JP5673296B2 - Vehicle driving force control device - Google Patents

Description

  The present invention relates to an apparatus for controlling a driving force of a vehicle, and more particularly to an apparatus for controlling a driving force in relation to a steering characteristic and controlling a driving force based on an acceleration / deceleration request.

  The acceleration / deceleration of the vehicle is basically performed by depressing the accelerator pedal or returning the accelerator pedal that has been depressed to increase or decrease the output and driving force of a driving force source such as an engine. On the other hand, since the ground contact point where the tire contacts the road surface is off the center of gravity of the vehicle body, the lateral force on the tire changes according to the change of the driving torque and the yaw moment acting on the vehicle body changes when turning. Therefore, the turning performance (turning characteristics) changes according to the drive torque.

  For example, when it is detected that the behavior of the vehicle has become unstable, the device described in Patent Document 1 stabilizes the behavior of the vehicle by suppressing the engine output. When the operation is performed with the intention of acceleration, the brake control for stabilizing the vehicle behavior is not performed. Further, Patent Document 2 describes an apparatus configured to stabilize the stability factor by controlling the axle torque according to the environment around the vehicle that changes from moment to moment so as to obtain an ideal turning radius. Has been.

Japanese Patent Laying-Open No. 2005-271824 JP 2005-256636 A

  As described above, if the driving force of the vehicle not only gives longitudinal acceleration to the vehicle but also affects the turning performance when turning and controls the driving force when turning, as described in Patent Document 2 The driving force is controlled so that the stability factor matches or follows the target stability factor, or the driving force is controlled so that the yaw rate matches the target value. On the other hand, the device described in Patent Document 1 is configured to execute the acceleration control in preference to the stabilization control of the behavior of the vehicle when the driver's intention of acceleration is detected. . Therefore, when the driving force is controlled as in the invention described in Patent Document 1, even if a vehicle having excellent acceleration characteristics can be obtained, the steer characteristics are not always good, which is not intended by the driver. There may be a sense of discomfort due to turning performance.

  The present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a driving force control device capable of achieving both turning performance and acceleration characteristics in accordance with the driver's intention. Is.

In order to achieve the above object, the invention of claim 1 is directed to a vehicle for obtaining a driving force by correcting a required driving force obtained based on a driver's acceleration / deceleration operation with a corrected driving force obtained based on steering. In the driving force control device, turning request detecting means for detecting the degree of turning request by the steering, and driving force correction limiting means for restricting correction of the driving force by the corrected driving force based on the degree of turning request. Bei example, the degree of the turning request includes a steering angular speed, the driving force correction limiting means, as the steering angular velocity is large, characterized in that it includes means for reducing the limit of the correction of the driving force is there.

According to a second aspect of the present invention, there is provided a vehicle driving force control apparatus for obtaining a driving force by correcting a required driving force obtained based on a driver's acceleration / deceleration operation by a corrected driving force obtained based on steering. A turning request detecting means for detecting the degree of turning request by the driving force, and a driving force correction limiting means for restricting correction of the driving force by the corrected driving force based on the degree of the turning request.
With a degree of the turning request includes a steering angular speed, the is to shall and characterized in that the steering angular velocity is configured to perform the driving force correction is larger than predetermined value .

The invention of claim 3 further comprises means for detecting the change rate of the accelerator opening in the invention of claim 1 or 2 , wherein the driving force correction limiting means increases the change rate of the accelerator opening. A vehicle driving force control apparatus including means for increasing a driving force correction limit.

According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the turning request detecting means detects a steering wheel cut in which the steering angle increases and a steering wheel cut back in which the steering angle decreases. The driving force correction limiting means does not limit the correction of the driving force when the steering wheel cut is detected in a state where the driver is accelerating, and the steering wheel switch back is not performed. The vehicle driving force control device includes a means for limiting the correction of the driving force when detected.

According to the first or second aspect of the present invention, when the acceleration / deceleration operation is performed while being steered, the driving force based on the acceleration / deceleration operation is corrected according to the steering state. Although it becomes good, the correction of the driving force is limited based on the degree of the turning request. As a result, the acceleration / deceleration request based on the acceleration / deceleration operation is reflected in the driving force control, so that the acceleration performance is improved.

More specifically, as is claim 1 Oh Rui are described in 2, as the steering angular velocity is large, the driving force of the correction limit is reduced, or the steering angular velocity of the driving force is greater than a predetermined value Since the correction is executed, if the turning request is large, the driving force control more strongly reflects the turning request, and the turning performance is improved.

On the other hand, according to the invention of claim 3, in addition to the above-described effect, when the accelerator opening change speed is large, the driving force correction based on the steering is limited, so that the driver's intention of acceleration / deceleration is strengthened. The reflected driving force control is executed, and the acceleration performance of the vehicle is improved.

According to the invention of claim 4 , when the acceleration operation and the steering wheel cut are overlapped, the driving force correction based on the steering is executed, so that the driving force is controlled so as to make a turn according to the steering wheel cut, As a result, when the turning performance is improved and the acceleration operation and the steering wheel return are overlapped, the driving force correction based on the steering is limited, so the driving force is as close as possible to the driving force according to the acceleration operation. As a result, the acceleration performance is improved.

It is a flowchart for demonstrating an example of the control performed by the driving force control apparatus which concerns on this invention. It is a figure which shows an example of the map of the driving force change speed set by driving force correction | amendment limitation being performed in the state in which the handle | steering-wheel is not cut. It is a figure which shows an example of the map of the driving force correction | amendment limit value at the time of steering wheel cutting. It is a time chart which shows notionally the change of the drive torque at the time of steering wheel cutting. It is a time chart which shows notionally the change of the driving torque at the time of steering wheel return. It is a schematic diagram which simplifies and shows the drive system and control system of the vehicle which can be made into object by this invention.

  The present invention is a device for controlling a driving force when an acceleration / deceleration operation is performed in a state where the driving force is controlled so as to achieve a target turning state. It is an apparatus configured to perform driving force control well reflected. Therefore, the vehicle that can be the subject of the present invention is a vehicle that can control the driving force without depending on the acceleration / deceleration operation in addition to being able to control the driving force based on the acceleration / deceleration operation of the driver. The driving force source may be an internal combustion engine (engine), a motor, or a combination of any of these and an automatic transmission, or a hybrid drive device combining an internal combustion engine, a motor, and a transmission mechanism, etc. It may be. Further, the control of the driving force, particularly the control for reducing the driving force, may be executed by controlling the braking force of the wheels.

  FIG. 6 is a block diagram showing a vehicle system that can be a subject of the present invention, and the vehicle shown here is an example of a rear-wheel drive vehicle. Each of the front and rear wheels 1 is provided with a brake 2 that can be individually controlled. These brakes 2 are configured to be controlled by a conventionally known system such as an anti-lock brake system (ABS) or a vehicle stabilization control system (VSC). When the driving force is excessively applied or the braking force is too large, the braking force is increased or the braking force is reduced regardless of the pedal operation by the driver.

  The driving force source 3 including an internal combustion engine and a motor is connected to the rear wheel 1 via a differential 4, and the driving force source 3 changes the output of the engine and the motor, or changes the gear ratio. The driving force is controlled by changing the driving force. A control device (controller) 5 for controlling the driving force is provided. The controller 5 is mainly composed of a microcomputer, and uses data stored in advance or data input from the outside to process data according to a program prepared in advance, and the result is a control command. The signal is output to the driving force source 3 as a signal. A signal detected by the steering angle sensor 6, the yaw rate sensor 7, or the accelerator opening sensor 8 is input to the controller 5 as a detection value. These sensors 6, 7, and 8 are sensors that constitute a system such as the above-described vehicle stabilization control system, and are existing devices in the vehicle.

  The control device according to the present invention is based on control for changing the driving force so that the turning state becomes a predetermined target turning state, and operating an acceleration / deceleration operation mechanism such as an accelerator pedal as the driving force control. It is configured to perform control to change the driving force. The turning state is controlled by controlling the driving force so that the stability factor coincides with a predetermined target value as much as possible. Here, the stability factor is a physical quantity that can be obtained based on the vehicle wheelbase, steering angle, vehicle speed, yaw rate, tire stiffness, and the like, and is an index representing the turning characteristics of the vehicle. It should be noted that this stability factor is easy to understand as indicating the characteristics in a state where the vehicle is traveling in a steady circle with a constant radius, but can be extended to a state where longitudinal acceleration occurs. The stability factor extended to the state where the longitudinal acceleration is generated is widely known from various documents.

  Since the target vehicle in the present invention is configured to perform driving force control based on steering and driving force control based on acceleration / deceleration operation, these driving force controls may be superposed. In the present invention, the control of the driving force is executed as described below. FIG. 1 is a flowchart for explaining an example of the control, and the routine shown here is repeatedly executed every predetermined short time.

  In the example shown in FIG. 1, first, the traveling state of the vehicle is detected. Specifically, the yaw rate γ that is the detected value of the yaw rate sensor 7, the steering angle δ that is the detected value of the steering angle sensor 6, and the accelerator opening θ that is the detected value of the accelerator opening sensor 8 are acquired (read). (Step S1, Step S2, and Step S3). Any of these data may be acquired first or at the same time.

  Next, the degree of turn request is obtained. Specifically, the change rate dδ of the steering angle δ, that is, the steering angular velocity dδ is calculated (step S4). In addition to the control in steps S1 to S4, the target stability factor khref and the actual stability factor khreal are calculated (step S5 and step S6). The target stability factor khref, which is the target value of the stability factor, determines the turning characteristics of the vehicle, and is determined by design in accordance with the vehicle type, vehicle type, etc. For example, the steering angle δ and the vehicle speed V are set as follows. A map as a parameter can be prepared in advance. Therefore, in step S5, the target stability factor khref can be obtained from the map.

The stability factor is a physical quantity that can be obtained based on the vehicle wheelbase, steering angle, vehicle speed, yaw rate, tire stiffness, and the like, and can be obtained by the following equation using the yaw rate γ.
khreal = [δ / (n · L · V · γreal)]-1 / V ²
Note that n is a steering gear ratio, L is a wheel base, V is a vehicle speed, and γreal is a detection value of a yaw rate sensor.

  The target stability factor khref is determined in advance to indicate a preferable turning state of the target vehicle, that is, a target turning state, so that the actual stability factor khreal matches the target stability factor khref. A driving force correction amount is calculated (step S7). Specifically, the corrected driving force is obtained from the difference between the target value khref of the stability factor and the actual value khreal. The calculation for replacing the stability factor value with the driving force may be performed by an appropriate method known in the art. For example, the stability factor can be expressed as a function of the lateral acceleration, and the lateral acceleration is based on the longitudinal acceleration. Further, since the longitudinal acceleration can be obtained from the mass of the vehicle body and the driving force, the driving force or its correction amount may be calculated from these relationships. Alternatively, the stability factor can be extended to a turning state where longitudinal acceleration occurs, the longitudinal acceleration is obtained from the relational expression between the longitudinal acceleration and the stability factor, and the vehicle mass is added to the driving force or The correction amount can be calculated.

  Subsequent to each control described above or in parallel with each control described above, the required driving force of the driver (driver) is calculated (step S8). This required driving force can be prepared in advance as a map of the accelerator opening and the vehicle speed. Therefore, in step S8, the map is based on the vehicle speed at that time and the accelerator opening θ acquired in step S3. The required driving force (or target value) is obtained from Then, the corrected driving force obtained in step S7 described above is added to the required driving force to calculate a limited precursor power command value (step S9). The corrected driving force may be a positive value or a negative value, and therefore, the limited precursor power may be a value larger than the required driving force or a value smaller than the required driving force. The limited precursor power command value is obtained by replacing the limited precursor power obtained as described above with a control command value, and includes a throttle opening command value, a gear ratio command value, an assist motor command value, and these Is a composite of the above.

  Further, the degree of the acceleration / deceleration request is obtained in succession to the control described above or in parallel with each control described above. Specifically, the absolute value of the accelerator opening change speed dθ is calculated (step S10). Next, it is determined whether or not the steering wheel is being cut (step S11). This determination can be made based on the steering angle δ and its change speed dδ, the absolute value of the steering angle δ is greater than or equal to a predetermined reference value, the absolute value of the steering angular velocity dδ is greater than or equal to a predetermined value, and If the sign of the steering angle δ and the angular velocity dδ are the same, it is determined that the steering wheel is cut.

  If it is determined negative in step S11 because the steering wheel is not cut, a limit value dFlimit for so-called non-cutting is determined from the map (MAP1) (step S12). This limit value dFlimit is for limiting the correction by the above-described corrected driving force, and is a limit value for the changing speed of the driving force. The limit value for the acceleration request state where the accelerator pedal is depressed is Therefore, the lower limit value of the driving force change speed is defined, and on the contrary, the limit value for the deceleration request state in which the accelerator pedal is returned defines the upper limit value of the driving force change speed. Further, this limit value can be prepared in advance as a map that is determined in advance through a driving experiment or simulation as a value that the driver does not feel excessive or insufficient acceleration / deceleration or response delay. An example of the map (MAP1) is shown in FIG. 2. As the change rate of the accelerator opening is larger, the limit value is increased to increase the driving force change rate, and as the accelerator opening change rate is smaller, the limit value is increased. This is an example in which the driving force change speed is reduced by reducing the driving force.

  In other words, when the accelerator change speed is low, it is considered that the driver does not request a large acceleration / deceleration. Therefore, the driving force limit based on steering is made small (weak), and the changing speed of the driving force is steered. As a result, the turning request is more strongly reflected, and as a result, the driving force control based on steering is prioritized and the turning performance is improved. On the other hand, when the accelerator change speed is large, it is considered that the driver is requesting a large acceleration / deceleration. Therefore, the driving force correction is greatly limited, and the changing speed of the driving force becomes a large value. As a result, the driving force control based on the acceleration / deceleration operation is prioritized and the acceleration / deceleration characteristics are improved. Even if the corrected driving force calculated in step S7 described above acts to reduce the driver's required driving force, the driving force change speed is increased by being more strongly corrected and limited based on the acceleration / deceleration operation by the driver. This is because the driving force based on the acceleration / deceleration operation is reflected in the driving force control when the value becomes large. In this case, when the driving force based on the steering exceeds the driving force determined according to the driving force change speed that is corrected and limited, the driving force based on the steering is realized, and thus the turning characteristic is also good. become.

  On the other hand, if the determination in step S11 is affirmative, that is, when the steering wheel is cut, a limit value dFlimit for steering the steering wheel is determined from the map (MAP2) (step S13). This limit value dFlimit is for limiting the correction of the driving force based on the steering as in the case described above, and is a limit value for the changing speed of the driving force, and the acceleration at which the accelerator pedal is depressed. The limit value for the requested state defines the lower limit value of the driving force change speed, and conversely, the limit value for the deceleration request state where the accelerator pedal is returned defines the upper limit value of the driving force change speed. It becomes. Further, this limit value can be prepared in advance as a map that is determined in advance through a driving experiment or simulation as a value that the driver does not feel excessive or insufficient acceleration / deceleration or response delay.

  An example of the map (MAP2) is shown in FIGS. 3 (a) and 3 (b). FIG. 3A is a map for determining the driving force change speed when the accelerator pedal is depressed. The smaller the absolute value of the steering angular speed dδ (that is, the closer to the unsteered state), and the accelerator. It is the map comprised so that a driving force change speed limit value may become a large value, so that an opening degree change speed is large. The driving force change speed limit value defined in this map is for limiting the driving force based on the acceleration request to the driving force correction based on the steering, and the driving force falls below the value determined by the driving force change speed. Therefore, when the accelerator opening change speed and the steering angular speed are small, the limit of the driving force correction becomes small (for example, zero) and the lower limit value of the driving force change speed becomes a small value. Therefore, if the correction driving force based on the steering is a negative value and the value of the limited precursor power obtained based on the negative driving force becomes small, for example, the driving force of the small value is output. .

  On the other hand, when the steering angular velocity is small and the accelerator opening change rate is large, the driver is considered to require a large acceleration. Therefore, the limitation of the driving force correction becomes stronger, and the driving force changing rate is reduced. The lower limit value is set to a large value, and the command value of the driving force commands a large driving force that does not fall below the lower limit value. That is, even if the driving force required based on the steering is small, the driving force based on the acceleration operation is prioritized and the driving force correction is strongly limited, and the driving force is controlled so as to realize the acceleration request. As the absolute value of the steering angular velocity dδ increases (the degree of turning request increases) and the accelerator opening change speed decreases (the degree of acceleration request decreases), the driving force correction limit value decreases. The lower limit value of the driving force change speed is set to a small value. This is because the driving force based on the steering is strongly reflected by the driving force control to improve the turning characteristics.

  FIG. 3B is a map for determining the driving force change speed limit value when the accelerator pedal is returned and the vehicle is decelerating. The smaller the absolute value of the steering angular speed dδ (that is, the steering angle is maintained). The closer the accelerator is open), and the smaller the accelerator opening is and the smaller the change rate (negative value) is (the greater the deceleration request is), the stronger the drive force correction is limited and the drive force change rate is limited. It is the map comprised so that a value may become a small value. The driving force change speed limit value defined in this map is intended to prevent the driving force based on the deceleration request (negative driving force) from exceeding the value determined by the driving force change speed. When the absolute value of the degree change speed and the steering angular speed are small (when the accelerator opening is changing rapidly), the limit value of the driving force correction becomes a small value (large value in absolute value). (The correction limit becomes stronger). Accordingly, the upper limit value of the driving force change speed becomes a small value (a negative value is a large value), and a strong restriction is performed. Even if the upper limit value is a large value in the negative direction, the driving force is limited to a small driving force (a large value in the negative direction). That is, the deceleration increases.

  On the other hand, if the absolute value of the steering angular velocity is small and the accelerator opening change speed is large, that is, if the change in the accelerator opening is small or not due to being small in the positive direction, the driver's request In this case, the limit value becomes a large value (small value in the negative direction), and the upper limit value of the driving force change speed becomes a large value (small value in the negative direction). The driving force command value is set to command a small driving force (braking force) that does not exceed the upper limit. In other words, even if the driving force required based on the steering is small in the negative direction, the correction of the driving force is limited so as not to exceed the upper limit set so as to be a small driving force (large deceleration force). The driving force is controlled so that the deceleration force based on the deceleration operation is prioritized and realized. The higher the absolute value of the steering angular velocity dδ is, and the larger the accelerator opening change speed is (the change in accelerator opening is slow or does not change), the larger the upper limit value of the driving force change speed is (in the negative direction). Small value). This is because the driving force based on the steering is strongly reflected by the driving force control to improve the turning characteristics.

  The limit value dFlimit is set in step S12 or step S13 described above, and a driving force command value is calculated based on the limit value dFlimit and the limited precursor power calculated in step S9 described above (step S14). More specifically, in a state where the accelerator pedal is depressed and an acceleration request is generated, the driving force is controlled so that the driving force does not fall below the driving force change speed set by the correction limit by the limit value dFlimit. In a state where the command value is set and the accelerator pedal is returned and a deceleration request is generated, the driving force is corrected so as not to exceed the set driving force change speed by the limit value dFlimit. The control command value is set. The driving force command value set in this way is output and the driving force by the driving force source 3 is controlled (step S15).

  An example of a change in driving torque when such control is performed is shown in FIG. The example shown in FIG. 4 is an example in which the steering wheel is cut, the accelerator pedal is stepped on, and the stepping speed is initially slowed and then speeded up. The broken line indicates the torque, the broken line indicates the torque corrected so that the stability factor follows the target value, and the thick solid line indicates the torque when the control shown in FIG. 1 is executed. Before the time t1, the steering angular velocity dδ is smaller than a predetermined value, so that the correction of the driving force is not executed, and the steering is subsequently turned and the yaw is generated accordingly. The torque in turning control using the stability factor decreases. That is, the torque becomes smaller than the accelerator required torque because the above-described corrected driving force is a negative value. After that, when the accelerator pedal is depressed relatively slowly at time t2, the driving force change speed limit value is set. In this case, since the accelerator opening change speed is small, the limit is loose and a small limit value dFlimit is set. Is done. Or there is no substantial restriction. Therefore, as indicated by a thick solid line, the commanded driving force (that is, torque) substantially coincides with the torque corrected by the turning control.

  Thereafter, the yaw delay with respect to the steering is gradually eliminated, so that the torque due to the turning control gradually increases. That is, the absolute value of the correction driving force described above becomes small. When the steering angular velocity dδ decreases at the time t3 in the process, as described above, the driving force control based on the acceleration / deceleration operation is prioritized, and specifically, the lower limit value of the driving force changing speed increases. When the accelerator pedal is further depressed (at time t4), the torque due to the turning control decreases, but the lower limit value of the driving force change speed described above becomes a large value as the accelerator opening change speed increases. The torque due to the acceleration request is more strongly reflected in the driving force control than the torque due to, and the commanded torque has a larger value.

  The driving force control apparatus according to the present invention configured to execute the control shown in FIG. 1 is considered that the acceleration request is relatively small (or weak) when the steering and the acceleration operation are performed. In a state where the driving force based on steering is strongly reflected in the driving force control, and the acceleration request is considered to be relatively large (or strong), the required driving force is strongly reflected in the driving force control in the acceleration operation. . As a result, according to the driving force control device of the present invention, it is possible to realize a driving force or a driving torque in accordance with the driver's intention to turn and acceleration, so that both the turning performance and acceleration performance can be improved. it can.

  Further, FIG. 5 shows an example in the case where the handle is turned back. The example shown here is an example when exiting a corner, for example, the steering wheel is turned back at time t11 and the steering angle starts to decrease, and accordingly, the torque by the turn control decreases. When the accelerator pedal is subsequently depressed at time t12, the driving force correction limit is executed, the torque control based on the acceleration request is prioritized over the torque by the turning control, and the lower limit value for the driving force determined by the limit value dFlimit The torque is controlled so as not to fall below. This is indicated by a thick solid line. After that, when the actual stability factor obtained by calculation matches or follows the target stability factor and the absolute value of the corrected driving force decreases, the torque due to the turning control gradually increases and the driving torque becomes the limit value. Or exceeds (at time t13). After that, because the lower limit value of the driving force change speed is set to a large value, the commanded driving torque will not fall below the lower limit value even if the torque due to turning control changes to a larger or smaller value, giving priority to the acceleration request. The driving force control is executed. In other words, when the steering wheel is turned back and the acceleration operation is performed, the driving force correction is limited and the driving force control is given priority to the acceleration request. As a result, the vehicle behavior quickly exits the corner, and thereafter The vehicle will travel on the straight road with acceleration that matches the driver's intention.

  As is clear from the description based on the specific example described above, when the acceleration / deceleration operation is performed in the driving state, the driving force control device according to the present invention is adjusted to the steering angular velocity and the degree of the acceleration / deceleration operation. Accordingly, it is only necessary to determine a limit value for the driving force correction and control the driving force or the driving torque based on the limit value. Therefore, when it is configured to apply torque control based on acceleration / deceleration operation to a device configured to control torque by turning control, control of driving force or driving torque based on the acceleration / deceleration operation is Based on the absolute value of the opening degree change speed, for example, the limit value of the driving force change speed may be set based on the map shown in FIG. The control in the case of such a configuration may be, for example, control represented by a routine that proceeds from step S10 to step S12 without steps S11 and S13 in the flowchart shown in FIG.

  Here, the relationship between the above specific example and the present invention will be briefly described. The functional means for executing the control of steps S3, S4 and S11 shown in FIG. 1 corresponds to the turning request detecting means in the present invention. The functional means for executing the control in steps S12, S13, and S14 corresponds to the driving force correction limiting means in the present invention, and the functional means for executing the control in step S10 is the change rate of the accelerator opening in the present invention. Corresponds to a means for detecting.

  The present invention is not limited to the specific examples described above, and the degree of turning request may be detected in consideration of the vehicle speed at that time in addition to the steering angular speed, and the vehicle speed and the steering angle may be detected. It is good also as detecting based on the absolute value of.

  3 ... Driving force source, 5 ... Controller, 6 ... Steering angle sensor, 7 ... Yaw rate sensor, 8 ... Accelerator opening sensor.

Claims (4)

In the vehicle driving force control device for obtaining the driving force by correcting the required driving force obtained based on the acceleration / deceleration operation of the driver by the corrected driving force obtained based on the steering,
Turn request detecting means for detecting the degree of turn request by the steering;
Based on the degree of the turning request, Bei example and a driving force correction limiting means for limiting the correction of the driving force by the correction driving force,
The degree of the turning request includes a steering angular velocity,
The driving force control apparatus for a vehicle according to claim 1 , wherein the driving force correction limiting means includes means for reducing the limitation of correction of the driving force as the steering angular velocity increases . In the vehicle driving force control device for obtaining the driving force by correcting the required driving force obtained based on the acceleration / deceleration operation of the driver by the corrected driving force obtained based on the steering,
Turn request detecting means for detecting the degree of turn request by the steering;
Driving force correction limiting means for limiting correction of the driving force by the corrected driving force based on the degree of the turning request;
With
The degree of the turning request includes a steering angular velocity,
The steering angular velocity is predetermined that vehicles you wherein being configured to perform the correction of the driving force is greater than a predetermined value the driving force control apparatus. A means for detecting a change rate of the accelerator opening;
3. The vehicle driving force control device according to claim 1, wherein the driving force correction limiting unit includes a unit that increases the limitation of the driving force correction as the change rate of the accelerator opening increases. 4. . The turning request detecting means includes means for detecting a steering wheel cut in which the steering angle increases and a steering wheel cut back in which the steering angle decreases,
The driving force correction limiting means does not limit the correction of the driving force when the steering wheel cut is detected in a state where the driver is accelerating, and the steering force return is detected. driving force control apparatus for a vehicle according to any one of claims 1 to 3, characterized in that it comprises means for performing a limitation of the correction of the driving force is.

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