JP3700281B2 - Driving force control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a device for controlling driving force, and more particularly to a driving force control device characterized by control during engine braking.
[0002]
[Prior art]
Conventionally, on low-friction roads with a small road surface friction coefficient (μ), such as snowy roads and icy roads, when the engine is braked with the throttle suddenly returned, the rotational speed of the drive wheels is higher than the vehicle speed. Since the driving force is lowered, the driving wheel may be locked and slip greatly.
[0003]
As a countermeasure, when the reduction amount of the wheel speed of the drive wheel exceeds the reference value and the braking force by the brake pedal is 0 or small and the engine brake is mainly used, the drive wheel is increased by increasing the engine output torque. Has been proposed (see Japanese Patent Application Laid-Open No. 62-295762).
[0004]
[Problems to be solved by the invention]
However, in the above-described technology, since the engine output torque is increased after the slip state appears in the drive wheels, the delay due to the inertia of the mechanism in the engine, the delay due to the inertia of the drive system from the engine to the drive wheel, etc. Actually, the control timing for increasing the rotational speed of the drive wheels may be delayed. For this reason, there is a problem that the driving wheel is locked and the running stability is lowered.
[0005]
SUMMARY OF THE INVENTION An object of the present invention is to provide a driving force control device that can prevent the wheel from being locked due to a delay in control and ensure traveling stability.
[0006]
[Means for Solving the Problems]
In the first aspect of the invention, the adjustment state detecting means compares any one of the throttle opening, the throttle opening changing speed, the accelerator opening, and the accelerator opening changing speed with a predetermined reference value. To detect the state of the driving force adjusting means for adjusting the driving force generated in the engine, and based on the detection result, the condition determining means determines that the condition for operating the engine brake is satisfied. Performs a control to increase the driving force by driving the driving force adjusting means by the driving force control means.
[0007]
In other words, conventionally, since the engine output torque is increased to increase the driving force after detecting that the slip state has occurred in the driving wheel due to the engine brake, the control for preventing the driving wheel from being locked is delayed. However, in the present invention, for example, it is detected from the state of the throttle that the engine brake is applied, so that it is possible to start the control for increasing the driving force before the slip state occurs. Therefore, since the rotational speed of the drive wheel can be increased before the drive wheel is locked, it is possible to prevent the drive wheel from being locked. Therefore, sufficient running stability can be ensured even on a low friction road such as a snowy road or an icy road.
[0009]
Further, in the present invention, for example, in the following case, it can be determined that the condition for the engine brake to be applied is satisfied.
[0010]
(1) The throttle opening is smaller than the reference value, for example, 0 indicating a fully closed state.
(2) When the change rate of the throttle opening is negative (in the closing direction) and the absolute value is large, for example, indicating that the throttle valve is closed rapidly.
[0011]
(3) When the accelerator opening (for example, the amount of depression of the accelerator pedal) is smaller than a reference value, for example, 0, which indicates that the accelerator has been completely returned.
(4) When the change rate of the accelerator opening is a negative value (in the closing direction) and the absolute value is large, for example, indicating that the accelerator pedal is returned rapidly.
[0012]
In the invention of claim 2, the driving force generated by the engine indirectly by the intake pressure, the change speed of the intake pressure, the intake air amount, the change speed of the intake air amount, or the idle switch is detected by the adjustment state detection means. The state of the driving force adjusting means for adjusting is detected, and based on the detection result, when the condition determining means determines that the condition for applying the engine brake is satisfied, the driving force controlling means Control is performed to increase the driving force by driving the adjusting means.
In other words, conventionally, since the engine output torque is increased to increase the driving force after detecting that the slip state has occurred in the driving wheel due to the engine brake, the control for preventing the driving wheel from being locked is delayed. However, in the present invention, for example, it is detected from the intake pressure state that the engine brake is applied, so that it is possible to start the control to increase the driving force before the slip state occurs. Therefore, since the rotational speed of the drive wheel can be increased before the drive wheel is locked, it is possible to prevent the drive wheel from being locked. Therefore, sufficient running stability can be ensured even on a low friction road such as a snowy road or an icy road.
Further, in the present invention, for example, in the following case, it can be determined that the condition for the engine brake to be applied is satisfied.
[0013]
(1) In the case of an engine that obtains the intake air amount from the intake pressure, when the intake pressure is less than the reference value.
(2) When the engine obtains the intake air amount from the intake pressure, the change speed of the intake pressure is, for example, a value indicating a state in which the throttle is closed.
[0014]
(3) For example, in the case of an engine that obtains the amount of intake air using an air flow meter, the amount of intake air is less than a reference value.
(4) For example, in the case of an engine that obtains the intake air amount using an air flow meter, the change rate of the intake air amount is, for example, a value indicating a state in which the throttle is closed.
[0015]
(5) When the idle switch is in an ON state, for example, indicating that the accelerator pedal has been returned.
In the invention of claim 3, a throttle (specifically, a throttle valve) or an accelerator (for example, an accelerator pedal) can be adopted as the driving force adjusting means.
In the invention of claim 4 , the engine output is increased by increasing the throttle opening and increasing the intake air amount. Thereby, the rotational speed of the drive wheel can be increased, and the lock of the drive wheel when the engine brake is applied can be prevented.
[0016]
In the fifth aspect of the invention, when the throttle is fully closed, the driving force is increased by opening the throttle by a predetermined amount. As a result, the drive wheels can be rotated to prevent the drive wheels from being locked when the engine brake is applied.
In the sixth aspect of the invention, when the control for increasing the throttle opening is performed, the initial value of the throttle opening is set according to the state of the driving force adjusting means such as the throttle opening or the changing speed of the accelerator opening. To do.
[0017]
For example, if the accelerator is quickly returned, the engine brake will begin to work quickly, the engine output torque will drop significantly, and the recovery will be delayed. Therefore, in the present invention, for example, the return state of the accelerator is detected, and accordingly, for example, when the return speed of the accelerator is large, the initial value of the throttle opening is set to be large. As a result, a large drop in engine output torque can be prevented, so that the driving wheels can be prevented from being locked.
[0018]
According to the seventh aspect of the present invention, the control for increasing the throttle opening is executed after waiting for a predetermined period after the engine output torque reaches the throttle opening corresponding to zero.
That is, even if the operation of returning the accelerator to execute the engine brake is executed, there is a delay due to the inertia of each mechanism until the driving force reaches the wheel after the engine output torque is reduced. Further, if the control for returning the throttle is performed too quickly, the engine output torque increases before the engine brake is not effective so that a sufficient feeling of deceleration cannot be obtained. Therefore, as in the present invention, if the control is performed to increase the throttle opening after waiting for a predetermined time from when the accelerator is returned until the engine brake is actually applied, a sufficient feeling of deceleration is obtained and driving is performed. Ring locking can also be prevented.
[0019]
According to the invention of claim 8 , the engine output is increased by increasing the fuel supply amount. Thereby, the rotational speed of the drive wheel can be increased, and the lock of the drive wheel when the engine brake is applied can be prevented.
According to the ninth aspect of the invention, the control by the driving force control means is executed according to the road surface condition.
[0020]
For example, a wheel lock is likely to occur on a low friction road such as a snowy road or an icy road, but when it is determined to be a low friction road due to, for example, the rotation state of a running wheel (for example, in the case of a normal accelerator operation or brake operation) When the engine brake is applied when the slip ratio is large), by adjusting the start timing of the control to increase the driving force according to the road surface condition, the magnitude of the driving force (for example, the initial value), etc. Even in the low friction path, it is possible to suitably prevent the driving wheels from being locked. For example, as the road surface friction coefficient is smaller, the start timing of the control for increasing the driving force may be advanced, or the initial value of the throttle opening in the driving force control may be increased.
[0021]
In the inventions of claims 1 to 9 described above, when the operation of applying the engine brake is an operation by the driver's accelerator operation, or when the engine brake is automatically applied, for example, the throttle is automatically returned like the automatic brake. The present invention can be applied to a case where braking is actively applied, or a case where the throttle is automatically returned to reduce the engine output and the engine brake is applied as in the case of automatic throttle control.
[0022]
DETAILED DESCRIPTION OF THE INVENTION
Next, an example (example) of an embodiment of the present invention will be described with reference to the drawings.
a) First, the overall configuration of the driving force control apparatus of this embodiment will be described.
[0023]
As shown in FIG. 1, the present embodiment is applied to a front engine / rear drive (FR) type vehicle using an internal combustion engine 2 as a power source.
As shown in FIG. 1, a surge tank 4 a that suppresses pulsation of intake air is formed in the intake passage 4 of the internal combustion engine 2, and a throttle valve 12 that is opened and closed by a throttle drive motor 10 is provided upstream thereof. . The throttle valve 12 is not directly opened and closed by the accelerator pedal 6, but is a so-called linkless throttle.
[0024]
The accelerator pedal 6 and the throttle valve 12 are provided with an accelerator opening sensor 14 and a throttle opening sensor 16 for detecting the respective opening degrees, and the accelerator pedal 6 detects that the accelerator pedal 6 has been returned. An idle switch 15 is provided, and detection signals from these sensors and switches are input to the driving force control circuit 20.
[0025]
A fuel injection valve 24 that supplies fuel to the internal combustion engine 2 operates based on a fuel injection command from a known internal combustion engine control circuit 26. The fuel injection command is determined in conformity with the operating state of the internal combustion engine 2, and information from various sensors including the intake pressure sensor 28 for detecting the pressure (intake pressure) of the surge tank 4a is used as the internal combustion engine. It is created by processing based on the fuel injection command program of the control circuit 26. The intake air amount is calculated from the intake pressure.
[0026]
The driving force control circuit 20 performs driving force control, which will be described in detail later. The driving force control circuit 20 includes the accelerator opening sensor 14, the throttle opening sensor 16, and the idle switch 15 described above. In addition, detection signals from the engine rotation speed sensor 30, the driven wheel speed sensors 32FL and 32FR, the driving wheel speed sensor 40, and the gear position sensor 42 are also input. The driving force control circuit 20 executes a process of driving the throttle drive motor 10 based on these input signals and controlling the opening degree of the throttle valve 12.
[0027]
Here, the engine rotation speed sensor 30 detects the rotation speed (rotation speed) of the crankshaft 2a of the internal combustion engine 2, and is also used for generating a fuel injection command by the internal combustion engine control circuit 26.
The driven wheel speed sensors 32FL and 32FR are sensors for detecting the rotational speeds of the left and right driven wheels (front wheels) 22FL and 22FR, respectively, and the detection signals are used for estimating the vehicle body speed of the vehicle, for example.
[0028]
The drive wheel speed sensor 40 is a sensor for detecting the average rotational speed (drive wheel speed) of the left and right drive wheels 22RL and 22RR, and the rotation of the crankshaft 2a is determined by the left and right drive wheels 22RL via the propeller shaft 34 and the differential gear 36. , 22RR is provided on the output shaft of the transmission 38.
[0029]
The gear position sensor 42 is for detecting the gear position, and is provided in the transmission 38 like the drive wheel speed sensor 40.
In addition to the above-described configuration, for example, each wheel 22FL, 22FR, 22RL, 22RR (generally referred to as 22) is controlled to control the pressure of each wheel cylinder 51FL, 51FR, 51RL, 51RR (generally referred to as 51) to perform braking. An applied braking force control device 50 and the like are provided.
[0030]
b) Next, the driving force control performed by the driving force control apparatus of this embodiment will be described.
In this embodiment, when the engine brake is applied, in order to prevent the driving wheel from being locked, the engine output torque is increased to increase the driving force, thereby increasing the rotational speed of the driving wheel (hereinafter referred to as driving). (Referred to as force control).
[0031]
(1) First, the driving force control process will be described based on the flowchart of FIG. In step 100, signals from various sensors are input.
In the following step 110, whether or not an operation for applying the engine brake (E / G brake) has been started is determined based on a signal from the throttle opening sensor 16, for example, in which the throttle valve 12 operates in the return direction (close direction). Judgment is made depending on whether or not If an affirmative determination is made here, the process proceeds to step 120, while if a negative determination is made, the process proceeds to step 240.
[0032]
In step 240, the operation for applying the engine brake has not been started. Therefore, the driving force control is not performed. Therefore, the flag Fact indicating the driving force control is reset (set to 0), and the present process is temporarily terminated. .
On the other hand, in step 120, since the operation for applying the engine brake has been started, the change speed of the throttle opening θ obtained by the signal from the throttle opening sensor 16, that is, the throttle speed dθ is obtained. The throttle speed dθ is a negative value when the throttle valve 12 is returned.
[0033]
In the subsequent step 130, it is determined whether or not the driving force control has already been started in the previous process, depending on whether or not the flag Fact is set (set to 1). If an affirmative determination is made here, the process proceeds to step 170, whereas if a negative determination is made, the process proceeds to step 140.
[0034]
In step 140, since the driving force control is performed for the first time this time, the initial value θ1 of the throttle opening θ is obtained from the throttle speed dθ using the map map1. As shown in FIG. 3, the initial value θ1 is an opening for initially opening the throttle valve 12 from the fully closed state of the throttle valve 12 during engine braking.
[0035]
For example, as shown in FIG. 4, the map map1 is a map set so that the initial value θ1 of the throttle opening θ increases as the absolute value of the throttle speed dθ increases. According to this map map1, when the absolute value of the throttle speed dθ is equal to or smaller than the absolute value of the first reference value Kθa, the initial value θ1 is set to 0, and the absolute value of the throttle speed dθ is the absolute value of the first reference value Kθa. Between the absolute value of the second reference value Kθb and the initial value θ1 is set in proportion to the absolute value of the throttle speed dθ, and the absolute value of the throttle speed dθ is greater than or equal to the absolute value of the second reference value Kθb. In this case, the initial value θ1 is set to a predetermined value θb.
[0036]
In the following step 150, it is determined whether or not the throttle speed dθ (negative value in the case of deceleration) is smaller than the first reference value Kθa (negative value), that is, the throttle valve 12 rapidly (toward the fully closed state). Determine whether it has been returned. That is, it is determined whether or not it is considered that the engine is being braked substantially, though not strictly. If an affirmative determination is made here, the process proceeds to step 160, while if a negative determination is made, the process proceeds to step 170.
[0037]
In step 160, since the degree of deceleration of the throttle speed dθ is large and it is determined that the engine is substantially being braked, that is, it is determined that the condition for executing the driving force control is satisfied. Is set, and the process proceeds to step 170.
[0038]
In step 170, it is determined whether or not the flag Fact is set. If an affirmative determination is made here, the process proceeds to step 180. On the other hand, if a negative determination is made, the process is temporarily terminated.
In step 180, based on the detection results of the engine rotation speed sensor 40 and the gear position sensor 42, the map map2 is used to open the throttle where the engine output torque TE becomes 0 from the engine rotation speed (rotation speed) Ne and the gear position Gp. Find the degree θ0. Here, the throttle opening θ0 at which the engine output torque TE becomes 0, that is, the throttle opening θ0 at which the engine brake is actually applied (hereinafter referred to as 0 torque opening θ0) is obtained later. This is because it is used as a criterion for determining the timing of starting the driving force control.
[0039]
Even when the 0 torque opening θ0 is reached, there is actually a control shift due to inertia or the like, so the engine braking action is not immediately applied to the drive wheels, but the 0 torque opening θ0 is the engine output torque. Since this corresponds to 0 of TE, if this state (or 0 torque opening θ0 or less) continues for a predetermined time or longer, the 0 state of engine output torque TE is transmitted to the drive wheels, and the engine brake is effective. become.
[0040]
The map map2 is prepared for each gear ratio Gp. For example, as shown in FIG. 5 (a map relating to a certain gear ratio), the engine map Ne, the engine output torque TE, and the throttle opening θ are shown in FIG. Show the relationship. Therefore, if this map map2 is used, the throttle opening θ at which the engine output torque TE becomes 0 can be obtained from a certain engine speed Ne0 at a certain gear ratio Gp. Set as θ0.
[0041]
In the next step 190, it is determined whether or not the current throttle opening TH obtained from the throttle opening sensor 16 is smaller than the 0 torque opening θ0. That is, it is determined whether the actual throttle opening TH is smaller than the 0 torque opening θ0 at which the engine brake can be applied and whether the engine is currently operated to apply the engine brake. If an affirmative determination is made here, the process proceeds to step 200, whereas if a negative determination is made, the present process is temporarily terminated.
[0042]
In step 200, the timer tD is incremented. The timer tD is for counting the time from when the throttle opening TH becomes 0 torque opening θ0 until the driving force control is started.
In the subsequent step 210, it is determined whether or not the timer tD exceeds the determination value KT. If an affirmative determination is made here, the process proceeds to step 220, whereas if a negative determination is made, the present process is temporarily terminated. The determination value KT is a value that allows for a response delay time of the engine output due to inertia or the like, and is such a value that the driving force control can be started after a sufficient feeling of deceleration by the engine brake is actually obtained. Has been.
[0043]
In step 220, the process waits for the time of the determination value KT and has reached the timing for actually starting the driving force control, so the initial value θ1 of the throttle opening θ is set to the target throttle opening THθ. As a result, the throttle opening θ is controlled to the initial value θ1.
[0044]
In the next step 230, the initial value θ1 is multiplied by an attenuation constant K1 (0 <K1 <1) to update the initial value θ1, and the process is temporarily terminated. That is, since the initial value θ1 is gradually decreased by this process, the target throttle opening THθ set by the next step 220 is also gradually decreased as shown in FIG.
[0045]
(2) Next, the operation by the above-described control will be described based on FIG. In FIG. 3, the case of the present embodiment is indicated by a solid line, the case of conventional driving force control is indicated by a one-dot chain line, and the case of not performing driving force control is indicated by a broken line.
Conventionally, when the throttle valve 12 is returned from the time point t0 and the slip becomes large at the time point t5 to satisfy the control start standard, the throttle opening degree θ is increased. As a result, the driving wheel speed is recovered after the delay time D2 due to inertia or the like, but the control is started after reaching an unstable region where the driving wheel speed indicated by the oblique line in the figure is greatly reduced. Sufficient driving stability cannot be secured. If no control is performed, it becomes more unstable.
[0046]
On the other hand, in this embodiment, the operation of returning the throttle valve 12 (indicated by the negative throttle speed dθ) is started from the time point t0, and the absolute value of the throttle speed dθ is larger than the absolute value of the reference value Kθ. If detected, the process for controlling the driving force is started.
[0047]
That is, first, an initial value θ1 of the throttle opening θ at the start of the driving force control is obtained according to the throttle speed dθ. Next, the actual throttle opening TH is checked, and when the actual throttle opening TH reaches the zero torque opening θ0 at the time t1, counting is started until the driving force control is started.
[0048]
Thereafter, after the actual throttle opening TH is fully closed at time t2, determination is made that the value of the counter tD is a delay time (set to obtain a feeling of deceleration by engine braking) at time t3. When the value KT is reached, the throttle opening θ is set to a large value of the initial value θ1.
[0049]
Thus, after the delay time D1 due to the inertia of the mechanism from the engine to the driving wheel, the engine output torque TE corresponding to the throttle opening θ of the initial value θ1 is transmitted to the driving wheel, so that the driving is started from time t4. The rotation speed of the wheel increases. Therefore, since the slip of the drive wheel is reduced, it is possible to prevent the drive wheel from being locked.
[0050]
That is, in the present embodiment, the driving force is not increased after the slip occurs in the driving wheel as in the conventional case, but the engine brake is applied from the operation of the throttle valve 12 (that is, the throttle speed dθ), for example. In this case, the throttle opening θ is increased to increase the engine output torque TE, thereby increasing the driving force. Therefore, before the slip increases, the rotational speed of the drive wheel increases (recovers as shown in FIG. 3), so that the lock of the drive wheel can be prevented. As a result, sufficient running stability can be ensured.
[0051]
In this embodiment, after the actual throttle opening TH reaches the 0 torque opening θ0, the driving force control is waited for the predetermined time KT for a predetermined time. That is, the start of the driving force control is delayed until the decrease in the engine output torque TE due to the throttle operation is transmitted to the actual driving wheels. Therefore, sufficient deceleration by the engine brake can be realized.
[0052]
Further, in this embodiment, the initial value θ1 of the throttle opening θ in the driving force control is set according to the throttle speed dθ. Specifically, when the throttle speed dθ is large, the initial value θ1 is set to be large. Therefore, it is possible to prevent the driving wheel speed from being greatly lowered, and from this point, it is possible to prevent the driving wheel from being locked.
[0053]
The embodiments of the present invention have been described above. However, the present invention is not limited thereto, and it is needless to say that the present invention can be implemented in various forms without departing from the scope of the invention.
(1) In the above-described embodiment, it is determined that the engine is being braked based on the throttle speed. Alternatively, it may be determined that the engine is being braked by, for example, the following methods (1) to (4) .
[0054]
(1) It may be determined that the engine is being braked when the throttle valve is operated in the closing direction and is below a certain reference value (for example, fully closed).
(2) Based on the signal from the accelerator opening sensor, it may be determined that the engine is being braked when the accelerator pedal is operated in the return direction and is below a certain reference value (for example, the depression amount is 0). .
[0055]
(3) Based on the signal from the accelerator opening sensor, it may be determined that the engine is being braked when the speed at which the accelerator pedal is returned is equal to or higher than a reference value.
(4) Since the idle switch is turned on when the accelerator pedal is returned (when the throttle valve is fully closed), it may be determined that the engine is being braked when the idle switch is turned on. .
[0056]
(5) Also, instead of directly detecting the throttle opening (or its changing speed) or accelerator opening (or its changing speed), the intake pressure, intake air amount, etc. change according to the throttle or accelerator operation. Therefore, for example, it may be determined whether or not the engine is being braked according to the intake pressure (or the change speed thereof) or the intake air amount (or the change speed thereof).
[0057]
(2) For example, in the above-described embodiment, the case where the accelerator pedal is returned and the engine brake is applied is given as an example. However, the present invention can be applied to the case where the engine brake is automatically applied. . For example, the present invention can be applied to a case where control (automatic brake control, automatic throttle control) for automatically returning the throttle and applying a brake is performed.
[0058]
(3) Further, in addition to the driving force control of the above-described embodiment, control may be performed in consideration of the road surface μ. In that case, for example, when the road surface μ is small, there is a possibility that a large slip may occur immediately, so the timing for starting the drive wheel control may be advanced. Further, the initial value of the throttle opening may be increased in order to prevent a large drop in the drive wheel speed.
[0059]
(5) Further, the driving force control may be executed by the control for increasing the fuel supply amount in addition to the control by adjusting the throttle described above (or in place of the control by adjusting the throttle).
(6) In the above embodiment, the FR vehicle has been described as an example. However, the same driving wheel control can be performed for the FF vehicle to ensure running stability.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram of a driving force control apparatus according to the present embodiment.
FIG. 2 is a flowchart showing a driving force control process.
FIG. 3 is an explanatory diagram showing an operation based on driving force control.
FIG. 4 is a graph of map1 showing a relationship between a throttle speed and an initial value.
FIG. 5 is a map 2 showing the relationship between engine speed and engine output torque.
[Explanation of symbols]
2 ... Internal combustion engine, 6 ... Accelerator pedal,
10 ... Throttle drive motor, 12 ... Throttle valve,
14 ... accelerator opening sensor, 15 ... idle switch,
16 ... throttle opening sensor, 20 ... driving force control circuit,
26 ... Internal combustion engine control circuit, 30 ... Engine rotation speed sensor,
32FR, 32FL ... driven wheel speed sensor, 40 ... driving wheel speed sensor,
42 ... Gear position sensor

Claims (9)

An engine for generating a driving force transmitted to the driving wheels of the vehicle;
Driving force adjusting means for adjusting the driving force generated by the engine;
Adjustment that detects the state of the driving force adjusting means by comparing any one of the throttle opening, the throttle opening changing speed, the accelerator opening, and the accelerator opening changing speed with a predetermined reference value. State detection means;
Condition determining means for determining whether or not a condition for operating the engine brake is satisfied based on a detection result of the adjustment state detecting means;
A driving force control means for controlling the driving force to be increased by driving the driving force adjusting means when the condition determining means determines that the condition for the engine brake to be applied is satisfied;
A driving force control apparatus comprising: An engine that generates driving force transmitted to the driving wheels of the vehicle;
  Driving force adjusting means for adjusting the driving force generated by the engine;
  An adjustment state detection means for indirectly detecting the state of the driving force adjustment means by an intake pressure, a change speed of the intake pressure, an intake air amount, a change speed of the intake air amount, or an idle switch;
  Condition determining means for determining whether or not a condition for operating the engine brake is satisfied based on a detection result of the adjustment state detecting means;
  A driving force control means for controlling the driving force to be increased by driving the driving force adjusting means when the condition determining means determines that the condition for the engine brake to be applied is satisfied;
  A driving force control apparatus comprising: 3. The driving force control apparatus according to claim 1, wherein the driving force adjusting means is a throttle or an accelerator. The driving force control device according to any one of claims 1 to 3 , wherein the driving force control means performs control to increase the engine output by increasing the throttle opening. 5. The driving force control device according to claim 4 , wherein the driving force control means performs control to open the throttle by a predetermined amount when the throttle is fully closed. 6. The method according to claim 4 or 5 , wherein when the driving force control means performs control to increase the throttle opening, the initial value of the throttle opening is set according to the state of the driving force adjustment means. The driving force control apparatus described. Control of increasing the throttle opening by the driving force control means, any of the claims 4-6, characterized in that run from led to the throttle opening the engine output torque corresponds to 0 after waiting a predetermined time period The driving force control apparatus described in 1. The driving force control device according to any one of claims 4 to 7 , wherein the driving force control means performs control to increase an engine output by increasing a fuel supply amount. The driving force control device according to any one of claims 1 to 8 , wherein the control by the driving force control means is control executed according to a road surface state.

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