WO2012176322A1 - 車両の駆動制御装置 - Google Patents
車両の駆動制御装置 Download PDFInfo
- Publication number
- WO2012176322A1 WO2012176322A1 PCT/JP2011/064481 JP2011064481W WO2012176322A1 WO 2012176322 A1 WO2012176322 A1 WO 2012176322A1 JP 2011064481 W JP2011064481 W JP 2011064481W WO 2012176322 A1 WO2012176322 A1 WO 2012176322A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- driving force
- driving
- prime mover
- switched
- drive
- Prior art date
Links
- 238000000034 method Methods 0.000 claims abstract description 65
- 230000001629 suppression Effects 0.000 claims abstract description 61
- 230000005540 biological transmission Effects 0.000 claims abstract description 25
- 230000007935 neutral effect Effects 0.000 claims description 29
- 238000002485 combustion reaction Methods 0.000 claims description 9
- 230000000977 initiatory effect Effects 0.000 abstract 1
- 230000000994 depressogenic effect Effects 0.000 description 2
- 238000011946 reduction process Methods 0.000 description 2
- 238000001514 detection method Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
Images
Classifications
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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
-
- 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
- B60W50/087—Interaction between the driver and the control system where the control system corrects or modifies a request from the driver
-
- 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
-
- 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
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
-
- 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
- B60W30/18027—Drive off, accelerating from standstill
-
- 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
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
-
- 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
- B60W2540/10—Accelerator 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/16—Ratio selector 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
Definitions
- the present invention relates to a vehicle drive control device.
- a vehicle such as an automobile includes a control unit that adjusts the driving force output from the prime mover according to the accelerator operation by the driver, and the driving force output from the prime mover is It travels by transmitting to wheels. Further, the vehicle is provided with a shift mechanism that can be switched between a driving position and a non-driving position by a driver. When the shift mechanism is in the driving position, the driving force is transmitted from the prime mover to the wheels. On the other hand, when the shift mechanism is in the non-driving position, transmission of the driving force from the prime mover to the wheels is interrupted.
- a driver who tries to run a vehicle in a stopped state usually operates the accelerator in an off state to an on state after switching the shift mechanism from a non-drive position to a drive position.
- the on operation from the accelerator off state may be faster than the shift mechanism switching from the non-drive position to the drive position.
- an operation different from the normal operation of switching the shift mechanism from the non-drive position to the drive position with the accelerator on is actually performed. .
- the behavior of the vehicle assumed by the driver may be inconsistent with the actual behavior of the vehicle.
- the driver intends to start running the vehicle when the accelerator is turned on, but in actuality, when the shift mechanism is switched from the non-drive position to the drive position after the accelerator is turned on, the prime mover Is transmitted to the wheels, and the vehicle starts to travel.
- the shift mechanism is switched from the non-driving position to the driving position with the accelerator turned on, the driving force of the prime mover is transmitted to the wheels and the vehicle starts to run, and the driver feels uncomfortable. It is unavoidable to remember the vehicle, which in turn reduces the drivability of the vehicle.
- Patent Document 1 the pedal force or the depression speed of the accelerator pedal exceeds the detection level when the gear ratio of the transmission provided on the transmission path of the driving force between the prime mover and the wheels is large.
- a technique for reducing the driving force output from the prime mover until the vehicle becomes inoperable is disclosed. Even if such a technique of Patent Document 1 is applied, it is impossible to suppress a decrease in drivability of the vehicle due to the driver's uncomfortable feeling under the above-described situation. This is because even when the technique of Patent Document 1 is applied, when the shift mechanism is switched from the non-driving position to the driving position with the accelerator turned on, the driving force output from the prime mover is not necessarily reduced. This is because there is a high possibility that the driving force of the prime mover is transmitted to the wheels and the vehicle starts to travel at that time.
- the present invention has been made in view of such a situation, and an object thereof is to suppress a driver's uncomfortable feeling when the shift mechanism is switched from the non-driving position to the driving position with the accelerator turned on. Therefore, an object of the present invention is to provide a vehicle drive control device that can suppress a decrease in vehicle drivability due to such uncomfortable feeling.
- the vehicle drive control device provides a driving force from the prime mover according to the operation of the accelerator when the shift mechanism is switched from the non-drive position to the drive position while the accelerator is turned on. Is output, a driving force suppression process for reducing the driving force is executed.
- the situation where the shift mechanism is switched from the non-driving position to the driving position while the accelerator is turned on is when the driver is rushing to drive a vehicle in a stopped state.
- the accelerator is turned on from the off state before the shift mechanism is switched from the non-drive position to the drive position without being aware of it.
- the driver may repeatedly switch the shift mechanism between the non-drive position (neutral position) and the drive position under a situation where the vehicle is escaped from the mud road.
- the shift mechanism may be switched from the non-driving position to the driving position in a state where is turned on.
- the shift mechanism when the driving force suppression process is executed, when the shift mechanism is switched from the neutral position, which is one of the non-drive positions, to the drive position, the shift mechanism is one of the non-drive positions.
- the reduction range of the driving force output from the prime mover is made smaller than when the parking position is switched to the driving position.
- the driver when trying to escape the vehicle from the muddy road, the driver frequently switches between the neutral position and the drive position of the shift mechanism.
- the reduction range of the driving force in the driving force suppression process is made smaller than when the mechanism is switched from the parking position to the driving position. It is suppressed that the driving force output from the prime mover through the driving force suppression process is excessively reduced.
- the driving force suppression process when executed by the control unit, when the shift mechanism is switched from the parking position to the driving position, the driving force output from the internal combustion engine that is the prime mover is the same as that of the engine. It is reduced to a value equivalent to that at idle.
- the shift mechanism when the shift mechanism is switched from the parking position to the driving position by the driver, it can be determined that the vehicle is not trying to escape from the mud road, so the driving force output from the prime mover through the driving force suppression process is determined.
- the driving force output from the prime mover (internal combustion engine) as described above corresponds to the idling time of the engine. Since the value is reduced to a value, the driver can be effectively prevented from feeling uncomfortable.
- the driving force suppression process when executed by the control unit, when the shift mechanism is switched from the neutral position to the driving position, the driving force output from the prime mover can escape from the mud path. It will be reduced. Thereby, the driver's uncomfortable feeling described above can be suppressed while suppressing the reduction of the driving force of the prime mover by the driving force suppressing process from preventing the vehicle from escaping from the mud road.
- the reduction range of the driving force output from the prime mover is “0”. Is done.
- the driving force output from the prime mover through the driving force suppression process is not reduced, so the vehicle can easily escape from the mud path.
- the drivability of the vehicle can be improved.
- an automobile has an internal combustion engine as a prime mover 1. And if the driving force output from the motor
- the transmission 2 includes a plurality of gears, and the combination of the plurality of gears can be changed so as to form any one of a plurality of predetermined gears. Further, the transmission 2 can transmit the driving force output from the prime mover 1 to the wheels 3 or can block the transmission of the driving force. That is, the transmission 2 functions as a driving force transmission / cutoff device.
- the electronic control unit 4 executes various controls related to the prime mover 1 and the transmission 2 and the like.
- the electronic control unit 4 includes a vehicle speed sensor 5 that detects the vehicle speed of the vehicle, an accelerator position sensor 7 that detects an operation amount (accelerator operation amount) of an accelerator pedal 6 that is depressed by a vehicle driver, Various sensors such as a shift position sensor 9 that outputs a signal corresponding to the position of the shift lever 8 (shift mechanism) operated by the driver are connected.
- the electronic control device 4 is connected to a drive circuit for driving the prime mover 1 and a drive circuit for driving the transmission 2.
- the electronic control unit 4 adjusts the driving force output from the prime mover 1 according to the accelerator operation amount. Further, the electronic control unit 4 switches the gear position in the transmission 2 and transmits and interrupts the driving force between the prime mover 1 and the wheels 3 based on the accelerator operation amount, the vehicle speed, and the operation position of the shift lever 8. I do. Incidentally, the shift lever 8 is switched to one of a plurality of operation positions such as a parking position, a reverse position, a neutral position, and a drive position.
- driving modes of the transmission 2 for each operation position of the shift lever 8 will be listed.
- the shift lever 8 When the shift lever 8 is switched to the parking position, the rotation of the wheel 3 is prohibited due to the meshing of the gear in the transmission 2, and the transmission of the driving force output from the prime mover 1 to the wheel 3 is interrupted. 2 is driven through the electronic control unit 4.
- the shift lever 8 When the shift lever 8 is switched to the neutral position, the prohibition of rotation of the wheel 3 due to the meshing of the gears in the transmission 2 described above is released, and transmission of the driving force output from the prime mover 1 to the wheel 3 is interrupted.
- the transmission 2 is driven through the electronic control unit 4. Therefore, the parking position or neutral position of the shift lever 8 is an operating position (hereinafter referred to as a non-driving position) for interrupting transmission of the driving force output from the prime mover 1 to the wheels 3.
- the transmission 2 When the shift lever 8 is switched to the drive position, the transmission 2 is driven through the electronic control unit 4 so that the driving force output from the prime mover 1 is transmitted to the wheels 3 in the forward rotation direction.
- the shift lever 8 When the shift lever 8 is switched to the reverse position, the transmission 2 is driven through the electronic control unit 4 so that the driving force output from the prime mover 1 is transmitted to the wheels 3 in the reverse rotation direction. Accordingly, the drive position and the reverse position of the shift lever 8 become an operation position for transmitting the driving force output from the prime mover 1 to the wheels 3 (hereinafter referred to as a driving position).
- a driver who wants to drive a vehicle in a stopped state usually switches the shift lever 8 from a non-driving position such as a parking position to a driving position such as a driving position or a reverse position and then to an off state.
- a certain accelerator pedal 6 is depressed to the on state.
- the operation (on operation) of the accelerator pedal 6 from the off state to the on state is faster than the operation of switching the shift lever 8 from the non-drive position to the drive position.
- the operation is actually different from the normal operation of switching the shift lever 8 from the non-drive position to the drive position with the accelerator pedal 6 turned on. Is done.
- the behavior of the automobile assumed by the driver may be different from the actual behavior of the automobile.
- the driver intends to start running the vehicle when the accelerator pedal 6 is turned on, but actually the shift lever 8 is switched from the non-drive position to the drive position after the accelerator pedal 6 is turned on.
- the driving force of the prime mover 1 is transmitted to the wheels 3 and the vehicle starts to travel.
- the shift lever 8 is switched from the non-driving position to the driving position with the accelerator pedal 6 turned on, the driving force of the prime mover 1 is transmitted to the wheels 3 and the vehicle starts to travel.
- the accelerator pedal 6 when the shift lever 8 is switched from the non-drive position to the drive position with the accelerator pedal 6 turned on, when the driving force is output from the prime mover 1 according to the accelerator operation amount, A driving force suppression process for reducing the driving force is executed. Accordingly, the accelerator pedal 6 is operated prior to the operation of switching the shift lever 8 from the non-driving position to the driving position without the driver being aware of it, such as when the driver is about to drive the vehicle in a stopped state. When a situation occurs in which the ON operation is performed from the OFF state, the driving force suppression process is executed.
- the driver repeatedly switches the shift lever 8 between the non-drive position (neutral position) and the drive position (drive position or reverse position) under the situation where the car is escaped from the mud road.
- the shift lever 8 may be switched from the non-drive position to the drive position while the accelerator is turned on.
- the shift lever 8 when the shift lever 8 is switched from the neutral position, which is one of the non-drive positions, to the drive position when executing the driving force suppression process, the shift lever 8 is one of the non-drive positions.
- the reduction range of the driving force output from the prime mover 1 is made smaller than when the parking position is switched to the driving position.
- the driving force output from the prime mover 1 is a value SA1 corresponding to the idling time as shown in FIG. Reduced to. That is, based on the current accelerator operation amount, a required drive force that is a drive force to be output from the prime mover 1 is determined according to the accelerator operation amount. The difference between the required driving force thus obtained and the value SA1 is set as a reduction amount ⁇ SA1 that is a value corresponding to the reduction range of the driving force output from the prime mover 1 when the driving force reduction process is executed.
- the driving force output from the prime mover 1 is adjusted to be a value obtained by subtracting the reduction amount ⁇ SA1 from the required driving force. Thereby, in the driving force suppression process, the driving force output from the prime mover 1 is reduced by the reduction amount ⁇ SA1.
- the driven force is reduced to a value SA2 that is larger than the value SA1 corresponding to the idling time. That is, a reduction amount in which the difference between the required driving force obtained based on the current accelerator operation amount and the value SA2 is a value corresponding to the reduction range of the driving force output from the prime mover 1 when the driving force reduction process is executed. ⁇ SA2. Then, the driving force output from the prime mover 1 is adjusted to a value obtained by subtracting the reduction amount ⁇ SA2 from the required driving force. Thereby, in the driving force suppression process, the driving force output from the prime mover 1 is reduced by the reduction amount ⁇ SA2.
- the reduction amount ⁇ SA2 is made smaller than the reduction amount ⁇ SA1 because the value SA2 is larger than the value SA1.
- the above-described switching operation between the neutral position and the drive position of the shift lever 8 by the driver is often repeated.
- the shift lever 8 is switched from the neutral position to the drive position, the reduction range of the drive force in the drive force suppression process is made smaller than when the lever 8 is switched from the parking position to the drive position.
- the driving force output from the prime mover 1 through the driving force suppression process is suppressed from being excessively reduced. Therefore, when trying to escape the automobile from the mud road, the driving force output from the prime mover 1 through the driving force suppression process can be prevented from being excessively reduced, making it difficult for the automobile to escape from the mud road. It is possible to suppress a decrease in drivability of the automobile.
- the value SA2 is determined in advance by experiments or the like as a value corresponding to the driving force of the prime mover 1 that can cause the automobile to escape from the muddy road.
- This driving force suppression routine is periodically executed through the electronic control unit 4 by, for example, a time interruption every predetermined time.
- this routine first, it is determined whether or not the flags F1 and F2 used for determining whether or not the driving force suppression process is being executed are 0 (stopped) (S101, S102). If the determination is affirmative in both S101 and S102, it is determined whether or not the accelerator pedal 6 is turned on (S103), and whether or not the shift lever 8 is switched from the parking position to the driving position. (S104) is performed. As a situation where the shift lever 8 is switched from the parking position to the driving position, a situation where the driver switches the shift lever 8 from the parking position to the driving position or the reverse position in order to start running the parked car can be considered. .
- the driving force output from the prime mover 1 thereafter becomes the required driving force based on the accelerator operation amount. To be adjusted.
- the flags F1 and F2 are set to “0 (stopped)” (S112).
- the driving force output from the prime mover 1 through the driving force suppression process is suppressed from being excessively reduced. Therefore, when trying to escape the automobile from the mud road, the driving force output from the prime mover 1 through the driving force suppression process can be prevented from being excessively reduced, making it difficult for the automobile to escape from the mud road. It is possible to suppress a decrease in drivability of the automobile.
- the reduction amount ⁇ SA2 may be set to “0” by setting the value SA2 to a required driving force that is a driving force corresponding to the accelerator operation.
- the reduction range of the drive force output from the prime mover 1 is set to “0”.
- a shift mechanism other than the shift lever 8 may be employed as a shift mechanism, such as a switch mechanism that switches between a drive position and a non-drive position by a button operation.
- the internal combustion engine was illustrated as the motor
- 1 ... prime mover, 2 ... transmission, 3 ... wheel, 4 ... electronic control device, 5 ... vehicle speed sensor, 6 ... accelerator pedal, 7 ... accelerator position sensor, 8 ... shift lever, 9 ... shift position sensor.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Human Computer Interaction (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Transmission Device (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
Description
Claims (4)
- アクセルの操作に応じて原動機から出力される駆動力を調整する制御部と、駆動位置及び非駆動位置に選択的に切り換えられるシフト機構とを備え、前記シフト機構が前記駆動位置にあるときに前記原動機から車輪に駆動力を伝達する一方、前記シフト機構が前記非駆動位置にあるときには前記原動機から前記車輪への駆動力の伝達を遮断する、車両の駆動制御装置において、
前記制御部は、前記アクセルがオン操作された状態で前記シフト機構が前記非駆動位置から前記駆動位置に切り換えられたとき、前記原動機から出力される駆動力を低減する駆動力抑制処理を実行するものであって、その駆動力抑制処理を実行するに当たり、前記シフト機構が前記非駆動位置の一つであるニュートラル位置から前記駆動位置に切り換えられたときには、前記シフト機構が前記非駆動位置の一つであるパーキング位置から前記駆動位置に切り換えられたときよりも、前記原動機から出力される駆動力の低減幅を小さくする
ことを特徴とする車両の駆動制御装置。 - 前記原動機は、内燃機関であり、
前記制御部は、前記駆動力抑制処理を実行するに当たり、前記シフト機構が前記パーキング位置から前記駆動位置に切り換えられたときには、前記内燃機関から出力される駆動力を同機関のアイドル時相当の値まで低減する
請求項1記載の車両の駆動制御装置。 - 前記制御部は、前記駆動力抑制処理を実行するに当たり、前記シフト機構が前記ニュートラル位置から前記駆動位置に切り換えられたときには、前記原動機から出力される駆動力を泥濘路から脱出可能な値としつつ低減する
請求項1記載の車両の駆動制御装置。 - 前記制御部は、前記駆動力抑制処理を実行するに当たり、前記シフト機構が前記ニュートラル位置から前記駆動位置に切り換えられたときには、前記原動機から出力される駆動力の低減幅を「0」とする
請求項1記載の車両の駆動力制御装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201180071598.8A CN103620193B (zh) | 2011-06-23 | 2011-06-23 | 车辆的驱动控制装置 |
PCT/JP2011/064481 WO2012176322A1 (ja) | 2011-06-23 | 2011-06-23 | 車両の駆動制御装置 |
BR112013032748-0A BR112013032748B1 (pt) | 2011-06-23 | 2011-06-23 | dispositivo de controle de tração de veículo |
US14/127,557 US9097189B2 (en) | 2011-06-23 | 2011-06-23 | Vehicle drive control device |
JP2013521392A JP5668850B2 (ja) | 2011-06-23 | 2011-06-23 | 車両の駆動制御装置 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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PCT/JP2011/064481 WO2012176322A1 (ja) | 2011-06-23 | 2011-06-23 | 車両の駆動制御装置 |
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WO2012176322A1 true WO2012176322A1 (ja) | 2012-12-27 |
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PCT/JP2011/064481 WO2012176322A1 (ja) | 2011-06-23 | 2011-06-23 | 車両の駆動制御装置 |
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Country | Link |
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US (1) | US9097189B2 (ja) |
JP (1) | JP5668850B2 (ja) |
CN (1) | CN103620193B (ja) |
BR (1) | BR112013032748B1 (ja) |
WO (1) | WO2012176322A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8838351B2 (en) | 2011-06-23 | 2014-09-16 | Toyota Jidosha Kabushiki Kaisha | Vehicle drive control device |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
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DE102014220758A1 (de) | 2014-10-14 | 2016-04-14 | Robert Bosch Gmbh | Autonomes Fahrsystem für ein Fahrzeug bzw. Verfahren zur Durchführung des Betriebs |
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- 2011-06-23 WO PCT/JP2011/064481 patent/WO2012176322A1/ja active Application Filing
- 2011-06-23 BR BR112013032748-0A patent/BR112013032748B1/pt not_active IP Right Cessation
- 2011-06-23 JP JP2013521392A patent/JP5668850B2/ja not_active Expired - Fee Related
- 2011-06-23 US US14/127,557 patent/US9097189B2/en active Active
- 2011-06-23 CN CN201180071598.8A patent/CN103620193B/zh not_active Expired - Fee Related
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Also Published As
Publication number | Publication date |
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US9097189B2 (en) | 2015-08-04 |
US20140129098A1 (en) | 2014-05-08 |
JP5668850B2 (ja) | 2015-02-12 |
CN103620193A (zh) | 2014-03-05 |
CN103620193B (zh) | 2015-11-25 |
JPWO2012176322A1 (ja) | 2015-02-23 |
BR112013032748B1 (pt) | 2020-12-29 |
BR112013032748A2 (pt) | 2017-02-07 |
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