Patent Application
20120259524
The present invention relates to a vehicle control apparatus, and more particularly to a vehicle control apparatus for controlling the output of a power source.
In general, a vehicle has three basic, necessary abilities including a “driving force” as an ability of “advancing”, a “steering force” as an ability of “turning”, and a “braking force” as an ability of “stopping”.
The “driving force” is a power, i.e., a torque generated by a power source of an internal combustion engine (hereinafter simply referred to as “engine”) in response to such an amount of depression of an accelerator pedal and transmitted through a transmission to driving wheels to be obtained as a frictional reaction force of the driving wheels and a road surface allowing the driving wheels to travel thereon. The “steering force” is obtained by a steering device capable of changing the advancing direction of, for example, front wheels in response to the operation amount of a steering wheel. The “braking force” is generated in response to the amount of depression of a brake pedal by slowing down or stopping the rotation of the driving wheels to generate a frictional reaction force of the driving wheels and the road surface allowing the vehicle to be stopped.
In general, the accelerator pedal and the brake pedal are located adjacent to each other close to the location of the driver's feet. Many drivers depress selectively the accelerator pedal or the brake pedal only with his right foot to control the “driving force” and the “braking force”, viz., to control a vehicle speed.
In that case, for example, a vehicle with an automatic transmission (hereinafter simply referred to as “AT car”) is provided with no clutch pedal, thereby causing some drivers to drive his or her car while depressing the brake pedal with his or her left foot and depressing the accelerator pedal with his or her right foot. In this way, there are some drivers who drive their cars separately using their left foot and right foot to depress the brake pedal and the accelerator pedal, respectively. For such drivers using both their feet separately for the brake pedal and the accelerator pedal, there is a possible case that the brake pedal is depressed while the accelerator pedal is not being released by the driver or the accelerator pedal is depressed while the brake pedal is not being released by the driver.
Thus, the simultaneous depressions of the accelerator pedal and the brake pedal are apt to lead to deterioration in drivability.
There has so far been known a vehicle control apparatus which can reduce an engine torque in the event that the accelerator pedal and the brake pedal are depressed at the same time (see, for example, Patent Document 1).
The previously mentioned conventional vehicle is constructed to reduce the torque outputted by the engine with the fuel injection amount of the engine being temporarily reduced in the case that the accelerator pedal and the brake pedal are depressed at the same time.
However, the conventional vehicle control apparatus is constructed to reduce the fuel injection amount and thereby reduce the torque irrespective of the vehicle travelling state when the accelerator pedal and the brake pedal are depressed by the driver at the same time. This means that the torque is reduced with the driver's simultaneous depressions of the accelerator pedal and the brake pedal. For this reason, in the event that the accelerator pedal and the brake pedal are depressed at the same time, there is caused a hesitation and other unfavorable phenomenon on the vehicle, thereby leading to problems such as deteriorated drivability.
The present invention has been made to solve such conventional problems. It is therefore an object of the present invention to provide a vehicle control apparatus which can prevent the deterioration of the drivability.
In order to solve the above problems, a vehicle control apparatus for a vehicle provided with a drive source, an accelerator pedal, and a brake pedal according to the invention, comprises a drive state detection means for detecting a drive state of the vehicle including a drive force requested amount of a drive force outputted by the drive source, an output control means for executing a reduction control to reduce the drive force outputted by the drive source from the drive force requested amount, a permission condition determination means for determining whether or not a permission condition to permit execution of the reduction control is established, and a speed reduction determination means for determining speed reduction of the vehicle based on the drive state detected by the drive state detection means, in which the drive state detection means has an accelerator detection means for detecting depression or a depression amount of the accelerator pedal, and a brake detection means for detecting depression or a depression amount of the brake pedal, the permission condition determination means determines that the permission condition is established when the speed reduction is determined by the speed reduction determination means and determines that the permission condition is not established when the speed reduction is not determined by the speed reduction determination means in the case that the depression of the accelerator pedal is detected by the accelerator detection means and the depression of the brake pedal is detected by the brake detection means, and the output control means executes the reduction control when the permission condition determination means determines that the permission condition is established and does not execute the reduction control when the permission condition determination means determines that the permission condition is not established.
By the construction of the vehicle control apparatus previously mentioned, the vehicle control apparatus can determine the speed reduction of the vehicle at the time of the accelerator pedal and the brake pedal being depressed together, and can abort the execution of the reduction control due to the control permission condition not being established if the speed reduction of the vehicle is not determined, so that the execution or non-execution of the reduction control can be carried out avoiding an unintentional braking of the vehicle, thereby making it possible to prevent the drivability from deteriorating.
The vehicle control apparatus according to the invention has the speed reduction determination means which determines the speed reduction of the vehicle by comparing a speed reduction threshold value set for determining the speed reduction with a speed reduction value calculated from the drive state detected by the drive state detection means.
By the construction of the vehicle control apparatus previously mentioned, the vehicle control apparatus can determine the speed reduction by comparing the set speed reduction threshold value with the drive state, thereby making it possible to adequately determine the speed reduction by numerical values. The vehicle control apparatus thus constructed is by no means to determine unintentional changes in the state of the vehicle as the speed reduction, and can exclude an unintentional speed reduction as well as can prevent the execution of excessive reduction control, thereby making it possible to prevent the drivability from deteriorating.
The vehicle control apparatus according to the invention has the drive state detection means which has a vehicle speed detection means for detecting a vehicle speed, and the speed reduction determination means sets the speed reduction threshold value in response to the vehicle speed detected by the speed detection means.
By the construction of the vehicle control apparatus previously mentioned, the vehicle control apparatus is constructed to set the speed reduction threshold value in response to the vehicle speed, thereby making it possible to vary the value for determining the speed reduction to an adequate value in response to the vehicle speed. Accordingly, the vehicle control apparatus can perform the speed reduction determination more adequately than the determination performed with a fixed speed reduction threshold value, thereby enhancing the adequacy in the execution or non-execution of the reduction control to be carried out, and thereby making it possible to prevent the drivability from deteriorating.
The vehicle control apparatus according to the invention has the speed reduction determination means which sets the speed reduction threshold value in response to the depression amount of the accelerator pedal detected by the accelerator detection means.
By the construction of the vehicle control apparatus previously mentioned, the vehicle control apparatus is constructed to set the speed reduction threshold value in response to the depression amount of the accelerator pedal, thereby making it possible to vary the value for determining the speed reduction to an adequate value in response to the depression amount of the accelerator pedal. Accordingly, the vehicle control apparatus can perform the speed reduction determination more adequately than the determination performed with a fixed speed reduction threshold value, thereby enhancing the adequacy in the execution or non-execution of the reduction control to be carried out, and thereby making it possible to prevent the drivability from deteriorating.
The vehicle control apparatus according to the invention has the drive state detection means which has a wheel rotational speed detection means for detecting the rotational speed of each wheel of the vehicle, in which the speed reduction threshold value is indicative of the variation amount of the rotational speed of the wheel, and the speed reduction determination means determines the speed reduction of the vehicle by selecting one of the wheels to be used for the determination of the speed reduction of the vehicle from among the respective rotational speeds of the wheels detected by the wheel rotational speed detection means and then by comparing the speed reduction threshold value with the difference between the rotational speed of the selected wheel detected by the wheel rotational speed detection means and the previous rotational speed of the selected wheel detected a predetermined time interval before.
By the construction of the vehicle control apparatus previously mentioned, the vehicle control apparatus can determine the speed reduction of the vehicle by selecting one of the wheels to be used for the determination of the speed reduction of the vehicle from among the respective rotational speeds of the wheels and then by comparing the speed reduction threshold value with the difference between the rotational speed of the selected wheel and the previous rotational speed of the selected wheel detected a predetermined time interval before, thereby making it possible to select the wheel to detect the rotational speed in response to the travel state of the vehicle. Accordingly, the vehicle control apparatus can enhance the adequacy of the reduction control, and thereby making it possible to prevent the drivability from deteriorating.
The vehicle control apparatus according to the invention has the drive state detection means which has a rolling wheel rotational speed detection means for detecting the rotational speed of a rolling wheel of the vehicle, in which the speed reduction threshold value is indicative of the variation amount of the rotational speed of the rolling wheel, and the speed reduction determination means determines the speed reduction of the vehicle by comparing the speed reduction threshold value with the difference between the rotational speed of the rolling wheel detected by the rolling wheel rotational speed detection means and the previous rotational speed of the rolling wheel detected a predetermined time interval before.
By the construction of the vehicle control apparatus previously mentioned, the vehicle control apparatus can determine the speed reduction by the rotational speed of the rolling wheel, thereby making it possible to comprehend the speed reduction even under the situation that the driving wheels are slipping while the vehicle is travelling on a bad road, thereby making it possible to prevent the drivability from deteriorating regardless of the condition of the road on which the vehicle is travelling.
The vehicle control apparatus according to the invention determines the speed reduction threshold value indicative of the variation of the depression amount of the brake pedal, and has the speed reduction determination means which determines the speed reduction of the vehicle by comparing the speed reduction threshold value with the difference between the depression amount of the brake pedal detected by the brake detection means and the previous depression amount of the brake pedal detected a predetermined time interval before.
By the construction of the vehicle control apparatus previously mentioned, the vehicle control apparatus can determine the speed reduction by the variation of the depression amount of the brake pedal, thereby making it possible to easily perform the speed reduction determination regardless of the travel state of the vehicle, and thereby making it possible to prevent the drivability from deteriorating.
The vehicle control apparatus according to the invention determines the speed reduction threshold value indicative of the variation of the depression amount of the accelerator pedal, and has the speed reduction determination means which determines the speed reduction of the vehicle by comparing the speed reduction threshold value with the difference between the depression amount of the accelerator pedal detected by the accelerator detection means and the previous depression amount of the accelerator pedal detected a predetermined time interval before.
By the construction of the vehicle control apparatus previously mentioned, the vehicle control apparatus can determine the speed reduction by the variation of the depression amount of the accelerator pedal, thereby making it possible to easily perform the speed reduction determination regardless of the travel state of the vehicle, and thereby making it possible to prevent the drivability from deteriorating.
The vehicle control apparatus according to the invention has the drive state detection means which has an acceleration detection means for detecting an acceleration of the vehicle, in which the speed reduction threshold value is indicative of the acceleration value, and the speed reduction determination means determines the speed reduction of the vehicle by comparing the speed reduction threshold value with the acceleration value detected by the acceleration detection means.
By the construction of the vehicle control apparatus previously mentioned, the vehicle control apparatus can determine the speed reduction by the acceleration of the vehicle, thereby making it possible to adequately determine the speed reduction of the vehicle, and thereby making it possible to prevent the drivability from deteriorating.
The vehicle control apparatus according to the invention determines the speed reduction threshold value indicative of the depression amount of the brake pedal, and has the speed reduction determination means which determines the speed reduction of the vehicle by comparing the speed reduction threshold value with the depression amount of the brake pedal detected by the brake detection means.
By the construction of the vehicle control apparatus previously mentioned, the vehicle control apparatus can determine the speed reduction by the depression amount of the brake pedal, thereby making it possible to easily perform the speed reduction determination regardless of the travel state of the vehicle, and thereby making it possible to prevent the drivability from deteriorating.
The vehicle control apparatus according to the invention further comprises a bad road travel determination means for determining whether or not the vehicle is travelling on a bad road in accordance with the drive state detected by the drive state detection means, and has the permission condition determination means which determines that the permission condition is not established when the bad road travel determination means determines that the vehicle is travelling on a bad road.
By the construction of the vehicle control apparatus previously mentioned, the vehicle control apparatus allows the reduction control to be not executed in the case of the vehicle being travelling on a bad road, so that the vehicle can travel without decreasing the torque outputted from the engine even if the accelerator pedal and the brake pedal are concurrently depressed while the vehicle is travelling on a bad road having a high possibility of the accelerator pedal and the brake pedal being concurrently depressed unintentionally. Therefore, at the time of the vehicle being travelling on a normal road, the torque from the engine can be decreased in the case that the accelerator pedal and the brake pedal are concurrently depressed by the driver while, at the time of the vehicle being travelling on a bad road, the torque requested by the driver is generated by the engine, thereby making it possible to prevent the drivability from deteriorating.
The vehicle control apparatus according to the invention has the permission condition determination means which determines that the permission condition is established when the depression of the brake pedal is detected by the brake detection means in the state that the depression of the accelerator pedal is being detected by the accelerator detection means.
By the construction of the vehicle control apparatus previously mentioned, in the case that the brake pedal being depressed after the accelerator pedal is being depressed is generally indicative of the vehicle travel state in which the driver is requesting the braking of the vehicle, the vehicle control apparatus can decrease the torque outputted from the engine when detecting the depression of the brake in the state of the accelerator pedal being depressed.
According to the present invention, the execution or non-execution of the reduction control can be carried out taking the driver's intention, thereby making it possible to prevent the drivability from deteriorating.
Embodiments of the invention will be described hereinafter with reference to the drawings.
First, the construction of a vehicle having a control apparatus according to the embodiment of the present invention will be described with reference to the schematic block diagram of the vehicle shown in
As shown in
Further, the vehicle 10 comprises an ECU (Electronic Control Unit) 100 serving as a vehicle electronic control unit for controlling the entire vehicle 10, a hydraulic control device 110 for hydraulically controlling the automatic transmission 13 and the transfer 16, an operation panel 120 serving as an input/output interface with the driver, and a navigation system 170.
Further, the vehicle 10 is provided with a crank sensor 131, an input shaft rotational speed sensor 133, an output gear rotational speed sensor 134, a shift sensor 141, an accelerator sensor 142, a foot brake sensor 143 (hereinafter referred to as “FB sensor”), a throttle sensor 145, an acceleration sensor 146, a front wheel speed sensor 161, a rear wheel speed sensor 162, a transfer input speed sensor 163, a transfer output speed sensor 164, a distribution SW sensor 165, a tilt sensor 166, a seat position sensor 167, and the various kinds of other sensors not shown in the drawings. The previously mentioned sensors are adapted to output their detection signals to the ECU 100.
An ordinary vehicle and a low-priced car may not be provided with all of the sensors 131 to 167, and all of those sensors 131 to 167 are not always necessary for the vehicle and the car in the present invention. For example, as will be discussed below, such as the acceleration sensor 146, the function of a sensor can be substituted by other sensors, or a similar control can be achieved by the value detected by the other sensors. Thus, the vehicle 10 may not be equipped with the sensors that can be substituted by the other sensors. In the present embodiment, those previously mentioned sensors not generally provided to the ordinary vehicles and the general economy car are raised for explaining hereinafter their respective processes according to the invention. The alternative processing by the other sensors will be discussed later.
The engine 12 is constituted by a known power device which can output torque by combusting in a combustion chamber of a cylinder not shown a mixture of hydrocarbon fuel such as gasoline or diesel and air. The engine 12 is operated to intermittently repeat the actions of taking in the air mixture into the combustion chamber of the cylinder, combusting the mixture in the cylinder, and discharging exhaust gas to the outside of the cylinder to reciprocate a piston in the cylinder to enable a crank shaft drivably coupled to the piston to be rotated, thereby transmitting the torque to the automatic transmission 13. The fuel to be used for the engine 12 may be an alcohol fuel including an alcohol such as ethanol.
The automatic transmission 13 includes a plurality of planetary gear devices each provided with a plurality of friction engagement elements constituted by clutches and brakes and operative to be selectively engaged or disengaged, thereby forming a plurality of transmission stages in response to the combination of the engagement and disengagement of the clutches and the brakes. The clutches and the brakes are constructed to be switched selectively into their engaged states or their disengaged states by the hydraulic control device 110.
By this construction, the automatic transmission 13 functions as a staged transmission to reduce or increase the torque or rotation of the crank shaft of the engine 12 inputted as a driving force at a given speed change ratio γ to be outputted to the front differential mechanism 14 and the transfer 16. This means that the automatic transmission 13 constitutes a plurality of speed change stages operable in response to the vehicle travel states and thus can carry out a speed conversion in response to the speed change stages. The detailed explanation about the automatic transmission 13 will be described later. The automatic transmission 13 may be composed of a continuously variable transmission by continuously changing the transmission speed change ratio.
The front differential mechanism 14 is operative to allow the rotational speed to be different between the front wheels 17R and 17L when the vehicle is travelling through a curved road. The front differential mechanism 14 comprises a plurality of gears to distribute and output the torque inputted by the automatic transmission 13 to the front drive shafts 22L, 22R. The front differential mechanism 14 may be constructed to have the front drive shafts 22L, 22R rotated at the same rotational speed, and thus may be operated under a diff-locked state having no difference in rotational speed between the front wheels 17L, 17R. The detailed explanation about the front differential mechanism 14 will be described hereinafter.
The rear differential mechanism 15 is substantially the same in construction as the front differential mechanism 14, so that the explanation about the rear differential mechanism 15 will be omitted hereinafter.
The transfer 16, also known as an auxiliary transmission, serves to distribute and transmit to the front differential mechanism 14 and the rear differential mechanism 15 the torque transmitted by the automatic transmission 13. This means that the torque transmitted by the automatic transmission 13 can be distributed and transmitted by the transfer 16 to the front wheels 17L, 17R and the rear wheels 18L, 18R.
The vehicle 10 in the present embodiment is exemplified as a front-wheel driving vehicle at the time of a usual drive state in which the front wheels 17L, 17R serve as driving wheels, respectively, when a four-wheel drive state is not selected. The transfer 16 is operative in the usual drive state and the four-wheel drive state as described hereinafter. This means that the transfer 16 can be operated at the usual drive state to distribute and transmit the torque transmitted by the automatic transmission 13 only to the front wheels 17L, 17R but not to the rear wheels 18L, 18R. Further, the transfer 16 can be operated at the four-wheel drive state to distribute and transmit the torque transmitted by the automatic transmission 13 to the front wheels 17L, 17R and the rear wheels 18L, 18R. The detailed description about the transfer 16 will become apparent as the description proceeds.
The ECU 100 comprises a CPU (Central Processing Unit) as a central processing unit, a ROM (Read Only Memory) for storing therein fixed data, a RAM (Random Access Memory) for storing data therein temporarily, an EEPROM (Electrically Erasable and Programmable Read Only Memory) made of a rewritable non-volatile memory, and an I/O interface circuit, and is designed to carry out the overall control of the vehicle 10.
As will be stated below, the ECU 100 is connected to the crank sensor 131, the accelerator sensor 142, and the other sensors. The ECU 100 is adapted to receive detection signals outputted from these sensors to detect an engine speed Ne, an accelerator opening degree Acc, and others.
The ECU 100 has an internal clock capable of measuring time. Further, the ECU 100 is adapted to control the hydraulic control device 110 which can control the hydraulic pressure for the parts of the automatic transmission 13 and the transfer 16. However, the distinctive features of the ECU 100 will be described hereinafter.
In addition, the ROM of the ECU 100 is adapted to store therein an operating table to be used for realizing the transmission stages, and a program for performing the vehicle control as described hereinafter. Further, the ROM of the ECU 100 is adapted to store therein a throttle opening degree control map, a gear shifting diagram, a lock-up control map, and various other values of the vehicle 10 which will not be described hereafter.
Furthermore, the ROM of the ECU 100 is adapted to store therein an accelerator pedal depression determination value Acc_tv, a brake pedal depression determination value Bf_tv, a speed reduction threshold value, a speed reduction determination calculation formula, an output reducing accelerator opening degree Acn, and others as necessary.
The accelerator pedal depression determination value Acc_tv is indicative of a determination value for determining whether the vehicle 10 is under an accelerator-on state or an accelerator-off state in response to the depression amount of an accelerator pedal 212. The brake pedal depression determination value Bf_tv is indicative of a determination value for determining whether the vehicle 10 is under a brake-on state or a brake-off state in response to the depression amount of a foot brake pedal 213.
The speed reduction threshold value is indicative of a determination value for determining the speed reduction of the vehicle 10. For example, in the case that the speed reduction of the vehicle 10 is determined in response to the depression amount of the foot brake pedal 213, i.e., a brake pedal depression force Bf, the ECU 100 is operated using a brake determination value BfDc_tv as the speed reduction threshold value to determine the speed reduction of the vehicle 10 if the brake pedal depression force Bf is equal to or more than the brake determination value BfDc_tv and not to determine the speed reduction of the vehicle 10 if the brake pedal depression force Bf is less than the brake determination value BfDc_tv.
The speed reduction determination calculation formula means a calculation formula to be used in the case that the above speed reduction threshold value is calculated in response to the travel state of the vehicle 10. The speed reduction threshold value is adapted to be calculated by a vehicle speed V and the accelerator opening degree Acc of the vehicle 10. In place of the speed reduction determination calculation formula, a speed reduction threshold setting map may be provided and used to obtain a threshold value.
The output reducing accelerator opening degree Acn is intended to indicate an accelerator opening degree for reducing the output of the engine 12 from the accelerator opening degree Acc in an actual state at the time of establishing a control permission condition to be described hereinafter. The output reducing accelerator opening degree Acn may be calculated in response to the travel state of the vehicle 10.
The hydraulic control device 110 comprises linear solenoid valves SLT, SLU, an on-off solenoid valve SL, and linear solenoid valves SL1 to SL5, each of which is constituted by an electromagnetic valve to be controlled by the ECU 100. The hydraulic control device 110 is adapted to be controlled by the ECU 100 to operate the above solenoid valves, so that the hydraulic circuit is switched and hydraulically controlled to operate the whole parts of the automatic transmission 13. Therefore, the hydraulic control device 110 is adapted to control the solenoid valves so that the solenoid valves can be switched to establish a desired speed change stage.
The operation panel 120 is operably connected with the ECU 100 to receive operational requests inputted by the driver, to perform operational assistances to the driver, and to display vehicle travel states and others. For example, when the driver inputs one of the travel modes using switches provided on the operation panel 120, the I/O interface of the ECU 100 is inputted with the signal indicative of the travel mode inputted by the driver.
The navigation system 170 comprises a map information storage unit for storing information including topographic maps, a current position acquisition section using GPS (Global Positioning System) to acquire the current position of the vehicle 10, and a display section to display information to the driver, thereby acquiring the topographical information of the current position of the vehicle 10. The navigation system 170 is adapted to guide the driver from the current position to the destination in a similar manner to the car navigation systems known in the art.
The crank sensor 131 is adapted to detect the rotational speed of a crank shaft 24 under the control of the ECU 100 and to output a detection signal indicative of the rotational speed to the ECU 100. The ECU 100 is adapted to acquire as an engine speed Ne the rotational speed of the crank shaft 24 indicated by the signal outputted by the crank sensor 131.
The input shaft rotational speed sensor 133 is adapted to detect the rotational speed of an input shaft 71 described below under the control of the ECU 100 and to output a detection signal indicative of the rotational speed to the ECU 100. The input shaft 71 is directly connected with a turbine shaft 62 of a torque converter 60 described later. The input shaft 71 has a rotational speed the same as the rotational speed of the turbine shaft 62, so that an input shaft rotational speed Nm detected by the input shaft rotational speed sensor 133 is represented as a turbine rotational speed Nt.
The output gear rotational speed sensor 134 is adapted to detect the rotational speed of an output gear 72 described later under the control of the ECU 100 and to output a detection signal indicative of the detected rotational speed to the ECU 100.
In addition, the ECU 100 is adapted to be capable of calculating a speed change ratio γ in accordance with the input shaft rotational speed Nm detected by the input shaft rotational speed sensor 133 and a rotational speed Nc detected by the output gear rotational speed sensor 134. Here, the “speed change ratio γ” is acquired by dividing the actual speed Nm of the input shaft 71 by the actual rotational speed Nc of the output gear 72.
The shift sensor 141 is adapted to detect any one of switched positions taken by the shift lever 211 among the switched positions taken by the shift lever 211 under the control of the ECU 100 and to output a detection signal indicative of the switched position taken by the shift lever 211 to the ECU 100.
Here, the shift lever 211 is constructed to take, from the rear side to the forward side of the vehicle 10, a D position indicative of a driving range (hereinafter simply referred to as “D range”), an N position indicative of a neutral range, an R position indicative of a reverse range, and a P position indicative of a parking range.
If the shift lever 211 is located in the D range, a transmission mechanism 70 can establish any one of the speed stages from among the first to sixth speed stages as described below. In this way, the ECU 100 can select any one of the speed stages from among the first to sixth speed stages in accordance with the vehicle speed V and a throttle opening degree θth.
The accelerator sensor 142 is adapted to detect the accelerator pedal depression amount (hereinafter simply referred to as a “stroke”) under the control of the ECU 100 when the accelerator pedal 212 is depressed and to output a detection signal indicative of the detected stroke to the ECU 100. In addition, the ECU 100 is adapted to calculate the accelerator opening degree Acc from the stroke of the accelerator pedal 212 indicated by the detection signal outputted from the accelerator sensor 142.
Therefore, the accelerator sensor 142 is adapted to detect the drive state of the vehicle 10, including the required amount of torque outputted by the engine 12. This means that the accelerator sensor 142 constitutes a drive state detection means. The accelerator sensor 142 is capable of detecting the depression of the accelerator pedal 212 and the amount of the depression of the accelerator pedal 212. This means that the accelerator sensor 142 constitutes an accelerator detection means.
The FB sensor 143 detects the foot brake pedal depression amount (hereinafter simply referred to as a “stroke”) under the control of the ECU 100 when the foot brake pedal is depressed and to output the detection signal indicative of the detected stroke to the ECU 100. In addition, the ECU 100 is adapted to calculate the brake pedal depression force Bf from the stroke of the foot brake pedal 213 indicated by the detection signal outputted from the FB sensor 143.
This means that the FB sensor 143 is adapted to detect the drive state of the vehicle 10. In other words, the FB sensor 143 constitutes the drive state detection means. In addition, the FB sensor 143 is adapted to detect the foot brake pedal depression and the amount of the foot brake pedal depression. In other words, the FB sensor 143 constitutes a brake detection means.
In addition, the brake pedal depression force Bf indicative of the stroke of the foot brake pedal 213 detected by the FB sensor 143 may be replaced by a predetermined threshold value, i.e., the brake pedal depression determination value Bf_tv for the stroke of the foot brake pedal 213. In this case, the FB sensor 143 can output a foot brake pedal on-off signal based on whether or not the stroke of the foot brake pedal 213 is exceeding the previous predetermined threshold value.
In addition, the FB sensor 143 may be adapted to detect the hydraulic pressure in the hydraulic brake units provided on the front wheels 17L, 17R, respectively, and to output a detection signal indicative of the detected hydraulic pressure exerted to the hydraulic brake units. In this case, a predetermined threshold value is set for the hydraulic pressure of a brake cylinder forming part of each of the hydraulic brake units, the FB sensor 143 may output a foot brake pedal on-off signal based on whether the hydraulic pressure of the bake cylinder is exceeding or not the previous predetermined threshold value.
The throttle sensor 145 is adapted to detect the opening degree of the throttle valve of the engine 12 driven by a throttle actuator not shown under the control of the ECU 100, and to output a detection signal indicative of the detected opening degree to the ECU 100. The ECU 100 is adapted to acquire as the throttle opening degree θth the throttle valve opening degree indicated by the detected signal outputted from the throttle sensor 145.
The ECU 100 is adapted to acquire the throttle opening degree θth from the accelerator opening degree Acc based on the throttle opening degree control map so that, without using the detected signal outputted from the throttle sensor 145, the throttle opening degree θth obtained from the above throttle opening degree control map can be substituted as a detected value. Here, in the case that the accelerator opening degree is changed to perform the torque reduction control of the engine 12, the ECU 100 can acquire the throttle opening degree θth from the output reducing accelerator opening degree Acn.
The acceleration sensor 146 is adapted to detect the acceleration of the vehicle 10 under the control of the ECU 100, and to output the detection signal indicative of the detected acceleration to the ECU 100.
More specifically, the acceleration sensor 146 has a G sensor capable of outputting an electrical signal indicative of the acceleration. The G sensor has a fixed electrode and a movable electrode so that the acceleration caused of the vehicle 10 can move the movable electrode to change the distance between the fixed electrode and the movable electrode. Therefore, the G sensor can measure the capacitance between the movable electrode and the fixed electrode to have the measured capacitance converted to the electrical signal and to output the electrical signal. The acceleration sensor 146 is provided with two G sensors attached to the vehicle 10 at an angle of 45 degrees with respect to the forward and backward directions of the vehicle 10. The acceleration sensor 146 can detect the accelerations caused in all of the horizontal directions with the two G sensors in combination. Further, the ECU 100 is adapted to calculate a vehicle acceleration αr from the acceleration indicated by the detection signal outputted from the acceleration sensor 146.
Therefore, the acceleration sensor 146 is designed to detect the operating condition of the vehicle 10. This means that the acceleration sensor 146 constitutes a drive state detection means. Further, the acceleration sensor 146 is designed to detect the acceleration αr of the vehicle 10. This means that the acceleration sensor 146 constitutes an acceleration detection means.
The front wheel speed sensor 161 is adapted to detect the rotational speed of the front drive shaft 22R or 22L under the control of the ECU 100 and to output the detection signal indicative of the detected rotational speed to the ECU 100. Further, the ECU 100 is adapted to acquire as a drive shaft rotational speed Nd the rotational speed of the front drive shaft 22R or 22L indicated by the detection signal outputted by the front wheel speed sensor 161.
In addition, the ECU 100 is adapted to calculate the vehicle speed V based on the drive shaft rotational speed Nd obtained from the front wheel speed sensor 161. In the case that both of the front wheels 17L and 17R are required to obtain their respective rotational speeds, the vehicle 10 has the front wheel speed sensors 161 mounted on both of the front drive shafts 22L and 22R. The front wheel speed sensors 161 are controlled by the ECU 100 to detect the rotational speeds of the front drive shafts 22L and 22R, and to output the respective detected signals indicative of the rotational speeds of the front drive shafts 22L and 22R to the ECU 100. The ECU 100 is adapted to acquire as drive shaft rotational speeds NdL, NdR the rotational speeds of the front drive shaft 22L and the front drive shaft 22R, respectively, indicated by the detection signals outputted by the front wheel sensors 161.
Therefore, the front wheel speed sensor 161 is designed to detect the operating condition of the vehicle 10. This means that the front wheel speed sensor 161 constitutes a drive state detection means. The front wheel speed sensor 161 is adapted to detect the speed of the vehicle 10. This means that the front wheel speed sensor 161 constitutes a vehicle speed detection means. In addition, the front wheel speed sensor 161 is adapted to detect the rotational speeds of the front wheels 17L, 17R of the vehicle 10. This means that the front wheel speed sensor 161 constitutes a wheel speed detection means. Here, the vehicle speed “V” is indicative of the vehicle speed in the case of the vehicle 10 being travelling on a normal road. In the case of the vehicle 10 being travelling on a bad road and the like with the front wheel 17L or 17R being likely under the slipping situation, a vehicle body speed Vr is available as will be explained hereinafter.
The rear wheel speed sensor 162 is adapted to detect the rotational speed of the rear drive shaft 23R or 23L under the control of the ECU 100 and to output the detection signal indicative of the detected rotational speed to the ECU 100. Further, the ECU 100 is adapted to acquire as a rear wheel rotational speed Nr the rotational speed of the rear drive shaft 23R or 23L indicated by the detection signal outputted by the rear wheel speed sensor 162.
The ECU 100 is adapted to calculate the vehicle body speed Vr based on the rear wheel rotational speed Nr obtained from the rear wheel speed sensor 162 in the case that only the front wheels 17L, 17R are driven, viz., the front wheel drive mode is selected. Here, the rear wheels 18R, 18L are each constituted by a rolling wheel not driven by the engine 12, so that the detected rotational speeds of the rear wheels 18R, 18L enable to acquire the vehicle body speed Vr as an actual vehicle speed.
In the case that both of the rear wheels 18R and 18L are required to obtain the respective rotational speeds, the vehicle 10 has the rear wheel speed sensors 162 mounted on the rear drive shafts 23L and 23R. The rear wheel speed sensors 162 are controlled by the ECU 100 to detect the rotational speeds of the rear drive shafts 23L and 23R, and to output the respective detected signals indicative of the rotational speeds of the rear drive shafts 23L and 23R to the ECU 100. The ECU 100 is adapted to acquire as rear wheel rotational speeds NrL, NrR the rotational speeds of the rear drive shafts 23L and 23R indicated by the detection signals outputted by the rear wheel speed sensors 162.
Therefore, the rear wheel speed sensor 162 is designed to detect the operating condition of the vehicle 10. This means that the rear wheel speed sensor 162 constitutes a drive state detection means. The rear wheel speed sensor 162 is adapted to detect the rotational speeds of the rear wheels 18L and 18R of the vehicle 10. This means that the rear wheel speed sensor 162 constitutes a wheel speed detection means. Further, the rear wheel speed sensor 162 constitutes a rolling wheel speed detection means in the case that the rear wheels 18L and 18R are each constituted by a rolling wheel.
The transfer input speed sensor 163 is adapted to detect a rotational speed TRin of the input shaft of the transfer 16 under the control of the ECU 100 and to output a detection signal indicative of the detected rotational speed to the ECU 100. More specifically, the ECU 100 is adapted to detect the rotational speed of an input shaft 54 of a transfer clutch 53 as will become apparent hereinafter.
The transfer output speed sensor 164 is adapted to detect a rotational speed TRout of an output shaft of the transfer 16 under the control of the ECU 100, and to output a detection signal indicative of the detected rotational speed to the ECU 100. More specifically, the ECU 100 is adapted to detect the rotational speed of the propeller shaft 21.
The distribution SW sensor 165 is adapted to detect whether a power changing switch 215 assumes a two-wheel drive selection position or a four-wheel drive selection position under the control of the ECU 100, and to output a detected signal indicative of the changed position of the power changing switch 215 to the ECU 100. The power changing switch 215 may be constructed to be able to select a distribution ratio of the driving forces of the front wheels 17L, 17R and the rear wheels 18L, 18R.
The tilt sensor 166 is adapted to detect the tilt angle of the vehicle 10 under the control of the ECU 100 and to output the detection signal indicative of the detected tilt angle to the ECU 100. More specifically, the tilt sensor 166 has a weight supported by the vehicle 10 to swing in the forward, rearward, leftward, and rightward directions, so that the tilt sensor 166 can output to the ECU 100 a detection signal indicative of the displacement of the weight swung in response to the inclination of the vehicle 10 in the forward, rearward, leftward, or rightward direction.
The seat position sensor 167 is adapted to detect the position of the driver's seat to be seated by the driver under the control of the ECU 100, and to output a detection signal indicative of the detected position of the driver's seat to the ECU 100. Here, the present embodiment will be explained with the driver's seat having a smaller value toward the forward direction of the vehicle 10. Here, the forward direction is intended to indicate a direction closer to the accelerator pedal 212, the foot brake pedal 213, and a steering wheel.
In addition, the ECU 100 is adapted to determine whether or not the vehicle 10 is travelling on a bad road based on the position of the driver's seat detected by the seat position sensor 167. More specifically, the ECU 100 determines that the vehicle 10 is travelling on a bad road when the value of the position of the driver's seat detected by the seat position sensor 167 is equal to or less than a predetermined value of a bad road determination seat position, viz., a forwardly moved seat position, while the ECU 100 determines that the vehicle 10 is not travelling on a bad road when the value of the position of the driver's seat detected by the seat position sensor 167 is over the predetermined value of the bad road determination seat position.
Next, the construction of the automatic transmission 13 in the present embodiment will be described with reference to the schematic block diagram shown in
As shown in
Between the transmission mechanism 70 and the front differential mechanism 14 is provided a reduction gear mechanism having the torque inputted by the transmission mechanism 70 to output the torque to the front differential mechanism 14 while reducing the rotational speed and increasing the driving force. For simplifying the explanation hereinafter, the vehicle 10 in the present embodiment will be described as being designed to directly transmit the torque to the front differential mechanism 14 from the transmission mechanism 70 without providing such a reduction gear mechanism.
The torque converter 60 is arranged between the engine 12 and the transmission mechanism 70, and comprises a pump impeller 63 inputted with the torque from the engine 12, a turbine runner 64 outputting the torque to the transmission mechanism 70, a stator for changing the flow direction of oil, and a lock-up clutch 67 for directly connecting the pump impeller 63 with the turbine runner 64, so that the torque can be transmitted through the oil.
The pump impeller 63 is connected to the crank shaft 24 of the engine 12. The pump impeller 63 is designed to be rotated integrally with the crank shaft 24 by the torque of the engine 12.
The turbine runner 64 is connected to the turbine shaft 62 which is in turn connected to the transmission mechanism 70. The turbine shaft 62 is directly connected to the input shaft 71 of the transmission mechanism 70. The turbine runner 64 is rotated by the flow of the oil pushed by the rotation of the pump impeller 63, and designed to output to the transmission mechanism 70 the rotation of the crank shaft 24 of the engine 12 through the turbine shaft 62.
The stator 66 is rotatably supported through a one-way clutch 65 by a housing 31 of the automatic transmission 13 constituting a non-rotating member. The stator 66 serves to change the directions in flow of the oil from the turbine runner 64 and into the pump impeller 63 to generate a force to turn the pump impeller 63. The stator 66 is prevented from rotating by the one-way clutch 65 to change the direction of the oil flowing in the stator 66.
The stator 66 idles away to prevent a reverse torque from being applied to the turbine runner 64 when the pump impeller 63 and the turbine runner 64 come to be rotated at almost the same rotation speed.
The lock-up clutch 67 directly connects the pump impeller 63 and the turbine runner 64 to have the rotation of the crank shaft 24 of engine 12 mechanically transmitted directly to the turbine shaft 62.
Here, the torque converter 60 is adapted to transmit the torque through the oil between the pump impeller 63 and the turbine runner 64. Therefore, the rotation of the pump impeller 63 cannot transmit the torque by 100% to the turbine runner 64. For this reason, when the speeds of the turbine shaft 62 and the crank shaft 24 become close to each other, the lockup clutch 67 is operated to mechanically connect the pump impeller 63 and the turbine runner 64 directly, more particularly, to mechanically connect the crank shaft 24 to the turbine shaft 62 directly for more efficient transmission of the transmission mechanism 70 from the engine 12, thereby resulting in improving the fuel economy.
The lock-up clutch 67 is constructed to be able to realize a flex lock-up causing a slip at a predetermined slip ratio. The state of the lock-up clutch 67 is adapted to be selected by the CPU of the ECU 100 in response to the travel state of the vehicle 10, more specifically, the vehicle speed V and the accelerator opening degree Acc based on the lock-up control map stored in the ROM of the ECU 100. In addition, the state of the lock-up clutch 67 can, as described above, assume either one of a converter state having the lock-up clutch 67 released, a lock-up state having the lock-up clutch 67 coupled, and a flex lock-up state having the lock-up clutch 67 slipped.
In addition, the pump impeller 63 is provided with a mechanical type of oil pump 68 for generating hydraulic pressure used for performing the transmission action of the transmission mechanism 70, and for supplying the oil to activate, lubricate and cool parts and elements.
The transmission mechanism 70 comprises the input shaft 71, the output gear 72, a first planetary gear 73, a second planetary gear 74, a C1 clutch 75, a C2 clutch 76, a B1 brake 77, a B2 brake 78, a B3 brake 79, and an F one-way clutch 80.
The input shaft 71 is directly connected to the turbine shaft 62 of the torque converter 60 so that the input shaft 71 can be directly inputted with the outputted rotation of the torque converter 60. The output gear 72 is connected with a carrier of the second planetary gear 74 and is held in engagement with a differential ring gear 42 of the front differential mechanism 14 as will be described hereinafter, so that the output gear 72 can function as a counter drive gear. This means that the output gear 72 is adapted to transmit the outputted rotation of the transmission mechanism 70 to the front differential mechanism 14.
The first planetary gear 73 is constituted by a single pinion type of planetary gear mechanism. The first planetary gear 73 comprises a sun gear S1, a ring gear R1, a pinion gear P1, and a carrier CA1.
The sun gear S1 is coupled to the input shaft 71. The sun gear S1 is connected to the turbine shaft 62 of the torque converter 60 through the input shaft 71. The ring gear R1 is selectively fixed to the housing 31 of the automatic transmission 13 through the B3 brake 79.
The pinion gear P1 is rotatably supported by the carrier CA1. The pinion gear P1 is held in mesh with the sun gear S1 and the ring gear R1. The carrier CA1 is selectively fixed to the housing 31 of the automatic transmission 13 through the B1 brake 77.
The second planetary gear 74 is constituted by a ravigneaux type of planetary gear mechanism. The second planetary gear 74 comprises a sun gear S2, ring gears R2, 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 with the carrier CA1 of the first planetary gear 73. The ring gears R2, R3 are selectively connected to the input shaft 71 through the C2 clutch 76. The ring gears R2, R3 are selectively fixed to the housing 31 through the B2 brake 78. The ring gears R2, R3 are blocked in rotation in a rotation direction opposite to the rotation direction of the input shaft 71 by the F one-way clutch 80 provided in parallel with the B2 brake 78.
The short pinion gear P2 is rotatably supported by the carrier CA2. The short pinion gear P2 is held in mesh with the sun gear S2 and the long pinion gear P3. The long pinion gear P3 is rotatably supported by the carrier CA3. The long pinion gear P3 is held in mesh with the short pinion gear P2 and the ring gears R2, R3.
The sun gear S3 is selectively connected with the input shaft 71 through the C1 clutch 75. The carrier CA2 is connected with the output gear 72. The carrier CA3 is connected to the carrier CA2 and the output gear 72.
In addition, the B1 brake 77, the B2 brake 78, and the B3 brake 79 are fixed to the housing 31 of the automatic transmission housing 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 “clutch C” and “brake B”, respectively, as long as the above clutches and the above brakes are particularly not needed to be distinguished) are each constituted by a hydraulic type of friction engagement device having a multi-plate type of clutch or brake hydraulically activated and controlled by a hydraulic actuator. The clutch C and the brake B are changeable to assume the engagement state from the disengagement state and vice versa through the hydraulic circuit to be changed by the energization or de-energization of the linear solenoid valves SL1 to SL5, SLU, and SLT, and the on-off solenoid valve SL of the hydraulic control device 110 and by the operation of the manual valve not shown.
Next, the transmission mechanism 70 of the automatic transmission 13 in the present embodiment will be explained hereinafter with reference to the operating table shown in
As shown in
In accordance with the combination of the engagement and disengagement shown in the operating table, each of the frictional engagement elements are operated by the energization and de-energization or the electric current control of the linear solenoid valves SL1 to SL5 provided in the hydraulic control device 110 (see
In accordance with the operating table, the ECU 100 is operated to engage the F one-way clutch 80 in addition to the engagement of the C1 clutch 75 at the time of start driving the vehicle 10, for example, in the case of realizing the first speed state. Further, the ECU 100 is operated to engage the B2 brake 79 in addition to the C1 clutch 75 at the time of applying the engine brake in the case of realizing the first speed state.
For realizing the rearward speed change stage, the ECU 100 is operated to engage the B2 brake 78 and the B3 brake 79. Further, for realizing the neutral range and the parking range, the ECU 100 is operated to disengage 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. All of the disengagements of the frictional engagement elements of the transmission mechanism 70 cause the neutral state with no torque transmission between the input side and the output side to be established.
Next, the function about each of the solenoid valves of the hydraulic control device 110 will be explained hereinafter.
The linear solenoid valve SLT is adapted to perform the hydraulic control of the line pressure PL serving as an original hydraulic pressure of the oil to be supplied to the parts and the elements. More specifically, the linear solenoid valve SLT is controlled by the ECU 100 to adjust the line pressure PL on the basis of the throttle opening degree θth, an intake air amount Qar of the engine 12, a temperature Tw of the cooling water of the engine 12, the rotational speed Ne of the engine 12, the rotational speed Nm of the input shaft, viz., the rotational speed of the turbine rotational speed Nt, a temperature Tf of the oil in the automatic transmission 13 and the hydraulic control device 110, a shift positions Psh, shift ranges, and other factors.
The linear solenoid valve SLU is adapted to perform the lock-up control in the torque converter 60. More specifically, the linear solenoid valve SLU is controlled by the ECU 100 on the basis of the engine speed Ne indicative of the input rotational speed of the torque converter 60, the turbine rotational speed Nt indicative of the output rotation speed of the torque converter 60, the throttle opening degree θth, the vehicle speed V, and the input torque to adjust the pressure of a lock-up relay valve and a lock-up control valve not shown in the drawings to control the lock-up clutch 67. The on-off solenoid valve SL is adapted to perform the changing operation of the hydraulic pressure of the lock-up relay valve.
The linear solenoid valves SL1 to SL5 serve to perform the speed change control. The linear solenoid valves SL1 and SL2 function to hydraulically control the C1 clutch 75 and the C2 clutch 76. The linear solenoid valves SL3, SL4 and SL5 are designed to hydraulically control the B1 brake 77, the B2 brake 78, and the B3 brake 79.
The constructions of the front differential mechanism 14 and the transfer 16 in the present embodiment will be explained hereinafter with reference to the schematic block diagram shown in
As shown in
The diff case 41 is rotatably supported on and around the front drive shafts 22L, 22R. The differential ring gear 42 is provided on the outer peripheral portion of the diff case 41 in engagement with the output gear 72 of the automatic transmission 13. The pinion shaft 43 is in parallel with the differential ring gear 42 and secured to the diff case 41, so that the pinion shaft 43 is rotated integrally with the diff case 41.
The diff pinion gears 44a, 44b are rotatably supported on and around the pinion shaft 43. The side gear 45L is rotatably mounted on and rotated integrally with the front drive shaft 22L and is held in mesh engagement with the diff pinion gear 44a, and the diff pinion gear 44b. In a similar manner, the side gear 45R is rotated integrally with the front drive shaft 22R and is in mesh engagement with the diff pinion gear 44a and the diff pinion gear 44b.
It is thus to be noted that the front differential mechanism 14 is constructed to have the side gear 45L and the side gear 44R rotated equally while the diff pinion gear 44a and the diff pinion gear 44b are not rotated. On the other hand, the diff pinion gears 44a, 44b of the front differential mechanism 14 are rotated while the side gear 45L and the side gear 44R are relatively rotated in their opposite directions. It is therefore understood that the front differential mechanism 14 is constructed to allow the rotational difference between the side gear 45L integrally rotated with the front drive shaft 22L and the side gear 45R integrally rotated with the front drive shaft 22R, thereby making it possible to absorb the rotational difference between the front wheel 17L and the front wheel 17R when the vehicle is travelling on a curved road.
The rear differential mechanism 15 is the same in construction as the front differential mechanism 14, and thus will not be explained hereinafter. The rear differential mechanism 15 has the differential ring gear 42 held in mesh with the pinion gear of the propeller shaft 21 in place of the output gear 72 of the automatic transmission 13. The rear differential mechanism 15 has the left and right side gears rotated integrally with the rear drive shafts 23L, 23R in lieu of the front drive shafts 22L, 22R.
The transfer 16 comprises a hypoid gear 51, a hypoid pinion 52, and the transfer clutch 53.
The hypoid gear 51 is integrally rotated with the diff case 41 of the front differential mechanism 14 to input the torque to the transfer 16 from the automatic transmission 13 through the front differential mechanism 14. The hypoid pinion 52 and the hypoid gear 51 are each constituted by a gear such as for example a bevel gear to change the rotational direction of the torque at an angle of 90 degrees when transmitting the torque inputted from the hypoid gear 51.
The transfer clutch 53 comprises the input shaft 54, a multi-plate clutch disc 55, a multi-plate clutch plate 56, and a piston 57, and has a hydraulic servo chamber 58 formed therein. The transfer clutch 53 is constructed to have the hypoid pinion 52 and the propeller shaft 21 connected to make it possible for the torque to be transmitted between the hypoid pinion 52 and the propeller shaft 21. The transfer clutch 53 itself is constructed by a known wet multi-plate clutch of a hydraulic servo type.
The input shaft 54 is drivably connected with the hypoid pinion 52 to be inputted with the torque from the hypoid pinion 52 and to output the torque to the multi-plate clutch disc 55. The multi-plate clutch plate 56 is constructed to transmit the torque to the propeller shaft 21. The multi-clutch disc 55 and the multi-plate clutch plate 56 collectively constitute a multi-plate clutch.
The hydraulic pressure in the hydraulic servo chamber 58 is controlled by the hydraulic control device, so that the hydraulic pressure fed into the hydraulic servo chamber 58 causes the multi-plate clutch disc 55 and the multi-plate clutch plate 56 to be pressed at a predetermined pressure, thereby securing the torque transmission of a predetermined amount therebetween by the predetermined pressure.
The transfer 16 is constructed to distribute the driving force of the engine 12 to the front wheels 17L, 17R and the rear wheels 18L, 18R as understood from the previous description. This means that the transfer 16 constitutes a driving force distribution device.
The following description will be directed to the determination method of a bad road travelling by the ECU 100 of the vehicle 10 according to the present embodiment.
For example, the ECU 100 is adapted to determine whether or not the vehicle 10 is currently travelling on a bad road in accordance with the torque distribution of the transfer 16. More specifically, the ECU 100 is adapted to determine whether or not the vehicle 10 is currently travelling on a bad road in accordance with an input and output rotational speed ratio of the rotational speed TRin of the input shaft of the transfer 16 detected by the transfer input speed sensor 163 and the rotational speed TRout of the output shaft of the transfer 16 detected by the transfer output speed sensor 164 or the changed state of the power changing switch 215 of the transfer 16 detected by the distribution SW sensor 165.
The ECU 100 determines whether or not the vehicle 10 is travelling on a bad road in accordance with the travel mode selected by the driver. Further, the ECU 100 may determine whether or not the vehicle 10 is travelling on a bad road in accordance with the tilt angle of the vehicle 10 detected by the tilt sensor 166, the temporal variation in the tilt angle of the vehicle 10, i.e., the rocking motion detected by the tilt sensor 166, the position of the driver's seat detected by the seat position sensor 167, or a difference of the driver's seat position from the position of the driver's seat stored in advance in the EEPROM. Further, the ECU 100 can determine whether or not the vehicle 10 is travelling on a bad road in accordance with the topographical information of the current position acquired by the navigation system 170.
The ECU 100 is designed to use one of or a combination of one or more of the bad road travelling determination methods described in the foregoing for determining whether or not the vehicle 10 is travelling on a bad road.
The characteristic construction of the ECU 100 of the vehicle 10 in the embodiment according to the present invention will be explained hereinafter.
The ECU 100 is adapted to execute the torque reduction control of reducing the torque outputted from the engine 12 with respect to the torque requested amount. Further, the ECU 100 is adapted to execute the torque reduction control with the control permission condition being established, and not to execute the torque reduction control with the control permission condition being not established. This means that the ECU 100 constitutes an output control means.
The ECU 100 is adapted to determine whether or not the control permission condition to permit the execution of the torque reduction control is established. The ECU 100 is adapted to determine that the control permission condition is established when the speed reduction of the vehicle is determined while the depression of the accelerator pedal 212 being detected by the accelerator sensor 142 and the depression of the foot brake pedal 213 being detected by the FB sensor 143, and to determine that the control permission condition is not established when the speed reduction of the vehicle is not determined. Further, the ECU 100 is adapted to determine that the control permission condition is not established when the vehicle is determined to be travelling on a bad road.
The ECU 100 is adapted to determine that the control permission condition is established when the depression of the foot brake pedal 213 is detected by the FB sensor 143 in the state that the depression of the accelerator pedal 212 is being detected by the accelerator sensor 142. This means that the ECU 100 constitutes a control permission condition determination means.
The ECU 100 is adapted to determine the speed reduction of the vehicle 10 based on the drive state detected by the sensors 131 to 167. The ECU 100 is adapted to determine the speed reduction of the vehicle 10 by comparing a speed reduction threshold value set for determining the speed reduction of the vehicle with the speed reduction value calculated from the drive state detected by the sensors 131 to 167.
The ECU 100 is adapted to set the speed reduction threshold value corresponding to the vehicle speed V or a value equivalent to the vehicle speed V detected by the sensors 131 to 167. Further, the ECU 100 is adapted to set the speed reduction threshold value corresponding to the depression amount of the accelerator pedal 212 detected by the accelerator sensor 142.
The ECU 100 is adapted to determine the speed reduction of the vehicle 10 by comparing the speed reduction threshold value with the difference between the rotational speeds of the front wheels 17L, 17R and the rear wheels 18L, 18R detected by the front wheel speed sensor 161 and the rear wheel speed sensor 162 and the previous rotational speeds of the front wheels 17L, 17R and the rear wheels 18L, 18R detected a predetermined time interval before by the front wheel speed sensor 161 and the rear wheel speed sensor 162. In this case, the ECU 100 is adapted to set the speed reduction threshold value as a value indicative of the variations of the rotational speeds of the front wheels 17L, 17R and the rear wheels 18L, 18R.
More specifically, the ECU 100 is adapted to determine the speed reduction of the vehicle, by selecting one of the wheels to be used for the determination of the speed reduction of the vehicle from among the respective rotational speeds of the front wheels 17L, 17R detected by the front wheel speed sensor 161 and the rear wheels 18L, 18R detected by the rear wheel speed sensor 162, based on the rotational speed of the wheel detected by the front wheel speed sensor 161 or the rear wheel speed sensor 162 detecting the rotational speed of the selected wheel. For example, the ECU 100 selects the third slowest wheel from among the respective rotational speeds of the front wheels 17L, 17R detected by the front wheel speed sensor 161 and the rear wheels 18L, 18R detected by the rear wheel speed sensor 162. Here, the third slowest wheel is assumed to be represented by the rear wheel 18L. The ECU 100 is adapted to determine the speed reduction of the vehicle 10 by comparing the speed reduction threshold value with the difference between the rotational speed of the rear wheel 18L detected by the rear wheel speed sensor 162 and the previous rotational speed of the rear wheel 18L of a predetermined time interval before detected by the rear wheel speed sensor 162.
The ECU 100 is adapted to determine the speed reduction of the vehicle based on the rotational speeds of the rear wheels 18L, 18R detected by the rear wheel speed sensor 162 in the case of the rear wheels 18L, 18R being each constituted by a rolling wheel. In this case, the ECU 100 sets the speed reduction threshold value as indicating the variations in the rotational speed of each of the rear wheels 18L, 18R.
The ECU 100 is adapted to determine the speed reduction of the vehicle 10 by comparing the speed reduction threshold value with the difference between the depression amount of the foot brake pedal 213 detected by the FB sensor 143 and the previous depression amount of the foot brake pedal 213 of a predetermined time interval before detected by the FB sensor 143. In this case, the ECU 100 sets the speed reduction threshold value as a value indicative of the variations in the depression amount of the foot brake pedal 213.
The ECU 100 is adapted to determine the speed reduction of the vehicle 10 by comparing the depression amount of the foot brake pedal 213 itself detected by the FB sensor 143 with the speed reduction threshold value. In this case, the ECU 100 sets the speed reduction threshold value as a value indicative of the depression amount of the foot brake pedal 213. Further, the ECU 100 may determine the speed reduction of the vehicle by not using the depression amount of the foot brake pedal 213 but using the hydraulic pressure activating the brake system exemplified by a boost pressure and others in place of the depression amount of the foot brake pedal 213.
The ECU 100 is adapted to determine the speed reduction of the vehicle 10 by comparing the difference between the depression amount of the accelerator pedal 212 detected by the accelerator sensor 142 and the previous depression amount of the accelerator pedal 212 detected a predetermined time interval before by the accelerator sensor 142 with the speed reduction threshold value. In this case, the ECU 100 sets the speed reduction threshold value as a value indicating the variations in the depression amount of the accelerator pedal 212.
The ECU 100 is adapted to determine the speed reduction of the vehicle 10 by comparing the acceleration αr of the vehicle 10 detected by the acceleration sensor 146 with the speed reduction threshold value. In this case, the ECU 100 sets the speed reduction threshold value as a value indicative of the acceleration αr detected by the acceleration sensor 146. This means that the ECU 100 constitutes a speed reduction determination means.
The ECU 100 is adapted to determine whether or not the vehicle 10 is traveling on a bad road on the basis of the driving state detected by the sensors 131 to 167. This means that the ECU 100 constitutes a bad road travel determination means.
Next, the operation of the vehicle control process in the present embodiment will be explained hereinafter with reference to the flow chart shown in
The flow chart shown in
As shown in
The ECU 100 finishes the vehicle control process to prevent from deteriorating the drivability as a result of hesitation and others by the reduced torque of the engine 12 when the vehicle is determined by the ECU 100 to be travelling on a bad road (“YES” in Step S11).
When, on the other hand, the vehicle is determined by the ECU 100 to be not travelling on a bad road (“NO” in Step S11), the ECU 100 then determines whether or not the accelerator is “on” and finishes the vehicle control process if the accelerator is not “on” (Step S12). More specifically, the ECU 100 is adapted to determine whether or not the accelerator opening degree Acc detected by the accelerator sensor 142 is equal to or more than the accelerator pedal depression determination value Acc_tv stored in the ROM. When the ECU 100 determines that the accelerator opening degree Acc is equal to or more than the accelerator pedal depression determination value Acc_tv, the ECU 100 determines that the accelerator pedal 212 is depressed, viz., the accelerator is “on”. When, on the other hand, the ECU 100 determines that the accelerator opening degree Acc is less than the accelerator pedal depression determination value Acc_tv, the ECU 100 determines that the accelerator pedal 212 is not depressed, viz., the accelerator is “off”.
When the ECU 100 determines that the accelerator is “on” (“YES” in Step S12), the ECU 100 then determines whether or not the brake is “on” and finishes the vehicle control process if the brake is not “on” (Step S13). More specifically, the ECU 100 determines whether or not the brake pedal depression force Bf detected by the FB sensor 143 is equal to or more than the brake pedal depression determination value Bf_tv stored in the ROM. When the ECU 100 determines that the brake pedal depression force Bf detected by the FB sensor 143 is equal to or more than the brake pedal depression determination value Bf_tv, the ECU 100 determines that the foot brake pedal 213 is depressed, viz., the brake is “on”. When, on the other hand, the ECU 100 determines that the brake pedal depression force Bf is less than the brake pedal depression determination value Bf_tv, the ECU 100 determines that the foot brake pedal 213 is not depressed, viz., the brake is “off”.
The ECU 100 transfers the current brake information stored in the RAM to the previous brake information at the time of the brake-on determination process (Step S13), and stores the determined brake information to the RAM as the current brake information. Here, the brake information is the information indicative of the state of the brake: brake-on and brake-off. When the accelerator is “on” (“YES” in Step S12) and the brake is “on” (“YES” in Step S13), the ECU 100 starts a timer and monitors the duration of the accelerator and the brake being depressed together.
When the ECU 100 determines that the brake is “on” (“YES” in Step S13), the ECU 100 then determines whether or not the previous brake state is “off” and finishes the vehicle control process (Step S14) if the previous brake state is not “off”. More specifically, the ECU 100 reads the previous brake information stored in the RAM, and determines whether or not the brake state is “off”.
By the accelerator-on determination process (Step S12), the brake-on determination process (Step S13), and the previous brake-off determination process (Step S14), it can be determined that the foot brake pedal 213 is depressed later in the state that the accelerator pedal 212 is being depressed.
When the ECU 100 determines that the previous brake state is “off” (“YES” in Step S14), the ECU 100 then performs speed reduction determination, and finishes the vehicle control process (Step S15) if the vehicle 10 is not in speed reduction. This speed reduction determination process will be explained more specifically hereinafter.
When the ECU 100 determines the speed reduction (“YES” in Step S15), the ECU 100 determines whether or not the state of the accelerator pedal and the brake pedal being depressed together continues for less than 10 seconds. When the ECU 100 determines that the state of the accelerator pedal and the brake pedal being depressed together continues for 10 or more seconds, the ECU 100 finishes the vehicle control process (Step S16). Here, the reason why the vehicle control process is finished when the state of the accelerator pedal and the brake pedal being depressed together continues for 10 or more seconds is due to the fact that the ECU 100 cannot definitely determine whether or not the torque of the engine 12 should be decreased when the accelerator pedal 212 and the foot brake pedal 213 are always depressed together.
When the ECU 100 determines that the state of the accelerator pedal and the brake pedal being depressed together continues for less than 10 seconds (“YES” in Step S16), the ECU 100 then determines whether or not the control permission condition (Step S11 to Step S16) continues for a predetermined period of time, for example, for two seconds and the vehicle speed V is equal to or more than 7 (km/h), and finishes the vehicle control process (Step S17) if the control permission condition established is not continuing for the predetermined period of time or if the vehicle speed is less than 7 (km/h) (Step S17). Here, the detection value to be used for the vehicle speed determination is preferably the vehicle body speed Vr as previously mentioned.
When the ECU 100 determines that the control permission condition is continued for the predetermined period of time and the vehicle speed is equal to or more than 7 (km/h) (“YES” in Step S17), the ECU 100 performs the torque reduction control of the engine 12 (Step S18). For example, the ECU 100 rewrites the accelerator opening degree value from the actual accelerator opening degree Acc (drive force desired value) to the output reducing accelerator opening degree Acn for use in the output reduction to reduce the torque of the engine 12 stored in the ROM, thereby making it possible to have the torque decreased to a level lower than the engine torque outputted by the actual accelerator opening degree Acc. Here, the reduction speed of the engine torque, viz., the changing rate from the actual accelerator opening degree Acc to the output reducing accelerator opening degree Acn is set to the rate corresponding to the vehicle speed V, thereby making it possible to make the time it takes to reach the desired decreased engine torque equal.
Then, the ECU 100 determines whether or not the finishing condition of the engine torque reduction control process is established (Step S19). More specifically, the ECU 100 determines whether or not the brake is “off” or the state of the hysteresis width of the accelerator opening degree exceeding a predetermined hysteresis width being continued for a predetermined period of time. When the ECU 100 determines that the brake is “on” and the hysteresis width of the accelerator opening degree is equal to or less than the predetermined hysteresis width, or a predetermined period of time has not elapsed even if the hysteresis width of the accelerator opening exceeds the predetermined hysteresis width, the ECU 100 returns to the engine torque reduction control process (Step S18). Here, the hysteresis width of the accelerator opening degree indicates the difference between the actual accelerator opening degree Acc before the engine torque reduction control process (Step S18) and the current actual accelerator opening degree Acc detected by the accelerator sensor 142. The previous predetermined hysteresis width is for example about +/−10 degrees.
When the ECU 100 determines that the finishing condition of the engine torque reduction control process is established, viz., the brake is “off”, or the state of the hysteresis width of the accelerator opening degree exceeding the predetermined hysteresis width continues for a predetermined period of time (“YES” in Step S19), the ECU 100 performs the torque returning process of the engine 12 (Step S20) and finishes the vehicle control process. For example, when the ECU 100 rewrite the accelerator opening degree in the engine torque reduction control process (Step S18), the accelerator opening degree is returned to the actual accelerator opening degree Acc detected by the accelerator sensor 142 to return the torque of the engine 12 to the torque at the time of usual vehicle travel.
Further, in the time determination process of the state of the accelerator pedal and the brake pedal being depressed together (Step S16), the ECU 100 has been previously explained to determine whether or not the state of the accelerator pedal and the brake pedal being depressed together continues for less than 10 seconds, the present invention does not limit to the above period of time, and thus may adopt any other time period other than 10 seconds as a determination period of time. In the above control start determination process (Step S17), the ECU 100 has been previously explained to determine whether or not the vehicle speed V is equal to or more than 7 (km/h), the present invention does not limit to the above vehicle speed, and thus may adopt any other vehicle speed other than 7 (km/h).
Then, more specific explanation about the above speed reduction determination process will be made hereinafter.
The ECU 100 firstly sets a speed reduction threshold value (vehicle speed) in the speed reduction determination process. Here, the speed reduction threshold value (vehicle speed) is a value indicative of the range of reduction in the vehicle speed V. This means that the ECU 100 determines the speed reduction if the vehicle speed V is decreased equal to or more than the speed reduction threshold value (vehicle speed), while not determining the speed reduction if the vehicle speed V is not decreased exceeding the speed reduction threshold value (vehicle speed).
Further, the ECU 100 sets the speed reduction threshold value (vehicle speed) in response to the vehicle speed V calculated from the front wheel rotational speed Nf detected by the front wheel speed sensor 161. More specifically, the speed reduction threshold value is designed to be set by a previously determined calculation formula in which the larger the vehicle speed V is, the larger the speed reduction threshold value (vehicle speed) becomes, while the smaller the vehicle speed V is, the smaller the speed reduction threshold value (vehicle speed) becomes.
The ECU 100 has been previously explained to set the above speed reduction threshold value (vehicle speed) in response to the vehicle speed V, the above speed reduction threshold value may be set in response to the accelerator opening degree Acc detected by the accelerator sensor 142. The above speed reduction threshold value (vehicle speed) may be set in response to the vehicle speed V and the accelerator opening degree Acc detected by the accelerator sensor 142.
Then, the ECU 100 calculates a vehicle speed difference value Vdef from the range of speed reduction between the vehicle speed V calculated from the front wheel rotational speed Nf detected by the front wheel speed sensor 161 and the vehicle speed Vb previously calculated. The ECU 100 is adapted to determine the speed reduction of the vehicle 10 by comparing the vehicle speed difference value Vdef with the above set speed reduction threshold value (vehicle speed). More specifically, the ECU 100 is adapted to determine the speed reduction of the vehicle 10 if the vehicle speed difference value Vdef is equal to or more than the above set speed reduction threshold value (vehicle speed), while not to determine the speed reduction of the vehicle 10 if the vehicle speed difference value Vdef is smaller than the above set speed reduction threshold value (vehicle speed).
As will be understood from the foregoing description, the ECU 100 can easily perform the speed reduction determination in accordance with the front wheel rotational speed Nf detected by the front wheel speed sensor 161 in the case that the vehicle speed V can be obtained from the rotational speed of one of the driving wheels. If it is assumed that the driving wheels slip on a bad road, however, it is desirable to adopt a speed reduction determination method as described hereinafter.
The following description will be directed to the speed reduction determination method that can cope with the slipped driving wheels. In the following explanation, the front wheel speed sensor 161 is designed to detect the front wheel rotational speeds NfL, NfR of the front wheel 17L and the front wheel 17R, respectively, while the rear wheel speed sensor 162 is designed to detect the rear wheel rotational speeds NrL, NrR of the rear wheel 18L and the rear wheel 18R, respectively.
The ECU 100 firstly sets a speed reduction threshold value (wheel speed) in the speed reduction determination process. Here, the speed reduction threshold value (wheel speed) is indicative of a range of reduction in the wheel speed Vs. This means that the ECU 100 determines the speed reduction if the wheel speed Vs is decreased equal to or more than the speed reduction threshold value (wheel speed), while it does not determine the speed reduction if the wheel speed Vs is not decreased exceeding the speed reduction threshold value (wheel speed).
Then, the ECU calculates the third slowest rotational speed from the front wheel rotational speeds NfL, NfR detected by the front wheel speed sensor 161 and the rear wheel rotational speeds NrL, NrR detected by the rear wheel speed sensor 162. Here, the front wheels 17L, 17R and the rear wheels 18L, 18R having the third slowest rotational speed is designated as a target wheel.
Then, the ECU 100 calculates the wheel speed Vs from the rotational speed Ns of the target wheel detected by the front wheel speed sensor 161 or the rear wheel speed sensor 162. The ECU 100 calculates the previous wheel speed Vsb from the previously detected rotational speed Nsb of the target wheel. Further, the ECU 100 calculates the wheel speed difference value Vsdef from the range of reduction speed between the current wheel speed Vs and the previous wheel speed Vsb.
The ECU 100 is adapted to determine the speed reduction of the vehicle 10 by comparing the wheel speed difference value Vsdef with the above set speed reduction threshold value (wheel speed). More specifically, the ECU 100 is adapted to determine the speed reduction of the vehicle 10 if the wheel speed difference value Vsdef is equal to or more than the above set speed reduction threshold value (wheel speed), while not to determine the speed reduction if the vehicle speed difference value Vsdef is smaller than the above set speed reduction threshold value (wheel speed).
As will be understood from the foregoing description, the fact that the ECU 100 is adapted to determine the speed reduction of the vehicle 10 from the rotational speed Ns of the third slowest wheel makes it possible to detect the vehicle speed V and thus to secure an adequate speed reduction determination even if the two wheels are slipped, or even if the driving wheels in the two-wheel drive mode are slipped.
Further, in the above the speed reduction determination process, the ECU 100 can, without calculating the wheel speed Vs from the rotational speed Ns of the target wheel detected by the front wheel speed sensor 161 or the rear wheel speed sensor 162, determine the speed reduction of the vehicle 10 by directly using the rotational speed Ns of the target wheel. In this case, the ECU 100 can set a speed reduction threshold value (rotation speed) indicative of the range of decrease in the wheel rotation speed Ns in lieu of the speed reduction threshold value (wheel rotational speed).
Further, in the case of the two-wheel drive mode selected in the transfer 16, the ECU 100 can use the vehicle body speed Vr in place of the previously mentioned vehicle speed V. More specifically, the ECU 100 can use the vehicle body speed Vr calculated from the rear wheel rotational speed Nr detected by the rear wheel speed sensor 162 in lieu of the vehicle speed V to determine the speed reduction of the vehicle 10 in a similar manner to the above mentioned speed reduction determination process.
In the above mentioned speed reduction determination process, the ECU 100 can determine the speed reduction of the vehicle 10, without calculating the vehicle body speed Vr from the rear wheel rotational speed Nr detected by the rear wheel speed sensor 162, by directly using the rear wheel rotational speed Nr, viz., the rolling wheel rotational speed. In this case, the ECU 100 can set a speed reduction threshold value (rotational speed) indicative of the range of decrease in the rear wheel rotational speed Nr in lieu of the speed reduction threshold value (vehicle body speed).
Next, the following explanation will be directed to the case that the ECU 100 performs the speed reduction determination process by the depression amount of the foot brake pedal 213, viz., the brake pedal depression force Bf to the foot brake pedal 213.
The ECU 100 firstly sets a speed reduction threshold value (brake depression force) in the speed reduction determination process. Here, the speed reduction threshold value (brake depression force) is indicative of the range of depression of the brake pedal depression force Bf. As explained in the following description, the ECU 100 is adapted to determine the speed reduction of the vehicle 10 if the foot brake pedal 213 is greatly depressed to have the brake pedal depression force Bf increased equal to or more than the speed reduction threshold value (brake depression force), while not to determine the speed reduction of the vehicle 10 if the foot brake pedal 213 is not greatly depressed to have the brake pedal depression force Bf increased not exceeding the speed reduction threshold value (brake depression force).
Further, the above speed reduction threshold value (brake depression force) may be set in response to the vehicle speed V and the accelerator opening degree Acc in a similar manner to the speed reduction threshold value (vehicle speed) set by the vehicle speed V as above.
Then, the ECU 100 calculates the range of brake depression force Bfdef between the current brake pedal depression force Bf detected by the FB sensor 143 and the previous brake depression force Bfb. The ECU 100 is adapted to determine the speed reduction of the vehicle 10 by comparing the range of brake depression force Bfdef with the previously set speed reduction threshold value (brake depression force). The ECU 100 thus determines the speed reduction of the vehicle 10 if the range of brake depression force Bfdef is equal to or more than the previously set speed reduction threshold value (brake depression force), while it does not determine the speed reduction of the vehicle 10 if the range of brake depression force Bfdef is smaller than the previously set speed reduction threshold value (brake depression force).
Further, the ECU 100 may determine the speed reduction not with the range of brake depression force of the foot brake pedal 213 but with the depression amount of the foot brake pedal 213 itself in the above mentioned speed reduction determination process. More specifically, the ECU 100 sets the speed reduction threshold value (brake depression force) as a depression amount of the brake pedal depression force Bf in the above mentioned speed reduction determination process. Further, the above speed reduction threshold value (brake depression force) may be set in response to the vehicle speed V and the accelerator opening degree Acc.
The ECU 100 is adapted to determine the speed reduction of the vehicle 10 by comparing the brake pedal depression force Bf detected by the FB sensor 143 with the previously set speed reduction threshold value (brake depression force). The ECU 100 thus determines the speed reduction of the vehicle 10 if the brake pedal depression force Bf is equal to or more than the previously set speed reduction threshold value (brake depression force), while it does not determine the speed reduction of the vehicle 10 if the brake pedal depression force Bf is smaller than the previously set speed reduction threshold value (brake depression force).
Next, the following explanation will be directed to the case that the ECU 100 performs the speed reduction determination process by the depression amount of the accelerator pedal 212, viz., the accelerator opening degree Acc.
The ECU 100 firstly sets a speed reduction threshold value (accelerator opening degree) in the speed reduction determination process. Here, the speed reduction threshold value (accelerator opening degree) is indicative of the amount of decrease in the accelerator opening degree Acc. As explained in the above description, the ECU 100 is adapted to determine the speed reduction of the vehicle 10 if the accelerator opening degree Acc is decreased equal to or more than the speed reduction threshold value (accelerator opening degree), while not to determine the speed reduction of the vehicle 10 if the accelerator opening degree Acc is not decreased exceeding the speed reduction threshold value (accelerator opening degree). Further, the above speed reduction threshold value (accelerator opening degree) may be set in response to the vehicle speed V and the accelerator opening degree Acc.
Then, the ECU 100 calculates the accelerator opening degree reduction amount Accdef (speed reduction value) between the current the accelerator opening degree Acc detected by the accelerator sensor 142 and the previous accelerator opening degree Accb. The ECU 100 is adapted to determine the speed reduction of the vehicle 10 by comparing the accelerator opening degree reduction amount Accdef with the previously set speed reduction threshold value (accelerator opening degree). The ECU 100 thus determines the speed reduction of the vehicle 10 if the accelerator opening degree reduction amount Accdef is equal to or more than the previously set speed reduction threshold value (accelerator opening degree), while not determining the speed reduction of the vehicle 10 if the accelerator opening degree reduction amount Accdef is smaller than the previously set speed reduction threshold value (accelerator opening degree).
As will be understood from the foregoing description, the fact that the ECU 100 is adapted to determine the speed reduction of the vehicle 10 from the vehicle body speed Vr, the rear wheel rotational speed Nr, the brake pedal depression force Bf, or the accelerator opening degree Acc makes it possible to carry out an adequate speed reduction determination even under the situation that the front wheels 17L, 17R are slipped while the vehicle 10 is travelling on a bad road and thus not possible to correctly obtain the vehicle speed V from the front wheel rotational speed Nf.
The following explanation will be directed to the vehicle 10 provided with the acceleration sensor 146. The vehicle 10 with such acceleration sensor 146 is generally expensive. Therefore, a low priced car is not generally provided with such acceleration sensor 146. If the car is provided with the acceleration sensor 146, the acceleration αr detected by the acceleration sensor 146 is used to enable the determination of the speed reduction of the vehicle 10.
The ECU 100 determines the speed reduction of the vehicle 10 if the acceleration αr detected by the acceleration sensor 146 is of a negative value, while not determining the speed reduction of the vehicle 10 if the acceleration αr detected by the acceleration sensor 146 is zero or more. Thus, the ECU 100 may determine the speed reduction of the vehicle 10 by setting the speed reduction threshold value (acceleration) as above in the speed reduction determination process.
As will be understood from the foregoing description, the vehicle control apparatus according to the present embodiment can determine the speed reduction of the vehicle 10 at the time of the accelerator pedal 212 and the foot brake pedal 213 being depressed together and can stop the execution of the reduction control due to the control permission condition not being established when the speed reduction is not determined by the ECU 100, so that the execution or non-execution of the reduction control can be carried out by the ECU 100 reflecting the driver's intention of braking the vehicle, thereby making it possible to prevent the drivability from deteriorating.
Further, the vehicle control apparatus according to the present embodiment is constructed to determine the speed reduction by comparing the set speed reduction threshold value with the drive state, thereby making it possible to adequately determine the speed reduction by numerical values. The vehicle control apparatus according to the present embodiment thus constructed is by no means to determine unintentional changes in the state of the vehicle 10 as the speed reduction, and can exclude an unintentional speed reduction as well as can prevent the execution of excessive reduction control, thereby making it possible to prevent the drivability from deteriorating.
Further, the vehicle control apparatus according to the present embodiment is constructed to set the speed reduction threshold value in response to the vehicle speed V, thereby making it possible to vary the value for determining the speed reduction to an adequate value in response to the vehicle speed V. Accordingly, the vehicle control apparatus thus constructed can perform the speed reduction determination more adequately than the determination performed with a fixed speed reduction threshold value, thereby enhancing the adequacy in the execution or non-execution of the reduction control to be carried out, and thereby making it possible to prevent the drivability from deteriorating.
Further, the vehicle control apparatus according to the present embodiment is constructed to set the speed reduction threshold value in response to the depression amount of the accelerator pedal 212, thereby making it possible to vary the value for determining the speed reduction to an adequate value in response to the depression amount of the accelerator pedal 212. Accordingly, the vehicle control apparatus thus constructed can perform the speed reduction determination more adequately than the determination performed with a fixed speed reduction threshold value, thereby enhancing the adequacy in the execution or non-execution of the reduction control to be carried out, and thereby making it possible to prevent the drivability from deteriorating.
Further, the vehicle control apparatus according to the present embodiment is constructed to determine the speed reduction of the vehicle by selecting one of the wheels to be used for the determination of the speed reduction of the vehicle from among the respective rotational speeds of the wheels and then by comparing the speed reduction threshold value (rotational speed) with the difference between the rotational speed Ns of the target wheel and the previous rotational speed Nsb of the target wheel detected a predetermined time interval before, thereby making it possible to select the target wheel to detect the rotational speed in response to the travel state of the vehicle 10. Accordingly, the vehicle control apparatus thus constructed can enhance the adequacy of the speed reduction determination, thereby making it possible to prevent the drivability from deteriorating.
Further, the vehicle control apparatus according to the present embodiment is constructed to determine the speed reduction by the rotational speed of the rolling wheel, thereby making it possible to comprehend the speed reduction even under the situation that the driving wheels are slipping while the vehicle 10 is travelling on a bad road, thereby making it possible to prevent the drivability from deteriorating regardless of the condition of the road on which the vehicle is travelling.
Further, the vehicle control apparatus according to the present embodiment is constructed to determine the speed reduction by the variation of the depression amount of the foot brake pedal 213, thereby making it possible to easily perform the speed reduction determination regardless of the travel state of the vehicle 10, and thereby making it possible to prevent the drivability from deteriorating.
Further, the vehicle control apparatus according to the present embodiment is constructed to determine the speed reduction by the variation of the depression amount of the accelerator pedal 212, thereby making it possible to easily perform the speed reduction determination regardless of the travel state of the vehicle 10, and thereby making it possible to prevent the drivability from deteriorating.
Further, the vehicle control apparatus according to the present embodiment is constructed to determine the speed reduction by the acceleration of the vehicle 10, thereby making it possible to adequately determine the speed reduction of the vehicle 10, and thereby making it possible to prevent the drivability from deteriorating.
Further, the vehicle control apparatus according to the present embodiment is constructed to determine the speed reduction by the depression amount of the foot brake pedal 213, thereby making it possible to easily perform the speed reduction determination regardless of the travel state of the vehicle 10, and thereby making it possible to prevent the drivability from deteriorating.
Further, the vehicle control apparatus according to the present embodiment is constructed not to allow the reduction control to be executed in the case of the vehicle being travelling on a bad road, so that the vehicle can travel without decreasing the torque outputted from the engine 12 even if the accelerator pedal 212 and the foot brake pedal 213 are concurrently depressed while the vehicle is travelling on a bad road having a high possibility of the accelerator pedal 212 and the foot brake pedal 213 being concurrently depressed unintentionally. Therefore, at the time of the vehicle being travelling on a normal road, the torque from the engine 12 can be decreased in the case that the accelerator pedal 212 and the foot brake pedal 213 are concurrently depressed by the driver while, at the time of the vehicle being travelling on a bad road, the torque requested by the driver is generated by the engine 12, thereby making it possible to prevent the drivability from deteriorating.
The case of the foot brake pedal 213 being depressed after the accelerator pedal 212 is being depressed is generally indicative of the vehicle travel state in which the driver is requesting the braking of the vehicle 10. In this case, the vehicle control apparatus according to the present embodiment can decrease the torque outputted from the engine 12 when detecting the depression of the foot brake pedal 213 in the state of the accelerator pedal 212 being depressed.
Although the previously mentioned embodiment has been explained about the vehicle 10 with an engine 12 working as a drive source using gasoline as one of fuels, the present invention does not limit such the vehicle 10 with the engine 12, but can be applied to an electric automotive vehicle having one or more motors as drive sources, a hydrogen automotive vehicle having a drive source of an engine using hydrogen as one of fuels, and a hybrid vehicle using an engine and a motor as a drive source. In this case, the drive source to decrease the torque includes not only the engine 12 but also the motor the drive force of which can be decreased.
Although the previously mentioned embodiment having only one ECU has been explained, the vehicle control apparatus may be constructed with a plurality of ECUs according to the present invention. For example, the ECU 100 of the present embodiment may be constructed by a plurality of ECUs such as an E-ECU for executing the combustion control of the engine 12, and a T-ECU for executing the transmission control of the automatic transmission 13. In this case, each of the above ECUs can communicate necessary information with one another.
As will be understood from the foregoing description, the vehicle control apparatus according to the present invention can allow the execution and non-execution of the reduction control to be carried out to be switched therebetween in accordance with the driver's intention of braking, and has an advantageous effect to prevent the drivability from deteriorating. For this reason, the vehicle control apparatus according to the present invention is useful as a vehicle control apparatus to perform the reduction control of the output of the drive source.
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/JP2009/007336 | 12/28/2009 | WO | 00 | 8/17/2011 |
