Vehicle speed control device

Abstract

The present application relates to a vehicle speed control device which realizes vehicle speed control that does not cause a driver to feel uncomfortable even in the case where deceleration control of a deceleration operation member is performed. The vehicle speed control device includes an information acquisition section (51) which acquires information of an AP opening degree, a target drive force setting section (53) which sets a target drive force corresponding to at least the AP opening degree, and a deceleration control section (55) which, in the case where a dial operation of a deceleration selector (35) provided in an electric vehicle is performed in a state where depression of an accelerator pedal (21) is released, performs deceleration control using a second deceleration force that is greater than a first deceleration force before the change as a deceleration force based on release of the depression of the accelerator pedal by changing an AP opening degree-target drive force characteristic set by the target drive force setting section. The deceleration control section ends the deceleration control at a timing at which the target drive force based on the changed AP opening degree reaches the target drive force at the time of release of the depression of the accelerator pedal before the change.

Description

Technical Field

[0001] This invention relates to a vehicle speed control device for deceleration control of the vehicle. Background Technology

[0002] The applicant of this application has disclosed a vehicle speed control technology for controlling the speed of the vehicle (see, for example, Patent Document 1).

[0003] In the vehicle speed control technology of Patent Document 1, for example in an electric vehicle equipped with a driving motor, a deceleration adjustment function called a deceleration selector is provided.

[0004] In the deceleration selector, a deceleration adjustment mechanism called a paddle is provided on the steering device (see paragraphs 0028 and 0041 of Patent Document 1). Figure 2A wait).

[0005] The vehicle speed control technology in Patent Document 1 is useful, for example, in situations where, while cruising at high speeds on highways, the driver wishes to slightly reduce speed without pressing the brake pedal due to traffic congestion. Specifically, in this case, the driver operates the paddle shifters while the accelerator pedal is released and engaged. This allows for an adjustment that increases the deceleration force acting on the vehicle (based on the regenerative braking force of the drive motor).

[0006] According to the vehicle speed control technology in Patent Document 1, appropriate vehicle speed control can be performed in situations where it is desired to slow down slightly without having to press the brake pedal.

[0007] Existing technical documents

[0008] Patent documents

[0009] Patent Document 1: Japanese Patent Application Publication No. 2021-2980 Summary of the Invention

[0010] The problem that the invention aims to solve

[0011] In the aforementioned existing vehicle speed control technology, deceleration control based on paddle shifters ends at a timed interval when traffic flow is considered to have ceased (the vehicle's driving state returns to its original cruising speed). Specifically, deceleration control based on paddle shifters ends at a timed interval when the amount of accelerator pedal depressed (hereinafter referred to as "AP opening") exceeds a predetermined threshold required to maintain the target vehicle speed. This restores the AP opening-drive force characteristics, which had improved responsiveness in paddle shifter-based deceleration control, to their original characteristics.

[0012] However, as with the aforementioned prior art, when the timing of the end of deceleration control based on paddle operation is based on the timing when the AP opening exceeds a specified threshold, the problem is what pointer should be used to set the specified threshold.

[0013] Assuming that the specified threshold is set relatively high, deceleration control based on paddle shifting continues until the end timer arrives. Therefore, due to the high responsiveness of the driving force to the AP opening, there is room for improvement in terms of minimizing driver discomfort.

[0014] The present invention was made in view of the foregoing circumstances, and the objective is to provide a vehicle speed control device that can achieve vehicle speed control without causing the driver any discomfort, even when deceleration control is performed by a deceleration operation component.

[0015] Methods for solving problems

[0016] To address the aforementioned issues, the most significant feature of the vehicle speed control device of the present invention is that it includes: an information acquisition unit that acquires information about the accelerator pedal opening degree, wherein the accelerator pedal opening degree is the opening degree of the accelerator pedal operated when an acceleration request for an electric vehicle is input; a target driving force setting unit that sets a target driving force at least corresponding to the accelerator pedal opening degree; and a deceleration control unit that, when the deceleration operation member of the electric vehicle is operated while the accelerator pedal is depressed, modifies the accelerator pedal opening degree-target driving force characteristic set by the target driving force setting unit, thereby using a second deceleration force larger than the first deceleration force before the modification as the deceleration force based on the deceleration force of the accelerator pedal being depressed and released.

[0017] The deceleration control unit terminates the deceleration control at a timed interval when the target driving force based on the modified AP opening reaches the target driving force when the accelerator pedal is depressed and released before the modification.

[0018] Invention Effects

[0019] According to the vehicle speed control device of the present invention, vehicle speed control can be achieved without causing the driver any discomfort, even when deceleration control is performed by a deceleration operation element. Attached Figure Description

[0020] Figure 1A This is a block diagram illustrating the outline of a vehicle speed control device according to an embodiment of the present invention.

[0021] Figure 1B This is an image of the paddle shifter, which serves as an operating switch for the deceleration selector located on the steering wheel.

[0022] Figure 2A This is a diagram used to explain the operation of a comparative example vehicle speed control device.

[0023] Figure 2B This is a diagram illustrating the operation of the vehicle speed control device in an embodiment.

[0024] Figure 2C This is a diagram illustrating an example of a target driving force characteristic mapping diagram used in the vehicle speed control device according to an embodiment of the present invention when setting a target driving force corresponding to changes in AP opening degree and vehicle speed.

[0025] Explanation of reference numerals in the attached figures

[0026] 10 Electric vehicles (vehicles)

[0027] 11. Vehicle speed control device

[0028] 21 Accelerator Pedal

[0029] 35 Gear selector

[0030] 35a and 35b gear selector paddle

[0031] 51 Information Acquisition Department

[0032] 53 Target Driving Force Setting Department

[0033] 55 Deceleration Control Unit Detailed Implementation

[0034] Hereinafter, the vehicle speed control device according to embodiments of the present invention will be described in detail with reference to the appropriate accompanying drawings.

[0035] It should be noted that, in the figures shown below, components with the same function or components with corresponding functions are generally labeled with the same reference numerals. Additionally, for ease of explanation, the dimensions and shapes of the characteristic line diagrams are shown schematically with variations or expansions.

[0036] [Summary of the vehicle speed control device 11 according to an embodiment of the present invention]

[0037] Regarding the vehicle speed control device 11 of the present invention, as an electric vehicle (equivalent to "vehicle" in the present invention) 10, an electric vehicle having a wheel drive motor 45 is exemplified, and reference is made to... Figure 1A and Figure 1B To illustrate. Figure 1A This is a block diagram showing the general structure of the vehicle speed control device 11. Figure 1B This is an external view of the paddles 35a and 35b, which are operating switches of the deceleration selector 35 located on the steering wheel 20.

[0038] like Figure 1AAs shown, the vehicle speed control device 11 connects the vehicle speed control ECU (Electronic Control Unit) 13, the input system 15, and the output system 17 in a manner that enables them to exchange information with each other via a communication medium 19 such as CAN (Control Area Network).

[0039] The vehicle speed control ECU13 is composed of a microcomputer equipped with a CPU (Central Processing Unit), ROM (Read-Only Memory), and RAM (Random Access Memory). This microcomputer reads and executes programs and information stored in the ROM to perform various functions of the vehicle speed control ECU13.

[0040] The vehicle speed control ECU (Electronic Control Unit) 13 primarily functions to control the speed of the electric vehicle 10. The internal structure of the vehicle speed control ECU 13 is described in detail below.

[0041] like Figure 1A As shown, the accelerator pedal sensor 23, brake pedal sensor 27, vehicle speed sensor 29, front and rear G sensors 31, shift switch 33 and deceleration selector 35 are connected to the communication medium 19 as input system 15.

[0042] The accelerator pedal sensor 23 has the function of detecting whether the accelerator pedal 21 operated during the acceleration and deceleration of the electric vehicle 10 has been pressed (whether an acceleration operation has been performed) and detecting the amount of pressing operation from the initial position of the accelerator pedal 21 (the position where the driver's pressing operation is released).

[0043] Information on whether acceleration operation is detected by accelerator pedal sensor 23 and the amount of pedal operation (AP opening information) are sent to vehicle speed control ECU 13, ABS-ECU 39 and VSA-ECU 41 respectively via communication medium 19.

[0044] The brake pedal sensor 27 has the function of detecting whether the brake pedal 25 operated when the electric vehicle 10 is braked has been engaged (whether a deceleration operation has been performed) and detecting the amount of engagement from the initial position of the brake pedal 25 (the position where the driver's engagement operation is released).

[0045] Information on whether a deceleration operation has occurred and the amount of deceleration operation detected by the brake pedal sensor 27 (BP deceleration operation amount information) are sent to the vehicle speed control ECU 13, ABS-ECU 39, and VSA-ECU 41 via the communication medium 19, respectively.

[0046] The vehicle speed sensor 29 has the function of detecting the speed (vehicle speed) of the electric vehicle 10. The vehicle speed information detected by the vehicle speed sensor 29 is sent to the vehicle speed control ECU 13, ABS-ECU 39, and VSA-ECU 41 via the communication medium 19.

[0047] The front and rear G sensors 31 are capable of detecting the acceleration and deceleration in the front and rear directions generated in the electric vehicle 10. The acceleration and deceleration information detected by the front and rear G sensors 31 is transmitted to the vehicle speed control ECU 13, ABS-ECU 39, and VSA-ECU 41 via the communication medium 19, respectively.

[0048] The shift switch 33 is operated when switching the forward or backward travel direction of the electric vehicle 10 and changing the driving gear. The shift switch 33 is located in the electric vehicle 10, for example, the center console (not shown). The driver's shift position information (e.g., forward gear (D) or reverse gear (R)) is sent to the vehicle speed control ECU 13 via the communication medium 19.

[0049] The deceleration selector 35 has the function of segmenting the magnitude of the deceleration force (in principle based on the regenerative braking force of the motor 45) applied to the electric vehicle 10. For example... Figure 1B As shown, the deceleration selector 35 includes paddles 35a and 35b that function as operating switches. The paddles 35a and 35b of the deceleration selector 35 are located on the spoke portion 22 of the steering wheel 20.

[0050] The deceleration force setting information of the deceleration selector 35 is sent to the vehicle speed control ECU 13, ABS-ECU 39, and VSA-ECU 41 via the communication medium 19.

[0051] The paddles 35a and 35b of the deceleration selector 35 are equivalent to the "deceleration operating element" of the present invention.

[0052] In addition, such as Figure 1A As shown, as output system 17, ABS-ECU39, VSA-ECU41 and motor mechanism 43 are connected to communication medium 19.

[0053] ABS-ECU39 has the function of preventing wheel (not shown) locking during braking operation of electric vehicle 10. VSA (“VSA” is a registered trademark)-ECU41 has the function of supporting the stabilization of the movement of electric vehicle 10.

[0054] The motor mechanism 43 is configured to include a motor 45 that serves as the drive source for the electric vehicle 10, an inverter 47 that performs drive control of the motor 45, and a battery 48 that supplies power to the motor 45 via the inverter 47.

[0055] The motor mechanism 43 is connected to the drive wheel 49 via a power transmission mechanism (not shown). The motor mechanism 43 has the function of driving the electric vehicle 10 based on the deceleration control command of the vehicle speed control ECU 13 and performing regenerative braking as needed.

[0056] [Internal structure of vehicle speed control ECU13]

[0057] Next, refer to the appropriate Figure 1A , Figures 2A-2C This will explain the internal structure of the vehicle speed control ECU13.

[0058] Figure 2A This is a diagram illustrating the operation of the comparative example vehicle speed control device 11. Figure 2B This is a diagram illustrating the operation of the vehicle speed control device 11 in this embodiment. Figure 2C This is a diagram illustrating an example of a three-dimensional mapping, which represents the target driving force characteristics used in the vehicle speed control device 11 of the present invention when setting the target driving force in response to changes in AP opening degree and vehicle speed.

[0059] like Figure 1A As shown, the vehicle speed control ECU13 is configured to include an information acquisition unit 51, a target driving force setting unit 53, and a deceleration control unit 55.

[0060] Before describing the internal structure of the vehicle speed control ECU 13, the meanings of the terms used in this description are defined to enhance understanding of the vehicle speed control device 11 according to the embodiments of the present invention.

[0061] First, "driving force" refers to the force that causes the electric vehicle 10 to move in the direction of travel (forward or backward) by transmitting the driving torque of the motor 45, which is the driving source, to the drive wheel 49.

[0062] It should be noted that "driving force" also includes a force that is opposite to the direction of travel of the electric vehicle 10 and is intended to decelerate the electric vehicle 10. In the vehicle speed control device 11 of the present invention, the regenerative force of the motor 45 is assumed in principle to be the source of the force that decelerates the electric vehicle 10.

[0063] The reason for stating "in principle, the regenerative force of motor 45 is envisioned" is based on the possibility that, for example, the regenerative force of motor 45 may be replaced by the regenerative force of motor 45 depending on the charging state of the vehicle battery (when fully charged, etc.) or the braking force of friction brake may be used as a source of deceleration force.

[0064] As a force that slows down the electric vehicle 10, the electric vehicle 10 also has frictional resistance generated when the drive wheel 49 of the electric vehicle 10 comes into contact with the road surface, driving resistance including the influence of natural wind on the vehicle body, and frictional resistance of mechanical components in the drive mechanism.

[0065] The information acquisition unit 51 has the functions of acquiring information on the presence or absence of acceleration operation / acceleration / deceleration operation amount (AP opening information) from the accelerator pedal sensor 23, information on the presence or absence of deceleration operation / braking operation amount (BP operation information) from the brake pedal sensor 27, vehicle speed information from the vehicle speed sensor 29, front and rear G information from the front and rear G sensors 31, shift position information from the shift switch 33, deceleration force setting information from the deceleration selector 35, operating information from the ABS-ECU 39, operating information from the VSA-ECU 41, braking control information from the motor 45, and drive control information, etc.

[0066] The target driving force setting unit 53 has AP opening information APx and vehicle speed information VS obtained by the information acquisition unit 51, for example, Figure 2C The three-dimensional mapping diagram 24 shown illustrates the function of setting the target driving force Ptg.

[0067] It should be noted that in the description of the embodiments of the present invention, the target driving force setting unit 53 is used as an example to illustrate setting the target driving force Ptg corresponding to the AP opening information APx. The reason for this is that, in the embodiments of the present invention, it is assumed that the vehicle speed VS remains substantially constant, and there will be no problem even if the description of the vehicle speed VS is omitted.

[0068] Deceleration control unit 55 Figure 2A (Comparative example) / Figure 2B As shown in the embodiment, when the deceleration selector 355 of the electric vehicle 10 is decelerated while the accelerator pedal 21 is depressed, the AP opening degree-target driving force characteristic set by the target driving force setting unit 53 is changed, so as the deceleration force based on the depressing and releasing of the accelerator pedal 21, a second deceleration force Pdc (AP0) that is larger in the negative direction than the first deceleration force Pst (AP0) before the change is used for deceleration control.

[0069] In short, such as Figure 2A (Comparative example) / Figure 2B As shown in the embodiment, the deceleration force that increases in the negative direction based on the paddle operation of the deceleration selector 35 is equivalent to the deceleration force obtained by subtracting the second deceleration force Pdc (AP0) from the first deceleration force Pst (AP0).

[0070] In addition, such as Figure 2B(Example) As shown, the deceleration control unit 55 decelerates according to the modified AP opening-target driving force characteristic, based on the AP opening APx and the target driving force Pdc(APx) (in Figure 2B In the example shown, the timing of the target driving force Pst(AP0) when the accelerator pedal 21 is depressed and released according to the AP opening degree-target driving force characteristics before the change is Pdc(APx) = Pdc(AP1) is (see Figure 2B The deceleration control ends when Pdc(AP1) = Pst(AP0) is shown.

[0071] Therefore, the deceleration control unit 55 restores the target driving force Pdc(AP1) based on the AP opening degree according to the modified AP opening degree-target driving force characteristic to the value Pst(AP1) based on the AP opening degree-target driving force characteristic before the modification. Figure 2B In the example shown, Pdc(AP1)⇒Pst(AP1)).

[0072] It should be noted that, as Figure 2B As shown in the embodiment, when the deceleration control unit 55 ends the deceleration control, it gradually restores the target driving force Pdc (AP1) based on the AP opening degree according to the modified AP opening degree-target driving force characteristic to the value Pst (AP1) based on the AP opening degree-target driving force characteristic before the modification. Figure 2B In the example shown, see Pdc(AP1)⇒Pdc(APn), the value of the target driving force based on the AP opening according to the modified AP opening-target driving force characteristics.

[0073] [Operation of the vehicle speed control device 11 according to an embodiment of the present invention]

[0074] Next, refer to the appropriate Figure 2A and Figure 2B To illustrate the operation of the vehicle speed control device 11 according to an embodiment of the present invention.

[0075] (Operation of the speed control device 11 in the comparative example)

[0076] First, refer to Figure 2A To illustrate the operation of the speed control device 11 in the comparative example.

[0077] exist Figure 2A In the diagram, the vertical axis represents the driving force (unit: N), while the horizontal axis represents the AP opening degree (unit: %). Figure 2A In the diagram, the region where the driving force is greater than 0 is the region with positive driving force, and the region where the driving force is less than 0 is the region with negative driving force (deceleration force).

[0078] It should be noted that the electric vehicle 10 is constantly subjected to negative driving forces (deceleration forces) such as driving resistance due to natural wind. Figure 2A The diagram shows the cruise drive force Pcr that enables the cruise speed to be maintained (without specific limitation, for example, 80 km / h). The foregoing content is in... Figure 2B The same applies to China.

[0079] Figure 2A The diagram shows a single-dotted line graph representing the AP opening-driving force characteristics of the comparative example before the modification and a double-dotted line graph representing the AP opening-driving force characteristics of the comparative example after the modification.

[0080] The AP opening-driving force characteristic of the comparative example before the change is a rightward-rising line graph connecting the target driving force Pst (AP0) when the AP opening is (AP0) and the target driving force Pst (APn) when the AP opening is (APn).

[0081] In contrast, the modified AP opening-driving force characteristic of the comparative example is a rightward-rising line graph connecting the target driving force Pdc(AP0) when the AP opening is (AP0) and the target driving force Pdc(APn) when the AP opening is (APn).

[0082] It is important to note here that, in terms of the AP opening-driving force characteristics of the comparative example, the target driving force Pdc(AP0) when the AP opening is (AP0) increases in the negative direction compared to the target driving force Pst(AP0) when the AP opening is (AP0) (the deceleration force increases).

[0083] This is useful, for example, when cruising at high speed on a highway and wanting to slow down slightly as traffic begins to stop without pressing the brake pedal 25. That is, in this situation, the driver operates the deceleration selector 35 with the accelerator pedal 21 released and the pedal engaged. This allows for adjustment to increase the deceleration force acting on the electric vehicle 10 (based on the regenerative braking force of the driving motor).

[0084] Therefore, in situations such as when driving at cruising speed on a highway and wanting to slow down slightly without having to press the brake pedal 25 due to traffic congestion, the driver's needs can be met.

[0085] Furthermore, in the comparative example vehicle speed control device 11, deceleration control based on the paddle operation of the deceleration selector 35 ends at a timed point when the traffic flow stagnation is considered to be resolved (the electric vehicle 10's driving state returns to the original cruising speed). Specifically, when the AP opening exceeds a predetermined threshold required to maintain the target vehicle speed (see...), the deceleration control ends. Figure 2A The timing of (APn) shown is based on deceleration control using paddle shifters. At this point, after the change in the comparative example, in terms of the AP opening-driving force characteristics, the target driving force Pdc(APn) when the AP opening is (APn) reaches... Figure 2AThe cruise driving force Pcr is shown.

[0086] Therefore, after the change to improve responsiveness in deceleration control based on the paddle operation of the deceleration selector 35, the AP opening-driving force characteristics are restored to the original AP opening-driving force characteristics before the change.

[0087] (Operation of the vehicle speed control device 11 in the embodiment)

[0088] Next, refer to Figure 2B The operation of the vehicle speed control device 11 in the embodiment is explained.

[0089] Figure 2B The diagram shows a dashed graph representing the AP opening-driving force characteristics before the modification of the embodiment and a solid graph representing the AP opening-driving force characteristics after the modification of the embodiment.

[0090] The AP opening-driving force characteristic before modification in the embodiment is similar to that in the comparative example, and is a rightward-rising line graph connecting the target driving force Pst (AP0) when the AP opening is (AP0) and the target driving force Pst (APn) when the AP opening is (APn).

[0091] In contrast, the modified AP opening-driving force characteristic of the embodiment is, similarly to the comparative example, a rightward-rising line graph connecting the target driving force Pdc (AP0) when the AP opening is (AP0) and the target driving force Pdc (APn) when the AP opening is (APn).

[0092] In the AP opening-driving force characteristics of the embodiment, the target driving force Pdc(AP0) when the AP opening is (AP0) increases in the negative direction (deceleration force increases) compared with the target driving force Pst(AP0) when the AP opening is (AP0), which is also the same as the comparative example.

[0093] The difference between the comparative example and the embodiment is that the modified AP opening-driving force characteristics of the comparative example are as follows: Figure 2A As shown, it exhibits a generally linear tendency to rise to the right. However, after the modified AP opening-driving force characteristic of the embodiment reaches the point where the AP opening reaches (AP1), in other words, after the target driving force Pdc (AP1) of the modified AP opening-driving force characteristic rises to the same value as the first deceleration force Pst (AP0) before the modification, it gradually approaches the characteristics of the modified AP opening-driving force characteristic of the embodiment.

[0094] More specifically, in the embodiments, such as Figure 2BAs shown, regarding the modified AP opening-driving force characteristic, within the range of AP opening from AP0 to AP1, the characteristic curve bulges downwards and approaches the characteristic curve of the original AP opening-driving force characteristic. Within the range of AP opening from AP1 to APn, the characteristic curve bulges upwards and gradually approaches the characteristic curve of the original AP opening-driving force characteristic. At AP opening = APn, it overlaps with the original AP opening-driving force characteristic. In contrast, in the comparative example, as... Figure 2A As shown, regarding the modified AP opening-driving force characteristics, the modified AP opening-driving force characteristics approach the original AP opening-driving force characteristics along the downward convex curve over the entire range of AP opening from AP0 to APn, and overlap with the original AP opening-driving force characteristics at AP opening = APn.

[0095] This has the following advantages: for example, in situations where one wishes to slow down slightly without pressing the brake pedal 25 while cruising at high speed on a highway due to traffic congestion, the AP opening-drive force characteristics, which improve responsiveness in deceleration control based on the paddle operation of the deceleration selector 35, are restored to their original characteristics as early as possible.

[0096] That is, the driver operates the deceleration selector 35 with the accelerator pedal 201 depressed and released. This increases the deceleration force (based on the regenerative braking force of the driving motor) acting on the electric vehicle 10.

[0097] Thus, for example, in situations where a driver wishes to slow down slightly without pressing the brake pedal 25 while cruising at high speed on a highway due to traffic congestion, the driver's needs can be met, similar to the comparative example.

[0098] In addition, in the vehicle speed control device 11 of the embodiment, at a timing point when the target driving force Pdc (AP1) according to the modified AP opening-driving force characteristics rises to the same value as the first deceleration force Pst (AP0) before the modification, which is sufficiently earlier than the comparative example, the deceleration control based on the paddle operation of the deceleration selector 35 is terminated.

[0099] As a result, the modified AP opening-driving force characteristics, which improve responsiveness in deceleration control based on the paddle operation of the deceleration selector 35, gradually return to the original AP opening-driving force characteristics before the modification.

[0100] Therefore, the vehicle speed control device 11 according to the embodiment can achieve vehicle speed control that does not cause the driver to feel uncomfortable (due to sudden changes in deceleration force) because it ends the deceleration control based on the paddle operation of the deceleration selector 35 at a sufficiently early timing compared to the comparative example, and gradually restores the changed AP opening-driving force characteristic, which improves the responsiveness of the deceleration control based on the paddle operation of the deceleration selector 35, to the original AP opening-driving force characteristic before the change.

[0101] [Other Implementation Methods]

[0102] The various embodiments described above illustrate concrete examples of the present invention. Therefore, the scope of the present invention should not be limited to these embodiments. This is because the present invention can be implemented in many ways without departing from its spirit or main features.

[0103] For example, in embodiments of the present invention, an electric vehicle equipped only with an electric generator (without an internal combustion engine electric motor) as its power source and the vehicle speed control device 11 of the present invention being applied has been described as an example, but the present invention is not limited to this example. The present invention can also be applied to hybrid vehicles equipped with an internal combustion engine electric motor and motor 45 as their power source.

[0104] Furthermore, in the embodiments of the present invention, a three-dimensional mapping diagram was described as an example of a tool used to set the target driving force corresponding to changes in AP opening and vehicle speed, but the present invention is not limited to this example. As for the aforementioned tool, any method can be used as long as it can set an appropriate target driving force corresponding to changes in AP opening and vehicle speed.

Claims

1. A vehicle speed control device, characterized in that, include: The information acquisition unit acquires information about the AP opening degree, which is the opening degree of the accelerator pedal operated when an acceleration request for the vehicle is input. The target driving force setting unit is at least corresponding to the AP opening setting target driving force; as well as The deceleration control unit, in the state where the accelerator pedal is depressed and released, corresponds to the operation of the vehicle's deceleration control component by changing the AP opening-target driving force characteristic set by the target driving force setting unit, thereby increasing the deceleration force based on the depressing and releasing of the accelerator pedal from a first deceleration force before the change to a second deceleration force greater than the first deceleration force, thus performing deceleration control. The deceleration control unit terminates the deceleration control at a timed interval when the target driving force based on the modified AP opening reaches the target driving force when the accelerator pedal is depressed and released before the modification.

2. The vehicle speed control device according to claim 1, characterized in that, When the deceleration control unit ends the deceleration control, it gradually restores the target driving force based on the AP opening degree according to the modified AP opening degree-target driving force characteristic to the value of the AP opening degree-target driving force characteristic before the modification.

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