WO2011074035A1 - 車両の制御装置 - Google Patents
車両の制御装置 Download PDFInfo
- Publication number
- WO2011074035A1 WO2011074035A1 PCT/JP2009/006955 JP2009006955W WO2011074035A1 WO 2011074035 A1 WO2011074035 A1 WO 2011074035A1 JP 2009006955 W JP2009006955 W JP 2009006955W WO 2011074035 A1 WO2011074035 A1 WO 2011074035A1
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- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- traveling
- rough road
- control device
- detecting
- Prior art date
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Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18072—Coasting
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/119—Conjoint control of vehicle sub-units of different type or different function including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/10—Interpretation of driver requests or demands
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2260/00—Interaction of vehicle brake system with other systems
- B60T2260/08—Coordination of integrated systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/35—Road bumpiness, e.g. potholes
Definitions
- the present invention relates to a vehicle control device, and more particularly, to a vehicle control device that performs suppression control of output of a power source.
- a vehicle has “driving force” as a “forwarding” ability, “steering force” as a “turning” ability, and “braking force” as a “stopping” ability as three basic ability.
- Driving force is a power source (hereinafter referred to as an engine) such as an internal combustion engine that generates power, that is, torque, according to the amount of depression of the accelerator pedal, and drives the torque generated via a transmission or the like. It is transmitted to the wheel and obtained as a reaction force of the frictional force between the drive wheel and the road surface.
- the “steering force” is obtained by a steering device that changes the traveling direction of the front wheels, for example, according to the operation amount of the steering wheel.
- the “braking force” can be obtained as a reaction force by, for example, slowing or stopping the rotation of the wheel according to the depression amount of the brake pedal, etc., and generating a frictional force between the wheel and the road surface in the traveling direction. It has become.
- Accelerator pedal and brake pedal are generally arranged adjacent to the position of the driver's feet. Many drivers control the “driving force” and “braking force”, that is, the vehicle speed, by stepping on the accelerator pedal and the brake pedal only with the right foot.
- AT vehicle a vehicle with an automatic transmission
- some drivers operate the brake pedal with the left foot, and the accelerator pedal and the brake pedal are separated on the left and right sides.
- Some drivers operate with their feet.
- a driver who operates with both feet may depress the brake pedal without releasing the accelerator pedal, or may depress the accelerator pedal without releasing the brake pedal. .
- This conventional vehicle control device reduces the torque output by the engine by temporarily reducing the fuel injection amount of the engine when the accelerator pedal and the brake pedal are depressed simultaneously. Yes.
- the present invention has been made to solve such a conventional problem, and an object of the present invention is to provide a vehicle control device capable of preventing deterioration of drivability.
- a vehicle control device includes: (1) an accelerator detection means for detecting depression of the accelerator pedal in a vehicle control device including a power source, an accelerator pedal, and a brake pedal; A brake permission means for detecting depression of the brake pedal; and when the depression of the accelerator pedal is detected by the accelerator detection means and when the depression of the brake pedal is detected by the brake detection means Permission condition determining means for determining that, and when the permission condition determining means determines that the control permission condition is satisfied, output control means for executing a reduction control for reducing the driving force output from the power source; And a rough road traveling determination means for determining whether or not the vehicle is traveling on a rough road, and the permission condition The determining means determines that the control permission condition is not satisfied when the rough road traveling determining means determines that the vehicle is traveling on a rough road, and does not cause the output control means to execute the lowering control. have.
- the lowering control is not executed, so when driving on a rough road where the driver is likely to step on the accelerator pedal and the brake pedal at the same time. Even if the accelerator pedal and the brake pedal are depressed simultaneously, the vehicle can travel without reducing the driving force output from the power source. Therefore, during normal driving, the driving force output from the power source is reduced when the accelerator pedal and the brake pedal are depressed at the same time, and during driving on rough roads, the driving force intended by the driver is used as the power source. It is possible to prevent deterioration of drivability.
- the vehicle control device is the vehicle control device according to (1), further comprising: (2) a power distribution device that distributes the driving force to a plurality of wheels;
- the travel determination means has a configuration characterized by determining whether or not the vehicle is traveling on a rough road based on a driving force distribution state by the power distribution device.
- the distribution state of the power distribution device that is generally switched between the rough road traveling and the normal traveling is determined. By detecting this, it can be determined whether or not the vehicle is traveling on a rough road. Therefore, by detecting the distribution state of the power distribution device, when it is determined that the vehicle is traveling on a rough road, an unnecessary decrease in driving force can be prevented, and deterioration in drivability can be prevented.
- the vehicle control device is the vehicle control device according to (2), wherein (3) the power distribution device includes an input shaft for inputting a driving force output from the power source; Each of which has an output shaft for outputting the distributed driving force, an input shaft rotational speed detecting means for detecting an input shaft rotational speed of the power distribution device, and an output shaft rotational speed of the power distribution device Output shaft rotational speed detection means, and the rough road traveling determination means is based on the input / output rotational speed ratio of the rotational speed detected by the input shaft rotational speed detection means and the output shaft rotational speed detection means, It is configured to determine whether the vehicle is traveling on the rough road.
- the vehicle control device is the vehicle control device according to (2) or (3), wherein (4) a power changeover switch for switching the distribution state of the power distribution device, and the power changeover Power switching state detecting means for detecting the power switching state of the switch, and the rough road traveling determining means is traveling on the rough road based on the power switching state detected by the power switching state detecting means. It has the structure characterized by determining whether or not.
- the vehicle control device is the vehicle control device according to any one of (1) to (4), wherein (5) the vehicle travels from a plurality of travel modes including a rough road travel mode.
- a travel mode changeover switch for selecting a mode; and a travel mode detection means for detecting a travel mode selected by the travel mode changeover switch.
- the bad road travel determination means is detected by the travel mode detection means. Whether or not the vehicle is traveling on a rough road is determined based on a travel mode.
- the selected traveling mode is the rough road traveling mode
- an unnecessary reduction in driving force can be prevented.
- the vehicle control device is the vehicle control device according to any one of (1) to (5), further comprising (6) an inclination information detection means for detecting the inclination of the vehicle,
- the rough road traveling determination means has a configuration characterized by determining whether or not the vehicle is traveling on the rough road based on the vehicle inclination detected by the inclination information detecting means.
- the vehicle control device is the vehicle control device according to any one of (1) to (6), further comprising (7) a shake information detecting means for detecting the shake of the vehicle,
- the rough road traveling determination means has a configuration characterized in that it is determined whether or not the vehicle is traveling on the rough road based on the vehicle shake detected by the vibration information detecting means.
- the vehicle control device is the vehicle control device according to any one of (1) to (7), wherein (8) a seat position detecting means for detecting a seat position of a seat on which the driver is seated. And the rough road traveling determining means determines whether or not the rough road is traveling based on the seat position detected by the seat position detecting means. .
- the vehicle control device is the vehicle control device according to any one of (1) to (8), wherein (9) the seat position detected by the seat position detection means is stored in advance.
- the rough road traveling determination means includes a rough sheet traveling position based on the sheet position detected by the sheet position detecting means and the sheet position stored in the sheet position storage means. It has the structure characterized by determining whether there exists.
- the vehicle control device is the vehicle control device according to any one of (1) to (9), further including (10) a navigation system that acquires the current position of the vehicle and terrain information.
- the rough road traveling determining means determines whether or not the rough road is traveling based on the terrain information of the current position acquired by the navigation system.
- This configuration makes it possible to determine whether or not the vehicle is traveling on a rough road based on the terrain information of the current position acquired by the navigation system. Therefore, when driving on rough roads, the driving force intended by the driver can be generated in the power source, and deterioration of drivability can be prevented.
- the vehicle control device is the vehicle control device according to any one of (1) to (10), wherein (11) the permission condition determination means is an accelerator pedal that is operated by the accelerator detection means. When the depression of the brake pedal is detected by the brake detection means in a state where the depression is detected, it is determined that the control permission condition is satisfied.
- the permission condition determination means is an accelerator pedal that is operated by the accelerator detection means.
- the vehicle control apparatus is the vehicle control apparatus according to any one of (1) to (11), wherein (12) a deceleration determination unit that detects a state of the vehicle and determines deceleration.
- the permission condition determining means has a configuration characterized by determining that the control permission condition is satisfied when the deceleration determination means determines that the vehicle is decelerated.
- the vehicle control device is the vehicle control device according to (12), further comprising: (13) a brake pedal force detection unit that detects a depression amount of the brake pedal, and the deceleration determination unit includes: Deceleration is determined based on the depression amount of the brake pedal detected by the brake depression force detecting means.
- the amount of brake depression is greater than when the accelerator pedal and the brake pedal are intentionally depressed simultaneously. Based on this, it can be determined that the driver is requesting braking of the vehicle. Therefore, when the deceleration of the vehicle is determined based on the depression amount of the brake pedal, the driving force output from the power source can be reduced.
- the vehicle control device is the vehicle control device according to (12), further comprising (14) vehicle body speed detection means for detecting the vehicle speed from the number of rotations of the rolling wheels, and the deceleration
- the determination means has a configuration characterized in that deceleration is determined based on a change in the rotational speed of the rolling wheels detected by the vehicle body speed detection means.
- the vehicle control device is the vehicle control device according to any one of (1) to (14), wherein (15) vehicle speed detection means for detecting the vehicle speed of the vehicle is provided, and the output
- the control means has a configuration characterized in that the reduction control is executed when the vehicle speed detected by the vehicle speed detection means is equal to or higher than a preset vehicle speed.
- the driving force reduction control is executed, and if the vehicle speed is less than the preset vehicle speed, the driving force is reduced so that it can cope with a start on a slope. By not performing the control, necessary torque transmission can be performed, and deterioration of drivability can be prevented.
- the vehicle control device is the vehicle control device according to any one of (1) to (15) above.
- the output control means is preset by the permission condition determination means. The reduction control is executed when it is determined that the control permission condition is satisfied for a predetermined time or more.
- the vehicle control device is the vehicle control device according to any one of (1) to (16), wherein (17) the accelerator detection means detects the depression amount of the accelerator pedal.
- the output control means has a configuration characterized in that the lowering control is ended when the depression amount of the accelerator pedal detected by the accelerator detection means changes more than a preset depression amount. is doing.
- This configuration makes it possible to determine that an acceleration request has been made to the vehicle when the accelerator pedal depression amount has changed significantly. Therefore, the decrease control can be terminated and drivability can be prevented from deteriorating.
- the vehicle control device is the vehicle control device according to any one of (1) to (17), wherein (18) the output control means is configured such that the brake pedal is operated by the brake detection means. When it is detected that the vehicle has not been depressed, the reduction control of the driving force output from the power source is terminated.
- This configuration can prevent the driving force from continuing to decrease unnecessarily, so that the drivability can be prevented from deteriorating.
- the driving force output from the power source is reduced when the accelerator pedal and the brake pedal are depressed simultaneously, and the driving force intended by the driver during rough road traveling is reduced. It is possible to provide a vehicle control device that can generate a power source and prevent deterioration of drivability.
- FIG. 1 is a schematic block diagram illustrating a configuration of an automatic transmission according to an embodiment of the present invention. It is an operation
- surface which shows the engagement state of the friction engagement element which implement
- the vehicle 10 transmits an engine 12 as a power source and a torque that is generated in the engine 12 and forms a gear stage according to the traveling state of the vehicle 10.
- the front differential mechanism 14 for distributing the torque transmitted from the automatic transmission 13 to the left and right front drive shafts 22L, 22R, and the torque transmitted by the propeller shaft 21 to the left and right rear drive shafts 23L, 23R.
- a transfer 16 that distributes the torque transmitted by the automatic transmission 13 to the front wheels 17L, 17R and the rear wheels 18L, 18R.
- the vehicle 10 includes an ECU (Electronic Control Unit) 100 as a vehicle electronic control device for controlling the entire vehicle 10, a hydraulic control device 110 that controls the automatic transmission 13 and the transfer 16 by hydraulic pressure, a driver, An operation panel 120 serving as an input / output interface, and a navigation system 170.
- ECU Electronic Control Unit
- the vehicle 10 includes an ECU (Electronic Control Unit) 100 as a vehicle electronic control device for controlling the entire vehicle 10, a hydraulic control device 110 that controls the automatic transmission 13 and the transfer 16 by hydraulic pressure, a driver, An operation panel 120 serving as an input / output interface, and a navigation system 170.
- ECU Electronic Control Unit
- the vehicle 10 includes a crank sensor 131, an input shaft rotation speed sensor 133, an output gear rotation speed sensor 134, a shift sensor 141, an accelerator sensor 142, a foot brake sensor (hereinafter referred to as an FB sensor) 143, , Throttle sensor 145, front wheel speed sensor 161, rear wheel speed sensor 162, transfer input speed sensor 163, transfer output speed sensor 164, distribution SW sensor 165, tilt detection sensor 166, seat A position sensor 167 and other various sensors (not shown) are provided. Each sensor provided in the vehicle 10 outputs a detected detection signal to the ECU 100.
- the engine 12 is configured by a known power device that outputs torque by burning a mixture of hydrocarbon fuel such as gasoline or light oil and air in a combustion chamber of a cylinder (not shown).
- the engine 12 performs automatic transmission by reciprocating the piston in the cylinder by intermittently repeating the intake, combustion, and exhaust of the air-fuel mixture in the combustion chamber, and rotating the crankshaft connected to the piston so that power can be transmitted. Torque is transmitted to the machine 13.
- the fuel used for the engine 12 may be an alcohol fuel containing alcohol such as ethanol.
- the automatic transmission 13 includes a plurality of planetary gear devices, and takes gear stages according to a combination of engagement states and release states of clutches and brakes as a plurality of friction engagement elements provided in these planetary gear devices. It is like that.
- the clutch and brake can be switched between an engaged state and a released state by a hydraulic control device 110.
- the automatic transmission 13 decelerates or increases the rotation of the crankshaft input as the power of the engine 12, that is, the torque at a predetermined gear ratio ⁇ , and outputs it to the front differential mechanism 14 and the transfer 16.
- the stepped transmission is configured to form a shift stage according to the running state and perform speed conversion according to each shift stage. Details of the automatic transmission 13 will be described later.
- the automatic transmission 13 may be a continuously variable transmission that continuously changes the gear ratio.
- the front differential mechanism 14 allows a difference in rotational speed between the front wheel 17L and the front wheel 17R when traveling on a curve or the like.
- the front differential mechanism 14 includes a plurality of gears, and distributes the torque input by the automatic transmission 13 to the front drive shafts 22L and 22R for output.
- the front differential mechanism 14 may be configured such that the front drive shafts 22L and 22R have the same rotation and can take a differential lock state that does not allow a difference in rotational speed between the front wheels 17L and the front wheels 17R. Details of the front differential mechanism 14 will also be described later.
- the rear differential mechanism 15 has substantially the same configuration as the front differential mechanism 14, and therefore description thereof is omitted.
- the transfer 16 is also called a sub-transmission, and can transmit the torque transmitted by the automatic transmission 13 by distributing it to the front differential mechanism 14 and the rear differential mechanism 15. Therefore, the transfer 16 distributes torque to the front wheels 17L and 17R and the rear wheels 18L and 18R. That is, the transfer 16 constitutes a power distribution device.
- the transfer 16 is used during normal travel and four-wheel drive. When traveling, it operates as follows. That is, the transfer 16 does not transmit the torque transmitted by the automatic transmission 13 to the rear differential mechanism 15 but only the front differential mechanism 14 during normal travel. The transfer 16 also transmits the torque transmitted by the automatic transmission 13 to the rear differential mechanism 15 and distributes the torque to the front differential mechanism 14 and the rear differential mechanism 15 during four-wheel drive traveling. It is like that. Details of the transfer 16 will also be described later.
- the ECU 100 includes a CPU (Central Processing Unit) as a central processing unit, a ROM (Read Only Memory) for storing fixed data, a RAM (Random Access Memory) for temporarily storing data, and a rewritable nonvolatile memory.
- a CPU Central Processing Unit
- ROM Read Only Memory
- RAM Random Access Memory
- EEPROM Electrically Erasable and Programmable Read Only Memory
- an input / output interface circuit composed of the above-mentioned memories are provided to control the vehicle 10.
- the ECU 100 is connected to a crank sensor 131, an accelerator sensor 142, and the like.
- the ECU 100 detects the engine speed Ne, the accelerator opening Acc, and the like based on detection signals output from these sensors.
- the ECU 100 has an internal clock and can measure the time. Further, the ECU 100 controls the oil pressure control device 110 to control the oil pressure of each part of the automatic transmission 13 and the transfer 16. Note that the characteristic functions of the ECU 100 will be described later.
- the ROM of the ECU 100 stores an operation table for realizing each gear stage described later and a program for executing vehicle control. Further, the ROM of the ECU 100 also stores a throttle opening degree control map, a shift diagram, a lockup control map, specification values of the vehicle 10 and the like which are not described in detail.
- the accelerator depression determination value Acc_tv, the brake depression determination value Bf_tv, the deceleration brake determination value BfDc_tv, and the output reduction accelerator opening Acn are stored in the ROM of the ECU 100.
- the accelerator depression determination value Acc_tv is a determination value for determining whether to enter the accelerator on state or the accelerator off state according to the depression amount of the accelerator pedal 212.
- the brake depression determination value Bf_tv is a determination value for determining whether to set the brake on state or the brake off state according to the depression amount of the foot brake pedal 213.
- the deceleration brake determination value BfDc_tv is a determination value for determining whether or not the vehicle 10 is decelerating according to the depression amount of the foot brake pedal 213.
- the output reduction accelerator opening Acn is an accelerator opening set to reduce the output of the engine 12 from the actual accelerator opening Acc when a control permission condition described later is satisfied.
- deceleration brake determination value BfDc_tv and the output reduction accelerator opening Acn may be calculated according to the traveling state of the vehicle 10.
- the hydraulic control device 110 includes linear solenoid valves SLT and SLU as electromagnetic valves controlled by the ECU 100, on / off solenoid valves SL, and linear solenoid valves SL1 to SL5.
- the hydraulic control device 110 is controlled by the ECU 100 to switch the hydraulic circuit and control the hydraulic pressure by the solenoid valves, and operate each part of the automatic transmission 13. Therefore, the hydraulic control device 110 causes the automatic transmission 13 to configure a desired gear position by switching each solenoid valve.
- the operation panel 120 is connected to the ECU 100 and receives an input operation from the driver, assists the driver, displays the running state of the vehicle, and the like. For example, when the driver inputs a travel mode using a switch or the like provided on the operation panel 120, a signal indicating the input of the travel mode is output to the input / output interface of the ECU 100. As described above, the operation panel 120 selects one of the travel modes from a plurality of travel modes including the rough road travel mode. That is, the operation panel 120 constitutes a travel mode change switch.
- the navigation system 170 includes a map information storage unit that stores map information including terrain information, a current position acquisition unit that acquires the current position of the vehicle 10 using GPS (Global Positioning System), and a display unit that displays information to the driver.
- the terrain information of the current position of the vehicle 10 is obtained.
- the navigation system 170 provides the driver with a current position, a travel route guidance to the destination, and the like, as in a known car navigation system.
- the crank sensor 131 is controlled by the ECU 100 to detect the rotational speed of the crankshaft 24 and to output a detection signal corresponding to the detected rotational speed to the ECU 100. Further, the ECU 100 acquires the rotation speed of the crankshaft 24 represented by the detection signal output from the crank sensor 131 as the engine rotation speed Ne.
- the input shaft rotational speed sensor 133 is controlled by the ECU 100 to detect the rotational speed of the input shaft 71, which will be described later, and output a detection signal corresponding to the detected rotational speed to the ECU 100.
- the input shaft 71 is directly connected to a turbine shaft 62 of the torque converter 60 described later, and is the same as the rotational speed of the turbine shaft 62. Therefore, hereinafter, the input shaft detected by the input shaft rotational speed sensor 133 is used.
- the rotational speed Nm is set as the turbine rotational speed Nt.
- the output gear rotation speed sensor 134 is controlled by the ECU 100 to detect the rotation speed of an output gear 72 described later and to output a detection signal corresponding to the detected rotation speed to the ECU 100. .
- ECU 100 calculates gear ratio ⁇ based on speed change mechanism input speed Nm input from input shaft speed sensor 133 and speed change mechanism output speed Nc input from output gear speed sensor 134. You can also do that. Note that the speed ratio ⁇ is obtained by dividing the actual rotational speed Nm of the input shaft 71 by the actual rotational speed Nc of the output gear 72.
- the shift sensor 141 is controlled by the ECU 100 to detect which of the plurality of switching positions the shift lever 211 is in, and outputs a detection signal indicating the switching position of the shift lever 211 to the ECU 100. It has become.
- the shift lever 211 has a D position corresponding to a drive range (hereinafter simply referred to as a D range), an N position corresponding to a neutral range, an R position corresponding to a reverse range, from the rear to the front of the vehicle 10. P position corresponding to the parking range is taken.
- a D range a drive range
- N position corresponding to a neutral range
- R position corresponding to a reverse range
- the speed stage of the speed change mechanism 70 described later forms one of the first speed to the sixth speed.
- the ECU 100 The shift speed is selected from the shift speeds based on the vehicle speed V and the throttle opening ⁇ th.
- the accelerator sensor 142 is controlled by the ECU 100 to detect an amount of depression (hereinafter referred to as a stroke) by which the accelerator pedal 212 is depressed, and outputs a detection signal corresponding to the detected stroke to the ECU 100. Yes.
- the ECU 100 calculates the accelerator opening Acc from the stroke of the accelerator pedal 212 represented by the detection signal output from the accelerator sensor 142.
- the accelerator sensor 142 detects the depression of the accelerator pedal 212 and the depression amount. That is, the accelerator sensor 142 constitutes an accelerator detection means.
- the FB sensor 143 is controlled by the ECU 100 to detect an amount of depression (hereinafter referred to as a stroke) by which the foot brake pedal 213 is depressed, and outputs a detection signal corresponding to the detected stroke to the ECU 100. ing. Further, the ECU 100 calculates the foot brake pedal force Bf from the stroke of the foot brake pedal 213 represented by the detection signal output from the FB sensor 143.
- the FB sensor 143 detects the depression of the foot brake pedal 213. That is, the FB sensor 143 constitutes a brake detection unit.
- the FB sensor 143 detects the amount of depression of the foot brake pedal 213. That is, the FB sensor 143 constitutes a brake pedal force detection means.
- the FB sensor 143 provides a predetermined threshold, that is, a brake depression determination value Bf_tv, for the stroke of the foot brake pedal 213, not the foot brake depression force Bf that represents the stroke of the foot brake pedal 213, and the foot brake that has been depressed A foot brake on / off signal may be output depending on whether or not the stroke of the pedal 213 exceeds this threshold value. Further, the FB sensor 143 may detect the hydraulic pressure applied to the brake body provided on the front wheels 17L and 17R, and output a detection signal representing the hydraulic pressure applied to the brake body to the ECU 100. Also in this case, the FB sensor 143 provides a predetermined threshold value for the hydraulic pressure of the brake cylinder, and outputs a foot brake on / off signal depending on whether or not the hydraulic pressure of the brake cylinder exceeds this threshold value. Good.
- the throttle sensor 145 is controlled by the ECU 100 to detect the opening degree of the throttle valve of the engine 12 driven by a throttle actuator (not shown), and to output a detection signal corresponding to the detected opening degree to the ECU 100. It has become.
- the ECU 100 is configured to acquire the throttle valve opening represented by the detection signal output from the throttle sensor 145 as the throttle opening ⁇ th.
- the ECU 100 obtains the throttle opening ⁇ th from the accelerator opening Acc based on the throttle opening control map, the throttle obtained from the throttle opening control map without using the detection signal output from the throttle sensor 145.
- the opening degree ⁇ th can be used as a detection value.
- the front wheel rotational speed sensor 161 is controlled by the ECU 100 to detect the rotational speed of the front drive shaft 22L or 22R and to output a detection signal corresponding to the detected rotational speed to the ECU 100. Further, the ECU 100 acquires the rotational speed of the front drive shaft 22L or 22R represented by the detection signal output from the front wheel rotational speed sensor 161 as the drive shaft rotational speed Nd. Further, the ECU 100 calculates the vehicle speed V based on the drive shaft rotational speed Nd acquired from the front wheel rotational speed sensor 161.
- the vehicle speed V indicates a vehicle speed when traveling on a normal traveling road, and will be described below in a situation where the front wheels 17L or 17R slip, for example, when traveling on a rough road.
- a vehicle speed Vr is used. Accordingly, the front wheel rotation speed sensor 161 detects the speed of the vehicle 10. That is, the front wheel speed sensor 161 constitutes a vehicle speed detecting means.
- the rear wheel rotational speed sensor 162 is controlled by the ECU 100 to detect the rotational speed of the rear drive shaft 23L or 23R and output a detection signal corresponding to the detected rotational speed to the ECU 100. Further, the ECU 100 is configured to acquire the rotational speed of the rear drive shaft 23L or 23R represented by the detection signal output from the rear wheel rotational speed sensor 162 as the rear wheel rotational speed Nr.
- ECU 100 calculates vehicle body speed Vr based on rear wheel rotational speed Nr acquired from rear wheel rotational speed sensor 162 when driving by only front wheels 17L and 17R, that is, front wheel driving is selected. It is like that.
- the rear wheels 18L and 18R are rolling wheels that are not driven by the engine 12
- the vehicle speed Vr that is the actual vehicle speed of the vehicle 10 is obtained by detecting the rotational speed of the rear wheels 18L and 18R. be able to.
- the rear wheel rotational speed sensor 162 detects the speed of the vehicle 10 from the rotational speed of the rear wheels 18L and 18R, that is, the rotational speed of the rolling wheels in the two-wheel drive. Therefore, the rear wheel speed sensor 162 constitutes a vehicle body speed detecting means.
- the transfer input rotational speed sensor 163 is controlled by the ECU 100 to detect the rotational speed TRin of the input shaft of the transfer 16 and output a detection signal corresponding to the detected rotational speed to the ECU 100. Specifically, the ECU 100 detects the rotational speed of the input shaft 54 of the transfer clutch 53 described later. As described above, the transfer input rotation speed sensor 163 detects the input shaft rotation speed of the transfer 16. That is, the transfer input rotational speed sensor 163 constitutes input shaft rotational speed detection means.
- the transfer output rotational speed sensor 164 is controlled by the ECU 100 to detect the rotational speed TRout of the output shaft of the transfer 16 and output a detection signal corresponding to the detected rotational speed to the ECU 100. Specifically, the ECU 100 detects the rotation speed of the propeller shaft 21. As described above, the transfer output speed sensor 164 detects the output shaft speed of the transfer 16. That is, the transfer output rotational speed sensor 164 constitutes an output shaft rotational speed detection means.
- the distribution SW sensor 165 is controlled by the ECU 100 to detect whether the power changeover switch 215 is in the two-wheel drive selection position or the four-wheel drive selection position, and represents the changeover position of the power changeover switch 215. A detection signal is output to the ECU 100. Further, the power changeover switch 215 selects a distribution ratio between the driving force of the front wheels 17L and 17R and the driving force of the rear wheels 18L and 18R, instead of the two-wheel drive selection and the four-wheel drive selection. It may be possible. Thus, the distribution SW sensor 165 detects the power switching state of the power switching switch 215. That is, the distribution SW sensor 165 constitutes a power switching state detection unit.
- the tilt detection sensor 166 is controlled by the ECU 100 to detect the tilt angle of the vehicle 10 and output a detection signal corresponding to the detected tilt angle to the ECU 100.
- the inclination detection sensor 166 includes a weight supported so as to be swingable in the front-rear, left-right direction of the vehicle 10, and a signal representing a displacement that the weight has moved according to the front-rear, left-right inclination of the vehicle 10. To output.
- the inclination detection sensor 166 detects the inclination of the vehicle 10. That is, the inclination detection sensor 166 constitutes inclination information detection means.
- the seat position sensor 167 is controlled by the ECU 100 to detect the position of the driver's seat where the driver is seated, and to output a detection signal corresponding to the detected seat position to the ECU 100.
- the seat position takes a smaller value toward the front.
- the front means the one closer to the accelerator pedal 212, the foot brake pedal 213, the steering wheel, and the like.
- the seat position sensor 167 detects the seat position of the seat on which the driver is seated. That is, the sheet position sensor 167 constitutes a sheet position detection unit.
- the ECU 100 determines whether or not the vehicle is traveling on a rough road based on the position of the driver's seat detected by the seat position sensor 167. Specifically, the ECU 100 is traveling on a rough road when the position of the driver's seat detected by the seat position sensor 167 is equal to or less than a preset rough road determination seat position, that is, when it is ahead. If it is determined that there is a driver's seat and the detected position of the seat exceeds the rough road determination seat position, it is determined that the vehicle is not traveling on a rough road.
- the automatic transmission 13 includes a torque converter 60 that transmits torque output from the engine 12, a rotation speed of an input shaft 71 that is an input shaft, and a rotation speed of an output gear 72 that is an output gear. And a speed change mechanism 70 that performs the speed change.
- a reduction gear mechanism is provided between the speed change mechanism 70 and the front differential mechanism 14 so as to input torque from the speed change mechanism 70 and increase the driving force while decreasing the rotational speed to output to the front differential mechanism 14.
- torque is directly transmitted from the speed change mechanism 70 to the front differential mechanism 14 without providing a reduction gear mechanism in order to simplify the description.
- the torque converter 60 is disposed between the engine 12 and the transmission mechanism 70, and changes the direction of the oil flow, the pump impeller 63 that inputs torque from the engine 12, the turbine runner 64 that outputs torque to the transmission mechanism 70, and the oil flow.
- a stator 66 and a lock-up clutch 67 that directly connects the pump impeller 63 and the turbine runner 64 are provided to transmit torque via oil.
- the pump impeller 63 is connected to the crankshaft 24 of the engine 12. Further, the pump impeller 63 is rotated integrally with the crankshaft 24 by the torque of the engine 12.
- the turbine runner 64 is connected to the turbine shaft 62, and the turbine shaft 62 is connected to the speed change mechanism 70.
- the turbine shaft 62 is directly connected to an input shaft 71 that is an input shaft of the speed change mechanism 70.
- the turbine runner 64 is rotated by the flow of oil pushed out by the rotation of the pump impeller 63, and outputs the rotation of the crankshaft 24 of the engine 12 to the speed change mechanism 70 via the turbine shaft 62. .
- the stator 66 is rotatably supported by the housing 31 of the automatic transmission 13 serving as a non-rotating member via a one-way clutch 65.
- the stator 66 flows out of the turbine runner 64 and again changes the direction of the oil flowing into the pump impeller 63 to change the force to further rotate the pump impeller 63.
- the stator 66 is prevented from rotating by the one-way clutch 65, and changes the direction in which this oil flows.
- stator 66 rotates idly and prevents reverse torque from acting on the turbine runner 64.
- the lock-up clutch 67 directly connects the pump impeller 63 and the turbine runner 64, and mechanically directly transmits the rotation of the crankshaft 24 of the engine 12 to the turbine shaft 62.
- the torque converter 60 transmits rotation between the pump impeller 63 and the turbine runner 64 via oil. Therefore, the rotation of the pump impeller 63 cannot be transmitted 100% to the turbine runner 64. Therefore, when the rotational speed of the crankshaft 24 and the turbine shaft 62 approaches, the lockup clutch 67 is operated to mechanically directly connect the pump impeller 63 and the turbine runner 64. More specifically, the crankshaft 24 And the turbine shaft 62 are mechanically connected directly to increase the transmission efficiency of the rotation from the engine 12 to the speed change mechanism 70 and improve the fuel efficiency.
- the lock-up clutch 67 can realize a flex lock-up that slides at a predetermined slip rate.
- the state of the lock-up clutch 67 is determined based on the travel state of the vehicle 10 based on the lock-up control map stored in the ROM of the ECU 100, specifically, the CPU of the ECU 100 according to the vehicle speed V and the accelerator opening Acc. To be selected.
- the state of the lock-up clutch 67 includes a converter state in which the lock-up clutch 67 is released, a lock-up state in which the lock-up clutch 67 is fastened, and a flex lock-up state in which the lock-up clutch 67 is slid. , One of the states.
- the pump impeller 63 is provided with a mechanical oil pump 68 that generates hydraulic pressure for shifting the speed change mechanism 70 and hydraulic pressure for supplying oil for operation, lubrication and cooling to each part. ing.
- the transmission mechanism 70 includes an input shaft 71, an output gear 72, a first planetary gear device 73, a second planetary gear device 74, a C1 clutch 75, a C2 clutch 76, a B1 brake 77, a B2 brake 78, and a B3.
- a brake 79 and an F one-way clutch 80 are provided.
- the input shaft 71 is directly connected to the turbine shaft 62 of the torque converter 60. Therefore, the input shaft 71 directly inputs the output rotation of the torque converter 60.
- the output gear 72 is connected to the carrier of the second planetary gear unit 74 and engages with a differential ring gear 42 described later of the front differential mechanism 14 to function as a counter drive gear. Therefore, the output gear 72 transmits the output rotation of the speed change mechanism 70 to the front differential mechanism 14.
- the first planetary gear unit 73 is composed of a single pinion type planetary gear mechanism.
- the first planetary gear device 73 includes a sun gear S1, a ring gear R1, a pinion gear P1, and a carrier CA1.
- the sun gear S1 is connected to the input shaft 71. Therefore, the sun gear S ⁇ b> 1 is connected to the turbine shaft 62 of the torque converter 60 via the input shaft 71.
- the ring gear R1 is selectively fixed to the housing 31 of the automatic transmission 13 via the B3 brake 79.
- the pinion gear P1 is rotatably supported by the carrier CA1.
- the pinion gear P1 is engaged with the sun gear S1 and the ring gear R1.
- the carrier CA1 is selectively fixed to the housing 31 via the B1 brake 77.
- the second planetary gear unit 74 is constituted by a Ravigneaux type planetary gear mechanism.
- the second planetary gear unit 74 includes a sun gear S2, ring gears R2 and R3, a short pinion gear P2, a long pinion gear P3, a sun gear S3, a carrier CA2, and a carrier CA3.
- the sun gear S2 is connected to the carrier CA1 of the first planetary gear device 73.
- the ring gears R2 and R3 are selectively connected to the input shaft 71 via the C2 clutch 76.
- the ring gears R2 and R3 are selectively fixed to the housing 31 via a B2 brake 78. Also, the ring gears R2 and R3 are prevented from rotating in the direction opposite to the rotation direction of the input shaft 71 (hereinafter referred to as the reverse direction) by the F one-way clutch 80 provided in parallel with the B2 brake 78. Yes.
- the short pinion gear P2 is rotatably supported by the carrier CA2.
- Short pinion gear P2 is engaged with sun gear S2 and long pinion gear P3.
- the long pinion gear P3 is rotatably supported by the carrier CA3.
- the long pinion gear P3 is engaged with the short pinion gear P2, the sun gear S3, and the ring gears R2 and R3.
- the sun gear S3 is selectively connected to the input shaft 71 via the C1 clutch 75.
- the carrier CA2 is connected to the output gear 72.
- the carrier CA3 is connected to the carrier CA2 and the output gear 72.
- the B1 brake 77, the B2 brake 78, and the B3 brake 79 are fixed to the housing 31 of the automatic transmission 13.
- the C1 clutch 75, the C2 clutch 76, the F one-way clutch 80, the B1 brake 77, the B2 brake 78, and the B3 brake 79 (hereinafter simply referred to as the clutch C and the brake B unless otherwise specified) are a multi-plate clutch or brake.
- the hydraulic friction engagement device is controlled to be engaged by a hydraulic actuator.
- the clutch C and the brake B correspond to a hydraulic circuit that is switched according to excitation or non-excitation of the linear solenoid valves SL1 to SL5, SLU and SLT, and the on / off solenoid valve SL of the hydraulic control device 110, or an operating state of a manual valve (not shown)
- the state can be switched between the engaged state and the released state.
- the operation table for realizing each shift speed is a state in which each friction engagement element of the speed change mechanism 70, that is, the engagement and release states of the clutch C and the brake B, in order to realize each shift speed.
- ⁇ represents engagement.
- X represents release.
- ⁇ represents engagement only during engine braking.
- ⁇ represents engagement only during driving.
- each friction engagement element is operated by excitation, de-excitation, or current control of linear solenoid valves SL1 to SL5 provided in the hydraulic control device 110 (see FIG. 1) and a transmission solenoid (not shown).
- a forward shift stage of 1st to 6th speed and a reverse shift stage are formed.
- the ECU 100 when realizing the first speed, engages the F one-way clutch 80 in addition to the engagement of the C1 clutch 75 during driving. In addition, when realizing the first speed, the ECU 100 engages the B2 brake 78 in addition to the engagement of the C1 clutch 75 when applying the engine brake.
- the ECU 100 engages the B2 brake 78 and the B3 brake 79 when realizing the reverse gear. Further, the ECU 100 releases all of the C1 clutch 75, the C2 clutch 76, the B1 brake 77, the B2 brake 78, the B3 brake 79, and the F one-way clutch 80 when realizing the neutral range and the parking range. As described above, the transmission mechanism 70 is in a neutral state in which torque transmission is not performed between the input and output of the transmission mechanism 70 by releasing all the friction engagement elements.
- the linear solenoid valve SLT controls the hydraulic pressure of the line pressure PL that is the original pressure of the oil supplied to each part.
- the linear solenoid valve SLT includes a throttle opening ⁇ th, an intake air amount Qar of the engine 12, a cooling water temperature Tw of the engine 12, an engine speed Ne, an input shaft speed Nm, that is, a turbine speed Nt, automatic Based on the oil temperature Tf, shift position Psh, shift range, etc. of the transmission 13 and the hydraulic control device 110, the ECU 100 controls the line pressure PL.
- the linear solenoid valve SLU controls the lockup mechanism.
- the linear solenoid valve SLU includes an engine speed Ne that is an input speed of the torque converter 60, a turbine speed Nt that is an output speed of the torque converter 60, a throttle opening ⁇ th, a vehicle speed V, an input torque, and the like. Is controlled by the ECU 100 to adjust the pressure of a lockup relay valve and a lockup control valve (not shown) to control the lockup clutch 67.
- the on / off solenoid valve SL switches the hydraulic pressure of the lockup relay valve.
- the linear solenoid valves SL1 to SL5 are designed to perform shift control.
- Linear solenoid valves SL1 and SL2 control the hydraulic pressures of the C1 clutch 75 and the C2 clutch 76.
- the linear solenoid valves SL3, SL4, and SL5 control the hydraulic pressures of the B1 brake 77, the B2 brake 78, and the B3 brake 79.
- the front differential mechanism 14 includes a hollow differential case 41, a differential ring gear 42 provided on the outer periphery of the differential case 41, a pinion shaft 43 provided inside the differential case 41, and differential pinion gears 44a and 44b. And side gears 45L and 45R.
- the differential pinion gears 44a and 44b and the side gears 45L and 45R are bevel gears.
- the differential case 41 is rotatably held around the front drive shafts 22L and 22R.
- the differential ring gear 42 is provided on the outer periphery of the differential case 41 and is engaged with the output gear 72 of the automatic transmission 13.
- the pinion shaft 43 is fixed so as to rotate integrally with the differential case 41 in parallel with the differential ring gear 42.
- the differential pinion gears 44 a and 44 b are provided to be rotatable around the pinion shaft 43.
- the side gear 45L is provided so as to rotate integrally with the front drive shaft 22L and is engaged with the differential pinion gear 44a and the differential pinion gear 44b.
- the side gear 45R is provided so as to rotate integrally with the front drive shaft 22R, and is engaged with the differential pinion gear 44a and the differential pinion gear 44b.
- the front differential mechanism 14 when the differential pinion gears 44a and 44b do not rotate, the side gear 45L and the side gear 45R rotate equally.
- the front differential mechanism 14 when the differential pinion gears 44a and 44b are rotated, the side gear 45L and the side gear 45R are relatively reversely rotated. Therefore, the front differential mechanism 14 allows a difference in rotational speed between the side gear 45L that rotates integrally with the front drive shaft 22L and the side gear 45R that rotates together with the front drive shaft 22R, and changes a curve or the like. When traveling, the difference in rotational speed between the front wheel 17L and the front wheel 17R can be absorbed.
- the rear differential mechanism 15 has the same configuration as the front differential mechanism 14, and therefore the description thereof is omitted.
- the differential ring gear 42 is engaged with the pinion gear of the propeller shaft 21 instead of the output gear 72 of the automatic transmission 13.
- the left and right side gears of the rear differential mechanism 15 are provided to rotate integrally with the rear drive shafts 23L and 23R instead of the front drive shafts 22L and 22R.
- the transfer 16 includes a hypoid gear 51, a hypoid pinion 52, and a transfer clutch 53.
- the hypoid gear 51 rotates integrally with the differential case 41 of the front differential mechanism 14 and inputs torque from the automatic transmission 13 to the transfer 16 via the front differential mechanism 14.
- the hypoid pinion 52 is, for example, a bevel gear together with the hypoid gear 51, and converts the rotational direction of torque input from the hypoid gear 51 by 90 °.
- the transfer clutch 53 includes an input shaft 54, a multi-plate clutch disk 55, a multi-plate clutch plate 56, and a piston 57, and a hydraulic servo chamber 58 is formed therein.
- the transfer clutch 53 connects the hypoid pinion 52 and the propeller shaft 21 side so as to be able to transmit torque.
- the transfer clutch 53 itself is a known hydraulic servo type wet multi-plate clutch.
- the input shaft 54 is connected to the hypoid pinion 52 so that torque is input from the hypoid pinion 52 and transmitted to the multi-plate clutch disk 55.
- the multi-plate clutch plate 56 transmits torque to the propeller shaft 21.
- the multi-plate clutch disk 55 and the multi-plate clutch plate 56 form a multi-plate clutch.
- the hydraulic pressure in the hydraulic servo chamber 58 is controlled by a hydraulic control device, and when the hydraulic pressure is supplied into the hydraulic servo chamber 58, the piston 57 presses the multi-plate clutch disc 55 and the multi-plate clutch plate 56 with a predetermined pressure. A predetermined torque transmission amount is ensured by this pressing force.
- the transfer 16 distributes the driving force of the engine 12 to the front wheels 17L, 17R and the rear wheels 18L, 18R. That is, the transfer 16 constitutes a power distribution device.
- the ECU 100 detects the rotational speed of the input shaft 54 of the transfer clutch 53 detected by the transfer input rotational speed sensor 163, that is, the input shaft rotational speed TRin of the transfer 16 and the transfer output rotational speed sensor 164. Whether or not the vehicle is traveling on a rough road is determined based on the input / output rotation speed ratio of the rotation speed of the propeller shaft 21, that is, the output shaft rotation speed TRout of the transfer 16.
- the ECU 100 inputs and outputs the input shaft rotational speed TRin of the transfer 16 detected by the transfer input rotational speed sensor 163 and the output shaft rotational speed TRout of the transfer 16 detected by the transfer output rotational speed sensor 164.
- the ratio is 2/5 or more, it is determined that the vehicle is traveling on a rough road, and when the input / output rotational speed ratio is less than 2/5, it is determined that the vehicle is not traveling on a bad road.
- the ECU 100 determines whether or not the vehicle is traveling on a rough road based on the switching state of the power switch 215 of the transfer 16 detected by the distribution SW sensor 165. For example, when the distribution switch sensor 165 detects that the power selector switch 215 is in the four-wheel drive selection position, the ECU 100 determines that the vehicle is traveling on a rough road, and the distribution switch sensor 165 determines that the power selector switch 215 is driving. Is detected to be in a two-wheel drive selection position, it is determined that the vehicle is not traveling on a rough road.
- the ECU 100 determines whether or not the vehicle is traveling on a rough road based on the traveling mode stored in the RAM. Specifically, when the travel mode is input from the driver via the operation panel 120, the ECU 100 stores the input travel mode in the RAM and performs control adapted to the input travel mode. When the rough road travel mode is determined to be a rough road travel mode, the rough road travel mode is determined, and the travel mode stored in the RAM is not the rough road travel mode. It is determined that the vehicle is not traveling on a bad road.
- the ECU 100 determines whether or not the vehicle is traveling on a rough road based on the inclination angle of the vehicle 10 detected by the inclination detection sensor 166. Specifically, when the inclination angle of the vehicle 10 detected by the inclination detection sensor 166 is greater than or equal to a preset rough road determination inclination angle, the ECU 100 determines that the vehicle is traveling on a rough road and is detected. Further, when the inclination angle of the vehicle 10 is less than the rough road determination inclination angle, it is determined that the vehicle 10 is not traveling on a rough road.
- the ECU 100 determines whether or not the vehicle is traveling on a rough road based on the time change of the inclination angle of the vehicle 10 detected by the inclination detection sensor 166, that is, the shaking. Specifically, the ECU 100 determines that the vehicle is traveling on a rough road when the time change in the inclination angle of the vehicle 10 detected by the inclination detection sensor 166 is greater than or equal to a preset rough road determination change angle. When the detected time change of the tilt angle of the vehicle 10 is less than the rough road determination change angle, it is determined that the vehicle is not traveling on a rough road.
- the rough road determination may determine that the vehicle 10 is traveling on a rough road when the time change in the inclination angle of the vehicle 10 is temporarily greater than or equal to the rough road determination change angle. It is preferable to determine that the vehicle is traveling on a rough road when a change greater than the change angle has occurred for a predetermined time or longer.
- the ECU 100 determines whether or not the vehicle is traveling on a rough road based on the position of the driver's seat detected by the seat position sensor 167. Specifically, the ECU 100 is traveling on a rough road when the position of the driver's seat detected by the seat position sensor 167 is equal to or less than a preset rough road determination seat position, that is, when it is ahead. If it is determined that there is a driver's seat and the detected position of the driver's seat exceeds the rough road determination seat position, it is determined that the vehicle is not traveling on a rough road.
- the ECU 100 determines whether or not the vehicle is traveling on a rough road based on the position of the driver's seat stored in advance in the EEPROM. You may judge. Specifically, the ECU 100 stores in advance in the EEPROM a seat position where the driver always sits (hereinafter referred to as a normal seat position). The ECU 100 is traveling on a rough road when the position of the driver's seat detected by the seat position sensor 167 is more than a predetermined position ahead of the normal seat position stored in the EEPROM. If the detected position of the driver's seat is less than a predetermined position from the stored normal seat position, it is determined that the vehicle is not traveling on a rough road.
- a normal seat position a seat position where the driver always sits
- the normal sheet position stored in advance in the EEPROM may be stored by a driver's operation, or obtained by averaging the previous sheet position or a plurality of sheet positions. Also good.
- the ECU 100 determines whether or not the vehicle is traveling on a rough road based on the terrain information at the current position acquired by the navigation system 170. Specifically, when the topography at the current position acquired by the navigation system 170 is a preset rough road area such as a mountainous area or a hilly area, or when it is not a preset normal traveling road, It is determined that the vehicle is traveling on a rough road, and if the acquired topography at the current position is not the rough road region or the normal road, it is determined that the vehicle is not traveling on a bad road.
- a preset rough road area such as a mountainous area or a hilly area
- ECU100 determines whether the present driving
- the ECU 100 determines that the control permission condition is satisfied when the accelerator sensor 142 detects the depression of the accelerator pedal 212 and the FB sensor 143 detects the depression of the foot brake pedal 213. Further, when it is determined that the vehicle is traveling on a rough road, the ECU 100 determines that the control permission condition is not satisfied, and does not execute the reduction control for reducing the driving force output from the engine 12.
- the ECU 100 determines that the control permission condition is satisfied. ing. Further, the ECU 100 determines that the control permission condition is satisfied when the deceleration of the vehicle 10 is determined. That is, the ECU 100 constitutes permission condition determination means.
- the ECU 100 determines that the control permission condition is satisfied, the ECU 100 is configured to execute a reduction control for reducing the driving force output from the engine 12. Further, the ECU 100 executes the decrease control when the vehicle speed V detected by the front wheel speed sensor 161 is equal to or higher than a preset vehicle speed. Further, the ECU 100 is configured to execute the reduction control when it is determined that the control permission condition is satisfied for a preset time or more.
- the ECU 100 is configured to end the lowering control when the depression amount of the accelerator pedal 212 detected by the accelerator sensor 142 changes more than a preset depression amount.
- the ECU 100 ends the reduction control of the driving force output from the engine 12. That is, the ECU 100 constitutes output control means.
- the ECU 100 determines whether or not the vehicle 10 is traveling on a rough road. Further, the ECU 100 is configured to determine whether or not the vehicle is traveling on a rough road based on the distribution state of the driving force by the transfer 16. That is, the ECU 100 constitutes a rough road traveling determination unit.
- the ECU 100 detects the travel mode selected by the operation panel 120. That is, the ECU 100 constitutes a travel mode detection unit.
- the ECU 100 detects the shaking of the vehicle 10 based on the detection result of the inclination detection sensor 166. That is, the ECU 100 constitutes shake information detecting means.
- the ECU 100 is configured to store in advance the sheet position detected by the sheet position sensor in the EEPROM. That is, the ECU 100 constitutes a seat position storage unit.
- the ECU 100 determines deceleration based on the state of the vehicle 10. Further, the ECU 100 determines deceleration based on the depression amount of the foot brake pedal 213 detected by the FB sensor 143. In addition, the ECU 100 determines deceleration based on changes in the rotational speeds of the rear wheels 18L and 18R serving as rolling wheels detected by the rear wheel rotational speed sensor 162. That is, the ECU 100 constitutes a deceleration determination unit.
- the flowchart shown in FIG. 6 represents the execution contents of a vehicle control process program executed by the CPU of the ECU 100 using the RAM as a work area.
- This vehicle control processing program is stored in the ROM of the ECU 100.
- the vehicle control process is executed by the CPU of the ECU 100 at predetermined time intervals.
- the ECU 100 determines whether or not the vehicle is traveling on a rough road (step S11).
- the ECU 100 performs the determination method as to whether or not the vehicle is traveling on a rough road by combining one or more of the above-described determination methods of the rough road traveling.
- step S11 When ECU 100 determines that the vehicle is traveling on a rough road (YES in step S11), if the output of engine 12 is reduced, hesitation or the like occurs and drivability deteriorates. The control process ends.
- ECU 100 determines whether or not the accelerator is on. If the accelerator is not on, the vehicle control process is terminated (Ste S12). Specifically, ECU 100 determines whether or not accelerator opening Acc detected by accelerator sensor 142 is greater than or equal to accelerator depression determination value Acc_tv stored in ROM, and accelerator opening Acc is determined as accelerator depression determination value. If it is greater than or equal to Acc_tv, it is determined that the accelerator is on, that is, the accelerator pedal 212 is depressed, and if the accelerator opening Acc is less than the accelerator depression determination value Acc_tv, the accelerator is off, that is, the accelerator pedal 212. It is determined that is not stepped on.
- the ECU 100 determines whether or not the brake is on. If the brake is not on, the vehicle control process is terminated ( Step S13). Specifically, the ECU 100 determines whether or not the brake depression force Bf detected by the FB sensor 143 is equal to or greater than the brake depression determination value Bf_tv stored in the ROM, and the brake depression force Bf is equal to or greater than the brake depression determination value Bf_tv.
- the brake is on, that is, the foot brake pedal 213 is depressed, and the brake depression force Bf is less than the brake depression determination value Bf_tv, the brake is off, that is, the foot brake pedal 213 is It is determined that it has not been depressed.
- the ECU 100 moves the current brake information stored in the RAM to the previous brake information and stores the determined brake information in the RAM as current brake information during the brake-on determination process (step S13).
- the brake information is information indicating whether the brake is on or the brake is off.
- ECU 100 starts a timer and determines the duration of both the accelerator and brake steps. Monitor.
- Step S13 the ECU 100 determines whether or not the previous brake was off. If the previous brake is not off, the vehicle control process ends. (Step S14). Specifically, the ECU 100 reads the previous brake information stored in the RAM and determines whether or not the brake is off.
- step S12 the accelerator on determination process
- step S13 the brake on determination process
- step S14 the previous brake off determination process
- the ECU 100 determines whether or not the vehicle speed V calculated from the rotational speed detected by the front wheel rotational speed sensor 161 has decreased by a predetermined vehicle speed, and when the vehicle speed V has decreased by a predetermined vehicle speed or more. Determines that the vehicle is decelerating, and determines that the vehicle is not decelerating if the vehicle speed V is not lower than a predetermined vehicle speed.
- the predetermined vehicle speed for determining the deceleration may be a constant value, but is preferably a value corresponding to the vehicle speed V.
- the deceleration determination described above is not a problem because this process is a process during normal driving that is not rough road driving or the like, but in order to be able to cope with rough road driving or the like, the following processing is performed. It is also possible.
- the ECU 100 determines whether or not the brake pedal force Bf detected by the FB sensor 143 is equal to or greater than the deceleration brake determination value BfDc_tv stored in the ROM, and when the brake pedal force Bf is equal to or greater than the deceleration brake determination value BfDc_tv. Is determined to be decelerating, and if the brake pedal force Bf is less than the deceleration brake determination value BfDc_tv, it is determined that the vehicle is not decelerating.
- the ECU 100 performs the above-described deceleration determination by determining the rotational speed detected by the rear wheel rotational speed sensor 162 that detects the rotational speed of the rear wheels 18L and 18R serving as rolling wheels.
- the vehicle speed Vr can be obtained from the above, and deceleration can be determined based on the amount of change in the vehicle speed Vr.
- the transfer 16 is not provided, and the rear wheels 18L, 18R or the front wheels 17L, 17R are always rolling wheels by the two-wheel drive. Therefore, the rear wheel speed sensor 162 or the front wheel speed sensor is always used.
- the vehicle body speed Vr can be obtained by 161, and the deceleration determination can be applied.
- the vehicle 10 may include an acceleration sensor that detects the acceleration of the vehicle 10, and the ECU 100 may perform a deceleration determination based on the acceleration detected by the acceleration sensor.
- ECU 100 determines whether or not both the accelerator and brake are depressed for less than 10 seconds, and both the accelerator and brake are depressed for 10 seconds or more. If so, the vehicle control process is terminated (step S16).
- the vehicle control process is terminated when the accelerator pedal 212 and the foot brake pedal 213 are always depressed. This is because it is not possible to clearly determine whether the output of the engine 12 may be reduced.
- ECU 100 determines that the control permission condition (steps S11 to S16) has continued for a certain period of time and vehicle speed V Is 7 [km / h] or more and if the control permission condition is satisfied and the predetermined time has not yet continued, or if the vehicle speed V is less than 7 [km / h]
- the vehicle control process is terminated (step S17).
- the detection value used for the vehicle speed determination is preferably the vehicle body speed Vr as described above.
- the ECU 100 When it is determined that the control permission condition continues for a certain time and the vehicle speed V is 7 [km / h] or more (determined as YES in step S17), the ECU 100 performs engine output reduction control processing. This is performed (step S18). For example, the ECU 100 rewrites the accelerator opening value to the actual accelerator opening Acc by rewriting the accelerator opening Acn for lowering the output of the engine 12 stored in the ROM from the actual accelerator opening Acc. The engine output is lower than the engine output by.
- the engine output decreasing speed that is, the rate of change from the actual accelerator opening Acc to the output decreasing accelerator opening Acn is set to a ratio according to the vehicle speed V until a desired reduced engine output is obtained. Can be set to the same time.
- the ECU 100 determines whether or not the brake is off, or whether or not the state where the accelerator opening hiss width exceeds the predetermined hiss width continues for a predetermined time, the brake is on, and the accelerator
- the opening hysteresis width is equal to or less than the predetermined hysteresis width or exceeds the predetermined hysteresis width, if the predetermined time has not elapsed, the process returns to the engine output reduction control process (step S18) (step S19).
- the accelerator opening hiss width is the difference between the actual accelerator opening Acc before the engine output reduction control process (step S18) and the current actual accelerator opening Acc detected by the accelerator sensor 142. It shows that.
- step S19 When ECU 100 determines that the brake is off or the accelerator opening hysteresis width exceeds the predetermined hysteresis width for a predetermined time (YES in step S19), the output of engine 12 is determined. A return process is performed and this vehicle control process is complete
- the vehicle control apparatus does not execute the output reduction control of the engine 12 when it is determined that the vehicle is traveling on a rough road.
- the vehicle can travel without reducing the driving force output from the engine 12 even if the accelerator pedal 212 and the foot brake pedal 213 are depressed simultaneously. Therefore, during normal driving, the driving force output from the engine 12 is reduced when the accelerator pedal 212 and the foot brake pedal 213 are depressed simultaneously, and the driving force intended by the driver is reduced during rough road driving. It can be generated by the engine 12 and the deterioration of drivability can be prevented.
- the vehicle control device determines whether or not the vehicle is traveling on a rough road based on the distribution state of the driving force by the transfer 16. By detecting the distribution state of the transfer 16 to be switched, it can be determined whether or not the vehicle is traveling on a rough road. Therefore, by detecting the distribution state of the transfer 16, when it is determined that the vehicle is traveling on a rough road, an unnecessary decrease in driving force can be prevented, and deterioration in drivability can be prevented.
- the vehicle control apparatus can determine the distribution state of the driving force in the transfer 16 based on the input / output rotation speed ratio of the transfer 16, so that the distribution state of the transfer 16 used when traveling on a rough road If it is determined that the driving force is present, it is possible to prevent unnecessary reduction in driving force. As a result, it is possible to prevent deterioration of drivability.
- the vehicle control device determines whether the vehicle is traveling on a rough road, based on the state of the power changeover switch 215, and determines the distribution state of the transfer 16 that is generally switched between the rough road traveling and the normal traveling. Therefore, it is possible to easily determine whether the vehicle is traveling on a rough road, and when it is determined that the transfer 16 used in the rough road is in a distributed state, it is possible to prevent unnecessary reduction in driving force. As a result, it is possible to prevent deterioration of drivability.
- the vehicle control apparatus can determine that the vehicle is traveling on a rough road even when the driving mode selected by the driver is a rough road traveling mode, using the operation panel 120. Can be prevented, and drivability can be prevented from deteriorating.
- the vehicle control device generally has a greater inclination of the vehicle 10 when the vehicle 10 is traveling on a rough road than during normal traveling. It is possible to prevent the deterioration of drivability by detecting the inclination and determining whether or not the vehicle 10 is traveling on a rough road.
- the vehicle control apparatus generally detects the vehicle detected by the inclination sensor 166 when the vehicle 10 is traveling on a rough road because the vehicle 10 is largely swayed compared to during normal traveling. It is possible to detect a swing of the vehicle 10 based on the time change of the inclination of 10 and determine whether or not the vehicle 10 is traveling on a rough road, thereby preventing a deterioration in drivability.
- the vehicle control apparatus generally has a seat position sensor 167 because the driver moves the seat position forward when the vehicle 10 is traveling on a rough road as compared with the normal traveling. By detecting the seat position, it can be determined whether or not the vehicle 10 is traveling on a rough road, and drivability can be prevented from deteriorating.
- the vehicle control device generally stores in advance when the vehicle 10 is traveling on a rough road, because the driver moves the seat position forward as compared to during normal traveling. By comparing with a normal seat position, it can be determined whether or not the vehicle 10 is traveling on a rough road, and deterioration of drivability can be prevented.
- the vehicle control apparatus can determine whether or not the vehicle is traveling on a rough road based on the terrain information of the current position acquired by the navigation system 170. Can be generated in the engine 12 to prevent drivability from deteriorating.
- the present invention is not limited to this, and an electric vehicle that uses a motor as a power source and hydrogen as fuel. It is also possible to use a hydrogen vehicle using an engine as a power source or a hybrid vehicle using both an engine and a motor.
- the power source for reducing the output is not limited to the engine 12, but the driving force of a motor or the like may be reduced.
- the present invention is not limited to this, and a plurality of ECUs may be used.
- the ECU 100 of the present embodiment may be configured by a plurality of ECUs such as an E-ECU that performs combustion control of the engine 12 and a T-ECU that performs shift control of the automatic transmission 13. .
- each ECU inputs and outputs necessary information mutually.
- the vehicle control apparatus reduces the driving force output from the power source when the accelerator pedal and the brake pedal are stepped on at the same time during normal traveling, and also provides a rough road.
- driving it has the effect that the driving force intended by the driver can be generated in the power source and the deterioration of drivability can be prevented. is there.
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Abstract
Description
まず、本発明の実施の形態における制御装置を備えた車両の構成について、図1に示す車両の概略ブロック構成図、および、図2に示す車両制御の概略ブロック構成図を参照して、説明する。
さらに、ECU100は、油圧制御装置110を制御し、自動変速機13およびトランスファ16の各部の油圧を制御するようになっている。なお、ECU100の特徴的な機能については、後述する。
アウトプットギヤ72は、第2遊星歯車装置74のキャリアに連結されるとともに、フロントディファレンシャル機構14の後述するディファレンシャルリングギヤ42と係合し、カウンタドライブギヤとして機能する。したがって、アウトプットギヤ72は、変速機構70の出力回転をフロントディファレンシャル機構14に伝達するようになっている。
さらに、ECU100は、中立レンジおよび駐車レンジを実現する場合には、C1クラッチ75、C2クラッチ76、B1ブレーキ77、B2ブレーキ78、B3ブレーキ79およびFワンウェイクラッチ80の全てを解放させる。このように、変速機構70は、全ての摩擦係合要素を解放させることにより、変速機構70の入出力間でトルク伝達が行われないニュートラル状態となる。
リニアソレノイドバルブSLTは、各部に供給するオイルの元圧となるライン圧PLの油圧制御を行うようになっている。具体的には、リニアソレノイドバルブSLTは、スロットル開度θth、エンジン12の吸入空気量Qar、エンジン12の冷却水温Tw、エンジン回転数Ne、インプットシャフト回転数Nm、すなわち、タービン回転数Nt、自動変速機13および油圧制御装置110の油温Tf、シフトポジションPsh、シフトレンジ等に基づいて、ECU100によって制御され、ライン圧PLを調圧するようになっている。
オンオフソレノイドバルブSLは、ロックアップリレーバルブの油圧の切り替えを行うようになっている。
ECU100は、トランスファ16のトルクの分配状態に基づいて、現在の走行が悪路走行中であるか否かを判定する。
12 エンジン(動力源)
13 自動変速機
14 フロントディファレンシャル機構
15 リヤディファレンシャル機構
16 トランスファ(動力分配装置)
17L、17R 前輪
18L、18R 後輪
21 プロペラシャフト
22L、22R フロントドライブシャフト
23L、23R リヤドライブシャフト
41 デフケース
51 ハイポイドギヤ
52 ハイポイドピニオン
53 トランスファクラッチ
54 入力軸
100 ECU(許可条件判定手段、出力制御手段、悪路走行判定手段、走行モード検出手段、揺れ情報検出手段、シート位置記憶手段、減速判定手段)
110 油圧制御装置
120 操作パネル(走行モード切り替えスイッチ)
131 クランクセンサ
142 アクセルセンサ(アクセル検出手段)
143 FBセンサ(ブレーキ検出手段、ブレーキ踏力検出手段)
145 スロットルセンサ
161 前輪回転数センサ(車速検出手段)
162 後輪回転数センサ(車体速検出手段)
163 トランスファ入力回転数センサ(入力軸回転数検出手段)
164 トランスファ出力回転数センサ(出力軸回転数検出手段)
165 分配SWセンサ(動力切り替え状態検出手段)
166 傾斜検出センサ(傾斜情報検出手段)
167 シート位置センサ(シート位置検出手段)
170 ナビゲーションシステム
212 アクセルペダル
213 フットブレーキペダル
215 動力切り替えスイッチ
Claims (18)
- 動力源とアクセルペダルとブレーキペダルとを備えた車両の制御装置において、
前記アクセルペダルの踏み込みを検出するアクセル検出手段と、
前記ブレーキペダルの踏み込みを検出するブレーキ検出手段と、
前記アクセル検出手段によりアクセルペダルの踏み込みが検出され、かつ、前記ブレーキ検出手段によりブレーキペダルの踏み込みが検出された場合に、制御許可条件の成立と判定する許可条件判定手段と、
前記許可条件判定手段により前記制御許可条件が成立したと判定された場合に、前記動力源から出力される駆動力を低下させる低下制御を実行する出力制御手段と、
前記車両が悪路走行中であるか否かを判定する悪路走行判定手段と、を備え、
前記許可条件判定手段は、前記悪路走行判定手段により悪路走行中であると判定された場合には、前記制御許可条件の不成立とし、前記出力制御手段に前記低下制御を実行させないことを特徴とする車両の制御装置。 - 複数の車輪に対して前記駆動力の分配を行う動力分配装置を備え、
前記悪路走行判定手段は、前記動力分配装置による駆動力の分配状態に基づいて、前記悪路走行中であるか否かを判定することを特徴とする請求項1に記載の車両の制御装置。 - 前記動力分配装置は、前記動力源から出力された駆動力を入力する入力軸と、前記分配した駆動力を出力するそれぞれの出力軸と、を有し、
前記動力分配装置の入力軸回転数を検出する入力軸回転数検出手段と、
前記動力分配装置の出力軸回転数を検出する出力軸回転数検出手段と、を備え、
前記悪路走行判定手段は、前記入力軸回転数検出手段および前記出力軸回転数検出手段により検出された回転数の入出力回転数比に基づいて、前記悪路走行中であるか否かを判定することを特徴とする請求項2に記載の車両の制御装置。 - 前記動力分配装置の前記分配状態を切り替える動力切り替えスイッチと、
前記動力切り替えスイッチの動力切り替え状態を検出する動力切り替え状態検出手段と、を備え、
前記悪路走行判定手段は、前記動力切り替え状態検出手段により検出された動力切り替え状態に基づいて、前記悪路走行中であるか否かを判定することを特徴とする請求項2または請求項3に記載の車両の制御装置。 - 悪路走行モードを含む複数の走行モードからいずれかの走行モードを選択する走行モード切り替えスイッチと、
前記走行モード切り替えスイッチにより選択された走行モードを検出する走行モード検出手段と、を備え、
前記悪路走行判定手段は、前記走行モード検出手段により検出された走行モードに基づいて、前記悪路走行中であるか否かを判定することを特徴とする請求項1から請求項4のいずれか1の請求項に記載の車両の制御装置。 - 前記車両の傾斜を検出する傾斜情報検出手段を備え、
前記悪路走行判定手段は、前記傾斜情報検出手段により検出された車両の傾斜に基づいて、前記悪路走行中であるか否かを判定することを特徴とする請求項1から請求項5のいずれか1の請求項に記載の車両の制御装置。 - 前記車両の揺れを検出する揺れ情報検出手段を備え、
前記悪路走行判定手段は、前記揺れ情報検出手段により検出された車両の揺れに基づいて、前記悪路走行中であるか否かを判定することを特徴とする請求項1から請求項6のいずれか1の請求項に記載の車両の制御装置。 - ドライバーが着座するシートのシート位置を検出するシート位置検出手段を備え、
前記悪路走行判定手段は、前記シート位置検出手段により検出されたシート位置に基づいて、前記悪路走行中であるか否かを判定することを特徴とする請求項1から請求項7のいずれか1の請求項に記載の車両の制御装置。 - 前記シート位置検出手段により検出されたシート位置を予め記憶するシート位置記憶手段を備え、
前記悪路走行判定手段は、前記シート位置検出手段により検出されたシート位置と前記シート位置記憶手段に記憶されているシート位置とに基づいて、前記悪路走行中であるか否かを判定することを特徴とする請求項8に記載の車両の制御装置。 - 前記車両の現在位置および地形情報を取得するナビゲーションシステムを備え、
前記悪路走行判定手段は、前記ナビゲーションシステムにより取得した現在位置の地形情報に基づいて、前記悪路走行中であるか否かを判定することを特徴とする請求項1から請求項9のいずれか1の請求項に記載の車両の制御装置。 - 前記許可条件判定手段は、前記アクセル検出手段によりアクセルペダルの踏み込みが検出されている状態で、前記ブレーキ検出手段によりブレーキペダルの踏み込みが検出された場合に、前記制御許可条件の成立と判定することを特徴とする請求項1から請求項10のいずれか1の請求項に記載の車両の制御装置。
- 前記車両の状態を検出し、減速を判定する減速判定手段を備え、
前記許可条件判定手段は、前記減速判定手段により車両の減速が判定された場合に、前記制御許可条件の成立と判定することを特徴とする請求項1から請求項11のいずれか1の請求項に記載の車両の制御装置。 - 前記ブレーキペダルの踏み込み量を検出するブレーキ踏力検出手段を備え、
前記減速判定手段は、前記ブレーキ踏力検出手段に検出されたブレーキペダルの踏み込み量に基づいて減速を判定することを特徴とする請求項12に記載の車両の制御装置。 - 転動輪の回転数から前記車両の速度を検出する車体速検出手段を備え、
前記減速判定手段は、前記車体速検出手段に検出された転動輪の回転数の変化に基づいて減速を判定することを特徴とする請求項12に記載の車両の制御装置。 - 前記車両の車速を検出する車速検出手段を備え、
前記出力制御手段は、前記車速検出手段により検出された車速が予め設定された車速以上である場合に、前記低下制御を実行することを特徴とする請求項1から請求項14のいずれか1の請求項に記載の車両の制御装置。 - 前記出力制御手段は、前記許可条件判定手段により予め設定された時間以上、前記制御許可条件が成立したと判定された場合に、前記低下制御を実行することを特徴とする請求項1から請求項15のいずれか1の請求項に記載の車両の制御装置。
- 前記アクセル検出手段は、前記アクセルペダルの踏み込み量を検出し、
前記出力制御手段は、前記アクセル検出手段により検出された前記アクセルペダルの踏み込み量が予め設定された踏み込み量よりも大きく変化した場合に、前記低下制御を終了させることを特徴とする請求項1から請求項16のいずれか1の請求項に記載の車両の制御装置。 - 前記出力制御手段は、前記ブレーキ検出手段により前記ブレーキペダルが踏み込まれていないことを検出された場合に、前記動力源から出力される駆動力の低下制御を終了させることを特徴とする請求項1から請求項17のいずれか1の請求項に記載の車両の制御装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN200980162672.XA CN102741528B (zh) | 2009-12-17 | 2009-12-17 | 车辆控制装置 |
PCT/JP2009/006955 WO2011074035A1 (ja) | 2009-12-17 | 2009-12-17 | 車両の制御装置 |
EP09852233.7A EP2514953B1 (en) | 2009-12-17 | 2009-12-17 | Vehicle control apparatus |
US13/515,108 US9199645B2 (en) | 2009-12-17 | 2009-12-17 | Vehicle control apparatus |
JP2011545849A JP5062371B2 (ja) | 2009-12-17 | 2009-12-17 | 車両の制御装置 |
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US (1) | US9199645B2 (ja) |
EP (1) | EP2514953B1 (ja) |
JP (1) | JP5062371B2 (ja) |
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JP2013103600A (ja) * | 2011-11-14 | 2013-05-30 | Fuji Heavy Ind Ltd | 車両用出力制御装置 |
CN103946092A (zh) * | 2011-12-09 | 2014-07-23 | 丰田自动车株式会社 | 混合动力车辆的控制装置 |
US9175610B2 (en) | 2011-07-01 | 2015-11-03 | Toyota Jidosha Kabushiki Kaisha | Vehicle driving force control device |
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- 2009-12-17 CN CN200980162672.XA patent/CN102741528B/zh active Active
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WO2013005274A1 (ja) * | 2011-07-01 | 2013-01-10 | トヨタ自動車 株式会社 | 車両の制御装置 |
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US9199645B2 (en) | 2015-12-01 |
EP2514953A4 (en) | 2018-06-27 |
JP5062371B2 (ja) | 2012-10-31 |
US20120271526A1 (en) | 2012-10-25 |
EP2514953B1 (en) | 2019-08-14 |
CN102741528B (zh) | 2016-09-07 |
CN102741528A (zh) | 2012-10-17 |
JPWO2011074035A1 (ja) | 2013-04-25 |
EP2514953A1 (en) | 2012-10-24 |
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