JP3443973B2 - Driving force control device for vehicles - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle driving force control device for controlling driving force based on a driving wheel slip state calculated from a control driving wheel speed and a control driven wheel speed.

[0002]

2. Description of the Related Art In a conventional vehicle driving force control device,
Wheel speed is calculated based on the output value from the wheel speed sensor.
When the sensor output voltage is low, such as when driving at extremely low speeds, the calculation error becomes large and it is easily affected by noise. For example, when the speed is less than 2.75 km / h, which is extremely low speed, It is fixed to a smaller value of 0 km / h.

In order to obtain the drive wheel slip state, the sensor value output from the wheel speed sensor includes a change in wheel speed due to road surface disturbance. Therefore, in order to suppress the change in wheel speed, a linear or non-linear filter is used. a control drive wheel speed calculated by filtering multiplying, and the road tires of the drive wheels from the calculated control follower wheel speed by filtering the driven wheel speed sensor value
The slip state during the period was calculated.

[0004]

However, as in the above-mentioned conventional vehicle drive force control device, 2.75 km / h.
If the wheel speed is fixed to 0 km / h at less than 2.75 when starting
Even if you try to calculate the wheel speed over km / h, the driven wheel speed filter is used to calculate the driven wheel speed used for vehicle speed. It is kept small to follow the driven wheel speed, and during this period, the slip amount calculated by the difference between the drive wheel speed and the driven wheel speed is overestimated, and the control amount (driving force reduction amount) becomes excessive and the vehicle starts. There was a problem that the acceleration was reduced.

The present invention has been made in view of the above problems, and a first object thereof is based on a drive wheel slip state calculated from a control drive wheel speed and a control driven wheel speed. In a vehicle driving force control device in which driving force is controlled, it is intended to achieve both improvement of acceleration at the time of starting and suppression of drive wheel slip without discomfort during traveling.

A second object is to achieve different filter processing by simple arithmetic processing in addition to the first object.

The third object is to detect the starting time of the vehicle with high accuracy in addition to the first object.

[0008]

In order to achieve the first object, the first invention according to claim 1 is a driven wheel speed sensor for detecting a driven wheel speed as shown in the claim correspondence diagram of FIG. a, a drive wheel speed sensor b for detecting the drive wheel speed, and a pre-processing filter j provided after the driven wheel speed sensor for setting the driven wheel speed in the extremely low speed region to a predetermined value smaller than the extremely low speed or less. The starting-time determination means c for determining whether the vehicle is at the start-up time and the limit of the change of the driven wheel speed are the driven-wheel speed change during the running.
Restriction means e smaller than the starting time of the driven wheel speed change restriction means d
And the change in the driven wheel speed change is
Of greater during running driven wheel speed change restriction means e from stage d,
The driven wheel speed change limiting means selecting means f for selecting the starting driven wheel speed change limiting means d for starting and the traveling driven wheel speed change limiting means e for selecting the running driven wheel speed change limiting means e except when the vehicle is starting, and the preprocessing filter j are passed. Then, it is output from the control driven wheel speed calculating means g for calculating the control driven wheel speed using the selected driven wheel speed change limiting means d or e and the drive wheel speed sensor b.
Slip state calculation means h for calculating the slip state between the tire of the drive wheel and the road surface from the control drive wheel speed calculated based on the sensor value and the control driven wheel speed, and the slip state calculation value is driven. Tires and roads in areas above the force control threshold
And a driving force control means i for suppressing the driving slip by reducing the driving force with respect to the surface .

In order to achieve the above-mentioned second object, in a second invention according to claim 2, in the vehicle driving force control device according to claim 1, the starting driven wheel speed change limiting means d is:
The filter for increasing the limit value of the wheel speed change amount for each calculation cycle is used as a filter, and the running driven wheel speed change limiting means e is a filter for reducing the limit value of the wheel speed change amount for each calculation cycle. Is characterized by.

In order to achieve the above-mentioned third object, in the third invention according to claim 3, in the vehicular driving force control device according to claim 1, the starting time determination means c is set to the current calculation cycle. When the driven wheel speed preprocessing value is positive and the control driven wheel speed calculated value obtained in the previous calculation cycle is zero, it is determined that the vehicle is in a start-up state.

[0011]

The operation of the first invention will be described.

When it is judged by the starting judgment means c that the vehicle is starting, the driven wheel speed change limiting means selecting means f is selected.
In, the limit of the change of the driven wheel speed is the change of the driven wheel speed during running.
The starting driven wheel speed change limiting means d smaller than the limiting means e is selected, and the control driven wheel speed calculation means g selects the driven wheel speed sensor value from the driven wheel speed sensor a and the selected starting driven wheel speed change. The control driven wheel speed is calculated using the limiting means d.

On the other hand, when it is determined by the starting determination means c that the vehicle is not in the starting state, the driven wheel speed change limiting means selecting means f limits the change in the driven wheel speed during the starting.
The driven wheel speed change limiting means e for traveling, which is larger than the moving wheel speed change limiting means d, is selected, and the driven wheel speed sensor value from the driven wheel speed sensor a is selected by the control driven wheel speed calculation means g. The driven wheel speed for control is calculated using the moving wheel speed change limiting means e.

When calculating the control driven wheel speed, in the preprocessing filter j, when the sensor output from the driven wheel speed sensor a indicates an extremely low speed region, the driven wheel speed is set to zero, and the control driven wheel speed calculation means. At g, the driven wheel speed for control is calculated by using the driven wheel speed sensor value that has passed through the preprocessing filter j and the driven wheel speed change limiting means d or e selected by the driven wheel speed change limiting means selecting means f. .

That is, in the extremely low speed region, there are problems that the sensor output voltage from the driven wheel speed sensor a is low, the number of pulses is small, and it is easily affected by noise. In contrast,
In the extremely low speed range, the driven wheel speed is fixed to zero by the preprocessing filter j, so that the calculation error of the controlled driven wheel speed is prevented.

Then, in the slip state calculating means h, the control drive wheel speed calculated based on the sensor value output from the drive wheel speed sensor b and the control driven wheel calculated by the above processing. are Sri <br/>-up state calculated between the tire and the road surface of the driving wheel from the speed Prefecture, Thailand in the driving force control unit i, a slip state calculation value is in the above region driving force control threshold
Driving slip is suppressed by reducing the driving force between the road and the road surface .

Therefore, at the time of starting the vehicle, the increase in the control driven wheel speed is controlled by using the control driven wheel speed that substantially follows the actual driven wheel speed due to a small limitation with respect to the actual driven wheel speed. The slip condition between the tires of the driving wheels and the road surface is not overestimated, and the acceleration at the time of starting is improved. Further, when the vehicle is running other than when the vehicle is starting, the driving force is controlled by using the control driven wheel speed in which the influence of the road surface disturbance is suppressed by the high filter effect, so that the driving force does not change due to the road surface disturbance and the driver feels a sense of discomfort. Suppression of no drive wheel slip is achieved.

The operation of the second invention will be described.

In order to limit the change of the driven wheel speed, the starting driven wheel speed change limiting means d is executed by a calculation process for increasing the limit value of the wheel speed change amount for each calculation cycle of the driven wheel speed sensor value. And the driven wheel speed change limiting means e during traveling
Then, the calculation processing is performed to reduce the limit value of the wheel speed change amount for each calculation cycle of the driven wheel speed sensor value. Therefore, a different change limiting action can be achieved by a simple calculation process that only changes the limit value of the wheel speed change amount.

The operation of the third invention will be described.

In determining the start of the vehicle, the starting-time determining means c determines that the driven wheel speed preprocessing value in the current calculation cycle is positive, and the control driven wheel speed calculated value obtained in the previous calculation cycle. When is zero, it is determined that the vehicle is starting.

Therefore, it is judged that the vehicle is started immediately after the fixed zero of the driven wheel speed is released by the pre-processing of the driven wheel speed.

[0023]

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

First, the structure will be described.

FIG. 2 is an overall view of a rear wheel drive vehicle control system to which the vehicle drive force control apparatus of the embodiment is applied.

This vehicle has a driving force control system including a TCS throttle control system, a TCS fuel cut control system, a TCS ignition retard control system, and a TC.
The S brake control system is installed.

In FIG. 2, 1 is a first throttle valve, 2 is a second throttle valve, 3 is a throttle motor, 4 is an LSD / TCS / ABS controller, 5 is a throttle control controller, 6 and 7 are wheel cylinders, and 8 is External hydraulic pressure source, 9 TCS brake actuator, 10 differential, 11 differential limiting clutch, 12 LSD hydraulic unit, 13 front wheel right sensor (corresponding to driven wheel speed sensor a), 14 front wheel left sensor (slave). 15 is a rear wheel right sensor (corresponding to the driving wheel speed sensor b), 16 is a rear wheel left sensor (corresponding to the driving wheel speed sensor b), 17 is a lateral acceleration sensor, and 18 is a longitudinal acceleration. Sensor, 19 TCS ON / OFF switch, 20 brake lamp switch, 21 ABS actuator, 2
2 is a TCS indicator, 23 is a TCS warning lamp, 24 is an ABS warning lamp, 25 is an LDS warning lamp, 26 is a first throttle sensor, 27 is a second throttle sensor, 28 is a spark plug, 29 is a fail injector, 30 is an engine. A centralized electronic control unit, 31 is an A / T controller, 32 is an ASCD controller, and 33 is an ASCD actuator.

In the TCS throttle control, the LSD / TCS / ABS controller 4 is applied to the throttle motor 3 which opens and closes the second throttle valve 2 provided in series with the first throttle valve 1 which operates in conjunction with the accelerator pedal. This is performed by applying a motor drive current from the throttle control controller 5 based on the control command from.

In the TCS fuel cut control and the TCS ignition retard control, the LSD / TCS is applied to the fail injector 29 and the spark plug 28 provided in the engine.
/ ABS controller 4 outputs a drive command based on a control command from engine centralized electronic control unit 30, respectively.

The LSD / TCS / ABS controller 4 performs TCS control calculation processing based on various input information, outputs the control command as described above, and outputs a lighting command to the TCS warning lamp 23 when the TCS fails. It

Next, the operation will be described.

[TCS Control Operation Processing] FIG. 3 shows LSD / T
Each step will be described below with a flowchart showing the flow of the TCS control operation processing performed by the CS / ABS controller 4.

In step 40, the control right front wheel speed VFR (n) is calculated in accordance with the calculation process shown in the flowchart of FIG. 4, and the control left front wheel speed VFL (n) is calculated (control (Equivalent to the driven wheel speed calculation means g).

In step 41, the control right rear wheel speed VRR (n) and the control left rear wheel speed VRL (n) are calculated by filtering the sensor signal.

In step 42, the slip amount is calculated from the difference between the rear wheel speed average value and the front wheel speed average value (corresponding to the slip state calculating means h).

In step 43, the slip amount calculated in step 42 is the TCS control threshold value (for example, 2.5).
It is judged whether it is more than about km / h).

In step 44, if it is determined in step 43 that the slip amount calculated value is equal to or more than the TCS control threshold value, in order to obtain the required driving force reduction amount, for example,
TCS control for reducing the driving force is performed by using both fuel cut and throttle closing (corresponding to the driving force control means i).

[Control Right Front Wheel Speed Calculation Processing] FIG. 4 is a flowchart showing the flow of the control right front wheel speed calculation processing. Each step will be described below.

At step 40a, the sensor signal of the sine wave from the front wheel right sensor 13 is read.

In step 40b, the sine wave sensor signal is converted into a pulse signal by the pulse conversion circuit, and the number of pulses is counted as the numerical value VWIN.

In step 40c, the right front wheel speed pretreatment value V is set in the range where the numerical value VWIN is 2.75 km / h or less in terms of vehicle speed.
The value VWIN is 2.75km / h in terms of vehicle speed, with W set to zero.
In the region exceeding the range, the front wheel speed preprocessing is executed with the right front wheel speed preprocessing value VW corresponding to the numerical value VWIN (corresponding to the preprocessing filter j).

At step 40d, it is judged whether or not the vehicle is starting (corresponding to the starting judgment means c). The determination at the time of starting is, for example, (1) VW (n)> 0 km / h, and VFR (n-1) = 0 km / h (2) VW (n)> 0 km / h, and VW (n- When either 1) = 0 km / h is satisfied, it is realized by setting F_HASN = 1 and F_HASN = 0 other than the above.

In step 40e, when it is determined in step 40d that the vehicle is starting, the right front wheel speed filter DVFR is selected.
As the filter DVF0 at the time of starting (corresponding to the driven wheel speed change restricting means d at the time of starting) is selected.

Right front wheel speed filter DVFR at the time of starting
Can be realized by (1) DVFR = constant value (DVF0) (2) DVFR = VW (n) -VFR (n-1) (3) DVFR = VW (n) -VW (n-1) .

In step 40f, when it is determined in step 40d that the vehicle is not at the start, the right front wheel speed filter DV
As FR, a filter DVF1 (corresponding to the traveling driven wheel speed change limiting means e) other than at the time of starting is selected.

Right front wheel speed filter DVF other than at the time of starting
R is (1) DVFR = constant value (DVF1) where DV
F1 <DVF0 (2) DVFR = VW (n) -VFR (n-1) (3) DVFR = VW (n) -VW (n-1).

At this time, the right front wheel speed filter DVFR itself may be limited by setting DVFR '= min (DVFR, DVFRMAX) {VFR (n) = VFR (n-1) + DVFR'}. .

Steps 40e and 40f described above
Corresponds to the driven wheel speed change limiting means selecting means f.

As the filter, a filter such as a low-pass filter that processes an input signal from the sensor to limit the change may be used.

At step 40g, the control right front wheel speed VFR (n) is calculated by the following equation by executing the filtering.

VFR (n) = VFR (n-1) + DVFR [Driving force control] In the flowchart of FIG. 4, when it is determined that the vehicle is starting, step 40d → step 4
From 0e to step 40g, the flow proceeds to step 4
At 0e, the starting filter DVF0 by the low filter action is selected as the right front wheel speed filter DVFR, and at step 40g, the control right front wheel speed VFR (n) is the control right front wheel speed VFR (n- 1) and right front wheel speed filter DV
It is calculated by the sum with FR.

On the other hand, in the flow chart of FIG. 4, when it is determined that the vehicle is not started, the flow proceeds to step 40d → step 40f → step 40g. At step 40f, the right front wheel speed filter DVFR acts as a high filter. The filter DVF1 other than when the vehicle is started by is selected, and the control right front wheel speed VFR (n) is selected in step 40g.
Is calculated by the sum of the control right front wheel speed VFR (n-1) and the right front wheel speed filter DVFR one calculation cycle before.

Then, in step 42 of the flowchart of FIG. 3, the control right rear wheel speed VRR (n) and the control left rear wheel speed VRL (n) calculated by the filter processing of the sensor signal.
And the control right front wheel speed VFR (n) calculated by the above process
And the control front left wheel speed VFL (n)
The slip amount between the tire and the road surface is calculated by the difference between the rear wheel speed average value and the front wheel speed average value, and when the slip amount calculated in the determination of step 43 is equal to or more than the TCS control threshold value, the step Go to 44 to reduce the driving force
The S control is executed and the drive slip is suppressed.

Therefore, as shown in the time chart of FIG. 5, when the wheel speed characteristics are examined, the low front wheel speed (solid line) for control substantially follows the front wheel speed raw value (dotted line) due to the low filter action at the time of start, and the slip occurs. Looking at the quantity characteristics, the actual SLI
The SLIP-A characteristic (solid line) substantially follows the P characteristic (dotted line).

That is, when the front wheel speed for control is calculated by using a filter having a high filter action as in the conventional case at the time of starting, the wheel speed characteristic shows that the front wheel speed for control (broken line) is the front wheel speed raw value (one-dot chain line). ), And the slip amount characteristic is also a SLIP that is far from the actual SLIP characteristic (one-dot chain line).
The -B characteristic (broken line) is obtained, and the hatched portion is an overestimated portion of the slip amount.

Therefore, in the case of the present invention, the slip amount is not overestimated at the time of starting, so that the control for reducing the driving force more than necessary is not performed and the acceleration at the time of starting is improved.

Further, when the vehicle is running other than when the vehicle is starting, driving force control is performed using the right front wheel speed for control VFR (n) and the left front wheel speed for control VFL (n) in which the influence of road surface disturbance is suppressed by the high filter effect. As a result, the driving force does not fluctuate due to the road surface disturbance, and the drive wheel slip can be suppressed without a sense of discomfort.

[Calculation of Front Wheel Speed] In calculating the control right front wheel speed VFR (n) and the control left front wheel speed VFL (n), FIG.
In step 40c of the flowchart of FIG. 2, when the sensor output from the front wheel right sensor 13 (front wheel left sensor 14) represents an extremely low speed region of 2.75 km / h or less in terms of vehicle speed,
Pre-processing is performed to set the front wheel speed pre-processing value VW to zero, and the front right wheel speed VFR (n) for control and the left front wheel speed VFL (n) for control are used by using the front wheel speed pre-processing value VW after this pre-processing. It is calculated.

That is, in the extremely low speed region of 2.75 km / h or less, the sensor output voltage from the front wheel right sensor 13 and the front wheel left sensor 14 is low, the number of pulses is small, and it is easily affected by noise. is there. On the other hand, in the extremely low speed region, the pre-processing filter is used to fix the front wheel speed pre-processing value VW to zero, so that the calculation error of the control right front wheel speed VFR (n) and the control left front wheel speed VFL (n) is reduced. Occurrence is prevented.

[Filtering Process] In performing the filtering process for the front wheel speed, step 40 in the flowchart of FIG.
In g, the right front wheel speed VFR (n) for control is selected as the right front wheel speed for control VFR (n-1) one calculation cycle before.
It is calculated by the sum with VFR. Of the selected right front wheel speed filters DVFR, the filter DVF0 at the time of starting
Is for increasing the limit value of the wheel speed change amount for each calculation cycle, and the filter DVF1 except for the start time is for reducing the limit value of the wheel speed change amount for each calculation cycle.

Therefore, different filter actions can be achieved by a simple calculation process in which only the limit value of the wheel speed change amount is changed.

[Decision of Start] In step 40d of the flow chart of FIG. 4 for determining the start of the vehicle, the front wheel speed preprocessing value VW (n) in the present calculation cycle is VW (n)> 0 km / h.
In addition, when the control front right wheel speed VFR (n-1) obtained in the previous calculation cycle is VFR (n-1) = 0 km / h, it is determined that the vehicle is starting.

Therefore, it is determined that the vehicle is started immediately after the front wheel speed is fixed to zero by the front wheel speed preprocessing.

Next, the effect will be described.

(1) In the vehicle driving force control device in which the driving force is controlled based on the slip amount calculated from the control rear wheel speed and the control front wheel speed, the sensor signal is set to the numerical value VWIN.
After converting to, a pre-processing filter that sets the front wheel speed pre-processing value VW in the extremely low speed region of 2.75 km / h or less to zero is provided,
When the vehicle is starting, the filter DVF0 at the time of starting due to the low filter action is selected, when the vehicle is not starting, the filter DVF1 other than at the time of starting due to the high filter action is selected, and the control right front wheel speed VFR ( n) and the control left front wheel speed VFL (n) are calculated, and the slip amount is calculated from the difference between the control rear wheel speed average value and the control front wheel speed average value, and the calculated slip amount is the TCS control threshold. Since it is a device that controls the drive slip by reducing the driving force between the tire and the road surface in a region equal to or more than the value, it is possible to prevent the occurrence of a front wheel speed calculation error for control in an extremely low speed region. At the same time, at the time of starting, immediately after the speed exceeds 2.75 km / h, the control driven wheel speed can be made to follow the actual driven wheel speed, improving the acceleration at the time of starting and driving wheels that do not cause discomfort during driving. Compatible with slip suppression It is possible to achieve.

(2) A filter DVF for increasing the limit value of the amount of wheel speed change for each calculation cycle when the vehicle starts moving
Since the filter DVF1 is set to 0 and the filter other than at the time of starting is set to the filter DVF1 that reduces the limit value of the wheel speed change amount for each calculation cycle, different filter processing can be achieved by simple calculation processing.

(3) The front wheel speed preprocessing value VW (n) in the current calculation cycle is VW (n)> 0 km / h, and the control right front wheel speed VFR (n) obtained in the previous calculation cycle. -1) is VFR (n-1) = 0km
I decided to start when it was / h,
It is possible to accurately detect when the vehicle starts.

Although the embodiments have been described above with reference to the drawings, the specific structure is not limited to the embodiments, and modifications and additions within the scope of the present invention are included in the present invention. Be done.

For example, although the example of application to the rear-wheel drive vehicle is shown in the embodiment, it is needless to say that the present invention can be applied to a front-wheel drive vehicle in which the front wheel is the drive wheel and the rear wheel is the driven wheel.

As a method of the filter processing, a method of changing the set frequency by using a low-pass filter may be used in addition to sequentially limiting the wheel speed change amount as in the embodiment.

The determination at the time of starting is not limited to the determination in the embodiment, and the determination at the time of starting may be performed only by the vehicle speed or by using the vehicle speed and the accelerator opening or the change in the accelerator opening.

In the embodiment, the slip amount based on the difference between the driving wheel speed and the driven wheel speed is used as the slip state, but the slip ratio is calculated by using the driving wheel speed and the driven wheel speed. Is also good.

[0073]

According to the first invention of claim 1,
In a vehicle driving force control device in which a driving force is controlled based on a driving wheel slip state calculated from a control driving wheel speed and a control driven wheel speed, a driven wheel speed during traveling when the vehicle starts.
Select the starting time of the driven wheel speed change restriction means according smaller limiting action change restriction means, when starting the time other than when the vehicle starts
A driven wheel speed change restriction means selection means for selecting a travel time of the driven wheel speed change restriction means according greater limiting action than the driven wheel speed change restriction means, a control driven wheel speed with a driven wheel speed change restriction means selected A control driven wheel speed calculating means for calculating,
Calculated based on the sensor value output from the driving wheel speed sensor
Thailand of the drive wheels from the control drive wheel speed and the control for the driven wheel speed was
The slip state calculating means for calculating the slip state between the tire and the road surface, and the drive slip between the tire and the road surface by reducing the drive force in the region where the slip state calculated value is equal to or more than the drive force control threshold value. Since the device is provided with the driving force control means for suppressing, it is possible to obtain an effect that both acceleration improvement at the time of starting and suppression of drive wheel slip without discomfort during traveling can be achieved at the same time.

According to a second aspect of the present invention, in the vehicle driving force control apparatus according to the first aspect, the starting driven wheel speed change limiting means limits the amount of change in wheel speed for each calculation cycle. In addition to the above effect, different filter processing can be easily performed because the following values are used as the filter for increasing the value and the driven wheel speed change limiting means during traveling is the filter for decreasing the limit value of the wheel speed change amount for each calculation cycle. The effect that it can be achieved by arithmetic processing is obtained.

According to a third aspect of the present invention, in the vehicle driving force control apparatus according to the first aspect, the start-time determination means is configured so that the driven wheel speed preprocessing value in the current calculation cycle is positive. In addition to the above effects, it is possible to accurately detect the time when the vehicle starts, because the control means determines that the vehicle is starting when the value of the control driven wheel speed calculated in the previous calculation cycle is zero. The effect of being able to be obtained is obtained.

[Brief description of drawings]

FIG. 1 is a claim correspondence diagram showing a vehicle driving force control device of the present invention.

FIG. 2 is an overall control system diagram of a rear-wheel drive vehicle to which the vehicle drive force control device of the embodiment is applied.

FIG. 3 is a flowchart showing the flow of TCS control operation processing performed by the LSD / TCS / ABS controller of the embodiment apparatus.

FIG. 4 is a flowchart showing a flow of a control right front wheel speed calculation process performed by the LSD / TCS / ABS controller of the embodiment apparatus.

FIG. 5 is a time chart showing a wheel speed characteristic and a slip amount characteristic at the time of starting in the embodiment apparatus and the conventional apparatus.

[Explanation of symbols]

a Driven wheel speed sensor b Drive wheel speed sensor c Start judgment means d Driven wheel speed change limiting means at start e Driven wheel speed change limiter f Driven wheel speed change limiting means selecting means g Controlled wheel speed calculation means h Slip state calculation means i Driving force control means j Pre-processing filter

─────────────────────────────────────────────────── ─── Continuation of front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) B60K 28/16 B60K 41/20 F02D 29/02 B60T 8/58

Claims (3)

(57) [Claims] 1. A driven wheel speed sensor for detecting a driven wheel speed, a drive wheel speed sensor for detecting a drive wheel speed, and a driven wheel speed provided in the rear of the driven wheel speed sensor for controlling the driven wheel speed in an extremely low speed region. A pre-processing filter that makes the value less than a predetermined value smaller than a low speed, a start-time determination means that determines whether or not the vehicle is starting, and a driven wheel speed change limiting means that limits the change in the driven wheel speed.
Driven speed change limiting means at starting and the change in driven wheel speed
Among of limitations is large during running driven wheel speed change restriction means from starting when the driven wheel speed change restriction means, select the start time of the driven wheel speed variation limiting means at the time of starting, during running driven wheel speed change except when the vehicle starts Driven wheel speed change limiting means selecting means for selecting a limiting means, and control driven wheel speed calculating means for calculating a control driven wheel speed using the selected driven wheel speed change limiting means after passing through the preprocessing filter. And a slip state in which the slip state between the tire of the drive wheel and the road surface is calculated from the control drive wheel speed calculated based on the sensor value output from the drive wheel speed sensor and the control driven wheel speed. In the calculation means and the range where the calculated slip condition value is equal to or greater than the driving force control threshold value.
A driving force control device for a vehicle, comprising: a driving force control unit that suppresses a driving slip by reducing a driving force between a tire and a road surface . 2. The vehicle driving force control device according to claim 1, wherein the starting driven wheel speed change limiting means is a filter for increasing the limit value of the wheel speed change amount in each calculation cycle, and A driving force control apparatus for a vehicle, wherein the driven wheel speed change limiting means is a filter that reduces a limit value of a wheel speed change amount for each calculation cycle. 3. The vehicle driving force control device according to claim 1, wherein the starting determination means is determined in the previous calculation cycle when the driven wheel speed preprocessing value in the current calculation cycle is positive. A driving force control device for a vehicle, which is a means for determining that the vehicle is starting when the calculated value of the control driven wheel speed is zero.