CN112776794A - 车辆的驱动力控制装置 - Google Patents

车辆的驱动力控制装置 Download PDF

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Publication number
CN112776794A
CN112776794A CN202011221310.8A CN202011221310A CN112776794A CN 112776794 A CN112776794 A CN 112776794A CN 202011221310 A CN202011221310 A CN 202011221310A CN 112776794 A CN112776794 A CN 112776794A
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Prior art keywords
torque
wheel
vehicle
driving force
drive
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CN202011221310.8A
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菅原昭夫
臼井公二彦
池村亮祐
牛田启介
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of CN112776794A publication Critical patent/CN112776794A/zh
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/354—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having separate mechanical assemblies for transmitting drive to the front or to the rear wheels or set of wheels
    • 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
    • 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
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    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
    • B60K17/3505—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches with self-actuated means, e.g. by difference of speed
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    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
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    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
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    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • B60K2023/0816—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch for varying front-rear torque distribution with a central differential
    • B60K2023/0825—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch for varying front-rear torque distribution with a central differential for adding torque to the front wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
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    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • B60K2023/0816—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch for varying front-rear torque distribution with a central differential
    • B60K2023/0833—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch for varying front-rear torque distribution with a central differential for adding torque to the rear wheels
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Arrangement Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

本发明提供一种驾驶员能够判断使转向轮与路面抓紧的转向角的车辆的驱动力控制装置。本发明的车辆的驱动力控制装置配备有驱动力源、从驱动力源被传递转矩的转向轮和驱动轮，能够变更被传递给转向轮的转矩与被传递给驱动轮的转矩的分配率，其中，所述驱动力控制装置配备有控制转矩的分配率的控制器，控制器对转向轮打滑而使得车辆不能推进行驶进行判断(步骤S2)，对为了使转向轮抓住路面而变更转向轮的转向角进行判断(步骤S4)，在转向轮打滑而使得车辆不能推进行驶，并且为了使转向轮抓住路面而变更转向轮的转向角的情况下，限制转矩的分配率的变更(步骤S5)。

Description

车辆的驱动力控制装置
技术领域
本发明涉及车辆的驱动力控制装置，所述车辆的驱动力控制装置能够独立地控制至少两个不同的驱动轮的各自的转矩。
背景技术
在专利文献1中记载了一种混合动力车辆的驱动力控制装置，能够通过将发动机转矩传递给一对前轮并且将电动机转矩传递给一对后轮来进行四轮驱动。在后轮打滑而空转的情况下，该驱动力控制装置降低电动机转矩，之后，以后轮打滑的时刻的转矩作为上限，使电动机转矩增大。另外，在这样使电动机转矩增大的情况下，在再次产生打滑的情况下，与上面所述一样地使电动机转矩降低，之后，将电动机转矩的上限值设定成比前一次小的值，使电动机转矩增大。即，直到变成后轮能够抓住路面的电动机转矩为止，反复地实施电动机转矩的降低和增大。
现有技术文献
专利文献
专利文献1：日本特开2005－186756号公报
发明内容
发明所要解决的课题
专利文献1记载的驱动力控制装置，与基于驾驶员的加速操作等的驾驶员的要求驱动力无关地变更电动机转矩。从而，例如，在转向轮打滑的情况下，为了将该转向轮从打滑状态切换到抓住路面的状态，在驾驶员进行转向操作而变更转向轮的转向角的情况下，存在着驾驶员不能判断是因驱动力控制装置的转矩控制而从打滑状态切换到了抓住路面的状态，还是因转向轮的转向角的变化而从打滑状态切换到了抓住路面的状态的可能性。换句话说，存在着驾驶员不能判断使转向轮抓住路面的转向角的可能性。
本发明是着眼于上述技术课题而做出的，其目的是提供一种使驾驶员能够判断转向轮与路面抓紧的转向角的车辆的驱动力控制装置。
解决课题的手段
为了达到上述目的，本发明为一种车辆的驱动力控制装置，配备有：驱动力源；从所述驱动力源被传递转矩且能够变更转向角的转向轮；以及与从所述驱动力源被传递转矩的所述转向轮不同的驱动轮，所述驱动力控制装置能够变更被传递给所述转向轮的转矩与被传递给所述驱动轮的转矩的分配率，其特征在于，所述驱动力控制装置配备有控制所述转矩的分配率的控制器，所述控制器对所述转向轮打滑而使得所述车辆不能推进行驶的情况进行判断，对为了使所述转向轮抓住路面而变更所述转向轮的转向角的情况进行判断，在所述转向轮打滑而使得所述车辆不能推进行驶，并且为了使所述转向轮抓住路面而变更所述转向轮的转向角的情况下，限制所述转矩的分配率的变更。
另外，在本发明中，所述驱动力源包括被连接于所述转向轮的第一驱动力源和被连接于所述驱动轮的第二驱动力源，通过控制从所述第一驱动力源输出的转矩和从所述第二驱动力源输出的转矩，变更所述转矩的分配率。
另外，在本发明中也可以为，所述第一驱动力源包括电动机，所述第二驱动力源包括发动机。
另外，在本发明中也可以构成为，在所述转向轮的车轮速度比第一规定速度大，并且所述驱动轮的车轮速度不足第二规定速度的情况下，所述控制器判断为所述转向轮打滑，所述车辆不能推进行驶。
并且，在本发明中也可以构成为，还配备有用于变更所述转向轮的转向角的转向装置，在所述转向装置的转向角的变化率在规定变化率以上的情况下，所述控制器判断为为了使所述转向轮抓住路面而变更所述转向轮的转向角。
发明的效果
根据本发明，在转向轮打滑而使得车辆不能推进行驶，并且，为了使转向轮抓住路面而变更转向轮的转向角的情况下，限制传递给转向轮的转矩和传递给驱动轮的转矩的分配率的变更。从而，能够抑制转向轮的转矩违背驾驶员的意图地变化的情况。其结果是，驾驶员能够对因转向操作而使转向轮抓住路面进行判断。另外，即使在被传递给驱动轮的转矩增加到成为打滑的临界的转矩的情况下，由于能够检测出使转向轮抓住路面的转向角，因此，不会过度地降低车辆的驱动力，能够脱离车辆不能推进的陷住状态。
附图说明
图1是用于说明本发明的实施方式中的车辆的一个例子的示意图。
图2是用于说明由本发明的实施方式中的驱动控制装置实施的控制例的流程图。
具体实施方式
在图1中表示用于说明本发明的实施方式中的车辆的一个例子的示意图。图1所示的车辆1是以将发动机(ENG)2配置在车辆1的前方，将该发动机2的动力传递给一对后轮3的所谓的前置发动机后轮驱动式的车辆1作为基本结构的车辆。该后轮3相当于本发明的实施方式中的“驱动轮”。
该发动机2以旋转中心轴线朝向车辆1的前后方向的方式配置，发电用电动机5能够成一体旋转地连接于该发动机2的输出轴4。该发电用电动机5可以由过去已知的永久磁铁式的同步式电动机等构成，其转子5r被固定于发动机2的输出轴4，定子5s被连接于图中未示出的壳体等固定构件。从而，通过向发电用电动机5通电以使发动机2的转速降低，可以将从发动机2输出的动力的一部分转换成电力。另外，除了上述发电功能之外，发电用电动机5还可以具备作为为了使从发动机2输出的转矩增加而施加转矩、或者用于将停止的发动机2起动的电动机的功能。
上述发动机2的输出轴4比发电用电动机5伸出至车辆1的后方侧，能够变更发动机2与后轮3的变速比的自动变速器6被连接于该输出轴4的前端部。该自动变速器6可以是能够分步地变更变速比的有级式的自动变速器、或者能够连续地变更该变速比的无级式的自动变速器。图1所示的自动变速器6是配备有多个离合器机构或制动器机构(下面，将它们统称为卡合机构)C的有级式的自动变速器6，通过将这些卡合机构C中的至少任一个卡合，能够设定规定的变速级。另外，在图1中，为了方便起见，只表示出了一个卡合机构C。
并且，一对后轮3经由后传动轴7、后差速单元8以及后驱动轴9被连接于上述自动变速器6。
另外，在图1所示的车辆1中，还设置有用于驱动作为转向轮的一对前轮10的驱动用电动机11。即，图1所示的车辆1能够作为利用发动机2驱动后轮3、利用驱动用电动机11驱动前轮10的四轮驱动车辆来行驶。该驱动用电动机11相当于本发明的实施方式中的“电动机”，与上述发电用电动机5一样，可以由永磁铁式的同步电动机等构成。从而，驱动用电动机11除了具备为了推进车辆1而向前轮10输出转矩的功能之外，还具备作为通过以使前轮10的转速降低的方式输出转矩而将车辆1的动能转换成电力的发电机的功能。
在图1所示的例子中，驱动用电动机11以使其输出轴12朝向车辆1的前方侧的方式配置在车辆1的前后方向上的中央部分或者后方侧。至少能够设定两个变速比的自动变速器13被连接于该输出轴12。该自动变速器13也可以是能够设定三个以上变速级的变速器，或者，也可以是只能够设定变速比为“1”的直接连接挡、以及输入转速(输出轴12的转速)成为比输出转速(后面所述的前传动轴14的转速)高的转速的减速挡这两个变速级的变速器，或者，还可以是能够连续地变更变速比的无级式的变速器。
一对前轮10经由朝向车辆1的前方伸出的前传动轴14、前差速单元15、以及前驱动轴16被连接于该自动变速器13。
设置有蓄电装置(BATT)17，所述蓄电装置17向上述各个电动机5、11供应电力，另外，由对利用各个电动机5、11发出的电力进行蓄电用的锂离子电池或电容器、或者全固体电池等构成。进而，各个电动机5、11以能够将由其中一个电动机5(11)发出的电力不经由蓄电装置17而供应给另外一个电动机11(5)的方式电连接起来。即，能够由发电用电动机5将从发动机2输出的动力的一部分转换成电力，将该电力直接供应给驱动用电动机11。
另外，对于各个车轮3、10，设置有能够利用液压促动器或电磁促动器等产生制动力的电动制动器机构(下面，称作制动器机构)B。
以上述方式构成的车辆1能够设定：从发动机2向后轮3传递转矩来行驶的发动机行驶模式、从驱动用电动机11向前轮10传递转矩来行驶的EV模式、以及从发动机2向后轮3传递转矩并且从驱动用电动机11向前轮10传递转矩来行驶的混合动力行驶模式。
发动机行驶模式与配备有过去已知的有级式的自动变速器的车辆一样，可以构成为根据用于基于车速和要求驱动力来确定自动变速器6的变速级的变速映射，对自动变速器6进行控制，将用于设定该确定的变速级的卡合机构C卡合。
另一方面，EV行驶模式由于是利用驱动用电动机11的动力来行驶的模式，因此，为了使自动变速器6形成空挡状态，将卡合机构C释放。另外，EV行驶模式可以设定为：从蓄电装置17向驱动用电动机11供应与车辆1所要求的动力相应的全部电力来行驶的电池行驶模式；以及，驱动发动机2，利用发电用电动机5将其动力转换成电力，将该转换的电力向驱动用电动机11供电来行驶的串联行驶模式。另外，串联行驶模式也可以从蓄电装置17输出驱动用电动机11所要求的电力的一部分。
另外，对于混合动力行驶模式，可以适当地变更与驾驶员的加速操作量等相应的要求驱动力之中的在后轮3产生的驱动力与在前轮10产生的驱动力之比。另外，在混合动力行驶模式，可以由发电用电动机5将发动机2的动力的一部分转换成电力来向驱动用电动机11通电，也可以从蓄电装置17向驱动用电动机11通电。
设置有用于对上述发动机2、各个电动机5、11、卡合机构C以及自动变速器13等进行控制的电子控制装置(下面，称作ECU)18。该ECU18与过去已知的ECU一样，以微型计算机为主体而构成，从图中未示出的各种传感器输入信号，基于输入的信号和预先存储的映射、运算公式等，向发动机2、各个电动机5、1、卡合机构C以及自动变速器13输出指令信号。
若例举被输入给ECU18的信号，则有分别对各个车轮3、10设置的车轮速度传感器19RR、19RL、19FR、19FL、检测图中未示出的加速踏板的操作量的传感器20、检测图中未示出的转向装置的转向角的传感器21、检测蓄电装置17的剩余充电量(下面，称作SOC)的图中未示出的传感器、检测各个电动机5、11的转速的图中未示出的分解器等的输出信号。
另外，若例举存储在ECU18中的映射，则有用于基于加速踏板的操作量和车速求出车辆1所要求的驱动力的映射、用于基于加速踏板的操作量和车速确定应当由自动变速器6设定的变速级的映射等。
并且，基于上述输入信号或映射等，向对发动机2的吸入空气量、燃料喷射量、或者点火正时进行控制的装置输出信号，或者向对给各个电动机5、11通电的电流值或频率进行控制的逆变器输出信号，或者向用于控制自动变速器6的促动器、或用于控制自动变速器13的促动器输出指令信号。
上述混合动力行驶模式是向前后所有车轮3、10传递转矩来行驶的四轮驱动模式，在要求驱动力比较大的情况下、或者路面与车轮3、10之间的摩擦系数小的情况下等，设定该混合动力行驶模式。具体地说，是在行驶于岩石路的情况或行驶于冻结的路面的情况下等设定的模式，可以根据要求驱动力等由ECU18自动地设定，或者由驾驶员通过开关操作等而设定。另外，可以将均等地设定转矩的分配率的情况作为基准值，根据各个车轮3、10的打滑率、或者设置负荷等，从该基准值变更转矩的分配率，所述转矩的分配率是混合动力行驶模式下的向后轮3传递的转矩与向前轮10传递的转矩之比。
如上所述，由于可以变更转矩的分配率，因此，例如，在一个车轮3(10)打滑的情况下，通过使传递给该打滑的车轮3(10)的转矩减小，使传递给另外的车轮10(3)的转矩增大，能够保持作为车辆整体的驱动力，并且将一个车轮3(10)从打滑状态切换到抓住路面的状态。另外，所谓打滑状态，是实际的车轮速度相对于基于车速求出的车轮速度大规定比率以上的状态，所谓抓住路面的状态，是实际的车轮速度相对于基于车速求出的车轮速度不足规定比率的状态。即，打滑状态是车轮与路面之间的滑动大的状态，抓住路面的状态是车轮与路面之间的滑动小的状态。
另一方面，在行驶于岩石路等时，存在着各个车轮3、10的转矩变成接近于打滑的临界的转矩的情况。在该情况下，当任意车轮3(10)打滑，如上所述地使该打滑的车轮3(10)的转矩降低，并且，使另外的车轮10(3)的转矩增大时，存在着另外的车轮10(3)开始打滑的可能性。
另外，如上所述，在当行驶于岩石路等时，作为转向轮的前轮10打滑的情况下，存在着为了探寻使前轮10抓住路面的转向角，驾驶员进行转向操作的情况。这样，在驾驶员进行转向操作的情况下，通过车辆1的加速度的变化或前轮10打滑的声音等，判断前轮10是否抓住路面。从而，当如上所述自动地变更转矩的分配率时，存在着不能判断是通过转向操作而使前轮10抓住路面，还是通过转矩的分配率变化而使前轮10抓住路面的可能性。
因此，本发明的实施方式中的车辆的驱动力控制装置，在转向轮打滑并且变更转向轮的转向角的情况下，限制转矩的分配率的变更。在图2中表示用于说明该控制的一个例子的流程图。在图2所示的控制例中，首先，判断是否是四轮驱动模式，即，是否是混合动力行驶模式(步骤S1)。该步骤S1可以基于以下情况来进行判断，即：是否从ECU18向发动机2和驱动用电动机11输出用于输出驱动转矩的信号；设定混合动力行驶模式的标志是否变成开启；是否基于要求驱动力确定发动机2和驱动用电动机11的转矩；或者，卡合机构C是否卡合等。
在因不是混合动力行驶模式，而在步骤S1中做出否定的判断的情况下，不如上所述那样地变更转矩的分配率，从而，由于不是该控制例中的控制对象，因此，原样不变地暂时结束该程序。即，保持发动机行驶模式或EV行驶模式。
与此相反，在因是混合动力行驶模式，而在步骤S1中做出肯定的判断的情况下，判断是否成为因前轮10打滑而使得车辆1不能前进的陷住状态(步骤S2)。该步骤S2，例如，无论加速踏板是否被踩下，都能够通过是否因前轮10中的至少任一个车轮打滑而使得车辆1不能前进来进行判断。从而，能够通过是否要求驱动力比规定驱动力大，并且，前轮10中的至少任一个的车轮速度不足第一规定速度，进而，后轮3的车轮速度不足第二规定速度来进行判断。
在因前轮10不打滑、或者车辆1能够前进，而在步骤S2中做出否定的判断的情况下，实施通常的转矩分配的控制(步骤S3)，暂时结束该程序。从而，例如，在后轮3打滑而使得车辆1不能前进的情况下，通过使发动机2的转矩降低，使驱动用电动机11的转矩增大等，消除后轮3的打滑，使车辆1前进行驶。另外，在尽管前轮10打滑，但是例如借助车辆1的行驶惯性，车辆1仍前进行驶的情况下，通过特别地不变更转矩分配率，或者使驱动用电动机11的转矩降低，使发动机2的转矩增大等，消除前轮10的打滑。另外，如上所述，在因使驱动用电动机11的转矩增大而使得前轮10打滑的情况下，也可以不保持要求驱动力，而只使发动机2的转矩降低来消除后轮3的打滑。
另一方面，在因前轮10打滑而处于车辆1不能前进的陷住状态，从而在步骤S2中做出肯定的判断的情况下，为了探寻前轮10抓住路面的转向角，对于驾驶员是否进行转向操作进行判断(步骤S4)。步骤S4可以通过以下情况进行判断，即：由检测转向装置的转向角的传感器21检测出的转向角的变化率是否在规定值以上；或者，转向装置的转向方向反转的次数是否在规定次数以上等。
在因驾驶员不进行转向操作，而在步骤S4中做出否定的判断的情况下，实施通常的转矩分配的控制(步骤S3)，暂时结束该程序。即，使驱动用电动机11的转矩降低，使发动机2的转矩增大，消除前轮10的打滑。或者，在当这样使发动机2的转矩增大时，存在着后轮3打滑的可能性的情况下，保持发动机2的转矩，使驱动用电动机11的转矩降低，消除前轮10的打滑。
与此相反，在因驾驶员进行转向操作，而在步骤S4中做出肯定的判断的情况下，限制转矩分配率的变更(步骤S5)，暂时结束该程序。即，保持在被判断为陷住状态的时刻的转矩分配率，或者，将该转矩分配率的变化量限制在规定值以内。该规定值例如被设定成使得传递给前轮10的转矩的变化量为通过驾驶员的加速操作无法控制前轮10的转矩的程度的大小等。即，可以设定成在违背驾驶员的意图的程度的转矩的变化量以内。另外，在步骤S5，尽管限制转矩分配率的变更，但是，在驾驶员的加速操作量变化的情况下，按照被限制的转矩分配率来输出发动机2以及驱动用电动机11的转矩，以便产生与该加速操作量相对应的要求驱动力。即，不对使发动机2及驱动用电动机11的转矩变化的情况进行限制。
如上所述，在变成作为转向轮的前轮10打滑而不能前进行驶的陷住状态，驾驶员在该状态下进行转向操作时，通过限制转矩分配率的变更，可以对前轮10的转矩违背驾驶员的意图而变化的情况进行抑制。因此，驾驶员能够对因转向操作而使前轮10抓住路面进行判断。另外，即使在传递给后轮3的转矩增加到成为打滑的临界的转矩的情况下，由于可以检测出前轮10抓住路面的转向角，因此，不过度地降低车辆1的驱动轮，就能够脱离车辆1不能前进的陷住状态。另外，例如，可以通过检测到在规定期间没有检测出打滑的情况等发生打滑的可能性变低的情况等，而解除如上所述变更转矩的分配率的限制。
本发明的实施方式中的车辆，并不局限于图1所示的混合动力车辆，例如，也可以是在发动机与后轮之间的转矩的传递路径中设置设有离合器机构的分动器，能够经由该分动器从发动机向前轮传递转矩的结构。在这样的车辆的情况下，也可以通过控制离合器机构的传递转矩容量，分别控制传递给后轮和前轮的转矩，在前轮打滑并且进行转向操作的情况下，限制离合器机构的传递转矩容量的变更即可。
另外，并不局限于可以变更前轮与后轮的转矩的分配率的车辆，例如，在各个车轮的内部分别配备驱动用电动机的所谓轮内电动机车辆的情况下，或者在能够限制差动齿轮的差动量的车辆的情况下，可以分别控制左右轮的转矩。在这样的车辆的情况下，在一个车轮(转向轮)打滑，另一个车轮(转向轮)抓住路面的状态下，当进行转向操作时，若变更传递给左右轮的转矩的分配率，则与上面所述一样，存在着不能判断是因驾驶员进行转向操作而使打滑的车轮抓住路面，还是因转矩的分配率变更而使打滑的车轮抓住路面的可能性。因此，即使是如上所述能够变更传递给左右轮的转矩的车辆，在一个车轮打滑并且另一个车轮抓住路面的状态下进行转向操作的情况下，也优选对传递给左右轮的转矩的分配率的变更进行限制。
附图标记说明
1···车辆，2···发动机，3···后轮，5···发电用电动机，10···前轮，11···驱动用电动机，18···电子控制装置(ECU)，19RR、19RL、19FR、10FL···车轮速度传感器。

Claims (5)

1.一种车辆的驱动力控制装置，配备有：驱动力源；从所述驱动力源被传递转矩且能够变更转向角的转向轮；以及与从所述驱动力源被传递转矩的所述转向轮不同的驱动轮，所述驱动力控制装置能够变更被传递给所述转向轮的转矩与被传递给所述驱动轮的转矩的分配率，其特征在于，
所述驱动力控制装置配备有控制所述转矩的分配率的控制器，
所述控制器，
对所述转向轮打滑而使得所述车辆不能推进行驶的情况进行判断，
对为了使所述转向轮抓住路面而变更所述转向轮的转向角的情况进行判断，
在所述转向轮打滑而使得所述车辆不能推进行驶，并且为了使所述转向轮抓住路面而变更所述转向轮的转向角的情况下，限制所述转矩的分配率的变更。
2.如权利要求1所述的车辆的驱动力控制装置，其特征在于，
所述驱动力源包括被连接于所述转向轮的第一驱动力源和被连接于所述驱动轮的第二驱动力源，
通过控制从所述第一驱动力源输出的转矩和从所述第二驱动力源输出的转矩，变更所述转矩的分配率。
3.如权利要求2所述的车辆的驱动力控制装置，其特征在于，
所述第一驱动力源包括电动机，
所述第二驱动力源包括发动机。
4.如权利要求1至3中任一项所述的车辆的驱动力控制装置，其特征在于，
在所述转向轮的车轮速度比第一规定速度大，并且所述驱动轮的车轮速度不足第二规定速度的情况下，所述控制器判断为所述转向轮打滑，所述车辆不能推进行驶。
5.如权利要求1至4中任一项所述的车辆的驱动力控制装置，其特征在于，
还配备有用于变更所述转向轮的转向角的转向装置，
在所述转向装置的转向角的变化率在规定变化率以上的情况下，所述控制器判断为为了使所述转向轮抓住路面而变更所述转向轮的转向角。
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