, travel distance Ll information).

  Next, in S102, the driving operation amount Af by the driver is calculated. As the driving operation amount Af by the driver, the accelerator operation frequency by the driver is used in the present embodiment. The accelerator operation frequency by the driver is, for example, an operation frequency obtained by moving average processing of the accelerator pedal operation speed in a predetermined sampling period. The driving operation amount Af by the driver is classified into three levels of large, medium, and small as shown in FIG. 5, for example, according to a preset threshold value. If the driver's driving operation amount is expressed, the driver's driving operation amount Af is obtained using parameters other than the accelerator operation frequency (for example, steering wheel angle, steering wheel angular velocity, acceleration / deceleration, lateral acceleration, etc.). Anyway.

  Next, it progresses to S103 and the determination process of a driving environment shown with the flowchart of FIG. 3 is performed. This traveling environment determination process is performed by using the traffic signal detected by the navigation device 10, the number of intersections, and the traveling environment of the road being traveled using the travel distance L1 (in this embodiment, the city center, Or any one of three roads, an urban area and a suburban road).

Specifically, first, the travel distance Ll is accumulated in S201.
Next, proceeding to S202, the traffic light recognized by the navigation device 10 and the number of intersections Ns are counted.

  Next, the process proceeds to S203, in which it is determined whether or not the travel distance Ll accumulated in S201 exceeds a preset section travel distance Ls (for example, 1 km) (Ll> Ls). Proceeding to S204, the accumulated traveling distance Ll, the counted traffic light and the passing number Ns of intersections are reset, and the routine proceeds to S205. If Ll ≦ Ls, the process proceeds to S205 as it is.

  In S205, it is determined whether the accumulated travel distance Ll is not 0 (Ll ≠ 0) and the accumulated travel distance Ll has reached the section travel distance Ls (Ll = Ls), and this condition is not satisfied. That is, when the vehicle stops and the travel distance Ll is not accumulated (when Ll = 0), or when the accumulated travel distance Ll has not yet reached the section travel distance Ls (Ll <Ls), the process proceeds to S206. The current signal / intersection appearance frequency Fs (n) is set to the previous signal / intersection appearance frequency Fs (n-1) (Fs (n) = Fs (n-1)), and the process proceeds to S208.

If it is determined in S205 that L1 ≠ 0 and L1 = Ls is satisfied and the travel distance L1 has been accumulated to reach the section travel distance Ls, the process proceeds to S207, and the current signal / intersection appearance frequency Fs (n) is calculated by the following equation (2), and the process proceeds to S208.
Fs (n) = Ns / Ls (2)

  When the current signal / intersection appearance frequency Fs (n) is set in S206 or S207 and the process proceeds to S208, the current signal / intersection appearance frequency Fs (n) is compared with the high-frequency reference value FSH. If the current signal / intersection appearance frequency Fs (n) is greater than the high-frequency reference value FSH (if Fs (n)> FSH), the process proceeds to S209, where it is determined that the vehicle is traveling in the city center and the routine is exited.

  If Fs (n) ≦ FSH as a result of the comparison in S208, the process proceeds to S210, and the current signal / intersection appearance frequency Fs (n) is compared with the low-frequency reference value FSM.

  As a result of the determination in S210, if the current signal / intersection appearance frequency Fs (n) is greater than the low frequency reference value FSM (if Fs (n)> FSM), the process proceeds to S211 and is determined to be urban driving and is routine Exit. Conversely, if the current signal / intersection appearance frequency Fs (n) is less than or equal to the low frequency reference value FSM (if Fs (n) ≦ FSM), the process proceeds to S212, where it is determined that the vehicle is traveling on a suburban road and the routine is exited.

  As described above, after determining the traveling environment in S103, the process proceeds to S104, and the value of the road surface μ is referred to and it is determined whether or not the vehicle is currently traveling on a low μ road. In this embodiment, for example, μ ≦ 0.3 is a low μ road traveling state such as a snowy road surface, μ ≧ 0.7 is a high μ road traveling state such as a dry road surface, and 0.3 <μ <0. 7 is a medium μ road running state such as a wet road surface.

  As a result of the determination in S104, if μ ≦ 0.3 and it is determined that the vehicle is traveling on a low μ road, the process proceeds to S105, and the recommended mode is set to mode 2.

  In other words, in low μ road driving conditions, any driving environment (city center, urban area, suburban road) may cause the vehicle to slip and become unstable. Therefore, mode 2 in which an increase in engine torque is suppressed as compared with an increase in accelerator opening θACC is set as a recommended mode.

  As a result of the determination in S104, if it is determined that μ> 0.3 and it is not in the low μ road traveling state, the process proceeds to S106, and it is determined whether μ ≧ 0.7 is in the high μ road traveling state.

  As a result of the determination, if μ <0.7, that is, 0.3 <μ <0.7 and it is determined that the vehicle is traveling on the middle μ road, the process proceeds to S107, and it is determined whether or not the vehicle is traveling in the city center. If it is determined that the driving state is in the city center, the process proceeds to S105 and the recommended mode is set to mode 2.

  That is, even when driving on a medium μ road, when driving in the city center, the increase in engine torque is suppressed compared to the increase in accelerator opening θACC, balancing both easy drive and fuel efficiency. Mode 2 that achieves a good balance is set as the recommended mode.

  If the result of determination in S107 is that it is not city center traveling, that is, urban traveling or suburban road traveling, the flow proceeds to S108 and the recommended mode is set to mode 1. That is, when driving on a city road or in a suburban road while driving on a medium μ road, Mode 1 with good drivability with a characteristic that the target engine torque changes in proportion to the accelerator opening θACC is set as the recommended mode. To do.

  On the other hand, if it is determined at S106 described above that μ ≧ 0.7 and the road travels on a high μ road, the process proceeds to S109, where it is determined whether or not the driving operation amount Af calculated by the driver is low.

  As a result of the determination in S109, when the driving operation amount Af by the driver is low, the process proceeds to S110 and the recommended mode is set to mode 2. That is, as shown in FIG. 5, the driving operation amount Af by the driver is low and the driver who wants to travel slowly regardless of the driving environment (suburban road, urban area, city center). On the other hand, it is contradictory to recommend mode 3 with emphasis on power, and when it is desired to travel slowly, mode 2 is set as a recommended mode in order to emphasize low fuel consumption.

  If the result of the determination in S109 is that the driving operation amount Af by the driver is not low, the process proceeds to S111 and it is determined whether or not the vehicle is traveling on a suburban road. If the vehicle is traveling on a suburban road, the process proceeds to S112 and the recommended mode is set to mode 3. Set. That is, when driving on a suburban road in a high μ driving state, mode 3 which is the mode in which driving can be most enjoyed is recommended in situations where the performance of the vehicle can be exhibited.

  If it is determined that the vehicle is not traveling on a suburban road as a result of the determination in S111, the process proceeds to S113, and the recommended mode is set to mode 1. In other words, if you are driving heavily in the vicinity of an urban area such as an urban area or city center, you may be dissatisfied with the driving force response. Is recommended.

  After setting the recommended mode in S105, S108, S110, S112, and S113, the process proceeds to S114, and whether or not the current operation mode (selected mode) selected by the driver with the mode selection switch 21 matches the recommended mode. If it matches, the program exits as it is. If the selected mode does not match the recommended mode, the process proceeds to S115, for example, the recommended mode blinks next to the selected operation mode Dm currently displayed, or lights in a different color (flashes). ) Inform the driver that it is desirable to change the operation mode Dm to the recommended mode by displaying it, and exit the program.

  As described above, according to the embodiment of the present invention, the driving mode Dm selected by the driver with the mode selection switch 21 is displayed, but the driving environment (classified into three types of city center driving, urban driving, and suburban road driving). The recommended mode is selected based on the road surface μ and the driving operation amount of the driver, the driving mode Dm selected by the driver with the mode selection switch 21 is compared with the recommended mode, and the driving mode Dm selected by the driver and the recommended mode are compared. Are different from each other, the driver is notified that it is desirable to change the operation mode Dm to the recommended mode. For this reason, the driver's driving force characteristics are selected with the highest priority, and the optimal driving takes into account the driving environment such as city center driving, urban driving, suburban roads, the road surface condition of the driving road, and the driver's driving intention. By selecting and notifying the mode, it becomes possible for the driver to select an optimum driving force characteristic corresponding to the traveling scene.

  In the present embodiment, the traveling environment has been described as being divided into three types of suburban roads, urban areas, and city centers, but the areas may be variably set in a plurality of types, or It may be variably set in two types.

10 navigation device 20 meter control device (running environment recognition means, driving operation amount detection means, driving force characteristic selection means, notification means)
21 Mode selection switch 22 Road friction coefficient estimating device (traveling road surface state detecting means)
DESCRIPTION OF SYMBOLS 30 Engine control apparatus 31 Engine speed sensor 32 Intake air amount sensor 33 Accelerator opening degree sensor 34 Throttle opening degree sensor 40 Transmission control apparatus 41 Vehicle speed sensor 42 Inhibitor switch 43 Turbine speed sensor

Claims (5)

  1. In a vehicle driving force control device that executes driving force control based on a driving force characteristic selected by a driver from a plurality of different driving force characteristics set in advance,
    Driving force characteristic selecting means for selecting a recommended driving force characteristic from the plurality of different driving force characteristics based on a predetermined condition;
    When the driving force characteristic selected by the driver is different from the recommended driving force characteristic selected by the driving force characteristic selecting unit, the recommended driving force characteristic selected by the driving force characteristic selecting unit is notified to the driver. Notification means;
    A driving force control apparatus for a vehicle, comprising:
  2.   The driving force characteristic selecting means includes at least a traveling environment recognition means for recognizing a traveling environment, a traveling road surface state detecting means for detecting a road surface state of the traveling road, and a driving operation amount detecting means for detecting a driving operation amount of the driver. 2. The driving force control apparatus for a vehicle according to claim 1, wherein the recommended driving force characteristic is selected based on the selection.
  3.   3. The vehicle driving force control apparatus according to claim 2, wherein the traveling environment recognition means recognizes the traveling environment using at least a traffic light detected by the navigation system and the number of intersections.
  4.   4. The vehicle driving force control apparatus according to claim 2, wherein the road surface state of the road detected by the road surface state detecting means is a road surface friction coefficient of the road.
  5.   The driving force control device for a vehicle according to any one of claims 2 to 4, wherein the driving operation state of the driver detected by the driving operation state detection means is an accelerator operation frequency.
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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016061177A (en) * 2014-09-16 2016-04-25 いすゞ自動車株式会社 Fuel-saving control device
JP2016172548A (en) * 2014-12-07 2016-09-29 トヨタ モーター エンジニアリング アンド マニュファクチャリング ノース アメリカ,インコーポレイティド Mixed autonomous and manual control of autonomous vehicles
JP2018172090A (en) * 2017-03-31 2018-11-08 本田技研工業株式会社 Operation characteristics determination device

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JPH11141668A (en) * 1997-11-10 1999-05-25 Nissan Motor Co Ltd Control device for vehicle with cvt
JP2003072458A (en) * 2001-09-03 2003-03-12 Koito Mfg Co Ltd Lighting fixture device for vehicle
JP2007298491A (en) * 2006-04-07 2007-11-15 Fuji Heavy Ind Ltd Display apparatus for vehicle
JP2012056541A (en) * 2010-09-13 2012-03-22 Toyota Motor Corp Vehicle control system

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Publication number Priority date Publication date Assignee Title
JPH11141668A (en) * 1997-11-10 1999-05-25 Nissan Motor Co Ltd Control device for vehicle with cvt
JP2003072458A (en) * 2001-09-03 2003-03-12 Koito Mfg Co Ltd Lighting fixture device for vehicle
JP2007298491A (en) * 2006-04-07 2007-11-15 Fuji Heavy Ind Ltd Display apparatus for vehicle
JP2012056541A (en) * 2010-09-13 2012-03-22 Toyota Motor Corp Vehicle control system

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016061177A (en) * 2014-09-16 2016-04-25 いすゞ自動車株式会社 Fuel-saving control device
JP2016172548A (en) * 2014-12-07 2016-09-29 トヨタ モーター エンジニアリング アンド マニュファクチャリング ノース アメリカ,インコーポレイティド Mixed autonomous and manual control of autonomous vehicles
JP2018172090A (en) * 2017-03-31 2018-11-08 本田技研工業株式会社 Operation characteristics determination device

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