JP4835295B2 - Vehicle driving force control device - Google Patents

Description

  The present invention relates to a driving force control device for a vehicle capable of smoothly following a preceding vehicle when there is a preceding vehicle traveling in front of the host vehicle.

  For example, a device described in Patent Document 1 is known as a device capable of causing the host vehicle to travel so as to follow the preceding vehicle. The apparatus described in Patent Document 1 includes an inter-vehicle distance sensor that detects an inter-vehicle distance between the host vehicle and a preceding vehicle, and the host vehicle is based on the inter-vehicle distance detected by the inter-vehicle distance sensor and its change state. Determine the target acceleration. Based on the difference between the target acceleration and the longitudinal acceleration detected by the vehicle longitudinal acceleration sensor, the acceleration / deceleration device that accelerates or decelerates the host vehicle is controlled.

Such a device is generally called ACC (Adaptive Cruise Control). When the host vehicle is equipped with such a device, when the host vehicle travels following the preceding vehicle, the driver can operate the accelerator. Since it is not necessary to perform the brake operation, the operation burden on the driver can be reduced.
Special opening and closing 3-295000 gazette

  On the other hand, when the vehicle does not include the device as described above, or when the vehicle has not been activated, the driver himself operates the accelerator pedal or the brake pedal, Adjust the acceleration.

  For example, it is assumed that the driver follows the preceding vehicle that travels ahead by his / her driving operation, and causes his / her vehicle to travel. In this case, the driver of the host vehicle first adjusts the amount of depression of the accelerator pedal so as to maintain an appropriate inter-vehicle distance from the preceding vehicle according to the separation / approach state with the preceding vehicle. Therefore, when traveling following the preceding vehicle, it can be said that (most of) the motion state in the front-rear direction of the host vehicle is substantially determined by the separation / approach state of the preceding vehicle.

  For example, when the preceding vehicle goes away and the driver of the own vehicle tries to catch up with the preceding vehicle, the driver increases the speed of the own vehicle by performing an operation of increasing the accelerator pedal. On the other hand, when the preceding vehicle approaches, the driver of the host vehicle performs a return operation of the accelerator pedal to reduce the speed of the host vehicle.

  Here, a driver who is proficient in driving operation can perform such a step-up operation and return operation of the accelerator pedal in detail. Therefore, when such a driver is driving the vehicle, the driver feels a sudden approach to the preceding vehicle by depressing the accelerator pedal, or by returning the accelerator pedal. Sudden engine braking is not applied and you will not feel unintentional distance from the vehicle ahead.

  On the other hand, a driver who is not familiar with the driving operation and has a rough accelerator pedal depressing operation and a returning operation easily changes the vehicle motion state in the front-rear direction. For this reason, the acceleration in the front-rear direction is suddenly increased by depressing the accelerator pedal, and a sudden approach to the preceding vehicle is felt against the intention, or sudden engine braking is applied by returning the accelerator pedal. There is a problem of feeling away from the preceding vehicle without doing so.

  The present invention has been made in view of the above points, and when the driver himself / herself operates the accelerator pedal to drive the host vehicle so as to follow the preceding vehicle, the movement of the host vehicle in the front-rear direction is performed. It is an object of the present invention to provide a vehicle driving force control device that can prevent a sudden change in state and can smoothly follow a preceding vehicle.

In order to achieve the above object, a driving force control apparatus for a vehicle according to claim 1 comprises:
An inter-vehicle distance detecting means for detecting an inter-vehicle distance between the preceding vehicle and the host vehicle;
Depression amount detection means for detecting the depression amount of the accelerator pedal by the driver of the own vehicle;
A target driving force calculating means for calculating a target driving force based on at least an accelerator pedal depression amount by a driver;
When there is a preceding vehicle ahead of the host vehicle and the absolute value of the differential value of the accelerator pedal depression amount is greater than or equal to a predetermined value, the correction amount corresponding to the distance between the vehicle and the preceding vehicle is used as the target driving force. In addition, the driving force control means for controlling the driving force of the host vehicle according to the corrected target driving force ,
The driving force control means adds a negative correction amount to the target driving force as a correction amount according to the inter-vehicle distance when the driver depresses the accelerator pedal while the host vehicle is moving away from the preceding vehicle. The target driving force is corrected to decrease, and when the driver returns the accelerator pedal in a state where the host vehicle is approaching the preceding vehicle, a positive correction amount is set as a correction amount according to the inter-vehicle distance. By adding to the driving force, the target driving force is increased and corrected .

When the host vehicle is following the preceding vehicle and the absolute value of the differential value of the accelerator pedal depression amount by the driver is greater than or equal to a predetermined value, the accelerator pedal operation is rough. There is a high possibility that excessive acceleration / deceleration will occur in the host vehicle. For this reason, in the vehicle driving force control apparatus according to claim 1, a correction amount corresponding to the distance between the vehicle and the preceding vehicle is added to the target driving force determined based on the depression amount of the accelerator pedal. The driving force of the host vehicle is controlled according to the corrected target driving force.

  Thereby, the change of the target drive force determined based on the depression amount of an accelerator pedal can be suppressed, and as a result, the sudden change of the motion state in the front-back direction of the own vehicle can be prevented. By preventing sudden changes in the motion state, it is possible to reduce the frequency with which the driver performs the correction operation of the accelerator pedal operation and to make the host vehicle smoothly follow the preceding vehicle. become. In addition, by setting the correction amount according to the distance between the vehicle and the preceding vehicle, the correction amount is optimized so as not to feel a sudden approach to the preceding vehicle or a sense of distance from the preceding vehicle as much as possible. Can be planned.

Here, in a state in which the host vehicle is moving away from the preceding vehicle, the driver usually attempts to increase the accelerator pedal to bring the host vehicle closer to the preceding vehicle. At this time, a driver who is not familiar with the driving operation may greatly increase the accelerator pedal. For this reason, the target driving force determined based on the depression amount of the accelerator pedal is corrected to decrease using a negative correction amount. Thus, the host vehicle can gently approach the preceding vehicle, and the driver can be prevented from feeling a sudden approach to the preceding vehicle.
In the state where the host vehicle is approaching the preceding vehicle, the driver usually performs the operation of returning the accelerator pedal to suppress the degree of approach to the preceding vehicle and maintain the inter-vehicle distance from the preceding vehicle. And At this time, a driver who is not proficient in driving operation may greatly return the accelerator pedal. Therefore, the target driving force determined based on the depression amount of the accelerator pedal is increased and corrected using a positive correction amount. Thus, the host vehicle can be prevented from decreasing the target driving force until the host vehicle is separated from the preceding vehicle, and the driver can be prevented from feeling away from the preceding vehicle.

As described in claim 2 , the negative correction amount is calculated by multiplying the inter-vehicle distance by a gain, and the gain is set such that the absolute value of the negative correction amount increases as the inter-vehicle distance decreases. It is preferable. Thus, if the negative correction amount is calculated by multiplying the inter-vehicle distance by the gain, the correction amount can be determined according to the inter-vehicle distance. And, by setting the gain so that the absolute value of the negative correction amount becomes larger as the inter-vehicle distance is shorter, the target driving force is greatly decreased and corrected as the inter-vehicle distance is shorter. It can suppress that the driver | operator of the own vehicle feels a sudden approach to a preceding vehicle.

As described in claim 3 , the positive correction amount is calculated by multiplying the inter-vehicle distance by a gain, and the gain is set such that the absolute value of the positive correction amount decreases as the inter-vehicle distance decreases. It is preferable. Thus, if a positive correction amount is calculated by multiplying the inter-vehicle distance by the gain, the correction amount can be determined according to the inter-vehicle distance. And, by setting the gain so that the absolute value of the positive correction amount becomes smaller as the inter-vehicle distance becomes shorter, the degree of suppression of the decrease in the target driving force can be reduced as the inter-vehicle distance becomes shorter. It becomes easy to maintain an appropriate inter-vehicle distance from the preceding vehicle.

According to a fourth aspect of the present invention , there is provided gaze direction detection means for detecting the gaze direction of the driver of the host vehicle, and the driving force control means is correct when the gaze direction of the driver is not directed to the preceding vehicle. It is preferable to stop adding the amount of correction to the target driving force. When the driver's line-of-sight direction does not face the preceding vehicle, the driver of the host vehicle may not be aware of the preceding vehicle. In such a case, in order to increase the safety of the host vehicle, it is effective to set the target driving force so as to decelerate the host vehicle as much as possible.

The vehicle driving force control device according to claim 5 is provided.
When a preceding vehicle is present in front of the host vehicle, in the driver's field of view of the host vehicle, a field angle detection unit that detects a field angle occupied by the preceding vehicle;
Depression amount detection means for detecting the depression amount of the accelerator pedal by the driver in the host vehicle,
A target driving force calculating means for calculating a target driving force based on at least an accelerator pedal depression amount by a driver;
When there is a preceding vehicle in front of the host vehicle and the absolute value of the differential value of the accelerator pedal depression amount is a predetermined value or more, a correction amount corresponding to the differential value of the viewing angle is added to the target driving force, Driving force control means for controlling the driving force of the host vehicle according to the corrected target driving force ,
When the driver depresses the accelerator pedal in a state where the sign of the differential value of the viewing angle is negative and the host vehicle is moving away from the preceding vehicle, the driving force control means sets the differential value of the viewing angle. By adding a negative correction amount as a corresponding correction amount to the target driving force, the target driving force is corrected to decrease, the sign of the differential value of the viewing angle is positive, and the host vehicle is approaching the preceding vehicle In the state, when the driver returns the accelerator pedal, the target driving force is increased and corrected by adding a positive correction amount to the target driving force as a correction amount according to the differential value of the viewing angle. .

It is considered that the driver of the host vehicle feels the feeling of approaching to the preceding vehicle and the feeling of being away from the preceding vehicle by changing the viewing angle occupied by the preceding vehicle. Therefore, the vehicle driving force control means according to claim 5 detects the viewing angle that the preceding vehicle occupies in the driver's field of view, and sets the correction amount for the target driving force according to the differential value of the viewing angle. It was decided to set. Even in this case, when the operation of the accelerator pedal by the driver is rough, a change in the target driving force determined based on the depression amount of the accelerator pedal can be suppressed. As a result, it is possible to prevent a sudden change in the motion state in the front-rear direction of the host vehicle.

In the driver's field of view, the viewing angle occupied by the preceding vehicle can be approximately detected by dividing the vehicle width of the preceding vehicle by the inter-vehicle distance, as described in claim 6 .

The driving force control means calculates the correction amount according to the differential value of the viewing angle by multiplying the differential value of the viewing angle by a gain determined according to the differential value of the viewing angle. It is preferable to do. In this way, when the viewing angle is small, that is, when the host vehicle is moving away from the preceding vehicle, the differential value of the viewing angle becomes a negative value. A correction amount can be obtained. Accordingly, when the driver performs an operation of increasing the accelerator pedal, the host vehicle can be brought closer to the preceding vehicle gently. On the other hand, when the viewing angle is large, that is, when the host vehicle is approaching the preceding vehicle, the differential value of the viewing angle is a positive value, and a positive correction amount is obtained by multiplying it by a gain. be able to. Therefore, when the driver performs the accelerator pedal return operation, it becomes easy to appropriately maintain the inter-vehicle distance between the host vehicle and the preceding vehicle.

As described in claim 8 , the driving force control means uses a constant gain when the differential value of the viewing angle is negative, and when the differential value of the viewing angle is positive, A correction amount corresponding to the differential value of the viewing angle may be calculated using a gain that decreases as the differential value increases.

  When a constant gain is used when the differential value of the viewing angle is negative, the negative correction amount can be increased as the separation of the preceding vehicle from the host vehicle proceeds more rapidly. In most cases, the differential value of the viewing angle is negative and the absolute value is large corresponds to the separation in a state where the inter-vehicle distance is short. As a result of the constant gain, the shorter the inter-vehicle distance, the more rapid the target driving force can be suppressed when the accelerator pedal is further depressed.

  On the other hand, when the differential value of the viewing angle is positive, if the gain that decreases as the differential value of the viewing angle increases, the change in the positive correction amount increases as the differential value of the viewing angle increases. Can be small. The positive correction amount acts in the direction of increasing the driving force of the vehicle when the driver performs the return operation of the accelerator pedal, but the differential value of the viewing angle is positive and the value is large. In most cases, this corresponds to an approach with a short inter-vehicle distance. Therefore, reducing the gain with the increase in the differential value of the viewing angle makes it easier to drive at an appropriate inter-vehicle distance as the inter-vehicle distance is shorter.

Since the effect of the invention described in claim 9 is the same as that of the invention described in claim 4 , the description is omitted.

According to a tenth aspect of the present invention , the driver of the host vehicle includes a measuring unit that measures an elapsed time since the start of driving, and a gain changing unit that changes the gain according to the elapsed time. Anyway. If the driver is tired after long-time driving, the operation of the accelerator pedal is considered to be rougher. Therefore, it is preferable to change the correction amount for correcting the target driving force based on the accelerator pedal operation.

(First embodiment)
A vehicle driving force control apparatus according to a first embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a configuration diagram illustrating a configuration of a vehicle driving force control apparatus according to the present embodiment.

  As shown in FIG. 1, the driving force control device includes an engine control device 6 and a control device 5 that outputs a transmission output command value to an automatic transmission control device (transmission) 7.

  The engine control device 6 controls the operating state of an engine (not shown) based on the transmission output command value given from the control device 5. Specifically, the fuel injection amount, ignition timing, the opening degree of a throttle valve provided in the intake pipe of the engine, and the like are controlled. The automatic shift control device 7 controls the shift state of an automatic transmission (not shown), and operates in cooperation with the engine control device 6 described above, thereby responding to a transmission output command value given from the control device 5. The output can be output from the output shaft of the transmission. The output shaft of the transmission is connected to drive wheels of the vehicle, and a driving force corresponding to the output command value instructed by the control device 5 is generated in the vehicle.

  When a rough accelerator operation is performed when the control apparatus 5 drives the own vehicle so that the preceding vehicle exists in front of the own vehicle and the driver of the own vehicle follows the preceding vehicle Even so, an appropriate transmission output command value is calculated so that the driver of the host vehicle does not feel a sudden approach or feeling away from the preceding vehicle. This is output to the automatic transmission control device 7.

  In order to detect the approach / separation state with the preceding vehicle, the driving operation state of the driver of the host vehicle, the driving state of the host vehicle, and the like, detection signals of various sensors are input to the control device 5. The Specifically, a vehicle speed sensor 1 that detects the traveling speed of the host vehicle, an inter-vehicle distance sensor 2 that detects an inter-vehicle distance from the preceding vehicle, an accelerator sensor 3 that detects the amount of depression of an accelerator pedal by the driver of the host vehicle, And the detection signal from the gaze detection sensor 4 etc. which detects the gaze direction of the driver | operator of the own vehicle is input into the control apparatus 5. FIG. The control device 5 calculates an appropriate transmission output command value based on these detection signals.

  Hereinafter, the calculation method of the transmission output command value executed by the control device 5 will be described in detail. First, when calculating the transmission output command value, the control device 5 calculates a basic command value for transmission output. In principle, this basic command value is calculated from a map shown in FIG. 2, for example, based on the accelerator pedal depression amount and the vehicle speed.

  FIG. 2 is a map showing the relationship among the accelerator pedal depression amount, the vehicle speed, and the basic command value of the transmission output. As shown in FIG. 2, if the vehicle speed is the same, a larger basic command value is calculated as the amount of depression of the accelerator pedal is larger, and if the amount of depression of the accelerator pedal is the same, as the vehicle speed is larger, The map is set so that a small basic command value is calculated.

  When the host vehicle does not travel following the preceding vehicle, that is, when there is no preceding vehicle, the basic command value of the transmission output calculated by the map shown in FIG. To the engine control device 6 and the automatic transmission control device 7.

  However, when the host vehicle travels following the preceding vehicle, the basic command value of the transmission output is corrected and output as necessary. A driver who is not proficient in driving operation and has a rough accelerator pedal depressing operation or returning operation can easily change the vehicle's front-rear motion state when trying to follow the preceding vehicle. Because. Specifically, the acceleration in the front-rear direction of the host vehicle is suddenly increased by depressing the accelerator pedal, and a sudden approach to the preceding vehicle is felt unintentionally, or the engine is suddenly operated by returning the accelerator pedal. The brakes are applied and you may feel unintentionally away from the preceding vehicle.

  Here, the difference in driving operation between a skilled driver who is familiar with driving operation and an unskilled driver who is unfamiliar with driving operation, and as a result, when the host vehicle tries to follow the preceding vehicle Differences in the traveling state of the own vehicle that occur will be described.

  FIG. 3A shows that when the driver of the own vehicle is an expert driver and the expert driver is following the preceding vehicle on a general road or a highway, the preceding vehicle is accelerated and moved away. Therefore, when the accelerator pedal is depressed to catch up with it, and when the catch-up is completed and the accelerator pedal is returned, the amount of depression of the accelerator pedal, the vehicle speed of the preceding vehicle, the vehicle speed of the host vehicle, the front and rear of the host vehicle It is a graph which shows the change of the acceleration of a direction, and the inter-vehicle distance of the own vehicle and a preceding vehicle. FIG. 3B shows the viewing angle occupied by the preceding vehicle and the time differential waveform in the field of view of the skilled driver at this time.

  FIGS. 4A and 4B are graphs showing changes in various parameters similar to FIGS. 3A and 3B when the driver of the host vehicle is an unskilled driver.

  In the driver's field of view, the viewing angle occupied by the preceding vehicle can be approximately calculated by dividing the vehicle width of the preceding vehicle by the inter-vehicle distance to the preceding vehicle. The relationship between the approximate value of the viewing angle and the inter-vehicle distance is as shown in FIG. In FIG. 5, the viewing angle was calculated with the vehicle width of the preceding vehicle set at 1.8 m. As shown in FIG. 5, the longer the inter-vehicle distance to the preceding vehicle, the smaller the viewing angle occupied by the preceding vehicle in the field of view of the driver of the host vehicle.

  FIG. 6 shows the relationship between the inter-vehicle distance to the preceding vehicle and the approximate value of the derivative of the viewing angle, using the relative speed between the preceding vehicle and the host vehicle as a parameter. The approximate value of the derivative of the viewing angle was obtained by (−1) × the vehicle width of the preceding vehicle / (the square of the inter-vehicle distance) × the relative speed. The vehicle width of the preceding vehicle was 1.8 m.

  In FIG. 6, there are a total of six curves, but in the order from the top, the relative speeds are 30, 20, 10, -10, -20, and -30 km / h. The sign of the relative speed is positive when the preceding vehicle moves away. The sign of the viewing angle differential is negative when the viewing angle occupied by the preceding vehicle is gradually reduced. As shown in FIG. 6, when the relative speed is constant, the absolute value of the differential value of the viewing angle decreases as the inter-vehicle distance increases. When the inter-vehicle distance is constant, the absolute value of the differential value of the viewing angle increases as the relative speed increases.

  Referring again to FIG. 3A, it can be seen that the change in the accelerator pedal operation of the skilled driver is smooth. The accelerator pedal correction operation is also performed smoothly. As a result, the change in acceleration in the front-rear direction of the host vehicle becomes smooth, and there is no significant inflection point. This is because the skilled driver can operate the accelerator pedal in a fine and precise manner so that the vehicle moves as intended. For this reason, as shown in FIG. 3B, in the driver's field of view, the viewing angle occupied by the preceding vehicle is also gradually changing, and it is expected that a sudden approaching feeling or the like is not felt.

  On the other hand, referring to FIG. 4A, it can be seen that the accelerator pedal operation of the unskilled driver is rougher than that of the skilled driver. Therefore, the correction operation of the accelerator pedal tends to be large. As a result, the change in the longitudinal acceleration of the host vehicle is abrupt as compared to the case shown in FIG. 3A, and there is an obvious inflection point. For this reason, the change gradient of the viewing angle shown in FIG. 4B is steeper than the change gradient of the viewing angle shown in FIG. It is easy to feel away from the vehicle. This is supported by the fact that the differential value of the viewing angle changes more greatly in the case of FIG. 4B than in the case of FIG. 3B.

  Further, in FIG. 7A, the inter-vehicle distance from the preceding vehicle and the longitudinal acceleration of the host vehicle are plotted in an XY graph while the skilled driver shown in FIG. 3A is driving the host vehicle. Results are shown. FIG. 7 (b) shows the result of XY graphing the viewing angle of the skilled driver and the longitudinal acceleration of the host vehicle shown in FIG. 3 (b). The skilled driver's driving has a high correlation coefficient between the inter-vehicle distance and the longitudinal acceleration and the correlation coefficient between the viewing angle and the longitudinal acceleration, both exceeding 0.8. The reason why the correlation coefficient becomes high is that the skilled driver can finely operate the accelerator pedal, so that the change in the longitudinal acceleration of the host vehicle is smooth and there is no inflection point.

  FIG. 8A shows the result of XY graphing the inter-vehicle distance from the preceding vehicle and the longitudinal acceleration of the host vehicle while the unskilled driver shown in FIG. 4A is driving the host vehicle. Indicates. FIG. 8B shows the result of XY graphing of the field angle of the unskilled driver shown in FIG. 4B and the longitudinal acceleration of the host vehicle. The unskilled driver has neither the correlation coefficient between the inter-vehicle distance and the longitudinal acceleration, nor the correlation coefficient between the viewing angle and the longitudinal acceleration, which is as high as that of the skilled driver. The reason for this is that in the case of an unskilled driver, the accelerator pedal is depressed suddenly and the rise of the longitudinal acceleration is steep, or the accelerator pedal is returned and the operation is suddenly reduced. This is because there is a steep fall of the vehicle, and there is a fluctuation in the longitudinal acceleration when the accelerator pedal is corrected.

  In this way, even if an unskilled driver tries to follow the preceding vehicle, the acceleration in the longitudinal direction is likely to fluctuate greatly due to the rough accelerator pedal operation. It is easy to feel a sense of approach and distance from the preceding vehicle.

  Therefore, in the driving force control apparatus according to the present embodiment, when a preceding vehicle is present in front of the host vehicle and the differential value of the accelerator pedal depression amount is equal to or greater than a predetermined value, the inter-vehicle distance from the preceding vehicle In addition to the basic command value of the transmission output described above, the fluctuation amount of acceleration / deceleration in the front-rear direction of the host vehicle is suppressed.

  Hereinafter, the control process in the control device 5 will be described focusing on the calculation method of the correction amount to be added to the basic command value of the transmission output.

  FIG. 9 is a functional block diagram showing the relationship between various functions executed by the control device 5 in blocks.

  First, the transmission output command value calculation unit 10 uses the map as shown in FIG. 2 based on the accelerator pedal depression amount detected by the accelerator sensor 3 and the vehicle speed detected by the vehicle speed sensor 1 to transmit the transmission output. The basic command value of is calculated.

  The accelerator pedal depression amount is also given to the differential calculation processing unit 11, and a differential value of the accelerator pedal depression amount is calculated. The differential value of the accelerator pedal depression amount is given to the determination unit 12, and the determination unit 12 compares it with a predetermined value. This predetermined value is for determining whether or not the differential value of the accelerator pedal depression amount is large, that is, whether or not the driver's accelerator pedal operation is rough. When the determination unit 12 determines that the absolute value of the differential value of the accelerator pedal depression amount is equal to or greater than a predetermined value, the determination unit 12 provides a permission signal to the correction amount calculation unit 16. When this permission signal is given, the correction amount calculation unit 16 can calculate the correction amount and output it to the addition unit 17.

  Thus, only when the driver's accelerator pedal operation is rough, the basic command value of the transmission output is corrected by the correction amount from the correction amount calculation unit 16. For this reason, when the skilled driver drives the own vehicle, the basic command value of the transmission output is basically not corrected, and the driving force as intended by the skilled driver can be generated. .

  As described above, the viewing angle calculation unit 13 occupies the preceding vehicle in the driver's field of view based on the vehicle width (about 1.8 m) of the preceding vehicle and the distance between the preceding vehicle and the preceding vehicle. Approximate the viewing angle. The approximate value of the viewing angle is given to the differential calculation processing unit 14. The differential calculation processing unit 14 calculates a differential value of the viewing angle. Of course, the differential calculation processing unit 14 may obtain an approximate value of the derivative of the viewing angle in accordance with the above-described formula. In this case, the relative speed can be calculated from a change in the inter-vehicle distance.

  The differential value (or approximate value) of the viewing angle is given to the control gain calculator 15. Based on the differential value of the viewing angle, the control gain calculation unit 15 calculates a control gain according to the differential value of the viewing angle using the gain map shown in FIG.

  Here, the control gain map of FIG. 10 will be described. The horizontal axis of FIG. 10 is the viewing angle differential value φd, and the control gain is determined according to the viewing angle differential value φd. However, the tendency of the determined control gain differs depending on whether the differential value φd of the viewing angle is negative or positive.

  First, when the differential value φd of the viewing angle is negative, that is, when the viewing angle occupied by the preceding vehicle gradually decreases, the gain is set to a constant value (500). In the driving region where the driving force control according to the present embodiment is activated, the differential value φd of the viewing angle becomes negative when the preceding vehicle is accelerating and moving away from the own vehicle. The differential value φd of the viewing angle becomes smaller as the relative speed is smaller and the inter-vehicle distance is longer.

  When the state in which the preceding vehicle is accelerating and moving away from the host vehicle continues for a certain period of time, the driver depresses the accelerator pedal to catch up with the preceding vehicle. At this time, the sign of the differential value φd of the viewing angle is negative and the sign of the control gain is positive. Since the correction amount is calculated by the correction amount calculation unit 16 by multiplying the differential value φd of the viewing angle by the control gain, the sign of the correction amount is negative. As a result, when the addition unit 17 adds the correction amount to the basic command value of the transmission output, the basic command value is decreased by the correction amount (control gain × differential value φd of viewing angle). The absolute value of the correction amount is smaller as the absolute value of the differential value φd of the viewing angle is smaller because the control gain is constant. That is, the smaller the relative speed and the longer the inter-vehicle distance, the smaller the absolute value of the drive torque reduction amount of the drive wheels.

  In other words, the differential value of the viewing angle is negative and the absolute value is large, which in most cases corresponds to the separation when the inter-vehicle distance is short, and is constant when the differential value of the viewing angle is negative. By using this gain, the negative correction amount can be increased as the inter-vehicle distance is shorter. Therefore, as the inter-vehicle distance is shorter, the rapid increase in the transmission output command value can be effectively suppressed.

  On the other hand, when the differential value φd of the viewing angle is positive, the control gain is set to a smaller value as the differential value φd of the viewing angle increases. In the driving region where the driving force control according to the present embodiment operates, the differential value φd of the viewing angle becomes positive when the preceding vehicle is approaching the host vehicle. This occurs when the acceleration of the preceding vehicle is finished and the state where the host vehicle is trying to catch up with the preceding vehicle continues. The differential value φd of the viewing angle increases as the relative speed approaching the preceding vehicle increases and as the inter-vehicle distance decreases.

  When the sign of the differential value φd of the viewing angle is positive, the sign of the control gain is positive. Therefore, the sign of the correction amount calculated by the correction amount calculation unit 16 is also positive. Therefore, the basic command value for transmission output is increased by the correction unit (control gain × differential value φd of viewing angle) by the adding unit 17. The control gain is set so that the absolute value of the correction amount decreases as the absolute value of the differential value φd of the viewing angle increases. The dotted line in FIG. 10 is a curve showing the control gain at which the correction amount (differential value φd × control gain of the viewing angle) becomes a constant value (100 Nm). In the region where the absolute value of the differential value φd of the viewing angle is small, the control gain is located above the curve, and in the region where the absolute value of the differential value φd of the viewing angle is large, the control gain is located below the curve. That is, according to this map, the absolute value of the drive torque increase amount of the drive wheels decreases as the relative speed approaching the preceding vehicle increases and the inter-vehicle distance decreases, and the degree of increase in the basic command value of the transmission output is reduced. Since it can be made small, it becomes easy to maintain an appropriate inter-vehicle distance between the host vehicle and the preceding vehicle.

  The control gain determined in this way is given to the correction amount calculation unit 16, and the correction amount is calculated by multiplying by the differential value φd of the viewing angle. This correction amount is added to the basic command value of the transmission output in the adding unit 17, and the basic command value is corrected, whereby the final command value is output from the adding unit 17.

  Next, the flow of arithmetic processing in the control device 5 will be described based on the flowcharts of FIGS.

  The routine shown in the flowchart of FIG. 11A is executed in the first cycle. In this routine, first, in step S100, detection signals from various sensors such as an accelerator pedal depression amount, a vehicle speed, and an inter-vehicle distance are read. In step S110, an approximate value of the viewing angle occupied by the preceding vehicle and the differential value of the viewing angle is calculated based on the inter-vehicle distance and the like.

  The routine shown in the flowchart of FIG. 11B is executed at a cycle shorter than the first cycle. In this routine, first, in step S120, a basic command value for transmission output is calculated.

  Next, in step S130, a differential value of the accelerator pedal depression amount is calculated. In step S140, it is determined whether or not the absolute value of the differential value is greater than or equal to a predetermined value. If it is determined in this determination process that the value is equal to or less than the predetermined value, the process proceeds to step S170. On the other hand, if it is determined that the value is equal to or greater than the predetermined value, the process proceeds to step S150.

  In step S150, a control gain is determined based on the differential value of the viewing angle, and a correction amount is calculated by multiplying the control gain by the differential value of the viewing angle. In step S160, this correction amount is added to the basic command value to calculate a final command value.

  In step S170, either the basic command value calculated in step S120 or the final command value calculated in step S160 is output as a transmission output command value.

  The effects that can be achieved by executing the control process shown in the flowchart described above will be described. In a situation where the vehicle driven by the driver who operates the rough accelerator pedal follows the preceding vehicle on a general road or highway, when the preceding vehicle accelerates and moves away, Assume that an operation of depressing the accelerator pedal is performed to catch up with the preceding vehicle. Since the differential value of the viewing angle at this time is negative, the sign of the correction amount with respect to the basic command value of the transmission output is negative. As a result, the final command value of the transmission output is smaller than the basic command value. For this reason, even a driver who often performs rough accelerator pedal operations that feels a sudden approach to the preceding vehicle against the intention can suppress sudden changes in the vehicle's front-rear motion state. , You can approach the preceding car without feeling such a sense.

  Next, when the catch-up is completed and the accelerator pedal is returned, the differential value of the viewing angle is positive, so the sign of the correction amount for the basic command value of the transmission output is positive. As a result, the final command value for transmission output is larger than the basic command value. For this reason, even if a driver often applies rough accelerator pedal operation that suddenly applies engine braking against the intention and feels away from the preceding vehicle, such a preceding vehicle I don't feel away from.

  Furthermore, according to the driving force control device of the present embodiment, during this series of catch-up operations, the vehicle motion in the front-rear direction of the host vehicle can be made to match the driver's intention to catch up with the preceding vehicle. Therefore, the frequency with which the driver has to perform the correction operation of the accelerator pedal can be reduced. As a result, the frequency of annoying the correction operation can be reduced.

  FIG. 12A shows the vehicle speed of the preceding vehicle, the vehicle speed of the host vehicle, the vehicle speed of the host vehicle when the host vehicle driven by the unskilled driver travels following the preceding vehicle while performing the driving force control described above. FIG. 12B is a graph showing changes in the longitudinal angle and the inter-vehicle distance, and FIG. FIG. 12 (c) is a graph showing the correlation between the viewing angle and the longitudinal acceleration in FIGS. 12 (a) and 12 (b). With the driving force control according to the present embodiment, it can be seen that the change in the longitudinal acceleration of the host vehicle is as smooth as that of the skilled driver and that there is no inflection point even during the driving of the unskilled driver. In addition, the correlation between the viewing angle and the longitudinal acceleration is strong, and it can be seen that the correlation coefficient is actually improved to -0.89.

  The above-described driving force control in the present embodiment focuses on the difference in the correlation coefficient between the viewing angle and the longitudinal acceleration between the skilled driver and the unskilled driver. This point will be described with reference to FIG.

  The solid line in FIG. 13 represents the relationship between the viewing angle and the longitudinal acceleration when an unskilled driver drives. The dotted line represents the relationship when the correlation coefficient between the viewing angle and the longitudinal acceleration is -1 (complete correlation state). In the portion A shown on the graph, the viewing angle is decreasing and the longitudinal acceleration of the host vehicle is increasing. This portion A corresponds to a driving situation in which the preceding vehicle is accelerating and moving away from the host vehicle, and the driver depresses the accelerator pedal to accelerate the host vehicle to catch up. There is a tendency that the correlation coefficient between the viewing angle and the longitudinal acceleration decreases as the degree that the portion A swells above the dotted line increases.

  Therefore, in order to increase the correlation coefficient between the viewing angle and the longitudinal acceleration, it was considered effective to reduce the degree of bulging, in other words, to reduce the amount of generation of longitudinal acceleration. Therefore, in the driving force control according to the present embodiment, when the viewing angle is decreasing and the accelerator pedal is being depressed, the transmission output command value is decreased in order to decrease the amount of longitudinal acceleration generated.

  Subsequently, in the portion B shown on the graph of FIG. 13, the viewing angle is increasing and the longitudinal acceleration of the host vehicle is decreasing. In this part B, since the preceding vehicle is decelerating and approaching the own vehicle, the driver of the own vehicle returns the accelerator pedal to end catching up to the preceding vehicle or avoid over approaching. This corresponds to the driving situation where the acceleration of the vehicle is to be terminated. The correlation coefficient between the viewing angle and the longitudinal acceleration tends to decrease as the degree to which the portion B swells below the dotted line increases. Therefore, in order to increase the correlation coefficient, it was considered effective to reduce the degree of bulging, in other words, to suppress the decrease in the longitudinal acceleration. Therefore, in the driving force control in the present embodiment, when the viewing angle is increasing and the accelerator pedal is being returned, the transmission output command value is increased in order to suppress the decrease in the longitudinal acceleration.

  In the driving force control apparatus according to the first embodiment described above, when the driver's line-of-sight direction detected by the line-of-sight detection sensor 4 is not directed to the preceding vehicle, a positive correction amount is set as a basic command value for transmission output. It is preferable to stop the addition to. When the driver's line-of-sight direction does not face the preceding vehicle, the driver of the host vehicle may not be aware of the preceding vehicle. In such a case, in order to increase the safety of the host vehicle, it is preferable to reduce the transmission output command value so as to decelerate the host vehicle as much as possible.

(Second Embodiment)
Next, a driving force control apparatus for a vehicle according to a second embodiment of the present invention will be described. In the first embodiment described above, the basic command value of the transmission output is corrected to increase or decrease based on the correlation between the viewing angle occupied by the preceding vehicle and the longitudinal acceleration in the field of view of the driver of the host vehicle.

  However, as described with reference to FIGS. 7A and 8A, the self-vehicle travels following the preceding vehicle also by the correlation between the inter-vehicle distance to the preceding vehicle and the longitudinal acceleration. The driving situation can be evaluated, and the basic command value of the transmission output can be increased or decreased as necessary. Therefore, in the present embodiment, an example will be described in which the correction amount for the basic command value of the transmission output is calculated based on the inter-vehicle distance.

  In addition, since the structure of the driving force control apparatus in this embodiment is the same as that of the driving force control apparatus of 1st Embodiment, description is abbreviate | omitted. Furthermore, since the driving force control apparatus according to the present embodiment differs from the driving force control apparatus according to the first embodiment only in the correction amount calculation method, the differences will be described in detail below, and the other parts will be simplified or omitted. To do.

  FIG. 14 is a functional block diagram showing the relationship between various functions executed by the control device 5 in the present embodiment in blocks.

  As shown in FIG. 14, the configuration for calculating the correction amount is different from that in the first embodiment. In order to calculate the correction amount, in this embodiment, the inter-vehicle distance detected by the inter-vehicle distance sensor 2 is given to the relative speed calculation unit 18. The relative speed calculation unit 18 calculates the relative speed between the host vehicle and the preceding vehicle from the change in the inter-vehicle distance. At this time, in a situation where the preceding vehicle is moving away from the own vehicle, the relative speed is represented by a positive sign, and in a situation where the own vehicle is approaching the preceding vehicle, the relative speed is represented by a negative sign. Is done. The calculated relative speed is given to the control gain calculator 19.

  Based on the relative speed and the inter-vehicle distance, the control gain calculating unit 19 calculates a control gain according to the inter-vehicle distance using the gain maps shown in FIGS. 15 (a) and 15 (b).

  Here, the control gain maps of FIGS. 15A and 15B will be described. 15A shows a control gain map used when the sign of the relative speed is positive, and FIG. 15B shows a control gain map used when the sign of the relative speed is negative. Show.

  First, the control gain map shown in FIG. The horizontal axis of FIG. 15A is the inter-vehicle distance, and the control gain is determined according to the inter-vehicle distance. When the sign of the relative speed is positive, the sign of the control gain is negative as shown in FIG.

  In the driving region where the driving force control according to the present embodiment is activated, the sign of the relative speed becomes positive when the preceding vehicle is accelerating and moving away from the own vehicle. When the state in which the preceding vehicle is accelerating and moving away from the host vehicle continues for a certain period of time, the driver depresses the accelerator pedal to catch up with the preceding vehicle. At this time, the sign of the relative speed is positive, while the sign of the control gain is negative.

  Here, as in the first embodiment, the correction amount is calculated by multiplying the inter-vehicle distance and the control gain in the correction amount calculation unit 20, and therefore the sign of the correction amount is negative. As a result, when the addition unit 17 adds the correction amount to the basic command value of the transmission output, the basic command value is decreased by the correction amount (control gain × inter-vehicle distance). The absolute value of the correction amount is smaller as the inter-vehicle distance is larger. That is, as the inter-vehicle distance increases, the absolute value of the drive torque reduction amount of the drive wheels decreases.

  In other words, since the absolute value of the negative correction amount increases as the inter-vehicle distance becomes shorter, the basic command value of the transmission output is corrected to decrease more as the inter-vehicle distance becomes shorter. Thereby, it can suppress more effectively that the driver | operator of the own vehicle feels a sudden approach to a preceding vehicle.

  On the other hand, when the sign of the relative speed is negative, the control gain is set to a smaller value as the inter-vehicle distance increases. In the driving region where the driving force control according to the present embodiment operates, the time when the sign of the relative speed becomes positive is when the preceding vehicle is approaching the host vehicle. This occurs when the acceleration of the preceding vehicle is finished and the state where the host vehicle is trying to catch up with the preceding vehicle continues.

  When the sign of the relative speed is negative, as shown in FIG. 15B, the sign of the control gain is positive. For this reason, the sign of the correction amount calculated by multiplying the inter-vehicle distance and the control gain is also positive. Accordingly, the basic command value for transmission output is increased by the correction unit (control gain × distance between vehicles) by the adding unit 17. The control gain is set so that the absolute value of the correction amount becomes smaller as the inter-vehicle distance is shorter. For this reason, since the degree of increase in the basic command value of the transmission output can be reduced as the inter-vehicle distance is shorter, it becomes easier to maintain an appropriate inter-vehicle distance between the host vehicle and the preceding vehicle.

  Therefore, also according to the present embodiment, substantially the same operational effects as those of the first embodiment described above can be obtained.

  The driving force control in the second embodiment described above pays attention to the difference in the correlation coefficient between the inter-vehicle distance and the longitudinal acceleration between the skilled driver and the unskilled driver. This point will be described with reference to FIG.

  The solid line in FIG. 16 represents the relationship between the inter-vehicle distance and the longitudinal acceleration when an unskilled driver drives. The dotted line represents the relationship when the correlation coefficient between the inter-vehicle distance and the longitudinal acceleration is 1 (complete correlation state). In the part C shown on the graph, the inter-vehicle distance is becoming longer and the longitudinal acceleration of the host vehicle is also increasing. Therefore, this portion C corresponds to a driving situation in which the preceding vehicle is accelerating and moving away from the host vehicle, and the driver depresses the accelerator pedal to accelerate the host vehicle to catch up. There is a tendency that the correlation coefficient between the inter-vehicle distance and the longitudinal acceleration decreases as the degree of the C portion expanding above the dotted line increases.

  Therefore, as in the case of driving by a skilled driver, in order to increase the correlation coefficient between the inter-vehicle distance and the longitudinal acceleration, the degree of this bulge is reduced, in other words, the generation amount of the longitudinal acceleration is reduced. Therefore, in the driving force control in the present embodiment, when the inter-vehicle distance is increased and the accelerator pedal is being depressed, the transmission output command value is decreased in order to reduce the generation amount of the longitudinal acceleration.

  Subsequently, in the portion D shown on the graph of FIG. 16, the inter-vehicle distance is decreasing and the longitudinal acceleration of the host vehicle is decreasing. Therefore, since the preceding vehicle decelerates and approaches the own vehicle, the driver of the own vehicle tries to finish catching up with the preceding vehicle or avoid over approaching. This corresponds to the driving situation where the accelerator pedal is returned to end the acceleration of the host vehicle. There is a tendency that the correlation coefficient between the inter-vehicle distance and the longitudinal acceleration decreases as the degree that the portion D swells below the dotted line increases. Therefore, in order to increase the correlation coefficient, the degree of swelling is reduced, that is, the amount of decrease in the longitudinal acceleration is suppressed. Therefore, in the driving force control in this embodiment, when the inter-vehicle distance is becoming shorter and the accelerator pedal is being returned, the transmission output command value is increased in order to suppress the decrease amount of the longitudinal acceleration. It is.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

  For example, the driver of the host vehicle may turn on the IG switch, measure the elapsed time from the start of driving in the control device, and change the control gain according to the elapsed time. Specifically, the control gain may be increased as the elapsed time becomes longer. This is because it is considered that the operation of the accelerator pedal becomes rougher when the driver performs fatigue for a long time.

  In the above-described embodiment, the case where the host vehicle includes the automatic transmission control device has been described. However, the present invention can also be applied to a vehicle including a manual transmission. In this case, the operating state of the engine is controlled so that the target driving torque is output at the gear ratio selected by the driver.

It is a block diagram which shows the structure of the driving force control apparatus of the vehicle in 1st Embodiment. It is a map showing the relationship between the accelerator pedal depression amount, the vehicle speed, and the basic command value of the transmission output. (A) is because when the driver of the own vehicle is a skilled driver and the expert driver is following the preceding vehicle on a general road or highway, the preceding vehicle accelerated and moved away. When the accelerator pedal is depressed to catch up with it, and when the catch-up is finished and the accelerator pedal is returned, the amount of depression of the accelerator pedal, the vehicle speed of the preceding vehicle, the vehicle speed of the host vehicle, the front-rear direction of the host vehicle It is a graph which shows the change of the inter-vehicle distance of an acceleration and the own vehicle and a preceding vehicle, (b) is a graph which shows the viewing angle which the preceding vehicle occupies in the visual field of the expert driver at this time, and its time differential waveform It is. (A) shows that when the driver of the own vehicle is an unskilled driver and the unskilled driver is following the preceding vehicle on a general road or highway, the preceding vehicle accelerates and moves away. Therefore, when the accelerator pedal is depressed to catch up with it, and when the catch-up is completed and the accelerator pedal is returned, the amount of depression of the accelerator pedal, the vehicle speed of the preceding vehicle, the vehicle speed of the host vehicle, the front and rear of the host vehicle It is a graph which shows the change of the inter-vehicle distance of the acceleration of a direction, the own vehicle, and a preceding vehicle, (b) is the viewing angle which the preceding vehicle occupies in the visual field of the unskilled driver at this time, and its time differential waveform It is a graph which shows. It is a graph which shows the relationship between the visual field angle which a preceding vehicle occupies, and the inter-vehicle distance in a driver | operator's visual field. It is a graph which shows the relationship between the distance between vehicles to a preceding vehicle, and the differential value of a viewing angle by using the relative speed of a preceding vehicle and the own vehicle as a parameter. (A) is a graph showing the relationship between the inter-vehicle distance from the preceding vehicle and the longitudinal acceleration of the host vehicle while the skilled driver shown in FIG. 3 (a) is driving the host vehicle, (B) is a graph which shows the relationship between the visual field angle of the skilled driver | operator shown in FIG.3 (b), and the longitudinal acceleration of the own vehicle. (A) is a graph showing the relationship between the inter-vehicle distance from the preceding vehicle and the longitudinal acceleration of the own vehicle while the unskilled driver shown in FIG. 4 (a) is driving the own vehicle. (B) is a graph which shows the relationship between the viewing angle of the unskilled driver shown in FIG.4 (b), and the longitudinal acceleration of the own vehicle. It is a functional block diagram which represented the relationship of the various functions performed by the control apparatus 5 of 1st Embodiment with the block. It is a control gain map for calculating a control gain based on the differential value of a viewing angle. (A), (b) is a flowchart which shows the flow of the arithmetic processing for performing driving force control in the control apparatus 5. FIG. (A) shows the vehicle speed of the preceding vehicle, the vehicle speed of the subject vehicle, the longitudinal acceleration of the subject vehicle, the distance between the vehicles when the subject vehicle driven by the unskilled driver travels following the preceding vehicle while performing the driving force control. It is a graph which shows the change of distance, (b) is a graph which shows the view angle at that time, and the change of the derivative value of a view angle, (c) is the view angle in (a), (b), and front and back It is a graph which shows correlation with acceleration. It is explanatory drawing for demonstrating the principle of the driving force control apparatus in 1st Embodiment. It is a functional block diagram which represented the relationship of the various functions performed by the control apparatus 5 of 2nd Embodiment with the block. (A), (b) is a control gain map for calculating a control gain based on the inter-vehicle distance and the relative speed. It is explanatory drawing for demonstrating the principle of the driving force control apparatus in 2nd Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle speed sensor 2 Distance sensor 3 Accelerator sensor 4 Eye-gaze detection sensor 5 Control apparatus 6 Engine control apparatus 7 Automatic transmission control apparatus

Claims (10)

An inter-vehicle distance detecting means for detecting an inter-vehicle distance between the preceding vehicle and the host vehicle;
Depression amount detection means for detecting the depression amount of the accelerator pedal by the driver of the host vehicle;
A target driving force calculating means for calculating a target driving force based on at least an accelerator pedal depression amount by a driver;
When a preceding vehicle is present in front of the host vehicle and the absolute value of the differential value of the depression amount of the accelerator pedal is equal to or greater than a predetermined value, a correction amount corresponding to the distance between the preceding vehicle and the preceding vehicle is Driving force control means for controlling the driving force of the host vehicle according to the corrected target driving force in addition to the target driving force ;
The driving force control means sets a negative correction amount as a correction amount according to the inter-vehicle distance when a driver depresses an accelerator pedal while the host vehicle is moving away from the preceding vehicle. By adding to the driving force, the target driving force is corrected to decrease, and when the driver operates the accelerator pedal in a state where the host vehicle is approaching the preceding vehicle, the correction according to the inter-vehicle distance is performed. A driving force control apparatus for a vehicle , wherein the target driving force is increased and corrected by adding a positive correction amount to the target driving force as an amount . The negative correction amount is calculated by multiplying the inter-vehicle distance by a gain, and the gain is set such that the absolute value of the negative correction amount increases as the inter-vehicle distance decreases. The driving force control device according to claim 1 . The positive correction amount is calculated by multiplying the inter-vehicle distance by a gain, and the gain is set such that the absolute value of the positive correction amount decreases as the inter-vehicle distance decreases. The vehicle driving force control apparatus according to claim 1 . Gaze direction detecting means for detecting the gaze direction of the driver of the host vehicle,
The driving force control means, line-of-sight direction of the driver, when not facing the front run vehicle, according to claim 1 or, characterized in that to stop adding the positive correction amount to the target driving force The vehicle driving force control apparatus according to claim 3 . When a preceding vehicle is present in front of the host vehicle, in the driver's field of view of the host vehicle, a field angle detection unit that detects a field angle occupied by the preceding vehicle;
In the host vehicle, a depression amount detecting means for detecting a depression amount of an accelerator pedal by a driver;
A target driving force calculating means for calculating a target driving force based on at least an accelerator pedal depression amount by a driver;
When a preceding vehicle is present in front of the host vehicle and the absolute value of the differential value of the accelerator pedal depression amount is a predetermined value or more, a correction amount corresponding to the differential value of the viewing angle is set to the target drive Driving force control means for controlling the driving force of the host vehicle according to the corrected target driving force in addition to the force ,
When the driver depresses the accelerator pedal in a state where the sign of the differential value of the viewing angle is negative and the host vehicle is moving away from the preceding vehicle, the driving force control means By adding a negative correction amount to the target driving force as a correction amount according to the differential value of the angle, the target driving force is corrected to decrease, the sign of the differential value of the viewing angle is positive, and the host vehicle In a state where the vehicle is approaching the preceding vehicle, when the driver returns the accelerator pedal, by adding a positive correction amount to the target driving force as a correction amount according to the differential value of the viewing angle, A driving force control apparatus for a vehicle, wherein the target driving force is corrected to increase . The viewing angle detection unit includes an inter-vehicle distance detection unit that detects an inter-vehicle distance between the preceding vehicle and the host vehicle, and detects the viewing angle by dividing the vehicle width of the preceding vehicle by the inter-vehicle distance. The driving force control apparatus for a vehicle according to claim 5 . The driving force control means calculates a correction amount according to the differential value of the viewing angle by multiplying the differential value of the viewing angle by a gain determined according to the differential value of the viewing angle. The vehicle driving force control apparatus according to claim 5 or 6 . The driving force control means uses a constant gain when the differential value of the viewing angle is negative, and increases with an increase in the differential value of the viewing angle when the differential value of the viewing angle is positive. The vehicle driving force control apparatus according to claim 7 , wherein a correction amount corresponding to a differential value of the visual field angle is calculated using a gain that decreases. Gaze direction detecting means for detecting the gaze direction of the driver of the host vehicle,
When the driver's line-of-sight direction is not directed to the preceding vehicle, and the correction amount according to the differential value of the viewing angle is a positive correction amount, the driving force control means The vehicle driving force control device according to any one of claims 5 to 8 , wherein addition of an amount to the target driving force is stopped. Measuring means for measuring an elapsed time since the driver of the host vehicle started driving;
The vehicle driving force control apparatus according to claim 2, 3, 7, or 8, further comprising gain changing means for changing the gain according to the elapsed time.

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