JP2008137587A - Vehicle driving force control device - Google Patents

Abstract

Driving power control of a vehicle 1 for transmitting rotational power generated by at least one of an engine 2 and / or a motor by a transmission 3 and transmitting the driving power to wheels 6 (FL, FR, RL, RR). In the device (20), it is possible to reduce the load applied to the drive system when the wheels 6 land after jumping.
When a brake (FL, FR, RL, RR) is temporarily actuated between a jump and landing, the rotational speed of the drive system during the jump is determined by the drive system before the jump. It is controlled to approximate the number of rotations. In short, when it is estimated that a panic brake that does not intend to brake is performed for the brake operation during the jump, the rotational speed of the wheel 6 is adapted to the vehicle speed at the time of landing, thereby increasing the wheel 6 at the time of landing. Forces in the speed direction and deceleration direction are less likely to act.
[Selection] Figure 4

Description

  The present invention relates to an apparatus for controlling the driving force in a vehicle in which rotational power generated by at least one of an engine, a motor, and the like is shifted by a transmission and transmitted as driving force to wheels.

  In general, the wheels may jump due to the unevenness of the traveling road surface while the vehicle is traveling.

  If the brake pedal or accelerator pedal is not operated during this jump, the wheels will run idle with no load, so the engine speed, drive system speed, and drive wheel speed (wheel speed) As a result, a force acts on the drive system from the wheels when landing, and a load is applied to the drive system.

  The drive system is a portion that interlocks and connects the transmission and the drive wheels, and includes, for example, an output shaft of the transmission, a drive shaft (or propeller shaft), a differential, various joint portions, and the like. The rotational speed of the drive system is the rotational speed of the output shaft or drive shaft (or propeller shaft) of the transmission.

  First, when the driver depresses the accelerator pedal during the jump, the engine speed, the drive system speed, and the drive wheel speed (wheel speed) are determined during the jump as described above. Since it rises rapidly compared with the case where the brake pedal and the accelerator pedal are not operated, the force in the deceleration direction acting on the wheel at the time of landing and the load applied to the drive system increase.

  In addition, if the brake operation is continued from the time the brake pedal is depressed and the brake is applied when jumping, the force in the speed increasing direction acts on the wheel at the time of landing. Since it is absorbed by the brake, the load applied to the drive system can be reduced as compared with the case where the brake pedal or the accelerator pedal is not operated during the jump as described above.

  However, if a panic brake is performed during a jump, in short, when the driver rushes and depresses the brake pedal to activate the brake and then releases the brake pedal immediately after releasing the brake, Since the wheel speed during the jump decreases according to the brake operation amount, a force in the speed increasing direction acts on the wheel at the time of landing, and an excessive load is applied to the drive system.

  By the way, conventionally, when a jump of a wheel is detected, there is one in which the amount of damping of the hydraulic active suspension of the vehicle is controlled in consideration of an impact at the time of landing (see, for example, Patent Document 1).

  Further, it is considered that when a front wheel or a rear wheel jumps in a motorcycle, not an automobile, an abnormality is diagnosed and antilock brake control is not prohibited (see, for example, Patent Document 2).

Furthermore, it has been considered that when the wheel jumps, the gear ratio of the continuously variable transmission immediately before the jump is maintained (see, for example, Patent Document 3).
Japanese Patent Laid-Open No. 8-150819 JP-A-2005-145300 JP-A 63-251658

  In any of the above conventional examples, no countermeasure is taken in consideration of whether or not the brake pedal is operated during the jump. However, in the conventional example according to Patent Document 1, it is considered that the impact acting on the vehicle body at the time of landing can be reduced. This is considered inevitable.

  Thus, in the above conventional example, when the panic brake is performed while the wheels are jumping, that is, when the brake is temporarily activated and released immediately, the rotational speed of the drive system is controlled. There is no technical idea to try.

  In addition, in the above-described conventional example, when the panic brake is performed while the wheel is jumping, or when the brake is continuously operated from the jump to the landing, the countermeasure mode is changed depending on the situation. There is no technical idea to do so.

  The present invention relates to a driving force control device for a vehicle that changes rotational power generated by at least one of an engine, a motor, and the like using a transmission and transmits the driving power to wheels as a driving force. The purpose is to reduce the load on the drive system.

  The present invention is a vehicle driving force control device that changes rotational power generated by at least one of an engine, a motor, and the like with a transmission and transmits it to a wheel as a driving force, from jumping to landing When the brake is temporarily operated during this period, the rotational speed of the drive system during the jump is controlled to approximate the rotational speed of the drive system before the jump.

  According to this configuration, when a so-called panic brake is performed in which a brake is released before landing even if the brake is temporarily activated during a jump, the rotational speed of the drive system during the jump is Since the control is performed so as to approximate the rotational speed of the drive system at, the wheel speed matches the vehicle speed at the time of landing.

  As a result, compared with the case where the above-described measures are not taken, the force in the speed increasing direction or the speed reducing direction is less likely to act on the wheel, and the load on the drive system is less likely to be applied.

  The present invention also relates to a vehicle driving force control device that transmits rotational power generated by at least one of an engine, a motor, and the like using a transmission and transmits the rotational power to wheels as a driving force. Jump detection means for detecting when a wheel jumps from the traveling road surface, brake detection means for detecting the operation or non-operation of the brake, and on the basis of detection outputs from the jump detection means and the brake detection means When it is recognized that the brake is activated, the estimation means for estimating whether the brake operation is a normal brake that continues until the landing or the panic brake that is released before the landing, and the estimation means panic brake The number of rotations of the drive system during the jump is approximated to the number of rotations of the drive system before the jump. That includes a cope section, is characterized in that.

  In this configuration, the component for realizing the function is specified. Also in this case, as described above, when it is estimated that a panic brake that is released immediately after the brake is temporarily activated during the jump is performed, the rotational speed of the drive system is controlled.

  Furthermore, the present invention is a vehicle driving force control device that shifts rotational power generated by at least one of an engine, a motor, and the like with a transmission and transmits the rotational power to wheels as driving force. Jump detection means for detecting when a wheel jumps from the traveling road surface, brake detection means for detecting the operation or non-operation of the brake, and on the basis of detection outputs from the jump detection means and the brake detection means When it is recognized that the brake is activated, the estimation means for estimating whether the brake operation is a normal brake that continues until the landing or the panic brake that is released before the landing, and the estimation means panic brake Approximate the rotational speed of the drive system during the jump to the rotational speed of the drive system before the jump While in that, when estimated to be normal braking by said estimating means, and a dealing unit does not control the rotational speed of the drive system during jumping, it is characterized by.

  In this configuration, the component for realizing the function is specified. Then, when it is estimated that the panic brake that is released immediately after the brake is temporarily operated during the jump is performed, the rotational speed of the drive system is controlled in the same manner as described above.

  However, if it is estimated that normal braking is performed with the driver's intention to brake, it can be assumed that the brake is also operating at the time of landing. By giving priority, the operability of the vehicle is improved.

  Preferably, the jump detection means determines whether the extension length of the suspension of the vehicle is equal to or greater than a predetermined value within a predetermined time.

  In this configuration, the jump detection means is specified, and the jump detection accuracy is improved.

  Preferably, when the coping means detects that a jump has occurred, the process stores the rotational speed of the drive system before the jump, and the stored drive when the panic brake is estimated during the jump. The number of rotations of the system is read out, and the processing for controlling the number of rotations of the drive system during the jump is executed with this number of rotations as a target.

  In this configuration, the processing executed by the coping means is specified, and the processing procedure and processing contents become clear.

  Preferably, the rotational speed control of the drive system is configured to adjust the output torque of the engine.

  Preferably, the vehicle includes a power train configured to decelerate the rotational power generated by the engine with a continuously variable transmission and transmit the rotational power to the drive wheels, and the rotational speed control of the drive system is performed by the continuously variable transmission. The gear ratio is adjusted.

  Preferably, the vehicle has a power train that decelerates the rotational power generated by at least one of the engine and the motor with a transmission and transmits the rotational power to the drive wheels. The output of the motor is adjusted.

  According to the present invention, it is possible to reduce the load applied to the wheels and the drive system at the time of landing even if the brake is temporarily actuated between the jump of the wheel and the landing.

  Therefore, it is advantageous in improving the durability of the wheels and drive system, and is advantageous in preventing rattling of the entire vehicle.

  Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to FIGS.

  Here, prior to the description of the vehicle driving force control apparatus to which the features of the present invention are applied, a schematic configuration of a vehicle to which the present invention is applied will be described with reference to FIG.

  FIG. 1 is a diagram showing an overall configuration of a vehicle to which the present invention is applied. In the figure, reference numeral 1 denotes a vehicle. The vehicle 1 illustrated here is a front engine / rear drive (FR) type automobile.

  The vehicle 1 has a power train in which rotational power generated by the engine 2 is appropriately shifted by the automatic transmission 3 and transmitted to the left and right rear wheels 6RL and 6RR via the propeller shaft 4 and the differential 5. Yes.

  Front brakes 7FL, 7FR are provided on the left and right front wheels 6FL, 6FR, and rear brakes 7RL, 7RR are provided on the left and right rear wheels 6RL, 6RR, respectively.

  The front brakes 7FL and 7FR and the rear brakes 7RL and 7RR are, for example, so-called disc brakes, and include a disc rotor 8 and a brake caliper 9. The brake caliper 9 holds a pair of left and right brake pads (not shown) arranged on both side surfaces of the disc rotor 8.

  These brakes 7FL, 7FR, 7RL, 7RR are actuated when the driver depresses a brake pedal 11 installed in the vehicle 1.

  The driver's stepping force (stepping force) on the brake pedal 11 is transmitted to the actuator 12 for driving the brake caliper 9 via the power transmission unit 13.

  The actuator 12 adjusts the operation of the brakes 7FL, 7FR, 7RL, 7RR, that is, the hydraulic pressure to the brake caliper 9, and is not shown because it is a generally known configuration. A solenoid valve for controlling the brake fluid pressure of 7FR, 7RL, 7RR, a pump for generating an appropriate brake fluid pressure in each solenoid valve, a reservoir for storing brake fluid, and the like are provided.

  The power transmission unit 13 is for driving the actuator 12 in accordance with the depression operation of the brake pedal 11 by the driver, and includes a negative pressure booster 15 and a master cylinder 16.

  The negative pressure booster 15 reduces the depression force of the brake pedal 11 by applying a force such as a negative pressure of the engine 2 or compressed air to the depression force according to the depression force (depression force) of the driver with respect to the brake pedal 11. While increasing the braking force.

  The master cylinder 16 is, for example, a tandem type for brakes in two front and rear systems, and converts the pedaling force of the brake pedal 11 by the driver into hydraulic fluid pressure (brake fluid pressure) supplied from the actuator 12 to the brake caliper 9. It is.

  These front brakes 7FL, 7FR, rear brakes 7RL, 7RR, brake pedal 11, actuator 12, and power transmission unit 13 constitute a brake system.

  Next, a basic configuration of an example of the engine 2 will be described with reference to FIG. FIG. 2 is a schematic configuration diagram schematically showing the engine 2.

  In short, the engine 2 shown in FIG. 1 includes air and an injector that are introduced from a suction system and an intake port 22a into a combustion chamber 24 defined by a cylinder bore (not shown), a cylinder head (not shown) of a cylinder block 21, and a piston 23. A predetermined ratio of air-fuel mixture is supplied from the fuel injected from 25, and the air-fuel mixture is ignited and combusted by spark discharge of the spark plug 26, thereby rotating the crankshaft 28 via the piston 23 and the connecting rod 27. Thus, the driving force (torque) of the engine 2 is output. The exhaust gas burned in the combustion chamber 24 is discharged from the exhaust port 22b to the exhaust system.

  The intake system is provided in response to an air cleaner (not shown) provided upstream of an intake passage (not shown) linked to the intake port 22a, or in the middle of the intake passage and in response to a depression operation of the accelerator pedal 10. A throttle valve 29 driven by

  The cylinder head 22 is provided with an intake valve 31 for opening and closing the intake port 22a and an exhaust valve 32 for opening and closing the exhaust port 22b. The intake valve 31 is an intake side camshaft 33, and The exhaust valves 32 are each opened and closed by an exhaust camshaft 34. The intake side camshaft 33 and the exhaust side camshaft 34 are rotationally driven by a crankshaft 28 via a timing chain (or timing belt) (not shown).

  The engine control device 20 for controlling the operation of the engine 2 is connected to the transmission control device 30 for controlling the operation of the automatic transmission 3 so that necessary information can be transmitted and received.

  Both of these control devices 20 and 30 are generally known ECUs (Electronic Control Units), and both have the same hardware configuration. In this embodiment, only the engine control device 20 related to the present invention will be described with reference to FIG.

  The engine control device 20 adjusts the engine speed and the engine torque by controlling the operation of the engine 2 based on various information inputs. For example, as shown in FIG. 3, a central processing unit (CPU) 81 and A read-only memory (ROM) 82, a random access memory (RAM) 83, a backup RAM 84, an input interface 85, and an output interface 86 are connected to each other by a bidirectional bus 87.

  The CPU 81 executes arithmetic processing based on an appropriate control program or control map stored in the ROM 82. The ROM 82 stores at least a control program related to basic engine control. The RAM 83 is a memory that temporarily stores calculation results in the CPU 81, data input from each sensor, and the like. The backup RAM 84 is a non-volatile memory that stores various data to be saved.

  Here, the part to which the feature of the present invention is applied will be described in detail with reference to FIG. 3 and FIG.

  FIG. 3 is a block diagram showing a schematic configuration of the engine control device 20, and FIG. 4 is a flowchart for explaining the operation of the engine control device 20.

  In short, in the process in which the wheels 6FL, 6FR, 6RL, 6RR are jumping from the traveling road surface, when the brakes 7FL, 7FR, 7RL, 7RR are temporarily activated, that is, when the panic brake is performed, the jump is in progress. The brakes 7FL, 7FR, 7RL, and 7RR are continuously operated for the purpose of braking in order to keep the rotational speed of the output shaft (not shown) of the automatic transmission 3 or the propeller shaft 4 at the rotational speed before the jump. In other words, when the normal braking is performed, the countermeasure is devised so as to omit the countermeasure.

  Specifically, as shown in FIG. 3, the input interface 85 of the engine control device 20 includes various sensors (for example, a water temperature sensor 61, an air flow meter 62, an intake air temperature sensor 63, an accelerator position sensor) required for basic engine control. 64, throttle position sensor 65, crank position sensor 66, intake cam position sensor 67, exhaust cam position sensor 68, etc.), at least wheel speed sensors 91a to 91d, suspension stroke sensors 92a to 92d, brake switch 93 Etc. are connected.

  The output interface 86 is connected with various components necessary for basic engine control, such as an injector 25, an ignition igniter 35 for the ignition plug 26, a throttle motor 36 for driving the throttle valve 29, and the like. ing.

  The wheel speed sensors 91a to 91d detect wheel speeds of the front wheels 6FL and 6FR and the rear wheels 6RL and 6RR, respectively. Based on the detection outputs from the wheel speed sensors 91a to 91d, the wheel speeds of the front wheels 6FL and 6FR and the rear wheels 6RL and 6RR are recognized, and the vehicle body speed (vehicle speed), the wheels are determined based on the recognized wheel speeds. Acceleration, wheel deceleration, etc. can be calculated.

  The suspension stroke sensors 92a to 92d detect the amount of expansion and contraction of each suspension (not shown) that supports the front wheels 6FL and 6FR and the rear wheels 6RL and 6RR. Based on the detection outputs from the suspension stroke sensors 92a to 92d, it is possible to determine whether or not a jump has occurred for each of the front wheels 6FL and 6FR and the rear wheels 6RL and 6RR.

  Further, the brake switch 93 detects whether or not the brake pedal 11 is depressed. Based on the detection output from the brake switch 93, it is possible to estimate whether the brakes 7FL, 7FR, 7RL, and 7RR are in operation.

  Next, the operation of the engine control device 20 will be described with reference to the flowchart of FIG.

  In short, the flowchart shown in FIG. 4 is a part of the main flowchart related to engine control, and is repeated at regular intervals.

  First, when entry is made in step S11, it is determined whether or not the front wheels 6FL and 6FR and the rear wheels 6RL and 6RR have jumped.

  This determination is based on, for example, detection outputs from the suspension stroke sensors 92a to 92d, and whether or not the extension lengths of the suspensions (not shown) that support the front wheels 6FL and 6FR and the rear wheels 6RL and 6RR are equal to or greater than a predetermined value. It can be done by checking.

  If a negative determination is made in this step S11, it is recognized that the jump has not been made, and this flowchart is exited. However, if an affirmative determination is made in step S11, it is recognized that the jump has occurred, and in the subsequent step S12, the rotational speed of the drive system before the jump is temporarily stored in the RAM 83, and then the process proceeds to step S13.

  The drive system is a portion that interlocks and connects the automatic transmission 3 and the drive wheels 6RL and 6RR. For example, an output shaft (not shown), a drive shaft (or propeller shaft 4), a differential 5 of the automatic transmission, Includes various joint parts. The rotational speed of the drive system is the rotational speed of the output shaft or drive shaft (or propeller shaft 4) of the automatic transmission 3, and the rotational speed is measured and accumulated every predetermined time during traveling. In this manner, when it is detected that a jump has occurred, the rotation speed immediately before the jump can be read from the accumulated data, and the read data can be written into the RAM 83.

  In step S13, it is determined whether or not the brake pedal 11 is depressed. This determination can be made based on the detection output from the brake switch 93, for example.

  Here, if the brake pedal 11 is not depressed, it can be estimated that there is an intention to travel after landing, so a negative determination is made in step S13 and the process proceeds to the subsequent step S14.

  In step S14, control is performed so as to approximate the rotation speed of the propeller shaft 4 during the jump, with the rotation speed of the propeller shaft 4 immediately before the jump stored in step S12 as a target. This control is performed, for example, by controlling the output torque of the engine 2 by controlling the opening of the throttle valve 29 with the throttle motor 36.

  However, if the brake pedal 11 is depressed, an affirmative determination is made in step S13, and whether or not a predetermined time or more has elapsed since it was detected in step S15 that the brake pedal 11 was depressed. Determine whether.

  If a negative determination is made in step S15, that is, if the operation time of the brake pedal 11 is less than the predetermined time, it is estimated that the brake operation is temporarily performed without panic braking, that is, without intention to brake. The process proceeds to step S14.

  However, if an affirmative determination is made in step S15, that is, if the operation time of the brake pedal 11 is longer than a predetermined time, the brake operation is performed with normal braking, that is, with the driver's intention to brake. It is estimated that step S14 is omitted, and this flowchart is exited.

  By the way, the suspension stroke sensors 92a to 92d described above and the processing function of step S11 by the engine control device 20 correspond to the jump detection means according to claim 2, and the steps by the brake switch 93 and the engine control device 20 described above. The processing function of S13 corresponds to the brake detection means according to claim 2, and the processing function that combines steps S13 and S15 by the engine control device 20 corresponds to the estimation means according to claim 2 for engine control. The processing function of step S14 performed by the apparatus 20 corresponds to the coping means described in claim 2. Therefore, in this embodiment, the engine control device 20 corresponds to the driving force control device according to the present invention.

  As described above, according to the embodiment to which the features of the present invention are applied, the propeller immediately before the jump when the panic brake is temporarily performed in the process in which the wheels 6FL, 6FR, 6RL, and 6RR are jumping. Control is performed so as to maintain the rotational speed of the shaft 4.

  Therefore, the change in the wheel speed during the jump is suppressed or prevented, and the rotational speed of the wheels 6FL, 6FR, 6RL, 6RR when the jumping wheels 6FL, 6FR, 6RL, 6RR land. Will be adapted to the vehicle speed.

  As a result, compared with the case where the rotation speed control as described above is not performed, the forces in the speed increasing direction and the speed reducing direction are less likely to act on the wheels 6FL, 6FR, 6RL, and 6RR, so that the load on the drive system is less likely to be applied. .

  In addition, in the process in which the wheels 6FL, 6FR, 6RL, and 6RR are jumping, the normal brake that continuously operates the brakes 7FL, 7FR, 7RL, and 7RR with the intention to brake is performed. The extra speed control like this is not intervened.

  Therefore, it is advantageous in improving the operability of the vehicle 1 such that priority can be given to deceleration according to the pedaling force of the brakes 7FL, 7FR, 7RL, 7RR when landing. In addition, in that case, since the brake is kept operated at the time of landing, the forces in the deceleration direction acting on the wheels 6FL, 6FR, 6RL, 6RR and the wheels 6FL, 6FR, 6RL, 6RR and the brakes 7FL, 7FR, 7RL, 7RR are applied. It becomes difficult to apply a load to the drive system.

  For these reasons, damage is less likely to be accumulated in the wheels 6FL, 6FR, 6RL, 6RR and the drive system, so that the durability of the wheels 6FL, 6FR, 6RL, 6RR and the drive system can be improved. Further, it is advantageous for improving the running performance of the vehicle 1.

  In addition, this invention is not limited only to the said embodiment, All the deformation | transformation and application included in the range equivalent to the claim and the said range are possible. Hereinafter, other embodiments of the present invention will be described as examples.

  (1) In the above embodiment, the FR type vehicle 1 is taken as an example, but a vehicle of a front engine front drive (FF) type or the like may be used.

  (2) In the above embodiment, the type of vehicle 1 using only the engine 2 as a drive source is taken as an example. However, although not shown, a hybrid vehicle using a combination of an engine and a motor generator may be used. Is possible.

  Particularly in the case of a hybrid vehicle, the operation of the motor generator is controlled so as to control the rotational speed of the propeller shaft 4 during the jump with the target of the rotational speed of the propeller shaft 4 immediately before the jump in the process of step S14. can do.

  In this case, since the process of step S14 of FIG. 4 can be performed by the engine control device 20, the engine control device 20 corresponds to the driving force control device according to the present invention.

  (3) In the above embodiment, when the automatic transmission 3 is a continuously variable transmission called CVT, for example, in the process of step S14, the number of revolutions of the propeller shaft 4 immediately before the jump is set as a target. The gear ratio of the continuously variable transmission can be controlled so as to control the rotation speed of the propeller shaft 4.

  Since the speed ratio of this continuously variable transmission can be finely adjusted steplessly, it is preferable in that the rotational speed adjustment as described above can be performed with high accuracy.

  In this case, in step S14 in FIG. 4, the engine control device 20 requires the transmission control device 30 to adjust the rotation speed of the propeller shaft 4 during the jump with the target rotation speed of the propeller shaft 4 immediately before the jump. It is conceivable that a command signal for the transmission ratio of the continuously variable transmission is transmitted so that the transmission braking device 30 can cope with it. Therefore, in this example, the engine control device 20 and the transmission control device 30 correspond to the driving force control device according to the present invention.

It is a figure which shows the whole structure of the vehicle used as the application object of this invention. It is a schematic block diagram which shows typically the engine control apparatus of FIG. It is a block diagram which shows schematic structure of the engine control apparatus of FIG. 2 is a flowchart for explaining the operation of the engine control device of FIG. 1.

Explanation of symbols

1 vehicle
2 Engine
3 Automatic transmission
4 Propeller shaft
5 Differential 6FL, 6FR Front wheel 6RL, 6RR Rear wheel 7FL, 7FR Front brake 7RL, 7RR Rear brake
11 Brake pedal
20 Engine control device
29 Throttle valve
30 Transmission control device
36 Throttle motor 91a to 91d Wheel speed sensor 92a to 92d Suspension stroke sensor
93 Brake switch

Claims (8)

A driving force control device for a vehicle that transmits rotational power generated by at least one of an engine, a motor, and the like with a transmission and transmits the driving power to wheels.
When the brake is temporarily activated between the time of jumping and landing, the rotational speed of the drive system during the jump is controlled to approximate the rotational speed of the drive system before the jump. A vehicle driving force control device. A driving force control device for a vehicle that transmits rotational power generated by at least one of an engine, a motor, and the like with a transmission and transmits the driving power to wheels.
Jump detection means for detecting when a wheel jumps from the road surface while the vehicle is running;
Brake detection means for detecting whether the brake is activated or deactivated;
When it is recognized that the brake is operated during the jump based on the detection outputs from the jump detection means and the brake detection means, whether the brake operation is a normal brake that continues until the landing or is released before the landing. An estimation means for estimating whether it is a panic brake;
And a coping means for approximating the rotational speed of the drive system during the jump to the rotational speed of the drive system before the jump when the estimating means estimates that the vehicle is a panic brake. Control device. A driving force control device for a vehicle that transmits rotational power generated by at least one of an engine, a motor, and the like with a transmission and transmits the driving power to wheels.
Jump detection means for detecting when a wheel jumps from the road surface while the vehicle is running;
Brake detection means for detecting whether the brake is activated or deactivated;
When it is recognized that the brake is operated during the jump based on the detection outputs from the jump detection means and the brake detection means, whether the brake operation is a normal brake that continues until the landing or is released before the landing. An estimation means for estimating whether it is a panic brake;
When estimating the panic brake by this estimating means, when approximating the rotational speed of the drive system during the jump to the rotational speed of the drive system before the jump, while estimating by the estimating means that the brake is normal And a coping means that does not control the rotational speed of the drive system during the jump. In the vehicle driving force control device according to claim 2 or 3,
The vehicle driving force control device according to claim 1, wherein the jump detection means determines whether or not an extension length of the suspension of the vehicle is equal to or greater than a predetermined value within a predetermined time. In the vehicle driving force control device according to claim 2 or 3,
The coping means stores a rotation number of the drive system before the jump when the jump is detected;
When it is estimated that a panic brake has been performed during the jump, the stored rotational speed of the drive system is read, and the process of controlling the rotational speed of the drive system during the jump is executed with this rotational speed as a target. A driving force control device for a vehicle. In the vehicle driving force control device according to any one of claims 1 to 5,
The vehicle driving force control device is characterized in that the rotational speed control of the drive system is configured to adjust the output torque of the engine. In the vehicle driving force control device according to any one of claims 1 to 5,
The vehicle has a power train in a form in which rotational power generated by an engine is decelerated by a continuously variable transmission and transmitted to drive wheels.
The vehicle driving force control device is characterized in that the rotational speed control of the drive system is configured to adjust a gear ratio of the continuously variable transmission. In the vehicle driving force control device according to any one of claims 1 to 5,
The vehicle has a power train that decelerates rotational power generated by at least one of an engine and a motor with a transmission and transmits the rotational power to drive wheels.
The vehicle driving force control device is characterized in that the rotational speed control of the drive system is configured to adjust the output of the motor.

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