CN1320267C - Apparatus and method for controlling drive force of vehicles - Google Patents
Apparatus and method for controlling drive force of vehicles Download PDFInfo
- Publication number
- CN1320267C CN1320267C CNB2004100863318A CN200410086331A CN1320267C CN 1320267 C CN1320267 C CN 1320267C CN B2004100863318 A CNB2004100863318 A CN B2004100863318A CN 200410086331 A CN200410086331 A CN 200410086331A CN 1320267 C CN1320267 C CN 1320267C
- Authority
- CN
- China
- Prior art keywords
- vehicle
- force
- driving force
- driving
- throttle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
- 238000000034 method Methods 0.000 title claims abstract description 41
- 230000008569 process Effects 0.000 claims description 23
- 239000012530 fluid Substances 0.000 claims description 22
- 230000006641 stabilisation Effects 0.000 claims description 5
- 238000011105 stabilization Methods 0.000 claims description 5
- GOLXNESZZPUPJE-UHFFFAOYSA-N spiromesifen Chemical compound CC1=CC(C)=CC(C)=C1C(C(O1)=O)=C(OC(=O)CC(C)(C)C)C11CCCC1 GOLXNESZZPUPJE-UHFFFAOYSA-N 0.000 claims description 3
- 230000001133 acceleration Effects 0.000 description 36
- 230000014509 gene expression Effects 0.000 description 29
- 238000011156 evaluation Methods 0.000 description 12
- 239000000446 fuel Substances 0.000 description 8
- 230000009471 action Effects 0.000 description 7
- 238000012937 correction Methods 0.000 description 7
- 230000001052 transient effect Effects 0.000 description 7
- 230000000694 effects Effects 0.000 description 6
- 230000008859 change Effects 0.000 description 5
- 230000005540 biological transmission Effects 0.000 description 3
- 230000007423 decrease Effects 0.000 description 3
- 230000000630 rising effect Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000008676 import Effects 0.000 description 2
- 238000013507 mapping Methods 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 230000002238 attenuated effect Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 239000007921 spray Substances 0.000 description 1
Images
Landscapes
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
This invention provided a vehicle drive control apparatus and control method. When it is determined that the vehicle is in an engine brake condition (S60, 70) and that predetermined conditions for control start permit are satisfied (S80), it is determined whether an accelerator pedal 33 is in an accelerator off condition after the vehicle becomes a turn condition or not (S90), and engine brake force control is performed when it is determined that the accelerator pedal is in the accelerator off condition after the vehicle becomes a turn condition (S110). Engine brake force control is not performed when it is determined that the vehicle becomes a turn condition after the accelerator off condition, and driving torque of the engine 10 is not increased.
Description
Technical field
The present invention relates to a kind of driving-force control apparatus for vehicle and controlling method, more particularly, relate to a kind of driving-force control apparatus and controlling method of the driving force when controlling Vehicular turn.
Background technique
Driving-force control apparatus for vehicle such as a kind of automobile for example in No. 2942566 communiques of Japan Patent, have been put down in writing.In this driving-force control apparatus, owing to when engine braking causes the retardation of vehicle excessive, the travelling of vehicle during for stable turning reduced the retardation of vehicle by the driving torque that increases motor when at Vehicular turn.
According to described driving-force control apparatus, can effectively prevent following situation: excessive owing to engine braking when Vehicular turn, thereby make that the power be applied to deceleration direction on the driving wheel that is vehicle fore-and-aft direction (below be called foe and aft force) is excessive, and be applied to the transverse force step-down on the driving wheel, the riding stability of the vehicle when causing Vehicular turn thus descends.
But, in above-mentioned driving-force control apparatus in the past, when based on the engine-driving torque of driver's throttle operation below the predetermined value and the size of the transverse acceleration of vehicle when predetermined value is above, the control that begins to make the driving torque of motor to increase.Therefore, even as vehicle is when carrying out so-called J-turn, the driver unclamp make vehicle deceleration to jamming on of gas pedal and by engine braking after, carry out handling maneuver and make vehicle enter under the situation of steering state, also exist the driving torque of motor to increase, thus the retardation that the makes vehicle problem of step-down unnecessarily.
Particularly, when unclamping the jamming on of gas pedal, the driver makes in the vehicle of the race of engine because of oil-break (fuel cut), the driver unclamps jamming on gas pedal, and after making vehicle deceleration by engine braking, carrying out handling maneuver makes vehicle enter steering state, even in this case, remove oil-break for the driving torque that increases motor, start supply of fuel once more to motor.Therefore, inevitably, the driving force of vehicle will sharply rise, and the passenger of vehicle can feel vibrations.
Summary of the invention
The objective of the invention is, when vehicle becomes steering state after closing throttle in the straight ahead process at vehicle, increase by the limiting engine driving torque prevents the excessive increase of vehicle drive force or sharply rises, thereby the retardation that prevents vehicle unnecessarily reduces or the passenger of vehicle feels vibrations.
First scheme of the present invention relates to a kind of driving-force control apparatus for vehicle, below the reference value little based on the driving force of vehicle drive force the time of driver's throttle operation than this vehicle constant speed drive, and vehicle turn to degree when its reference value is above, described driving-force control apparatus increases the driving force of vehicle.When closing in the straight ahead process at vehicle when becoming steering state after the throttle, to compare when after vehicle becomes steering state, closing throttle, this driving-force control apparatus reduces the increase of driving force.
According to above-mentioned driving-force control apparatus, when closing in the straight ahead process at vehicle when becoming steering state after the throttle, to compare when after vehicle becomes steering state, closing throttle, the increase of driving force has reduced.Therefore, can prevent from the straight ahead process of vehicle, to close that driving force excessively increases when becoming steering state after the throttle, thus, can prevent effectively that the retardation of vehicle from unnecessarily reducing.
Alternative plan of the present invention relates to a kind of driving-force control apparatus for vehicle, below the reference value little based on the driving force of vehicle drive force the time of driver's throttle operation than this vehicle constant speed drive, and vehicle turn to degree when its reference value is above, described driving-force control apparatus increases the driving force of vehicle.When closing in the straight ahead process at vehicle that vehicle becomes steering state after the throttle, compare the Magnification of the driving force when described driving-force control apparatus reduces driving force and begins to increase when after vehicle becomes steering state, closing throttle.
According to above-mentioned driving-force control apparatus, when closing in the straight ahead process at vehicle when becoming steering state after the throttle, to compare when after vehicle becomes steering state, closing throttle, the driving force Magnification when driving force begins to increase has reduced.Therefore, the driving force that can prevent to close vehicle when vehicle becomes steering state after the throttle in the straight ahead process of vehicle sharply rises.The passenger that can prevent vehicle thus effectively feels vibrations.
And in above-mentioned first, second scheme, when closing in the straight ahead process at vehicle that vehicle becomes steering state after the throttle, also can be 0 to forbid the increase of described driving force by the increase that makes driving force.
According to above-mentioned, forbidden the increase of driving force when vehicle becomes steering state afterwards owing in the straight ahead process of vehicle, close throttle, therefore, can prevent reliably that the driving force of vehicle from excessively increasing, and thus can be reliably and prevent that effectively the retardation of vehicle from unnecessarily reducing.
In addition, vehicle can have the driving source that produces driving force, and when when following, described driving source being dallied based on the little reference value of the driving force of driving force than this vehicle constant speed drive time of the vehicle of driver's throttle operation.
In this structure, when based on the little reference value of the driving force of driving force than this vehicle constant speed drive time of the vehicle of driver's throttle operation when following, described driving source will be dallied.But, when closing in the straight ahead process at vehicle that vehicle becomes steering state after the throttle, to compare when after vehicle becomes steering state, closing throttle, the increase of driving force or the Magnification of driving force have reduced.Thus, when starting driving source once more, can prevent that the driving force of vehicle from sharply increasing, and can prevent effectively that thus the passenger of vehicle from feeling vibrations in order to increase driving force.
In addition, also can be according to vehicle turn to degree to calculate to be used to the target drive force that makes the vehicle that vehicle stabilization travels, and during less than described target drive force, the driving force that increases vehicle is so that the driving force of vehicle reaches described target drive force in the driving force of vehicle.
According to this structure, turn to degree to calculate to be used to the target drive force that makes the vehicle that vehicle stabilization travels according to vehicle, and during less than described target drive force, the driving force that increases vehicle is so that the driving force of vehicle reaches described target drive force in the driving force of vehicle.Thus, can prevent reliably that the driving force of vehicle unnecessarily increased when driving force at vehicle was greater than target drive force, simultaneously, increase to target drive force, vehicle reliably and is stably turned to travel by the driving force that makes vehicle.
In addition, also can vehicle turn to degree big more the time, just make the increase of vehicle drive force big more.
According to this structure and since vehicle turn to degree big more the time, the driving force increase of vehicle is also big more, so when the nargin of the foe and aft force that turns to the high more and driving wheel of degree of vehicle is low more, just can increase the driving force increase of vehicle more.Thus, can be reliably and prevent from effectively can guarantee simultaneously the retardation of vehicle as much as possible owing to the become decline of riding stability of the excessive vehicle that causes of the foe and aft force on the deceleration direction of driving wheel.
In addition, vehicle can have fluid torque converter, and this fluid torque converter is arranged to vehicle and transmits on the drive system of driving force, and allows the increase of vehicle drive force when can be at the input speed specific output rotating speed of fluid torque converter low.
According to this structure, owing to when the input speed specific output rotating speed of fluid torque converter hangs down, allow the increase of vehicle drive force, so the foe and aft force at driving wheel is under the situation of the direction of overrunning, can prevent reliably that the driving force of vehicle from unnecessarily increasing, simultaneously, under the excessive situation of the foe and aft force on the deceleration direction of driving wheel, can increase the driving force of vehicle reliably.
The degree that turns to of vehicle can be the value of the transverse force size of expression driving wheel with respect to the magnitude proportion of the producible power of driving wheel phase road pavement.
The degree that turns to of vehicle can be calculated according to the transverse acceleration of vehicle at least.
Vehicle turn to degree also to can be used as the size of the transverse acceleration of vehicle is calculated divided by the value of the friction factor gained on road surface.
At least can judge whether vehicle is in steering state according to the size of the transverse acceleration of vehicle.
Also can in the straight ahead process of vehicle, close when vehicle becomes steering state after the throttle, compare when after vehicle becomes steering state, closing throttle, reduce the increase of driving force, the driving force Magnification when reducing driving force simultaneously and beginning to increase.
The reduction amount of the driving force Magnification in the time of can making driving force begin to increase, the amount when reducing driving force in the increase that does not reduce driving force and begin to increase under the situation of the Magnification of driving force.
Driving source is to use fuel to produce the motor of driving force, and it can be the motor that makes the race of engine by the oil-break of at least a cylinder being ended fuel supplying.
Also can calculate the target drive force of driving wheel, and calculate the target drive force of vehicle according to the target drive force of driving wheel according to the degree that turns to of vehicle.
Also can calculate the target drive force of driving wheel, and calculate the target drive torque of driving source according to the target drive force of driving wheel according to the degree that turns to of vehicle.
Allow the driving force of vehicle to begin to increase in can be at the input speed specific output rotating speed of fluid torque converter low, and can be lower than output speed and predetermined value sum at the input speed of fluid torque converter the time, allow the driving force of vehicle to continue increase.
Third party's case of the present invention relates to a kind of driving force control method of vehicle, below the reference value little based on the driving force of vehicle drive force the time of driver's throttle operation than this vehicle constant speed drive, and vehicle turn to degree when its reference value is above, this method increases the driving force of vehicle.In the method, in the straight ahead process of vehicle, close when vehicle becomes steering state after the throttle, compare when after vehicle becomes steering state, closing throttle, reduce the increase of driving force.
Cubic case of the present invention relates to a kind of driving force control method of vehicle, below the reference value little based on the driving force of vehicle drive force the time of driver's throttle operation than this vehicle constant speed drive, and vehicle turn to degree when its reference value is above, this method increases the driving force of vehicle.In the method, in the straight ahead process of vehicle, close when vehicle becomes steering state after the throttle, compare when after vehicle becomes steering state, closing throttle, the Magnification of the driving force when reducing driving force and beginning to increase.
Description of drawings
In conjunction with the accompanying drawings, by description of preferred embodiments, above-mentioned and other purpose feature and advantage can be clear and definite of the present invention, similar label is used to represent similar parts in the described accompanying drawing, wherein:
Figure 1A is the structural representation that expression is applicable to first mode of execution rear wheel drive car, the vehicle according to the invention driving-force control apparatus;
Figure 1B is the control system block diagram of first mode of execution;
Fig. 2 is the flow chart of the driving force operation control program in expression first mode of execution;
Fig. 3 is the flow chart of engine brake force control program in the step 110 of expression flow chart shown in Figure 2;
Fig. 4 be in first, second mode of execution vehicle turn to graph of a relation between degree Ds and the target vehicle retardation Gxbt;
Fig. 5 is that gas pedal 33 becomes the throttle closed condition when being in the straight ahead state at vehicle, transfers the situation of stable turning state afterwards to, and the schematic representation that the situation with the action of first mode of execution and in the past driving-force control apparatus compares is shown;
Fig. 6 is the flow chart that expression is applicable to the driving force control program of second mode of execution rear wheel drive car, the vehicle according to the invention driving-force control apparatus;
Fig. 7 is the flow chart of the engine brake force control program in expression second mode of execution;
Fig. 8 illustrates the identical schematic representation with Fig. 5 that the action of second mode of execution and the situation of in the past driving-force control apparatus are compared;
Fig. 9 is the flow chart that expression is applicable to the driving force control program of the 3rd mode of execution rear wheel drive car, the vehicle according to the invention driving-force control apparatus;
Figure 10 is the flow chart of the engine brake force control program in expression the 3rd mode of execution;
Figure 11 be illustrate the action of the 3rd mode of execution is compared with the situation of in the past driving-force control apparatus with Fig. 5 and the identical schematic representation of Fig. 8.
Embodiment
With reference to the accompanying drawings, some preferred implementations of the present invention are elaborated.
(first mode of execution)
Figure 1A, Figure 1B show structural representation and the control system block diagram that is applicable to first mode of execution rear wheel drive car, the vehicle according to the invention driving-force control apparatus respectively.
The driving force of the motor 10 shown in Figure 1A is reached on the live axle 18 by the automatic transmission 16 that comprises fluid torque converter 12 and gearbox 14.The driving force of live axle 18 is reached left rear wheel axletree 22L and off hind wheel axletree 22R by differential mechanism 20, drives left and right sides trailing wheel 24RL and 24RR as driving wheel thus.
On the other hand, left and right sides front-wheel 24FL and 24FR are followers, and are handwheel simultaneously.Left and right sides front-wheel 24FL and 24FR are handled by steering tie rod (tie-rod) in known manner by power steering gear that do not illustrate among Figure 1A, the rack-and-pinion formula, wherein, this power steering gear response driver is driven the handling maneuver of steering wheel.
Control air imbibed quantity by being arranged at closure 28 in the air suction way 26 to motor 10.Closure 28 is driven by the throttle actuator 30 that comprises motor.Engine controlling unit 34 is according to the aperture of being controlled closure 28 by the amount of jamming on of throttle position switch 32 detected gas pedals 33 by throttle actuator 30.And, in the air supply opening of each cylinder of the air suction way 26 of motor 10, be provided with the nozzle 36 of the fuel that is used for injected petrol and so on.The fuel injection amount of nozzle 36 is also controlled by engine controlling unit 34.
In engine controlling unit 34, from the signal of the amount of jamming on (accelerator open degree Ap) of throttle position switch 32 input expression gas pedals 33, from the signal of the aperture φ of throttle position sensor 38 input expression closures 28.And, to control gear 34, import the signal of representing engine speed Ne and other engine control information from other not shown sensors.
Engine controlling unit 34 waits according to accelerator open degree Ap usually and calculates target engine torque Tet, and calculate the target aperture φ st of closure 28 according to target engine torque Tet and engine speed Ne, and the aperture of control closure 28 makes it become target aperture φ st.Particularly, in illustrated first mode of execution, if accelerator open degree Ap begins below the first reference value of oil-break being used for, then engine controlling unit 34 carries out oil-break to a part of cylinder that is the fuel of ending to be undertaken by nozzle 36 sprays at least, reach more than second reference value that is used for finishing oil-break up to accelerator open degree Ap till.And this situation in other mode of execution described later too.
And, in engine controlling unit 34, import the signal of expression target engine torque Tet as required from driving-force control apparatus 40 described later.Engine controlling unit 34 is when having imported the signal of expression target engine torque Tet from driving-force control apparatus 40, calculate the target aperture φ st of closure 28 according to this target engine torque Tet, and be controlled to be target aperture φ st by aperture and come the output torque of motor is increased and decreased control closure 28.
The braking force of left and right sides front-wheel 24FL, 24FR and left and right sides trailing wheel 24RL, 24RR is controlled by the retardation pressure of controlling corresponding wheel braking cylinder 46FL, 46FR, 46RL, 46RR by the oil hydraulic circuit 44 of braking device 42.Though do not illustrate in the drawings, oil hydraulic circuit 44 comprises liquid-storage container, oil pump and various control valve units etc.The retardation pressure of each wheel control cylinder is controlled by master hydraulic cylinder 50 usually, and this master hydraulic cylinder 50 response drivers are driven the jamming on operation of brake petal 48.
Shown in Figure 1B, in driving-force control apparatus 40, signal from lateral acceleration sensor 52 input expression vehicle lateral acceleration Gy, signal from friction factor sensor 54 input expression surface friction coefficient μ, from the signal of vehicle speed sensor 56 input expression vehicle velocity V, from the signal of yaw-rate (yaw ratio) sensor 58 input expression vehicle yaw rate γ.And in driving-force control apparatus 40, from the signal of engine controlling unit 34 input expression accelerator open degree Ap and expression signal as the engine speed Ne of the input speed of fluid torque converter 12, and from the signal of the speed ratio Rt of gear change control device 60 input expression gearboxes 14 and the expression signal as the secondary speed Nto of the output speed of fluid torque converter 12.
And, engine controlling unit 34, driving-force control apparatus 40, gear change control device 60 comprise CPU, ROM, RAM and input/output port device etc. in fact respectively, and they can contain by interconnective microcomputer and the drive circuit with known configurations of two-way common bus.In addition, lateral acceleration sensor 52 and yaw rate sensor 58 detect the yaw rate gamma of the lateral acceleration G y and the vehicle of vehicle respectively, when all turning left with vehicle for just.
Particularly, in illustrated first mode of execution, driving-force control apparatus 40 is according to Fig. 2 and flow chart shown in Figure 3, when after vehicle becomes steering state, closing throttle, calculating is used to turn to the target engine torque Tet that travels with making vehicle stabilization, and, the driving force of vehicle is increased, thereby reduce engine brake force to the signal of engine controlling unit 34 output expression target engine torque Tet.But, when vehicle becomes steering state after closing throttle in the straight-line travelling at vehicle, the driving force of forbidding vehicle increases to prevent such situation, and promptly owing to remove oil-break for the driving force that increases vehicle, thereby the driving force of vehicle sharply rises and makes the passenger of vehicle feel to shake.
Then, with reference to the driving force control program in flowchart text first mode of execution as shown in Figure 2.The control of carrying out based on flow chart shown in Figure 2 begins by the closure of not shown ignition switch, and repeats every preset time.In addition, when the control based on flow chart shown in Figure 2 begins, before step 10, respectively the storing value Gysmin and the peaked storing value Gysmax of the minimum value of vehicle lateral acceleration Gy reset to 0.These in other mode of execution described later too.
At first, in step 10, carry out reading in to the signal etc. of the transverse acceleration of expression vehicle.In step 20, according to judging by throttle position switch 32 detected accelerator open degree Ap whether gas pedal 33 is in the throttle closing state.Enter step 30 when in step 20, having carried out affirmative determination.And enter step 40 when in step 20, having carried out negative evaluation.
In step 30, the storing value Gysmin of the minimum value of vehicle lateral acceleration Gy is set at that less value among the absolute value Gya of last Gysmin and present vehicle lateral acceleration Gy.In step 40, the peaked storing value Gysmax of vehicle lateral acceleration Gy is set at that bigger value among the absolute value Gya of last Gysmax and present vehicle lateral acceleration Gy.In step 50, the storing value Gysmin of the minimum value of vehicle lateral acceleration is set at the peaked storing value Gysmax of vehicle lateral acceleration.
In step 60, whether the present engine torque Ted that judgement is inferred based on accelerator open degree Ap and engine speed Ne is less than predefined reference value Tedo (thereby be that the driving resistance of resistant function on motor 10 makes the necessary driving torque of vehicle constant speed drive, be positive constant).That is, judge based on the driver to the operation of gas pedal at the required torque of motor 10 whether below the numerical value that makes the vehicle constant speed drive.In step 60, when having carried out negative evaluation, the temporary transient control that finishes based on program shown in Figure 2 of keeping intact.On the other hand, in step 60, when having carried out affirmative determination, enter step 70.
In step 70, judge whether engine speed Ne whether less than the output speed Nto of fluid torque converter 12, is the engine braking state promptly.In step 70, when having carried out negative evaluation, the temporary transient control that finishes based on program shown in Figure 2.And in step 70, when having carried out affirmative determination, enter step 80.
In addition, in driving force increase process, in step 70 with predetermined value a as positive constant, judge that engine speed Ne is whether less than the output speed Nto and the predetermined value a sum Nto+a of fluid torque converter 12.In step 70, when having carried out negative evaluation, the temporary transient control that finishes based on program shown in Figure 2.And in step 70, when having carried out affirmative determination, enter step 80.At this moment, predetermined value a is such value, promptly as long as engine speed Ne does not exceed the above increase driving force that just continues of this predetermined value of output speed Nto of fluid torque converter 12.In addition, this in other mode of executions described later too.
In step 80, carry out the permission shown in following (1)～(3) and control the judgement whether absolute condition of beginning is set up.In step 80, when having carried out negative evaluation, the temporary transient control that finishes based on program shown in Figure 2.And in step 80, when having carried out affirmative determination, enter step 90.
(1) vehicle velocity V is than reference value Vo height.
(2) the absolute value Gya of the lateral acceleration G y of vehicle is bigger than reference value Gyao.
(3) as the product of the absolute value of the yaw rate gamma of vehicle and vehicle velocity V and the absolute value of inferring lateral acceleration G yh of the vehicle that calculates is bigger than reference value Gyho.
In step 90, judge that the storing value Gysmin of minimum value of vehicle lateral acceleration is whether big than reference value Gyso (positive constant).That is, judge whether gas pedal 33 has become the throttle closed condition after vehicle becomes steering state.When in step 90, having carried out negative evaluation, do not carry out the control of engine brake force and the temporary transient control that finishes based on program shown in Figure 2, and when in step 90, having carried out affirmative determination, in step 110, carry out engine brake force control according to program shown in Figure 3.
Then, reference flow chart as shown in Figure 3 illustrates the engine brake force control in illustrated first mode of execution.
At first, in step 112, what calculate vehicle turns to degree Ds, this turn to degree Ds be absolute value Gya with vehicle lateral acceleration Gy divided by surface friction coefficient μ numerical value.In step 114, based on vehicle turn to degree Ds, be used to target vehicle retardation Gxbt that vehicle stabilization is turned to from calculating with the corresponding mapping of figure shown in Figure 4.In addition, the coefficientoffriction on road surface is corresponding with respect to the producible power in road surface with left and right sides trailing wheel 24RL, 24RR as driving wheel.The lateral acceleration G y of vehicle is corresponding with respect to the transverse force that the road surface produced with left and right sides trailing wheel.Therefore, the degree Ds that turns to of vehicle is illustrated in trailing wheel with respect to transverse force proportion in the producible power in road surface.
In step 116, according to based on the target engine braking force Fetw on the turning radius of the speed ratio of the speed ratio Rt of the speed change level of automatic transmission 16, differential gearing 20, left and right sides trailing wheel 24RL, 24RR, the earth point that target vehicle retardation Gxbt calculates left and right sides trailing wheel 24RL, 24RR.In step 118,, calculate the real engine braking force Feaw on the earth point of left and right sides trailing wheel 24RL, 24RR by not shown mapping according to accelerator open degree Ap and engine speed Ne.
In step 120, judge that whether target engine braking force Fetw is less than real engine braking force Feaw.That is, judge whether engine braking is excessive, whether needs to increase the output torque of motor 10.When in step 120, having carried out negative evaluation, the temporary transient control that finishes based on program shown in Figure 3.And when in step 120, having carried out affirmative determination, enter step 122.
In step 122, export the command signal that is intended to forbid oil-break to engine controlling unit 34.In step 126, calculate target engine torque Tet according to the turning radius of target engine braking force Fetw, left and right sides trailing wheel 24RL and 24RR and based on the speed ratio of the speed change level of automatic transmission 16, the speed ratio of differential gearing 20, and to engine controlling unit 34 output engine torque Tet.
Like this according to illustrated first mode of execution, in step 20～50, the minimum value of the absolute value Gya of vehicle lateral acceleration Gy when gas pedal 33 is in the throttle closed condition is set at the storing value Gysmin of the minimum value of vehicle lateral acceleration Gy, and the maximum value of the absolute value Gya of the vehicle lateral acceleration Gy when gas pedal 33 is in the throttle open mode is set at the storing value Gysmin of the minimum value of vehicle lateral acceleration Gy.
Then, when in step 60, judge based on the driver to the operation of gas pedal at the required torque Ted of motor 10 less than reference value Tedo, in step 70, judge the output speed Nto of engine speed Ne less than fluid torque converter, and the absolute condition of judging predetermined permission control beginning in step 80 is when setting up, the storing value Gysmin of the minimum value by in step 90, judging vehicle lateral acceleration whether greater than reference value Gyso judge vehicle become steering state afterwards gas pedal 33 whether become the throttle closed condition.When in step 90, having carried out affirmative determination, in step 110, carry out engine brake force control according to program shown in Figure 3.But, when in step 90, having carried out negative evaluation, do not carry out the control of engine brake force and the temporary transient control that finishes based on program shown in Figure 2.
When the condition of step 60～80 is set up, and vehicle is with big when turning to degree and engine braking state shift, promptly below reference value based on the driving force of vehicle drive force the time of driver's throttle operation less than this vehicle constant speed drive, and vehicle turn to degree when its reference value is above, under the state very big as the transverse force of left and right sides trailing wheel 24RL, the 24RR of live axle, excessive engine brake force works, thereby the stability of vehicle is descended easily.Thus, must increase the driving force of left and right sides trailing wheel, and reduce the foe and aft force on the deceleration direction that is applied on the trailing wheel of the left and right sides.
But, owing to when gas pedal 33 becomes the throttle closed condition, carry out oil-break, therefore,, then must start supply of fuel once more by removing oil-break to motor 10 if will increase the driving force of left and right sides trailing wheel by the driving torque that increases motor 10.But in that event, the driving torque of motor 10 will sharply rise, thereby can make the passenger of vehicle feel vibrations.
According to illustrated first mode of execution, when gas pedal 33 becomes the throttle closing state when become steering state at vehicle after, in step 90, carry out affirmative determination, the driving torque of motor 10 is increased and (turns to degree big more in step 110 thus, the increase of driving force is just big more), the foe and aft force on the deceleration direction of left and right sides trailing wheel 24RL, 24RR is reduced.Thus, the engine brake force that effect is excessive can be prevented under the very big state of the transverse force of left and right sides trailing wheel 24RL, 24RR, thereby the riding stability that turns to of vehicle under the throttle closed condition can be improved.In addition, when becoming in gas pedal 33 that vehicle becomes steering state after the throttle closing state, in step 90, carry out negative evaluation, execution in step 110 not thus, the driving torque of motor 10 is not increased.Thus, can prevent from reliably sharply to rise and cause the retardation of vehicle sharply to descend or the passenger of vehicle feels vibrations by the driving torque of motor 10.
For example, Fig. 5 is that gas pedal 33 becomes the throttle closed condition when being in the straight ahead state at vehicle, the situation that transfers the stable turning state afterwards to illustrates the schematic representation that the situation with the action of first mode of execution and in the past driving-force control apparatus compares.
As shown in Figure 5, at moment t1 jamming on of gas pedal 33 begun to reduce, become the throttle closed condition in moment t2 gas pedal 33, begin to turn at moment t3 vehicle, set up in beginning condition and enabled condition that the driving force of moment t4 vehicle increases, thereby target engine torque Tet begins to increase, and removes the condition of oil-break at moment t5 and sets up (affirmative determination of step 120), changes the stable turning state at moment t6 vehicle.
At this moment, at moment t1 since the front and back acceleration Gx of engine torque Te and vehicle begin to descend, the retardation of vehicle begins to rise gradually, t2 begins oil-break in the moment, and begin such increase shown in double dot dash line, but be constant to moment t5 engine torque Te from moment t2 at moment t4 target engine torque Tet.
Under the situation of in the past driving-force control apparatus, shown in dotted line in Fig. 5, engine torque Te begins to increase when moment t5 is removing oil-break, the increase of engine torque Te becomes constant after moment t6, therefore, rise in the front and back of moment t5 vehicle acceleration Gx moment, thereby can't avoid the retardation of vehicle sharply to descend or the passenger of vehicle feels situation about shaking.
In contrast, under the situation of illustrated first mode of execution, among Fig. 5 shown in solid line, even the driving force of vehicle does not increase yet after the moment t5, thereby it is constant to make that target engine torque Tet keeps, and continues oil-break.Therefore, can prevent reliably that the retardation that causes vehicle sharply descends or the passenger of vehicle feels vibrations owing to front and back acceleration Gx moment of vehicle rises.
In addition, if gas pedal also continues the throttle closing state after moment t6, then the front and back acceleration Gx of vehicle will descend gradually.On the other hand,, thereby target engine torque Tet is increased at leisure, then can under the situation that the passenger who avoids vehicle feels to shake, reduce the retardation of vehicle or quicken to vehicle if the driver jams on gas pedal 33 at leisure.
(second mode of execution)
Fig. 6 is the flow chart that expression is applicable to the driving force control program in second mode of execution rear wheel drive car, the vehicle according to the invention driving-force control apparatus.Fig. 7 is the flow chart of the engine brake force control program in expression second mode of execution.In addition, in Fig. 6 and Fig. 7, respectively the step identical with Fig. 2 and step shown in Figure 3 marked the step number identical with the step number that marks in Fig. 2 and Fig. 3.In addition, when the control based on flow chart shown in Figure 7 begins, before step 10, also flag F c is reset to 0, this in the 3rd mode of execution described later too.
Similarly carry out with the situation of above-mentioned first mode of execution step 10～90 of the driving force control program shown in Figure 6 of this second mode of execution.When in step 90, having carried out affirmative determination, in step 100, flag F c is reset to 0.When in step 90, having carried out negative evaluation, in step 105, flag F c is reset to 1.In addition, as described in the back, flag F c is about becoming the mark that turns to degree whether to uprise of vehicle after the throttle closing state, and 1 is illustrated in and becomes that the degree that turns to of vehicle has uprised after the throttle closing state.
After step 100 or 105 finishes, in step 110, carry out engine brake force control according to program shown in Figure 7, control the driving force of motor 10 thus.
In addition, similarly carry out step 112～122 of the engine brake force control program shown in Figure 7 of second mode of execution with the situation of above-mentioned first mode of execution.After step 122 finished, whether judge mark Fc was 1 in step 124, judged promptly whether the degree that turns to of vehicle after becoming the situation that throttle closes has uprised.When in step 124, having carried out negative evaluation, in step 126, with the situation of above-mentioned first mode of execution in the same manner, wait according to target engine braking force Fetw and to calculate target engine torque Tet, simultaneously to the signal of engine controlling unit 34 output expression engine torque Tet.On the other hand, when in step 124, having carried out affirmative determination, enter step 128.
In step 128, calculate target engine torque Tet, and infer present engine torque Ted according to accelerator open degree Ap and engine speed Ne.Then, engine torque Ted is just being decayed correction (Di Minus Fill).For example, will than 0 big and than 1 little constant correction factor is modified to Ted+Ka (Te-Ted) as Ka with target engine torque Tet decay, and to the signal of the revised target engine torque Tet of engine controlling unit 34 output expressions the decay.Make the output torque of motor 10 increase to target engine torque Tet gradually thus.
Like this according to illustrated second mode of execution, when gas pedal 33 becomes the throttle closing state again when become steering state at vehicle after, in step 90, carry out affirmative determination, thereby in the step 126 of step 110, increase the driving torque of motor 10, reduce left and right sides trailing wheel 24RL, the foe and aft force of 24RR on deceleration direction.Thus, identical with the situation of above-mentioned first mode of execution, the excessive engine brake force of effect under the very big state of the transverse force of left and right sides trailing wheel 24RL, 24RR can be prevented, and the riding stability that turns to of vehicle can be under the throttle closing state, improved.
In contrast, when vehicle becomes steering state when become the throttle closing state in gas pedal 33 after, in step 90, carry out negative evaluation, thereby mark Fc is set as 1 in step 105, and by in step 124, carrying out affirmative determination, thereby in step 128,, reduce the Magnification of target engine torque Tet thus to the target engine torque Tet correction that decays.Thus, the very big state of transverse force that can be suppressed at left and right sides trailing wheel 24RL, 24RR acts on excessive engine brake force down, thereby can improve the riding stability that turns to of vehicle under the throttle closed condition, simultaneously, can also prevent from reliably to feel vibrations owing to the rapid rising of the driving torque of motor 10 causes the rapid decline of retardation of vehicle or the passenger of vehicle.
For example, Fig. 8 is that gas pedal 33 becomes the throttle closing state when being in the straight ahead state at vehicle, the situation that transfers the stable turning state afterwards to illustrates the identical schematic representation with Fig. 5 that the action of second mode of execution and the situation of in the past driving-force control apparatus are compared.
Among Fig. 8 shown in solid line, the moment t5 target engine torque Tet that begins to increase from the driving force of vehicle under the situation of second mode of execution increases gradually, but compare with the increase than large driving force that is used to prevent excessive engine brake force, the Magnification of step 126, its increase, Magnification are less.Thus, can prevent the rapid rising of the driving torque of the motor 10 that sharply increases and cause thereupon at moment t5 target engine torque Tet reliably.
(the 3rd mode of execution)
Fig. 9 is the flow chart that expression is applicable to the driving force control program in the 3rd mode of execution rear wheel drive car, the vehicle according to the invention driving-force control apparatus.Figure 10 is the flow chart of the engine brake force control program in expression the 3rd mode of execution.In addition, in Fig. 9 and Figure 10 respectively to having marked the step number identical with the step number that in these figure, marks with Fig. 2, Fig. 6 and Fig. 3, step that step shown in Figure 7 is identical.
And, step 112～126 of carrying out the engine brake force control program shown in Figure 10 of the 3rd mode of execution in the same manner with the situation of above-mentioned second mode of execution.In step 128, calculate target engine torque Tet, for example will than 0 big and than 1 little constant correction factor as Kb, to target engine torque Tet decay revise to Kb doubly, and to the signal of the revised target engine torque Tet of engine controlling unit 34 output expression decay.Control the output torque of motor 10 thus, make it reach target engine torque Tet.
Like this according to illustrated the 3rd mode of execution, when gas pedal 33 becomes the throttle closed condition when become steering state at vehicle after, identical with the situation of above-mentioned first mode of execution, can increase driving force, prevent under the very big state of the transverse force of left and right sides trailing wheel 24RL, 24RR the engine brake force that effect is excessive, thereby can improve the riding stability that turns to of vehicle under the throttle closed condition.In addition, when becoming in gas pedal 33 that vehicle becomes steering state after the throttle closed condition, may command engine torque Te makes it reach the target engine torque Tet that decays and revised.Therefore, the very big state of the transverse force of left and right sides trailing wheel 24RL, the 24RR excessive engine brake force of effect down can be suppressed at, and the riding stability that turns to of vehicle under the throttle closed condition can be improved.In addition, become the increase and the Magnification of target engine torque after vehicle becomes steering state after the throttle closed condition, when driving force begins to increase in gas pedal 33, less than become increase and the Magnification that gas pedal 33 after the steering state becomes target engine torque after the throttle closed condition, when driving force begins to increase at vehicle.Therefore, can prevent from effectively to feel vibrations owing to the rapid rising of the driving torque of motor 10 causes the rapid decline of retardation of vehicle or the passenger of vehicle.
For example, Figure 11 is that gas pedal 33 becomes the throttle closed condition when being in the straight ahead state at vehicle, the situation that transfers the stable turning state afterwards to, illustrate the action of the 3rd mode of execution is compared with the situation of in the past driving-force control apparatus with Fig. 5 and the identical schematic representation of Fig. 8.
Among Figure 11 shown in solid line, under the situation of the 3rd mode of execution, beginning condition that the driving force of vehicle increases and enabled condition are set up, the moment t4 target engine torque Tet that increases beginning from the driving force of vehicle is attenuated correction.Therefore, compare with the situation of in the past driving-force control apparatus, the driving torque that has reduced motor 10 reliably sharply rises and the retardation of the vehicle that causes sharply descends or the passenger of vehicle feels situation about shaking, and compare with the situation of second mode of execution, excessive engine brake force can be reduced effectively, thereby the raising effect that turns to riding stability of the vehicle under the throttle closed condition can be improved.
In addition, according to illustrated each mode of execution, the degree Ds that turns to of vehicle is by the absolute value Gya of the lateral acceleration G y of vehicle is calculated divided by the friction factor on road surface.Therefore, compare with the situation that turns to degree Ds of for example only calculating vehicle according to the absolute value Gya of the lateral acceleration G y of vehicle, can correctly judge transverse force with respect to the shared ratio of the left and right sides producible power of trailing wheel phase road pavement, in other words be exactly that foe and aft force on the deceleration direction is with respect to the degree more than needed of the producible power of left and right sides trailing wheel phase road pavement.Can correctly calculate the target engine torque Tet that the desired deceleration Gxbt according to vehicle is calculated thus.
In addition, according to illustrated each mode of execution, whether owing to judge that in step 70 engine speed Ne whether less than the output speed Nto of fluid torque converter, therefore, compares with the situation of not carrying out this judgement, can judge rightly out is the engine braking state.Thus, can prevent from unnecessarily to increase the driving force of vehicle reliably.
In addition, according to illustrated each mode of execution, before driving force begins to increase, judge that in step 70 engine speed Ne is whether less than the output speed Nto of fluid torque converter.On the other hand, in the increase process of driving force, judge that in step 70 engine speed Ne is whether less than the output speed Nto and the predetermined value a sum Nto+a of fluid torque converter 12.Thus, can make driving force continue reliably to increase, till engine speed Ne exceeds more than the prearranging quatity than the output speed Nto of fluid torque converter 12.
More than, though according to specific mode of execution the present invention is had been described in detail, the present invention is not limited to above-mentioned mode of execution, and other various mode of executions can be arranged within the scope of the invention, about this point, be clearly for a person skilled in the art.
For example, in each above-mentioned mode of execution, the degree Ds that turns to of vehicle calculates as the value that the absolute value Gya with the lateral acceleration G y of vehicle obtains divided by the coefficientoffriction on road surface.But, also the absolute value Gya of the lateral acceleration G y of vehicle can be replaced with and the transverse force of vehicle or the corresponding arbitrary value of transverse force of wheel, for example, with the self-align torque of steering tie rod axle power, handwheel, with the multiply each other absolute value of transverse acceleration of the vehicle that calculated of the yaw rate gamma of vehicle velocity V and vehicle.In addition, also the coefficientoffriction on road surface can be replaced with the weight of vehicle or the ground connection load of vehicle amasss with the coefficientoffriction on road surface is.In addition, can also save division arithmetic, thereby make that the degree Ds that turns to of vehicle is the absolute value Gya etc. of the lateral acceleration G y of vehicle according to the coefficientoffriction on road surface.
And, in each above-mentioned mode of execution, before beginning to increase, driving force judges that in step 70 engine speed Ne is whether less than the output speed Nto of fluid torque converter.On the other hand, in the increase process of driving force, judge that engine speed Ne is whether less than the output speed Nto and the predetermined value a sum Nto+a of fluid torque converter.But, also can be modified as like this: irrespectively, come whether engine speed Ne is judged less than the output speed Nto of fluid torque converter before and after promptly beginning with the increase of driving force.
In addition, in each above-mentioned mode of execution, vehicle is the rear wheel drive car, but the vehicle that the present invention is suitable for also can be front wheel drive car or four-wheel drive vehicle.In addition, begin reference value when following when accelerator open degree Ap becomes oil-break, at least a part of cylinder is carried out oil-break, till accelerator open degree Ap reaches oil-break and finishes more than the reference value, but the present invention also is applicable to the vehicle that does not carry out oil-break.
In addition, in the second above-mentioned mode of execution, correction factor Ka be than 0 big and than 1 little constant value, but also can be modified as like this: promptly along with the process of increase time of vehicle drive force, change correction factor Ka so that it moves closer to 1, and obtain the action effect of above-mentioned second mode of execution and the 3rd mode of execution two aspects thus.
Claims (11)
1. driving-force control apparatus for vehicle, below the reference value little based on the driving force of vehicle drive force the time of driver's throttle operation than this vehicle constant speed drive, and vehicle turn to degree when its reference value is above, described driving-force control apparatus increases the driving force of vehicle, described driving-force control apparatus is characterised in that
When closing in the straight ahead process at vehicle that vehicle becomes steering state after the throttle, compare when after vehicle becomes steering state, closing throttle, reduce the increase of driving force.
2. driving-force control apparatus for vehicle as claimed in claim 1 is characterized in that, when closing in the straight ahead process at vehicle that vehicle becomes steering state after the throttle, is 0 to forbid the increase of described driving force by the increase that makes driving force.
3. driving-force control apparatus for vehicle, below the reference value little based on the driving force of vehicle drive force the time of driver's throttle operation than this vehicle constant speed drive, and vehicle turn to degree when its reference value is above, described driving-force control apparatus increases the driving force of vehicle, described driving-force control apparatus is characterised in that
When closing in the straight ahead process at vehicle that vehicle becomes steering state after the throttle, compare the Magnification of the driving force when reducing driving force and beginning to increase when after vehicle becomes steering state, closing throttle.
4. as each described driving-force control apparatus for vehicle in the claim 1 to 3, it is characterized in that, vehicle has the driving source that produces driving force, when vehicle becomes steering state after closing throttle in the straight forward process at vehicle, and when when following, making described driving source idle running based on the little reference value of the driving force of vehicle drive force the time of driver's throttle operation than this vehicle constant speed drive.
5. driving-force control apparatus for vehicle as claimed in claim 4, it is characterized in that, when after vehicle becomes steering state, closing throttle, even below the little reference value of the driving force of vehicle drive force the time of driver's throttle operation, do not make described driving source idle running than this vehicle constant speed drive yet.
6. as claim 1 or 3 described driving-force control apparatus for vehicle, it is characterized in that, the target drive force that turns to degree to be calculated as to make the vehicle that vehicle stabilization travels according to vehicle, when the driving force of vehicle is lower than described target drive force, increase the driving force of vehicle, so that the driving force of vehicle reaches described target drive force.
7. as claim 1 or 3 described driving-force control apparatus for vehicle, it is characterized in that, vehicle turn to degree big more, just make the increase of vehicle drive force big more.
8. as claim 1 or 3 described driving-force control apparatus for vehicle, it is characterized in that, vehicle has and is arranged at the fluid torque converter of driving force on the drive system that wheel transmits, and when the input speed of fluid torque converter is lower than output speed, allows to increase the driving force of vehicle.
9. as claim 1 or 3 described driving-force control apparatus for vehicle, it is characterized in that when after vehicle becomes steering state, closing throttle, judge whether engine braking is excessive, and when engine braking is excessive, increase driving force.
10. the driving force control method of a vehicle, below the reference value little based on the driving force of vehicle drive force the time of driver's throttle operation than this vehicle constant speed drive, and vehicle turn to degree when its reference value is above, described driving force control method increases the driving force of vehicle, described driving force control method is characterised in that
When closing in the straight ahead process at vehicle that vehicle becomes steering state after the throttle, compare when after vehicle becomes steering state, closing throttle, reduce the increase of driving force.
11. the driving force control method of a vehicle, below the reference value little based on the driving force of vehicle drive force the time of driver's throttle operation than this vehicle constant speed drive, and vehicle turn to degree when its reference value is above, described driving force control method increases the driving force of vehicle, described driving force control method is characterised in that
When closing in the straight ahead process at vehicle that vehicle becomes steering state after the throttle, compare the Magnification of the driving force when reducing driving force and beginning to increase when after vehicle becomes steering state, closing throttle.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2003366825A JP3972204B2 (en) | 2003-10-28 | 2003-10-28 | Vehicle driving force control device |
| JP366825/2003 | 2003-10-28 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1611406A CN1611406A (en) | 2005-05-04 |
| CN1320267C true CN1320267C (en) | 2007-06-06 |
Family
ID=34645002
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB2004100863318A Expired - Fee Related CN1320267C (en) | 2003-10-28 | 2004-10-25 | Apparatus and method for controlling drive force of vehicles |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP3972204B2 (en) |
| CN (1) | CN1320267C (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5278402B2 (en) * | 2010-10-22 | 2013-09-04 | 日産自動車株式会社 | Control device for hybrid vehicle and control method for hybrid vehicle |
| KR20130044727A (en) * | 2011-10-24 | 2013-05-03 | 현대모비스 주식회사 | Method for calculating request command of wheel alignment apparatus used motor driven power steering |
| FR3066748B1 (en) * | 2017-05-23 | 2019-07-05 | Jtekt Europe | METHOD FOR DETERMINING THE CONNECTING TO THE TRUCK EFFORT MODELING THE ELASTIC RELEASE OF THE TORSION PNEUMATIC TO MANAGE TRANSITIONS BETWEEN PARKING AND ROLLING |
| SE541786C2 (en) * | 2017-08-28 | 2019-12-17 | Scania Cv Ab | A method for providing vehicle steering support by differential wheel braking, a system, a vehicle, a computer program and a computer-readable medium. |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05178116A (en) * | 1992-01-07 | 1993-07-20 | Nissan Motor Co Ltd | Driving force control device for vehicle |
| JPH08158907A (en) * | 1994-11-30 | 1996-06-18 | Aisin Seiki Co Ltd | Stability control device for vehicle |
| JPH1073033A (en) * | 1996-08-29 | 1998-03-17 | Honda Motor Co Ltd | Driving force control device of vehicle |
| JP2942566B2 (en) * | 1989-01-20 | 1999-08-30 | 株式会社デンソー | Vehicle slip control device |
| JP2000177617A (en) * | 1998-12-16 | 2000-06-27 | Mazda Motor Corp | Control device for vehicle |
| JP2001090568A (en) * | 2000-08-25 | 2001-04-03 | Honda Motor Co Ltd | Driving force control device for vehicle |
-
2003
- 2003-10-28 JP JP2003366825A patent/JP3972204B2/en not_active Expired - Fee Related
-
2004
- 2004-10-25 CN CNB2004100863318A patent/CN1320267C/en not_active Expired - Fee Related
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2942566B2 (en) * | 1989-01-20 | 1999-08-30 | 株式会社デンソー | Vehicle slip control device |
| JPH05178116A (en) * | 1992-01-07 | 1993-07-20 | Nissan Motor Co Ltd | Driving force control device for vehicle |
| JPH08158907A (en) * | 1994-11-30 | 1996-06-18 | Aisin Seiki Co Ltd | Stability control device for vehicle |
| JPH1073033A (en) * | 1996-08-29 | 1998-03-17 | Honda Motor Co Ltd | Driving force control device of vehicle |
| JP2000177617A (en) * | 1998-12-16 | 2000-06-27 | Mazda Motor Corp | Control device for vehicle |
| JP2001090568A (en) * | 2000-08-25 | 2001-04-03 | Honda Motor Co Ltd | Driving force control device for vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2005133549A (en) | 2005-05-26 |
| JP3972204B2 (en) | 2007-09-05 |
| CN1611406A (en) | 2005-05-04 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP6194940B2 (en) | Vehicle behavior control device | |
| CN1310789C (en) | Running stability control device for turn running along curved road | |
| CN100351123C (en) | Automatic slowdown control apparatus for a vehicle | |
| EP1890922B1 (en) | Vehicle control apparatus and method of suppressing vibration of vehicle | |
| CN102781752B (en) | Control device for vehicle | |
| JP6252993B2 (en) | Vehicle behavior control device | |
| CN1246173C (en) | Behavior control system for vehicle | |
| CN1616289A (en) | Lane keep control apparatus and method for automotive vehicle | |
| CN103732459B (en) | The turning efficient activity device of vehicle | |
| CN1672975A (en) | Behavior control apparatus and method for a vehicle | |
| EP3587206B1 (en) | Vehicle control method and system | |
| JP7038971B2 (en) | Vehicle control method, vehicle system and vehicle control device | |
| CN1145744C (en) | Apparatus for controlling steering of vehicles through control of engine torque | |
| CN1603193A (en) | Vehicle stability coefficient learning method, learning device and control device for vehicle | |
| CN1974296A (en) | Vehicle drive control system and method | |
| CN1673006A (en) | Vehicle run stability control device based on wheel longitudinal force | |
| CN108883762B (en) | Behavior control device for vehicle | |
| JP6202479B1 (en) | Vehicle behavior control device | |
| DE112006001019T5 (en) | Driving force control device and method | |
| WO2017183415A1 (en) | Vehicle behavior control device | |
| EP3418148B1 (en) | Vehicle behavior control device | |
| CN1308174C (en) | Vehicular brake force control apparatus and method | |
| CN1320267C (en) | Apparatus and method for controlling drive force of vehicles | |
| CN100339575C (en) | Device and method for control of accelerated slide of vehicle | |
| CN1717353A (en) | Controller for electric power steering device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20070606 Termination date: 20191025 |
|
| CF01 | Termination of patent right due to non-payment of annual fee |