JPH05338457A - Four-wheel drive device for vehicle - Google Patents
Four-wheel drive device for vehicleInfo
- Publication number
- JPH05338457A JPH05338457A JP4149335A JP14933592A JPH05338457A JP H05338457 A JPH05338457 A JP H05338457A JP 4149335 A JP4149335 A JP 4149335A JP 14933592 A JP14933592 A JP 14933592A JP H05338457 A JPH05338457 A JP H05338457A
- Authority
- JP
- Japan
- Prior art keywords
- wheel speed
- force distribution
- road surface
- friction coefficient
- driving force
- 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.)
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- Arrangement And Driving Of Transmission Devices (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は前後輪の駆動力配分を変
更できる機構を備えた４輪駆動車両に関し、特に車両の
前後輪の駆動力配分を走行状況に対応して自動的に可変
できるようにした４輪駆動装置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a four-wheel drive vehicle having a mechanism capable of changing the driving force distribution of the front and rear wheels, and more particularly, the driving force distribution of the front and rear wheels of the vehicle can be automatically changed according to the running condition. The present invention relates to such a four-wheel drive system.
【０００２】[0002]
【従来の技術】従来装置の一例を図５を用いて説明す
る。図５は、例えば特開平1-113668号及び特開平1ー1136
69号公報に開示された４輪駆動装置の動作概念を表わす
機能ブロック図である。この装置は、図５に示すよう
に、操舵輪の操舵角を検出する舵角センサ４０と、前後
輪回転数センサ４１及び４２と、車体加速度センサ４３
と、制御量演算部４４と、トルクスプリット制御部４５
と、トラクション制御部４６から成る。そして制御量演
算部４４は、前後輪回転数センサ４１，４２より検出さ
れる前後輪速をそれぞれ前輪速算出部４７，後輪速算出
部４８で算出し、さらに車輪速算出部４９で車輪速を算
出して、車体加速度センサ４３の情報も利用して車体速
度算出部５０で車体速度を算出する。さらに、算出され
た前後輪速をもとに前後車輪毎のスリップを各々の検出
部５１，５２で検出してトルクスプリット制御部４５に
入力することにより、このスリップに基づいてトルクス
プリット制御を行う。2. Description of the Related Art An example of a conventional device will be described with reference to FIG. FIG. 5 shows, for example, Japanese Patent Application Laid-Open Nos. 1-113668 and 1-1136.
FIG. 33 is a functional block diagram showing an operation concept of the four-wheel drive device disclosed in Japanese Patent Publication No. 69-69. As shown in FIG. 5, this device includes a steering angle sensor 40 that detects a steering angle of steered wheels, front and rear wheel rotation speed sensors 41 and 42, and a vehicle body acceleration sensor 43.
A control amount calculation unit 44 and a torque split control unit 45.
And a traction control unit 46. Then, the control amount calculation unit 44 calculates front and rear wheel speeds detected by the front and rear wheel rotation speed sensors 41 and 42 by the front wheel speed calculation unit 47 and the rear wheel speed calculation unit 48, respectively, and further by the wheel speed calculation unit 49. Is calculated and the vehicle body speed is calculated by the vehicle body speed calculation unit 50 by using the information of the vehicle body acceleration sensor 43. Further, based on the calculated front and rear wheel speed, a slip for each of the front and rear wheels is detected by each of the detection units 51 and 52 and is input to the torque split control unit 45, whereby torque split control is performed based on this slip. ..
【０００３】また、前後車輪毎のスリップと車体速度，
車体加速度情報を受けて４輪スリップ検出部５３で４輪
スリップを検出するとともに、それらの情報をもとに４
輪グリップ検出部５４で４輪グリップを検出することに
より、これらスリップ，グリップ情報に基づいてトラク
ション制御を行うものとなっている。なお、図５中５５
は目標前後輪速度差を設定するための目標前後輪速度差
設定部である。Further, the slip and the vehicle body speed for each of the front and rear wheels,
Upon receiving the vehicle body acceleration information, the four-wheel slip detection unit 53 detects the four-wheel slip, and based on the information, the four-wheel slip is detected.
By detecting the four-wheel grip by the wheel grip detection unit 54, traction control is performed based on the slip and grip information. In addition, 55 in FIG.
Is a target front / rear wheel speed difference setting unit for setting a target front / rear wheel speed difference.
【０００４】[0004]
【発明が解決しようとする課題】このように従来の車両
用４輪駆動装置は、スリップ検知量に依存して前後輪の
駆動力配分を可変することができるが、車両走行中は路
面状態が種々に変化するため、この走行状態での対応が
困難であり、きめ細かい制御が出来にくいものであっ
た。As described above, the conventional four-wheel drive system for a vehicle can vary the driving force distribution of the front and rear wheels depending on the slip detection amount. Because of various changes, it was difficult to cope with this running condition, and it was difficult to perform fine control.
【０００５】本発明は以上の点に鑑み、上記のような問
題点を解消するためになされたもので、路面とタイヤの
摩擦係数つまり路面摩擦係数を常に監視しながら、前後
輪の駆動力配分を可変することにより、走行状態に適応
した駆動力配分制御を行うことができる車両用４輪駆動
装置を提供することを目的とする。In view of the above points, the present invention has been made to solve the above problems, and the driving force distribution of the front and rear wheels is constantly monitored while monitoring the friction coefficient between the road surface and the tire, that is, the road surface friction coefficient. It is an object of the present invention to provide a four-wheel drive system for a vehicle, which is capable of performing a driving force distribution control adapted to a running state by varying
【０００６】[0006]
【課題を解決するための手段】本発明に係る４輪駆動装
置は、前後輪の駆動力配分を変更可能な４輪駆動車両に
おいて、操舵輪の操舵角と前後輪の車輪速及び操舵時の
操舵トルクをそれぞれ検出し、これら操舵角，車輪速，
操舵トルクの各情報により路面摩擦係数を推定して、前
輪速と後輪速とのスリップ差により駆動力配分を演算す
るとともに、前記路面摩擦係数に依存しその駆動力配分
の制御量を補正することにより、駆動力配分を走行状態
に対応して可変するようにしたものである。A four-wheel drive system according to the present invention is a four-wheel drive vehicle capable of changing driving force distribution of front and rear wheels. Steering torque is detected respectively, these steering angle, wheel speed,
The road friction coefficient is estimated from each information of the steering torque, the driving force distribution is calculated by the slip difference between the front wheel speed and the rear wheel speed, and the control amount of the driving force distribution is corrected depending on the road friction coefficient. As a result, the driving force distribution can be changed according to the running state.
【０００７】[0007]
【作用】本発明における４輪駆動装置は、操舵角，車輪
速，操舵トルクより路面摩擦係数を推定し、この路面摩
擦係数に依存した駆動力配分の制御量を補正するので、
路面の変化に応じた適確な制御が可能となる。In the four-wheel drive system according to the present invention, the road surface friction coefficient is estimated from the steering angle, the wheel speed, and the steering torque, and the control amount of the driving force distribution depending on the road surface friction coefficient is corrected.
Appropriate control according to changes in the road surface is possible.
【０００８】[0008]
【実施例】以下、本発明を図面に示す実施例に基づいて
詳細に説明する。図１は本発明の動作概念を表わす機能
ブロック図である。本発明の４輪駆動装置は、図１に示
すように、操舵輪の操舵角を検出する操舵角検出手段１
と、操舵時の操舵トルクを検出する操舵トルク検出手段
２と、前輪の車輪速を検出する前輪速検出手段３と、後
輪の車輪速を検出する後輪速検出手段４と、前後輪の速
度差つまりスリップ量を演算するスリップ量演算手段５
と、前後輪の駆動力配分を調整可能な駆動力配分調整手
段６と、前後輪速，スリップ量より駆動力配分を演算し
その配分の制御量を駆動力配分調整手段６に出力する制
御量演算手段７と、各車輪速，操舵角の関係において所
定路面摩擦係数での予め決められた標準操舵トルクと前
記操舵トルクとの差により路面摩擦係数を推定する路面
摩擦係数推定手段８と、この路面摩擦係数に依存し前記
駆動力配分の制御量を補正する制御量補正手段９とから
構成されている。DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in detail with reference to the embodiments shown in the drawings. FIG. 1 is a functional block diagram showing the operation concept of the present invention. The four-wheel drive system of the present invention, as shown in FIG. 1, is a steering angle detecting means 1 for detecting a steering angle of a steered wheel.
Steering torque detecting means 2 for detecting steering torque during steering, front wheel speed detecting means 3 for detecting wheel speeds of front wheels, rear wheel speed detecting means 4 for detecting wheel speeds of rear wheels, and front and rear wheels. Slip amount calculation means 5 for calculating the speed difference, that is, the slip amount
And a driving force distribution adjusting means 6 capable of adjusting the driving force distribution of the front and rear wheels, and a control amount for calculating the driving force distribution from the front and rear wheel speeds and slip amounts and outputting the control amount of the distribution to the driving force distribution adjusting means 6. The calculation means 7 and the road surface friction coefficient estimating means 8 for estimating the road surface friction coefficient from the difference between the predetermined standard steering torque at a predetermined road surface friction coefficient and the steering torque in relation to each wheel speed and steering angle. It comprises a control amount correction means 9 for correcting the control amount of the driving force distribution depending on the road surface friction coefficient.
【０００９】図２は本発明の一実施例を示す概略構成図
である。同図において、１０はエンジンであり、その出
力は左右の後輪１１ａ，１１ｂに通常は直結されてい
る。１２は前後輪の駆動力配分を可変する多板クラッチ
であり、この多板クラッチ１２はモータまたはソレノイ
ド等のクラッチ駆動部１３により前後の拘束力を変化で
きるもので、高速力が強くなればなるほど前輪への駆動
力が増加するものとなっている。１４はハンドル、１５
はその操舵角を検出する操舵角センサ、１６は操舵用シ
ャフト２７のねじれから操舵トルクを検出する操舵トル
クセンサ、１７は同じくシャフト２７の回転をモータ
（または油圧）１８によりアシストするギヤ機構であ
る。FIG. 2 is a schematic configuration diagram showing an embodiment of the present invention. In the figure, 10 is an engine, and its output is normally directly connected to the left and right rear wheels 11a and 11b. Reference numeral 12 is a multi-plate clutch that varies the driving force distribution of the front and rear wheels. This multi-plate clutch 12 can change the front and rear restraining force by a clutch drive unit 13 such as a motor or a solenoid. The driving force to the front wheels is increased. 14 is a handle, 15
Is a steering angle sensor that detects the steering angle, 16 is a steering torque sensor that detects the steering torque from the twist of the steering shaft 27, and 17 is a gear mechanism that similarly assists the rotation of the shaft 27 by a motor (or hydraulic pressure) 18. ..
【００１０】また、１９ａ，１９ｂは左右の前輪２０
ａ，２０ｂに配設された前輪速センサ、２１ａ，２１ｂ
は左右の後輪１１ａ，１１ｂに配設された後輪速センサ
である。２２は操舵角センサ１５，操舵トルクセンサ１
６，各前輪速センサ１９ａ，１９ｂ及び後輪速センサ２
１ａ，２１ｂから検出される操舵角，操舵トルク，車輪
速等を入力し、モータ（または油圧）１８に駆動信号を
出力するいわゆるパワーステアリング制御装置である。
２３は同じく各車輪速センサ１９ａ，１９ｂ及び２１
ａ，２１ｂと，操舵角センサ１５と，操舵トルク１６か
らの検出信号を入力し、駆動力配分を調整するクラッチ
駆動部１３に駆動信号を出力する４輪駆動制御装置であ
る。Further, 19a and 19b are left and right front wheels 20.
front wheel speed sensors 21a, 21b disposed at a, 20b
Is a rear wheel speed sensor provided on the left and right rear wheels 11a and 11b. 22 is a steering angle sensor 15 and a steering torque sensor 1
6, front wheel speed sensors 19a, 19b and rear wheel speed sensor 2
This is a so-called power steering control device that inputs a steering angle, a steering torque, a wheel speed, etc. detected from 1a and 21b and outputs a drive signal to a motor (or hydraulic pressure) 18.
Reference numeral 23 is each wheel speed sensor 19a, 19b and 21.
It is a four-wheel drive control device that inputs detection signals from a and 21b, a steering angle sensor 15, and a steering torque 16 and outputs a drive signal to a clutch drive unit 13 that adjusts drive force distribution.
【００１１】すなわち、この制御装置２３は、入力回路
２４と、マイクロコンピュータ（ＣＰＵ）２５と、出力
回路２６等から成り、前記各センサ１５，１６，１９ａ
及び１９ａなどから検出される操舵輪の操舵角，前後輪
の車輪速，操舵時の操舵トルクをそれぞれ入力する。そ
して、これら操舵角，車輪速，操舵トルクの各情報によ
り路面摩擦係数を推定し、前輪速と後輪速とのスリップ
差により前後輪の駆動力配分を演算して、さらに前記路
面摩擦係数に依存し駆動力配分の制御量を補正すること
により、その出力に基づきクラッチ駆動部１３を駆動し
てその多板クラッチ１２により駆動力配分を走行状態に
応じて可変するものとなっている。That is, the control device 23 comprises an input circuit 24, a microcomputer (CPU) 25, an output circuit 26, etc., and each of the sensors 15, 16, 19a.
And 19a, the steering angles of the steered wheels, the wheel speeds of the front and rear wheels, and the steering torque during steering are input. Then, the road surface friction coefficient is estimated from the steering angle, wheel speed, and steering torque information, the driving force distribution of the front and rear wheels is calculated from the slip difference between the front wheel speed and the rear wheel speed, and the road surface friction coefficient is calculated. By dependently correcting the control amount of the driving force distribution, the clutch driving unit 13 is driven based on the output, and the driving force distribution is varied by the multi-plate clutch 12 according to the traveling state.
【００１２】次に動作について図３，図４を参照して説
明する。まず図３を用いて路面摩擦係数推定方法につい
て説明する。図３(a) はある操舵角θ（θ＝Ａ，Ｂ）に
おける車速と操舵トルクとの関係を示したグラフであ
り、車速が低い時は操舵トルクは大きく、車速が上昇す
るに従って操舵トルクは減少するが、ある車速以上にな
ると操舵トルクは再び大きくなることが判明している。Next, the operation will be described with reference to FIGS. First, a road surface friction coefficient estimation method will be described with reference to FIG. FIG. 3 (a) is a graph showing the relationship between the vehicle speed and the steering torque at a certain steering angle θ (θ = A, B). The steering torque is large when the vehicle speed is low, and the steering torque increases as the vehicle speed increases. Although it decreases, it is known that the steering torque increases again at a certain vehicle speed or higher.
【００１３】また、図３(b) はある車速における操舵角
と操舵トルクの関係を示したグラフであり、路面摩擦係
数をμとすると、μ1＞μ2つまりμが大きいほどトルク
も大きくなるが、操舵角の変化に対して操舵トルクの変
化は少なく、ハンドルロック付近でトルクが激増する傾
向がある。従って、車速と操舵角との関係と複数のμに
おける標準操舵トルクのマップを図２のＣＰＵ２５に記
憶させておき、入力した車速，操舵角，操舵トルクより
当該マップからμ推定が可能となる。ここで車速とは例
えば前輪速の平均値または４輪の最も低速を意味する。FIG. 3 (b) is a graph showing the relationship between the steering angle and the steering torque at a certain vehicle speed. When the road surface friction coefficient is μ, μ 1 > μ 2, that is, the larger μ, the larger the torque. However, the change in the steering torque is small with respect to the change in the steering angle, and the torque tends to increase sharply near the steering wheel lock. Therefore, a map of the relationship between the vehicle speed and the steering angle and the standard steering torque at a plurality of μ is stored in the CPU 25 in FIG. 2, and μ can be estimated from the input vehicle speed, steering angle, and steering torque. Here, the vehicle speed means, for example, the average value of the front wheel speeds or the lowest speed of the four wheels.
【００１４】次に、μ推定を利用した駆動力配分制御方
法について図４を用いて説明する。図４(a) において前
輪速が曲線３１のごとく時間につれて変化し、後輪速は
曲線３２のように変化したとする。ここで各車輪速は左
右車輪速の平均値とする。また、スリップ量は図４(b)
の曲線３３のように変化し、４つのしきい値Ｃ，Ｄ，
Ｅ，Ｆが設定されていることとする。一方、μ推定から
μを低，中，高域の３個に区別するとする。以上より駆
動力配分は低μでは図４(c) に示す特性３４、中μでは
図４(c) に示す特性３５、高μでは図４(c) に示す特性
３６のように変化する。Next, a driving force distribution control method using μ estimation will be described with reference to FIG. In FIG. 4A, it is assumed that the front wheel speed changes with time as shown by the curve 31, and the rear wheel speed changes as shown by the curve 32. Here, each wheel speed is an average value of the left and right wheel speeds. The slip amount is shown in Fig. 4 (b).
Of the four thresholds C, D,
It is assumed that E and F are set. On the other hand, it is assumed that μ is classified into three low, middle, and high ranges from the μ estimation. From the above, the driving force distribution changes as the characteristic 34 shown in FIG. 4 (c) for low μ, the characteristic 35 shown in FIG. 4 (c) for medium μ, and the characteristic 36 shown in FIG. 4 (c) for high μ.
【００１５】従って、低μでは図４(b) のスリップ量３
３が最も低いしきい値Ｃを越えると、ゆっくり配分を変
化させてゆき、次のしきい値Ｄを越えると早く配分を変
化させている。逆にスリップ量減少域では、しきい値Ｅ
を下まわるとゆっくり配分を戻して行き、しきい値Ｄを
切ると早く配分を戻し、しきい値Ｃ以下になると制御を
中止する。この制御をまとめると下記表１，表２のよう
になる。Therefore, at low μ, the slip amount 3 in FIG.
When 3 exceeds the lowest threshold value C, the distribution is changed slowly, and when it exceeds the next threshold value D, the distribution is changed quickly. On the contrary, in the slip amount decreasing range, the threshold value E
When it goes below the threshold value, the distribution is slowly returned, when the threshold value D is cut, the allocation is returned quickly, and when it becomes below the threshold value C, control is stopped. This control is summarized in Table 1 and Table 2 below.
【００１６】[0016]
【表１】 [Table 1]
【００１７】[0017]
【表２】 [Table 2]
【００１８】このように本実施例によると、操舵角，車
輪速，操舵角トルクより路面摩擦係数を推定し、この路
面摩擦係数に依存した駆動力配分の制御量を補正するこ
とにより、スリップ量増加，減少に応じてゆっくりまた
は早く配分力を増加，減少させることができる。さら
に、路面摩擦係数の推定に応じてしきい値を変更し制御
することもできる。従って、前後車輪の駆動力配分を路
面の状況に合わせて可変できるので、路面の変化に応じ
た適確な制御が可能となる。As described above, according to this embodiment, the road surface friction coefficient is estimated from the steering angle, the wheel speed, and the steering angle torque, and the control amount of the driving force distribution depending on the road surface friction coefficient is corrected to obtain the slip amount. The distribution power can be increased or decreased slowly or quickly according to the increase or decrease. Further, the threshold value can be changed and controlled according to the estimation of the road surface friction coefficient. Therefore, since the driving force distribution of the front and rear wheels can be changed according to the condition of the road surface, it is possible to perform appropriate control according to the change of the road surface.
【００１９】[0019]
【発明の効果】以上のように本発明によれば、車両用４
輪駆動装置において操舵角，車輪速，操舵トルクより路
面摩擦係数を推定し、前後輪速のスリップ量及び路面摩
擦係数に依存し駆動力配分を可変するようにしたので、
車両の走行状況に応じてより早くスリップを抑制でき、
強いては車両の加速性を向上させることができる効果が
ある。As described above, according to the present invention, the vehicle 4
In the wheel drive system, the road surface friction coefficient is estimated from the steering angle, the wheel speed, and the steering torque, and the driving force distribution is varied depending on the slip amount of the front and rear wheel speeds and the road surface friction coefficient.
Slip can be suppressed faster depending on the driving situation of the vehicle,
If it is strong, there is an effect that the acceleration of the vehicle can be improved.
【図１】本発明の動作概念を示す機能ブロック図であ
る。FIG. 1 is a functional block diagram showing an operation concept of the present invention.
【図２】本発明の一実施例を示す概略構成図である。FIG. 2 is a schematic configuration diagram showing an embodiment of the present invention.
【図３】本実施例の動作説明図で、(a)は車速と操舵ト
ルクを示すグラフ、(b)は操舵角と操舵トルクを示すグ
ラフである。FIG. 3 is an operation explanatory diagram of the present embodiment, (a) is a graph showing a vehicle speed and a steering torque, and (b) is a graph showing a steering angle and a steering torque.
【図４】本実施例の車両走行時の各信号の動作説明図で
ある。FIG. 4 is an operation explanatory diagram of each signal when the vehicle is traveling in the present embodiment.
【図５】従来装置の一例を示す機能ブロック図である。FIG. 5 is a functional block diagram showing an example of a conventional device.
１ 操舵角検出手段 ２ 操舵トルク検出手段 ３ 前輪速検出手段 ４ 後輪速検出手段 ５ スリップ量演算手段 ６ 駆動力配分調整手段 ７ 制御量演算手段 ８ 路面摩擦係数推定手段 ９ 制御量補正手段 DESCRIPTION OF SYMBOLS 1 Steering angle detecting means 2 Steering torque detecting means 3 Front wheel speed detecting means 4 Rear wheel speed detecting means 5 Slip amount calculating means 6 Driving force distribution adjusting means 7 Control amount calculating means 8 Road friction coefficient estimating means 9 Control amount correcting means
Claims (1)
動車両において、操舵輪の操舵角を検出する操舵角検出
手段と、操舵時の操舵トルクを検出する操舵トルク検出
手段と、前輪の車輪速を検出する前輪速検出手段と、後
輪の車輪速を検出する後輪速検出手段と、前輪速と後輪
速とのスリップ差を演算するスリップ量演算手段と、前
後輪の駆動力配分を変更可能な駆動力配分調整手段と、
前輪速，後輪速及びスリップ量により前後輪の駆動力配
分を演算し、その配分の制御量を前記駆動力配分調整手
段に出力する制御量演算手段と、前記操舵角，前輪速ま
たは後輪速の関係において所定路面摩擦係数での予め決
められた標準操舵トルクと前記操舵トルクとの差により
路面摩擦係数を推定する路面摩擦係数推定手段と、この
路面摩擦係数に依存し前記駆動力配分の制御量を補正す
る制御量補正手段とを備えたことを特徴とする車両用４
輪駆動装置。1. In a four-wheel drive vehicle capable of changing driving force distribution between front and rear wheels, steering angle detection means for detecting a steering angle of steered wheels, steering torque detection means for detecting a steering torque during steering, and front wheels. Front wheel speed detecting means for detecting the wheel speed of the rear wheel, rear wheel speed detecting means for detecting the wheel speed of the rear wheel, slip amount calculating means for calculating the slip difference between the front wheel speed and the rear wheel speed, and the front and rear wheels A driving force distribution adjusting means capable of changing the force distribution,
Control amount calculating means for calculating the driving force distribution of the front and rear wheels based on the front wheel speed, the rear wheel speed and the slip amount, and outputting the control amount of the distribution to the driving force distribution adjusting means, the steering angle, the front wheel speed or the rear wheel. A road surface friction coefficient estimating means for estimating a road surface friction coefficient by a difference between a predetermined standard steering torque at a predetermined road surface friction coefficient and the steering torque in a speed relation, and a distribution of the driving force depending on the road surface friction coefficient. 4 for a vehicle, comprising: a control amount correction means for correcting the control amount
Wheel drive.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4149335A JPH05338457A (en) | 1992-06-09 | 1992-06-09 | Four-wheel drive device for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4149335A JPH05338457A (en) | 1992-06-09 | 1992-06-09 | Four-wheel drive device for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH05338457A true JPH05338457A (en) | 1993-12-21 |
Family
ID=15472861
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4149335A Pending JPH05338457A (en) | 1992-06-09 | 1992-06-09 | Four-wheel drive device for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH05338457A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2014097737A (en) * | 2012-11-15 | 2014-05-29 | Jtekt Corp | Four-wheel drive vehicle |
| KR101878698B1 (en) * | 2017-05-29 | 2018-08-17 | 현대위아(주) | Controlling method of 4 wheel drive vehicle |
| JP2019064415A (en) * | 2017-09-29 | 2019-04-25 | マツダ株式会社 | Vehicle driving force control method |
| JP2019137163A (en) * | 2018-02-08 | 2019-08-22 | トヨタ自動車株式会社 | Slip rate calculation device |
| US10899225B2 (en) | 2018-11-26 | 2021-01-26 | Honda Motor Co., Ltd. | Vehicle control device, vehicle control method, and storage medium |
-
1992
- 1992-06-09 JP JP4149335A patent/JPH05338457A/en active Pending
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2014097737A (en) * | 2012-11-15 | 2014-05-29 | Jtekt Corp | Four-wheel drive vehicle |
| US9701196B2 (en) | 2012-11-15 | 2017-07-11 | Jtekt Corporation | Four-wheel-drive vehicle |
| EP2733003A3 (en) * | 2012-11-15 | 2018-05-02 | Jtekt Corporation | Vehicle with part time four-wheel-drive |
| KR101878698B1 (en) * | 2017-05-29 | 2018-08-17 | 현대위아(주) | Controlling method of 4 wheel drive vehicle |
| JP2019064415A (en) * | 2017-09-29 | 2019-04-25 | マツダ株式会社 | Vehicle driving force control method |
| JP2019137163A (en) * | 2018-02-08 | 2019-08-22 | トヨタ自動車株式会社 | Slip rate calculation device |
| US10899225B2 (en) | 2018-11-26 | 2021-01-26 | Honda Motor Co., Ltd. | Vehicle control device, vehicle control method, and storage medium |
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