Abstract:
A driving power source rotational speed control device is provided in a vehicle outputs power of a rotary driving power source via a continuously variable transmission as motive power, that changes the rotational speed of the rotary driving power source in association with changes in the vehicle speed when acceleration is requested. The control device includes: acceleration/deceleration state determination means determines whether the vehicle is accelerating or decelerating when acceleration is requested; and rotary driving power source rotational speed change setting means sets the change gradient of the rotary driving power source rotational speed to establish the association of the rotary driving power source rotational speed with changes in the vehicle speed when acceleration is requested. The rotary driving power source rotational speed change setting means suppresses reductions in the rotary driving power source rotational speed when the acceleration/deceleration state determination means determines that the vehicle is decelerating.

Description:
BACKGROUND OF THE INVENTION 
       [0001]    1. Field of the Invention 
         [0002]    The present invention relates to a driving power source rotational speed control device and a driving power source rotational speed control method, for use in a vehicle that outputs power of a rotary driving power source via a continuously variable transmission as driving power for traveling, that changes the rotational speed of the rotary driving power source in association with changes in the vehicle speed when acceleration is requested. 
         [0003]    2. Description of the Related Art 
         [0004]    Japanese Patent Application Publication No. 2006-51842 (JP-A-2006-51842) describes a device, used in a vehicle equipped with a continuously variable transmission, that increases the output rotational speed of a rotary driving power source, such as an internal combustion engine, in association with an increase in the vehicle speed when acceleration is requested, in order to obtain sufficient acceleration for a requested output (page 12 and FIGS. 7 to 12). The device of JP-A-2006-51842 corrects an acceleration target input shaft speed (the target output rotational speed of the rotary driving power source) using a vehicle speed change correction amount, so that it increases in association with an increase in the vehicle speed, even if there is no change in the accelerator pedal depression amount. 
         [0005]    However, the vehicle may decelerate due to an increase in the travel resistance, such as an increase in the road gradient, even when acceleration is requested. When such deceleration occurs, the target output rotational speed decreases as a result of correction using the vehicle speed change correction amount, because the output rotational speed of the rotary driving power source is changed in association with the vehicle speed as discussed above. 
         [0006]    In addition to deceleration due to the travel resistance, reducing the rotary driving power source output rotational speed also makes the driving power insufficient to further decelerate the vehicle. This may make the driver feel uncomfortable. 
       SUMMARY OF THE INVENTION 
       [0007]    The present invention is to save the driver of a vehicle, which includes a continuously variable transmission and in which the rotary driving power source rotational speed is changed in association with changes in the vehicle speed, from feeling uncomfortable, even if the vehicle decelerates due to an increase in the travel resistance or the like when acceleration is requested. 
         [0008]    A first aspect of the present invention relates to a driving power source rotational speed control device. The driving power source rotational speed control device, provided in a vehicle that outputs power of a rotary driving power source via a continuously variable transmission as driving power for traveling, that changes a rotational speed of the rotary driving power source in association with changes in vehicle speed when acceleration is requested. The driving power source rotational speed control device includes: acceleration/deceleration state determination means for determining whether the vehicle is accelerating or decelerating when acceleration is requested; and rotary driving power source rotational speed change setting means for setting a change gradient of the rotary driving power source rotational speed to establish the association of the rotary driving power source rotational speed with changes in the vehicle speed when acceleration is requested, wherein the rotary driving power source rotational speed change setting means also suppresses reductions in the rotational speed of the rotary driving power source if the acceleration/deceleration state determination means determines that the vehicle is decelerating. 
         [0009]    The rotary driving power source rotational speed change setting means suppresses lowering of the rotary driving power source rotational speed, which is caused to change in association with changes in the vehicle speed, in the case where the acceleration/deceleration state determination means determines that the vehicle is in the deceleration compared to the case where it is determined that the vehicle is in the acceleration state. Consequently, lowering of the rotary driving power source rotational speed is reduced, or the rotary driving power source rotational speed is not lowered at all, even if the vehicle decelerates due to an increase in the travel resistance or the like when acceleration is requested. Therefore, the driving power is not likely to become insufficient, or does not become insufficient, to further decelerate the vehicle. This can save the driver from feeling uncomfortable. 
         [0010]    The rotary driving power source rotational speed change setting means may reduce the association of the rotary driving power source rotational speed with changes in the vehicle speed if the acceleration/deceleration state determination means determines that the vehicle decelerating compared to a case where it is determined that the vehicle is accelerating. 
         [0011]    As described above, it is possible to suppress lowering of the rotary driving power source rotational speed by reducing the association of the rotary driving power source rotational speed with changes in the vehicle speed. Consequently, lowering of the rotary driving power source rotational speed is reduced, or the rotary driving power source rotational speed is not lowered at all, even if the vehicle decelerates due to an increase in the travel resistance or the like when acceleration is requested. Hence, the driving power is not likely to become insufficient, or does not become insufficient, to further decelerate the vehicle. This can save the driver from feeling uncomfortable. 
         [0012]    The rotary driving power source rotational speed change setting means may reduce the association by adjusting the change gradient for the rotational speed of the rotary driving power source in accordance with changes in the vehicle speed. 
         [0013]    In establishing the association of the rotary driving power source rotational speed with changes in the vehicle speed when acceleration is requested by setting the change gradient of the rotary driving power source rotational speed relative to changes in the vehicle speed, the rotary driving power source rotational speed change setting means may set an absolute value of the change gradient to be smaller when the acceleration/deceleration state determination means determines that the vehicle is decelerating than when the acceleration/deceleration state determination means determines that the vehicle is accelerating. 
         [0014]    Since the absolute value of the change gradient of the rotary driving power source rotational speed is set to be smaller in the case where the it is determined that the vehicle is in the deceleration state than in the case where it is determined that the vehicle is in the acceleration state, lowering of the rotary driving power source rotational speed is reduced, or the rotary driving power source rotational speed is not lowered at all, even if the vehicle decelerates due to an increase in the travel resistance or the like when acceleration is requested. Therefore, the driving power is not likely to become insufficient, or does not become insufficient, to further decelerate the vehicle. This can save the driver from feeling uncomfortable. 
         [0015]    The rotary driving power source rotational speed change setting means may establish no association of the rotary driving power source rotational speed with changes in the vehicle speed when the acceleration/deceleration state determination means determines that the vehicle is decelerating. 
         [0016]    As described above, in the deceleration state, the rotary driving power source rotational speed may be caused to change in no association with changes in the vehicle speed. That is, the change gradient of the rotary driving power source rotational speed relative to changes in the vehicle speed may be set to 0. Consequently, the rotary driving power source rotational speed is not lowered in association with changes in the vehicle speed, even if the vehicle decelerates due to an increase in the travel resistance or the like when acceleration is requested. Therefore, the driving power is not likely to become insufficient, or does not become insufficient, to further decelerate the vehicle. This can save the driver from feeling uncomfortable. 
         [0017]    The rotary driving power source rotational speed change setting means may set a minimum rotational speed if the acceleration/deceleration state determination means determines that the vehicle is decelerating. 
         [0018]    As described above, lowering of the rotary driving power source rotational speed may be suppressed by setting a lower limit. Consequently, lowering of the rotary driving power source rotational speed is suppressed reliably by setting a lower limit, even if the vehicle decelerates due to an increase in the travel resistance or the like when acceleration is requested. Hence, the driving power is not likely to become insufficient, or does not become insufficient, to further decelerate the vehicle. This can save the driver from feeling uncomfortable. 
         [0019]    The association of the rotary driving power source rotational speed with changes in the vehicle speed is established by changing the target rotational speed of the rotary driving power source in association with changes in the vehicle speed, and the rotary driving power source rotational speed change setting means may suppress reductions of the rotary driving power source rotational speed by adjusting the target rotational speed if the acceleration/deceleration state determination means determines that the vehicle is decelerating. 
         [0020]    It is possible to actually change the rotational speed of the rotary driving power source in association with changes in the vehicle speed by changing the target rotational speed of the rotary driving power source in association with changes in the vehicle speed. Accordingly, lowering of the rotary driving power source rotational speed can be suppressed by adjusting the target rotational speed. 
         [0021]    The rotary driving power source rotational speed change setting means may change the rotary driving power source rotational speed in association with changes in a requested output as well as changes in the vehicle speed. 
         [0022]    As described above, it is possible to control the rotary driving power source smoothly according to requests from the driver by changing the rotary driving power source rotational speed in association with changes in a requested output as well as changes in the vehicle speed. The rotary driving power source may be an internal combustion engine. 
         [0023]    Examples of the rotary driving power source include an internal combustion engines such as a gasoline engine and a diesel engine. In a vehicle equipped with an internal combustion engine, lowering of the internal combustion engine rotational speed is reduced, or the internal combustion engine rotational speed is not lowered at all, even if the vehicle decelerates due to an increase in the travel resistance or the like when acceleration is requested. Therefore, the driving power is not likely to become insufficient, or does not become insufficient, to further decelerate the vehicle. This can save the driver from feeling uncomfortable. 
         [0024]    A target input shaft speed of the continuously variable transmission and a target output torque of the rotary driving power source may be calculated, and a gear ratio of the continuously variable transmission is controlled based on the target input shaft speed, in order to achieve target driving power, which is calculated based on the requested output and the vehicle speed. 
         [0025]    A second aspect of the present invention relates to a driving power source rotational speed control method. The driving power source rotational speed control method, provided in a vehicle that outputs power of a rotary driving power source via a continuously variable transmission as driving power for traveling, that changes a rotational speed of the rotary driving power source in association with changes in vehicle speed when acceleration is requested. The driving power source rotational speed control method includes: determining whether the vehicle is accelerating or decelerating when acceleration is requested; and setting a change gradient of the rotary driving power source rotational speed to establish the association of the rotary driving power source rotational speed with changes in the vehicle speed when acceleration is requested, wherein the rotary driving power source rotational speed change setting means also suppresses reductions in the rotational speed of the rotary driving power source rotational speed if the vehicle is decelerating. 
         [0026]    As described above, by executing the control discussed above in the vehicle in which the gear ratio of the continuously variable transmission is controlled, lowering of the internal combustion engine rotational speed is reduced, or the internal combustion engine rotational speed is not lowered at all, even if the vehicle decelerates due to an increase in the travel resistance or the like when acceleration is requested. Therefore, the driving power is not likely to become insufficient, or does not become insufficient, to further decelerate the vehicle. This can save the driver from feeling uncomfortable. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0027]    The foregoing and further features and advantages of the invention will become apparent from the following description of example embodiments with reference to the accompanying drawings, wherein like numerals are used to represent like elements and wherein: 
           [0028]      FIG. 1  is a block diagram showing a power transmission mechanism of a vehicle using a CVT in accordance with the first embodiment; 
           [0029]      FIG. 2  is a flowchart of a target value calculation control process executed by an ECU of the first embodiment; 
           [0030]      FIG. 3  is a flowchart of a flag setting process executed by the ECU of the first embodiment; 
           [0031]      FIG. 4  is a flowchart of a normal target value calculation process executed by the ECU of the first embodiment; 
           [0032]      FIG. 5  is a graph showing the configuration of a map MAPforce; 
           [0033]      FIG. 6  is a graph showing the configuration of a map MAPnin; 
           [0034]      FIG. 7  is a flowchart of an acceleration-requesting target value calculation process executed by the ECU of the first embodiment; 
           [0035]      FIG. 8  is a graph showing as enlarged the relationship defined by  FIG. 5 ; 
           [0036]      FIG. 9  is a graph showing the configuration of a map MAPβa used when acceleration is requested; 
           [0037]      FIG. 10  is a graph showing the configuration of a map MAPβb used when acceleration is requested; 
           [0038]      FIG. 11  is a graph showing the relationship between the accelerator pedal operation amount ACCP and the accelerator pedal depression correction value NIN(ACCP); 
           [0039]      FIG. 12  is a timing chart showing an example of control executed when acceleration is requested in the first embodiment; 
           [0040]      FIG. 13  is a flowchart of a reacceleration-requesting target value calculation process executed by the ECU of the first embodiment; 
           [0041]      FIG. 14  is a flowchart of a deceleration-requesting target value calculation process executed by the ECU of the first embodiment; 
           [0042]      FIG. 15  is a flowchart of an acceleration-requesting target value calculation process executed by an ECU of the second embodiment; 
           [0043]      FIG. 16  is a timing chart showing an example of control executed when acceleration is requested in the second embodiment; 
           [0044]      FIG. 17  is a flowchart of an acceleration-requesting target value calculation process executed by an ECU of the third embodiment; and 
           [0045]      FIG. 18  is a timing chart showing an example of control executed when acceleration is requested in the third embodiment. 
       
    
    
     DETAILED DESCRIPTION OF THE EMBODIMENTS 
       [0046]      FIG. 1  is a block diagram showing a power transmission mechanism using a belt-type continuously variable transmission (hereinafter referred to as “CVT”)  2  provided in a vehicle to which the present invention is applied. An internal combustion engine  4  is provided as a source of rotary driving power for traveling. The internal combustion engine  4  may be a gasoline engine, a diesel engine, or the like. Here, it is described as a gasoline engine (hereinafter referred to as “engine”)  4 . 
         [0047]    The output of the engine  4  is transmitted from a torque converter  6  via a forward/reverse travel switching device  8 , the CVT  2 , and a reduction gear  10  to a differential gear device  12 , and distributed to left and right driving wheels  14 L,  14 R. The CVT  2  includes an input-side variable pulley  2   a  provided on its input shaft  16  and having a variable effective diameter, an output-side variable pulley  2   b  provided on its output shaft  18  and having a variable effective diameter, and a power transmission belt  2   c  wound around in respective V-grooves of the variable pulleys  2   a ,  2   b . With this configuration, power is transmitted via friction between the power transmission belt  2   c  and the inner wall surfaces of the V-grooves of the variable pulleys  2   a ,  2   b . The variable pulleys  2   a ,  2   b  respectively include an input hydraulic cylinder  2   d  and an output hydraulic cylinder  2   e  that change the V-groove width, that is, the diameter over which the power transmission belt  2   c  is wound. With this configuration, a hydraulic pressure control circuit  20  adjusts the amount of hydraulic oil supplied to or discharged from the hydraulic cylinders  2   d ,  2   e  to change the diameter of the variable pulleys  2   a ,  2   b  (the effective diameter of the variable pulleys  2   a ,  2   b ) to continuously vary the gear ratio γ (=input shaft=speed NI/output shaft speed NO). 
         [0048]    An electronic control unit (hereinafter referred to as “ECU”)  22 , which is composed primarily of a microcomputer, receives a signal that indicates the shift lever position PS from shift lever operation position detection sensor  26  that detects the position of a shift lever  24 . The ECU  22  also receives a signal that indicates the throttle opening degree TA from a throttle sensor  32  that detects the opening degree of a throttle valve  30 , which is driven by a throttle actuator  28 , and a signal that indicates the accelerator pedal operation amount ACCP from an accelerator pedal operation amount sensor  36  that detects the operation amount of an accelerator pedal  34 . The ECU  22  further receives a signal that indicates the engine speed NE from an engine speed sensor  38 , a signal that indicates the vehicle speed SPD from a vehicle speed sensor  40  (which also serves as an output shaft speed sensor that detects a rotational speed NO of the output shaft  18 ), and a signal that indicates the input shaft speed NI of the input shaft  16  from an input shaft speed sensor  42 . 
         [0049]    In addition to the signals described above, the ECU  22  receives signals from other sensors and switches. Examples of such signals include a signal indicating the temperature of hydraulic oil in the CVT  2 , a signal indicating the belt nipping force of the output-side variable pulley  2   b , and a signal indicating an ignition key turn-on operation from a ignition switch that is operated by an ignition key. 
         [0050]    The ECU  22  executes computational processes described in a program based on the received data and data stored in an internal memory, and makes an output based on the computation results. Here, the ECU  22  controls the output torque of the engine  4  of the vehicle and the gear ratio of the CVT  2  to obtain optimum acceleration and fuel economy. 
         [0051]    In the output torque control, a target output torque TE of the engine  4  is determined based on the relationship stored in advance, and the throttle opening degree TE is adjusted to obtain the target output torque TE, in order to control the output torque of the engine  4 . In the gear ratio control, a target rotational speed NINT is determined based on the relationship stored in advance, and the hydraulic pressure control circuit  20  is operated to match the actual input shaft speed NI with the target rotational speed NINT, in order to adjust the gear ratio γ of the CVT  2 . 
         [0052]    In addition to the controls described above, the ECU  22  executes belt nipping force control for keeping the power transmission belt  2   c  under the appropriate tension, fuel injection control for supplying an amount of fuel necessary for combustion into each intake port and each cylinder by adjusting the duration for which a fuel injection valve  4   a  is opened, and so forth. 
         [0053]    The rotary driving power control that is executed by the ECU  22  is described below.  FIG. 2  is a flowchart of a target value calculation control process executed by the ECU  22 . The process is executed at predetermined intervals, for example, several tens of milliseconds. The steps in the flowchart corresponding to individual processes are each represented by a character “S” followed by a number. 
         [0054]    When the target value calculation control process ( FIG. 2 ) is started, it is first determined whether an acceleration request flag FA is on (S 102 ), in order to determine the accelerator pedal operation state. The acceleration request flag FA is on if it is determined that that acceleration is requested, based on the operation state of the accelerator pedal  34 . 
         [0055]    If the acceleration request flag FA is on (YES in S 102 ), it is then determined whether a reacceleration request flag FAA is on (S 104 ). The reacceleration request flag FAA is on if it is determined that acceleration is requested based on the operation state of the accelerator pedal. 
         [0056]    If the reacceleration request flag FAA is not on (NO in S 104 ), it is then determined whether a deceleration request flag FB is on (S 106 ). The deceleration request flag FB is on if it is determined that deceleration is requested based on the operation state of the accelerator pedal. 
         [0057]    The acceleration request flag FA, the reacceleration request flag FAA, and the deceleration request flag FB are set on and off by a flag setting process shown in  FIG. 3  and executed in parallel by interruption or the like. 
         [0058]    The flag setting process ( FIG. 3 ) will be described next. In this process, the logical multiplication of the following three conditions ((a), (b), (c)) is determined (S 152 ): (a) the vehicle speed SPD (km/h) is equal to or exceeds a preset determination value A; (b) the accelerator pedal operation amount ACCP (%) is equal to or exceeds a preset determination value B; and (c) an accelerator pedal speed dACCP (%) is equal to or more than a preset determination value C. Here, the accelerator pedal speed dACCP indicates changes in the accelerator pedal operation amount ACCP per unit time. 
         [0059]    If all the conditions (a), (b), and (c) are satisfied (YES in S 152 ), the acceleration request flag FA is set on (S 154 ). If any one of the conditions (a), (b), and (c) is not satisfied (NO in S 152 ), it is determined whether the vehicle speed SPD is below the preset determination value A or the accelerator pedal operation amount ACCP is below a preset determination value (here, a value “B−D,” which is less than the determination value B by a predetermined value D) (S 156 ). If either or both of these conditions is or are satisfied (YES in S 156 ), it is determined that an acceleration request operation is finished, and the acceleration request flag FA is set off (S 158 ). 
         [0060]    After the process of step S 154  or step S 158 , it is determined whether the acceleration request flag FA is set on (S 160 ). If the acceleration request flag FA is on (YES in S 160 ), it is determined whether the acceleration request flag FA has been set on in the current control cycle (S 162 ). If the acceleration request flag FA has not been set to on in the current cycle (NO in S 162 ), it is determined (S 164 ) whether the accelerator pedal speed dACCP is equal to above than a preset determination value E and at least a time period F has elapsed since the acceleration request determination (S 152 ). If these two conditions are satisfied (YES in S 164 ), the reacceleration request flag FAA is set on (S 166 ). If the determination result of step S 162  is YES or the determination, result of step S 164  is NO, the reacceleration request flag FAA is set off (S 168 ). 
         [0061]    If the determination result of step S 156  or step S 160  is NO, or after step S 166  or step S 168 , it is determined whether the accelerator pedal speed dACCP has remained below a preset determination value G (a negative value) for at least a time period H or the accelerator pedal speed dACCP is below a preset determination value I (&lt;G) (S 170 ). If any of these conditions are satisfied (YES in S 170 ), the deceleration request flag FB is set on (S 172 ). If any of these conditions are not satisfied (NO in S 170 ), it is determined whether the target input shaft speed NINLINE is equal to or above the target rotational speed NINT during transition or the accelerator pedal operation amount ACCP is below the determination value (B−D) (S 174 ). If any of these conditions are satisfied (YES in S 174 ), the deceleration request flag FB is set off (S 176 ). If any of these conditions are not satisfied (NO in S 174 ), the process is temporarily exited. 
         [0062]    In the flag setting process ( FIG. 3 ), the processes discussed above are repeated in cycles to repeatedly set on and off the flags FA, FAA, FB. Returning to  FIG. 2 , the determinations of steps S 102  to S 106  are made based on the settings of the flags FA, FAA, FB. First, if the acceleration request flag FA is off (NO in S 102 ), a normal target value calculation process of  FIG. 4  is executed (S 112 ). 
         [0063]    In the normal target value calculation process ( FIG. 4 ), a normal target drive power FORCE is first calculated based on the actual vehicle speed SPD (which is calculated based on the rotational speed NO of the output shaft  18 ) and the accelerator pedal operation amount ACCP (S 202 ), using a map MAPforce stored in advance and as defined by Formula [1]. 
         [0000]      FORCE←MAPforce( ACCP,SPD )  [1] 
         [0064]    The relationship defined by the map MAPforce of Formula [1] is as provided by the characteristic curves of  FIG. 5 .  FIG. 5  shows a two-dimensional orthogonal coordinate plane having a target driving power axis (vertical axis) representing the target driving power FORCE and a vehicle speed axis (horizontal axis) representing the vehicle speed SPD. On the coordinate plane of  FIG. 5 , a plurality of hyperbolic curves having the accelerator pedal operation amount ACCP as a parameter (ACCP 1  to ACCP 5  in the drawing) are provided. One of the characteristic curves that corresponds to the current accelerator pedal operation amount ACCP is selected, and the value on the target driving power axis for a point on the selected characteristic curve that corresponds to the actual vehicle speed SPD is determined as the actual target driving power FORCE. 
         [0065]    Then, a target output POWER is calculated based on the target driving power FORCE and the actual vehicle speed SPD (S 204 ), using Formula [2]. 
         [0000]      POWER← k 1×FORCE× SPD   [2] 
         [0000]    In the formula, k1 is a conversion factor. 
         [0066]    Then, a normal target input shaft speed NIN (rpm) is calculated-based on the normal target output POWER and the actual vehicle speed SPD (S 206 ), using a map MAPnin and as defined by Formula [3]. 
         [0000]        NIN ←MAP nin (POWER, SPD )  [3] 
         [0067]    Here, the value of the normal target input shaft speed NIN is also set to the target rotational speed NINT during transition. 
         [0068]    The relationship defined by the map MAPnin of Formula [3] is as provided, for example, by the characteristic curves of  FIG. 6 .  FIG. 6  shows a two-dimensional orthogonal coordinate plane having a target input shaft speed axis (vertical axis) and a vehicle speed axis (horizontal axis). On the coordinate plane of  FIG. 6 , a plurality of characteristic curves having the normal target output POWER as a parameter (POWER 1  to POWER 5  in the drawing) are provided in parallel in a fan-shaped area defined between lines representing a maximum gear ratio γmax of the CVT  2  and a minimum gear ratio γmin. One of the characteristic curves that corresponds to the actual normal target driving power POWER is selected, and the value on the target input shaft speed axis for a point on the selected characteristic curve that corresponds to the actual vehicle speed SPD is determined as the actual target input shaft speed NIN. The above characteristic curves POWER 1  to POWER 5  are set such that the operation point of the engine  4  moves along an optimum fuel economy curve as the engine speed NE increases. 
         [0069]    Then, the target output torque TE is calculated based on the normal target output POWER and the normal target input shaft speed NIN (S 208 ), using Formula [4]. 
         [0000]        TE←k 2×POWER/ NIN   [4] 
         [0000]    In the formula, k2 is a conversion factor. 
         [0070]    When the normal target value calculation process ( FIG. 4 , S 112  of  FIG. 2 ) ends, the target value calculation control process ( FIG. 2 ) is temporarily exited. Thereafter, as long as the acceleration request flag FA is off (NO in S 102 ), the normal target value calculation process ( FIG. 4 , S 112  of  FIG. 2 ) continues to be executed. 
         [0071]    If the acceleration request flag FA is on (YES in S 102 ), the reacceleration request flag FAA is off (NO in S 104 ), the deceleration request flag FB is off (NO in S 106 ), and the vehicle is not traveling on a slippery road surface with a low friction coefficient (NO in S 108 ), the acceleration-requesting target value calculation process shown in  FIG. 7  is executed (S 110 ). If the vehicle is traveling on a slippery road (YES in S 108 ), acceleration control is prohibited (S 118 ). 
         [0072]    The acceleration-requesting target value calculation process ( FIG. 7 ) will now be described. A vehicle speed change correction value FORCEspd (vehicle speed integral term) is first calculated (S 222 ), using Formula [5]. 
         [0000]      FORCE spd ←preceding FORCE spd +α( SPD 0, ACCP )×Dnoutcvt  [5] 
         [0000]    In the formula, the vehicle speed SPD 0  is the initial vehicle speed when the acceleration request flag FA is switched to on. That is, the vehicle speed change correction value FORCEspd is calculated by sequential integration based on an inclination factor α(SPD 0 , ACCP) and a vehicle speed differential Dnoutcvt. The inclination factor α(SPD 0 , ACCP) is a function of the vehicle speed SPD 0  at the time immediately after the acceleration request determination is made and the accelerator pedal operation amount ACCP. In addition, the inclination factor α(SPD 0 , ACCP) is defined to decrease as the vehicle speed SPD 0  at the time immediately after the acceleration request determination increases and as the accelerator pedal operation amount ACCP increases. The vehicle speed differential Dnoutcvt is the amount of change in the rotational speed NO of the output shaft  18  (which is proportional to the vehicle speed SPD) in each cycle, and corresponds to the acceleration of the vehicle in each cycle. 
         [0073]    Then, an acceleration-requesting target driving power FORCEACL is calculated based on an acceleration-requesting initial driving power value FORCE 0 , an accelerator pedal depression correction value force(ACCP, SPD), and the vehicle speed change correction value (FORCEspd) (S 224 ), as defined by Formula [6]. 
         [0000]      FORCE ACL ←FORCE0+force( ACCP,SPD )+FORCE spd   [6] 
         [0074]    In the formula, the acceleration-requesting initial driving power value FORCE 0  is a value on a constant-speed travel line (the chain double-dashed line) of  FIG. 5  that is commensurate with the travel resistance of the vehicle, for example, and corresponds to the vehicle speed SPD at the time immediately before the acceleration request determination. The accelerator pedal depression correction value force(ACCP, SPD) is a value corresponding to the accelerator pedal operation amount (increase amount) and the vehicle speed SPD at the time of the acceleration request, and corresponds to the length of a vertical arrow in the broken line in  FIG. 5  and  FIG. 8 , an enlargement thereof. As is clear from  FIG. 5 , the accelerator pedal depression correction value force(ACCP, SPD) increases with increases in the accelerator pedal operation amount ACCP at the time of the acceleration request, and decreases with increasing vehicle speed SPD at the time of the acceleration request. 
         [0075]    The vehicle speed change correction value FORCEspd calculated by formula [5] maintains the accelerator pedal depression correction value force(ACCP, SPD) at its initial value or decreases it from the initial value according to changes in the vehicle speed from the time of the acceleration request. 
         [0076]    As a result, as indicated by an arrow in the solid line in  FIG. 5  and  FIG. 8 , an enlargement thereof, the acceleration-requesting target driving power FORCEACL is maintained constant at, or decreased at a predetermined rate from, its initial value. 
         [0077]    Then, the target output POWER is calculated based on the acceleration-requesting target driving power FORCEACL and the actual vehicle speed SPD (S 226 ), using Formula [7], which is the same as Formula [2] used normally. 
         [0000]      POWER← k 3×FORCE ACL×SPD   [7] 
         [0078]    In Formula [7], k3 (which has the same value as k1) is a conversion factor. 
         [0079]    Then, it is determined whether the vehicle speed differential Dnoutcvt indicates acceleration including constant-speed travel (S 228 ). If acceleration is indicated, that is, the vehicle speed differential Dnoutcvt≧0 (YES in S 228 ), a vehicle speed change correction value NINspd is then calculated by sequential integration based on an acceleration-state inclination factor βa(SPD, ACCP) and the vehicle speed differential Dnoutcvt (S 230 ), as defined by Formula [8]. 
         [0000]        NINspd ←preceding  NINspd+βa ( SPD,ACCP )× Dnoutcvt   [8] 
         [0080]    The acceleration-state inclination factor βa(SPD, ACCP) is equivalent to the increase gradient of the vehicle speed change correction value NINspd, which corresponds to the vehicle speed differential Dnoutcvt in the acceleration state, and is a positive value calculated using a map MAPβa shown in  FIG. 9  based on the vehicle speed SPD and the accelerator pedal operation amount ACCP. That is, as indicated by broken lines resembling contour lines, the acceleration-state inclination factor βa(SPD, ACCP) decreases as the vehicle speed SPD increases and increases as the vehicle speed SPD decreases, and increases as the accelerator pedal operation amount ACCP increases and decreases as the accelerator pedal operation amount ACCP decreases. 
         [0081]    If deceleration is indicated, that is, the vehicle speed differential Dnoutcvt&lt;0 (NO in S 228 ), the vehicle speed change correction value NINspd is then calculated by sequential integration based on a deceleration-state inclination factor βb(SPD, ACCP) and the vehicle speed differential Dnoutcvt (S 232 ), as defined by Formula [9]. 
         [0000]        NINspd ←preceding  NINspd+βb ( SPD,ACCP )× Dnoutcvt   [9] 
         [0082]    The deceleration-state inclination factor βb(SPD, ACCP) is equivalent to the increase gradient of the vehicle speed change correction value NINspd relative to the vehicle speed differential Dnoutcvt in the deceleration state that has occurred when acceleration is requested. Here, because the vehicle speed differential Dnoutcvt&lt;0, the deceleration-state inclination factor βb(SPD, ACCP) is actually a decrease gradient. The deceleration-state inclination factor βb(SPD, ACCP) is a positive value calculated based on the vehicle speed SPD and the accelerator pedal operation amount ACCP using a map Pb shown in  FIG. 10 . That is, the deceleration-state inclination factor βb(SPD, ACCP) decreases as the vehicle speed SPD increases and increases as the vehicle speed SPD decreases, and increases as the accelerator pedal operation amount ACCP increases and decreases as the accelerator pedal operation amount ACCP decreases. Thus, the deceleration-state inclination factor βb(SPD, ACCP) is the same as the acceleration-state inclination factor βa(SPD, ACCP) shown in the map MAPβa of  FIG. 9  in how they increase and decrease. When viewed overall, however, the deceleration-state inclination factor βb(SPD, ACCP) tends to be smaller for the same vehicle speed SPD and the same accelerator pedal operation amount ACCP. The deceleration-state inclination factor βb(SPD, ACCP) may partially take values identical to those of the acceleration-state inclination factor βa(SPD, ACCP), in particular in regions where they take a small or the minimum values. 
         [0083]    After step S 230  or step S 232 , the target input shaft speed NINLINE at the time of the acceleration request is calculated based on an acceleration-requesting initial target rotational speed value NINLINE 0 , an accelerator pedal depression correction value NIN(ACCP), the vehicle speed change correction value NINspd, and an accelerator pedal speed correction value NIN(dACCP, ACCP) (S 234 ), using Formula [10]. 
         [0000]        NIN LINE← NIN LINE0+ NIN ( ACCP )+ NINspd+NIN ( dACCP,ACCP )  [10] 
         [0084]    The acceleration-requesting initial target rotational speed value NINLINE 0  is a basic target rotational speed calculated based on the target output POWER at the time immediately before the acceleration request determination is made and the actual vehicle speed SPD using the relationship defined by Formula [3] ( FIG. 6 ) stored in advance, and is the same as the value used normally. The accelerator pedal depression correction value NIN(ACCP) is corresponds to the accelerator pedal operation amount (increase amount) ACCP at the time of the acceleration request, and corresponds to the length of a vertical arrow in the broken line in  FIG. 6 . The accelerator pedal depression correction value NIN(ACCP) is a function that increases as the accelerator pedal operation amount ACCP increases, and is determined based on the actual accelerator pedal operation amount ACCP using, for example, the relationship shown in  FIG. 11 . The accelerator pedal speed correction value NIN(dACCP, ACCP) is a function that increases as the accelerator pedal speed dACCP increases and the accelerator pedal operation amount increases, and is determined based on the actual accelerator pedal speed dACCP and the actual accelerator pedal operation amount ACCP. 
         [0085]    Then, the target output torque TE is calculated based on the target output POWER at the time of the acceleration request and the acceleration-requesting target input shaft speed NINLINE (S 236 ), using Formula [11], which is the same as Formula [4]. 
         [0000]        TE←k 4×POWER/ NIN LINE  [11] 
         [0086]    In the formula, k4 (which has the same value as k2) is a conversion factor. This process is temporarily exited, and the target value calculation control process ( FIG. 2 ) is then exited. Thereafter, the acceleration-requesting target value calculation process ( FIG. 7 ) is executed as long as the determination result in step S 108  of the target value calculation control process ( FIG. 2 ) is NO. 
         [0087]    Consequently, as shown in  FIG. 12 , the acceleration-requesting target value calculation process ( FIG. 7 ) is executed after the acceleration request determination (after t 0 ), so that if the vehicle speed SPD (the rotational speed NO of the output shaft  18 ) increases (t 0  to t 1 ), the engine speed NE increases according to the increase in the vehicle speed SPD. The increase in the engine speed NE is caused as follows. The vehicle speed change correction value NINspd is increased at a gradient of the acceleration-state inclination factor βa(SPD, ACCP) as defined by Formula [8], and the vehicle speed change correction value NINspd is reflected in Formula [10] which increases the acceleration-requesting target input shaft speed NINLINE. 
         [0088]    However, when the travel resistance increases (after t 1 ) after the vehicle moves from a flat road to an uphill road or due to a strong head wind, the vehicle speed SPD may decrease even without any change in the accelerator pedal operation amount ACCP. 
         [0089]    That is, a deceleration state may occur even when acceleration is requested. Therefore, Formula [9] functions to decrease the vehicle speed change correction value NINspd at a different gradient of the deceleration-state inclination factor βb(SPD, ACCP). The deceleration-state inclination factor βb(SPD, ACCP) has a value smaller than the acceleration-state inclination factor βa(SPD, ACCP) in all regions. Therefore, the vehicle speed change correction value NINspd decreases to a degree smaller than it would in the case where the acceleration-state inclination factor βa(SPD, ACCP) was used. That is, the decrease in the vehicle speed change correction value NINspd is reduced. 
         [0090]    Thus, in the deceleration state, compared to the case where the acceleration-state inclination factor βa(SPD, ACCP) was used (broken line in  FIG. 12 ), the reduction in the target input shaft speed NINLINE is reduced, and the decrease in the actual engine speed NE and the decrease in the vehicle speed SPD are accordingly suppressed, as indicated by the solid line. 
         [0091]    If the acceleration request flag FA is on (YES in S 102 ) and the reacceleration request flag FAA is also on (YES in S 104 ), a reacceleration-requesting target value calculation process shown in  FIG. 13  is executed. In the reacceleration-requesting target value calculation process ( FIG. 13 ), processes identical to those of steps S 222  to S 234  of the acceleration-requesting target value calculation process ( FIG. 7 ) are first executed (S 252 ). That is, the decrease in the target input shaft speed NINLINE is suppressed in the deceleration state compared to the acceleration state. 
         [0092]    Then, it is determined whether the reacceleration request flag FAA has been switched to on in the current cycle (S 254 ). If the reacceleration request flag FAA has been switched to on in the current cycle (YES in S 254 ), the target input shaft speed NINLINE at the time of reacceleration request is calculated based on the actual target input shaft speed NINLINE obtained using Formula [10] and an accelerator pedal speed correction value NIN(dACCPREACIO, SPD) (S 256 ), using the relationship stored in advance and shown in Formula [12]. 
         [0000]        NIN LINE← NIN LINE+ NIN ( dACCPREACIO,SPD )  [12] 
         [0093]    In the formula, dACCPREACIO represents a reacceleration-requesting initial accelerator pedal speed. The accelerator pedal speed correction value NIN(dACCPREACIO, SPD) is calculated based on the reacceleration-requesting initial accelerator pedal speed and the vehicle speed SPD. For example, the accelerator pedal speed correction value NIN(dACCPREACIO, SPD) may increase as the reacceleration-requesting initial accelerator pedal speed dACCPREACIO and the vehicle speed SPD increase. 
         [0094]    Then, if the determination result of step S 254  is NO or subsequent to step S 256 , the target output torque TE is calculated based on the target output POWER at the time of the acceleration request and the acceleration target input shaft speed NINLINE (S 258 ), as defined by Formula [11], in the same way as in step S 236  of the acceleration-requesting target value calculation process ( FIG. 7 ). This process is temporarily exited, and the target value calculation control process ( FIG. 2 ) is then exited. 
         [0095]    As a result, the target input shaft speed NINLINE at the time of reacceleration request is initially increased stepwise by adding the accelerator pedal speed correction value NIN(dACCPREACIO, SPD) to the acceleration target input shaft speed NINLINE, as defined by Formula [12]. Thereafter, the target input shaft speed NINLINE is obtained in the same way as when acceleration is requested, and adjusted in accordance with the vehicle speed change correction value (vehicle speed integral term) NINspd, as described in the acceleration-requesting target value calculation process ( FIG. 7 ). In adjusting the target input shaft speed NINLINE, the decrease in the target input shaft speed NINLINE is suppressed in the deceleration state compared to the acceleration state as discussed above. 
         [0096]    The acceleration-requesting target driving power FORCEACL at the time of reacceleration request is obtained by adding the accelerator pedal depression correction value FORCE(ACCP, SPD) to the value FORCEACL at the time of reacceleration request, which is adopted as the preceding value FORCE 0 . Consequently, the acceleration-requesting target driving power FORCEACL is increased stepwise, and thereafter gently decreased linearly in accordance with the decrease in the vehicle speed change correction value (vehicle speed integral term) FORCEspd, in the same way as when acceleration is requested. 
         [0097]    If the acceleration request flag FA is on (YES in S 102 ), the reacceleration request flag FAA is off (NO in S 104 ), and the deceleration request flag FB is on (YES in S 106 ), a deceleration-requesting target value calculation process shown in  FIG. 14  is executed. 
         [0098]    In the deceleration-requesting target value calculation process ( FIG. 14 ), the same processes as those of steps S 222  to S 226  of the acceleration-requesting target value calculation process ( FIG. 7 ) are first executed (S 272 ). Consequently, an acceleration target output POWER at the time of deceleration request is calculated. 
         [0099]    Then, the target input shaft speed NINLINE at the time of the acceleration request is calculated based on the acceleration-requesting initial target rotational speed value NINLINE 0 , the accelerator pedal depression correction value NIN(ACCP), and the accelerator pedal speed correction value NIN(dACCP, ACCP) (S 274 ), using Formula [13]. 
         [0000]        NIN LINE← NIN LINE0+ NIN ( ACCP )+ NIN ( dACCP,ACCP )  [13] 
         [0100]    Formula [13] is the same as Formula [10] except that the vehicle speed change correction value NINspd is not provided. 
         [0101]    Then, the target output torque TE is calculated (S 276 ) using the same process as step S 236  of the acceleration-requesting target value calculation process ( FIG. 7 ). Step S 116  of the target value calculation control process ( FIG. 2 ) is terminated, and the target value calculation control process ( FIG. 2 ) is temporarily exited. 
         [0102]    In the present invention, the ECU  22  may be considered as an acceleration/deceleration state determination means and rotary driving power source rotational speed change setting means. Step S 228 , and steps S 232 , S 234 , of the acceleration-requesting target value calculation process ( FIG. 7 ) executed by the ECU  22  may be respectively considered as the processes executed by the acceleration/deceleration state determination means and the rotary driving power source rotational speed change setting means. In the reacceleration-requesting target value calculation process ( FIG. 13 ) executed by the ECU  22 , the processes equivalent to step S 228 , and steps S 232 , S 234 , in step  5252  can be respectively considered as the processes executed by the acceleration/deceleration state determination means and the rotary driving power source rotational speed change setting means. 
         [0103]    According to the first embodiment, the following effects can be obtained. (A) In this embodiment, the target input shaft speed NINLINE and the target output torque TE of the CVT  2  are calculated, and the gear ratio of the CVT  2  is controlled based on the target input shaft speed NINLINE, in order to achieve the target output POWER, which is calculated based on the accelerator pedal operation amount ACCP and the vehicle speed SPD. In the thus configured vehicle, in the acceleration-requesting target value calculation process ( FIG. 7 ), reductions in the engine speed NE, which changes in association with changes in the vehicle speed SPD (in this embodiment, the vehicle speed differential Dnoutcvt), are suppressed more in the case where the vehicle speed SPD is determined to indicate a deceleration state (NO in S 228 ) than in the case where it is determined to indicate an acceleration state (YES in S 228 ). The association is established by setting the inclination factor, or the change gradient of the target input shaft speed NINLINE, and reductions in the engine speed NE are suppressed by reducing the association by making the absolute value of the deceleration-state inclination factor βb(SPD, ACCP) of  FIG. 10  smaller than the absolute value of the acceleration-state inclination factor βa(SPD, ACCP) of  FIG. 9 . 
         [0104]    Consequently, as shown in  FIG. 12 , the decrease in the engine speed NE is minimized even if the vehicle is in the deceleration state due to an increase in the travel resistance when acceleration is requested. Therefore, a reduction in the acceleration target output POWER is suppressed, which is not likely to make the driving power insufficient to further decelerate the vehicle. This can avoid making the driver feel uncomfortable. 
         [0105]    (B) The engine speed NE changes in association with changes in the requested output (in this embodiment, changes in the accelerator pedal operation amount ACCP), via the target input shaft speed NINLINE, as well as changes in the vehicle speed SPD. Hence, the engine  4  may be controlled smoothly according to requests from the driver. 
         [0106]    In a second embodiment, the acceleration-requesting target value calculation process shown in  FIG. 15  is executed in place of that of  FIG. 7 . The process of  FIG. 15  is different from that of  FIG. 7  in that step S 332  is executed in place of step S 232 . 
         [0107]    Other steps are identical and denoted by identical step numbers. The same change as  FIG. 15  is also applied to  FIG. 13 . Other configurations are the same as in first embodiment. 
         [0108]    In step S 332 , a calculation is made using Formula [14] rather than Formula [9]. 
         [0000]      NINspd←preceding NINspd  [14] 
         [0000]    That is, if deceleration occurs when acceleration is requested (NO in S 228 ), the vehicle speed change correction value NINspd is not changed but maintained at the same value. In other words; the engine speed NE is not changed in association with changes in the vehicle speed. Because the vehicle speed change correction value NINspd is not changed, step S 332  may be omitted so that the process immediately proceeds to step S 234  if the determination result of step S 228  is NO. 
         [0109]    In the process described above, as shown in  FIG. 16 , if the vehicle speed SPD (the rotational speed NO of the output shaft  18 ) increases (t 10  to t 11 ) after the acceleration request determination (after t 10 ), the engine speed NE increases according to the increase in the vehicle speed SPD, in the same way as described in the first embodiment. 
         [0110]    However, if the travel resistance increases (after t 11 ) because the vehicle moves from a flat road to an uphill road or due to a head wind, the vehicle speed SPD may decrease even without any change in the accelerator pedal operation amount ACCP. At this time, because the vehicle speed change correction value NINspd is maintained not to be lowered using Formula [14], the vehicle speed change correction value NINspd does not decrease as it would when the acceleration-state inclination factor βa(SPD, ACCP) is used. 
         [0111]    Therefore, unlike when the same inclination factor as the acceleration-state inclination factor βa(SPD, ACCP) is also used during deceleration (broken line in  FIG. 16 ), the decrease in the actual engine speed NE and the decrease in the vehicle speed SPD are suppressed as shown by the solid line. 
         [0112]    In the present invention, the ECU  22  may be considered as an acceleration/deceleration state determination means and rotary driving power source rotational speed change setting means. Step S 228 , and steps S 332 , S 234 , of the acceleration-requesting target value calculation process ( FIG. 15 ) executed by the ECU  22  may be respectively considered as the processes executed by the acceleration/deceleration state determination means and the rotary driving power source rotational speed change setting means. The same applies to the reacceleration-requesting target value calculation process ( FIG. 13 ) executed by the ECU  22 . 
         [0113]    According to the second embodiment described above, the following effect is obtained. (A) In addition to the same effects as those of the first embodiment, the engine speed NE is reduced, above all, even if the vehicle decelerates due to an increase in the travel resistance when acceleration is requested. Therefore, reduction of the acceleration target output POWER is suppressed, which is not likely to make the driving power insufficient to further decelerate the vehicle. This more effectively avoids making the driver feel uncomfortable. 
         [0114]    In a third embodiment, the acceleration-requesting target value calculation process shown in  FIG. 17  is executed in place of that of  FIG. 7 . The process of  FIG. 17  is different from that of  FIG. 7  in that steps S 428  to S 436  are executed in place of steps S 228  to S 232 . Other steps are identical and denoted by identical step numbers. The same change as  FIG. 17  is also applied to  FIG. 13 . Other configurations are the same as in the first embodiment. 
         [0115]    If the acceleration target output POWER is calculated in step S 226 , the vehicle speed change correction value NINspd is then calculated (S 428 ), using Equation 8. Then, it is determined whether the vehicle speed differential Dnoutcvt≧0 (S 430 ). If Dnoutcvt≧0 (YES in S 430 ), the target input shaft speed NINLINE is then calculated in step S 234 , and the target output torque TE is calculated in step S 236 . Thus, if Dnoutcvt≧0, that is, if the vehicle is actually in the acceleration state including constant-speed travel, the same processes as in  FIG. 7  follow. 
         [0116]    If Dnoutcvt&lt;0 (NO in S 430 ), it is then determined whether the current cycle is in the initial stage of deceleration, that is, the current cycle is the first since Dnoutcvt, which had been equal to or more than 0, became less than 0 (S 432 ). If the current cycle is in the initial stage of deceleration (YES in S 432 ), a lower limit value LMT of the vehicle speed change correction value NINspd is then set based on the vehicle speed change correction value (preceding NINspd) that was obtained in the preceding control cycle (S 434 ), using Formula [15]. 
         [0000]        LMT ←preceding  NINspd×K   [15] 
         [0117]    The coefficient K is a positive number between 0 and 1 (0&lt;K&lt;1). For example, K=0.9. Then, a new vehicle speed change correction value NINspd is calculated based on the current vehicle speed change correction value NINspd and the lower limit value LMT (S 436 ), using Formula [16]. 
         [0000]        NINspd ←MAX( NINspd,LMT )  [16] 
         [0118]    In the formula, MAX( ) is an operator that extracts the larger of the values inside the parentheses. Consequently, because the new vehicle speed change correction value NINspd set using Formula [16] is not lower than the value LMT, the decrease in the vehicle speed change correction value NINspd calculated in step S 428  in the current cycle is suppressed. 
         [0119]    Subsequently, using the vehicle speed change correction value NINspd in which the decrease is suppressed using the lower limit value LMT, the target input shaft speed NINLINE is calculated in step S 234 , and the target output torque TE is calculated in step S 236 . 
         [0120]    If Dnoutcvt remains below 0 (NO in S 430 ) in subsequent control cycles, the determination result of step S 432  is NO so that the decrease in the vehicle speed change correction value NINspd is suppressed after using the fixed lower limit value LMT. 
         [0121]    Thus, as shown in  FIG. 18 , if the vehicle speed SPD (the rotational speed NO of the output shaft  18 ) increases (t 20  to t 21 ) after the acceleration request determination (after t 20 ), the engine speed NE increases in accordance with the increase in the vehicle speed SPD, in the same way as described in the first embodiment. 
         [0122]    However, if the travel resistance increases (after t 11 ) after the vehicle moves from a flat road to an uphill road or due to a head wind, the vehicle speed SPD may decrease even without any change in the accelerator pedal operation amount ACCP. Because the vehicle speed change correction value NINspd reaches the lower limit value LMT (t 22 ) as defined by Formula [16] when the engine speed NE is reduced slightly, the vehicle speed change correction value NINspd is maintained thereafter. Therefore, the target input shaft speed NINLINE decreases by a degree smaller than the case where it would using the vehicle speed change correction value NINspd using the acceleration-state inclination factor βa(SPD, ACCP). 
         [0123]    Therefore, in contrast to the case where the same inclination factor as the acceleration-state inclination factor βa(SPD, ACCP) is also used during deceleration (broken line in  FIG. 18 ), the decrease in the actual engine speed NE and the decrease in the vehicle speed SPD are suppressed, as indicated by the solid line. 
         [0124]    In the present invention, the ECU  22  may be considered as acceleration/deceleration state determination means and rotary driving power source rotational speed change setting means. Step S 228 , and steps S 332 , S 234 , of the acceleration-requesting target value calculation process ( FIG. 17 ) may be respectively considered as the processes executed by the acceleration/deceleration state determination means and the rotary driving power source rotational speed change setting means. The same applies to the reacceleration-requesting target value calculation process ( FIG. 13 ) executed by the ECU  22 . 
         [0125]    According to Embodiment 3 described above, the following effect can be obtained. (A) In addition to the same effects as those of the first embodiment, the engine speed NE is not reduced after being reduced slightly, above all, even if the vehicle decelerates due to an increase in the travel resistance when acceleration is requested. This is because a lower limit of the engine speed NE is provided. Therefore, lowering of the acceleration target output POWER is suppressed, which is not likely to make the driving power insufficient to further decelerate the vehicle. This can more effectively save the driver from feeling uncomfortable. 
       Other Embodiments 
       [0126]    (a) In the above embodiments, either one or both of the accelerator pedal depression correction value force(ACCP, SPD) and the vehicle speed change correction value FORCEspd, which are on the right-hand side of Formula [6], may be constants or may be omitted. 
         [0127]    Also, the accelerator pedal speed correction value NIN(dACCP, ACCP), which is on the right-hand side of Formula [10], may be a constant or may be omitted. (b) In the above embodiments, the output torque of the engine  4  is adjusted by adjusting the throttle opening degree TA. However, the output torque of the engine  4  may also be adjusted by adjusting the fuel injection amount. 
         [0128]    In the above embodiments, the vehicle is equipped with a gasoline engine. 
         [0129]    However, the vehicle may instead be equipped with a diesel engine, in which case the output torque is adjusted by adjusting the fuel injection amount. (c) In the target value calculation control process ( FIG. 2 ), it is determined whether the vehicle is traveling on a slippery road (S 108 ). However, such a determination may not be mad. 
         [0130]    (d) An acceleration request is determined based on the accelerator pedal operation amount ACCP, which is indicates the amount of output that the driver is requesting the vehicle to make and which indicates the amount of depression of the accelerator pedal  34  in the above embodiments. Alternatively, the acceleration request may be determined based on the throttle opening degree TA, which indicates the opening degree of the throttle valve  30 , the fuel injection amount, the amount of intake air inducted through the intake pipe of the engine, and so forth. 
         [0131]    (e) In the above embodiments, a belt-type continuously variable transmission is used as the continuously variable transmission. However, continuously variable transmissions of different structures may be used, for example a troidal-type continuously variable transmission. 
         [0132]    While the invention has been described with reference to example embodiments thereof, it is to be understood that the invention is not limited to the described embodiments or constructions. To the contrary, the invention is intended to cover various modifications and equivalent arrangements. In addition, while the various elements of the disclosed invention are shown in various example combinations and configurations, other combinations and configurations, including more, less or only a single element, are also within the scope of the appended claims.