JP6197414B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device.

  Conventionally, Patent Document 1 discloses a control device that calculates a target input rotation speed and a target input torque of a continuously variable transmission so as to achieve a target output calculated based on an accelerator opening and a vehicle speed. . In this control device, when the acceleration request is increased and the vehicle is in a deceleration state, the decrease in the engine speed is suppressed, thereby suppressing the driving force shortage and the vehicle from decelerating. The discomfort given to is suppressed.

JP 2009-121394 A

  However, since the target driving force (target output) of the vehicle is realized by controlling the target input rotational speed and the target input torque, when only the target input rotational speed (engine rotational speed) is controlled, In some cases, the driving force deficiency may not be sufficiently suppressed.

  The present invention has been invented to solve such a problem, and suppresses the vehicle from decelerating when the vehicle is in a deceleration state at the time of an acceleration request, and suppresses the uncomfortable feeling given to the driver. Objective.

A vehicle control apparatus according to an aspect of the present invention includes a target drive force setting unit that sets a target drive force based on a vehicle speed, and a target shift that sets a target speed ratio of a continuously variable transmission so as to realize the target drive force. A vehicle control device comprising ratio setting means and target torque setting means for setting a target torque of a driving source based on a target driving force and a gear ratio, and determining an acceleration request based on a driver's operation An acceleration request determination unit is provided. The target driving force setting means sets the target driving force based on the vehicle speed at the time of the acceleration request when an acceleration request is made, and the actual vehicle speed when the vehicle decelerates while the acceleration request continues. Until the vehicle speed at the time of acceleration request is reached, the target driving force is set based on the vehicle speed at the time of acceleration request, and when the actual vehicle speed becomes lower than the vehicle speed at the time of acceleration request , the target driving force is set based on the actual vehicle speed.

  According to this aspect, when the vehicle decelerates at the time of acceleration request, the target driving force is set based on the actual vehicle speed, and the target gear ratio and the target torque are set so as to realize the target driving force. Can be prevented from decelerating, and an uncomfortable feeling given to the driver can be suppressed.

It is a schematic block diagram of the vehicle of this embodiment. It is a control block diagram explaining the setting method of the target gear ratio and the target engine torque of this embodiment. It is a figure which shows the relationship between a vehicle speed, an accelerator opening degree, and target drive force. It is a figure explaining the target drive force when the acceleration request | requirement is made and a vehicle decelerates. It is a figure explaining the target drive force when the reacceleration request is made. It is a flowchart explaining the driving force calculation vehicle speed until an acceleration request | requirement is made, a vehicle decelerates, and a re-acceleration request | requirement is made. It is a flowchart explaining the target driving force until an acceleration request is made, the vehicle decelerates, and a reacceleration request is made. It is a time chart which shows changes, such as a target drive force, when an acceleration request | requirement is requested and a vehicle decelerates. It is a time chart which shows changes, such as a target driving force, when acceleration demand is made, vehicles decelerate, and reacceleration demand is made.

  Referring to FIG. 1, the output of the internal combustion engine 1 of the vehicle is input to a continuously variable transmission 12 via a torque converter 11. The continuously variable transmission 12 includes a primary pulley 13, a secondary pulley 14, and a V belt 15 wound around them. The primary pulley 13 changes the contact radius with the V-belt 15 by changing the groove width in accordance with the hydraulic pressure Ppri. The secondary pulley 14 changes the contact radius with the V belt 15 by changing the groove width in accordance with the hydraulic pressure Psec. As a result, the continuously variable transmission 12 changes the ratio between the input rotational speed and the output rotational speed, that is, the gear ratio steplessly in accordance with the control of the hydraulic pressure Ppri and the hydraulic pressure Psec. The hydraulic pressure Ppri and the hydraulic pressure Psec are generated by the hydraulic pressure supply device 16.

  The secondary pulley 14 is coupled to the drive wheels via a final gear 18 and a differential 19.

  The internal combustion engine 1 includes an intake throttle device 3 that adjusts the intake air amount. The intake throttle device 3 includes an intake throttle 4 provided in the intake passage 2 of the internal combustion engine 1 and an electric motor 5 that changes the opening of the intake throttle 4 according to an input signal.

  The hydraulic pressure supply device 16 and the intake throttle device 3 operate in response to a command signal output from the controller 21.

  The controller 21 includes a microcomputer having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). It is also possible to configure the controller 21 with a plurality of microcomputers.

  The controller 21 includes a throttle opening sensor 6 that detects the throttle opening of the intake throttle 4, an accelerator opening sensor 22 that detects the accelerator opening of the accelerator pedal 7 operated by the driver, and a rotational speed of the internal combustion engine 1. Detection signals are input as signals from an engine rotation speed sensor 23, a primary pulley rotation speed sensor 24 that detects the rotation speed of the primary pulley 13, and a vehicle speed sensor 26 that detects the vehicle speed.

  The controller 21 controls the driving force of the vehicle by controlling the opening degree of the intake throttle 4 and the shift control of the continuously variable transmission 12 via the hydraulic pressure supply device 16 in accordance with these detection signals.

  Next, a method for setting the target gear ratio and the target engine torque according to the present embodiment will be described with reference to the control block diagram of FIG. The control described below is executed by the controller 21.

  The acceleration request determination unit 30 determines an acceleration request by the driver based on a signal from the accelerator opening sensor 22. Specifically, when the accelerator opening is equal to or greater than the first predetermined opening and the increase amount per unit time of the accelerator opening is greater than the first predetermined increase amount, the acceleration request determination unit 30 issues an acceleration request. It is determined that The acceleration request determination unit 30 sets the acceleration request determination flag to “1” when an acceleration request is made, and sets the acceleration request determination flag to “0” when no acceleration request is made. After the acceleration request determination flag becomes “1”, when the accelerator opening becomes small, for example, when the amount of increase in the accelerator opening per unit time becomes a negative value, the acceleration request determination flag is It becomes “0”.

  The reacceleration request determination unit 31 determines a reacceleration request by the driver based on a signal from the accelerator opening sensor 22. Specifically, the reacceleration request determination unit 31 restarts when the accelerator opening is equal to or greater than the second predetermined opening and the increase amount of the accelerator opening per unit time is larger than the first predetermined increase amount. It is determined that an acceleration request has been made. The second predetermined opening is an opening larger than the first predetermined opening, and is an opening that can be determined that the accelerator pedal 7 has been depressed. The reacceleration request determination unit 31 sets the reacceleration request determination flag to “0” at the moment when the reacceleration request is made, and otherwise sets the reacceleration request determination flag to “1”. That is, the reacceleration request determination flag becomes “0” at the moment when the reacceleration request is made, and immediately after that, “1”.

  The re-acceleration request determination unit 31 temporarily sets the re-acceleration request determination flag to “1” when the re-acceleration request is made, and reverses it to “0”. If no re-acceleration request is made, the re-acceleration request determination unit 31 The determination flag may be temporarily set to “0” and inverted to “1”.

  The vehicle speed switching determination unit 32 switches the vehicle speed switching determination flag based on the acceleration request determination flag and the reacceleration request determination flag. The vehicle speed switching determination unit 32 sets the vehicle speed switching determination flag to “1” when both the acceleration request determination flag and the reacceleration request determination flag are “1”, and otherwise sets the vehicle speed switching determination flag to “1”. 0 ”. Specifically, when the acceleration request is not made, the acceleration request determination flag is “0”, so the vehicle speed switching determination flag is “0”. When an acceleration request is made, the acceleration request determination flag is “1” and the reacceleration request determination flag is also “1”, so the vehicle speed switching determination flag is “1”. When a re-acceleration request is made, the re-acceleration request flag becomes “0” at the moment when the re-acceleration request is made, so the vehicle speed switching determination flag also becomes “0”. Thereafter, the re-acceleration request flag becomes “1” again, so the vehicle speed switching determination flag becomes “1”.

  The vehicle speed selection unit 33 selects the actual vehicle speed detected by the vehicle speed sensor 26 when the vehicle speed switching determination flag is “0”, and switches when the vehicle speed switching determination flag is switched from “0” to “1”. The actual vehicle speed is stored, and the stored vehicle speed is selected while the vehicle speed switching determination flag is held at “1”. Specifically, the vehicle speed selection unit 33 selects the actual vehicle speed when the acceleration request is not made, stores the vehicle speed when the acceleration is requested when the acceleration request is made, and selects the stored vehicle speed. . In addition, when a reacceleration request is made while an acceleration request is being made, the vehicle speed selection unit 33 updates the stored vehicle speed to the actual vehicle speed when the reacceleration request is made, and then updates the vehicle speed. Select the vehicle speed.

  The driving force calculation vehicle speed selection unit 34 compares the vehicle speed selected by the vehicle speed selection unit 33 with the actual vehicle speed, and selects the lower vehicle speed as the driving force calculation vehicle speed. Specifically, when no acceleration request is made, the vehicle speed selected by the vehicle speed selection unit 33 is also the actual vehicle speed, so the actual vehicle speed is selected as the driving force calculation vehicle speed. When the acceleration is requested and the vehicle accelerates and the actual vehicle speed is higher than the stored vehicle speed, the stored vehicle speed is selected as the driving force calculation vehicle speed. In addition, even when the acceleration request is made, for example, when the running resistance is increased and the vehicle is decelerating, and the actual vehicle speed is higher than the stored vehicle speed, it is stored. When the vehicle speed is selected as the driving force calculation vehicle speed and the actual vehicle speed falls below the stored vehicle speed, the actual vehicle speed is selected as the driving force calculation vehicle speed. Hereinafter, the case where the actual vehicle speed is selected as the driving force calculation vehicle speed is referred to as “normal mode”, and the case where the stored vehicle speed is selected as the driving force calculation vehicle speed is referred to as “linear mode”.

  The target driving force calculation unit 35 calculates the target driving force based on the vehicle speed selected by the driving force calculation vehicle speed selection unit 34 and the accelerator opening. Specifically, the target driving force calculation unit 35 calculates the target driving force based on the actual vehicle speed and the accelerator opening in the normal mode, and stores the stored vehicle speed in the linear mode. A target driving force is calculated based on the accelerator opening.

  Here, the relationship between the target driving force and the vehicle speed will be described with reference to FIG. FIG. 3 shows the relationship among the vehicle speed, the accelerator opening, and the target driving force.

  When the accelerator opening is constant, the target driving force decreases as the vehicle speed increases. Therefore, when the accelerator pedal 7 is depressed and an acceleration request is made, if the target driving force is calculated based on the actual vehicle speed, the acceleration performance of the vehicle may be insufficient. Therefore, in the present embodiment, when an acceleration request is made, the target driving force is calculated in a linear mode using the vehicle speed V0 at the time of the acceleration request (this target driving force is indicated by an arrow A). As a result, the target driving force becomes larger than when the target driving force is calculated in the normal mode using the actual vehicle speed (this target driving force is indicated by an arrow B), and the acceleration of the vehicle can be improved.

  Even when acceleration is requested, for example, the road surface may be an uphill road, and the vehicle may decelerate when the running resistance increases. The relationship between the target driving force and the vehicle speed in such a case will be described with reference to FIG. FIG. 4 shows the running resistance. Here, it is assumed that the vehicle decelerates when the running resistance becomes larger than the target driving force. Note that the accelerator opening is constant.

  When the vehicle speed is V0, an acceleration request is made and the mode is changed from the normal mode to the linear mode. When the running resistance at that time is the running resistance indicated by the alternate long and short dash line in FIG. 4, the target driving force is larger than the running resistance. Accelerates. Thereafter, the running resistance increases as shown by a two-dot chain line in FIG. 4, and the vehicle decelerates when the running resistance becomes larger than the target driving force. Even in the linear mode, the vehicle decelerates when the running resistance is greater than the target driving force. In this embodiment, in such a case, the linear mode is continued until the actual vehicle speed becomes the vehicle speed V0 or less at the time of the acceleration request, and when the actual vehicle speed becomes the vehicle speed V0 or less at the time of the acceleration request, the linear mode is changed to the normal mode. Migrate to Thereby, even when the vehicle is decelerating due to an increase in the running resistance when the acceleration request is continued, it is possible to suppress the driving force from being insufficient with respect to the running resistance and to suppress the deceleration of the vehicle. .

  If the running resistance decreases after shifting to the normal mode, the normal mode is continued until the actual vehicle speed again reaches the vehicle speed V0 when the acceleration is requested, and the actual vehicle speed is higher than the vehicle speed V0 when the acceleration is requested. Becomes higher, the normal mode is shifted to the linear mode. When the accelerator opening is constant and the running resistance returns to the running resistance indicated by the alternate long and short dash line in FIG. 4, even if the actual vehicle speed is the same, the target driving force differs depending on the mode at that time, and the acceleration of the vehicle Is different. Therefore, although the accelerator opening, the running resistance, and the actual vehicle speed are the same, the acceleration performance of the vehicle is different, which may give the driver a sense of discomfort. In the present embodiment, it is possible to suppress giving such a sense of incongruity to the driver.

  When the accelerator pedal 7 is stepped on and a re-acceleration request is made when the actual vehicle speed becomes a vehicle speed V0 ′ lower than the vehicle speed V0 at the time of requesting acceleration, the normal mode is shifted to the linear mode, and the state shown in FIG. Thus, the target driving force is calculated based on the vehicle speed V0 ′ at the time of requesting reacceleration. As a result, the target driving force increases and the acceleration of the vehicle can be improved.

  Returning to FIG. 2, the target output setting unit 36 sets the target output by multiplying the target driving force set by the target driving force calculation unit 35 by the actual vehicle speed detected by the vehicle speed sensor 26.

  The target engine speed setting unit 37 sets the target engine speed from the map based on the target output.

  The target output rotation speed calculation unit 38 calculates the rotation speed of the secondary pulley 14 of the continuously variable transmission 12 based on the actual vehicle speed detected by the vehicle speed sensor 26.

  The target gear ratio setting unit 39 sets the target gear ratio by dividing the target engine rotational speed by the rotational speed of the secondary pulley 14.

  The target engine torque setting unit 40 sets the target engine torque by multiplying the target driving force and the radius of the driving wheel and dividing the multiplied value by the target gear ratio and the final gear ratio.

  The continuously variable transmission 12 is controlled based on the target gear ratio set in this manner, and the intake throttle 4 is controlled based on the target engine torque.

  Here, the driving force calculation vehicle speed selected by the block diagram described above will be described with reference to the flowchart of FIG. Here, the driving force calculation vehicle speed until the acceleration request is made, the vehicle decelerates, and the reacceleration request is made will be described.

  When the acceleration request determination flag is “0” (step S100, “No”), the actual vehicle speed is selected as the driving force calculation vehicle speed (step S101).

  When the acceleration request determination flag is “1” (step S100, “Yes”) and the actual vehicle speed is higher than the vehicle speed at the time of acceleration request (step S102, “Yes”), the vehicle speed at the time of acceleration request is the driving force. The calculated vehicle speed is selected (step S103).

  When the acceleration request determination flag is “1” (step S100, “Yes”), the actual vehicle speed is equal to or less than the vehicle speed at the time of acceleration request (step S102, “No”), and the reacceleration request determination flag is “0” In (Step S104, “Yes”), the vehicle speed at the time of reacceleration request is selected as the driving force calculation vehicle speed (Step S105).

  When the acceleration request determination flag is “1” (step S100, “Yes”), the actual vehicle speed is equal to or less than the vehicle speed at the time of acceleration request (step S102, “No”), and the reacceleration request determination flag is “1” In (Step S104, “No”), the actual vehicle speed is selected as the driving force calculation vehicle speed (Step S106).

  Next, the target driving force set by the above block diagram will be described with reference to the flowchart of FIG. Here, the target driving force until an acceleration request is made, the vehicle decelerates, and a reacceleration request is made will be described.

  When the acceleration request determination flag is “0” (step S200, “No”), the target driving force is calculated based on the actual vehicle speed and the accelerator opening (step S201).

  When the acceleration request determination flag is “1” (step S200, “Yes”) and the actual vehicle speed is higher than the vehicle speed at the time of acceleration request (step S202, “Yes”), the vehicle speed at the time of acceleration request and the accelerator open. Based on the degree, a target driving force is calculated (step S203).

  When the acceleration request determination flag is “1” (step S200, “Yes”), the actual vehicle speed is equal to or less than the vehicle speed at the time of acceleration request (step S202, “No”), and the reacceleration request determination flag is “0” In (Step S204, “Yes”), the target driving force is calculated based on the vehicle speed and the accelerator opening when the reacceleration is requested (Step S205).

  When the acceleration request determination flag is “1” (step S200, “Yes”), the actual vehicle speed is equal to or less than the vehicle speed at the time of acceleration request (step S202, “No”), and the reacceleration request determination flag is “1” In (Step S204, “No”), the target driving force is calculated based on the actual vehicle speed and the accelerator opening.

  Next, changes in the target driving force and the like when an acceleration request is made and the vehicle decelerates will be described using the time chart of FIG.

  The accelerator pedal 7 is depressed to request acceleration, and the acceleration request determination flag becomes “1” at time t1. As a result, the normal mode is shifted to the linear mode, and the actual vehicle speed increases, but the vehicle speed V0 at the time of requesting acceleration is selected as the driving force calculation vehicle speed.

  At time t2, for example, the road surface on which the vehicle is traveling becomes an uphill road, and the traveling resistance increases, thereby decelerating the vehicle.

  When the actual vehicle speed becomes lower than the vehicle speed V0 at the time of acceleration request at time t3, the linear mode is shifted to the normal mode, and the target driving force is calculated based on the actual vehicle speed. As a result, the target driving force becomes larger than the target driving force in the linear mode, so that deceleration of the vehicle can be suppressed. In FIG. 8, the target driving force and the actual vehicle speed when the linear mode is continued are indicated by broken lines.

  When the running resistance decreases to the original running resistance at time t4, the vehicle accelerates again. When shifting to the normal mode using the present embodiment, the actual vehicle speed increases faster than when the linear mode is continued.

  At time t5, when the actual vehicle speed becomes the vehicle speed V0 when the acceleration is requested, the normal mode is shifted to the linear mode, and the target driving force is calculated based on the vehicle speed V0 when the acceleration is requested.

  Next, a change in the target driving force when the acceleration request is made, the running resistance increases, and the reacceleration request is made will be described with reference to the time chart of FIG.

  The accelerator pedal 7 is depressed to request acceleration, and the acceleration request determination flag becomes “1” at time t1. As a result, the normal mode is shifted to the linear mode, and the actual vehicle speed increases, but the vehicle speed V0 at the time of requesting acceleration is selected as the driving force calculation vehicle speed.

  At time t2, for example, the gradient of the road surface on which the vehicle is traveling increases, the traveling resistance increases, and the vehicle decelerates.

  When the actual vehicle speed becomes lower than the vehicle speed V0 at the time of acceleration request at time t3, the linear mode is shifted to the normal mode, and the target driving force is calculated based on the actual vehicle speed. As a result, the target driving force becomes larger than the target driving force in the linear mode, so that deceleration of the vehicle can be suppressed.

  At time t4, when the accelerator pedal 7 is depressed and a reacceleration request is made, the normal mode is shifted to the linear mode, and the vehicle speed V0 ′ when the reacceleration request is made is selected as the driving force calculation vehicle speed, Driving force increases. In FIG. 9, the target driving force when the normal mode is continued is indicated by a broken line.

  The effect of the embodiment of the present invention will be described.

  A control device for a vehicle that calculates a target driving force based on the vehicle speed at the time of acceleration request when an acceleration request is made. For example, while the acceleration request continues, the running resistance increases and the vehicle decelerates. In such a case, the target driving force is calculated based on the actual vehicle speed. Thereby, while the acceleration request continues, for example, even when the running resistance increases and the vehicle decelerates, it is possible to suppress the vehicle from decelerating by suppressing insufficient driving force, The uncomfortable feeling given to the driver can be suppressed.

  In the present embodiment, when acceleration is requested, if the actual vehicle speed is higher than the vehicle speed at the time of acceleration request, the linear drive mode is set, the target driving force is calculated based on the vehicle speed at the time of acceleration request, and the actual vehicle speed is When the vehicle speed is equal to or lower than the vehicle speed at the time of the acceleration request, the linear mode is shifted to the normal mode, and the target driving force is calculated based on the actual vehicle speed. As a result, even when the vehicle decelerates while the acceleration request continues, it is possible to suppress the vehicle from decelerating by suppressing the driving force shortage, and to suppress the uncomfortable feeling given to the driver. can do.

  While the acceleration request continues, the running resistance may increase, and then the running resistance may return to the original running resistance. In such a case, when the vehicle shifts from the linear mode to the normal mode as soon as the vehicle decelerates, even if the actual vehicle speed is higher than the vehicle speed at the time of acceleration request when the running resistance returns to the original running resistance. The target driving force is calculated in the normal mode. Therefore, for example, even if the accelerator opening, the actual vehicle speed, and the running resistance are the same, the target driving force is different because the modes are different, the vehicle acceleration is different, and the driver may feel uncomfortable. In the present embodiment, even in such a case, the linear mode is continued until the vehicle speed reaches the vehicle speed at the time of the acceleration request, so that it is possible to suppress giving the driver a sense of discomfort described above.

  In addition, while the acceleration request continues, the running resistance increases, the vehicle decelerates, the actual vehicle speed becomes lower than the vehicle speed at the time of acceleration request, and after the transition from the linear mode to the normal mode, the running resistance becomes the original May return to running resistance. In such a case, when the driving resistance returns to the original driving resistance and the vehicle accelerates to shift from the normal mode to the linear mode and the target driving force is calculated using the actual vehicle speed at the time of acceleration, the accelerator opening degree, Even if the running resistance is the same, the target driving force when the actual vehicle speed becomes the vehicle speed at the time of acceleration request is different, which may give the driver a sense of discomfort. In this embodiment, even in such a case, until the actual vehicle speed becomes the vehicle speed at the time of acceleration request again, the normal mode is continued, and when the actual vehicle speed becomes the vehicle speed at the time of acceleration request, the normal mode shifts to the linear mode. It is possible to suppress the driver from feeling uncomfortable as described above.

  If the vehicle decelerates while the acceleration request continues, the actual vehicle speed becomes lower than the vehicle speed at the time of acceleration request, and the re-acceleration request is made when the mode is changed from the linear mode to the normal mode, The mode is shifted from the mode to the linear mode, and the target driving force is calculated based on the vehicle speed when the reacceleration is requested. Thereby, the target driving force can be set according to the reacceleration request and the vehicle can be accelerated.

  The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

  In the above embodiment, a vehicle using a belt-type continuously variable transmission has been described. However, the present invention is not limited to this, and may be used for a chain-type continuously variable transmission, a hybrid vehicle, or the like.

1 Internal combustion engine (drive source)
12 continuously variable transmission 21 controller (target drive force setting means, target gear ratio setting means, target torque setting means, acceleration request determination means, reacceleration request determination means)
22 Accelerator opening sensor (Accelerator opening detecting means)
26 Vehicle speed sensor (vehicle speed detection means)

Claims (3)

Target driving force setting means for setting the target driving force based on the vehicle speed;
Target speed ratio setting means for setting a target speed ratio of the continuously variable transmission so as to realize the target driving force;
A vehicle control device comprising: a target torque setting means for setting a target torque of a drive source based on the target drive force and a gear ratio;
Acceleration request determination means for determining an acceleration request based on the operation of the driver,
The target driving force setting means includes
When the acceleration request is made, the target driving force is set based on the vehicle speed at the time of the acceleration request,
When the vehicle decelerates while the acceleration request is continued, the target driving force is set based on the vehicle speed at the time of the acceleration request until the actual vehicle speed becomes the vehicle speed at the time of the acceleration request, When the actual vehicle speed is equal to or lower than the vehicle speed at the time of the acceleration request, the target driving force is set based on the actual vehicle speed. The vehicle control device according to claim 1 ,
The target driving force setting means includes
After the vehicle decelerates while the acceleration request is continued and the actual vehicle speed becomes lower than the vehicle speed at the time of the acceleration request, until the actual vehicle speed becomes higher than the vehicle speed at the time of the acceleration request again. Sets the target driving force based on the actual vehicle speed,
When the actual vehicle speed becomes higher than the vehicle speed at the time of requesting acceleration, the target driving force is set based on the vehicle speed at the time of requesting acceleration. The vehicle control device according to claim 1 or 2 ,
Reacceleration request determination means for determining whether a further acceleration request is made based on the operation of the driver after the acceleration request is made;
The target driving force setting means is configured to perform the further acceleration request when the vehicle decelerates while the acceleration request is continued and the actual vehicle speed is lower than the vehicle speed at the time of the acceleration request. The vehicle control device, wherein the target driving force is set based on a vehicle speed when the further acceleration request is made.

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