JP4500332B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device for performing drive control of a vehicle.

  2. Description of the Related Art Conventionally, there has been known an internal combustion engine control device including a so-called linkless electronically controlled throttle that drives a throttle according to an operation amount of an accelerator pedal. In this internal combustion engine control device, the response speed of the output decrease at the time of the accelerator return is made lower than the response speed of the engine output at the time of the accelerator depression, thereby suppressing the responsiveness to the accelerator return. Has also been proposed for the purpose of obtaining a stable acceleration feeling (see, for example, Patent Document 1).

JP-A-9-310634

  However, in the conventional internal combustion engine control device, the responsiveness to the accelerator return at the time of deceleration is always suppressed regardless of the road surface condition or traffic condition. In some cases, there may be a feeling of running, and it may be difficult to drive.

  In addition, when disturbances such as road surface irregularities on rough roads continue and there is an accelerator operation not intended by the driver due to vehicle vibration, the responsiveness during acceleration is not suppressed, so the speed gradually increases There is a case.

  The present invention has been made in order to solve such a problem, and when a change in accelerator opening that adversely affects driving performance and driving operability on a rough road or the like is repeatedly detected, the throttle is throttled by a predetermined process. An object of the present invention is to provide a vehicle control device that makes it possible to perform stable traveling by reducing the response speed to open side or closed side drive and suppressing output fluctuations of the vehicle drive device unintended by the driver on rough roads. And

The present invention relates to an accelerator opening detecting means for detecting an accelerator opening of a vehicle drive device, and a throttle control means for controlling a throttle opening of the vehicle drive device based on an accelerator opening signal from the accelerator opening detecting means. And a shift speed detecting means for detecting a shift speed of the transmission of the vehicle drive device, and determining that the road surface is uneven when the detected value by the accelerator opening detection means is repeatedly opened and closed a plurality of times. When the road surface unevenness detection means and the road surface unevenness detection means detect road surface unevenness, a predetermined smoothing process is performed on the accelerator opening signal to suppress fluctuations in the target accelerator opening, and the accelerator and a throttle response speed changing means for changing the response speed of the throttle opening degree with respect to a change in opening degree, further the throttle response speed Changing means, gear position is the vehicle control device to be modified to better such extent that a low shift speed increases.

The present invention relates to an accelerator opening detecting means for detecting an accelerator opening of a vehicle drive device, and a throttle control means for controlling a throttle opening of the vehicle drive device based on an accelerator opening signal from the accelerator opening detecting means. And a shift speed detecting means for detecting a shift speed of the transmission of the vehicle drive device, and determining that the road surface is uneven when the detected value by the accelerator opening detection means is repeatedly opened and closed a plurality of times. When the road surface unevenness detection means and the road surface unevenness detection means detect road surface unevenness, a predetermined smoothing process is performed on the accelerator opening signal to suppress fluctuations in the target accelerator opening, and the accelerator and a throttle response speed changing means for changing the response speed of the throttle opening degree with respect to a change in opening degree, further the throttle response speed Changing means, since the gear position is a vehicle control system to be modified to better such extent that a low shift speed is increased, repeated variations adversely affect the accelerator opening running properties and driving operability in rough road or the like When it is detected, the response speed to the throttle opening side or closing side driving is lowered by a predetermined process, and stable driving is performed by suppressing the output fluctuation of the vehicle driving device not intended by the driver on a rough road. enable.

Embodiment 1 FIG.
Hereinafter, embodiments of the present invention will be specifically described with reference to the drawings, taking an internal combustion engine as an example of a vehicle drive device.

  FIG. 1 is a block diagram showing an overall outline of the control device according to the present embodiment. In FIG. 1, an internal combustion engine 101 that is a control target of the control device according to the present embodiment includes an intake pipe 104 that constitutes an intake system to the combustion chamber, and an exhaust pipe 105 that constitutes an exhaust system from the combustion chamber. Is connected.

  The intake pipe 104 includes an air cleaner 106 for purifying air taken in by the internal combustion engine 101, a throttle 108 for adjusting the amount of air taken in by the internal combustion engine, a throttle opening sensor 107 for detecting the opening of the throttle, and a throttle 108. There is provided a throttle drive motor 109 for driving. The throttle 108 is not directly opened and closed by the accelerator pedal 115, but is a linkless electronically controlled throttle.

  The control device according to the present embodiment includes a rotation sensor 110 that detects engine rotation, a vehicle speed sensor 113 that detects a rotation speed of an output portion of the transmission 102, that is, a vehicle speed, and an accelerator when a driver operates an accelerator pedal 115. An accelerator opening sensor 111 that detects a pedal operation amount (accelerator opening), a brake switch 112 that is turned on when the driver depresses the brake pedal 116, and a shift lever position when the driver operates the shift lever. And a shift lever selector 114 for outputting.

  Here, the internal combustion engine and transmission control ECU (hereinafter abbreviated as “ECU”) 103 drives a throttle drive motor 109 based on input signals from an accelerator opening sensor 111, a throttle opening sensor 107, a brake switch 112, and the like. Then, a process for controlling the opening degree of the throttle 108 is executed. It also has a transmission control function. Based on the shift position signal of the shift lever selector 114, the rotation sensor 110, the vehicle speed sensor signal 113, the accelerator opening sensor 111, and the throttle opening sensor 107, the shift to the transmission 102 is achieved. Output a signal.

  The ECU 103 is composed of a microcomputer including a CPU, ROM, RAM, and the like, and map data shown in FIGS. 4 and 5 is stored in the ROM. FIG. 4 is a “request torque map” for calculating the torque Ttrq required for the internal combustion engine based on the target accelerator opening degree Tap and the engine rotation speed by the rotation sensor 110, and FIG. 5 is calculated by the “request torque map” described above. This is a “target throttle map” for calculating the target throttle opening based on the final required torque TEtrq obtained based on the calculated required torque Ttrq and the engine speed.

  Also, the required torque for the internal combustion engine that is not operated directly by the driver, such as the basic torque for maintaining idle during no-load idle, the required torque when operating the electric load or the air conditioner, the dashpot correction amount, etc. Each map is stored in the ROM as a map based on the water temperature (not shown).

  FIG. 3 is a block diagram showing a configuration of ECU 103 (within a one-dot chain line frame) which is a characteristic part of the present embodiment. In the present embodiment, as shown in FIG. 3, the ECU 103 determines the throttle opening when the road surface unevenness detecting unit 103 a for detecting road surface unevenness and the road surface unevenness detecting unit 103 detect road surface unevenness. A throttle response speed changing means 103b for changing a throttle opening response speed with respect to a change in the access opening degree and an accelerator opening degree sensor 111 by performing a predetermined smoothing process on the accelerator opening signal to be controlled. Throttle control means 103c for controlling the throttle opening of the vehicle drive device based on the detected accelerator opening signal is provided.

  Note that the annealing process is a process for suppressing the fluctuation in the value of the target accelerator opening relative to the accelerator opening signal so as to be smaller than usual (a process for reducing the fluctuation). This is a process for suppressing acceleration fluctuations due to road surface disturbances, reducing output fluctuations of the internal combustion engine, and improving the riding comfort, running performance, and operability of the vehicle. That is, when road disturbance continues on a rough road or the like, the driver's body may be shaken by the shaking of the vehicle body due to the unevenness of the road surface, and the operation of depressing the accelerator pedal 115 may become rough. As described above, even if the accelerator operation is not intended by the driver due to vehicle vibration, the road surface state is determined based on the change in the accelerator opening, and only when the road is determined to be a rough road, the accelerator opening signal is smoothed. The process is executed, and the throttle opening is controlled based on the accelerator opening signal, so that the running performance is not impaired in normal operation. Further, even if there is an accelerator fluctuation that is not intended by the driver on a rough road, the fluctuation of the internal combustion engine is suppressed, and the driving performance and driving operability are ensured satisfactorily.

  In the present embodiment, on the basis of the signal from the accelerator pedal 115 detected by the accelerator opening sensor 111 in the configuration of FIG. 1, the road surface unevenness detecting means 103a opens and closes the accelerator opening signal exceeding a predetermined amount a plurality of times. When the repetition is detected, that is, when the road surface unevenness is detected, the throttle response speed changing means 103b executes a predetermined smoothing process on the accelerator opening signal to adjust the throttle opening to the change in the accelerator opening. The throttle control means 103c outputs a throttle control signal at the changed response speed, and the throttle is driven based on this.

  As described above, in the present embodiment, when driving on a rough road with severe unevenness, even if the driver's body is shaken by the vibration of the vehicle body due to the unevenness and the operation of the accelerator pedal 115 becomes rough, the accelerator caused by vehicle vibration Since the fluctuation is detected, the response speed of the throttle 108 is changed, and a sudden change in the torque fluctuation of the internal combustion engine is suppressed, it is possible to improve riding comfort, driving performance, and driving operability.

  Next, the processing contents of the throttle opening control performed by the ECU 103 will be described with reference to the flowchart of FIG. FIG. 2 is a program stored in the CPU of the ECU 103 shown in FIG. 1 and executed at a predetermined cycle.

  First, the ECU 103 determines the position of the selector lever of the transmission from the output signal of the shift lever selector 114 in step S201. If it is outside the “N (or P)” range, the ECU 103 proceeds to step S202. If not, the ECU 103 proceeds to step S207. The acceleration counter AC and the deceleration counter DE are set to “0”, and initial values are set in the timer Ct.

  In step S202, it is determined from the output signal of the vehicle speed sensor 113 whether the vehicle speed is 0 [km / h] or higher, that is, whether the vehicle is stopped or traveling. If the vehicle is traveling, the process proceeds to step S203. In the case of stop, the process proceeds to S207.

  In the next step S203 and step S204, as a measure for canceling the smoothing process and giving priority to the driving operation when the accelerator opening smoothing process is being executed, the depression of the brake pedal 116 or the entire accelerator pedal 115 is performed. Close is detected. As a result, it has both a function to prioritize the driving operation intended by the driver at the time of sudden deceleration when a sudden avoidance is required, and to further improve the driving operability. Become.

  First, in step S203, when the brake pedal 116 is depressed and the brake switch 112 is turned on, it is determined that a deceleration request has been made, the process proceeds to step S207, and the annealing process is not performed. On the other hand, if the brake switch 112 is OFF, the process proceeds to step S204.

  In step S204, it is determined from the signal from the accelerator opening sensor 111 whether or not the accelerator opening is fully closed. If it is determined that the accelerator opening is fully closed, a deceleration request is made in the same manner as in step S203. The process proceeds to step S207, and the annealing process is not performed. On the other hand, if it is not determined to be fully closed, the process proceeds to accelerator fluctuation detection for road surface unevenness determination in step S205.

  The accelerator fluctuation detection in step S205 will be described in detail with reference to FIG. In the accelerator fluctuation detection, first, in step S901, the deviation ΔAP between the current value AP (n) and the previous value AP (n−1) of the accelerator opening AP detected by the accelerator opening sensor 111 is expressed by the following equation. calculate.

    ΔAP = AP (n) −AP (n−1)

  Next, in step S902, it is determined whether ΔAP is greater than or equal to a reference value A1 on the accelerator depression side, and whether it is less than A2 that is a second reference value on the accelerator depression side, If it is determined that the predetermined accelerator depression amount satisfies these conditions, the process proceeds to step S903, where the acceleration counter AC is incremented by 1, and it is determined that there is accelerator fluctuation due to road surface unevenness. If not, the process proceeds to step S904.

  The reference value A1 in step S902 indicates the maximum accelerator opening change amount that does not cause vehicle fluctuation when the throttle is controlled to be opened. As for the second reference value A2, there is clearly an acceleration command intended by the driver as a measure for canceling the smoothing process and prioritizing the driving operation when the accelerator opening smoothing process is being executed. Accelerator depression more than a predetermined value that is determined to have been detected is detected. As a result, it has both functions of suppressing torque fluctuations by detecting road surface unevenness and giving priority to the driving operation intended by the driver during sudden acceleration when sudden avoidance is required, and further improving driving operability. It becomes possible.

  In step S904, it is determined whether or not ΔAP is equal to or less than the reference value D1 on the accelerator return side. If it is determined that the predetermined accelerator return amount is obtained, the process proceeds to step S905, and the deceleration counter DE is incremented by one. It is determined that there is accelerator fluctuation due to road surface unevenness.

  The determination value D1 in step S904 indicates the maximum accelerator opening change amount that does not cause torque fluctuation when the throttle is controlled to be closed.

  If the predetermined accelerator return amount is not reached in step S904, it is determined that there is no accelerator fluctuation due to road surface unevenness.

  Thereafter, returning to FIG. 2, in step S206, it is determined whether or not there is accelerator fluctuation. If it is determined that there is no accelerator fluctuation, the process proceeds to step S219 where no smoothing process is performed, and the target accelerator opening degree Tap is calculated. Since this target accelerator opening is based on the actual accelerator opening operated by the driver, in this step, Tap (n) = AP (n) is obtained, and in the next step S220, the smoothing history is obtained. The flag F is set to “0” and reset.

  On the other hand, if it is determined in step S206 that the accelerator has changed, the process proceeds to step S208, and it is confirmed whether the annealing history flag F has executed the previous annealing process (that is, whether F = 1). In the case of 1, the process proceeds to step S213, where the accelerator opening changes from the previous detection to the reverse operation of the current detection, the accelerator opening / closing change (the previous acceleration counter AC is increased by 1UP, the current deceleration counter DE is increased by 1UP, or the previous deceleration When the counter DE is incremented by 1 and this time the acceleration counter AC is incremented by 1 UP), ΔTap = ΔAP is set in step S212 in order to follow the actual opening of the accelerator.

  On the other hand, if the accelerator opening / closing change is not detected in step S213, the current value Tap (n) and the previous value Tap (n) of the target accelerator opening degree Tap are continued in step S214 in order to continue the smoothing process. -1) is calculated by the following equation, and then the process proceeds to step S215.

    ΔTap = Tap (n) −Tap (n−1)

  On the other hand, if the smoothing history flag F is other than 1 (= 0) in step S208, the road surface unevenness determination counter Ct is subtracted by a predetermined value in step S209. This subtraction value is, for example, Ct = 2 [s], and the road surface unevenness determination counter Ct becomes 0 at 2 [s] based on the control period so as to detect the accelerator fluctuation in 2 [s]. Set the value.

  In step S210, it is determined whether or not the timer is completed (Ct = 0). If Ct = 0 is not satisfied, it is determined that the countdown for road surface unevenness determination is in progress, and the target accelerator is determined in step S219. The opening degree Tap (n) is set as an accelerator opening degree detection value AP (n).

  When Ct = 0, the process proceeds to step S211, and it is determined whether or not the acceleration counter AC exceeds the predetermined number of times CAC and the deceleration counter DE exceeds the predetermined number of times CDE for a predetermined time (2 [s]). When both are exceeded, it progresses to step S212, and when that is not right, it judges that a road surface state is favorable, progresses to S219, and does not implement an annealing process.

  Here, the predetermined number of times CAC and CDE is set according to the number of times of opening and closing the accelerator in a predetermined time on a rough road where the vehicle body vibration is generated by road surface unevenness and the driving operation becomes difficult.

  In step S212, since the first smoothing process is executed from the state without the accelerator smoothing process, ΔAP calculated in step S205 is used, and the target accelerator opening deviation ΔTap necessary for the smoothing calculation is set as ΔTap = ΔAP. Set, and proceed to step S215.

  Next, in step S215, the smoothing coefficient is read from the ECU 103. However, when the traveling transmission 102 is at a low gear position, an excessive popping feeling or deceleration with respect to a predetermined throttle change compared to the high gear position. Since the body vibration is large with a feeling, the smoothing coefficient corresponding to the shift speed is read from the ROM so as to increase as the shift speed becomes lower, and is used for processing. As a result, it is possible to suppress excessive torque at a low gear position, and further improve running performance and driving operability. Note that the current speed is detected according to an input signal to the ECU 103 from the rotation sensor 110 and the vehicle speed sensor signal 113 and an instruction shift stage from the ECU 103 to the transmission 102.

  Next, in step S216, the smoothing calculation is executed according to the following equation.

    Tap (n) = Tap (n−1) + ΔTap × K (1)

  Here, the smoothing coefficient K is a smoothing coefficient set in advance for each shift stage, and is a value less than 1 that reduces torque fluctuation.

  In step S217, the smoothing history flag F is set to “1” for smoothing execution. Next, in step S218, the accelerator depression number counter AC, the accelerator return number counter DE, and the rough road determination counter Ct are initialized.

  Next, in step S221, a required torque Ttrq for calculating a torque required for the internal combustion engine is obtained based on the target accelerator opening degree Tap shown in FIG. The final required torque TEtrq is calculated.

    TEtrq = Ttrq + αtrq (2)

  Here, α trq represents the total sum of the required torque for the internal combustion engine that is not operated by the direct driver, such as the basic torque for maintaining idle during no-load idling, the electric load, the required torque when operating the air conditioner, and the dashpot correction amount.

  Next, the target throttle opening degree Tth is obtained from the final required torque TEtrq and the engine speed from the target throttle opening degree map of FIG.

  Finally, in step S222, the ECU 103 outputs a drive signal to the throttle drive motor 109 and feeds back the output signal of the throttle opening sensor 108 so that the throttle opening is based on the target throttle opening Tth. The throttle drive motor 109 is adjusted and driven so as to reach the target throttle opening Tth.

The effect of the above control process will be described with reference to the timing chart of FIG.
In FIG. 6, the horizontal axis is time t, and the behavior of each time change of the target accelerator opening and the engine speed when the smoothing process is performed after the road surface unevenness determination is compared with the case without the smoothing process.
In the absence of the annealing process, when the accelerator changes due to road disturbance, the target accelerator opening also changes greatly accordingly, and therefore the engine speed also changes greatly.

  On the other hand, according to the present embodiment, the road surface unevenness determination is performed for the accelerator fluctuation due to such road surface disturbance, the smoothing process is executed, and the accelerator fluctuation is suppressed. Speed fluctuation can be suppressed. As described above, according to the present embodiment, even if there is an accelerator fluctuation that is not intended by the driver on a rough road, the fluctuation of the internal combustion engine can be suppressed, and traveling performance and driving operability can be ensured.

  In addition, with the smoothing coefficient K used in the processing of step S216, torque fluctuation due to accelerator opening / closing operation on a rough road is not always uniform on the accelerator depression side and the accelerator return side, so that torque fluctuation suppression of the internal combustion engine is suppressed. If it is possible to set different values in the easy direction when depressing and returning, it is possible to expect a highly accurate torque fluctuation suppressing effect with a higher degree of freedom of setting.

  According to the present invention, the road surface state is determined based on the change in the accelerator opening, and only when the road surface is determined to be a rough road, the accelerator opening is smoothed by performing the predetermined smoothing process on the accelerator opening signal, and the target The throttle opening is controlled on the basis of the suppressed target accelerator opening so as to suppress the fluctuation of the accelerator opening. In order to suppress the output fluctuation of the vehicle drive device even if there is an unintended accelerator fluctuation, good driving performance and driving operability are ensured.

  Further, when the vehicle drive device is an internal combustion engine, unnecessary fluctuations in the amount of intake air to the internal combustion engine due to throttle fluctuations can be prevented, and excess fuel injection for transient correction can be suppressed. Fuel consumption is improved.

  When the vehicle drive device is an electric motor, it is possible to suppress transient motor current and reduce unnecessary power consumption.

  Further, the present invention has the same configuration as that of the conventional device, and has an inexpensive configuration that does not require the addition of a special device for having this function.

Embodiment 2. FIG.
In the above-described first embodiment, the example in which the smoothing process using the smoothing coefficient is performed in the throttle response speed changing unit 103b has been described. However, the same effect can be obtained by performing the delay process as the smoothing process. can get.

  Hereinafter, a second embodiment of the present invention in which a delay value is used for the throttle response speed changing means 103b will be described with reference to FIGS. 1 and 3 and FIG.

FIG. 7 is a flowchart showing the processing operation according to the second embodiment of the present invention, and specifically shows the delay processing of the throttle response speed changing means 103b executed by the ECU 103 of FIG.
In FIG. 7, steps S701 to S711 and S718 to S723 are equivalent to steps S201 to S211 and S217 to S222 described above (see FIG. 2).
Further, the processing routine of FIG. 7 is executed at predetermined time intervals as described above.

  In FIG. 7, following step S711, a delay timer DT for delay processing is set in S712.

  In step S713, an initial value is set as the AP value. Here, the set target accelerator pedal opening Tap value is not changed until a delay timer DT described later becomes zero.

  Next, in step S714, it is determined whether or not the delay timer DT is 0. If it is 0, the process proceeds to step S717, and if it is not 0, the process proceeds to step S715.

  In step S717, since the delay timer has expired, the AP value stored in the RAM before the delay timer time (before DT time) is read out and set as the target accelerator opening degree Tap.

  In step S715, for example, if the delay timer set value DT for reducing torque fluctuation is set to 500 [ms], a subtraction value that sets the delay timer set value DT to 0 at 500 [ms] is set based on the control cycle. .

The effect of the above control process will be described with reference to the timing chart of FIG.
In FIG. 8, the horizontal axis is time t, and the behavior of each time change of the target accelerator opening degree and the engine speed after execution of the delay process after the road surface unevenness determination is compared with the case without the delay process. When there is no delay process, the accelerator fluctuates due to road disturbance.

  On the other hand, in this embodiment, since the delay process is performed, the road surface unevenness determination is performed for the accelerator fluctuation due to the road surface disturbance, and as a result, the delay process is executed and the accelerator fluctuation is suppressed, resulting in the engine rotation. Speed fluctuation can be suppressed. In this way, even if there is an accelerator fluctuation unintended by the driver on a rough road, the fluctuation of the internal combustion engine is suppressed, and traveling performance and driving operability are ensured.

  In the delay timer DT used in the processing of step S712, the torque fluctuation accompanying the accelerator opening / closing operation on the rough road is not always uniform on the accelerator depression side and the accelerator return side, so that the torque fluctuation of the internal combustion engine can be easily suppressed. If a different value is set at the time of depressing and returning, a highly accurate torque fluctuation suppressing effect with a higher degree of freedom of setting can be expected.

  In the first and second embodiments described above, the vehicle drive device is an internal combustion engine, but the present invention may be applied to an electric motor instead. Needless to say, the same effect can be obtained in this case.

It is a block diagram which shows roughly the vehicle control apparatus which concerns on Embodiment 1 of this invention. It is a flowchart which shows the control action of the vehicle control apparatus which concerns on Embodiment 1 of this invention. It is a block diagram which shows the function structure of the vehicle control apparatus which concerns on Embodiment 1 of this invention. It is explanatory drawing which showed an example of the request | requirement torque map in the vehicle control apparatus which concerns on Embodiment 1 of this invention. It is explanatory drawing which showed an example of the target throttle opening map in the vehicle control apparatus which concerns on Embodiment 1 of this invention. It is a timing chart for demonstrating the effect of the control action by the vehicle control apparatus which concerns on Embodiment 1 of this invention. It is a flowchart which shows the control action of the vehicle control apparatus which concerns on Embodiment 2 of this invention. It is a timing chart for demonstrating the effect of control action by the vehicle control apparatus which concerns on Embodiment 2 of this invention. It is a flowchart which shows a part of control operation of the vehicle control apparatus which concerns on Embodiment 1 of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 101 Internal combustion engine, 102 Transmission, 103 ECU, 103a Road surface unevenness detection means, 103b Throttle response speed change means, 103c Throttle control means, 104 Intake pipe, 105 Exhaust pipe, 106 Air cleaner, 107 Throttle opening sensor, 108 Throttle, 109 Throttle Drive motor, 110 rotation sensor, 111 accelerator opening sensor, 112 brake switch, 113 vehicle speed sensor, 114 shift lever selector.

Claims (5)

Accelerator opening detecting means for detecting the accelerator opening of the vehicle drive device;
Throttle control means for controlling the throttle opening of the vehicle drive device based on an accelerator opening signal by the accelerator opening detection means;
Gear position detecting means for detecting a gear position of the transmission of the vehicle drive device;
Road surface unevenness detecting means for determining that there is unevenness on the road surface when the opening and closing exceeding a predetermined amount by the detection value by the accelerator opening detection means is repeated a plurality of times;
When road surface unevenness is detected by the road surface unevenness detecting means, a predetermined smoothing process is performed on the accelerator opening signal to suppress fluctuations in the target accelerator opening, and the change in the accelerator opening Throttle response speed changing means for changing the response speed of the throttle opening, and
Further, the throttle response speed changing means changes the speed so as to increase as the shift speed becomes lower .   The throttle response speed changing means performs a predetermined delay process as the smoothing process for the accelerator opening signal for controlling the throttle opening when the road surface unevenness is detected by the road surface unevenness detecting means. The vehicle control device according to claim 1.   The throttle response speed changing means cancels a change in response speed of the throttle opening relative to a change in the accelerator opening when an accelerator opening signal by the accelerator opening detecting means is larger than a predetermined value. The vehicle control device according to claim 1 or 2.   The throttle response speed changing means cancels a change in the response speed of the throttle opening with respect to a change in the accelerator opening when detecting that the accelerator opening signal by the accelerator opening detecting means is fully closed. The vehicle control device according to claim 1, wherein: Brake depression detecting means for detecting whether or not the brake is depressed is further provided,
The throttle response speed changing means cancels the change in the throttle opening response speed with respect to the accelerator opening change when the brake depression detecting means detects that the brake is being depressed. The vehicle control device according to any one of claims 1 to 4.

Images