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WO2018235929A1 - Dispositif de commande de déplacement - Google Patents

Dispositif de commande de déplacement Download PDF

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Publication number
WO2018235929A1
WO2018235929A1 PCT/JP2018/023748 JP2018023748W WO2018235929A1 WO 2018235929 A1 WO2018235929 A1 WO 2018235929A1 JP 2018023748 W JP2018023748 W JP 2018023748W WO 2018235929 A1 WO2018235929 A1 WO 2018235929A1
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WO
WIPO (PCT)
Prior art keywords
value
vehicle
drive wheel
control device
wheel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2018/023748
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English (en)
Japanese (ja)
Inventor
陽介 橋本
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Advics Co Ltd
Original Assignee
Advics Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Advics Co Ltd filed Critical Advics Co Ltd
Publication of WO2018235929A1 publication Critical patent/WO2018235929A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/06—Automatic manoeuvring for parking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/023—Avoiding failures by using redundant parts

Definitions

  • the present invention relates to a travel control device for a vehicle.
  • a travel control device that executes travel control that assists part or all of a driver's operation in a vehicle.
  • the travel control device for example, when the friction coefficient of the road surface is small due to the road surface condition and the wheels slip during execution of the travel control, the travel control is canceled. However, even if the wheels slip like that, it is preferable to continue stable travel control from the viewpoint of the driver.
  • one of the problems of the present invention is, for example, to obtain a traveling control device capable of continuing stable traveling control even when the wheels slip during execution of traveling control.
  • the travel control device is, for example, a travel control device that controls the travel of a vehicle in which at least the rear wheels are drive wheels, and the drive mechanism of the vehicle reduces the deviation between the target position and the actual position of the vehicle.
  • the drive wheel calculates the actual position based on a detection value from an operation amount calculation unit for calculating an operation amount for controlling at least one of the braking mechanism and a sensor, and a sensor for detecting the rotation of the drive wheel.
  • the determination unit determines whether the vehicle has slipped, the target position is set while changing with the passage of time, and the determination unit determines that the drive wheel has slipped, the determination unit determines the drive. And a target position setting unit that stops updating of the target position until it is determined that the wheel slip has been eliminated.
  • the determination unit after determining that the drive wheel has slipped, calculates the actual position based on data other than the detection value from a sensor that detects the rotation of the drive wheel.
  • the front wheel is a rolling wheel (non-driving wheel)
  • the determination unit determines that the driving wheel has slipped, and then the rolling wheel (non-driving wheel)
  • the actual position is calculated based on a detection value from a sensor that detects the rotation of the sensor.
  • the travel control device for example, after the determination unit determines that the driving wheel has slipped, at least one of peripheral image data of the vehicle captured by the on-vehicle camera and a detection value from an acceleration sensor. The actual position is calculated based on
  • the operation amount calculation unit may determine that the operation amount exceeds the operation amount when the drive wheel slips after the determination unit determines that the drive wheel has slipped. Calculate with no value.
  • FIG. 1 is a block diagram showing an example of a schematic configuration of a travel control device of the embodiment.
  • Drawing 2 is a flow chart which shows an example of a procedure of control by a run control device of an embodiment.
  • FIG. 3 is a diagram showing an example of change over time of parameters in the travel control device of the embodiment.
  • FIG. 4 is a graph showing an example of the relationship between the slip amount and the driving force reduction amount in the travel control device of the embodiment.
  • FIG. 1 is a block diagram showing an example of a schematic configuration of a travel control device 100 of the embodiment.
  • the travel control device 100 executes travel control that assists part or all of the operation by the driver in the vehicle 1 (FR vehicle) in which the rear wheels are drive wheels and the front wheels are rolling wheels (non-drive wheels).
  • the travel control device 100 is stable even when the wheels have slipped due to the small coefficient of friction of the road surface due to the road surface condition (for example, the condition that there is water or snow on the road surface) during travel control. It is possible to continue traveling control (details will be described later).
  • the travel control device 100 controls at least one of the drive mechanism 201 and the braking mechanism 202 at the end point position, that is, in the control section to the final target position, whereby the acceleration and deceleration of the vehicle 1 are performed. Control at least one of them.
  • the travel control device 100 can be configured, for example, as part of a parking assistance device, an automatic travel system, an automatic steering system, and the like.
  • the drive mechanism 201 is, for example, an internal combustion engine or a motor, and includes an ECU (Electronic Control Unit) thereof.
  • the braking mechanism 202 is, for example, a hydraulic braking system, and includes its ECU.
  • the travel control device 100 does not control steering, but may control steering.
  • at least one of the drive mechanism 201 and the braking mechanism 202 may be simply referred to as a control target.
  • the traveling control device 100 controls the control target by control including feedback control.
  • Feedback control is control that reduces the deviation between a target value and an actual value.
  • the traveling control device 100 includes a target value setting unit 10, a control unit 20, a determination unit 30, an actual value acquisition unit 40, and the like.
  • the control unit 20 includes an operation amount calculation unit 21, a command value calculation unit 22, and the like.
  • the target value setting unit 10 sets the target position while changing with the passage of time, and when the judgment unit 30 judges that the drive wheel has slipped, the judgment unit 30 judges that the slip of the drive wheel has been eliminated. Stop updating the target position until it is done. This makes it possible to prevent the amount of control by feedback control or the like from becoming excessive.
  • parking assistance the traveling control device 100 controls traveling from the start position of the vehicle 1 to the end position.
  • the target value setting unit 10 acquires data of the end point position.
  • the data of the end point position is, for example, the moving distance of the vehicle 1 from the start point position to the end point position.
  • the temporal change of the position of the vehicle 1 is set so that the vehicle 1 moves from the start position to the end position of the control section.
  • the target value setting unit 10 sets the target value of each parameter at each control timing, that is, each time, so that the change of the set position of the vehicle 1 over time is obtained in the control section from the start position to the end position.
  • the parameters are, for example, the position and speed of the vehicle 1.
  • the distance from at least one of the start position and the end position of the control section may be set as the position of the vehicle 1.
  • the target value setting unit 10 may calculate the target value at each control timing, or may acquire the target value calculated and stored in advance at each control timing.
  • the actual value acquisition unit 40 acquires an actual value of the same parameter as the target value. That is, in the present embodiment, the actual value acquisition unit 40 acquires (estimates), for example, the actual value of the position of the vehicle 1 and the actual value of the speed of the vehicle 1.
  • the actual value is a value obtained according to the operation of the control target, and is a detected value or a value derived from the detected value.
  • the actual value of the position and the actual value of the speed can be calculated from the detection values of the wheel speed sensor as the sensor 203.
  • the vehicle 1 includes four wheels, of which two wheels on the rear wheel are drive wheels and two wheels on the front wheel are rolling wheels (non-drive wheels).
  • the actual value of the position and the actual value of the speed are detected values of the wheel speed sensor of the driving wheel (hereinafter, also referred to as “wheel speed sensor value of the driving wheel”) and detected values of the wheel speed sensor of the rolling wheel It can be calculated from any of (hereinafter, also referred to as “wheel speed sensor value of rolling wheels”).
  • the sensor 203 is, for example, a sensor that detects or acquires data such as a position, an attitude, a state, and a surrounding image when the vehicle 1 stops or travels, and may be other than the wheel speed sensor.
  • the sensor 203 may be an acceleration sensor or a device that outputs data such as a detection value based on peripheral image data of the vehicle 1 captured by an onboard camera.
  • the actual value acquisition unit 40 can acquire the detection results from the plurality of sensors 203.
  • the operation amount calculation unit 21 of the control unit 20 calculates an operation amount for the control target.
  • the operation amount calculation unit 21 calculates an operation amount for controlling at least one of the drive mechanism 201 and the braking mechanism 202 of the vehicle 1 so as to reduce the deviation between the target position of the vehicle 1 and the actual position (actual value of position). Do.
  • the operation amount calculation unit 21 calculates the operation amount at a value that does not exceed the operation amount (drive force upper limit value) when the drive wheel slips. (Details will be described later).
  • the command value calculation unit 22 of the control unit 20 calculates a command value to the control target corresponding to the operation amount calculated by the operation amount calculation unit 21. For example, when the operation amount is a positive value, the command value calculation unit 22 sets a drive command value (control command value) to the drive mechanism 201 such that an acceleration corresponding to the magnitude of the operation amount is obtained. Calculate the rotational torque command value as In addition, for example, when the operation amount is a negative value, the command value calculation unit 22 gives a braking command value to the braking mechanism 202 so that deceleration corresponding to the magnitude of the operation amount, that is, negative acceleration can be obtained. A braking torque command value as a (control command value) is calculated.
  • the command value calculation unit 22 accelerates the drive mechanism 201 while the vehicle 1 is braked by the braking mechanism 202, or while the vehicle 1 is propelled by the drive mechanism 201.
  • the torque distribution between the drive mechanism 201 and the brake mechanism 202 can be determined so that a state of deceleration by the brake mechanism 202 can be obtained.
  • the command value calculation unit 22 calculates command values to both the drive mechanism 201 and the braking mechanism 202 according to the distribution of the driving torque and the braking torque.
  • the command value calculation unit 22 transmits a control command value to the control target, and the control target that has received the control command value executes control based on the control command value.
  • the determination unit 30 calculates the actual position based on the detection value (wheel speed sensor value of the drive wheel) from the sensor that detects the rotation of the drive wheel, and determines whether the drive wheel has slipped. Specifically, when determining whether or not the drive wheel slips, the determination unit 30 specifically includes the wheel speed sensor value of the rolling wheel and the value detected by the acceleration sensor in addition to the wheel speed sensor value of the drive wheel. When at least one of the slip rates exceeds a predetermined threshold, it is determined that the drive wheel has slipped. Further, after determining that the drive wheel has slipped, the determination unit 30 calculates the actual position based on data other than the detection value from the sensor that detects the rotation of the drive wheel. Specifically, after determining that the drive wheel has slipped, the determination unit 30 calculates the actual position based on a detection value (wheel speed sensor value of the rolling wheel) from a sensor that detects the rotation of the rolling wheel. .
  • the determination unit 30 determines whether the actual value follows the target value. In the traveling control device 100, conditions for determining whether to follow or not are set. The determination unit 30 determines whether the actual value follows the target value by comparing the value of the predetermined parameter with the condition set for the parameter.
  • the traveling control device 100 is, for example, an ECU.
  • the travel control device 100 may be incorporated in an ECU (for example, a brake ECU) of any system mounted on the vehicle 1 or may be an independent ECU.
  • the travel control device 100 can have a central processing unit (CPU), a controller, a random access memory (RAM), a read only memory (ROM), a flash memory, and the like (not shown).
  • the traveling control device 100 can execute processing according to the installed and loaded program to realize each function. In other words, the travel control device 100 executes the processing according to the program, and the travel control device 100 performs the target value setting unit 10, the control unit 20, the operation amount calculation unit 21, the command value calculation unit 22, the judgment unit 30, and the actual value acquisition unit 40. Etc can function.
  • the storage unit stores data used in the arithmetic processing of each unit, data of the result of the arithmetic processing, and the like. Note that at least a part of the functions of the above-described units may be realized by hardware. In addition to feedback control, feedforward control or other control such as a so-called disturbance observer may be incorporated into the control by the traveling control device 100.
  • FIG. 2 is a flowchart showing an example of the procedure of control by the traveling control device 100 of the embodiment.
  • the traveling control device 100 the main subject of operation will be expressed as "the traveling control device 100."
  • the travel control device 100 ends the process when the driver performs an operation to end the parking assistance control, but the explanation thereof will be described below. I omit it.
  • step S1 the traveling control apparatus 100 determines whether to start parking assistance control, and proceeds to step S2 in the case of Yes, and returns to step S1 in the case of No. For example, when there is an operation to start parking assistance control by the driver, the traveling control apparatus 100 determines Yes in step S1.
  • step S2 the traveling control device 100 executes parking assistance control.
  • the actual value acquisition unit 40 acquires the actual value of the position (distance) of the vehicle 1 and the actual value of the speed of the vehicle 1 based on the wheel speed sensor value of the drive wheel as the sensor 203 ( presume.
  • the target value setting unit 10 sets (updates) the target value of the position of the vehicle 1 and the target value of the speed of the vehicle 1 over time.
  • the operation amount calculation unit 21 calculates an operation amount for the control target.
  • the command value calculation unit 22 calculates a control command value to the control target corresponding to the operation amount calculated by the operation amount calculation unit 21, and transmits the control command value to the control target.
  • the control target that has received the control command value executes control based on the control command value.
  • step S3 the determination unit 30 determines whether or not the drive wheel has slipped (acceleration slip) using, for example, the wheel speed sensor value of the drive wheel and the wheel speed sensor value of the rolling wheel It is determined whether or not the predetermined threshold value is exceeded. If the determination is Yes, the process proceeds to step S4, and if the determination is No, the process returns to step S2.
  • FIG. 3 is a figure which shows the example of a time-dependent change of the parameter in the traveling control apparatus 100 of embodiment.
  • FIG. 3 schematically shows how parameters change with time, and is not a strict graph.
  • the target value of the distance increases with the passage of time, and the actual value of the distance (the estimated distance based on the wheel speed sensor value of the driving wheel) is also It increases with the passage of time. Further, since the drive wheel of the vehicle 1 is not slipping from time 0 to time t1, the actual value of the distance and the true value (actual value) of the distance are substantially equal. Then, slippage of the drive wheels starts at time t1 (rolling wheels do not slip), and at time t2 the slip ratio of the drive wheels exceeds a predetermined threshold (“ ⁇ ” in the third graph from the top of FIG. 3) (Yes at step S3 in FIG. 2). Therefore, from time t1 to time t2, the actual value of the distance gradually deviates from the true value of the distance.
  • the target value of the speed increases with the passage of time
  • the actual value of the speed (estimated speed based on the wheel speed sensor value of the driving wheel ) Also increases with the passage of time.
  • the actual value of the speed and the true value (actual value) of the speed are substantially equal.
  • the actual value of the velocity gradually deviates from the true value of the velocity.
  • the wheel speed sensor value of the drive wheel and the wheel speed sensor value of the rolling wheel are substantially equal.
  • the wheel speed sensor value of the drive wheel gradually deviates from the wheel speed sensor value of the rolling wheel.
  • the rolling wheels are front wheels that are steered wheels, estimation accuracy is reduced due to the influence of steering. Therefore, it is better to use the wheel speed sensor value of the drive wheel (rear wheel, non-steered wheel) in that the error at the time of turning operation of the vehicle 1 is small. And estimate the speed.
  • the driving force generated by the control target is increasing from time 0 to time t2.
  • step S4 the operation amount calculation unit 21 stores the driving force at time t2 in FIG. 3 as the driving force upper limit value D in the storage unit.
  • step S5 the target value setting unit 10 stops the calculation (update) of the target value of the distance and the target value of the speed. As a result, it is possible to prevent an excessive amount of control by subsequent feedback control or the like.
  • step S6 the traveling control device 100 executes the parking assistance control while reducing the driving force.
  • the actual value acquisition unit 40 acquires the actual value of the position (distance) of the vehicle 1 and the actual value of the velocity of the vehicle 1 based on the wheel speed sensor values of the rolling wheels, not the drive wheels ( presume.
  • the operation amount calculation unit 21 calculates the amount of operation on the control target so that the driving force is reduced.
  • FIG. 4 is a graph showing an example of the relationship between the slip amount and the driving force reduction amount in the travel control device 100 of the embodiment.
  • the operation amount calculation unit 21 calculates the next driving force (operation amount) by subtracting the driving force reduction amount proportional to the slip amount as shown in FIG. 4 from the previous driving force at each control timing.
  • the command value calculation unit 22 calculates a control command value to the control target corresponding to the operation amount calculated by the operation amount calculation unit 21, and transmits the control command value to the control target.
  • the control target that has received the control command value executes control based on the control command value.
  • step S7 the determination unit 30 slips (acceleration slip) of the drive wheel using, for example, the wheel speed sensor value of the drive wheel and the wheel speed sensor value of the rolling wheel If the answer is yes, the process proceeds to step S8, and if the answer is no, the process returns to step S6.
  • the target value of the distance is constant from time t2 to time t3, and the actual value of the distance (estimated distance based on the wheel speed sensor value of the rolling wheels ) Increases with the passage of time as a value not affected by slip (a value close to the true value).
  • the target value of the speed is constant from time t2 to time t3, and the actual value of the speed (estimated speed based on the wheel speed sensor value of the rolling wheel) Increases over time as a value that is not affected by slip (a value close to the true value).
  • the wheel speed sensor value of the drive wheel temporarily deviates from the wheel speed sensor value of the rolling wheel from time t2 to time t3. But then get close.
  • step S8 the target value setting unit 10 resumes the calculation (update) of the target value of the distance and the target value of the speed.
  • step S9 the traveling control device 100 executes the parking assistance control while making the driving force not exceed the driving force upper limit value (the driving force upper limit value D in FIG. 3).
  • the actual value acquisition unit 40 acquires the actual value of the position (distance) of the vehicle 1 and the actual value of the velocity of the vehicle 1 based on the wheel speed sensor values of the drive wheels, not the rolling wheels ( presume.
  • the target value setting unit 10 sets (updates) the target value of the position of the vehicle 1 and the target value of the speed of the vehicle 1 over time.
  • the operation amount calculation unit 21 calculates the operation amount with respect to the control target so that the driving force does not exceed the driving force upper limit value (the driving force upper limit value D in FIG. 3).
  • the command value calculation unit 22 calculates a control command value to the control target corresponding to the operation amount calculated by the operation amount calculation unit 21, and transmits the control command value to the control target.
  • the control target that has received the control command value executes control based on the control command value. Thereafter, the traveling control device 100 repeats the process of step S9.
  • stable travel control can be continued even when the wheels slip during execution of travel control. . That is, when the drive wheel of the vehicle 1 slips, the actual value of the distance or speed is estimated based on the wheel speed sensor value of the drive wheel so far, based on the wheel speed sensor value of the rolling wheel By switching so as to estimate, the error can be reduced.
  • the vehicle 1 slips again by executing the parking assist control while preventing the driving force from exceeding the driving force upper limit value (the driving force upper limit value D in FIG. 3). The possibility of doing so can be reduced.
  • the traveling control may not be stabilized, acceleration and deceleration may be repeated, and the riding comfort may deteriorate.
  • the travel control is stable and unnecessary acceleration and deceleration are not repeated, so a comfortable ride condition is obtained. Can be maintained.
  • the actual value of the distance and speed is estimated based on the wheel speed sensor value of the drive wheel so far, so the wheel speed sensor of the rolling wheel It switched to estimate based on the value, but instead, it switched to estimate based on at least one of the peripheral image data of the vehicle 1 captured by the on-vehicle camera and the detection value from the acceleration sensor Good. By doing so, the error of the actual value of the distance or speed can be suppressed to be small as well.
  • the vehicle 1 may be a vehicle in which at least the rear wheels (non-steered wheels) are drive wheels, and may be a 4WD vehicle as well as an FR vehicle.
  • a 4WD car there is no rolling wheel (non-driving wheel), so when the driving wheel of the vehicle 1 slips, the actual values of distance and speed are estimated based on the wheel speed sensor value of the driving wheel From this, it can not be switched to estimate based on the wheel speed sensor value of the rolling wheel. Therefore, switching may be performed so as to estimate based on at least one of peripheral image data of the vehicle 1 captured by the on-vehicle camera and a detection value from the acceleration sensor.
  • run control device 100 of an embodiment is applicable also when a slope and a level difference exist on a road surface.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un dispositif de commande de déplacement qui commande, par exemple, le déplacement d'un véhicule pour lequel au moins une roue arrière est une roue motrice. Le dispositif de commande de déplacement comprend : une unité de calcul de quantité de fonctionnement qui calcule une quantité de fonctionnement permettant de commander un mécanisme d'entraînement et/ou un mécanisme de freinage pour le véhicule pour réduire l'écart entre un emplacement cible pour le véhicule et l'emplacement réel du véhicule ; une unité de détermination qui, sur la base d'une valeur détectée à partir d'un capteur qui détecte la rotation de la roue motrice, calcule l'emplacement réel et détermine si la roue motrice a dérapé ; et une unité de définition d'emplacement cible qui définit et réinitialise l'emplacement cible à mesure que le temps passe et, lorsque l'unité de détermination a déterminé que la roue motrice a dérapé, ne met pas à jour l'emplacement cible jusqu'à ce que l'unité de détermination détermine que la roue motrice ne dérape plus.
PCT/JP2018/023748 2017-06-23 2018-06-22 Dispositif de commande de déplacement Ceased WO2018235929A1 (fr)

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Application Number Priority Date Filing Date Title
JP2017-123680 2017-06-23
JP2017123680A JP2019006253A (ja) 2017-06-23 2017-06-23 走行制御装置

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WO2018235929A1 true WO2018235929A1 (fr) 2018-12-27

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Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7264036B2 (ja) * 2019-12-13 2023-04-25 トヨタ自動車株式会社 車両

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6138252A (ja) * 1984-07-30 1986-02-24 Isuzu Motors Ltd 車両の自動変速制御装置
JPH03130614A (ja) * 1989-10-17 1991-06-04 Pioneer Electron Corp 車両用走行距離演算装置
JPH11236967A (ja) * 1998-02-23 1999-08-31 Honda Motor Co Ltd 車両の自動操舵装置
JP2008074191A (ja) * 2006-09-20 2008-04-03 Nissan Motor Co Ltd 車両の駆動力配分制御装置
JP2012128781A (ja) * 2010-12-17 2012-07-05 Toyota Motor Corp 移動体
JP2016078744A (ja) * 2014-10-20 2016-05-16 株式会社アドヴィックス 車両の走行制御装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6138252A (ja) * 1984-07-30 1986-02-24 Isuzu Motors Ltd 車両の自動変速制御装置
JPH03130614A (ja) * 1989-10-17 1991-06-04 Pioneer Electron Corp 車両用走行距離演算装置
JPH11236967A (ja) * 1998-02-23 1999-08-31 Honda Motor Co Ltd 車両の自動操舵装置
JP2008074191A (ja) * 2006-09-20 2008-04-03 Nissan Motor Co Ltd 車両の駆動力配分制御装置
JP2012128781A (ja) * 2010-12-17 2012-07-05 Toyota Motor Corp 移動体
JP2016078744A (ja) * 2014-10-20 2016-05-16 株式会社アドヴィックス 車両の走行制御装置

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