JPH11101141A - Device for controlling drive power for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for controlling the drive power for a vehicle, for automatically changing the drive power characteristic in accordance with a road condition, which can change the drive power characteristic with the reflection of an intention the driver, thereby it is possible to reduce the sense of incongruity and the sense of abruptness. SOLUTION: A device for controlling the drive power for a vehicle, comprising a curve detection means for detecting the present position of an own-vehicle so as to detect a curve of a road ahead of the own-vehicle, and accelerator manipulation detecting means 4 for detecting such a condition that the driver releases a brake pedal, and an automatic decelerating means 9 for automatically decelerating the own-vehicle with the timing of the release of the brake pedal when a curve is detected ahead of the own-vehicle. Thereby, it is possible to effect deceleration force without the driver feels the sense of incongruity.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for controlling driving force characteristics mounted on a vehicle, and more particularly, to an apparatus for automatically improving the operability and drivability of a vehicle in accordance with road conditions during traveling. And a control device for appropriately controlling the driving force characteristics.

[0002]

2. Description of the Related Art Conventionally, a vehicle is provided with various driving characteristic adjusting means for matching the driving characteristics of the vehicle with the road conditions and the driving characteristics of the driver.

Such driving characteristics adjusting means include a power steering system for adjusting the weight of the steering, an electronic control throttle for adjusting the throttle target opening with respect to the accelerator pedal opening, an electronic control transmission for controlling the shift, and a traction. A traction control system for controlling the steering angle, a 4WS for varying the ratio of the rear wheel turning angle to the front wheel turning angle, and the like are known, and the vehicle driver sets the mode of each of these driving characteristic adjusting means provided in the driver's seat. The operation switch is appropriately operated to select a mode, and the traveling characteristics are manually changed to enable optimal traveling.

[0004] However, with the recent diversification of traveling preferences and various technological innovations, traveling characteristic adjusting means are diversifying, and the number of operation switches to be set is increasing. Under such circumstances, it is complicated or difficult to operate all of these operation switches, and in reality, the excellent functions of these traveling characteristic adjusting means cannot be sufficiently exhibited.

In view of this, for example, as in an automatic transmission control apparatus disclosed in Japanese Patent Application Laid-Open No. 7-125566, it is determined whether or not the vehicle can pass through a road ahead (curve) based on road curvature information and vehicle speed ahead of the host vehicle. It is known that a warning or deceleration is automatically performed when it is determined that passage is impossible.

[0006]

[Problems to be solved by the invention]
In the configuration in which the warning or the deceleration operation is performed based on the road bending rate information and the vehicle speed in front of the own vehicle, the driver does not sufficiently reflect the driver's intention to decelerate. The driver determines that the vehicle can pass, and even if the accelerator pedal is kept depressed, a deceleration force is automatically generated for the curve ahead, which may give the driver an uncomfortable feeling.

[0007] Even if the driver intends to decelerate,
The timing at which the driver requests the deceleration varies depending on the road condition, the traveling state, and even the driver, and it is practically impossible to set the deceleration force generation timing corresponding to all of them in advance.

The present invention has been made in view of these problems, and an object of the present invention is to provide a driving force control device provided in a vehicle that automatically sets driving force characteristics according to road conditions. An object of the present invention is to make the switching reflect the driver's intention and to reduce a sense of discomfort and abruptness given to the driver.

[0009]

A first aspect of the present invention is a curve detecting means for detecting a current position of a host vehicle and detecting a curve ahead of the host vehicle based on map information stored in advance, and a driver. An accelerator operation detecting means for detecting that the accelerator pedal has been released, and a curve automatically detected by the curve detecting means, and automatically detecting that the driver has released the accelerator pedal by the accelerator operation detecting means. Automatic deceleration force generating means for generating a deceleration force.

According to a second aspect of the present invention, in the first aspect, the automatic deceleration force generating means generates a stronger deceleration force as the vehicle speed increases and as the distance from the vehicle position to the curve decreases. It is assumed that.

[0011] In a third aspect based on the first or second aspect, the automatic deceleration force generating means is configured such that a distance from a position of the own vehicle to a curve is smaller than a deceleration force generation permission condition distance determined by a vehicle speed, and It is characterized in that a deceleration force is automatically generated when the driver releases the accelerator pedal.

In a fourth aspect based on the third aspect, the rate of increase of the deceleration force generation permission condition distance with respect to the vehicle speed is set to be smaller as the curve ahead of the vehicle becomes steeper. Is what you do.

In a fifth aspect based on the fourth aspect, the rate of increase of the deceleration force generation permission condition distance with respect to the vehicle speed does not depend on the speed of the forward curve when the curve ahead of the vehicle becomes gentle to a certain degree or more. Is set as described above.

In a sixth aspect based on the third or fourth aspect, the deceleration force generation permission condition distance is set so as not to be less than a predetermined value even if the vehicle speed is low. Things.

According to a seventh aspect of the present invention, in the first to sixth aspects, there is provided a brake operation detecting means for detecting that the driver has depressed the brake pedal, and the automatic deceleration force generating means comprises: The deceleration force is automatically generated only from when the brake pedal is released until the brake pedal is depressed.

According to an eighth aspect, in the first to seventh aspects, the automatic deceleration force generating means generates a deceleration force by changing a speed ratio of the automatic transmission. .

According to a ninth aspect, in the first to eighth aspects, a brake actuator which can be controlled independently of a driver's brake operation means is provided, and the automatic deceleration force generating means causes the brake actuator to act. To generate a deceleration force.

[0018]

According to the first aspect of the invention, when it is detected that there is a curve ahead of the road on which the vehicle is currently traveling, a deceleration force is automatically generated in accordance with the timing at which the driver releases the accelerator pedal. Therefore, the timing of the generation of the deceleration force matches the driver's deceleration request timing.

Also, even if there is a curve ahead of the host vehicle, it is determined that the driver can pass at the same speed, and if the accelerator pedal is still depressed, no deceleration force is generated. It is possible to prevent a feeling of running discomfort such as deceleration while still being generated.

According to the second aspect of the present invention, a deceleration force suitable for the running condition can be generated by generating a deceleration force having a strength corresponding to the distance to the curve and the vehicle speed.

In this way, when the vehicle speed is high despite the short distance to the curve, a strong deceleration force is applied, for example, to generate a deceleration force suitable for the running state, so that the vehicle can pass through the curve more safely. Become.

According to the third aspect of the invention, the deceleration force generation permission condition distance is set large when the vehicle is traveling at a high speed, so that the accelerator release operation is detected even when the curve is far, and conversely, when the vehicle is traveling at a low speed, the vehicle is decelerated. Since the force generation permission condition distance is set small, the accelerator release operation is not detected unless the vehicle approaches the curve, and the accelerator release operation on the curve can be accurately detected.

For example, when the vehicle is running at high speed, even if the curve is far away, the accelerator release operation there is considered to be for the curve. However, when the accelerator is released in such a situation, a deceleration force is generated. Safety during high-speed driving is improved.

Conversely, when the vehicle is running at a low speed, the accelerator release operation performed before approaching the curve may be considered to have been performed irrespective of the curve, but in such a situation, the accelerator release may be performed. Since the operation is neglected, it is possible to prevent a deceleration force from being generated in response to the accelerator release operation performed irrespective of the curve, thereby preventing the driver from feeling uncomfortable.

Further, the driver performs an accelerator release operation from a position away from the curve as the curve ahead becomes steeper,
Conversely, the distance at which the driver performs the accelerator release operation, such as not releasing the accelerator until the curve approaches the curve as the curve becomes gentler, depends not only on the vehicle speed at that time but also on the speed of the curve ahead. According to the fifth aspect of the present invention, the deceleration force generation permission condition distance is set according to the speed of the curve ahead, so that control more suited to the driver's feeling can be performed.

Further, if the deceleration force generation permission condition distance is simply set according to the vehicle speed, the deceleration force generation permission condition distance becomes small at a low speed, and it is necessary to perform deceleration control such as when stopping immediately before a curve and restarting. Although there is a possibility that the vehicle may enter deceleration control even when there is no vehicle, according to the sixth aspect, the deceleration force generation permission condition distance is not set to a predetermined value or less, so that such a problem can be prevented from occurring. it can.

According to the seventh aspect of the present invention, the automatic deceleration is generated only from the moment when the driver releases the accelerator pedal to the curve in front until the driver depresses the brake pedal. It can be an auxiliary device from when the user releases the accelerator pedal to when the user depresses the brake pedal.

Thus, it is possible to prevent the automatic deceleration force from being applied even when the driver is performing the brake operation, and the deceleration force beyond the driver's request from being applied. At the time of braking, a deceleration force is generated only by the brake operation by the driver, so that the feeling at the time of braking becomes natural.

According to the eighth aspect, the strength of the automatic deceleration force with respect to the traveling state at the time of entering the curve can be changed by changing the speed ratio of the automatic transmission to generate a deceleration force suitable for the traveling state. .

As a result, it is possible to generate a deceleration force only by controlling the transmission without adding a new device, so that it is possible to suppress an increase in cost when mounting the driving force control device. .

According to the ninth aspect, even when a strong deceleration force that cannot be handled by the engine brake is required, a strong deceleration force can be generated by operating the brake actuator to cope with the demand.

That is, the driver's accelerator release operation most reflects the driver's intention to decelerate. However, the present invention provides a method of automatically generating a deceleration force on a curve ahead of the vehicle. By adjusting the timing of occurrence of the acceleration to the timing of releasing the accelerator of the driver, a deceleration force can be applied without giving the driver an uncomfortable feeling.

[0033]

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

FIG. 1 is a block diagram showing a schematic configuration of a vehicle driving force control device according to the present embodiment. As shown in FIG. 1, a vehicle driving force control device according to the present embodiment includes a position information detecting unit 1 that detects position information used to determine a current position of the own vehicle; A current position calculating means 2 for calculating and determining a current position of the own vehicle based on a detection result of the detecting means 1, a curve detecting means 3 for detecting a curve ahead of the own vehicle using the position information detecting means 1, Accelerator operation detecting means 4 for detecting an accelerator pedal release operation by a driver; deceleration intention detecting means 5 for detecting a driver's intention to decelerate by the accelerator operation detecting means 4 and the curve detecting means 3; 2 and a curve reaching distance calculating means 6 for calculating a reaching distance from the vehicle to a curve ahead of the vehicle using the curve detecting means 3; and a vehicle speed detecting means for detecting the speed of the own vehicle. Brake operation detecting means 8 for detecting that the driver has depressed the brake pedal, and automatic deceleration force generation for automatically generating a deceleration force in accordance with the driver's accelerator release operation when entering a curve. Means 9.

The specific configuration will be described below.

FIG. 2 is a schematic diagram showing the configuration of a vehicle to which the vehicle driving force control device according to the present embodiment is applied. The output of engine 101 is supplied to driving wheels via an automatic transmission 103 with a built-in torque converter. (Not shown).

An electronically controlled throttle valve 102, which is opened and closed by a motor or the like, is interposed in an intake passage of the engine 101. The amount of intake air of the engine 101 is adjusted by the degree of opening of the electronically controlled throttle valve 102. Is controlled.

The electronically controlled throttle valve 102 is
Throttle control module (TCM)
It operates according to the control signal from 51.

The TCM 51 has a power train
An opening signal indicating the opening of the electronically controlled throttle valve 102 is transmitted from a control module (hereinafter referred to as PCM) 50, and the TCM 51 converts this opening signal into a motor drive voltage, calculates and calculates the actual electronically controlled throttle valve 102.
The electronic control throttle valve 102 is feedback-controlled so that the opening degree becomes the opening degree command signal from the PCM 50.

The PCM 50 includes an accelerator pedal opening from an accelerator pedal opening sensor 105, a brake operation signal from a brake operation switch 106, a select range signal from a range selection lever 107 of the automatic transmission, and an engine (not shown). Signals from the rotation speed sensor and the intake air amount sensor are input to control the amount of fuel supplied to the engine 101 and the ignition timing, control the gear position to the automatic transmission 103, and control the It controls the brake oil pressure of each vehicle.

On the other hand, a camera 111 for photographing the situation in front of the vehicle as an image is provided at the front of the vehicle. The information is processed as situation and obstacle information and transmitted to the external environment information processing module 52.

A GPS antenna 113 for receiving a signal from a satellite is provided at the rear of the vehicle. Information obtained from the GPS antenna 113 is transmitted to the position information processing device 54 to grasp the current position of the vehicle. The position information processing device 54 stores map information in which geographical attributes and the like are incorporated in advance as a recording medium such as a CD-ROM. The information and the like are collectively transmitted to the external environment information processing module 52. Further, a signal from the position information processing device 54 is also displayed on a monitor 112 provided in the driver's seat.

The external environment information processing module 52 appropriately summarizes the current vehicle environment and transmits it to the PCM 50. The PCM 50 receives this signal and controls the output of the engine 101 and the shift of the automatic transmission 103. . Also,
Conversely, the PCM 50 outputs the output torque information of the engine 101,
The gear position information of the automatic transmission 103 and the signal states from the accelerator opening sensor 105 and the brake operation switch 106 are transmitted to the external environment information processing module 52. The external environment information processing module 52 receives this signal and may improve the accuracy of determining the external environment or estimate the mental state of the driver.

Next, the processing for controlling the vehicle driving force, which is a main part of the present invention, will be described with reference to the flowcharts shown in FIGS.

FIG. 3 is a flowchart showing the first embodiment, which is executed, for example, every 10 ms.

First, in step S11, it is detected whether or not a curve exists in front of the vehicle. If a curve is detected, the process proceeds to step S12. If no curve is detected, it is not necessary to generate a deceleration force. Judge and end this routine. At this time, the detection of the curve is performed, for example, according to the flowchart shown in FIG.

The flow shown in FIG. 4 will be described. In FIG. 4, first, in steps S21 and S22, the GP
The position information processing device 54 detects the current position and the traveling direction of the vehicle based on the information obtained from the S antenna 113 and the map information stored in advance.

Then, in step S23, a road search is performed in a fan shape on a road up to a predetermined distance in front of the host vehicle using a curve detection map as shown in FIG. In step S24, it is detected from the result of the road search whether there is a point having a road exceeding a predetermined angle. If a point having a road exceeding a predetermined angle is detected, the process proceeds to step S25, and the point is curved. Detect as a point. Conversely, if no point with a road exceeding the predetermined angle is detected, the routine ends, assuming that there is no curve ahead of the vehicle.

Accordingly, by processing the flow shown in FIG. 4, a curve point ahead of the host vehicle is detected.

Returning to FIG. 3, in the next step S12, the accelerator pedal opening sensor 105 detects whether the driver has released the accelerator pedal. When it is detected that the accelerator pedal is released, it is determined that the driver intends to decelerate, and the process proceeds to step S13. When it is not detected that the accelerator pedal is released, the driver is instructed to decelerate. It is determined that there is not, and this routine ends.

That is, by processing steps S11 and S12, when a curve is detected ahead and it is detected that the driver has released the accelerator pedal, the driver issues a deceleration request to the forward curve. Then, the process proceeds to step S13 to generate a deceleration force.

In step S13, the speed of the vehicle is detected by the vehicle speed detecting means, and the distance from the current position to the curve point is calculated by the curve reaching distance calculating means. The calculation of the curve reaching distance is performed, for example, according to the flowchart shown in FIG.

The flow shown in FIG. 6 will be described. Referring to FIG. 6, first, in step S31, it is determined whether or not a curve has been detected by the curve detecting means. If a curve has been detected, the flow proceeds to step S32. move on. Conversely, if no curve has been detected, this routine ends.

Then, in step S32, the curve point detected by the curve detecting means is stored.
At 33, the distance from the current position of the vehicle obtained by the position information detecting means to the detected curve point is calculated along the road using the map information.

Therefore, by processing the flow shown in FIG. 6, the distance from the current position of the host vehicle to the curve point ahead of the host vehicle is calculated.

Returning to FIG. 3, in step S14, a deceleration force required for curve running is calculated based on the vehicle speed and the curve reaching distance obtained in step S13. The required deceleration force is obtained, for example, by referring to the deceleration force characteristics shown in FIG. As a result, the required deceleration force is set to be larger as the reaching distance of the curve becomes shorter and the vehicle speed becomes higher.

In step S15, a target gear ratio required to generate the required deceleration force is calculated based on the required deceleration force and the vehicle speed obtained in step S14. In step S16, the target reduction ratio is transmitted to the automatic transmission 103. By instructing, a required deceleration force is generated.

Therefore, by processing the flow shown in FIG. 3, when the curve is detected ahead of the host vehicle and the driver releases the accelerator pedal, the automatic transmission 10
The gear ratio of No. 3 is changed, and a deceleration force is generated. Since the deceleration force is generated at the timing when the accelerator pedal is released, it is possible to reduce the speed to a speed required for passing through the curve without giving the driver an uncomfortable feeling. On the other hand, when the accelerator pedal is kept depressed, no deceleration force is generated, so that the driver does not decelerate while the accelerator pedal is being depressed, so that the driver does not feel uncomfortable.

Since the deceleration generated at this time depends on the vehicle speed and the travel distance of the curve, the deceleration more than necessary in a situation where a large deceleration is not required, such as when the vehicle is far from the curve or when the vehicle speed is low. It is possible to avoid that a sufficient deceleration force is not generated in a situation where a strong deceleration force is required, such as when a force is generated, when a vehicle is near a curve, or when the vehicle speed is high, or the like.

Here, the deceleration force is generated by changing the gear ratio of the automatic transmission 103. However, the method of generating the deceleration force is not limited to this. The deceleration force may be generated by applying the force, or the throttle valve 102 may be automatically throttled to reduce the output torque of the engine 101 to generate the deceleration force.

FIG. 8 is a flowchart showing the second embodiment, which is executed, for example, every 10 ms.

This flow differs from the flow chart shown in FIG. 3 in that a step S42 is added between steps S41 and S43 corresponding to steps S11 and S12 to compare the distance reached by the curve with the deceleration force generation permission condition distance. It is. Therefore, here, step S42
, And description of other common processes is omitted.

In step S42, a comparison is made between the reaching distance of the curve and the deceleration force generation permission condition distance. The calculation of the curve reaching distance is performed, for example, according to the flowchart shown in FIG. On the other hand, the deceleration force generation permission condition distance is determined according to the vehicle speed, and for example, is set to be larger as the vehicle speed is higher. When the curve reaching distance is smaller than the deceleration force generation permission condition distance, step S
Proceed to 43 to detect an accelerator release operation. On the other hand, when the reaching distance of the curve is not smaller than the deceleration force generation permission condition distance, the present routine ends.

Therefore, by processing the flow shown in FIG. 8, the accelerator release operation is detected even when the curve is far away at the time of high speed running, and the accelerator release operation is detected until the vehicle approaches the curve at the time of low speed running. , The accelerator release operation on the curve can be correctly detected.

For example, during high-speed running, even if the curve is far away, the accelerator release operation is detected and a deceleration force is generated, so that safety at high-speed running can be improved. Conversely, when the vehicle is running at low speed, even if the accelerator pedal is released before approaching the curve, the accelerator release operation is not detected, so the accelerator release operation may be considered to have been performed independently of such a curve. On the other hand, it is possible to prevent a deceleration force from being generated and giving the driver an uncomfortable feeling.

Here, the deceleration force is generated by changing the speed ratio of the automatic transmission 103, but the method of generating the deceleration force is not limited to this, and the brake actuator 104 is generated as described later. May be applied to generate the deceleration force, or the throttle valve 102 may be automatically throttled to generate the deceleration force.

FIG. 9 is a flowchart showing the third embodiment, which is executed, for example, every 10 ms.

The flow shown in FIG. 9 is a step for releasing the generation of the deceleration force when the brake pedal is depressed between steps S52 and S54 corresponding to steps S12 and S13 of the flow shown in FIG. S53
And a brake actuator 104 capable of controlling the deceleration force independently of the driver's brake operation means.
Is caused to act.

First, in steps S51 and S52, a curve is detected and an accelerator release operation is detected. The curve detection is performed, for example, according to the flow shown in FIG.

In the next step S53, it is detected whether or not the brake pedal is depressed by the brake operation switch 106. If the brake pedal is not yet depressed, the process proceeds to step S55, and conversely, the brake pedal is depressed. If so, it is determined that there is no need to generate a deceleration force, and the process proceeds to step S54, where 0 is stored in the brake correction amount tBRK.

In step S55, the speed of the host vehicle is detected by the vehicle speed detecting means, and the curve reaching distance is calculated by the curve reaching distance calculating means. Further, based on them, the required deceleration force is obtained by referring to the deceleration force characteristics shown in FIG. 7, and the brake correction amount required to generate the required deceleration force is calculated and stored in tBRK.

Then, in step S57, the brake correction amount stored in tBRK is output to the brake actuator to generate a required deceleration force. However, at this time, if 0 is stored in tBRK in step S54, no deceleration force is generated.

Therefore, by processing the flow shown in FIG. 9, a curve is detected in front of the host vehicle and the driver can release the accelerator pedal in the same manner as when processing the flow shown in FIGS. When the release is detected, a deceleration force is automatically generated. This deceleration force is released when the driver depresses the brake pedal.

As a result, after the brake pedal is depressed, the deceleration is performed only by the driver's operation of the brake pedal. Therefore, it is possible to prevent the deceleration force from exerting a double effect, and to operate the vehicle during braking. Will be able to slow down naturally.

By operating the brake actuator 104 in this manner, a strong deceleration force that cannot be obtained by engine braking can be generated, and a situation that cannot be handled by engine braking can be dealt with. become.

As described above, the deceleration force changes the gear ratio of the automatic transmission 103 or changes the speed of the throttle valve 10.
2 may be automatically generated.
Alternatively, the deceleration force is generated by the engine brake during normal times, and some deceleration force generation methods are switched according to the situation, such as operating the brake actuator 104 only when particularly strong deceleration force is required. You may do so.

FIG. 10 is a flowchart showing the fourth embodiment, which is executed, for example, every 10 ms.

This flow is obtained by adding a step S62 for setting a deceleration force generation permission condition distance between steps S61 and S63 corresponding to steps S41 and S22 of the flowchart shown in FIG. The same applies to the processing performed in. Therefore, only the description of step S62 is given here, and the description of the other common processes is omitted.

In step S62, the deceleration force generation permission condition distance is set with reference to, for example, the map shown in FIG.

Referring to the map shown in FIG. 11, the point that the deceleration force generation permission condition distance is set larger as the vehicle speed becomes higher is the same as in the second embodiment. The rate of increase with respect to the vehicle speed is set to increase as the radius of curvature of the forward curve increases, and the deceleration force generation permission condition distance is set to decrease as the radius of curvature increases at the same vehicle speed. When the radius of curvature exceeds a predetermined value, the relationship between the vehicle speed and the deceleration force generation permission condition distance is set so as not to depend on the radius of curvature. Furthermore, the deceleration force setting permission condition distance is set so as not to be less than a predetermined value even when the vehicle speed decreases.

Returning to FIG. 10, in the next step S63,
It is determined whether or not to detect the accelerator release operation based on the deceleration force generation permission condition distance and the curve reaching distance set in step S62.

Therefore, by processing the flow shown in FIG. 10, when the front curve is steep, the accelerator release operation is detected even if the curve is far, and conversely, when the front curve is gentle. Does not detect the accelerator release operation until the vehicle approaches the curve, but the position where the driver performs the accelerator release operation becomes farther as the forward curve becomes steeper, and conversely, as the curve becomes steeper, the closer the curve becomes, the more the forward curve becomes , Only the driver's accelerator release operation can be correctly detected.

In addition, for a curve that is gentler than a certain degree, for example, a curve having a radius of curvature of 70 m or more, the driver performs accelerator release operation at the same distance at the same vehicle speed regardless of whether the radius of curvature is 70 m or 80 m. However, when the deceleration force generation permission distance is set to depend only on the vehicle speed irrespective of the radius of curvature when the curve ahead of the vehicle becomes gentler than a certain degree, the driver's accelerator operation is more correctly detected. become able to.

The deceleration force generation permission condition distance is set in accordance with the vehicle speed, but is set so as not to be less than a predetermined value. Therefore, deceleration control is performed, for example, when stopping before a curve and restarting. It is possible to prevent the driver from entering the deceleration control without necessity and giving the driver an uncomfortable feeling.

In this case, the judgment of the speed of the forward curve is made on the basis of the radius of curvature. However, the speed of the front curve is judged by another method, for example, by judging the refraction angle of the road. It does not matter.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a schematic configuration of a vehicle driving force control device according to an embodiment.

FIG. 2 is a schematic diagram showing a configuration of a vehicle to which the vehicle driving force control device according to the present embodiment is applied;

FIG. 3 is a flowchart showing the first embodiment.

FIG. 4 is a flowchart illustrating a process performed by a curve detection unit.

FIG. 5 is a diagram showing an example of a curve detection map used in the curve detection means.

FIG. 6 is a flowchart illustrating a process performed by a curve reaching distance calculating unit.

FIG. 7 is a diagram showing a deceleration force characteristic referred to in calculating a required deceleration force.

FIG. 8 is a flowchart showing a second embodiment.

FIG. 9 is a flowchart illustrating a third embodiment.

FIG. 10 is a flowchart illustrating a fourth embodiment.

FIG. 11 is a map referred to when setting a deceleration force generation permission condition distance.

[Explanation of symbols]

 3 Curve detecting means 4 Accelerator operation detecting means 6 Curve reaching distance calculating means 8 Brake operation detecting means 9 Automatic deceleration force generating means 104 Brake actuator 105 Accelerator pedal opening sensor 106 Brake operation switch

Continuation of the front page (51) Int.Cl. ⁶ Identification code FI F16H 61/02 F16H 61/02 G01C 21/00 G01C 21/00 A G08G 1/16 G08G 1/16 D // F16H 59:18 59:44 59:66 (72) Inventor Hiroshi Abe 2 Takaracho, Kanagawa-ku, Yokohama, Kanagawa Prefecture Inside Nissan Motor Co., Ltd. (72) Inventor Shinsuke Higashikura 2 Takaracho, Kanagawa-ku, Yokohama City, Kanagawa Nissan Motor Co., Ltd.

Claims (9)

[Claims] 1. A curve detecting means for detecting a current position of an own vehicle and detecting a curve ahead of the own vehicle based on map information stored in advance, and an accelerator for detecting that a driver has released an accelerator pedal. Automatic deceleration force generation for automatically generating a deceleration force when a curve is detected by the operation detection means and the curve detection means, and when the accelerator operation detection means detects that the driver has released the accelerator pedal. And a driving force control device for a vehicle. 2. The vehicle drive according to claim 1, wherein said automatic deceleration force generating means generates a stronger deceleration force as the vehicle speed increases and as the distance from the vehicle position to the curve decreases. Power control device. 3. The automatic deceleration force generating means automatically generates when a distance from a vehicle position to a curve is smaller than a deceleration force generation permission condition distance determined by a vehicle speed and the driver releases an accelerator pedal. 3. The vehicle driving force control device according to claim 1, wherein the vehicle driving force control device generates a deceleration force. 4. The vehicle driving force according to claim 3, wherein the rate of increase of the deceleration force generation permission condition distance with respect to the vehicle speed is set to decrease as the curve ahead of the vehicle becomes steeper. Control device. 5. The rate of increase of the deceleration force generation permission condition distance with respect to the vehicle speed is set so that when the curve ahead of the vehicle becomes gentler than a certain level, it does not depend on the speed of the curve ahead. The vehicle braking force control device according to claim 4. 6. The vehicle according to claim 3, wherein the deceleration force generation permission condition distance is set so as not to be less than a predetermined value even if the vehicle speed is low. Driving force control device. 7. A brake operation detecting means for detecting that a driver has depressed a brake pedal, wherein the automatic deceleration force generating means automatically operates only from when the driver releases the accelerator pedal to when the driver depresses the brake pedal. The driving force control device for a vehicle according to claim 1, wherein the driving force control device generates a deceleration force. 8. The vehicle drive according to claim 1, wherein the automatic deceleration force generating means generates a deceleration force by changing a speed ratio of the automatic transmission. Power control device. 9. The vehicle according to claim 1, further comprising a brake actuator that can be controlled independently of a driver's brake operation means, wherein the automatic deceleration force generating means generates a deceleration force by applying the brake actuator. 9. The vehicle driving force control device according to any one of 1 to 8.