JP2008037154A - Vehicle driving force control device - Google Patents

Abstract

An actual vehicle speed is quickly converged to a target limit vehicle speed while suppressing overshoot.
A controller calculates a driving force that realizes an acceleration requested by a driver as a first target driving force tF ₁ , and calculates a deviation between an actual vehicle speed V _S and a target limit vehicle speed command value tV _{S as} a first feedback compensator. Through C ₃ , the driving force necessary to make the actual vehicle speed V _S coincide with the target limit vehicle speed command value tV _S is calculated as the second target driving force tF ₂ , and the first target driving force tF ₁ and the second target driving are calculated. The smaller one of the forces tF ₂ is selected as the driving force command value tF, and the driving force of the own vehicle is controlled so that the actual driving force F of the own vehicle becomes the driving force command value tF.
[Selection] Figure 6

Description

  The present invention relates to a vehicular driving force control device, and more particularly, to a device that limits a vehicle speed to a target limited vehicle speed by controlling the driving force.

  As a driving force control device for limiting the vehicle speed to a target limited vehicle speed, there is one described in Patent Document 1. The device disclosed in this is based on the target vehicle speed limit set by the driver, and when the actual vehicle speed exceeds the target vehicle speed limit, it is determined that the vehicle speed limit should be executed, and the deviation between the actual vehicle speed and the target vehicle speed limit is determined. Based on feedback control based on this, the fuel injection amount is limited to increase or decrease the engine output, thereby converging the actual vehicle speed to the target limited vehicle speed. However, this control method has a problem that the vehicle speed overshoots the target limit vehicle speed because the control is started after the actual vehicle speed exceeds the target limit vehicle speed.

In this regard, in Patent Document 2, in order to suppress the problem of overshoot, an apparatus that controls the driving force of the vehicle so that the target vehicle speed for the target acceleration requested by the driver is achieved. As the deviation of the target vehicle speed becomes smaller, the actual vehicle speed is converged to the target limit vehicle speed by obtaining the target vehicle speed with the adjusted target acceleration adjusted by multiplying the target acceleration by a gain smaller than 1.
JP-A-11-351000 JP 2004-34886 A

  However, since the target vehicle speed is calculated by integrating the deviation of the target acceleration and the acceleration corresponding to the running resistance with respect to the target vehicle speed, the target acceleration multiplied by the gain and the acceleration corresponding to the running resistance of the target limited vehicle speed are calculated. Since the target vehicle speed and the target limited vehicle speed are equal only when they are equal, there is a problem that the target vehicle speed and the target limited vehicle speed do not necessarily match the target acceleration arbitrarily requested by the driver.

  The present invention has been made in view of such technical problems, and an object thereof is to quickly converge the actual vehicle speed to the target limit vehicle speed while suppressing overshoot.

  The driving force that realizes the acceleration requested by the driver is calculated as the first target driving force, the actual vehicle speed of the host vehicle is detected, and the deviation between the actual vehicle speed and a predetermined target limit vehicle speed command value is sent to the first feedback compensator. Then, the driving force required to make the actual vehicle speed coincide with the target limit vehicle speed command value is calculated as the second target driving force, and the smaller one of the first target driving force and the second target driving force is driven. It selects as a force command value, and controls the driving force of the own vehicle so that the actual driving force of the own vehicle becomes the driving force command value.

  According to the present invention, the driving force of the vehicle is controlled so that the driver's required acceleration is realized until the actual vehicle speed approaches the vehicle speed. When the actual vehicle speed approaches the target limit vehicle speed command value, the target driving force set by feedback control falls below the driving force required to achieve the required acceleration. It is set as a force command value, and the driving force of the vehicle is controlled so that this is realized. Since feedback control is started before the actual vehicle speed reaches the target limit vehicle speed command value, overshoot can be suppressed and the actual vehicle speed can be quickly converged to the target limit vehicle speed.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 shows a schematic configuration of a vehicle driving force control apparatus according to the present invention. The vehicle driving force control device 1 includes various sensors 1 to 5, a controller 10 to which those output signals are input, and actuators 21 and 22 for adjusting driving force controlled by signals from the controller 10. .

  The inter-vehicle distance sensor 1 (inter-vehicle distance detecting means) is attached to the front portion of the vehicle, sweeps the laser light toward the front of the vehicle, and receives the laser light reflected from the preceding vehicle after being swept from the laser light. It is a sensor that measures the inter-vehicle distance between the preceding vehicle and the own vehicle from the time. When there are a plurality of preceding vehicles, a preceding vehicle to be followed, for example, a preceding vehicle traveling on the same lane is selected, and the distance to the vehicle is measured.

  The accelerator operation amount sensor 2 is a sensor that detects an accelerator pedal depression amount APO (hereinafter referred to as an “accelerator operation amount”) operated by the driver.

The vehicle speed sensor 3 (actual vehicle speed detection means) is a sensor that is attached to the output shaft of the automatic transmission 11 and detects the actual vehicle speed V _S from the rotational speed.

  The set vehicle speed sensor 4 (first target limit vehicle speed setting means) is a sensor that detects the set vehicle speed of the auto-cruise device when the driver operates an auto-cruise device (not shown) to drive the vehicle at a constant speed. is there. The set vehicle speed sensor 4 may be a sensor that detects a limit vehicle speed from road information acquired from the outside via wireless or the like.

  The crank sensor 5 is a sensor that detects the rotational speed of the engine 12 from the rotation of the crankshaft of the engine 12.

  The throttle actuator 21 receives a signal from the controller 10, opens and closes the throttle valve of the engine 12, and adjusts the intake air amount of the engine 12 to arbitrarily adjust the output of the engine 12.

  The brake actuator 22 is a pump-up type brake actuator composed of a motor-type pump, an electromagnetic proportional valve, and the like, and receives a signal from the controller 10 and generates a brake hydraulic pressure supplied to a brake provided on each wheel. By controlling, an arbitrary braking force is applied to the vehicle body.

The controller 10 includes a microprocessor, a memory, an input / output interface, and the like. The various sensors 1 to 5 and actuators 21 and 22 are connected to the input / output interface. The controller 10, based on the output signals of various sensors 1-5, calculates the actual inter-vehicle distance L _T and the target inter-vehicle distance L _T ^* deviation, based on the deviation, the target inter-vehicle distance actual headway distance L _T L _T ^* The target limit vehicle speed tV _S1 (hereinafter referred to as “first target limit vehicle speed”) is set.

When the set vehicle speed sensor 4 detects the set vehicle speed tV _S2 (hereinafter referred to as “second target limit vehicle speed”), the smaller value is fed back compared to the first target limit vehicle speed tV _S1. The target limit vehicle speed command value tV _S in the control is selected.

Then, based on the deviation between the actual vehicle speed V _S and the target limit vehicle speed command value tV _S , the controller 10 passes the actuators 21 and 22 through the actuators 21 and 22 in order to make the actual vehicle speed V _S coincide with the target limit vehicle speed command value tV _S. Feedback control of the driving force.

At this time, it is determined by the driving force tF ₁ (hereinafter referred to as “first target driving force”) required to realize the acceleration required by the driver determined according to the accelerator operation amount APO and the feedback control. The vehicle target driving force tF ₂ (hereinafter referred to as “second target driving force”) is compared, and the smaller value is selected as the vehicle driving force command value tF, and the actual vehicle speed V _S is the target limit. The vehicle speed command value tV _S should not be exceeded.

  FIG. 2 is a control block diagram of the controller 10. The configuration of the controller 10 will be described with reference to this.

  The controller 10 includes a relative vehicle speed / preceding vehicle speed calculation unit B1, a target inter-vehicle distance setting unit B2, a preceding vehicle following control unit B3 (second target limit vehicle speed setting unit), a vehicle speed control unit B4, and a driving force control unit. A driving force distribution control unit B5, a throttle control unit B6, and a brake control unit B7.

The relative vehicle speed and preceding vehicle speed calculation unit B1 calculates the relative vehicle speed ΔV relative to the preceding vehicle and the preceding vehicle vehicle speed V based on the actual inter-vehicle distance LT detected by the inter-vehicle distance sensor 1 and the actual vehicle speed V _S detected by the vehicle speed sensor 3. Calculate _T. FIG. 3 is a control block diagram of the relative vehicle speed and preceding vehicle vehicle speed calculation unit B1. In the relative vehicle speed and preceding vehicle vehicle speed calculation unit B1, the actual inter-vehicle distance LT is differentiated by a bandpass filter having a differential characteristic to calculate a relative vehicle speed ΔV. The relative vehicle speed ΔV is added to the actual vehicle speed V _S to calculate the vehicle speed V _{T of the} preceding vehicle. Thus, the relative vehicle speed and the preceding vehicle speed calculation section B1, a preceding vehicle speed V _T is output as the relative vehicle speed [Delta] V.

The target inter-vehicle distance setting unit B2 sets a target inter-vehicle distance L _T ^* that is a target value of the inter-vehicle distance between the preceding vehicle and the host vehicle, and outputs this. The target inter-vehicle distance L _T ^* is set to the minimum necessary inter-vehicle distance that can safely stop the host vehicle even if the preceding vehicle suddenly stops based on the vehicle speed V _T or the actual vehicle speed V _S of the preceding vehicle, for example. The

Also, the preceding vehicle follow-up control unit B3 is close relative speed ΔV zero made closer to actual headway distance L _T to the target inter-vehicle distance L _T ^*, that is, to follow the left preceding vehicle maintaining the target inter-vehicle distance L _T ^* For this purpose, the first target vehicle speed tV _S1 is calculated and output.

FIG. 4 is a control block diagram of the preceding vehicle follow-up control unit B3. In preceding vehicle following control section B3, the target inter-vehicle distance L _T ^* and actual headway distance L gain the deviation [Delta] L _T of _T f _d gain relative speed ΔV to a value multiplied by (second feedback compensator) f _v (No. The target relative vehicle speed ΔV ^* is calculated by adding the value multiplied by (2 feedback compensator), and the first target vehicle speed tV _S1 is calculated by subtracting this value from the vehicle speed V _{T of the} preceding vehicle. When there is no preceding vehicle, the first target limit vehicle speed tV _S1 is not set.

Specifically, the gains f _d and f _v are set as follows.

Figure 5 shows a block diagram of the overall tracking control system has been designed a control system using the state feedback took vehicle distance L _T and the relative velocity ΔV of the state variable (regulator). Here, the vehicle is approximated on the assumption that when the target limit vehicle speed tV _S1 is input to the vehicle, the actual vehicle speed V _S changes with a primary delay of the time constant τ _V.

The system state variables x ₁ and x ₂ are expressed by the following equations (1) and (2):

The state equation of the system can be described as the following equation (3).

  Here, the control input u is expressed by the following equation (4):

Give in. Then, the state equation of the whole system subjected to the state feedback is expressed by the following equations (5) and (6):

Can be expressed as Therefore, the characteristic equation of the entire system is derived as the following equation (7). s is a differential operator.

The gains f _d and f _v are set according to the following equations (8) to (10) so that the inter-vehicle distance deviation ΔL _T and the relative vehicle speed ΔV converge to zero with desired characteristics.

Returning to FIG. 2, the vehicle speed control unit B4 will be described. The vehicle speed control unit B4 compares the input first target limit vehicle speed tV _S1 with the second target limit vehicle speed tV _S2 and selects the smaller value as the target limit vehicle speed command value tV _S to realize this. A second target driving force tF ₂ that is a driving force necessary for the above is calculated. On the other hand, a first target driving force tF ₁ that is a driving force necessary to realize the acceleration tACC requested by the driver is calculated.

Then, the first target driving force tF ₁ and the second target driving force tF ₂ are compared, the smaller one is set as the driving force command value tF, the target torque Ter for realizing this is calculated, and the driving force distribution control unit B5 Output.

  FIG. 6 is a control block diagram of the vehicle speed control unit B4.

The vehicle speed control unit B4 is designed to calculate the driving force command value tF using a known model matching method and approximate zeroing method in order to match the actual vehicle speed V _S with the target limit vehicle speed command value tV _S. As described above, the configuration includes _three compensators C _{1 to} C ₃ .

Compensators C ₁ and C ₂ are compensators based on the approximate zeroing method, and the following equations (11) and (12):

It is represented by The compensators C ₁ and C ₂ constitute the disturbance estimator B41, and correct the driving force command value tF from the inputted driving force command value tF and the actual vehicle speed V _{S in} order to suppress the influence of disturbance and modeling error. The quantity ΔtF is output.

The compensator C ₃ (second target driving force calculating means, first feedback compensator) is a compensator based on a model matching method, and matches the response characteristic of the control target (own vehicle) with the characteristic of the reference model H.

If the dead time of the controlled object is ignored and the reference model H is the first-order lag of the time constant Ta, the compensator C ₃ has the following equation (13):

It becomes a constant as follows.

The target limit vehicle speed selection unit B42 (target limit vehicle speed selection means) compares the input first target limit vehicle speed tV _S1 with the second target limit vehicle speed tV _S2 and sets the smaller value to the target limit vehicle speed command value tV _S. Select as and output. The second target driving force tF ₂ is calculated by passing the deviation between the actual vehicle speed V _S and the target limit vehicle speed command value tV _S through the compensator C ₃ .

The target limit vehicle speed selection unit B42 selects and sets the second target limit vehicle speed tV _S2 as the target limit vehicle speed command value tV _S because the first target limit vehicle speed tV _S1 is not set when there is no preceding vehicle. If the set vehicle speed (second target limit vehicle speed tV _S2 ) is not detected by the vehicle speed sensor 4, the first target limit vehicle speed tV _S1 is selected as the target limit vehicle speed command value tV _S.

Further, the requested driving force calculation unit B43 (first target driving force calculation means) is requested by the driver with reference to the requested acceleration map shown in FIG. 7 based on the input vehicle speed V _S and the accelerator operation amount APO. The required acceleration tACC is calculated, and this is multiplied by the average vehicle weight M of the host vehicle to calculate a first target driving force tF ₁ that is a driving force necessary to realize the required acceleration tACC.

The target driving force selection unit B44 (target driving force selection means) receives the first target driving force tF ₁ and the second target driving force tF _{2 and} selects the smaller one as the driving force command value tF and outputs it. Further, when neither the first target limit vehicle speed tV _S1 nor the second target limit vehicle speed tV _S2 exists and the second target drive force tF ₂ cannot be calculated, the first target drive force tF ₁ is set as the drive force command value tF. Select and output.

  In the vehicle speed control unit B4, a value obtained by correcting the driving force command value tF with the correction amount ΔtF from the disturbance compensator B41 is set as a final driving force command value tF, and the following equation (14):

To calculate the target torque Ter. G _m is the gear ratio of the transmission 11, the G _f final gear ratio of the vehicle, the R _t is the effective radius of the drive wheel.

  Returning to FIG. 2, the driving force distribution control unit B5 will be described. The driving force distribution control unit B5 controls the throttle actuator 21 and the brake actuator 22 via the throttle control unit B6 and the brake control unit B7 so that the input target torque Ter is realized.

  The driving force distribution control unit B5 first calculates a target throttle opening tTVO from the target torque Ter and the actual engine speed Ne input from the crank sensor 5 with reference to the target throttle opening map shown in FIG.

  When the target throttle opening tTVO is a value equal to or greater than zero, the target throttle opening tTVO is output to the throttle control unit B6, and the throttle control unit B6 controls the throttle actuator 21 so that the actual throttle opening TVO is set. It is made to coincide with the target throttle opening tTVO.

On the other hand, when the target throttle opening tTVO is a value smaller than zero and the target torque Ter is smaller than the torque Te0 of the engine 12 when the throttle is fully closed, the driving force command value tF is realized. It is determined that the brake control is necessary, and the deceleration command value V _DC is calculated by the following equation (15):

And outputs this to the brake control unit B6.

The brake control unit B6 calculates the vehicle body deceleration V _D from the change amount of the host vehicle speed V _S , and when the calculated vehicle body deceleration V _D is smaller than the deceleration command value V _DC , the motor type pump of the brake actuator 22 is used. By controlling the electromagnetic proportional valve, the brake is actuated on the vehicle body so that the vehicle body deceleration V _D matches the deceleration command value V _DC .

  Therefore, the driving force distribution control unit B5 controls the throttle actuator 21 or the brake actuator 22 according to the target torque Ter, and the actual driving force F is controlled to the driving force command value tF.

FIGS. 9A to 9C show that when the set vehicle speed (second target limit vehicle speed tV _S2 ) detected by the set vehicle speed sensor 4 is 40 km / h, the accelerator operation amount is set to 10 ° from the vehicle stop state. It shows the changes in vehicle speed, driving force, and accelerator operation amount when starting.

Until the actual vehicle speed V _S approaches the second target limit vehicle speed tV _S2 , the target driving force tF ₁ that is the driving force required to realize the acceleration tACC requested by the driver is set to the driving force command value tF. Accordingly, the actual driving force F changes, but the actual vehicle speed V _S approaches the second target limit vehicle speed tV _S2 , and the first target driving force tF ₁ brings the actual vehicle speed V _S closer to the second target limit vehicle speed tV _S2 . Is greater than the second target limit vehicle speed tF _2, which is the driving force required for the above, the second target drive force tF ₂ is set to the drive force command value tF (time t ₁₁ ), and the actual vehicle speed is set to the second target limit vehicle speed tF _2. Limited to tV _S2 .

Thereafter, when the second target limit vehicle speed tV _S2 is changed to 50 km / h (time t ₁₂ ), the second target driving force tF ₂ increases correspondingly, and the second target driving force tF ₂ is the first target driving force tF ₂ . Since it becomes larger than the target driving force tF ₁ , the actual driving force F is controlled based on the first target driving force tF ₁ , and the actual vehicle speed V _S is increased with the acceleration tACC requested by the driver.

When the actual vehicle speed V _S approaches the second target limit vehicle speed tV _S2 , the first target driving force tF ₁ becomes larger than the second target driving force tF ₂ again, so that the second target driving force tF ₂ is a driving force command. The value tF is set (time t ₁₃ ), and the actual vehicle speed V _S is limited to the second target limit vehicle speed tV _S2 after the change.

Thus, the actual vehicle speed V _S can be feedback-controlled to the set vehicle speed in accordance with the change in the set vehicle speed, and the feedback control is started before the actual vehicle speed V _S reaches the set vehicle speed. Shooting can be suppressed.

10 (A) to 10 (D) show that when the vehicle is stopped and the accelerator operation amount is 8 °, the vehicle is started and accelerated, and when the vehicle speed reaches 50 km / h (time t ₃₁ ), the vehicle is 30 m ahead of the host vehicle. 6 shows changes in vehicle speed, inter-vehicle distance, driving force, and accelerator operation amount when a preceding vehicle traveling at a vehicle speed of 40 km / h interrupts. At this time, it is assumed that there is no set vehicle speed detected by the set vehicle speed sensor 4.

Assuming that the target inter-vehicle distance is set to 20 m from the vehicle speed V _{T of the} preceding vehicle and the host vehicle speed V _S , when the presence of the preceding vehicle is recognized by the inter-vehicle distance sensor 1, the driving force command value tF of the vehicle is The target driving force tF _1, which is the driving force required to realize the acceleration tACC required by the user, is switched to tF ₂ , which is the driving force for following the preceding vehicle at the target inter-vehicle distance, and the accelerator operation amount APO is constant. Nevertheless, the braking force is applied to the vehicle by the brake actuator 22.

  As a result, the vehicle decelerates to the same speed as the preceding vehicle, and thereafter can follow the preceding vehicle while maintaining the target inter-vehicle distance of 20 m.

11A to 11D show that the accelerator operation amount is 10 when the vehicle is stopped when the set vehicle speed (second target limit vehicle speed tV _S2 ) detected by the set vehicle speed sensor 4 is 40 km / h. After starting acceleration at °, the change in vehicle speed, inter-vehicle distance, driving force and accelerator operation amount when a preceding vehicle running at 40 km / h at 30 m ahead of the host vehicle interrupted at time t ₄₁ Show.

Until time t ₄₁ , the same behavior as that at time 0 to t _{12 in} FIGS. After recognizing the presence of the preceding vehicle at time t ₄₁ , the vehicle driving force command value tF remains the target driving force tF ₂ , but the target limited vehicle speed command value tV _S used to set this is the second The target limit vehicle speed tV _{S2 is} switched to the first target limit vehicle speed tV _S1 , and in response to this, the drive force command value tF is determined from the drive force necessary to bring the actual vehicle speed V _S closer to the second target limit vehicle speed tV _S2. switches to the preceding vehicle in the driving force for following the target inter-vehicle distance L _T ^*, in order to converge the inter-vehicle distance to the target inter-vehicle distance L _T ^*, the braking force acts on the vehicle by a brake actuator 22 decelerates ing.

  As a result, the vehicle decelerates to the same speed as the preceding vehicle and follows the preceding vehicle while maintaining the target inter-vehicle distance of 20 m.

  The effects of performing the above control are summarized as follows.

The controller 10 calculates the driving force for realizing the acceleration (tACC) required by the driver as the first target driving force (tF ₁ ), detects the actual vehicle speed (V _S ) of the host vehicle, and detects the actual vehicle speed (V _S ) And the target limit vehicle speed command value (tV _S ) are passed through the first feedback compensator (C ₁ ), and the drive required to match the actual vehicle speed (V _S ) with the target limit vehicle speed command value (tV _S ). calculating a force as a second target driving force (tF _2), and selected as the first target driving force (tF ₁₎ and the driving force command value the smaller of the second target driving force (tF ₂₎ (tF), The driving force of the own vehicle is controlled so that the actual driving force (F) of the own vehicle becomes the driving force command value (tF) (first invention).

According to this, the driving force of the vehicle is controlled so as to realize the driver's required acceleration (tACC) until the actual vehicle speed (V _S ) approaches the target limit vehicle speed command value (tV _S ). Then, when the actual vehicle speed (V _S ) approaches the target limit vehicle speed command value (tV _S ), the target driving force (tF ₂ ) set by the feedback control is the driving force required to realize the required acceleration (tACC) ( Since it is less than tF ₁ ), the target driving force (tF ₂ ) set by feedback control is set as the driving force command value (tF), and the driving force of the vehicle is controlled so that this is realized. Since the feedback control is started before the actual vehicle speed (V _S ) reaches the target limit vehicle speed command value (tV _S ), the actual vehicle speed (V _S ) is set to the target limit vehicle speed command value (tV _S while suppressing overshoot. ) Can be quickly converged.

The first feedback compensator (C ₃ ) is set so as not to have an integral characteristic (second invention). When the first feedback compensator (C ₃ ) has an integral characteristic, the integral value is accumulated, and the time until the actual vehicle speed (V _S ) converges to the target limit vehicle speed command value (tV _S ) is long. However, by designing the first feedback compensator (C ₃ ) in this way, the responsiveness of the feedback control is improved, and the actual vehicle speed (V _S ) is more quickly set to the target limit vehicle speed command value (tV _S ). It can be converged.

Target vehicle speed limit command value (tV _S) detects the actual headway distance to a preceding vehicle (L _T), actual inter-vehicle distance (L _T) between the target inter-vehicle distance (L _T ^*) deviation second feedback compensator through (f _d), actual inter-vehicle distance (L _T) to be a vehicle speed required to match the target inter-vehicle distance ^{_{(L T *) (tV S1}} ) ( third invention). in this case, while suppressing the overshoot, it is possible to quickly match the actual inter-vehicle distance (L _T) on the target inter-vehicle distance (L _T ^*). The target limit vehicle speed command value (tV _S ) may be a value set by the driver or a value (tV _S2 ) acquired from outside the vehicle (fourth invention). In this case, the value set by the driver, or Thus, the actual vehicle speed (V _S ) can be quickly matched with the target limit vehicle speed command value (tV _S ) while suppressing overshoot to the value (tV _S2 ) acquired from outside the vehicle. Alternatively, each of these values may be calculated, and the smallest value may be selected as the target limit vehicle speed command value (tV _S ) (fifth invention).

The second feedback compensator (f _d ) is set so as not to have an integral characteristic (sixth invention). A second invention and improves the responsiveness of the same feedback control, it is possible to further promptly converge the actual inter-vehicle distance (L _T) on the target inter-vehicle distance (L _T ^*).

  As mentioned above, although embodiment of this invention was described, the said embodiment only showed one of the application examples of this invention, and it is the meaning which limits the technical scope of this invention to the specific structure of the said embodiment. Absent.

1 is a schematic configuration of a vehicle driving force control device according to the present invention. It is a control block diagram of a controller. It is a control block diagram of a relative vehicle speed and a preceding vehicle vehicle speed calculating part. It is a control block diagram of a preceding vehicle following control part. It is a block diagram of the whole tracking control system. It is a control block diagram of a vehicle speed control unit. It is a demand acceleration map. It is a target throttle opening degree map. It is a time chart for demonstrating the control content of this invention. Similarly, it is a time chart for explaining the control contents of the present invention. Similarly, it is a time chart for demonstrating the control content of this invention.

Explanation of symbols

1 Inter-vehicle distance sensor (inter-vehicle distance detection means)
2 Accelerator operation amount sensor 3 Vehicle speed sensor (actual vehicle speed detection means)
4 set vehicle speed sensor (first target limit vehicle speed setting means)
5 Crank sensor 21 Throttle actuator 22 Brake actuator

Claims (6)

First target driving force calculating means for calculating a driving force for realizing an acceleration requested by the driver as a first target driving force;
An actual vehicle speed detecting means for detecting the actual vehicle speed of the own vehicle;
A deviation between the actual vehicle speed and a predetermined target limit vehicle speed command value is passed through a first feedback compensator, and a driving force required to make the actual vehicle speed coincide with the target limit vehicle speed command value is calculated as a second target drive force. Second target driving force calculating means;
Target driving force selection means for selecting a smaller one of the first target driving force and the second target driving force as a driving force command value;
Driving force control means for controlling the driving force of the host vehicle so that the actual driving force of the host vehicle becomes the driving force command value;
A vehicle driving force control apparatus comprising:   The vehicular driving force control apparatus according to claim 1, wherein the first feedback compensator is set so as not to have an integral characteristic. Provided with inter-vehicle distance detection means for detecting the actual inter-vehicle distance with the preceding vehicle,
The target limit vehicle speed command value is a vehicle speed required to match the actual inter-vehicle distance obtained by passing a deviation between the actual inter-vehicle distance and a predetermined target inter-vehicle distance through a second feedback compensator to the target inter-vehicle distance. The vehicle driving force control device according to claim 1 or 2,   The vehicle driving force control device according to claim 1, wherein the target limit vehicle speed command value is a value set by a driver or a value acquired from outside the vehicle. An inter-vehicle distance detecting means for detecting an actual inter-vehicle distance from the preceding vehicle;
A first target for calculating a vehicle speed required to make the actual inter-vehicle distance coincide with the target inter-vehicle distance as a first target limit vehicle speed by passing a deviation between the actual inter-vehicle distance and a predetermined target inter-vehicle distance through a second feedback compensator. Limited vehicle speed means;
A second target limit vehicle speed setting means for setting a value set by the driver or a value acquired from outside the vehicle as the second target limit vehicle speed;
Target limit vehicle speed selection means for selecting a smaller one of the first target limit vehicle speed and the second target limit vehicle speed as the target limit vehicle speed command value;
The vehicle driving force control device according to claim 1, wherein the vehicle driving force control device is provided.   6. The vehicular driving force control apparatus according to claim 3, wherein the second feedback compensator is set so as not to have an integral characteristic.