Vehicle driving control device

Abstract

To compensate response delay of reduction of acceleration through relatively simple control in a transient state when a driver returns an accelerator pedal to transfer to deceleration or cruising.SOLUTION: A traveling control device 11 includes an accelerator opening sensor 31 and a control unit 21. The control unit 21 calculates accelerator opening change amount Δθacc from a change of an accelerator opening θacc detected by the accelerator opening sensor 31, and calculates accelerator operation speed Sacc from a temporal change of the accelerator opening θacc. When the accelerator opening change amount Δθacc in a return direction of an accelerator pedal is larger than a predetermined threshold value and the accelerator operation speed Sacc in the return direction of the accelerator pedal is larger than a predetermined threshold value, the control unit 21 performs control for reducing valve overlap amount between an intake valve and an exhaust valve by operating a VVT mechanism on the basis of torque deviation amount ΔTq calculated from a difference between estimation actual torque Tqe and required torque Tqr.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a vehicle cruise control device that reduces the response delay of engine torque reduction in a transient state when an accelerator pedal is released. [Background technology]

[0002] As is well known, current engine control uses different engine control constants when the accelerator pedal is fully released during idling and when the accelerator pedal is depressed during non-idling. In particular, there is a tendency for adaptation to prioritize fuel economy during the transition from a non-idling state in which the accelerator pedal is depressed to accelerate, or when the accelerator pedal is released to decelerate or cruise.

[0003] As a result, for example, as shown by the thick line in the timing chart of Figure 6, if the driver presses the accelerator pedal until elapsed time 0 [sec] to drive at an accelerator opening of approximately 50 [%], and then releases the accelerator pedal and at elapsed time 0.25 [sec] the accelerator opening becomes approximately 16 [%], the engine torque does not follow, so there is a delay in the decrease in longitudinal acceleration shown by the thin line, and the acceleration decrease corresponding to the release of the accelerator pedal does not occur, and the driver will feel uncomfortable because he or she is not getting the expected decrease in acceleration.

[0004] As a countermeasure to this, for example, Patent Document 1 (JP 2016-16799 A) discloses a technology in which, when a response delay occurs in deceleration due to engine braking, the response delay is compensated for by the friction braking force of a friction brake. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-16799 Summary of the Invention [Problem to be solved by the invention]

[0006] However, the technology disclosed in Patent Document 1 requires a separate automatic braking system to activate the friction brake, which complicates the structure. Also, compensating for the response delay of the engine brake with the friction braking force of the friction brake requires coordination with the engine brake that is actually being generated, which creates the problem of complicating the control.

[0007] The object of the present invention is to provide a vehicle driving control device that does not require a complex structure even in engine control that prioritizes fuel economy, and that can compensate for a response delay in the reduction of acceleration with relatively simple control in a transient state when the driver releases the accelerator pedal to decelerate or transition to cruising. [Means for solving the problem]

[0008] The present invention relates to a vehicle travel control device that includes an accelerator pedal depression amount detection unit that detects the depression amount of an accelerator pedal, an intake actuator that variably sets the opening and closing timing of an intake valve, an exhaust actuator that variably sets the opening and closing timing of an exhaust valve, and a control unit that operates the intake actuator and the exhaust actuator to variably set the valve overlap amount between the intake valve and the exhaust valve, wherein the control unit includes a change amount calculation unit that calculates the change amount of the accelerator pedal depression amount detected by the accelerator pedal depression amount detection unit, an operation speed detection unit that detects an accelerator operation speed from a change over time in the accelerator pedal depression amount detected by the accelerator pedal depression amount detection unit; a torque deviation amount calculation unit that calculates a torque deviation amount from a difference between an actual torque and a required torque for reducing acceleration when the change amount calculation unit determines that the change amount in the accelerator pedal return direction is greater than a predetermined change amount and the accelerator operation speed in the accelerator pedal return direction detected by the operation speed detection unit is greater than a predetermined operation speed; and to reduce the valve overlap amount of the intake valve and the exhaust valve. The intake actuator and the exhaust actuator are operated. Let An acceleration decrease tracking control unit and an ignition unit that ignites the spark plug and when the torque deviation calculated by the torque deviation calculation unit is greater than a large deviation determination threshold, the acceleration decrease tracking control unit reduces the valve overlap amount and retards the ignition timing of the ignition unit, and when the torque deviation amount is between a large deviation determination threshold and a small deviation determination threshold, the acceleration decrease tracking control unit only reduces the valve overlap amount. . [Effects of the Invention]

[0009] According to the present invention, the control unit detects the amount of change in accelerator pedal depression and the accelerator operation speed from the temporal change in accelerator pedal depression.If the amount of change in the accelerator pedal return direction is greater than a predetermined amount and the accelerator operation speed in the accelerator pedal return direction is greater than the predetermined operation speed, the control unit calculates a torque deviation amount from the difference between the actual torque and the required torque required to reduce acceleration, and reduces the valve overlap amount of the intake valve and exhaust valve based on this torque deviation amount, thereby compensating for the insufficient amount of acceleration reduction due to engine torque tracking.

[0010] As a result, even in engine control that prioritizes fuel economy, the structure is not complicated, and in the transient state when the driver releases the accelerator pedal to decelerate or transition to cruising, the response delay in the decrease in acceleration can be compensated for with relatively simple control. [Brief explanation of the drawings]

[0011] [Figure 1] Schematic diagram of a vehicle equipped with a driving control device [Figure 2] Configuration diagram of the driving control device [Figure 3] Flowchart showing the acceleration decrease follow-up control determination routine [Figure 4] Flowchart showing the acceleration decrease follow-up control processing routine [Figure 5] Flowchart showing acceleration decrease follow-up control termination processing routine [Figure 6] Timing chart showing the relationship between the accelerator opening and the vehicle's longitudinal acceleration when the accelerator pedal is released from an accelerating state DETAILED DESCRIPTION OF THE INVENTION

[0012] An embodiment of the present invention will be described below with reference to the drawings. An engine 1 and a cruise control device 11 that controls the operation of the engine 1 are mounted on a vehicle (host vehicle) M in FIG.

[0013] An electronically controlled throttle 2 is provided on the intake passage side of the engine 1. A throttle valve 2a of this electronically controlled throttle 2 is opened and closed by a throttle actuator 2b. Furthermore, an intake VVT ​​(variable valve timing) mechanism is provided on the intake cam of this engine 1, and an exhaust VVT mechanism is provided on the exhaust cam.

[0014] The intake VVT ​​mechanism changes the opening and closing timing by changing the phase of the intake camshaft, which operates the intake valve that opens and closes the intake port, in accordance with the engine load, etc. The exhaust VVT mechanism changes the opening and closing timing by changing the phase of the exhaust camshaft, which operates the exhaust valve that opens and closes the exhaust port, in accordance with the engine load, etc. The intake VVT ​​mechanism is operated by intake VVT ​​actuator 3a, which is an intake actuator, and the exhaust VVT mechanism is operated by exhaust VVT actuator 3b, which is an exhaust actuator.

[0015] The engine 1 is also provided with an ignition device 4 as an ignition section, which is made up of a spark plug, an igniter, etc. The ignition device 4 outputs an ignition signal from the igniter to the spark plug of each cylinder at a predetermined timing, thereby spark-igniting the spark plug of the cylinder to be burned.

[0016] The throttle actuator 2b, intake VVT ​​actuator 3a, exhaust VVT actuator 3b, and igniter of the ignition device 4 are connected to the output side of an engine control unit (E / G_ECU) 21, which serves as a control unit and is provided in the cruise control device 11. The E / G_ECU 21 is composed of a microcontroller equipped with a CPU, RAM, ROM, rewritable nonvolatile memory (flash memory or EEPROM), and peripheral devices. The ROM stores programs and fixed data required for the CPU to execute various processes. The RAM serves as a work area for the CPU and temporarily stores various data for the CPU. The CPU is also called an MPU (microprocessor) or a processor. A GPU (graphics processing unit) or a GSP (graph streaming processor) may be used instead of the CPU. Alternatively, a CPU, a GPU, and a GSP may be selectively combined.

[0017] Furthermore, various sensors for detecting the operating state of the engine 1 are connected to the input side of the E / G_ECU 21, and signals indicating the values ​​of various flags for determining the start of deceleration control are input. The sensors include an accelerator opening sensor 31 serving as an accelerator depression amount detection unit that detects the amount of depression of the accelerator pedal by the driver as the accelerator opening, an engine rotation speed sensor 32 that detects the rotation speed of the engine 1, and an engine load estimation unit 33 that estimates the engine load. The engine load estimation unit 33 estimates the engine load based on parameters indicating the engine load, such as the intake air amount and the fuel injection amount.

[0018] The flags for determining the start of deceleration control include an engine stall determination flag xENGSTP that determines whether the engine 1 has stalled (stopped), a neutral determination flag xNEUT that determines whether the transmission is in neutral, a traction control flag xTCSON that determines whether traction control is in progress, an idle determination flag xIDL that determines whether the transmission is in an idle state, and, if the transmission is a manual transmission, a clutch flag xCLT that detects the state of the clutch upper switch that turns ON when the clutch pedal is depressed.

[0019] Incidentally, the E / G_ECU 21 uses different constants to control the engine 1 when the accelerator pedal is fully released and the engine is idling, and when the accelerator pedal is depressed and the engine is not idling. Therefore, in a transitional state where the engine is returning from a non-idling state where the accelerator pedal is depressed to a non-idling state where the accelerator pedal is not fully released, adaptation that prioritizes fuel economy tends to be performed, which limits engine torque changes and can easily cause a delayed response.

[0020] Therefore, the E / G_ECU 21 in this embodiment determines whether or not to perform acceleration reduction follow-up control in response to the driver's accelerator pedal release operation based on the change in accelerator opening θacc [%] and the accelerator operation speed Sacc [% / S] when the driver releases the accelerator pedal, and if it determines that acceleration reduction follow-up control should be performed, it performs control to compensate for the response delay of the engine torque reduction.

[0021] The acceleration decrease follow-up control executed by the E / G_ECU 21 is specifically executed according to the flowcharts of Figures 3 to 5. When the system is started, first, the acceleration decrease follow-up control determination routine shown in Figure 3 is executed at a predetermined calculation period (10 [ms] in this embodiment), and the deceleration follow-up permission condition is checked in step S1. The deceleration follow-up permission condition is checked by checking whether a process that takes priority over the acceleration decrease follow-up control is being executed or not by checking whether a flag for each control is set or not.

[0022] Here, the engine stall determination flag xENGSTP determines whether the engine has stalled, and is set when it is determined that the engine has stalled (xENGSTP ← 1). The neutral determination flag xNEUT determines whether the transmission is in neutral, and is set when it is determined that the transmission is in neutral (xNEUT ← 1). The traction control flag xTCSON determines whether traction control is in progress, and is set when it is determined that traction control is in progress (control that reduces the torque of the engine 1 to prevent wheel slip) (xTCSON ← 1). Furthermore, the idle determination flag xIDL determines whether the engine 1 is in an idle state, and is set when it is determined that the engine 1 is in an idle state (xIDL ← 1). The clutch flag xCLT detects the state of the clutch upper switch that turns on when the clutch pedal is depressed, and is set when the clutch pedal is depressed (xCLT). Note that this clutch flag xCLT is applied when the host vehicle M is a manual transmission vehicle, and does not apply to automatic transmission vehicles (vehicles equipped with an automatic transmission).

[0023] Then, the process proceeds to step S2, where if the values ​​of the flags xENGSTP, xNEUT, xTCSON, xIDL, and (xCLT) are all 0, it is determined that the condition is met and the process proceeds to step S3. On the other hand, if at least one of the flags xENGSTP, xNEUT, xTCSON, xIDL, and (xCLT) is set (=1), it is determined that the condition is not met and the process exits the routine.

[0024] In step S3, the accelerator opening change amount Δθacc is calculated based on the accelerator opening amount θacc [%] detected by the accelerator opening amount sensor 31, and the process proceeds to step S4. The process in step S3 corresponds to the change amount calculation unit of the present invention.

[0025] This accelerator opening change amount Δθacc is the difference between the accelerator opening amount θacc(n) detected this time and the accelerator opening amount θacc(n-1) detected previously (10 [ms] ago) (Δθacc←θacc(n)-θacc(n-1)). Therefore, when the driver releases the accelerator pedal, the accelerator opening change amount Δθacc becomes a negative value.

[0026] In step S4, the accelerator opening θacc [%] is time-differentiated to calculate the accelerator operation speed Sacc [% / s]. The process in step S4 corresponds to the operation speed detection unit of the present invention.

[0027] Then, the process proceeds to step S5, where the accelerator opening change amount Δθacc is compared with a predetermined change amount, a threshold value of -0.01%. If Δθacc≦-0.01% is detected, counting begins. If this count is repeated for five consecutive counts (five calculation cycles), the condition is determined to be met, and the process proceeds to step S6. If Δθacc≦-0.01% is not repeated for five consecutive counts, the condition is determined to be unmet, and the routine is terminated. Note that this threshold value of -0.01% is an example.

[0028] In step S6, the accelerator operation speed Sacc [% / S] is compared with a predetermined operation speed threshold value of -25 [% / s]. If Sacc≦-25 [% / s], it is determined that the rate at which the accelerator operation speed Sacc is decreasing is fast, and therefore it is necessary to compensate for the insufficient engine torque decrease (condition established), and the routine proceeds to step S7. On the other hand, if Sacc>-25 [% / s], it is determined that the rate at which the accelerator operation speed Sacc is decreasing is slow, and it is not necessary to compensate for the engine torque decrease (condition not established), and the routine ends. Note that this threshold value of -25 [% / s] is an example.

[0029] When the process proceeds to step S7, it is determined that the acceleration decrease follow-up control conditions are met, the deceleration follow-up start flag FDEC is set (FDEC←1), and the process exits the routine.

[0030] The value of this deceleration follow-up start flag FDEC is read in the acceleration decrease follow-up control processing routine shown in Fig. 4. The processing in this routine corresponds to the acceleration decrease follow-up control unit of the present invention.

[0031] This routine is executed at a predetermined calculation interval (10 ms in this embodiment). First, in step S11, the value of the deceleration follow-up start flag FDEC is checked. If FDEC=1, i.e., the acceleration decrease follow-up control condition is met, the routine proceeds to step S12. If FDEC=0, i.e., the acceleration decrease follow-up control condition is not met, the routine is exited.

[0032] In step S12, it is checked whether the deceleration control condition is satisfied. The deceleration control condition is determined to be unsatisfied if the count, which starts when the accelerator opening change amount Δθacc indicates θacc>0 or when the accelerator operation speed Sacc becomes Sacc>−25[% / s], is detected five times consecutively in each calculation cycle (count>5).

[0033] If the deceleration control conditions continue to be met, the process proceeds to step S13. If it is determined that the deceleration control conditions are not met, the process branches to step S14, where the deceleration tracking start flag FDEC is cleared (FDEC←0), and the routine exits.

[0034] In step S13, the current estimated actual torque Tqe is set, and the process proceeds to step S15. This estimated actual torque Tqe is set by estimating the actually generated engine torque by referring to a map or the like based on the engine load estimated by the engine load estimation unit 33 and the engine speed detected by the engine speed sensor 32, for example.

[0035] In step S15, a required torque Tqr is set. This required torque is the engine torque required to generate a predetermined engine torque reduction, and is set, for example, by referring to a map based on the engine speed and the accelerator opening detected by the accelerator opening sensor 31. Since the required torque uses the accelerator opening as a parameter, the torque required by the driver is reflected.

[0036] Then, the process proceeds to step S16, where the torque deviation amount ΔTq is calculated from the difference between the estimated actual torque Tqe and the required torque Tqr (ΔTq←Tqe-Tqr). For example, if Tqe=100 [Nm] and Tqr=50 [Nm], the torque deviation amount ΔTq is ΔTq=50 [Nm].

[0037] Then, the process proceeds to step S17, and in steps S17 to S20, the ignition timing and the intake VVT ​​mechanism and exhaust VVT mechanism are operated according to the torque deviation amount ΔTq to adjust the valve overlap amount between the intake valve and the exhaust valve, thereby compensating for the insufficient reduction in engine torque and reducing the response delay. The processing in steps S13 to S16 corresponds to the torque deviation amount calculation unit of the present invention.

[0038] First, in step S17, ΔTq is compared with a large deviation determination threshold value of 10 [Nm]. If ΔTq≧10 [Nm], it is determined that the deviation is large, and the process branches to step S18. In step S18, a predetermined retarded ignition timing is set and output to the ignition device 4. Furthermore, a signal to reduce the valve overlap amount between the intake valve and the exhaust valve to a predetermined value is output to the intake VVT ​​actuator 3a and the exhaust VVT actuator 3b, and the process returns to step S12. Note that this large deviation determination threshold value of 10 [Nm] is an example.

[0039] When the ignition timing set by the E / G_ECU 21 is reached, the ignition device 4 ignites the spark plug of the corresponding cylinder via an igniter, generating friction torque (negative torque). Furthermore, the valve overlap amount of each cylinder is reduced by the operation of the intake VVT ​​actuator 3a and exhaust VVT actuator 3b, which increases the pumping loss of each cylinder. As a result, a responsive reduction in engine torque can be achieved in response to the return of the accelerator pedal, reducing any discomfort felt by the driver.

[0040] Also, if it is determined in step S17 that ΔTq<10 [Nm], the process proceeds to step S19. In step S19, the torque deviation amount ΔTq is compared with the small deviation amount determination threshold value 5 [Nm]. If 5<ΔTq<10 [Nm], the deviation amount is determined to be small, and the process proceeds to step S20. A signal to reduce only the valve overlap amount between the intake valve and the exhaust valve is output to the intake VVT ​​actuator 3a and the exhaust VVT actuator 3b without retarding the ignition timing, and the process returns to step S12. Note that this small deviation amount determination threshold value 5 [Nm] is an example.

[0041] When the valve overlap amount of each cylinder is reduced by the operation of intake VVT ​​actuator 3a and exhaust VVT actuator 3b, the pumping loss of each cylinder increases accordingly, resulting in a responsive reduction in engine torque in response to the return of the accelerator pedal.

[0042] On the other hand, if it is determined in step S19 that ΔTq≦5 [Nm], it is determined that there is no response delay in the engine torque reduction in response to the return of the accelerator pedal, or that the response delay is small, and the process proceeds to step S21, where the acceleration decrease follow-up control termination process is executed and the routine is exited.

[0043] For example, as shown by the thick line in Figure 6, when the driver depresses the accelerator pedal until the accelerator opening θacc reaches approximately 50 [%] and accelerates until the elapsed time reaches 0 [sec], the longitudinal acceleration of the vehicle increases. Then, because the target vehicle speed is reached at the elapsed time of 0 [sec], the driver releases the accelerator pedal and reduces the accelerator opening θacc to approximately 16 [%] at the elapsed time of 0.25 [sec], allowing the vehicle to cruise. During the transition when the accelerator opening θacc is reduced from 50 [%] to 16 [%], as shown by the middle line in Figure 6, the acceleration generated in the longitudinal direction of the vehicle has not yet started to decrease at the elapsed time of 0 [sec], so the torque deviation amount ΔTq is relatively large.

[0044] Therefore, in step S18, the ignition timing is retarded and the valve overlap between the intake valve and the exhaust valve is reduced to achieve a relatively large reduction in engine torque. As a result, the reduction in acceleration generated in the longitudinal direction of the vehicle is large, as shown in area A, and the torque deviation ΔTq is reduced. Then, in step S20, by reducing only the valve overlap between the intake valve and the exhaust valve, an excessive reduction in engine torque is suppressed, and a good reduction in acceleration can be achieved in accordance with the reduction in the accelerator opening θacc.

[0045] In this way, in steps S17 to S20, by varying the ignition timing and the valve overlap amount according to the torque deviation amount ΔTq, it is possible to generate a reduction in engine torque corresponding to the return of the accelerator pedal. As a result, it is possible to generate a reduction in the front and rear acceleration acting due to the reduction in engine torque, as shown by the middle line, with good responsiveness in response to the return of the accelerator opening θacc, as shown by the thick line in Figure 6.

[0046] As described above, according to this embodiment, even with engine control that prioritizes fuel efficiency, the structure is not complicated, and in the transient state when the driver releases the accelerator pedal to decelerate or transition to cruising, the response delay in acceleration can be compensated for by relatively simple control of the engine alone that varies the ignition timing and valve overlap.

[0047] The process in step S21 is executed in accordance with the acceleration decrease follow-up control ending process subroutine shown in Fig. 5. The process in this subroutine corresponds to the acceleration decrease follow-up control ending section of the present invention.

[0048] In this subroutine, transient control is performed to transition from a state in which the engine torque reduction corresponding to the shortage has been compensated for to normal engine control in which priority is given to fuel economy.

[0049] First, in step S31, the normal ignition timing Sp set in the normal ignition timing control is read in the E / G_ECU 21. Incidentally, the E / G_ECU 21 sets the normal ignition timing Sp based on the engine speed and the engine load.

[0050] Next, the process proceeds to step S32, where the ignition timing Spe at the end of the acceleration decrease follow-up control is read, and the process proceeds to step S33, where the difference (ignition timing difference) ΔSp between the normal ignition timing Sp and the ignition timing Spe at the end of the acceleration decrease follow-up control is calculated (ΔSp←Sp-Spe).

[0051] Then, the process proceeds to step S34, where the ignition timing difference ΔSp is compared with a threshold value of 3 degrees. If ΔSp≧3 degrees, the process proceeds to step S35 to gradually change the ignition timing. If ΔSp<3 degrees, the process exits the routine and transitions to normal ignition timing control. Note that the threshold value of 3 degrees is an example.

[0052] When the process proceeds to step S35, the ignition timing gradual change control is executed, and the routine is terminated. This ignition timing gradual change control gradually changes the ignition timing difference ΔSp from the ignition timing Spe at the end of the acceleration decrease tracking control toward the normal ignition timing Sp by an arbitrary set constant. Then, when the ignition timing returns to the normal ignition timing Sp, the routine is terminated and the process transitions to normal control. For example, if the ignition timing difference ΔSp is 10 degrees and the gradual change gradient is 2 degrees / 10 ms, the process will return to normal ignition control after 50 ms (5 cycles). This allows for a smooth transition from the acceleration decrease tracking control to the normal ignition timing control.

[0053] The present invention is not limited to the above-described embodiment, and for example, the throttle valve 2a may be mechanically linked to the accelerator pedal. [Explanation of symbols]

[0054] 1...Engine, 2...Electronically controlled throttle, 2a...Throttle valve, 2b...Throttle actuator, 3a…Intake VVT ​​actuator, 3b...Exhaust VVT actuator, 4...Ignition device, 11...Traction control device, 21...Engine control unit, 31...Accelerator opening sensor, 32...Engine speed sensor, 33...Engine load estimation unit, xCLT...Clutch flag, xENGSTP... engine stall detection flag, xIDL...Idle determination flag, xNEUT...Neutral judgment flag, xTCSON...Traction control flag, FDEC: Deceleration follow-up start flag, M...own vehicle, Sacc...accelerator operation speed, Sp...Normal ignition timing, Spe...ignition timing at the end of acceleration decrease tracking control, Tqe: Estimated actual torque, Tqr: required torque, ΔSp…Ignition timing difference, ΔTq: torque deviation, Δθacc: Amount of change in accelerator opening, θacc...Accelerator opening

Claims

1. an accelerator depression amount detection unit that detects the depression amount of an accelerator pedal; an intake actuator that variably sets the opening and closing timing of the intake valve; an exhaust actuator that variably sets the opening and closing timing of the exhaust valve; a control unit that operates the intake actuator and the exhaust actuator to variably set a valve overlap amount between the intake valve and the exhaust valve; In a vehicle driving control device comprising: The control unit a change amount calculation unit that calculates a change amount of the accelerator pedal depression amount detected by the accelerator depression amount detection unit; an operation speed detection unit that detects an accelerator operation speed from a temporal change in the accelerator pedal depression amount detected by the accelerator depression amount detection unit; a torque deviation amount calculation unit that calculates a torque deviation amount from a difference between an actual torque and a required torque for reducing acceleration when the change amount calculation unit determines that the change amount in the accelerator pedal returning direction is greater than a predetermined change amount and the accelerator operation speed in the accelerator pedal returning direction detected by the operation speed detection unit is greater than a predetermined operation speed; an acceleration decrease tracking control unit that operates the intake actuator and the exhaust actuator so as to decrease the valve overlap amount of the intake valve and the exhaust valve based on the torque deviation amount calculated by the torque deviation amount calculation unit; An ignition unit that ignites the spark plug; Equipped with The acceleration decrease tracking control unit is When the torque deviation calculated by the torque deviation calculation unit is greater than a large deviation determination threshold, the valve overlap amount is reduced and the ignition timing of the ignition unit is retarded, and when the torque deviation amount is between the large deviation determination threshold and the small deviation determination threshold, only the valve overlap amount is reduced. A vehicle driving control device characterized by:

2. The acceleration decrease tracking control unit is an acceleration decrease follow-up control terminating unit that, when the torque deviation calculated by the torque deviation calculation unit is smaller than the small deviation determination threshold, terminates the acceleration decrease follow-up control process and executes transient control to transition to normal ignition timing control; 2. The vehicle driving control device according to claim 1, further comprising:

3. The acceleration decrease follow-up control terminating unit gradually changes the ignition timing according to a difference between the ignition timing at the time of terminating the acceleration decrease follow-up control process and the normal ignition timing, thereby transitioning to the normal ignition timing control.

3. The vehicle driving control device according to claim 2.

4. The torque deviation amount calculation unit calculates the torque deviation amount from a difference between the actual torque and the required torque when the change amount calculation unit detects a plurality of consecutive states in which the change amount in the accelerator pedal returning direction is greater than a predetermined change amount and the accelerator operation speed in the accelerator pedal returning direction detected by the operation speed detection unit is greater than a predetermined operation speed.

4. The vehicle driving control device according to claim 1, wherein the vehicle driving control device is a vehicle control device.

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