JPH0811565A - Differential controller for vehicle - Google Patents
Differential controller for vehicleInfo
- Publication number
- JPH0811565A JPH0811565A JP14494494A JP14494494A JPH0811565A JP H0811565 A JPH0811565 A JP H0811565A JP 14494494 A JP14494494 A JP 14494494A JP 14494494 A JP14494494 A JP 14494494A JP H0811565 A JPH0811565 A JP H0811565A
- Authority
- JP
- Japan
- Prior art keywords
- wheel
- driving wheel
- slip rate
- vehicle speed
- sensor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Landscapes
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、車両の差動制限装置に
係り、特に、車両のデフの差動制限トルクを制御するに
好適な車両の差動制限装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle differential limiting device, and more particularly to a vehicle differential limiting device suitable for controlling a vehicle differential differential limiting torque.
【０００２】[0002]
【従来の技術】従来、車両の左右輪の差動トルクを制限
するものとして差動制限装置が知られている。この種の
装置を車両に搭載した場合には、氷雪路でも左右輪の路
面μやタイヤの接地荷重は必ずしも均一でないので、差
動制限装置によって駆動性能を向上させることができ
る。2. Description of the Related Art Conventionally, a differential limiting device has been known as a device for limiting a differential torque between left and right wheels of a vehicle. When this type of device is mounted on a vehicle, the road surface μ of the left and right wheels and the ground load of the tire are not necessarily uniform even on an icy snow road, so the drive performance can be improved by the differential limiting device.
【０００３】[0003]
【発明が解決しようとする課題】しかし、従来の差動制
限装置は、メカニカルのもので構成されており、車両の
走行状況に関係なく、差動制限トルクを発生するように
なっているため、特に、低μ路では、ドライバーがラフ
なアクセル操作を行うと、左右輪とも滑ってしまうホル
イスピン現象が生じ、走行安定性と駆動力が失われると
いう問題点がある。However, since the conventional differential limiting device is made of a mechanical one and generates a differential limiting torque regardless of the running condition of the vehicle, In particular, on low μ roads, when the driver performs a rough accelerator operation, a holy spin phenomenon occurs in which both the left and right wheels slip, which causes a problem that running stability and driving force are lost.
【０００４】本発明の目的は、低μ路での発進加速時に
おいても良好な駆動力と走行安定性を得ることができる
車両の差動制限装置を提供することにある。An object of the present invention is to provide a vehicle differential limiting device capable of obtaining good driving force and running stability even when starting and accelerating on a low μ road.
【０００５】[0005]
【課題を解決するための手段】前記目的を達成するため
に、本発明は左右従動輪の車輪速から車速を検出する車
速検出手段と、左駆動輪の車輪速を検出する駆動輪左セ
ンサと、右駆動輪の車輪速を検出する駆動輪右センサ
と、車速検出手段の検出出力と駆動輪左センサの検出出
力とから駆動輪左スリップ率を算出する駆動輪左スリッ
プ率算出手段と、車速検出手段の検出出力と駆動輪右セ
ンサの検出出力とから駆動輪右スリップ率を算出する駆
動輪右スリップ率算出手段と、駆動輪左スリップ率算出
手段の算出値と駆動輪右スリップ率算出手段の算出値と
を比較して小さい算出値を選択する比較手段と、比較手
段の選択による算出値の得られた駆動輪に対する差動制
限トルクをスリップ率の算出値に応じて制御する差動制
限トルク制御手段とを備えている車両の差動制限装置を
構成したものである。To achieve the above object, the present invention provides a vehicle speed detecting means for detecting a vehicle speed from wheel speeds of left and right driven wheels, and a drive wheel left sensor for detecting a wheel speed of a left drive wheel. A driving wheel right sensor for detecting the wheel speed of the right driving wheel, a driving wheel left slip ratio calculating means for calculating a driving wheel left slip ratio from the detection outputs of the vehicle speed detecting means and the driving wheel left sensor, and the vehicle speed. Driving wheel right slip ratio calculating means for calculating the driving wheel right slip ratio from the detection output of the detecting means and the detecting output of the driving wheel right sensor, the calculated value of the driving wheel left slip ratio calculating means, and the driving wheel right slip ratio calculating means Comparing means for selecting a smaller calculated value and differential limiting torque for controlling the differential limiting torque for the drive wheels for which the calculated value obtained by the selection of the comparing means is controlled according to the calculated value of the slip ratio. Torque control means Is obtained by a differential limiting device comprises a vehicle.
【０００６】前記差動制限装置を構成するに際しては、
差動制限トルク制御手段として、駆動時に対する差動制
限トルクをスリップ率の算出値に応じて一定の範囲に制
限するもので構成することができる。In constructing the differential limiting device,
The differential limiting torque control means may be configured to limit the differential limiting torque during driving to a certain range according to the calculated value of the slip ratio.
【０００７】また車速検出手段は、左従動輪の車輪速を
検出する従動輪左センサと、右従動輪の車輪速を検出す
る従動輪右センサと、従動輪左センサの検出出力と従動
輪右センサの検出出力とから車速を算出する車速算出回
路とから構成することができる。The vehicle speed detecting means includes a driven wheel left sensor for detecting the wheel speed of the left driven wheel, a driven wheel right sensor for detecting the wheel speed of the right driven wheel, a detection output of the driven wheel left sensor and the driven wheel right. It can be configured by a vehicle speed calculation circuit that calculates the vehicle speed from the detection output of the sensor.
【０００８】[0008]
【作用】前記した手段によれば、低μ路での発進加速時
にドライバがラフなアクセル操作を行った場合、左右駆
動輪のうち、スリップ率の低いものが選択され、選択さ
れた駆動輪に対する差動制限トルクのみがスリップ率の
算出値に応じて制御され、他方の駆動輪はスリップした
ままとなる。この場合、選択されたスリップ率が一定の
範囲となるように、差動制限トルクを上げたりまたは下
げたりする制御が行われる。このため、駆動トルク（ア
クセル踏み込み時）が大きい場合でも、余計な駆動トル
クは一方の駆動輪に逃がすことができ、一方の駆動輪で
良好な駆動力と走行安定性を得ることができる。According to the above-mentioned means, when the driver performs a rough accelerator operation at the time of starting acceleration on a low μ road, one of the left and right driving wheels having a low slip ratio is selected, and the driving wheel for the selected driving wheel is selected. Only the differential limiting torque is controlled according to the calculated value of the slip ratio, and the other driving wheel remains slipped. In this case, control is performed to increase or decrease the differential limiting torque so that the selected slip ratio falls within a certain range. Therefore, even if the driving torque (when the accelerator is depressed) is large, the extra driving torque can be released to one driving wheel, and one driving wheel can obtain good driving force and running stability.
【０００９】[0009]
【実施例】以下、本発明の一実施例を図面に基づいて説
明する。図１及び図２において、差動制限装置はアクテ
ィブ制御型として構成されており、左駆動輪１０と右駆
動輪１２の各駆動軸１４、１６とに連結された多板クラ
ッチ１８を備えており、クラッチ１８の圧着状態を電磁
力または油圧によって制御するようになっている。この
クラッチ１８の制御はコントロールユニット２０によっ
て行われ、コントロールユニット２０には従動輪左セン
サ２２、従動輪右センサ２４、駆動輪左センサ２６、駆
動輪右センサ２８からの信号が入力されている。An embodiment of the present invention will be described below with reference to the drawings. 1 and 2, the differential limiting device is configured as an active control type, and includes a multi-plate clutch 18 connected to the drive shafts 14 and 16 of the left drive wheel 10 and the right drive wheel 12, respectively. The contact pressure of the clutch 18 is controlled by electromagnetic force or hydraulic pressure. Control of the clutch 18 is performed by the control unit 20, and signals from the driven wheel left sensor 22, the driven wheel right sensor 24, the driving wheel left sensor 26, and the driving wheel right sensor 28 are input to the control unit 20.
【００１０】従動輪左センサ２２は、左従動輪３０の車
輪速を検出し、従動輪右センサ２４は右従動輪３２の車
輪速を検出し、駆動輪左センサ２６は左駆動輪１０の車
輪速を検出し、駆動輪右センサ２８は右駆動輪１２の車
輪速を検出するようになっている。そして各センサの検
出による車輪速に関する信号がコントロールユニット２
０に入力されている。コントロールユニット２０は各セ
ンサからの信号を基に、従動輪の車輪速から車速を検出
するとともに車速と各駆動輪の車輪速を基に各駆動輪の
スリップ率を算出し、算出値の小さい方を選択し、選択
した算出値の得られた駆動輪に対する差動制限トルクを
スリップ率の算出値に応じて一定の範囲に制御するよう
になっている。即ちコントロールユニット２０は車速検
出手段、駆動輪左、右スリップ率算出率、比較手段、差
動制限トルク制御手段を構成するようになっている。な
お、エンジン３４からの駆動力はデフ３６、駆動軸１
４、１６を介して各駆動輪１０、１２に伝達されるよう
になっている。The driven wheel left sensor 22 detects the wheel speed of the left driven wheel 30, the driven wheel right sensor 24 detects the wheel speed of the right driven wheel 32, and the driving wheel left sensor 26 is the wheel of the left driving wheel 10. The drive wheel right sensor 28 detects the speed and detects the wheel speed of the right drive wheel 12. A signal relating to the wheel speed detected by each sensor is sent to the control unit 2
0 has been entered. The control unit 20 detects the vehicle speed from the wheel speed of the driven wheels based on the signal from each sensor, and calculates the slip ratio of each drive wheel based on the vehicle speed and the wheel speed of each drive wheel. Is selected, and the differential limiting torque for the drive wheel for which the selected calculated value is obtained is controlled within a certain range according to the calculated value of the slip ratio. That is, the control unit 20 constitutes vehicle speed detection means, driving wheel left and right slip ratio calculation rates, comparison means, and differential limiting torque control means. The driving force from the engine 34 is applied to the differential 36 and the drive shaft 1.
It is adapted to be transmitted to the drive wheels 10 and 12 via 4 and 16.
【００１１】次に本実施例の作用を図３のフローチャー
トに従って説明する。まず、コントロールユニット２０
は各センサからの信号を取り込み、車輪速に関するデー
タを読み込む（ステップＳ１）。そして従動輪左センサ
２２と従動輪右センサ２４の各検出出力の和を２で割っ
た値を車速として求める（ステップＳ２）。この後駆動
輪右センサ２８の出力と車速を基に、駆動輪右スリップ
率を算出する（ステップＳ３）。同様に、駆動輪左セン
サ２６の出力と車速とから駆動輪左スリップ率を算出す
る（ステップＳ４）。各スリップ率は（駆動輪の車輪速
−車速）／（駆動輪の車輪速）×１００として求められ
る。Next, the operation of this embodiment will be described with reference to the flowchart of FIG. First, the control unit 20
Reads the signal from each sensor and reads the data on the wheel speed (step S1). Then, a value obtained by dividing the sum of the respective detection outputs of the driven wheel left sensor 22 and the driven wheel right sensor 24 by 2 is obtained as the vehicle speed (step S2). Based on the output of the rear drive wheel right sensor 28 and the vehicle speed, the drive wheel right slip ratio is calculated (step S3). Similarly, the drive wheel left slip ratio is calculated from the output of the drive wheel left sensor 26 and the vehicle speed (step S4). Each slip ratio is calculated as (wheel speed of driving wheel−vehicle speed) / (wheel speed of driving wheel) × 100.
【００１２】次に、算出されたスリップ率の大小の比較
を行い（ステップＳ５）、駆動輪左スリップ率が小さい
ときにはステップＳ６に移り、このスリップ率が設定
値、例えば４０％よりも大きいか否かの判定を行う。そ
して駆動輪左スリップ率が４０％を越えていたときには
差動制限トルクを下げるための制御信号がコントロール
ユニット２０からクラッチ１８に出力される（ステップ
Ｓ７）。そしてこの制御が行われた後、あるいはスリッ
プ率が４０％がより小さいときにはステップＳ８の処理
に移り、駆動輪左スリップ率が例えば１０％よりも小さ
いか否かの判定を行う。そしてスリップ率が１０％より
も小さいときには差動制限トルクを上げるための制御信
号がコントロールユニット２０からクラッチ１８に出力
され、差動制限トルクを上げるための制御が行われる
（ステップＳ９）。この制御が行われたときあるいはス
リップ率が１０％を越えているときにはステップＳ１の
処理に戻る。即ち、ステップＳ６〜Ｓ９では、左駆動輪
１０に対する駆動トルクが制御され、左駆動輪１０のみ
に駆動力を与えてスリップ率を１０％〜４０％の範囲と
する制御が行われる。このとき右駆動輪１２はスリップ
した状態にある。Next, the magnitudes of the calculated slip ratios are compared (step S5). When the left slip ratio of the driving wheel is small, the process proceeds to step S6, and it is determined whether or not the slip ratio is larger than a set value, for example, 40%. Whether or not it is determined. When the drive wheel left slip ratio exceeds 40%, a control signal for lowering the differential limiting torque is output from the control unit 20 to the clutch 18 (step S7). After this control is performed or when the slip ratio is smaller than 40%, the process proceeds to step S8, and it is determined whether the drive wheel left slip ratio is smaller than 10%, for example. When the slip ratio is smaller than 10%, a control signal for increasing the differential limiting torque is output from the control unit 20 to the clutch 18, and control for increasing the differential limiting torque is performed (step S9). When this control is performed or when the slip ratio exceeds 10%, the process returns to step S1. That is, in steps S6 to S9, the drive torque for the left drive wheel 10 is controlled, and the drive force is applied only to the left drive wheel 10 to control the slip ratio within the range of 10% to 40%. At this time, the right drive wheel 12 is in a slipped state.
【００１３】一方、ステップＳ５で、駆動輪右スリップ
率の方が小さいと判定されたときにはステップＳ１０に
移り、駆動輪右スリップ率が４０％よりも大きいか否か
の判定が行われる。そしてスリップ率が４０％を越えて
いるときには差動制限トルクを下げるための制御が行わ
れ（ステップＳ１１）、この制御が行われた後、あるい
はスリップ率が４０％より小さいと判定されたときには
ステップＳ１２に移り、スリップ率が１０％よりも小さ
いか否かの判定が行われる。そしてスリップ率が１０％
以下のときには差動制限トルクを上げるための制御が行
われる（ステップＳ１３）。そしてこの制御が行われた
後、あるいはスリップ率が１０％を越えているときには
ステップＳ１の処理に戻る。即ち、ステップＳ１０〜ス
テップＳ１３においては右駆動輪１２のみに駆動力を与
えてスリップ率を１０％〜４０％の範囲とする制御が行
われる。On the other hand, when it is determined in step S5 that the drive wheel right slip ratio is smaller, the process proceeds to step S10, and it is determined whether the drive wheel right slip ratio is greater than 40%. When the slip ratio exceeds 40%, control for lowering the differential limiting torque is performed (step S11), and after this control is performed, or when it is determined that the slip ratio is smaller than 40%, the step is performed. In S12, it is determined whether the slip ratio is smaller than 10%. And the slip rate is 10%
In the following cases, control for increasing the differential limiting torque is performed (step S13). After this control is performed, or when the slip ratio exceeds 10%, the process returns to step S1. That is, in steps S10 to S13, control is performed to apply the driving force only to the right driving wheel 12 so that the slip ratio falls within the range of 10% to 40%.
【００１４】このように、本実施例においては、低μ路
での発進加速時にドライバがラフなアクセル操作を行
い、駆動トルク（アクセル踏み込み時）が大きい場合で
も、余計な駆動トルクを一方の駆動輪（より低μ側）に
逃がすことができ、一方の駆動輪で良好な駆動力と走行
安定性を得るとができる。As described above, in this embodiment, even if the driver performs a rough accelerator operation at the time of starting acceleration on a low μ road and the driving torque (when the accelerator is depressed) is large, an extra driving torque is applied to one of the driving wheels. It can be released to the wheel (lower μ side), and good driving force and running stability can be obtained with one driving wheel.
【００１５】[0015]
【発明の効果】以上説明したように、本発明によれば、
左右駆動輪のスリップ率を求め、スリップ率の小さい方
の駆動輪に対してのみ差動制限トルクをスリップ率に応
じて制御するようにしたため、低μ路でドライバがラフ
なアクセル操作を行っても、余分な駆動力は一方の駆動
輪に逃がすことができ、一方の駆動輪で良好な駆動力と
走行安定性を得ることができる。As described above, according to the present invention,
Since the slip ratios of the left and right drive wheels are calculated and the differential limiting torque is controlled only for the drive wheel with the smaller slip ratio according to the slip ratio, the driver can perform a rough accelerator operation on low μ roads. However, the excess driving force can be released to one driving wheel, and one driving wheel can obtain good driving force and running stability.
【図１】本発明の一実施例を示す全体構成図である。FIG. 1 is an overall configuration diagram showing an embodiment of the present invention.
【図２】本発明のブロック構成図である。FIG. 2 is a block diagram of the present invention.
【図３】本発明の装置の作用を説明するためのフローチ
ャートである。FIG. 3 is a flow chart for explaining the operation of the device of the present invention.
１０ 左駆動輪 １２ 右駆動輪 １４，１６ 駆動軸 １８ 多板クラッチ ２０ コントロールユニット ２２ 従動輪左センサ ２４ 従動輪右センサ ２６ 駆動輪左センサ ２８ 駆動輪右センサ ３０ 左従動輪 ３２ 右従動輪 10 left drive wheel 12 right drive wheel 14, 16 drive shaft 18 multi-plate clutch 20 control unit 22 driven wheel left sensor 24 driven wheel right sensor 26 drive wheel left sensor 28 drive wheel right sensor 30 left driven wheel 32 right driven wheel
Claims (3)
車速検出手段と、左駆動輪の車輪速を検出する駆動輪左
センサと、右駆動輪の車輪速を検出する駆動輪右センサ
と、車速検出手段の検出出力と駆動輪左センサの検出出
力とから駆動輪左スリップ率を算出する駆動輪左スリッ
プ率算出手段と、車速検出手段の検出出力と駆動輪右セ
ンサの検出出力とから駆動輪右スリップ率を算出する駆
動輪右スリップ率算出手段と、駆動輪左スリップ率算出
手段の算出値と駆動輪右スリップ率算出手段の算出値と
を比較して小さい算出値を選択する比較手段と、比較手
段の選択による算出値の得られた駆動輪に対する差動制
限トルクをスリップ率の算出値に応じて制御する差動制
限トルク制御手段とを備えている車両の差動制限装置。1. A vehicle speed detecting means for detecting a vehicle speed from wheel speeds of left and right driven wheels, a driving wheel left sensor for detecting a wheel speed of a left driving wheel, and a driving wheel right sensor for detecting a wheel speed of a right driving wheel. A driving wheel left slip ratio calculating means for calculating the driving wheel left slip ratio from the detection output of the vehicle speed detecting means and the detection output of the driving wheel left sensor, and the detection output of the vehicle speed detecting means and the detection output of the driving wheel right sensor. Drive wheel right slip rate calculating means for calculating the drive wheel right slip rate, and the calculated value of the drive wheel left slip rate calculating means and the drive wheel right slip rate calculating means are compared and a smaller calculated value is selected. And a differential limiting torque control means for controlling the differential limiting torque with respect to the drive wheel for which the calculated value is obtained by the selection of the comparing means, according to the calculated value of the slip ratio.
車速検出手段と、左駆動輪の車輪速を検出する駆動輪左
センサと、右駆動輪の車輪速を検出する駆動輪右センサ
と、車速検出手段の検出出力と駆動輪左センサの検出出
力とから駆動輪左スリップ率を算出する駆動輪左スリッ
プ率算出手段と、車速検出手段の検出出力と駆動輪右セ
ンサの検出出力とから駆動輪右スリップ率を算出する駆
動輪右スリップ率算出手段と、駆動輪左スリップ率算出
手段の算出値と駆動輪右スリップ率算出手段の算出値と
を比較して小さい算出値を選択する比較手段と、比較手
段の選択による算出値の得られた駆動輪に対する差動制
限トルクをスリップ率の算出値に応じて一定の範囲に制
御する差動制限トルク制御手段とを備えている車両の差
動制限装置。2. A vehicle speed detecting means for detecting a vehicle speed from wheel speeds of left and right driven wheels, a driving wheel left sensor for detecting a wheel speed of a left driving wheel, and a driving wheel right sensor for detecting a wheel speed of a right driving wheel. A driving wheel left slip ratio calculating means for calculating the driving wheel left slip ratio from the detection output of the vehicle speed detecting means and the detection output of the driving wheel left sensor, and the detection output of the vehicle speed detecting means and the detection output of the driving wheel right sensor. Drive wheel right slip rate calculating means for calculating the drive wheel right slip rate, and the calculated value of the drive wheel left slip rate calculating means and the drive wheel right slip rate calculating means are compared and a smaller calculated value is selected. Means and a differential limiting torque control means for controlling the differential limiting torque with respect to the drive wheel for which the calculated value is obtained by selection of the comparing means within a certain range according to the calculated value of the slip ratio. Motion limiter.
出する従動輪左センサと、右従動輪の車輪速を検出する
従動輪右センサと、従動輪左センサの検出出力と従動輪
右センサの検出出力とから車速を算出する車速算出回路
とから構成されている請求項１又は２項記載の車両の差
動制限装置。3. The vehicle speed detecting means includes a driven wheel left sensor for detecting a wheel speed of a left driven wheel, a driven wheel right sensor for detecting a wheel speed of a right driven wheel, a detection output of the driven wheel left sensor, and a driven wheel. 3. The differential limiting device for a vehicle according to claim 1, further comprising a vehicle speed calculation circuit that calculates a vehicle speed from the detection output of the right sensor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14494494A JPH0811565A (en) | 1994-06-27 | 1994-06-27 | Differential controller for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14494494A JPH0811565A (en) | 1994-06-27 | 1994-06-27 | Differential controller for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0811565A true JPH0811565A (en) | 1996-01-16 |
Family
ID=15373824
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14494494A Pending JPH0811565A (en) | 1994-06-27 | 1994-06-27 | Differential controller for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0811565A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20120221221A1 (en) * | 2011-02-28 | 2012-08-30 | Engineering Center Steyr Gmbh & Co Kg | Control method for a coupling in the powertrain of a motor vehicle |
| CN105612080A (en) * | 2013-10-09 | 2016-05-25 | 伊顿公司 | A method for limiting clutch torque to reduce high MU wheel slip |
| CN111391841A (en) * | 2018-12-17 | 2020-07-10 | 丰田自动车株式会社 | Vehicle driving force control device |
| KR20200128813A (en) * | 2019-05-07 | 2020-11-17 | 현대자동차주식회사 | Vehicle launch control mathod |
-
1994
- 1994-06-27 JP JP14494494A patent/JPH0811565A/en active Pending
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20120221221A1 (en) * | 2011-02-28 | 2012-08-30 | Engineering Center Steyr Gmbh & Co Kg | Control method for a coupling in the powertrain of a motor vehicle |
| US8635002B2 (en) * | 2011-02-28 | 2014-01-21 | Engineering Center Steyr Gmbh & Co Kg | Control method for a coupling in the powertrain of a motor vehicle |
| CN105612080A (en) * | 2013-10-09 | 2016-05-25 | 伊顿公司 | A method for limiting clutch torque to reduce high MU wheel slip |
| US20160229290A1 (en) * | 2013-10-09 | 2016-08-11 | Eaton Corporation | A Method for Limiting Clutch Torque to Reduce High MU Wheel Slip |
| US10029566B2 (en) * | 2013-10-09 | 2018-07-24 | Eaton Intelligent Power Limited | Method for limiting clutch torque to reduce high MU wheel slip |
| CN105612080B (en) * | 2013-10-09 | 2019-07-12 | 伊顿智能动力有限公司 | Reduce the method for high MU wheel-slip for limiting clutch torque |
| CN111391841A (en) * | 2018-12-17 | 2020-07-10 | 丰田自动车株式会社 | Vehicle driving force control device |
| CN111391841B (en) * | 2018-12-17 | 2023-03-21 | 丰田自动车株式会社 | Vehicle driving force control device |
| KR20200128813A (en) * | 2019-05-07 | 2020-11-17 | 현대자동차주식회사 | Vehicle launch control mathod |
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