Driving force control method and driving force control device

Abstract

To obtain suitable travel feeling according to a travel scene.SOLUTION: A driving force control method controls drive force distributions (in other words, front wheel drive force Ff and rear wheel drive force Fr) for each of a front wheel motor 10f as a first drive source connected to a front wheel 11f, and a rear wheel motor 10r as a second drive source connected to a rear wheel 11r, and controls a pitch angle θ and a pitch rate ω. The method includes setting a pitch angle θ and a pitch rate ω in acceleration / deceleration at a correction pitch angle θ_c* and a correction pitch rate ω_c* according to the change of required acceleration afr of a vehicle 100 that is different from a basic pitch angle θ_b* and a basic pitch rate ω_b*, and further correcting the pitch angle θ and the pitch rate ω in acceleration / deceleration according to a travel scene of the vehicle 100.SELECTED DRAWING: Figure 8

Description

[Technical field]

[0001] The present invention relates to a driving force control method and a driving force control device. [Background technology]

[0002] Patent Document 1 proposes a braking / driving force control device that detects a pitch rate (pitch angular velocity) corresponding to the change in pitch angle around the center of gravity, which corresponds to the change in vehicle attitude when passing over a bump or the like in the road surface, and applies different braking / driving forces to the front and rear wheels so as to reduce the detected pitch rate. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2007-118898 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the control configuration of Patent Document 1, when a road bump or the like that changes the vehicle's attitude is detected, a braking / driving force is applied to suppress the pitch rate regardless of the magnitude of the longitudinal acceleration / deceleration required for the vehicle (hereinafter also referred to as "required acceleration / deceleration"). For this reason, the actual driving force of the vehicle for the required acceleration / deceleration may differ from an appropriate driving force from the perspective of achieving suitable vehicle characteristics (electricity consumption or fuel consumption characteristics, power characteristics, slip characteristics, etc.).

[0005] As a result, in this case, a driving feel according to the preferable vehicle characteristics cannot be obtained, and a preferable driving feel may not be obtained in an acceleration / deceleration scene based on the required acceleration. Furthermore, a preferable driving feel differs depending on the driving scene, in addition to the acceleration / deceleration scene based on the required acceleration. For this reason, it is desirable to obtain a driving feel according to the driving scene by taking the driving scene into consideration.

[0006] The present invention has been made in consideration of such problems, and has an object to provide a driving feel that is suitable for each driving situation. [Means for solving the problem]

[0007] A driving force control method according to one aspect of the present invention controls the distribution of driving force between the front and rear wheels to control the pitch angle and pitch rate. The pitch angle and pitch rate during acceleration and deceleration are set to a corrected pitch angle and corrected pitch rate that are different from the basic pitch angle and basic pitch rate and correspond to a change in the required acceleration of the vehicle. The pitch angle and pitch rate during acceleration and deceleration are further corrected according to the driving scene of the vehicle.

[0008] According to another aspect of the present invention, there is provided a driving force control device corresponding to the above driving force control method. Effect of the Invention

[0009] According to these aspects, by setting the pitch angle and pitch rate during acceleration / deceleration to the corrected pitch angle and corrected pitch rate, it is possible to obtain a suitable driving feel in acceleration / deceleration scenes based on the required acceleration. Furthermore, in driving scenes where a smooth feeling is required, the amount of change in the pitch angle and the absolute value of the pitch rate during acceleration / deceleration can be reduced, thereby enhancing the smooth feeling. Furthermore, in driving scenes where a smooth feeling is required, the amount of change in the pitch angle and the absolute value of the pitch rate during acceleration / deceleration can be increased, thereby enhancing the acceleration / deceleration feeling. As a result, a suitable driving feel according to the driving scene can be obtained. [Brief description of the drawings]

[0010] [Figure 1] 1 is a diagram illustrating a configuration of a vehicle in which a driving force control method according to an embodiment is executed; [Diagram 2] 2 is a block diagram illustrating a functional configuration of a driving force control device that executes a driving force control method. FIG. [Diagram 3] FIG. 2 is a diagram for explaining pitch motion of a vehicle. [Figure 4A]13 is a flowchart illustrating an adjustment process I. [Figure 4B] 11 is a flowchart illustrating an adjustment process II. [Figure 4C] 11 is a flowchart illustrating an adjustment process III. [Figure 5A] 11 is a map showing an example of vehicle operating points corresponding to adjustment process I. [Figure 5B] 11 is a map showing an example of vehicle operating points corresponding to adjustment process III. [Figure 5C] 11 is a map showing an example of vehicle operating points corresponding to adjustment process III. [Figure 6] FIG. 4 is a diagram showing an example of a control result when each of the adjustment processes I to III is executed. [Figure 7] FIG. 11 is a diagram showing inputs when adjustment processes I to III are performed according to the driving scene. [Figure 8] FIG. 4 is a flowchart showing an outline of control for performing adjustment processes I to III according to the driving scene. [Figure 9] FIG. 4 is a flowchart showing a specific example of control for performing adjustment processes I to III according to the driving scene. [Figure 10A] 11 is a flowchart illustrating an adjustment process I according to a driving scene. [Figure 10B] 11 is a flowchart illustrating an adjustment process II according to a driving scene. [Figure 10C] 11 is a flowchart illustrating an adjustment process III according to a driving scene. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.

[0012] 1 is a diagram illustrating the configuration of a vehicle 100 in which a driving force control method according to the present embodiment is executed. The vehicle 100 according to the present embodiment is assumed to be an electric vehicle or a hybrid vehicle that is equipped with a driving motor 10 as a driving source and can run using the driving force of the driving motor 10.

[0013] The drive motor 10 is composed of a front wheel motor 10f serving as a first electric motor provided at a position at the front of the vehicle 100 (hereinafter referred to as the "front wheel side") and driving the front wheels 11f, and a rear wheel motor 10r serving as a second electric motor provided at a position at the rear of the vehicle 100 (hereinafter referred to as the "rear wheel side") and driving the rear wheels 11r.

[0014] The front wheel motor 10f is configured as a three-phase AC motor. The front wheel motor 10f generates driving force by receiving a supply of electric power from a battery as a power source. The driving force generated by the front wheel motor 10f is transmitted to the front wheels 11f via a front wheel transmission 16f and a front wheel drive shaft 21f. The front wheel motor 10f also converts regenerative driving force generated when the front wheel motor 10f rotates in response to the rotation of the front wheels 11f while the vehicle 100 is running into AC power. The power supplied to the front wheel motor 10f is adjusted by a front wheel inverter 12f. In particular, the front wheel inverter 12f calculates the total driving force required for the vehicle 100 (hereinafter referred to as "total required driving force F fr ") and a driving force based on a distribution ratio determined for the front wheel motor 10f (hereinafter referred to as "front wheel driving force F f " drives the front wheel motor 10f.

[0015] Meanwhile, the rear wheel motor 10r is configured as a three-phase AC motor. The rear wheel motor 10r generates driving force by receiving power from a battery as a power source. The driving force generated by the rear wheel motor 10r is transmitted to the rear wheel 11r via the rear wheel transmission 16r and the rear wheel drive shaft 21r. The rear wheel motor 10r also converts regenerative driving force generated when the rear wheel 11r rotates while the vehicle 100 is running into AC power. The power supplied to the rear wheel motor 10r is adjusted by the rear wheel inverter 12r. In particular, the rear wheel inverter 12r converts the total required driving force F frand the driving force based on the distribution ratio κ determined for the rear wheel motor 10r (hereinafter, the rear wheel driving force F r " drives the rear wheel motor 10r.

[0016] Furthermore, the vehicle 100 is configured to determine the driving force distribution (i.e., the front wheel driving force F f and rear wheel drive force F r A controller 50 is provided as a driving force control device for controlling the driving force.

[0017] The controller 50 is composed of a computer equipped with a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface), and is programmed to execute each process in vehicle control described below. In particular, the functions of the controller 50 can be realized by any in-vehicle computer such as a vehicle controller (VCM: Vehicle Control Module), a vehicle motion controller (VMC: Vehicle Motion Controller), and a motor controller, and / or a computer installed outside the vehicle 100. The controller 50 may be realized by a single piece of computer hardware, or may be realized by distributing various processes among multiple computer hardware.

[0018] Furthermore, various input information (estimated values ​​or detected values) input to the controller 50 include the operation amount of an accelerator pedal mounted on the vehicle 100 (hereinafter also referred to as "accelerator opening APO"), a pitch angle θ, and an acceleration a in the longitudinal direction of the vehicle 100 (hereinafter also referred to as "longitudinal acceleration a"). The input information may also include, as necessary, the steering angle of the vehicle 100, the gradient angle of the road on which the vehicle 100 is traveling, the friction (road surface μ) of the road on which the vehicle 100 is traveling, and / or a State of charge (SOC), which is a parameter indicating the remaining charge of a battery mounted on the vehicle 100.

[0019] In this embodiment, the accelerator opening APO is a parameter that indicates the value of the longitudinal acceleration a required for the vehicle 100. On the other hand, when the vehicle 100 is equipped with a so-called autonomous driving function and at least the required acceleration afr is determined by a predetermined autonomous driving controller (such as an ADAS "Advanced Driver Assistance Systems" controller or an AD "Autonomous Driving" controller), the value of the longitudinal acceleration a required is determined based on the command driving force. Therefore, hereinafter, this will be collectively referred to as "required acceleration a fr " is expressed as follows.

[0020] The functionality of the controller 50 will now be described in more detail.

[0021] 2 is a block diagram illustrating the configuration of the controller 50. As shown in the figure, the controller 50 has a total required driving force calculation unit 52, a basic driving force distribution unit 53, a required jerk calculation unit 55, and a pitch rate adjustment unit 56.

[0022] The total required driving force calculation unit 52 receives the accelerator opening APO and other parameters such as the vehicle speed as appropriate, and calculates a total required driving force F fr For example, the total required driving force calculation unit 52 calculates an appropriate total required driving force F according to the accelerator opening APO and the vehicle speed. fr A map that defines the total required driving force F is read from an arbitrary memory and applied to the input accelerator opening APO and vehicle speed. fr The total required driving force calculation unit 52 can calculate the calculated total required driving force F fr is output to the basic driving force distribution unit 53.

[0023] The basic driving force distribution unit 53 calculates the total required driving force F fr With input, the predetermined basic allocation ratio κ b From, front wheel drive force F f The basic value of the front wheel drive force F f_b ") and rear wheel drive force Fr The basic value of the rear wheel drive force F r_b Here, the basic allocation ratio κ b is a basic value of the distribution ratio κ determined by an experiment or a simulation so that the vehicle characteristics of the vehicle 100 have desired characteristics. Note that the term vehicle characteristics used in this embodiment mainly includes characteristics related to the efficiency of energy consumed in the operation of the vehicle 100, such as running (fuel economy performance or power economy performance), characteristics related to the difficulty of slipping in the front wheels 11f or the rear wheels 11r (slip performance), and required acceleration a fr This includes the tracking ability of longitudinal acceleration a (dynamic performance).

[0024] In addition, the basic allocation ratio κ b The specific values ​​for may be changed as appropriate depending on the specifications of the vehicle 100 and the driving scene. For example, when traveling straight on a flat paved road at a constant speed, the front wheel drive force F f and rear wheel drive force F r The basic allocation ratio κ is set so that b The basic distribution ratio κ can be set to 50 (front wheels): 50 (rear wheels). b Based on this, the basic value of the pitch angle θ of the vehicle 100 (hereinafter, the “basic pitch angle θ _b * "), and the basic value of the pitch rate ω (hereinafter referred to as "basic pitch rate ω _b * The meanings of the pitch angle θ and the pitch rate ω in this embodiment will be described below.

[0025] FIG. 3 is a diagram showing a schematic diagram of the pitch motion of the vehicle 100. As shown in the figure, the pitch angle θ in this embodiment is defined as a displacement in the pitch direction (the direction of rotation around an axis passing through the center of gravity G and extending in the vehicle width direction) with respect to the horizontal direction around the center of gravity G of the vehicle 100. In particular, in this embodiment, the sign of the pitch angle θ is set so that the direction in which the front wheels 11f of the vehicle 100 are lifted (nose-up direction) is positive, and the direction in which the rear wheels 11r are lifted (nose-down direction) is negative. Furthermore, the pitch rate ω is defined as the time rate of change of this pitch angle θ (i.e., the pitch angular velocity). The pitch angle θ and the pitch rate ω change according to the above-mentioned distribution ratio κ of the driving force and various driving environments (such as road surface unevenness and road surface gradient). In other words, the front wheel driving force F f and rear wheel drive force F r By manipulating the magnitude of each of these (driving force distribution), the pitch angle θ and the pitch rate ω can be controlled.

[0026] Returning to FIG. 2, the basic driving force distribution unit 53 calculates the basic front wheel driving force F f_b and basic rear wheel drive force F r_b to the pitch rate adjustment unit 56.

[0027] The required acceleration jerk calculation unit 55 calculates the required acceleration a fr (Accelerator opening APO) is input and the required jerk j fr Specifically, the required jerk calculation unit 55 calculates the required acceleration a fr The change in the required jerk j fr The required jerk calculation unit 55 then calculates the required jerk j fr to the pitch rate adjustment unit 56.

[0028] The pitch rate adjustment unit 56 is configured to adjust the longitudinal acceleration a and the required acceleration a fr , required jerk j fr , basic front wheel drive force F f_b , and the basic rear wheel driving force F r_b The pitch rate adjustment unit 56 then calculates the required acceleration a frand the required jerk j fr Based on this, the corrected front wheel driving force F to be set under the predetermined conditions described later when the vehicle 100 starts f_c and corrected rear wheel driving force F r_c In particular, the pitch rate adjustment unit 56 calculates a corrected pitch rate ω _c * Then, adjustment processes I to III are executed to determine the following:

[0029] Then, the pitch rate adjustment unit 56 adjusts the pitch rate ω to a corrected pitch rate ω _c * When the front wheel drive force F f and rear wheel drive force F r and the corrected front wheel drive force F f_c and corrected rear wheel driving force F r_c is required.

[0030] In particular, the pitch rate adjustment unit 56 adjusts the pitch rate ω to a corrected pitch rate ω when the vehicle 100 starts moving. _c * Corrected front wheel drive force F f_c and corrected rear wheel driving force F r_c In more detail, when the pitch angle θ is decreased (when the vehicle 100 is brought nose down), the pitch rate adjustment unit 56 calculates a correction pitch rate ω _c * Correct the front wheel drive force F so that it is a negative value. f_c and corrected rear wheel driving force F r_c More specifically, when the anti-dive angle φ of the front suspension of the vehicle 100 is negative (i.e., when the front suspension is shaped downward toward the front wheels 11f in a side view of the vehicle 100), the corrected front wheel driving force F f_c and / or correct rear wheel drive force F r_c By increasing the pitch rate, the corrected pitch rate ω _c * becomes a negative value (the nose is down). On the other hand, when increasing the pitch angle θ (when the vehicle 100 is brought nose up), the pitch rate adjustment unit 56 adjusts the correction pitch rate ω _c* Correct the front wheel drive force F so that it is a positive value. f_c and corrected rear wheel driving force F r_c More specifically, when the anti-dive angle φ is negative, the corrected front wheel drive force F f_c Increasing and / or correcting rear wheel drive force F r_c By decreasing the corrected pitch rate ω _c * becomes positive (nose up).

[0031] The corrective pitch rate ω should be set according to the difference in the structure of the vehicle 100 (particularly, the difference between the positive and negative anti-dive angles φ). _c * Corrected front wheel drive force F according to the positive or negative (increase or decrease direction of pitch angle θ) f_c and / or corrected rear wheel drive force F r_c The direction of increase or decrease of each of these may be changed as appropriate.

[0032] Then, under a predetermined condition described later when the vehicle 100 starts moving, the pitch rate adjustment unit 56 applies a corrected front wheel driving force F f_c and corrected rear wheel driving force F r_c On the other hand, under conditions other than the above-mentioned predetermined conditions, the pitch rate adjustment unit 56 outputs the basic front wheel driving force F f_b and basic rear wheel drive force F r_b Output.

[0033] The adjustment processes I to III will be described in further detail below. The control described below is based on the assumption that the vehicle 100 accelerates when it starts moving (longitudinal acceleration a>0). However, the following control can also be applied to a deceleration scenario (longitudinal acceleration a<0) with some modification. In particular, in this case, the required acceleration a fr and the required jerk j fr When comparing the magnitude relationship of each threshold value described later, the required acceleration a fr and the required jerk j fr It is preferable to use the absolute value of

[0034] In the pitch rate adjustment process in this embodiment, any one of adjustment processes I, II, and III described in the flowcharts of Figures 4A to 4C is selectively executed. Note that the controller 50 (particularly the pitch rate adjustment unit 56) repeatedly executes any one of the routines shown in each of the flowcharts of Figures 4A to 4C at every predetermined calculation period, starting from the start of the vehicle 100.

[0035] (Adjustment Process I) 4A is a flowchart illustrating the adjustment process I. In the adjustment process I, the processes of steps S100 to S120 are executed.

[0036] In step S100, the controller 50 calculates a required acceleration a fr is a given acceleration threshold a th Here, it is determined whether the acceleration threshold a th is a desired acceleration a to the extent that the occupant desires a certain level of acceleration of the vehicle 100. fr The acceleration threshold a is determined from the viewpoint of judging whether the acceleration is large (for example, whether the amount of accelerator pedal operation by the driver is equal to or larger than a certain value). th can be determined in advance by experiment or simulation. th The specific value of can be changed in various ways and is not limited to a specific value, but can be set to about 0.2 G as an example.

[0037] In this specification, the acceleration feeling of the occupants of the vehicle 100 is expressed as the required acceleration a frIt means the subjective sensitivity of the occupant regarding the strength of the tracking of the actual longitudinal acceleration a to the longitudinal acceleration a. That is, although the standard of the strength of the acceleration sensation is largely dependent on individual differences, it is at least correlated with the magnitude of the longitudinal acceleration a (the magnitude of the inertial force acting on the occupant due to the longitudinal acceleration a). Then, as a result of diligent study, the inventors have focused on this point and arrived at the idea of ​​adjusting the level of the acceleration sensation of the occupant by appropriately adjusting the rate of change of the pitch angle θ (i.e., the pitch rate ω) at the start of the vehicle 100. In particular, by increasing the pitch rate ω so that the pitch angle θ increases at a desired speed, the vehicle 100 will be displaced in the direction in which the pitch angle θ increases (nose-up direction), so that the occupant will be subjected to an inertial force equivalent to the pitch acceleration added to the original longitudinal acceleration a. Therefore, by increasing the pitch rate ω, the acceleration sensation of the occupant can be strengthened. On the other hand, by decreasing the pitch rate ω, the vehicle 100 will be displaced in pitch in the direction of decreasing the pitch angle θ (nose-down direction), so that the occupants will be subjected to an inertial force that is a reduction of the original longitudinal acceleration a by an amount equivalent to the pitch acceleration. Therefore, by increasing the pitch rate ω, the occupants' sense of acceleration can be weakened.

[0038] Therefore, the determination in step S100 is fr and acceleration threshold a th The purpose of the present invention is to estimate whether the occupant is requesting a strong acceleration feeling of a certain level or more by comparing the magnitude of the acceleration a. More specifically, for example, when the occupant (particularly the driver) is manually driving the vehicle 100 (operating the accelerator), the required acceleration a fr The magnitude of the accelerator pedal opening APO can be said to directly reflect the driver's intention to accelerate. fr When the acceleration is large, it can be assumed that the occupants of the vehicle 100 desire a feeling of strong acceleration above a certain level.

[0039] On the other hand, when the vehicle 100 is in an autonomous driving state (when the driving operation is performed based on the command of the autonomous driving controller), the required acceleration a frThe magnitude of the acceleration request a does not directly reflect the driver's intention to accelerate. However, the magnitude of the acceleration request a fr The situation where this is set often coincides with a situation where the driver also recognizes the need for further acceleration (such as a situation where the vehicle distance to the vehicle ahead is large, or a situation where acceleration is required to merge, etc.). Therefore, the determination in step S100 makes it possible to detect with a certain degree of accuracy a situation in which the occupant desires a feeling of strong acceleration above a certain level, even when the vehicle 100 is in automatic driving mode.

[0040] Next, the controller 50 calculates the required acceleration a fr is the acceleration threshold a th If it is judged that the corrected pitch rate ω _c * As the fundamental pitch rate ω _b * An exaggerated pitch rate ω greater than _c1 * (Step S110). On the other hand, the controller 50 sets the required acceleration a fr is the acceleration threshold a th If it is determined that the corrected pitch rate ω _c * As the fundamental pitch rate ω _b * A suppressed pitch rate ω smaller than _c2 * (step S120).

[0041] FIG. 5A shows the corrected pitch rate ω _c * The operating point of the vehicle 100 when the required acceleration a fr and pitch angle θ). Note that the hatched portion in the figure represents the entire range of possible operating points (hereinafter also referred to as "realizable region R") in this embodiment.

[0042] In this map, a set of operating points determined according to each distribution ratio κ is represented by a broken line. That is, each broken line represents a set of operating points of a constant pitch rate ω determined according to each distribution ratio κ. In particular, although a specific value of the distribution ratio κ (e.g., 50:50) is described in FIG. 5, this is described for the purpose of aiding understanding, and is not intended to limit the configuration of this embodiment.

[0043] As can be seen from FIG. 5A, within the feasible region R, the required acceleration a fr is the acceleration threshold a th The fundamental pitch rate ω _b * A suppressed pitch rate ω smaller than _c2 * On the other hand, the required acceleration a fr is the acceleration threshold a th In the region above, the basic pitch rate ω _b * An exaggerated pitch rate ω greater than _c1 * is set.

[0044] In the illustrated example, the suppressed pitch rate ω _c2 * and the exaggerated pitch rate ω _c1 * 4A , and other aspects of the suppressed pitch rate ω _c2 * and the exaggerated pitch rate ω _c1 * However, from the viewpoint of maintaining the dynamic performance of the vehicle 100, the exaggerated pitch rate ω _c1 * is the required acceleration a fr Maximum value a2 (for example, the required acceleration a fr The pitch angle θ at the fundamental pitch rate ω _b * Basic pitch angle θ based on _b * It is preferable that the value be set to be the same as the value of θ2 in FIG. 5A.

[0045] Thus, the corrected pitch rate ω _c * By setting the required acceleration a fr is the acceleration threshold a th In the low acceleration region below, the basic pitch rate ω _b * In comparison with the case where the required acceleration a is set, the pitch rate ω is suppressed. As a result, in the low acceleration region, the pitch displacement of the vehicle 100 is suppressed, and smooth acceleration with suppressed pitch vibration is realized. On the other hand, when the required acceleration a is set, the pitch rate ω is suppressed. fr is the acceleration threshold a th In the high acceleration region exceeding _b * This increases the pitch rate ω compared to when the exaggerated pitch rate ω is set. In this way, in the high acceleration region where it is estimated that the driver desires a strong acceleration sensation, the pitch displacement (particularly the displacement in the nose-up direction) of the vehicle 100 is increased, and the acceleration sensation given to the driver can be strengthened. In particular, when the exaggerated pitch rate ω is set _c1 * is the required acceleration a fr It is preferable to set the pitch force to a larger value as the acceleration feeling is larger. This makes it possible to strengthen the pitch force in the nose-up direction that generates the feeling of acceleration according to the strength of the feeling of acceleration that is estimated to be desired by the driver.

[0046] Furthermore, as shown in the example of FIG. 5A, the suppressed pitch rate ω _c2 * Front wheel drive force F f is negative and the rear wheel driving force F r is positive (the slope is smaller than the line where the distribution ratio κ is 0:100), and the exaggerated pitch rate ω _c1 * Front wheel drive force F f and rear wheel drive force F r It is preferable that the front wheel drive force F is positive (especially the slope is halfway between the basic distribution line of 50:50 and the line of 100:0). This allows smooth acceleration with the pitch displacement suppressed as described above, while still allowing the front wheel drive force F f and rear wheel drive force F r The section where the directions of are different is defined as the acceleration threshold a th Keeping it below this level will also help prevent the deterioration of electricity costs.

[0047] (Adjustment Process II) 4B is a flowchart illustrating the adjustment process II. In the adjustment process II, the processes of steps S200 to S230 are executed.

[0048] In step S200, the controller 50 calculates the required acceleration a fr is the acceleration threshold a th It is determined whether or not the value exceeds the threshold.

[0049] Then, the controller 50 calculates the required acceleration a fr is the acceleration threshold a th If it is determined that the pitch rate is equal to or smaller than the reference pitch rate, the corrected pitch rate ω _c * As the suppressed pitch rate ω _c2 * (Step S230). On the other hand, the controller 50 sets the required acceleration a fr is the acceleration threshold a th If it is determined that the number of times ...

[0050] In step S210, the controller 50 calculates the required jerk j fr is a given change rate threshold j th It is determined whether or not the value exceeds the threshold.

[0051] Here, the change rate threshold j th is a desired acceleration a to the extent that the occupant desires a certain level of acceleration of the vehicle 100. fr The change rate threshold j is determined from the viewpoint of judging whether the change in th can be determined in advance by experiment or simulation. In particular, when the driver is manually driving the vehicle 100, the required jerk j fr When j becomes larger than a certain level, it can be said that the driver is performing a sudden accelerator operation. frWhen is greater than a certain level, it can be inferred that the occupants of the vehicle 100 desire a stronger acceleration feeling above a certain level.

[0052] In particular, in this embodiment, the required acceleration a fr is the acceleration threshold a th The judgment in step S210 is made on the assumption that the change rate threshold j is greater than the threshold j (the judgment result in step S200 is positive). In other words, the judgment is made with the aim of identifying a scene in which it is assumed that the driver is more likely to desire a strong acceleration feeling. th is preferably set to a value that is suitable for the particular aspect of the scene.

[0053] The controller 50 then calculates the required jerk j fr is the change rate threshold j th If it is judged that the exaggerated pitch rate ω _c1 * (step S220). On the other hand, the controller 50 sets the required jerk j fr is the change rate threshold j th If it is determined that the pitch rate is less than or equal to ω _c2 * is set (step S230).

[0054] FIG. 5B shows the corrected pitch rate ω _c * 5B is a map showing an example of the operating points of the vehicle 100 when the required jerk j is set. fr is the change rate threshold j th It is assumed that the

[0055] In the adjustment process II, the required acceleration a fr is the acceleration threshold a th Suppress pitch rate ω in the following region _c2 * is set, and the required acceleration a fr is the acceleration threshold a th In the region above, the exaggerated pitch rate ω _c1* In particular, in the example shown in FIG. 5B, the exaggerated pitch rate ω _c1 * is set to be larger than that based on adjustment process I.

[0056] Thus, the corrected pitch rate ω _c * By setting the required jerk j fr is the change rate threshold j th By exceeding this threshold, the sense of acceleration given to the driver can be strengthened, particularly in a scene in which it is estimated that the occupants desire a strong sense of acceleration.

[0057] In particular, the exaggerated pitch rate ω _c1 * is the required jerk j fr It is preferable to set the pitch force to a larger value as the acceleration feeling is larger. This makes it possible to strengthen the pitch force in the nose-up direction that generates the feeling of acceleration according to the strength of the feeling of acceleration that is estimated to be desired by the driver.

[0058] In addition, the correction pitch rate ω _c * In the same way as in the adjustment process I, the required acceleration a fr The pitch angle θ at the maximum value a2 of the basic pitch rate ω _b * Basic pitch angle θ based on _b * In order to satisfy this requirement, it is preferable to set the required acceleration a fr In the region where the value of a1 is equal to or greater than the predetermined value a1, the corrected pitch rate ω _c * It is preferable to set to a negative value (corresponding to a line with a negative slope in FIG. 5B).

[0059] Furthermore, in the accommodation process II, the suppressed pitch rate ω _c2 * Front wheel drive force F f is negative and the rear wheel driving force F ris positive (the slope is smaller than the line where the distribution ratio κ is 0:100), and the exaggerated pitch rate ω _c1 * Front wheel drive force F f and rear wheel drive force F r It is preferable that the front wheel drive force F is positive (especially the slope is halfway between the basic distribution line of 50:50 and the line of 100:0). This allows smooth acceleration with the pitch displacement suppressed as described above, while still allowing the front wheel drive force F f and rear wheel drive force F r The section where the directions of are different is defined as the acceleration threshold a th Keeping it below this level will also help prevent the deterioration of electricity costs.

[0060] (Adjustment Process III) 4C is a flowchart illustrating the adjustment process III. In the adjustment process III, the processes of steps S300 to S320 are executed.

[0061] In step S300, the controller 50 calculates the required jerk j in the same manner as in step S210 in the adjustment process II. fr and the change rate threshold j th It is determined whether it exceeds the limit.

[0062] The controller 50 then calculates the required jerk j fr is the change rate threshold j th If it is judged that the exaggerated pitch rate ω _c1 * (step S310). On the other hand, the controller 50 sets the required jerk j fr is the change rate threshold j th If it is determined that the basic pitch rate is ω _b * is set (step S320).

[0063] FIG. 5C shows the corrected pitch rate ω _c * 11 is a map showing an example of operating points of the vehicle 100 when

[0064] As can be seen from FIG. 5C, in the adjustment process III, the required acceleration a fr Regardless of the magnitude of the required jerk j fr is the change rate threshold j th (i.e., the entire acceleration region shown in FIG. 5C ). _c1 * is set.

[0065] Thus, the corrected pitch rate ω _c * By setting this, it is possible to make the occupant more aware of the pitch movement, and to exaggerate the sense of acceleration felt by the occupant, particularly in a scene in which it is estimated that the occupant desires a strong sense of acceleration.

[0066] In particular, the exaggerated pitch rate ω _c1 * is the required jerk j fr It is preferable to set the pitch force to a larger value as the acceleration feeling is larger. This makes it possible to strengthen the pitch force in the nose-up direction that generates the feeling of acceleration according to the strength of the feeling of acceleration that is estimated to be desired by the driver.

[0067] In addition, the correction pitch rate ω _c * Even in the case of _b * Basic pitch angle θ based on _b * In order to satisfy this requirement, it is preferable that the required acceleration a fr In the region where the value of a1 is equal to or greater than the predetermined value a1, the corrected pitch rate ω _c * It is preferable to set to a negative value (corresponding to a line with a negative slope in FIG. 5C).

[0068] Next, an example of a control result when each of the adjustment processes I to III is executed will be described with reference to the time chart of Fig. 6. The time chart of Fig. 6 shows a time chart of the control result when each of the adjustment processes I to III is executed when the longitudinal acceleration a changes from 0 (when the vehicle 100 starts to move) to a predetermined steady value a SThis assumes a change in pitch angle θ up to

[0069] In particular, FIG. 6(A) shows the change over time of the longitudinal acceleration a, and FIG. 6(B) shows the change over time of the pitch angle θ. In FIG. 6(B), the change over time of the pitch angle θ when adjustment process I is executed is shown by a dashed-dotted line, the change over time of the pitch angle θ when adjustment process II is executed is shown by a solid line, and the change over time of the pitch angle θ when adjustment process III is executed is shown by a dashed-dotted line. For reference, the change over time of the pitch angle θ when none of adjustment processes I to III is executed (basic pitch rate ω _b * The dotted line shows the change in pitch angle θ over time when

[0070] First, as already described, according to the control of the adjustment process I, the longitudinal acceleration a is set to 0 when the vehicle 100 starts moving (time t1), and the longitudinal acceleration a is set to the acceleration threshold a. th Until the timing at which the pitch rate ω reaches the basic pitch rate ω _b * (No in step S100 and step S120). In the example shown in FIG. 6, the acceleration threshold a th The suppressed pitch rate ω set in the following region _c2 * is set to 0.

[0071] Furthermore, in the adjustment process I, the transition state of the longitudinal acceleration a, that is, the longitudinal acceleration a is in a range of the acceleration threshold a th From the timing when the steady-state value a S Until a predetermined time has elapsed (time t5) after the pitch rate ω reaches the basic pitch rate ω _b * (Yes in step S100 and step S110).

[0072] Next, in the adjustment process II, the pitch rate ω is adjusted to 0 from time t1 to time t2 in the same manner as in the adjustment process I (No in step S200 and step S230).th Exceeds the required acceleration change rate j fr When it is detected that the pitch rate ω has increased to a certain level, the pitch rate ω is changed to the basic pitch rate ω _b * (Yes in step S200, Yes in step S210, and step S220).

[0073] In the adjustment process II, the longitudinal acceleration a is set to a steady value a S After time t3, the pitch angle θ is set to a predetermined steady value θ S The negative pitch rate ω is set to decrease

[0074] In the adjustment process III, the required jerk j fr When it is detected that the pitch rate ω has increased to a certain level, the pitch rate ω is changed to the basic pitch rate ω _b * (Yes in step S300 and Yes in step S310).

[0075] In the adjustment process III, the longitudinal acceleration a is set to a steady value a S After time t3, the pitch angle θ is set to a predetermined steady value θ S The negative pitch rate ω is set to decrease

[0076] The adjustment processes I to III are further configured as adjustment processes I to III according to the driving scene in order to obtain a suitable driving feel according to the driving scene. When the adjustment processes I to III according to the driving scene are performed, the following signals are further input to the controller 50.

[0077] 7 is a diagram showing inputs when performing adjustment processes I to III according to the driving scene. Signals from a driving environment recognition device 60, a leading vehicle monitoring device 70, a road traffic information receiving device 80, and a vehicle position detection device 90 are further input to the controller 50. These signals are used to determine the driving scene. These signals may be input to the controller 50 via, for example, an automatic driving controller. Alternatively, for example, the controller 50 may be configured as an automatic driving controller and these signals may be input thereto.

[0078] The driving environment recognition device 60 is for recognizing the environment or surrounding conditions in which the vehicle 100 is placed, and can be realized, for example, by an optical camera sensor. The driving environment recognition device 60 may be composed of a plurality of optical camera sensors with different detectable distances or viewing angles. The leading vehicle monitoring device 70 is for monitoring a preceding vehicle within a range of a predetermined distance in front of the vehicle 100, and can be realized by an optical camera sensor or a radar sensor, for example, a millimeter wave radar sensor. When there is a preceding vehicle, the leading vehicle monitoring device 70 outputs a signal according to the inter-vehicle distance between the vehicle 100 and the preceding vehicle. The driving environment recognition device 60 and the leading vehicle monitoring device 70 can be configured not only by separate sensors, but also as a single sensor unit, and can be configured to serve both functions by an optical camera sensor or a laser radar sensor (LiDAR), etc.

[0079] The road traffic information receiving device 80 receives road traffic information such as VICS (registered trademark) (Vehicle Information and Communication System) information from a base station outside the vehicle, and can be embodied by, for example, a car navigation system. The road traffic information receiving device 80 can be replaced by a vehicle-to-vehicle communication information receiver or a road-to-vehicle communication information receiver, in addition to a VICS information receiver. An example of a road-to-vehicle communication information receiver is a receiver for a wireless transmitter such as a beacon. The vehicle position detecting device 90 detects the position of the vehicle (specifically, the position on a road map), and can be embodied by, for example, a positioning data receiver of a global positioning system (GPS) (hereinafter referred to as a "GPS receiver"). It is possible to improve the accuracy of position detection by correcting GPS positioning data using an inertial navigation unit using a gyro sensor, a vehicle speed sensor, etc.

[0080] FIG. 8 is a flowchart showing an outline of the control for performing the adjustment processes I to III according to the driving scene. FIG. 9 is a flowchart showing a specific example of the control for performing the adjustment processes I to III according to the driving scene. The controller 50 is configured to have a control unit by being programmed to perform the processes of the flowcharts of FIG. 8 and FIG. 9. For convenience of illustration, in FIG. 8, the process of step S900 is performed when all of steps S400 to S800 are determined to be positive. However, the controller 50 may be configured to perform the process of step S900 when any of steps S400 to S800 is determined to be positive, and to perform the process of step S910 when any of these steps is determined to be negative. The same applies to FIG. 9. The case where the controller 50 is configured in this way will be described below.

[0081] The general flow of the flowchart shown in Fig. 8 is as follows. That is, the controller 50 determines the driving scene in steps S400 to S800 in order to perform adjustment processes I to III according to the driving scene. Then, the controller 50 calculates the amount of change in the pitch angle θ and the absolute value of the pitch rate ω in step S900 or step S910 according to the determined driving scene. Furthermore, in step S1000, the controller 50 performs adjustment process I, II, or III according to the driving scene.

[0082] In step S900, the exaggerated pitch angle θ _c1 * and the exaggerated pitch rate ω _c1 * The absolute value of the exaggerated pitch angle θ _c1 * is the exaggerated pitch rate ω _c1 * In step S910, the suppressed pitch angle θ _c2 * and the suppressed pitch rate ω _c2 * The absolute value of the suppressed pitch angle θ _c2 * is the suppressed pitch rate ω _c2 * In step S1000, the controller 50 sets the pitch angle θ and the pitch rate ω during acceleration / deceleration based on the calculated change in the pitch angle θ and the absolute value of the pitch rate ω. As a result, the adjustment process I, II or III is executed as the adjustment process I, II or III according to the driving scene.

[0083] In this regard, the adjustment processes I to III have already been described with reference to Figs. 4A to 4C using an acceleration scene at the time of starting as an example, but the adjustment processes I to III can also be performed in acceleration and deceleration scenes other than when starting. _c1 * and suppressed pitch rate ω _c2 *The specific value of the required acceleration a can be made different from that of the acceleration scene at the time of starting. In the deceleration scene, the vehicle 100 is nose-down. Therefore, in the deceleration scene, the required acceleration a fr The positive and negative signs of the pitch angle θ and pitch rate ω corresponding to the acceleration are opposite to those of the acceleration scene. Therefore, in the deceleration scene, the pitch angle θ and the required acceleration a fr The feasible region R is formed in the negative region. Negative required acceleration a fr is the required deceleration, which can be preset according to the accelerator opening APO and the vehicle speed. When the accelerator opening APO is zero, the negative required acceleration a fr can be preset in accordance with, for example, the brake pedal force and the vehicle speed. In this case, the brake pedal force can be further input to the controller 50. fr is determined by the autonomous driving controller, the autonomous driving controller determines the negative required acceleration a fr Including the required acceleration a fr Determine.

[0084] The exaggerated pitch rate .OMEGA. set by adjustment processes I-III _c1 * In the acceleration scene where the vehicle 100 is nose-up, the exaggerated pitch rate ω _c1 * In a deceleration scene in which the vehicle 100 is nose-down, the exaggerated pitch rate ω _c1 * The exaggerated pitch rate ω is obtained by setting the absolute value of _c1 * is set. The suppressed pitch rate ω _c2 * The same is true for the pitch angle θ, which is set together with the pitch rate ω in the adjustment processes I to III. fr The required acceleration a fr The basic pitch angle θ when is zero _b * For example, in FIG. 5A, the required acceleration a fr is the acceleration threshold a thIn the case of θ1, the magnitude of the value corresponds to the change in pitch angle θ, and the required acceleration a fr When the pitch angle θ is at the maximum value a2, the magnitude of the value θ2 corresponds to the amount of change in the pitch angle θ. _c1 * In the acceleration scene, the required acceleration is a fr In the deceleration scene, the required acceleration a fr The suppression pitch angle θ is set by setting the amount of change with a negative sign according to the _c2 * The same applies to.

[0085] The controller 50 adjusts the pitch rate ω during acceleration / deceleration to the basic pitch rate ω _b * Corrected pitch rate ω different from _c * and set the corrected pitch rate ω _c * is the exaggerated pitch rate ω _c1 * and suppressed pitch rate ω _c2 * The pitch angle θ during acceleration / deceleration is the basic pitch angle θ together with the pitch rate ω during acceleration / deceleration. _b * Corrected pitch angle θ different from _c * The corrected pitch angle θ _c * and the corrected pitch rate ω _c * is the negative required acceleration a fr In other words, the required acceleration a of the vehicle 100, including the required deceleration fr The basic pitch rate ω _b * is the basic driving force distribution (basic front wheel driving force F f_b and basic rear wheel drive force F r_b ) is determined according to the corrected pitch rate ω _c * is the corrected pitch angle θ _c * At the same time, the required acceleration a of the vehicle 100 frThe acceleration / deceleration sensation of the occupants of the vehicle 100 is adjusted in accordance with the change in the acceleration / deceleration speed.

[0086] This results in a required acceleration a fr The distribution of driving force between the front and rear of the vehicle 100 is adjusted based on the pitch rate ω that realizes the desired strength of acceleration / deceleration sensation of the occupant according to the magnitude of the required acceleration a. fr A control logic that gives a suitable acceleration / deceleration sensation to the occupant in acceleration / deceleration scenes based on the above is realized.

[0087] In step S1000 of Fig. 8, the pitch angle θ and the pitch rate ω during acceleration and deceleration are further corrected based on the values ​​calculated in step S900 or step S910, i.e., the calculated change amount of the pitch angle θ and the absolute value of the pitch rate ω. fr The absolute value of the acceleration threshold a th In the following cases, that is, the pitch rate ω set at the start of acceleration / deceleration is subject to correction based on the value calculated in step S900 or step S910. Therefore, for example, the suppressed pitch rate ω set in step S120 of FIG. 4A is _c2 * is set as a correction target based on the calculated value. The pitch angle θ during acceleration / deceleration is set together with the pitch rate ω during acceleration / deceleration. Therefore, for example, in FIG. 5A, the required acceleration a fr is the acceleration threshold a th The pitch angle θ set in the following cases is subject to correction based on the calculated value. In the example shown in FIG. 5A, the required acceleration a fr is the acceleration threshold a th The pitch angle θ set in the following cases is the suppressed pitch angle θ _c2 * and the suppressed pitch angle θ _c2 * The basic pitch angle θ _b * than the same required acceleration a fr The corresponding change is small.

[0088] In the adjustment process III, the required jerk j fr The absolute value of the change rate threshold j th The basic pitch rate ω _b * is set, while the required jerk j fr The absolute value of the change rate threshold j th Exaggerated pitch rate ω if larger _c1 * Therefore, in the adjustment process III, the pitch rate ω set in the latter case is corrected, and the pitch angle θ set together with the pitch rate ω is also corrected. Therefore, the exaggerated pitch rate ω set in step S310 of FIG. 4C is _c1 * is the correction target, and the exaggerated pitch rate ω _c1 * The pitch angle θ, which is set at the same time, is the object of correction.

[0089] The pitch angle θ and pitch rate ω during acceleration / deceleration are further corrected in step S1000 by setting based on the values ​​calculated in step S900 or step S910 in FIG. 8. In this case, the pitch angle θ and pitch rate ω set at the start of acceleration / deceleration (in other words, the corrected pitch angle θ _c * and the corrected pitch rate ω _c * ) are set to the pitch angle θ and pitch rate ω calculated in step S900 or step S910. As a result, the adjustment processes I to III become the adjustment processes I to III according to the driving scene, and the adjustment processes I to III according to the driving scene are performed in step S1000.

[0090] 10A to 10C are flow charts for explaining adjustment processes I to III according to driving scenes. FIG. 10A to FIG. 10C show adjustment processes I to III assuming acceleration / deceleration scenes. For this reason, in steps S101 and S201, the required acceleration a fr The absolute value of the acceleration threshold a thIn steps S211 and S301, it is determined whether the required jerk j fr The absolute value of the change rate threshold j th It is determined whether or not the difference is greater than .

[0091] As shown in Fig. 10A, in the adjustment process I according to the driving scene, if the determination in step S101 is negative, the process proceeds to step S121. In this case, the controller 50 sets the pitch angle θ and the pitch rate ω based on the values ​​calculated in step S900 or step S910. As a result, the pitch angle θ and the pitch rate ω during acceleration / deceleration are further corrected with respect to step S120 in Fig. 4A. As a result, if calculations were performed in step S900, the exaggerated pitch angle θ is set in step S121. _c1 * and the exaggerated pitch rate ω _c1 * If the calculation has been performed in step S910, the suppressed pitch angle θ _c2 * and suppressed pitch rate ω _c2 * In the case of a driving scene where a feeling of deceleration is required, the suppressed pitch rate ω _c2 * can be set to a value larger in absolute value than that set in step S120 of FIG. 4A. In a driving scene where a feeling of acceleration is required, the suppressed pitch rate ω _c2 * 4A. In step S110, the exaggerated pitch rate ω is set according to the pitch angle θ and the pitch rate ω set in step S121. _c1 * Furthermore, the exaggerated pitch angle θ _c1 * In a driving scene where a feeling of acceleration is required, the exaggerated pitch rate ω can be set in step S110 more than in the case of setting in step S110 of FIG. _c1 * can be set to a large absolute value.

[0092] As shown in Fig. 10B, in the driving scene-based adjustment process II, if the determination is negative in step S201 or step S211, the pitch angle θ and pitch rate ω are set based on the calculated values ​​in step S231, similarly to step S121. As a result, if the calculation was performed in step S900, the exaggerated pitch angle θ _c1 * and the exaggerated pitch rate ω _c1 * is set, and if the calculation is performed in step S910, the suppressed pitch angle θ _c2 * and suppressed pitch rate ω _c2 * The suppression pitch rate ω set in step S231 is set. _c2 * and the exaggerated pitch rate ω set in step S220. _c1 * The specific value of can be set in the same way as in the case of FIG. 10A.

[0093] As shown in Fig. 10C, in the driving scene-based adjustment process III, if the determination in step S301 is positive, the pitch angle θ and the pitch rate ω are set based on the calculated values ​​in step S311. _c1 * and the exaggerated pitch rate ω _c1 * is set, and if the calculation is performed in step S910, the suppressed pitch angle θ _c2 * and suppressed pitch rate ω _c2 * is set. The exaggerated pitch angle θ _c1 * can be set to a value larger in absolute value than that set in step S310 of FIG. 4C.

[0094] Returning to Fig. 8, if the determination in step S400 or step S800 is positive, this corresponds to a case where the feeling of acceleration or deceleration is to be enhanced. For this reason, if the determination in step S400 or step S800 is positive, an exaggerated pitch angle θ _c1* and the exaggerated pitch rate ω _c1 * As a result, in step S1000, the absolute value of the exaggerated pitch angle θ _c1 * and the exaggerated pitch rate ω _c1 * is set, and the feeling of acceleration / deceleration is enhanced during acceleration / deceleration.

[0095] If the determination is negative in any of steps S500 to S700, this corresponds to a case where a smooth feeling is desired to be enhanced. For this reason, if the determination is negative in any of steps S500 to S700, the suppression pitch angle θ _c2 * and the suppressed pitch rate ω _c2 * As a result, in step S1000, the suppression pitch angle θ _c2 * and suppressed pitch rate ω _c2 * is set, enhancing smoothness during acceleration and deceleration.

[0096] When performing the adjustment process I or II according to the driving scene, the basic pitch angle θ _b * and the basic pitch rate ω _b * In this case, in step S121 of FIG. 10A and step S231 of FIG. 10B, the absolute value of the basic pitch angle θ _b * and the basic pitch rate ω _b * will be set.

[0097] Next, steps S400 to S800 will be specifically described. In step S400, a first driving scene is determined with the degree of freedom in acceleration and deceleration of the road of the vehicle 100 as an influencing factor (or, in other words, a determination element). In step S400, the controller 50 determines whether the degree of freedom in acceleration and deceleration of the road is high. Whether the degree of freedom in acceleration and deceleration of the road is high can be determined, for example, based on inputs from the road traffic information receiver 80 and the vehicle position detector 90. If the determination in step S400 is positive, the process proceeds to step S900. As a result, in the second case where the degree of freedom in acceleration and deceleration is higher than in the first case where the degree of freedom in acceleration and deceleration is relatively low, the feeling of acceleration and deceleration can be enhanced to create driving enjoyment. If the determination in step S400 is negative, the process proceeds to step S910. As a result, in the first case where the degree of freedom in acceleration and deceleration is relatively low, the feeling of acceleration and deceleration is not unnecessarily increased, and a comfortable ride is ensured.

[0098] In the specific example shown in Fig. 9, steps S410 and S420 correspond to step S400. In steps S410 and S420, a determination is made that defines a driving scene in which the degree of freedom of acceleration / deceleration is an influencing factor according to the road type. The road type may be one that is set for the road by the road traffic information receiving device 80.

[0099] In step S410, the controller 50 judges whether the road is an expressway. An expressway is an example of a road type, and it can be said that the degree of freedom in acceleration and deceleration is higher than that of a road that is not an expressway, that is, a general road. Therefore, if the judgment in step S410 is positive, the process proceeds to step S900. As a result, it is possible to enhance the acceleration feeling on the expressway, and to create the fun of driving. If the judgment in step S410 is negative, the process proceeds to step S420. In step S420, the controller 50 judges whether the road has two or more lanes on one side in the traveling direction. A general road including a number of lanes is also an example of a road type, and even if it is a general road, lane changing is possible if it is a road with two or more lanes on one side in the traveling direction. Therefore, in this case, it can be said that the degree of freedom in acceleration and deceleration is higher than that of a general road with one lane or less on one side in the traveling direction. If the judgment in step S420 is positive, the process proceeds to step S900. As a result, it is possible to enhance the acceleration feeling on a general road where lane changing is possible, and to create the fun of driving. If the judgment in step S420 is negative, the process proceeds to step S910. This avoids unnecessary acceleration and deceleration on general roads where lane changes are not possible, ensuring a comfortable ride.

[0100] Returning to FIG. 8, in step S500, a second driving scene is determined in which the vehicle surrounding factors that hinder the vehicle 100 from traveling are influential factors. The vehicle surrounding factors are, for example, vehicles present around the vehicle 100, including bicycles and motorcycles. Vehicles present around the vehicle 100 may hinder the vehicle 100 from traveling, and are therefore vehicle surrounding factors that hinder the vehicle 100 from traveling. In step S500, the controller 50 determines whether the influence of the vehicle surrounding factors is small. Whether the vehicle surrounding factors are small can be determined based on, for example, at least one of the input from the traveling environment recognition device 60, the input from the preceding vehicle monitoring device 70, and the input from the road traffic information receiving device 80 and the vehicle position detection device 90. If the determination in step S500 is negative, the process proceeds to step S910. As a result, in the first case in which the influence of the vehicle surrounding factors is relatively large, the smoothness is enhanced and the behavior of the vehicle 100 is suppressed, thereby improving the ride comfort. As a result, the fatigue of the occupants can be reduced. If the determination in step S500 is positive, the process proceeds to step S900. As a result, in the second case where the influence of the vehicle surrounding factors is smaller than in the first case, the behavior of the vehicle 100 does not need to be suppressed unnecessarily. In this case, the determination in step S500 alone determines whether or not the driving scene requires a smooth feeling, so the basic pitch angle θ _b * and the basic pitch rate ω _b * It is preferable to calculate the absolute value of the exaggerated pitch angle θ . This makes it possible to prevent the feeling of acceleration or deceleration from being unnecessarily increased. On the other hand, when the determination in step S500 is performed in combination with the determination in step S400, if the determination in step S500 is positive, the exaggerated pitch angle θ _c1 * and the exaggerated pitch rate ω _c1 * It is also possible to calculate the absolute value of

[0101] In the specific example shown in FIG. 9, step S510 corresponds to step S500. In step S510, the controller 50 judges whether the road is not congested. Whether the road is not congested can be judged, for example, by judging whether the speed of the vehicle 100 and the speed of the surrounding vehicles of the vehicle 100 are equal to or lower than a predetermined value relative to the legal speed. The predetermined value is a judgment value for judging whether the road is congested or not, and is set in advance. The speed of the vehicle 100 can be acquired based on an input from a vehicle speed sensor. The legal speed and the speed of the surrounding vehicles can be acquired based on an input from the road traffic information receiving device 80, for example. Whether the road is not congested or not may be judged, for example, based on traffic congestion information that can be acquired from the road traffic information receiving device 80. If the judgment in step S510 is negative, the process proceeds to step S910. As a result, by increasing the feeling of smoothness when the road is congested, it is possible to reduce the fatigue of the occupants and prevent car sickness even if driving in the traffic jam is prolonged. If the judgment in step S510 is positive, the process proceeds to step S900. This makes it possible to avoid unnecessarily restricting the behavior of the vehicle 100 when there is no traffic jam.

[0102] Returning to FIG. 8, in step S600, a third driving scene is determined in which the acceleration / deceleration frequency of the vehicle 100, which is a probable acceleration / deceleration frequency not caused by the road surface shape, is used as an influencing factor. In step S600, the controller 50 determines whether the acceleration / deceleration frequency of the driving scene is low. When the acceleration / deceleration frequency of the driving scene is low, the probability that intentional acceleration / deceleration not caused by the road surface shape is repeated is low, and it is not necessary to actually detect the acceleration / deceleration frequency during driving. For example, when the inter-vehicle distance to the vehicle in front is long, there is more time to approach the vehicle in front than when the inter-vehicle distance is short, so the probability that intentional acceleration / deceleration not caused by the road surface shape is repeated is low. In addition, when the road width is wide, there is no need to reduce the vehicle speed and drive carefully when passing an oncoming vehicle, etc., compared to when the road width is narrow, so the probability that intentional acceleration / deceleration not caused by the road surface shape is repeated is low. Therefore, these cases correspond to cases in which the acceleration / deceleration frequency of the driving scene is low. In the case of automatic driving, the repeated acceleration / deceleration in these cases is also performed with the intention of ensuring safety, so it can be considered as intentional acceleration / deceleration. If the determination in step S600 is negative, the process proceeds to step S910. As a result, in the first case where the predicted acceleration / deceleration frequency is relatively high, the feeling of smoothness can be increased and the ride comfort can be improved. As a result, fatigue of the occupants can be reduced. If the determination in step S600 is negative, the process proceeds to step S900. As a result, in the second case where the predicted acceleration / deceleration frequency is lower than that in the first case, the behavior of the vehicle 100 does not need to be restrained unnecessarily.

[0103] In the specific example shown in FIG. 9, steps S610 and S620 correspond to step S600. In step S610, the controller 50 judges whether the front inter-vehicle distance is large or not. The front inter-vehicle distance can be acquired based on a signal from the preceding vehicle monitoring device 70, for example. Whether the front inter-vehicle distance is large or not can be judged, for example, by judging whether the front inter-vehicle distance is equal to or greater than a predetermined value. The predetermined value can be set in advance in consideration of the effect on the ride comfort of repeated acceleration and deceleration due to approaching the vehicle ahead. If the judgment in step S610 is negative, the process proceeds to step S910. As a result, when the front inter-vehicle distance is small, the smooth feeling is enhanced, so that the fatigue of the occupants can be reduced even when repeated acceleration and deceleration due to approaching the vehicle ahead is performed. If the judgment in step S610 is positive, the process proceeds to step S900. As a result, when the front inter-vehicle distance is large, the behavior of the vehicle 100 does not needlessly be suppressed.

[0104] In step S620, the controller 50 judges whether the road width of the road is wide. Whether the road width is wide can be judged based on, for example, an input from the driving environment recognition device 60. The judgment in step S620 can be made by utilizing the white line recognition performed by the driving environment recognition device 60. In this case, if a white line dividing the lanes is recognized, that is, if the road has one or more lanes on one side in the driving direction, the road width can be judged to be wide, and if a white line is not recognized, that is, if the road has less than one lane on one side, the road width can be judged to be narrow. If the judgment in step S620 is negative, the process proceeds to step S910. As a result, by increasing the smooth feeling when the road width is narrow, it is possible to reduce the fatigue of the occupants even if acceleration and deceleration are repeated. If the judgment in step S620 is positive, the process proceeds to step S900. As a result, when the road width is wide, it is not necessary to unnecessarily suppress the behavior of the vehicle 100.

[0105] Returning to FIG. 8, in step S700, a fourth driving scene is judged in which the road surface roughness of the road is an influencing factor. In step S700, the controller 50 judges whether the road surface roughness from the road surface is small. The road surface roughness can be judged based on the detection value of a wheel speed sensor, for example, and the vehicle 100 can be equipped with a wheel speed sensor as an example of the driving environment recognition device 60. If the judgment in step S700 is negative, the process proceeds to step S910. As a result, in the first case in which the road surface roughness is relatively large, the feeling of smoothness can be enhanced to reduce the fatigue of the occupants and prevent car sickness. If the judgment in step S700 is positive, the process proceeds to step S900. As a result, in the second case in which the road surface roughness is smaller than that in the first case, the behavior of the vehicle 100 does not needlessly be suppressed.

[0106] In the specific example shown in FIG. 9, step S710 corresponds to step S700. In step S710, the controller 50 judges whether the vehicle is on-road or not. Whether the vehicle is on-road or not can be judged by judging whether the road surface roughness is equal to or less than a predetermined roughness based on an input from the driving environment recognition device 60 as a wheel speed sensor. The predetermined roughness can be set in advance from the viewpoint of ride comfort as a judgment value for judging whether the vehicle is on-road or not. The judgment of whether the vehicle is on-road or not does not need to be strict, and for example, in the case of off-road, the case of on-road where the road surface is considerably rough may be included. If the judgment in step S710 is negative, the vehicle is judged to be off-road, and the process proceeds to step S910. As a result, in the case of off-road, the feeling of smoothness can be enhanced, and fatigue of the occupants can be reduced and car sickness can be prevented. If the judgment in step S710 is positive, the process proceeds to step S900. As a result, in the case of on-road, the behavior of the vehicle 100 does not need to be restrained unnecessarily.

[0107] Returning to FIG. 8, in step S800, a fifth driving scene is determined as a driving scene determination, in which a change in the road shape of the driving path is an influencing factor. The road shape includes the extension shape of the driving path and the road surface shape. The extension shape of the driving path is a straight line or a curve, and the road surface shape is, for example, steps or undulations caused by curbs or the like, and is a shape that is established on the premise of a road surface having road surface roughness. Therefore, the road surface roughness determined in step S700 is distinguished from the road surface shape and is not included in the road surface shape. The road surface shape can include a shape in which the input is larger than the input from a road surface with large road surface roughness. In step S800, the controller 50 determines whether the change in the road shape of the driving path is large. Whether the change in the road shape is large can be determined based on, for example, the input from the driving environment recognition device 60 and the input from the road traffic information receiving device 80 and the vehicle position detection device 90. The change in the road shape includes a change in the visibility ahead of the vehicle 100 due to the change in the road shape. If the determination in step S800 is positive, the process proceeds to step S900. As a result, in the second case where the change in road shape is greater than in the first case where the change in road shape is relatively small, the behavior of the vehicle 100 is not unnecessarily suppressed, so that the vehicle 100 as a four-wheel drive vehicle can be made to feel powerful by increasing the acceleration feeling during acceleration, and the driver can feel more secure by experiencing a firm deceleration feeling during deceleration. As a result, the driver can feel a stronger sense of unity with the vehicle 100. If the determination in step S800 is negative, the process proceeds to step S910. As a result, in the first case where the change in road shape is relatively small, the acceleration / deceleration feeling is not unnecessarily increased, and a comfortable ride is ensured.

[0108] In the specific example shown in FIG. 9, steps S810 and S820 correspond to step S800. In step S810, the controller 50 judges whether the curve ahead of the vehicle 100 is a blind curve or a curve with a small radius of curvature. Whether or not the curve is a blind curve can be judged, for example, based on the input from the driving environment recognition device 60 and the input from the road traffic information receiving device 80 and the vehicle position detection device 90. Whether or not the curve is a small radius of curvature can be judged, for example, by judging whether or not the radius of curvature is equal to or smaller than a predetermined value based on the input from the road traffic information receiving device 80 and the vehicle position detection device 90. The predetermined value is set in advance from the viewpoint of the necessity of deceleration, such as the need to decelerate sufficiently when passing through a sharp curve. In the case of a blind curve or a curve with a small radius of curvature, the process proceeds to step S900. This allows the vehicle 100 to make a firm nose dive before the curve in these cases. As a result, the sense of security can be increased by a firm sense of deceleration. In the case of a curve that is not a blind curve and has a large radius of curvature, the process proceeds to step S910. As a result, in these cases, the feeling of acceleration and deceleration is not unnecessarily increased, and a comfortable ride is ensured.

[0109] In step S820, the controller 50 judges whether the step or swell is large. Whether the step or swell is large can be judged, for example, by judging whether the step or swell is equal to or larger than a predetermined size based on an input from the driving environment recognition device 60 as a wheel speed sensor. The predetermined size can be set in advance from the viewpoint of suppressing the behavior of the vehicle 100 from becoming unstable due to an input from the road surface. If the judgment in step S820 is negative, the process proceeds to step S910. As a result, when the step or swell is large, a sense of security can be obtained by a solid deceleration feeling when decelerating, and the vehicle 100 can be made to have a powerful feeling when accelerating. Therefore, a driving sensation suitable for traveling over the step or swell can be obtained. If the judgment in step S820 is positive, the process proceeds to step S900. As a result, when the step or swell is small, the acceleration / deceleration feeling is not unnecessarily increased, and a comfortable ride is ensured.

[0110] Next, the main effects of this embodiment will be described.

[0111] The driving force control method according to the present embodiment controls the pitch angle θ and the pitch rate ω by controlling the driving force distribution (i.e., the front wheel driving force Ff and the rear wheel driving force Fr) to the front wheel motor 10f, which is the first driving source connected to the front wheels 11f, and the rear wheel motor 10r, which is the second driving source connected to the rear wheels 11r. This method controls the pitch angle θ and the pitch rate ω during acceleration and deceleration by setting the pitch angle θ _b * and the basic pitch rate ω _b * Corrected pitch angle θ different from _c * and the corrected pitch rate ω _c * The required acceleration of the vehicle 100 is a fr Correction pitch angle θ according to the change _c * and the corrected pitch rate ω _c * and further correcting the pitch angle θ and the pitch rate ω during acceleration / deceleration in accordance with the driving scene of the vehicle 100. According to this method, the pitch angle θ and the pitch rate ω during acceleration / deceleration are set to the corrected pitch angle θ _c * and the corrected pitch rate ω _c * By setting fr It is possible to obtain a suitable driving feel in acceleration / deceleration scenes based on the above. Furthermore, in driving scenes where a smooth feel is required, the smooth feel can be enhanced by decreasing the amount of change in the pitch angle θ and the absolute value of the pitch rate ω during acceleration / deceleration. Also, in driving scenes where a smooth feel is required, the acceleration / deceleration feel can be enhanced by increasing the amount of change in the pitch angle θ and the absolute value of the pitch rate ω during acceleration / deceleration. As a result, a suitable driving feel can be obtained according to the driving scene.

[0112] In this embodiment, the basic pitch angle θ _b * The suppression pitch angle θ _c2 *(corresponding to the first pitch angle) and the basic pitch rate ω _b * The suppressed pitch rate ω is smaller in absolute value than _c2 * (corresponding to the first pitch rate), or suppressed pitch angle θ _c2 * The exaggerated pitch angle θ is greater than _c1 * (corresponding to the second pitch angle) and suppressed pitch rate ω _c2 * The exaggerated pitch rate ω is greater than _c1 * By setting the exaggerated pitch angle θ (corresponding to the second pitch rate), the pitch angle θ and pitch rate ω during acceleration and deceleration are corrected. _c1 * and the exaggerated pitch rate ω _c1 * Instead of the basic pitch angle θ _b * and the basic pitch rate ω _b * In this case, the basic pitch angle θ _b * and the basic pitch rate ω _b * corresponds to the second pitch angle and the second pitch rate. According to this method, the pitch angle θ and the pitch rate ω during acceleration / deceleration can be appropriately corrected depending on the driving situation.

[0113] In this embodiment, the driving scenes include at least one of the following: a first driving scene in which the degree of freedom of acceleration and deceleration of the road on which the vehicle 100 is driven is an influencing factor, a second driving scene in which factors around the vehicle that impede the driving of the vehicle 100 are influencing factors, a third driving scene in which the frequency of acceleration and deceleration of the vehicle 100 that is a probable frequency of acceleration and deceleration that is not caused by the road surface shape is influencing factors, a fourth driving scene in which the road surface roughness of the road is influencing factors, and a fifth driving scene in which changes in the road shape, which is the extension shape of the road or the road surface shape, are influencing factors. According to this method, driving scenes that are desired to provide a suitable driving sensation according to the driving scene can be obtained.

[0114] In this embodiment, the driving scene is, for example, a first driving scene in which the degree of freedom in acceleration / deceleration is an influencing factor. In this case, in the first case (when the determination is negative in step S400 in FIG. 8) and in the second case (when the determination is positive in step S400) in which the degree of freedom in acceleration / deceleration is higher than in the first case, the exaggerated pitch angle θ _c1 * and the exaggerated pitch rate ω _c1 * is set. The exaggerated pitch angle θ _c1 * and the exaggerated pitch rate ω _c1 * Instead of the basic pitch angle θ _b * and the basic pitch rate ω _b * may be set. According to such a method, in the second case where the degree of freedom in acceleration and deceleration is relatively high, the behavior of the vehicle 100 is not unnecessarily suppressed. Therefore, the feeling of acceleration and deceleration can be enhanced, and driving can be made more enjoyable. In addition, when the pitch rate ω is reduced, the driver is less likely to feel the acceleration, which may lead to excessive acceleration depending on the driving situation. However, according to such a method, excessive acceleration can also be suppressed.

[0115] In this embodiment, the driving scene is, for example, a second driving scene in which the vehicle surrounding factors are influential factors. In this case, in the first case (when the negative determination is made in step S500 in FIG. 8) and in the second case in which the influence of the vehicle surrounding factors is smaller than that in the first case (when the positive determination is made in step S500), the suppression pitch angle θ _c2 * and suppressed pitch rate ω _c2 * According to this method, in the first case where the influence of the vehicle surrounding factors is relatively large, the smoothness is increased and the behavior of the vehicle 100 is suppressed, thereby improving the ride comfort and reducing the fatigue of the occupants.

[0116] In this embodiment, the driving scene is, for example, a third driving scene in which the acceleration / deceleration frequency is an influencing factor. In this case, in the first case (when the determination is negative in step S600 in FIG. 8) and in the second case (when the determination is positive in step S600) in which the acceleration / deceleration frequency is lower than in the first case, the suppression pitch angle θ _c2 * and suppressed pitch rate ω _c2 * According to this method, in the first case where the predicted acceleration / deceleration frequency is relatively high, it is possible to enhance the feeling of smoothness, improve the ride comfort, and reduce the fatigue of the passengers.

[0117] In this embodiment, the driving scene is, for example, a fourth driving scene in which road roughness is an influencing factor. In this case, in the first case (when the negative determination is made in step S700 in FIG. 8) and in the second case (when the positive determination is made in step S700) in which the road roughness is smaller than that in the first case, the suppression pitch angle θ _c2 * and suppressed pitch rate ω _c2 * According to this method, in the first case where the road surface roughness is relatively large, the feeling of smoothness is enhanced, thereby reducing fatigue of the occupants and preventing car sickness.

[0118] In this embodiment, the driving scene is, for example, a fifth driving scene in which a change in road shape is an influencing factor. In this case, in the first case (when the negative determination is made in step S800 in FIG. 8) and in the second case (when the positive determination is made in step S800) in which the change in road shape is greater than in the first case, the exaggerated pitch angle θ _c1 * and the exaggerated pitch rate ω _c1 * is set. The exaggerated pitch angle θ _c1 * and the exaggerated pitch rate ω _c1 * Instead of the basic pitch angle θ _b * and the basic pitch rate ω _b *may be set. According to such a method, in the second case where the change in road shape is relatively large, the behavior of the vehicle 100 is not unnecessarily suppressed. Therefore, the vehicle 100 as a four-wheel drive vehicle can be made to have a powerful feel by enhancing the acceleration feeling during acceleration, and the sense of security can be enhanced by a firm deceleration feeling during deceleration. As a result, the driver can be made to feel a stronger sense of unity with the vehicle 100.

[0119] In this embodiment, the first driving scene in which the degree of freedom for acceleration and deceleration is an influencing factor is defined according to the road type set for the road. If the road is a highway for motor vehicles or a general road with two or more lanes on each side in the traveling direction, the exaggerated pitch angle θ _c1 * and the exaggerated pitch rate ω _c1 * According to this method, it is possible to enhance the feeling of acceleration and to enhance the enjoyment of driving on expressways and general roads where lane changing is possible.

[0120] In this embodiment, the second driving scene in which the vehicle surrounding factors are influential factors is defined depending on whether or not the road on which the vehicle 100 is traveling is congested. _c2 * and suppressed pitch rate ω _c2 * According to this method, by increasing the feeling of smoothness when the vehicle is congested, it is possible to reduce the fatigue of the passengers and prevent car sickness even if driving in a congested traffic jam continues for a long time.

[0121] In this embodiment, the third driving scene in which the acceleration / deceleration frequency is an influencing factor is defined according to the distance between the vehicle 100 and a vehicle ahead, that is, the forward distance. When the forward distance is less than a predetermined value, the suppressed pitch angle θ _c2 * and suppressed pitch rate ω _c2 *According to this method, when the distance between the vehicles ahead is less than the predetermined value, that is, when the distance between the vehicles ahead is relatively small, it is possible to enhance the feeling of smoothness and reduce the fatigue of the occupants that may be caused by repeated acceleration and deceleration due to approaching the vehicle ahead.

[0122] In this embodiment, the third driving scene in which the acceleration / deceleration frequency is an influencing factor is defined according to the road width of the road. _c2 * and suppressed pitch rate ω _c2 * According to this method, when the road width is narrow, it is possible to enhance the feeling of smoothness and reduce the fatigue of the occupants that may occur due to the foreseeable repeated acceleration and deceleration.

[0123] In this embodiment, the fourth driving scene in which the road surface roughness of the road is an influencing factor is defined according to whether the road is on-road or not. _c2 * and suppressed pitch rate ω _c2 * According to this method, the feeling of smoothness can be enhanced when driving off-road, and fatigue of the passengers can be reduced and car sickness can be prevented.

[0124] In this embodiment, the fifth driving scene in which the change in road shape is an influencing factor is defined depending on whether the curve ahead of the vehicle 100 is a blind curve or not. If the curve is a blind curve, the exaggerated pitch angle θ _c1 * and the exaggerated pitch rate ω _c1 * According to this method, in the case of a blind curve, the vehicle 100 can be made to nose dive firmly before the curve. As a result, a sense of security can be enhanced by a firm sense of deceleration.

[0125] In this embodiment, the fifth driving scene in which the change in road shape is an influencing factor is defined according to whether or not the radius of curvature of the curve ahead of the vehicle 100 is equal to or smaller than a predetermined value. If the radius of curvature is equal to or smaller than the predetermined value, the exaggerated pitch angle θ _c1 * and the exaggerated pitch rate ω _c1 * According to this method, when the radius of curvature is equal to or smaller than a predetermined value, that is, when the radius of curvature is relatively small, the vehicle 100 can be made to nose dive firmly before the curve. As a result, a sense of security can be enhanced by a sense of firm deceleration.

[0126] In this embodiment, the fifth driving scene in which the change in road shape is an influencing factor is defined according to the magnitude of the step or undulation on the road. When the step or undulation is equal to or larger than a predetermined size, the exaggerated pitch angle θ _c1 * and the exaggerated pitch rate ω _c1 * According to this method, when the step or swell is equal to or larger than a predetermined value, that is, when the step or swell is relatively large, a sense of security can be obtained by a firm deceleration feeling when decelerating, and the strength of the vehicle 100 can be expressed when accelerating. Therefore, a driving feeling suitable for traveling over the step or swell can be obtained.

[0127] Although the embodiments of the present invention have been described above, the above-mentioned embodiments merely show some of the application examples of the present invention, and it is not intended that the technical scope of the present invention be limited to the specific configurations of the above-mentioned embodiments. [Explanation of symbols]

[0128] 10f Front wheel motor 10r rear wheel motor 11f Front wheel 11r rear wheel 100 vehicles Ff Front wheel drive force Fr Rear wheel drive force θ Pitch angle ω Pitch rate θ _b* Basic pitch angle (second pitch angle) ω _b * Basic pitch rate (secondary pitch rate) θ _c * Correction Pitch Angle ω _c * Corrected Pitch Rate θ _c1 * Exaggerated pitch angle (second pitch angle) ω _c1 * Exaggerated pitch rate (second pitch rate) θ _c2 * Suppressed pitch angle (first pitch angle) ω _c2 * Suppressed pitch rate (first pitch rate)

Claims

1. 1. A driving force control method for controlling a pitch angle and a pitch rate by controlling a driving force distribution to a first driving source connected to a front wheel and a second driving source connected to a rear wheel, the method comprising: Setting the pitch angle and pitch rate during acceleration and deceleration to a correction pitch angle and correction pitch rate different from a basic pitch angle and a basic pitch rate and corresponding to a change in required acceleration of the vehicle; Further correcting the pitch angle and the pitch rate during acceleration and deceleration according to a driving scene of the vehicle; A driving force control method comprising:

2. 2. A driving force control method according to claim 1, By setting a first pitch angle having a smaller change amount than the basic pitch angle and a first pitch rate having a smaller absolute value than the basic pitch rate, or a second pitch angle having a larger change amount than the first pitch angle and a second pitch rate having a larger absolute value than the first pitch rate according to the traveling scene, the pitch angle and the pitch rate during acceleration and deceleration are corrected. A driving force control method comprising:

3. 3. A driving force control method according to claim 2, comprising: The driving scenes include at least one of a first driving scene in which the degree of freedom of acceleration and deceleration of the driving road of the vehicle is an influencing factor, a second driving scene in which a factor surrounding the vehicle that impedes the driving of the vehicle is an influencing factor, a third driving scene in which the frequency of acceleration and deceleration of the vehicle is a probable frequency of acceleration and deceleration that is not caused by the road surface shape, a fourth driving scene in which the road surface roughness of the driving road is an influencing factor, and a fifth driving scene in which a change in the extension shape of the driving road or the road shape, which is the road surface shape, is an influencing factor. A driving force control method comprising:

4. 4. A driving force control method according to claim 3, The traveling scene is the first traveling scene in which the degree of freedom of acceleration / deceleration is an influencing factor, In a first case and a second case having a higher degree of freedom in acceleration / deceleration than the first case, the second pitch angle and the second pitch rate are set in the second case. A driving force control method comprising:

5. 4. A driving force control method according to claim 3, The driving scene is the second driving scene in which the vehicle surrounding factor is an influencing factor, In a first case and a second case in which the influence of the vehicle surrounding factors is smaller than that in the first case, the first pitch angle and the first pitch rate are set in the first case. A driving force control method comprising:

6. 4. A driving force control method according to claim 3, The driving scene is the third driving scene in which the acceleration / deceleration frequency is an influencing factor, In a first case and a second case in which the frequency of acceleration / deceleration is lower than that in the first case, the first pitch angle and the first pitch rate are set in the first case. A driving force control method comprising:

7. 4. A driving force control method according to claim 3, the driving scene is the fourth driving scene in which the road surface roughness is an influencing factor, In a first case and a second case in which the road surface roughness is smaller than that in the first case, the first pitch angle and the first pitch rate are set in the first case. A driving force control method comprising:

8. 4. A driving force control method according to claim 3, the driving scene is the fifth driving scene in which a change in the road shape is an influencing factor, In a first case and a second case in which the change in the road shape is greater than that in the first case, the second pitch angle and the second pitch rate are set in the second case. A driving force control method comprising:

9. 5. A driving force control method according to claim 4, comprising: The first traveling scene in which the degree of freedom of acceleration / deceleration is an influencing factor is specified according to a road type set for a road, When the road is a highway for motor vehicles or a general road having two or more lanes on each side in the traveling direction, the second pitch angle and the second pitch rate are set. A driving force control method comprising:

10. 6. A driving force control method according to claim 5, The second driving scene in which the vehicle surrounding factors are influencing factors is defined depending on whether the driving road is congested or not, When the traffic is congested, the first pitch angle and the first pitch rate are set. A driving force control method comprising:

11. 7. A driving force control method according to claim 6, comprising: The third driving scene in which the acceleration / deceleration frequency is an influencing factor is defined according to a vehicle-to-vehicle distance between the vehicle and a preceding vehicle, When the vehicle-to-vehicle distance is less than a predetermined value, the first pitch angle and the first pitch rate are set. A driving force control method comprising:

12. 7. A driving force control method according to claim 6, comprising: The third driving scene in which the acceleration / deceleration frequency is an influencing factor is defined according to a road width of the driving road, When the road width is narrow, the first pitch angle and the first pitch rate are set. A driving force control method comprising:

13. 8. A driving force control method according to claim 7, comprising: The fourth driving scene in which the road surface roughness is an influencing factor is defined depending on whether the driving road is on-road or not, In the case of off-road, the first pitch angle and the first pitch rate are set. A driving force control method comprising:

14. 8. A driving force control method according to claim 7, comprising: The fifth driving scene in which a change in road shape is an influencing factor is defined depending on whether a curve ahead of the vehicle is a blind curve, When the curve is the blind curve, the second pitch angle and the second pitch rate are set. A driving force control method comprising:

15. 8. A driving force control method according to claim 7, comprising: The fifth driving scene in which a change in road shape is an influencing factor is defined depending on whether a radius of curvature of a curve ahead of the vehicle is equal to or smaller than a predetermined value, When the radius of curvature is equal to or smaller than the predetermined value, the second pitch angle and the second pitch rate are set. A driving force control method comprising:

16. 8. A driving force control method according to claim 7, comprising: The fifth driving scene in which a change in road shape is an influencing factor is defined according to a size of a step or undulation on the driving road, When the step or the swell is equal to or larger than a predetermined size, the second pitch angle and the second pitch rate are set. A driving force control method comprising:

17. A driving force control device that controls a pitch angle and a pitch rate by controlling a driving force distribution to a first driving source connected to a front wheel and a second driving source connected to a rear wheel, a control unit that sets the pitch angle and pitch rate during acceleration and deceleration to a corrected pitch angle and a corrected pitch rate that are different from a basic pitch angle and a basic pitch rate and correspond to a change in a required acceleration of the vehicle, and further corrects the pitch angle and the pitch rate during acceleration and deceleration in accordance with a running scene of the vehicle; A driving force control device comprising:

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