JP2019100240A - Driving force controller of vehicle - Google Patents

Abstract

To provide a driving force controller of a vehicle capable of outputting deceleration a driver desires, according to the way of operation of an accelerator by the driver.SOLUTION: A driving force controller of a vehicle comprises: an accelerator device operated by a driver; a sensor for detecting an operation amount of the accelerator device; and a controller for determining acceleration or deceleration of a vehicle on the basis of an accelerator operation amount that is the operation amount of the accelerator device detected by the sensor. The controller is configured to: detect a return start operation amount in return operation where the accelerator operation amount starts decreasing (step S8); detect a return speed at which the accelerator operation amount decreases (step S12); and determine required deceleration on the basis of the return start operation amount and the return speed (step S14).SELECTED DRAWING: Figure 3

Description

  The present invention relates to a driving force control device for a vehicle that controls driving force in accordance with an accelerator operation, and more particularly to a driving force control device for a vehicle that controls deceleration accompanying reduction of an accelerator opening.

  Patent Document 1 describes a shift control device for appropriately controlling deceleration during coasting, which is performed by reducing the accelerator opening when traveling at a predetermined vehicle speed. This shift control device sets a large deceleration at the time when the accelerator opening is decreased, and then it is determined that the deceleration gradually decreases, and the higher the accelerator pedal operation speed, the more the accelerator opening is Is set so as to largely set the deceleration at the point when it is reduced.

  Patent Document 2 describes a control device for appropriately controlling an engine braking force during decelerating travel. The control device is configured to determine the required deceleration in response to the accelerator operation. Specifically, the required deceleration is set larger as the accelerator return speed is higher.

  In the foot return gear shift mode in which the gear shift is performed according to the decrease of the accelerator opening, if the accelerator operation speed is high, the accelerator opening degree is decreased after the shift time constant in the other gear shift modes. Make the gear shift time constant slower until the opening degree becomes "0" and make the gear shift time constant faster than the gear shift time constant in the other gear shift mode when the accelerator opening degree becomes "0". Patent Document 3 describes a transmission control device configured. Furthermore, Patent Document 4 describes a control device that determines that the required deceleration becomes larger as the accelerator opening becomes smaller when the accelerator opening is relatively small.

JP, 2008-151334, A JP, 2009-228448, A Japanese Patent Laid-Open No. 2000-9223 JP, 2016-34766, A

  The control devices described in Patent Document 1 and Patent Document 2 largely set the required deceleration as the operation speed for reducing the accelerator opening degree is higher. However, when a predetermined deceleration is required, the accelerator operating speed is reduced between decreasing the accelerator opening from a large accelerator opening and decreasing the accelerator opening from a small accelerator opening. Is different. Specifically, in the case where the accelerator opening is decreased from the state where the accelerator opening is large, the accelerator operating speed is faster than in the case where the accelerator opening is decreased from the state where the accelerator opening is small. Therefore, as in the control device described in Patent Document 1 and Patent Document 2, if the required deceleration is determined only in accordance with the accelerator operation speed, the driver will have unintended deceleration and the driver may feel discomfort. Or, it may be difficult to control the vehicle speed only by the accelerator operation.

  The present invention has been made in view of the above technical problems, and it is an object of the present invention to provide a driving force control device for a vehicle capable of outputting a deceleration expected by the driver according to the driver's accelerator operation. It is the purpose.

  In order to achieve the above object, the present invention relates to an accelerator device operated by a driver, a sensor for detecting an operation amount of the accelerator device, and an accelerator which is an operation amount of the accelerator device detected by the sensor. In a driving force control device of a vehicle including a controller that determines acceleration or deceleration of the vehicle based on an operation amount, the controller detects a return start operation amount at the time of a return operation in which the accelerator operation amount starts to decrease. The present invention is characterized in that a return speed at the time of reducing the accelerator operation amount is detected, and a required deceleration is determined based on the return start operation amount and the return speed.

  In the present invention, the required deceleration is determined based on the return start operation amount at the time of operation at which the accelerator operation amount starts to decrease and the return speed at the time of reducing the accelerator operation amount. Therefore, the deceleration expected by the driver can be output. As a result, it is possible to suppress the driver from having a sense of incongruity or to easily control the vehicle speed only by operating the accelerator. That is, the operation for changing the accelerator pedal and the brake pedal is reduced, which can contribute to easy drive.

It is a schematic diagram for demonstrating an example of the vehicle in embodiment of this invention. It is a figure which shows correlation with the maximum value of deceleration (namely, required deceleration), the return start opening degree, and the return speed. It is a flow chart for explaining an example of control of a driving force control device in an embodiment of this invention. It is a time chart for explaining the example of a run which resets opening start and return time, and the example of a run which does not reset it. It is a figure for demonstrating an example of the relationship between a required deceleration and a vehicle speed in every return speed determination level. It is a flowchart for demonstrating the control example which carries out learning correction | amendment of the method of accelerator operation according to a driver | operator.

  An example of a vehicle according to an embodiment of the present invention is shown in FIG. A vehicle Ve shown in FIG. 1 includes an engine (ENG) 1 as a driving force source. This engine 1 can be configured in the same manner as a conventionally known gasoline engine or diesel engine, and an electronic throttle valve 2 for controlling the intake air amount of the engine 1 and an air flow meter 3 for detecting the intake air amount It is provided.

  The electronic throttle valve 2 described above is controlled based on the amount of operation of the accelerator pedal 4 by the driver. Specifically, the amount of operation of the accelerator pedal 4 is detected by the accelerator opening sensor 5, and the required driving force and the required braking force are determined based on the detected accelerator opening, and the required driving force and requirement control are determined. It is controlled electrically so as to be the intake air amount of the engine 1 according to the power. More specifically, when the accelerator opening degree is relatively large, the opening degree of the electronic throttle valve 2 is controlled according to the air fuel ratio etc. so as to output the driving torque according to the required driving force, and the accelerator If the opening degree is relatively small, the electronic throttle valve 2 is closed in accordance with the required braking force.

  A vehicle Ve shown in FIG. 1 is a front engine rear drive type vehicle, and is configured such that the output torque of the engine 1 is transmitted to a pair of rear wheels 6R and 6L to travel. An automatic transmission (AT) 7 capable of changing the operating point (mainly the number of revolutions) of the engine 1 is provided in a torque transmission path between the engine 1 and the pair of rear wheels 6R, 6L. A torque converter and a torque converter clutch (not shown) are connected to an output shaft of the engine 1, and an output shaft (turbine shaft) 8 of the torque converter is connected to the automatic transmission 7.

  The automatic transmission 7 is a transmission that can set a plurality of gear ratios in stages, and for example, engages or releases an engagement mechanism such as a clutch or a brake to transmit a drive torque transmission path. It may be a stepped automatic transmission that is configured to perform a shift change. The automatic transmission 7 also includes a belt type continuously variable transmission capable of continuously changing the transmission gear ratio by changing the winding radius of the belt around the pulley, the engine 1 and a motor having an electric power generation function and an output member. May be connected to a power split mechanism including a differential mechanism, and may be a continuously variable transmission configured by a so-called hybrid mechanism in which the rotational speed of the engine 1 is continuously changed by the motor.

  A pair of drive wheels 6R and 6L are connected to the output shaft of the automatic transmission 7 via the propeller shaft 9, the differential gear 10, and the pair of drive shafts 11R and 11L. In addition, a sensor 12 for detecting the number of revolutions of the output shaft of the automatic transmission 7 is provided.

  An electronic control unit (ECU) 13 controls a shift of the automatic transmission 7 and a driving torque of the engine 1 or a braking torque of the engine 1. The ECU 13 corresponds to the “controller” in the embodiment of the present invention, and is configured mainly of a microcomputer, for example, performs calculation using input data and data stored in advance, and outputs the calculation result It is configured to output as a control command signal. The data to be input includes an accelerator opening sensor 5 that detects the operation amount of the accelerator pedal 4, a brake sensor 15 that detects the operation amount (depression amount or depression force) of the brake pedal 14, a sensor 16 that detects the engine speed, The sensor 12 for detecting the number of rotations of the output shaft of the transmission 7, the air flow meter 3 and the wheel speed sensor 18 for detecting the number of rotations of each wheel (a pair of front wheels 17R and 17L and a pair of rear wheels 6R and 6L) These data are stored in the ECU 13 for a predetermined time.

  Further, data stored in advance in the ECU 13 are a shift map for changing the gear ratio stepwise, a control flow, an arithmetic expression for performing various data processing based on the input signal, and the like.

  Then, the result of data processing according to the above control flow or arithmetic expression is output as an electric signal for controlling a fuel supply valve, an ignition plug, or the electronic throttle valve 2 (not shown). That is, a signal is output to a device related to the output of the engine 1. Similarly, when the automatic transmission 7 is a stepped automatic transmission, a signal is output to a device for controlling an engagement mechanism mounted on the stepped automatic transmission. A signal is similarly output from the ECU 13 to other devices such as a lockup clutch (not shown).

  The ECU 13 is configured to determine the required braking force as well as to determine the required driving force based on the depression amount of the accelerator pedal 4 by the driver. Specifically, when the driver depresses the accelerator pedal 4 and travels, if the driver intends to decelerate and reduces the depression amount of the accelerator pedal 4, the depression amount of the accelerator pedal 4 is Required based on the accelerator opening at the time of decreasing (hereinafter referred to as opening at the beginning of return) and the accelerator operation speed (hereinafter referred to as returning speed) while decreasing the depression amount of the accelerator pedal 4 It is configured to set the deceleration. This is because it was confirmed by the actual vehicle test that the deceleration expected by the driver changes based on the opening at the beginning of the return and the return speed.

  In the above-mentioned vehicle test, first, the driver drives the vehicle so that the stop position and the deceleration start position travel at a predetermined vehicle speed toward a predetermined travel path, and decelerate from the deceleration start position and stop at the stop position. Do. By determining the stop position, the deceleration start position, and the vehicle speed, an average deceleration from the deceleration start position to the stop position is determined. Under the above traveling conditions, the driver decreases the depression amount of the accelerator pedal 4 and then depresses the brake pedal 14. At that time, the opening start degree and the returning speed are detected, and their correlation is determined. Similar experiments are performed at multiple average decelerations. Specifically, the first experiment in which the stop position, the deceleration start position, and the vehicle speed are set such that the deceleration is a large α, and the stop position and the deceleration start position so that the deceleration is β smaller than α The second experiment that defines the vehicle speed, and the third experiment that defines the stop position, the deceleration start position, and the vehicle speed so that the deceleration is γ smaller than β, and the deceleration is δ smaller than γ In the fourth experiment, the vehicle stop position, the deceleration start position, and the vehicle speed are determined. An example of the result is shown in FIG. The horizontal axis in FIG. 2 represents the opening at the beginning of the return, and the vertical axis represents the return speed. In addition, the results of the first experiment are plotted with rhombic symbols, the results of the second experiment are plotted with square symbols, the results of the third experiment are plotted with triangular symbols, and the results of the fourth experiment are plotted with cross symbols It is plotted in. Then, a logarithmic approximation curve is generated for each of the required decelerations.

  As shown in FIG. 2, it can be seen that at a predetermined return start opening, the return speed increases as the required deceleration increases. Further, it can be seen that the return speed increases as the opening degree at the start of the return increases, regardless of the required deceleration.

  Therefore, in order to be able to control the vehicle speed only by the accelerator work, the driving force control device in the embodiment of the present invention is configured to determine the required deceleration based on the return start opening degree and the return speed. . A flowchart for explaining an example of the control is shown in FIG.

  In the control example shown in FIG. 3, the traveling state of the vehicle Ve is determined by executing steps S1 to S5. Specifically, first, longitudinal acceleration (longitudinal G) is acquired (step S1). The longitudinal acceleration may be obtained by differentiating the wheel speed detected by the wheel speed sensor 18. Even if a G sensor for detecting the longitudinal acceleration is separately provided and the value detected by the G sensor is adopted. Good.

  Next, it is determined whether a period in which the longitudinal acceleration is larger than the acceleration determination value continues for a predetermined time (step S2). This step S2 is a step for judging whether the vehicle Ve is accelerating. Therefore, the acceleration determination value can be set to an acceleration that can be determined as accelerating in consideration of an error of the sensor or the like. In addition, since longitudinal acceleration may increase temporarily (immediately) when, for example, a step is overcome, a period in which longitudinal acceleration is larger than the acceleration determination value continues for a predetermined time in order to eliminate such disturbance. It is judged whether or not it is done.

  If the affirmative determination is made in step S2 because the period in which the longitudinal acceleration is greater than the acceleration determination value continues for a predetermined time, the vehicle state is temporarily stored in the ECU 13 as an acceleration state (step S3). ). In step S3, it can be executed by switching on a flag for determining that the process is accelerating.

  On the other hand, if a negative determination is made in step S2 because the period in which the longitudinal acceleration is greater than the acceleration determination value does not continue for a predetermined time, or following step S3, the longitudinal acceleration in the acceleration determination value in step S2 It is determined whether or not a period which is equal to or less than the steady determination value continues for a predetermined time (step S4). This step S4 is a step for determining whether the vehicle Ve is traveling at a substantially constant speed. Therefore, the steady state determination value can be set to an acceleration that can be determined as a constant speed taking into account the error of the sensor and the like. That is, the steady state determination value is set such that the absolute value of the acceleration becomes a relatively small value. In addition, since longitudinal acceleration may be temporarily (instantly) stagnated, for example, when crossing over a step, a period in which longitudinal acceleration is larger than the steady determination value continues for a predetermined time in order to eliminate such disturbance. It is judged whether it is. The predetermined period in step S2 and the predetermined period in step S4 may be the same or different.

  When the affirmative determination is made in step S4 because the period in which the longitudinal acceleration is equal to or less than the acceleration determination value and larger than the steady determination value continues for a predetermined time, the vehicle state is set to the steady state temporarily by the ECU 13 Are stored (step S5). In step S5, a flag for determining that steady traveling is being performed can be executed by switching it on.

  That is, when the vehicle Ve is traveling at an accelerated speed, only step S2 is judged affirmatively, and when the vehicle is traveling steadily, only the step S4 is judged positive and travels at a reduced speed. Because the determination in step S2 is negative in both step S2 and step S4, the traveling state of the vehicle Ve can be determined by executing steps S1 to S5.

  Specifically, after the traveling state of vehicle Ve is determined, a negative determination is made in step S4 because a period in which the longitudinal acceleration is equal to or less than the acceleration determination value and larger than the steady determination value is not continued for a predetermined time. In this case, or after step S5, it is determined by executing steps S6 to S11 whether or not the driver requests deceleration. Specifically, first, the change amount Δθ of the accelerator opening at a minute interval is calculated (step S6). This step S6 can be obtained, for example, by subtracting the accelerator opening degree at the time of previous execution from the accelerator opening degree at the time of execution of this flowchart this time.

  Next, it is determined whether the amount of change Δθ of the accelerator opening obtained in step S6 has changed to a negative value (step S7). This step S7 is a step for judging whether the accelerator opening degree has decreased at the present time. In other words, it is a step for determining whether or not the acceleration requested by the driver has decreased. Therefore, in step S7, the change amount .DELTA..theta. (I-1) of the accelerator opening calculated in step S6 at the time of previous execution of this flowchart is a value of "0" or more, and step S6 at the time of current execution. It may be determined whether the amount of change .DELTA..theta. (I) of the accelerator opening calculated in the above is a negative value.

  When the change amount Δθ of the accelerator opening changes to a negative value and the answer of Step S7 is YES, the current accelerator opening is stored as the opening degree in the ECU 13 (Step S8) and the return time Start measuring (step S9).

  Subsequent to step S9, or when negative determination is made in step S7 because the amount of change Δθ of the accelerator opening has not changed negatively, the operation to decrease the depression amount of the accelerator pedal 4 is the accelerator opening It is determined whether it is an operation for setting "0" to "0" (step S10). Specifically, (1) the amount of change in the accelerator opening at minute intervals is positive, or (2) transition from acceleration to steady running, or (3) the accelerator opening is constant (except for "0") It is determined, for example, whether or not the state is continuing for a predetermined time.

  If it is not determined at step S10 that the operation is not for setting the accelerator opening to "0", the return start opening and the return time are reset (step S11). If it is determined that the accelerator opening degree is "0", that is, if the answer in step S10 is affirmative, or if the process proceeds to step S11, the return speed is calculated (step S12). Specifically, the return speed is calculated by dividing the return start opening stored in the ECU 13 in step S8 by the return time measured from step S9.

  FIG. 4 shows a traveling example (FIG. 4 (a)) determined to be negative in step S10, and a traveling example (FIG. 4 (b)) determined affirmative in step S10. In the example shown in FIG. 4A, the accelerator pedal 4 is depressed and starts to accelerate from time t0, and the accelerator opening is kept constant at time t1. Therefore, as the acceleration becomes constant from time t1, the rate of increase (acceleration) of the vehicle speed is smaller than before time t1. Then, although the accelerator opening decreases at time t2, acceleration is continuously performed due to a response delay of the engine 1 and the like. Then, at time t3, the accelerator opening degree becomes constant, and steady traveling is started by equalizing the traveling resistance and the driving force. That is, at time t3, fuel is still supplied to the engine 1 and the driving torque is output from the engine 1. Next, when the accelerator opening starts to decrease at time t4, the driving torque output from the engine 1 decreases, and the vehicle speed starts to decrease due to traveling resistance and the like.

  At the time of traveling as shown in FIG. 4A, steady traveling is performed between time t3 and time t4, and the time is determined to be equal to or longer than a predetermined time, so that a positive determination is made in step S4. Therefore, an affirmative determination is made in step S10, and the return start opening degree and the return time are reset. On the other hand, after time t4, the vehicle is decelerating, the accelerator opening is decreasing, and there is no period in which the accelerator opening is constant, so the determination in step S10 is negative. That is, the return start opening set at time t4 and the return time at which measurement was started are not reset.

  In the example shown in FIG. 4B, the accelerator pedal 4 is depressed and starts to accelerate from time t10, and the accelerator opening is kept constant at time t11. Therefore, since the acceleration becomes constant from time t11, the rate of increase (acceleration) of the vehicle speed is smaller than that before time t11. Then, the accelerator opening starts to decrease at time t12, becomes temporarily constant at time t13, decreases again at time t14, and becomes "0" at time t15. It has become. Although the accelerator opening starts to decrease at time t12, acceleration is continued until time t15 due to a response delay of the engine 1 or the like. Then, at time t15, the driving torque output from the engine 1 is reduced, so that the vehicle speed starts to be reduced due to traveling resistance and the like.

  At the time of traveling as shown in FIG. 4B, although the steady traveling is performed between time t13 and time t14, the judgment is negative in step S4 because it is temporary. That is, the vehicle state is determined as an acceleration state. Note that after time t13, the amount of change Δθ in the accelerator opening is not positive, and the period in which the accelerator opening is constant does not continue. Therefore, the determination in step S10 is negative. Therefore, the determination in step S10 is negative by not meeting any of the conditions in step S10. As a result, the return start opening set at time t13 and the return time at which measurement is started are not reset.

  Next, a return speed determination level is obtained from the opening start degree and the return speed, and the map shown in FIG. 2 determined in advance by experiment (step S13). With this return speed determination level, the region on the δ side of the boundary line that divides the deviation between δ and γ in FIG. 2 into two is level 1 and the boundary line that divides the deviation between γ and β into two equal parts. A region on the γ side is level 2 and a region on the β side with respect to the boundary line dividing the deviation between β and α into two is level 3 and a boundary line dividing the deviation between β and α into half Area is defined as level 4, and the required deceleration is defined for each return speed judgment level to which it belongs. That is, it means an area divided according to the degree of required deceleration. Therefore, it is determined in step S13 whether the return start opening degree and the return speed belong to any return speed determination level in FIG.

  Next, a required deceleration corresponding to the current vehicle speed is obtained based on the map shown in FIG. 5 (step S14). The map shown in FIG. 5 is a map that defines the relationship between the required deceleration and the vehicle speed at the return speed determination level. The horizontal axis is the vehicle speed, and the vertical axis is the required deceleration. The side indicates that the required deceleration is larger. That is, as shown in FIG. 5, the required deceleration increases as the vehicle speed increases at any return speed determination level, and the amount of increase in the required deceleration with respect to the vehicle speed (that is, the slope angle of the required deceleration in FIG. 5) Are defined identically. In addition, each deceleration degree in FIG. 2 and the deceleration degree calculated | required by step S14 are not the same. In other words, the map shown in FIG. 2 is intended to distinguish how to operate the accelerator according to the magnitude of the required deceleration, and the deceleration of the map shown in FIG. It is not something to ask for.

  Note that the required deceleration obtained in step S14 may be corrected using traffic information, distance between vehicles, traveling scenes such as road surface conditions detected by navigation system or forward image information, or driver preference information. .

  Then, a gear that can realize the required deceleration obtained in step S14 is selected, and the signal is output to the automatic transmission 7 (step S15), and this routine is temporarily ended. Specifically, when the electronic throttle valve 2 is fully closed, the ratio between the negative torque due to the pumping loss of the engine 1 and the braking torque for achieving the required deceleration is determined, and it is closest to the determined ratio Select the gear that will be the gear ratio.

  By setting the required deceleration from the opening at the beginning of the return and the return speed as described above, the deceleration expected by the driver can be output. As a result, it is possible to suppress the driver from having a sense of incongruity or to easily control the vehicle speed only by operating the accelerator. That is, the operation for changing the accelerator pedal 4 and the brake pedal 14 is reduced, which can contribute to easy drive.

  On the other hand, even if the same deceleration is required, the manner of the accelerator operation differs depending on the driver. Therefore, it is preferable to learn and correct how to operate the accelerator according to the driver. An example of the control is shown in FIG. In the example shown in FIG. 6, first, it is determined whether the accelerator opening is fully closed (step S21). This step S21 can be determined based on the signal detected by the accelerator opening sensor.

  If the accelerator opening degree is not fully closed and thus the answer of Step S21 is NO, this routine is once ended. On the other hand, when the accelerator opening degree is fully closed and the answer of Step S21 is YES, the maximum deceleration within a predetermined time is calculated after the accelerator opening degree is fully closed (step S22). If the deceleration determined based on the maps shown in FIGS. 2 and 5 is insufficient, the amount of depression of the accelerator pedal 4 is set to "0", and then the brake pedal 14 is depressed to decelerate. . The maximum deceleration while the brake pedal 14 is depressed corresponds to the deceleration expected by the driver. Therefore, in step S22, the expected deceleration is obtained by calculating the maximum deceleration within the predetermined time.

  Following step S22, a return speed determination level is determined based on the maximum deceleration calculated in step S22 (step S23). This step S23 determines which deceleration (α, β, γ, δ) of the map shown in FIG. 2 the maximum deceleration calculated in step S22 is closest to, and returns the deceleration from the deceleration Determine the judgment level. Specifically, when the maximum deceleration calculated in step S22 is closest to α in FIG. 2, the return speed determination level obtained in step S23 is “level 4”.

  Then, from the return speed determination level obtained in step S23 and the return start opening degree and the return speed when the accelerator opening degree is fully closed, a logarithmic approximate curve belonging to the return speed determination level obtained in step S23 is calculated. (Step S24). The step S24 will be specifically described. When the return speed determination level obtained in step S23 is "level 4", the opening degree of the start of return used to generate the logarithmic approximation curve of the required deceleration α The data of the return start opening degree and the return speed when the accelerator opening is fully closed is added to the data of the return speed, and the logarithmic approximate curve is calculated again.

  Following step S24, the map shown in FIG. 2 is updated based on the logarithmic approximation curve calculated in step S24 (step S25). That is, in addition to updating the logarithmic approximation curve calculated in step S24, the boundary line of the return speed determination level is updated.

  As described above, the insufficient deceleration is determined from the maximum deceleration after the accelerator opening is fully closed, and the return speed determination level is updated based on the determined maximum deceleration, and so on as well. When the accelerator operation is performed, the deceleration expected by the driver can be output. As a result, since the deceleration corresponding to the driver can be output, it is possible to suppress the driver from having a sense of incongruity or to easily control the vehicle speed only by the accelerator operation. That is, the operation for changing the accelerator pedal 4 and the brake pedal 14 is reduced, which can contribute to easy drive.

  DESCRIPTION OF SYMBOLS 1 ... engine, 2 ... electronic throttle valve, 3 ... air flow meter, 4 ... accelerator pedal, 5 ... accelerator opening sensor, 6R, 6L ... rear wheel, 7 ... automatic transmission, 13 ... electronic control unit (ECU), 14 ... brake pedal, 15 ... brake sensor, Ve ... vehicle.

Claims (1)

The acceleration or deceleration of the vehicle is determined based on an accelerator device operated by the driver, a sensor for detecting the operation amount of the accelerator device, and an accelerator operation amount which is the operation amount of the accelerator device detected by the sensor. In a driving force control device of a vehicle provided with a controller,
The controller
Detecting a return start operation amount at the time of a return operation at which the accelerator operation amount starts to decrease;
Detecting a return speed at the time of reducing the accelerator operation amount;
A driving force control device for a vehicle, wherein the required deceleration is determined based on the return start operation amount and the return speed.

Images