JP3750469B2 - Vehicle driving force control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent frequent switching of a driving force characteristics to impact incongruity to a driver. SOLUTION: When incongruity is imparted to the driver due to generation of unnecessary acceleration/deceleration such as hunting and surging when driving force is switched to driving force according to a second region attribute in a region where a first region attribute and the second region attribute are overlapped under the condition that the second region attribute (a curve, for instance) exists so as to be overlapped in mid-way of a road (an alley, for instance) of the continuous first region attribute, a controller 10 does not perform the switching to driving force according to the second region attribute in the road where the first region attribute and the second region attribute are overlapped and continues a driving force control according to the first region attribute.

Description

[0001]
[Industrial application fields]
The present invention relates to a driving force control device that controls driving force of a vehicle.
[0002]
[Prior art]
Devices that change the driving force of a vehicle based on regional attributes stored in a navigation system, such as reducing the driving force in an alley to enable safe driving on the alley, are known (for example, Japanese Patent Laid-Open No. Hei 9-1990). 229175).
[0003]
[Problems to be solved by the invention]
However, in such a device, when there are a plurality of characteristics selected according to the region attribute, the switching of the driving force characteristics may be repeated, and depending on the mode of the switching, the driver may feel uncomfortable. There was sex.
[0004]
For example, if there is a short curve in the middle of a continuous alley, the driver expects to drive the curve with the characteristics for the alley, but the driving force is reduced in the alley, while the engine brake amount is reduced with the accelerator off in the curve. In a system that is configured to be strengthened, when the accelerator pedal is released along a curve in the middle of the alley, the system switches to a curve characteristic, which may give the driver a sense of incongruity.
[0005]
Similarly, in a traction control-equipped vehicle, switching of driving force characteristics is repeated within a short time, which may give the driver a feeling of strangeness.
[0006]
For example, in a situation where a slippery road surface (for example, a curve) continues intermittently, if the control is performed faithfully to the slip of the wheel, the driving force characteristic is frequently switched, and the driver feels uncomfortable (the vehicle itself is running It does not mean the feeling of running or the feeling of running, but it means a phenomenon such as hunting or surging.)
[0007]
The present invention has been made in view of the above technical problem, and an object of the present invention is to prevent switching of driving force characteristics that gives a driver a sense of incongruity in a vehicle equipped with a driving force control device.
[0008]
[Means for solving problems]
The first invention is a position detection means for detecting the vehicle position based on a signal from a satellite;
Recording medium in which area attribute information is recorded, area attribute detecting means for detecting the area attribute at the vehicle position with reference to the recording medium, and driving force for controlling the driving force of the vehicle according to the detected area attribute In the vehicular driving force control apparatus including the control means, the first area attribute and the second area attribute are recorded on the recording medium, and the second area is in the middle of the road of the first area attribute. When there are overlapping attributes, the driving force control means does not switch to the driving force according to the second regional attribute in the overlapping region, and continues the driving force control according to the first regional attribute. It is characterized by doing.
[0009]
According to a second aspect of the present invention, position detecting means for detecting the position of the own vehicle based on a signal from a satellite, a recording medium on which area attribute information is recorded, and an area attribute at the position of the own vehicle are detected with reference to the recording medium. In the vehicular driving force control device including the area attribute detecting means and the driving force control means for controlling the driving force of the vehicle according to the detected area attribute, the recording medium includes a first area attribute and a second area attribute. of which are local attributes are recorded, the first second regional attribute has a duplicate in the middle of the road area attributes, before type recording medium than the second regional attribute first regional attribute Priority is recorded in advance, and the driving force control means controls the driving force according to the regional attribute with the higher priority when a plurality of regional attributes are detected at the vehicle position. It is characterized by performing.
[0010]
According to a third aspect of the present invention, position detecting means for detecting the position of the own vehicle based on a signal from the satellite, a recording medium on which area attribute information is recorded, and an area attribute at the position of the own vehicle are detected with reference to the recording medium. In the vehicular driving force control device including the area attribute detecting means and the driving force control means for controlling the driving force of the vehicle according to the detected area attribute, the recording medium includes a first area attribute and a second area attribute. Means for calculating the first target driving force according to the first regional attribute, means for calculating the second target driving force according to the second regional attribute, Whether or not unnecessary acceleration / deceleration occurs when switching to a driving force corresponding to the second regional attribute in the overlapping region when the second regional attribute is duplicated in the middle of the road having the first regional attribute Means for judging whether or not based on the first and second target driving forces; Wherein the driving force control means, upon entering the overlapping region from the road of the first regional attribute, if it is determined that results in unnecessary deceleration, the in overlapping region corresponding to the second regional attribute Switching to the driving force is not performed, and the driving force control according to the first regional attribute is continued.
[0011]
A fourth invention is characterized in that, in the first to third inventions, the first regional attribute is “alley” and the second regional attribute is “curve”.
[0012]
According to a fifth aspect of the present invention, there is provided a vehicle driving force control device including slip detection means for detecting wheel slip and driving force control means for reducing the driving force when the slip is detected. A position detection means for detecting the position of the vehicle based on the recording medium, a recording medium on which the region attribute information is recorded, and a means for detecting that a slippery road surface is intermittent on the own vehicle route with reference to the recording medium. When the slip is detected and it is detected that the slippery road surface is intermittent, the driving force control means continues to decrease the driving force for a predetermined time after the slip converges. is there.
[0013]
The sixth invention is characterized in that, in the fifth invention, the slippery road surface is a curve.
[0014]
[Action and effect]
In the vehicle equipped with the driving force control device according to the present invention, the regional attribute at the own vehicle position is read based on the own vehicle position information detected based on the signal from the satellite and the regional attribute information recorded on the recording medium. The driving force is changed according to the region attribute.
[0015]
At this time, if there are a plurality of characteristics selected according to the region attribute, switching of the driving force characteristics may be repeated within a short time, and depending on the mode of switching, the driver may feel uncomfortable.
[0016]
However, according to the first to fourth aspects of the invention, the second regional attribute (for example, a curve) overlaps in the middle of the first regional attribute road (for example, the alley), and the second region attribute has the second region. When switching to a driving force that matches the regional attribute, an unnecessary acceleration / deceleration state occurs, and in the situation where the driver feels uncomfortable, the driving force is not switched in the overlapping region, and the driving force for the first regional attribute Control continues. As a result, switching of the driving force characteristic that causes unnecessary acceleration / deceleration is prevented, and thus a driving force characteristic that matches the driver's feeling is realized.
[0017]
According to the fifth to sixth inventions, in a situation where a slippery road surface such as an intermittent curve is intermittent, the traction control is continued for a while even if the slip converges. This can prevent frequent ON / OFF of the traction control and prevent the driver from feeling uncomfortable.
[0018]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
[0019]
FIG. 1 shows a schematic configuration of a vehicle provided with a driving force control apparatus according to the present invention. Reference numeral 1 denotes an engine, 2 denotes a continuously variable transmission (hereinafter referred to as CVT), and the output of the engine 1 is transmitted to the drive wheels 3 via the CVT 2. Note that the present invention is not limited to a CVT-equipped vehicle, but can be applied to a multi-stage stepped automatic transmission. The following description will be given of an example applied to a CVT-equipped vehicle.
[0020]
The intake passage 4 of the engine 1 is provided with an electronically controlled throttle valve 5 that can be controlled independently of the driver's accelerator operation. The throttle valve 5 adjusts the intake air amount of the engine 1 and adjusts the output torque of the engine 1. The opening degree of the throttle valve 5 and the intake air amount are detected by the throttle opening degree sensor 6 and the air flow meter 7, respectively, and output to the controller 10.
[0021]
CVT2 is a belt type continuously variable transmission including a pair of pulleys (not shown) around which a belt is wound, and the gear ratio can be adjusted steplessly by adjusting the groove width of the pulleys.
[0022]
Further, this vehicle is equipped with a navigation system 20 and detects the current position (latitude, longitude, and altitude) of the vehicle based on a signal from an artificial satellite received by a GPS antenna 21 attached to the upper surface of the vehicle body. can do. A recording medium (such as a magneto-optical disk) 22 included in the navigation system 20 records information on road types (national roads, prefectural roads, etc.) and regional attributes (curves, alleys, etc.) in addition to topographic information. Used in force control.
[0023]
The controller 10 includes a microprocessor, a memory, an I / O interface, and the like, and comprehensively controls the output of the engine 1, the gear ratio of the CVT 2, and the like based on the operation state detected by various sensors.
[0024]
Specifically, a target driving force is set based on the accelerator operation amount detected by the accelerator operation amount sensor 31 and the driving wheel speed detected by the driving wheel speed sensor 32 so that the target driving force is realized. The throttle opening and fuel injection amount of the engine 1 and the gear ratio of the CVT 2 are controlled.
[0025]
At this time, if it is determined that the vehicle is currently traveling on the alley based on the region attribute information from the navigation system 20, the controller 10 decreases the target driving force and improves the drivability on the alley.
[0026]
Further, when it is determined that the vehicle is currently traveling on a curve, the controller sets a deceleration target of 10 targets. Then, at the timing when the driver releases the accelerator pedal, the gear ratio of CVT 2 is changed to the larger side, the engine brake amount of the engine 1 is increased, and the drivability during curve driving is improved. When a stepped automatic transmission is used, downshift control is performed.
[0027]
There may be a situation where the regional attribute is “alley” and “curve”, but in such a situation, the control for the alley is prioritized so as not to perform the control for the curve, so that the driver does not feel uncomfortable.
[0028]
Hereinafter, the details of the driving force control performed by the controller 10 will be described in detail.
[0029]
FIG. 2 is a flowchart showing the contents of the driving force control.
[0030]
According to this, first, in step S11, the accelerator operation amount is read, and in step S12, a target driving force (driver required target driving force) is set with reference to a predetermined map based on the read accelerator operation amount.
[0031]
Next, in step S13, the current position of the host vehicle is detected based on the signal received by the GPS antenna 21, and the region attribute at the host vehicle position is read from the recording medium 22 in step S14.
[0032]
In steps S15 and S16, it is determined whether the attribute at the read vehicle position is “alley”, “curve”, or “normal road”.
[0033]
As a result of the determination, if the attribute of the vehicle position is “alley”, the process proceeds to step S17 to perform the alley control (FIG. 3), and if it is “curve”, the process proceeds to step S18 to control the curve (see FIG. 4) is performed, and if it is “normal road”, the routine proceeds to step S19, where normal control (FIG. 5) is performed (the contents of each subroutine will be described later).
[0034]
Here, like the part surrounded by the broken line in the figure, by determining whether the attribute of the vehicle position is “alley” or not before determining whether it is “curve”, In the situation where the attributes of “alley” and “curve” overlap, the alley control is prioritized over the curve control.
[0035]
Priorities are given to the regional attributes recorded on the recording medium 22 in advance, and when the vehicle position has a plurality of attributes, driving force control is performed according to the higher regional attribute. May be. In this case, for example, by setting the priority of “alley” higher than “curve”, the same processing as the routine shown in FIG. 2 can be performed.
[0036]
FIG. 3 is a flowchart showing the contents of the alley control performed in step S17 of FIG.
[0037]
When this flow is executed, first, a reduction amount of the driving force is set (step S21), and the reduction amount of the driving force is subtracted from the target driving force determined according to the driving state (accelerator operation amount, driving wheel speed, etc.). The target driving force is corrected (step S22).
[0038]
Then, the target throttle opening and the target gear ratio for realizing the corrected target driving force are calculated (steps S23 and S24), and these are output to the throttle valve 5 and CVT2 (step S25).
[0039]
As a result, the throttle opening and the gear ratio are corrected to the small side, the driving force of the vehicle is corrected to decrease, and the drivability during alley driving is improved.
[0040]
FIG. 4 is a flowchart showing the details of the curve control performed in step S18 of FIG.
[0041]
When this flow is executed, it is first determined whether or not the accelerator pedal is released (step S31). If it is determined that the accelerator pedal is not released, normal control (FIG. 5) described later is performed. (Step S32).
[0042]
However, if it is determined that the accelerator pedal is released, a target deceleration is set (step S33), and a target gear ratio for realizing the target deceleration is calculated (step S34). Then, the target gear ratio calculated to realize the target deceleration is output to CVT 2 (step S35).
[0043]
As a result, when the accelerator pedal is released, the gear ratio of the CVT 2 is changed to the large side, the engine brake amount is increased, and the drivability during curve driving is improved.
[0044]
FIG. 5 is a flowchart showing the contents of the normal control performed in step S19 of FIG. 2, and when this flow is executed, the target throttle opening for realizing the target driving force determined according to the operating state. The target gear ratio is calculated (steps S41 and S42), and the target throttle opening and the target gear ratio are output to the throttle valve 5 and the CVT 2, respectively (step S43).
[0045]
Next, the overall effect of performing the driving force control will be described.
[0046]
Here, as shown in FIG. 6, consider a case where the vehicle travels in a situation where there is a short curve in the middle of the alley (for example, a curve in a residential area or a shopping street). In this curve, the region attribute “alley” and the region attribute “curve” overlap.
[0047]
FIG. 7 shows the change of each parameter at that time. The case where the present invention is applied is indicated by a solid line, and the case where the present invention is not applied is indicated by a broken line.
[0048]
According to this, when the present invention is not applied, when the vehicle enters a curve in the middle of the alley, the driving force characteristic is switched from the alley running characteristic to the curve running characteristic. Since the accelerator pedal is depressed to some extent during curve driving, the amount of decrease in the target driving force is returned to zero.
[0049]
Therefore, the target driving force is increased compared to the value before entering the curve, which is probably in the state where the accelerator pedal is returned, and the throttle opening and the gear ratio are changed to the output increasing side. The acceleration will increase. Such switching of driving force characteristics results in an uncomfortable feeling for a driver who expects to travel with alley characteristics even during a curve. Further, when the vehicle enters the next curve, the alley control is performed again, and the target driving force is returned to the small side, so that a negative acceleration is generated this time. That is, unnecessary acceleration / deceleration is repeated in a short time, which causes the driver to feel uncomfortable like surging.
[0050]
On the other hand, when the present invention is applied, the alley characteristics take precedence over the curve characteristics, so the driving force characteristics remain the alley characteristics even when entering the curve in the middle of the alley. There is no switching of characteristics. Therefore, the alley characteristics continue during the curve as per the driver's feeling, and the driver does not feel uncomfortable.
[0051]
In addition, as described below, it is determined whether unnecessary acceleration / deceleration occurs when switching to driving force according to regional attributes, and it is determined that unnecessary acceleration / deceleration occurs as described below. In this case, the driving force is not switched.
[0052]
FIG. 8 shows the content of the driving force control in that case, and is executed by the controller 10 instead of the control shown in FIGS.
[0053]
According to this, first, the vehicle position is detected in step S51, and the regional attribute at the vehicle position is read from the recording medium 22 in step S52.
[0054]
Next, in steps S53 to S55, the target driving force tFdn when the regional attribute is “normal road”, the target driving force tFda when “area” is set, and the target driving force tFdc when “curve” is set, respectively. Calculated. The alley target driving force tFa is calculated to be smaller than the normal target driving force tFdn, and the curve target driving force t Fdc is the same value as the normal target driving force tFdn if the accelerator pedal is depressed, and the accelerator pedal is released. If so, it is calculated to be larger than the normal target driving force tFdn.
[0055]
In step S56, it is determined whether or not the region attribute at the vehicle position is “curve + alley”. If “curve” and “alley” overlap, the process proceeds to step S57.
[0056]
In step S57, it is determined whether or not the difference between the curve target driving force tFdc and the alley target driving force tFda is larger than a predetermined threshold value. As the threshold value, for example, a driving force change amount causing an unnecessary acceleration / deceleration is set. When the difference exceeds the threshold value, the routine proceeds to step S58 where the alley target driving force tFda is set as the final target driving force tFd. When the difference does not exceed the threshold value, the routine proceeds to step S59. The curve target driving force tFdc is set as the driving force tFd.
[0057]
On the other hand, if it is determined in step S56 that the region attribute is not “curve + alley”, the process proceeds to step S60 and subsequent steps, and the target driving force corresponding to the region attribute at the vehicle position is set as the final target driving force tFd (step S60). To S64).
[0058]
When the final target driving force tFd is set as described above, the target throttle opening degree and the target gear ratio necessary for realizing the final target driving force tFd are calculated in step S65, and these target values are throttled in step S66. It is output to the valve 5 and CVT2.
[0059]
Therefore, according to this flow, if the local attribute at the vehicle position is "alley" and "curve" overlap, the difference between the target driving force for curve tFc and the target driving force for alley tFda is determined. Is larger than the threshold value, the alley target driving force tFda is set as the final target driving force tFd. As a result, as in the case of prioritizing the regional attributes shown in FIG. 2 (FIG. 2), in the situation where there is a short curve in the middle of the alley as shown in FIG. Is continued even during the curve, and unnecessary acceleration / deceleration can be prevented from causing an uncomfortable feeling to the driver.
[0060]
Next, a second embodiment will be described.
[0061]
In this embodiment, the controller 10 is based on the deviation between the rotational speed of the driving wheel 3 detected by the driving wheel speed sensor 32 and the rotational speed of the driven wheel (not shown) detected by the driven wheel speed sensor 33. When the presence or absence is detected and it is determined that the vehicle is slipping, the target driving force is decreased to converge the slip (hereinafter referred to as “traction control”).
[0062]
Then, when a situation (intermittent curve) in which a curve and a straight road continue alternately as shown in FIG. 11 is predicted, the traction control is continued for a while even if the slip is settled, and the traction control is repeatedly turned ON / OFF. To prevent.
[0063]
Hereinafter, the details of the driving force control performed by the controller 10 will be described in detail.
[0064]
FIG. 9 is a flowchart showing the contents of traction control performed by the controller 10.
[0065]
This will be described. First, in step S71, the driving wheel speed and the driven wheel speed are read, and in step S72, it is determined whether or not the difference between the rotational speeds is larger than the slip threshold value.
[0066]
When the rotational speed difference is larger than the slip threshold value, the drive wheel 3 is slipping, so that the process proceeds to step S73 and subsequent steps so as to perform traction control for suppressing the slip.
[0067]
In step S73, it is determined whether or not there is an intermittent curve on the vehicle path. The determination of the intermittent curve is performed according to a flowchart shown in FIG. 10 described later. If it is determined that there is an intermittent curve, the process proceeds from step S74 to step S76, and the timer T for setting the duration of traction control is set to a predetermined value. The value (> 0) is set. On the other hand, if it is determined that there is no intermittent curve, the routine proceeds to step S75, where the timer T is set to zero.
[0068]
In step S77, the accelerator operation amount is read. In step S78, a target driving force (driver requested target driving force) corresponding to the accelerator operation amount is set. Further, in step S79, a driving force decrease amount necessary for suppressing the slip is calculated, and in step S80, the target driving force is corrected by the driving force decrease amount.
[0069]
In step S81, an engine torque (target engine torque) necessary for realizing the corrected target driving force is calculated, and in step S82, a throttle opening (target throttle opening) necessary for realizing the target engine torque is calculated. Is calculated.
[0070]
In step S83, the target throttle opening is output to the throttle valve 5, and in step S84, the timer T is decremented.
[0071]
In step S85, it is determined whether the timer T has become smaller than zero. If the timer T has become smaller than zero, the process is terminated. However, if the timer T is equal to or greater than zero, the process returns to step S77, and traction control is continued until the timer T becomes smaller than zero.
[0072]
On the other hand, normal control is performed after step S86, which is determined to be not in the slip state.
[0073]
In the normal control, a target driving force corresponding to the read accelerator operation amount is set (steps S86 and S87), and an engine torque (target engine torque) necessary for realizing the target driving force is set (step S88). ).
[0074]
Then, the throttle opening (target throttle opening) necessary for realizing the target engine torque is calculated (step S89) and output to the throttle valve 5 (step S90).
[0075]
FIG. 10 shows the contents of the intermittent curve determination process performed in step S73.
[0076]
According to this, first, the own vehicle position is detected in step S91, and the regional attribute at the own vehicle position and the regional attribute of the predetermined range on the own vehicle route are read in step S92.
[0077]
In step S93, it is determined whether or not the regional attribute at the vehicle position is “curve”. If it is determined that the regional attribute at the vehicle position is “curve”, the process proceeds to step S94, and it is further determined whether there is another curve within the predetermined range.
[0078]
As a result of the determination, if it is determined that there is another curve, the process proceeds to step S95 and it is determined that there is an intermittent curve.
[0079]
On the other hand, if it is determined in step S93 that the current curve is not present, or if it is determined that there is no other curve even in the current curve in step S94, the process proceeds to step S96 and it is determined that there is no intermittent curve.
[0080]
Next, the overall effect of performing the driving force control will be described. Here, consider a situation where the vehicle travels on an intermittent curve in which curves and straight roads are alternately continued as shown in FIG.
[0081]
FIG. 12 shows how each parameter changes at that time. The case where the present invention is applied is indicated by a solid line, and the case where the present invention is not applied is indicated by a broken line.
[0082]
According to this, when the present invention is not applied, the ON / OFF of the traction control is repeated in conjunction with the intermittent of the curve, and the driving force increases / decreases, so that the positive acceleration at the exit of the curve and the negative acceleration at the entrance of the curve. Positive and negative accelerations alternately act on the vehicle body, giving the driver a feeling of strangeness.
[0083]
On the other hand, when the present invention is applied, the traction control is continued for a predetermined time on the intermittent curve, so that the traction control is continued even after passing through the first curve and entering the straight road, and the traction control is continued. Will enter the curve.
[0084]
This prevents repeated ON / OFF of the traction control, prevents the driver from feeling uncomfortable, and suppresses fluctuations in the driving force, thereby improving the vehicle stability during running on an intermittent curve. .
[0085]
As described above, in the vehicle equipped with the driving force control device according to the present invention, the driving force characteristic that gives the driver a sense of incongruity is prevented, and the feeling of discomfort that the driving force control gives to the driver is reduced. And the drivability of the vehicle can be improved.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram of a vehicle provided with a driving force control apparatus according to the present invention.
FIG. 2 is an example of a flowchart showing details of driving force control performed by a controller.
FIG. 3 is a flowchart showing details of alley control.
FIG. 4 is a flowchart showing the contents of curve control.
FIG. 5 is a flowchart showing the contents of normal control.
FIG. 6 is a diagram for explaining the operation of the present invention.
FIG. 7 is a time chart for explaining the operation of the present invention.
FIG. 8 is an example of a flowchart showing details of driving force control performed by a controller.
FIG. 9 is a flowchart for explaining a second embodiment;
FIG. 10 is a flowchart for determining the presence or absence of an intermittent curve.
FIG. 11 is a diagram for explaining the operation of the second embodiment.
FIG. 12 is a time chart for explaining the operation of the second embodiment;
[Explanation of symbols]
1 Engine 2 CVT
3 Driving wheel 5 Throttle valve 6 Throttle opening sensor 7 Air flow meter 10 Controller 20 Navigation device 21 GPS antenna 22 Recording medium 31 Accelerator operation amount sensor 32 Driving wheel speed sensor 33 Driven wheel speed sensor

Claims (6)

Position detecting means for detecting the vehicle position based on a signal from the satellite;
A recording medium on which regional attribute information is recorded;
Area attribute detecting means for detecting an area attribute at the vehicle position with reference to the recording medium;
Driving force control means for controlling the driving force of the vehicle according to the detected regional attribute;
In a vehicle driving force control device comprising:
A first area attribute and a second area attribute are recorded on the recording medium,
When the second area attribute overlaps in the middle of the road having the first area attribute, the driving force control means does not switch to the driving force corresponding to the second area attribute in the overlapping area. , Continue the driving force control according to the first regional attribute,
A driving force control apparatus for a vehicle. Position detecting means for detecting the vehicle position based on a signal from the satellite;
A recording medium on which regional attribute information is recorded;
Area attribute detecting means for detecting an area attribute at the vehicle position with reference to the recording medium;
Driving force control means for controlling the driving force of the vehicle according to the detected regional attribute;
In a vehicle driving force control device comprising:
A first area attribute and a second area attribute are recorded on the recording medium,
Second regional attribute has a duplicate in the middle of the road of the first regional attribute, prior SL priority prerecorded with the recording medium priority to the first regional attribute than the second regional attribute Has been
The driving force control means performs driving force control according to the regional attribute of the higher priority when a plurality of regional attributes are detected at the vehicle position.
A driving force control apparatus for a vehicle. Position detecting means for detecting the vehicle position based on a signal from the satellite;
A recording medium on which regional attribute information is recorded;
Area attribute detecting means for detecting an area attribute at the vehicle position with reference to the recording medium;
Driving force control means for controlling the driving force of the vehicle according to the detected regional attribute;
In a vehicle driving force control device comprising:
A first area attribute and a second area attribute are recorded on the recording medium,
Means for calculating a first target driving force according to the first regional attribute;
Means for calculating a second target driving force according to the second regional attribute;
If the second area attribute is duplicated in the middle of the road having the first area attribute, is unnecessary acceleration or deceleration caused by switching to the driving force corresponding to the second area attribute in the overlapping area? Means for determining whether or not based on the first and second target driving forces;
With
When it is determined that unnecessary acceleration / deceleration occurs when the driving force control means enters the overlapping region from the road having the first regional attribute , the driving force control unit according to the second regional attribute is used in the overlapping region. The driving force control device for a vehicle is characterized in that the driving force control according to the first regional attribute is continued without switching to. The vehicular driving force control apparatus according to any one of claims 1 to 3, wherein the first area attribute is "alley" and the second area attribute is "curve". Slip detecting means for detecting wheel slip;
Driving force control means for reducing the driving force when slip is detected;
In a vehicle driving force control device comprising:
Position detecting means for detecting the vehicle position based on a signal from the satellite;
A recording medium on which regional attribute information is recorded;
Means for detecting that a slippery road surface is intermittent on the own vehicle path with reference to the recording medium;
With
When a slip is detected and it is detected that the slippery road surface is intermittent, the driving force control means continues to decrease the driving force for a predetermined time after the slip converges. Control device. 6. The vehicle driving force control device according to claim 5, wherein the slippery road surface is a curve.

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