JP6933688B2 - Vehicle control device, vehicle and vehicle control method - Google Patents

Description

The present invention relates to a vehicle control device, a vehicle and a vehicle control method.

Patent Document 1 discloses that when the accelerator is released and the throttle opening degree becomes equal to or less than a predetermined opening degree, the engaging force of the friction engaging means is increased. According to Patent Document 1, when the throttle opening becomes equal to or less than a predetermined opening, the drive system from the engine to all four wheels is connected. Therefore, according to Patent Document 1, when the vehicle is accelerated by depressing the accelerator again, it is possible to suppress the generation of rattling noise.

Japanese Unexamined Patent Publication No. 63-161635

However, there is a long-awaited technique capable of better suppressing the generation of rattling noise in the transfer.

An object of the present invention is to provide a vehicle control device, a vehicle, and a vehicle control method capable of better suppressing the generation of rattling noise in a transfer.

The vehicle control device according to one aspect of the present invention is provided in a driving force transmission path for transmitting a driving force from a driving source to the first driving wheel and the second driving wheel, has a plurality of gears, and transmits the driving force. A transfer that changes the direction of the rotating shaft to be transmitted, a driving force transmission shaft that transmits the driving force transmitted via the transfer to the second driving wheel, and the second drive via the driving force transmission shaft. A vehicle control device that controls a vehicle equipped with a clutch that adjusts the driving force transmitted to the wheels, and is a detection unit that detects a physical amount according to a fluctuation amount of torque supplied to the driving force transmission shaft. And a control unit that increases the driving force transmitted to the second driving wheel by increasing the degree of engagement of the clutch when the physical quantity is equal to or greater than the threshold value. , it is configured in accordance with the driving force instruction value for instructing the driving force transmitted to the second drive wheel.

A vehicle according to another aspect of the present invention has a vehicle control device as described above.

The vehicle control method according to still another aspect of the present invention is provided in a driving force transmission path for transmitting a driving force from a driving source to the first driving wheel and the second driving wheel, has a plurality of gears, and has the driving force. A transfer that changes the direction of a rotation shaft that transmits force, a driving force transmission shaft that transmits the driving force transmitted via the transfer to the second driving wheel, and the first driving force transmission shaft via the driving force transmission shaft. 2 A vehicle control method for controlling a vehicle equipped with a clutch for adjusting the driving force transmitted to the driving wheels, and detecting a physical amount corresponding to a fluctuation amount of torque supplied to the driving force transmission shaft. a step, when the physical quantity is equal to or greater than the threshold, by increasing the coupling degree of the clutch, possess a step of increasing the driving force transmitted to the second drive wheel, the size of the threshold , it said that have been set according to the driving force instruction value for instructing the driving force transmitted to the second drive wheel.

According to the present invention, it is possible to provide a vehicle control device, a vehicle, and a vehicle control method capable of better suppressing the generation of rattling noise in a transfer.

It is a block diagram which shows the vehicle by one Embodiment. It is a graph which shows the example of the threshold value. It is a graph which shows the example of the torque fluctuation in the vehicle by the reference example. It is a flowchart which shows the operation of the vehicle control device by one Embodiment. It is a graph which shows the example of the rotation fluctuation of a propeller shaft.

A vehicle control device, a vehicle, and a vehicle control method according to the present invention will be described in detail below with reference to the accompanying drawings with reference to suitable embodiments.

[One Embodiment]
A vehicle control device, a vehicle, and a vehicle control method according to an embodiment will be described with reference to the drawings. FIG. 1 is a block diagram showing a vehicle according to the present embodiment.

The vehicle 10 according to the present embodiment is a four-wheel drive vehicle. The vehicle 10 is provided with a power system 20, a hydraulic system 22, and a control system 24.

The power system 20 includes a drive source (power source) 30, a front shaft 34, main drive wheels (first drive wheels) 36l and 36r, a rear shaft 46, and auxiliary drive wheels (second drive wheels) 48l. It is equipped with 48r. The drive source 30 is, for example, an engine, but is not limited thereto. The drive source 30 generates a driving force (driving torque) for driving the vehicle 10.

The power system 20 includes a driving force transmission path (driving force transmission mechanism) 11 that transmits the driving force from the driving source 30 to the main driving wheels (front wheels) 36l and 36r and the auxiliary driving wheels (rear wheels) 48l and 48r. It is equipped.

The driving force transmission path 11 includes a transmission unit 32, a transfer 38, a propeller shaft (driving force transmission shaft) 40, a clutch 42, and a rear differential 44.

The transmission unit 32 includes a torque converter 60 and a continuously variable transmission (CVT) 64. The transmission unit 32 is further provided with an intermediate gear 66 and a final gear 68. The continuously variable transmission 64 includes a drive pulley 70, a driven pulley 72, and an endless belt 74. The intermediate gear 66 includes a drive gear (not shown) and a driven gear (not shown), but here, the intermediate gear 66 is conceptually shown.

An input gear 80 is provided in front of the transfer 38. The direction of the rotation axis of the input gear 80 is equivalent to the direction of the rotation axis of the final gear 68, that is, the direction of the rotation axis of the front shaft 34. The driving force output from the final gear 68 is transmitted to the transfer 38 via the input gear 80.

The transfer 38 includes a bevel gear (input gear) 82 and a bevel gear (output gear) 84. The direction of the rotating shaft of the bevel gear 82 is equivalent to the direction of the rotating shaft of the input gear 80, that is, the direction of the rotating shaft of the front shaft 34. The direction of the rotating shaft of the bevel gear 84 is equivalent to the direction of the rotating shaft of the propeller shaft 40, that is, the same as the front-rear direction of the vehicle 10. In this way, the transfer 38 changes the direction of the rotation axis by 90 °. The transfer 38 transmits the driving force input from the final gear 68 via the input gear 80 to the propeller shaft 40.

The propeller shaft 40 is for transmitting the driving force transmitted from the main drive wheels 36l, 36r side via the transfer 38 to the sub drive wheels 48l, 48r side. As described above, the direction of the rotation axis of the propeller shaft 40 is the same as the front-rear direction of the vehicle 10.

A rear differential 44 is provided at the rear stage of the propeller shaft 40. The rear differential 44 includes an input gear (bevel gear) 90 and an output gear (bevel gear) 92. The direction of the rotation axis of the input gear 90 is the same as the direction of the rotation axis of the propeller shaft 40. The direction of the rotation axis of the output gear 92 is the same as the direction of the rotation axis of the rear shaft 46. In this way, the direction of the rotation axis is changed by 90 ° by the rear differential 44. The rear differential 44 transmits the driving force transmitted from the main drive wheels 36l and 36r side to the auxiliary drive wheels 48l and 48r side via the propeller shaft 40.

A clutch (rear differential clutch, coupling) 42 is provided between the propeller shaft 40 and the auxiliary drive wheels 48l and 48r. Here, the case where the clutch 42 is arranged between the propeller shaft 40 and the auxiliary drive wheels 48l and 48r will be described as an example, but the present invention is not limited to this. The clutch 42 can change the degree of coupling (the degree of engagement). The degree of coupling of the clutch 42 can be controlled by, for example, the hydraulic pressure supplied to the clutch 42, but is not limited thereto.

The hydraulic system 22 supplies oil to the transmission unit 32. More specifically, the hydraulic system 22 supplies hydraulic pressure to the torque converter 60, the drive pulley 70, and the driven pulley 72. The hydraulic system 22 is provided with a hydraulic pump 110, oil flow paths 112a, 112b, 112c, 112d, and control valves 114a, 114b, 114c, 114d. The hydraulic pump 110 can be operated by a driving force (driving torque) generated by the driving source 30. The drive source 30 may function as part of a mechanical pump. The hydraulic pump 110 may be configured by combining the drive source 30 and an electric motor (not shown). Further, the hydraulic pump 110 may be configured only by the electric motor.

The control system 24 controls the power system 20 and the hydraulic system 22. The control system 24 includes a sensor group 120 and a vehicle control device 122.

The sensor group 120 includes an accelerator pedal sensor 130, a vehicle speed sensor 132, a rotation sensor 134, a first oil pressure sensor 136, a second oil pressure sensor 138, a third oil pressure sensor 140, and a fourth oil pressure sensor 142. It is equipped.

The accelerator pedal sensor 130 detects the amount of operation of the accelerator pedal. The vehicle speed sensor 132 detects the speed of the vehicle 10. The rotation sensor 134 detects the rotation of the rotating body 41 provided in the driving force transmission path 11.

The first oil pressure sensor 136 detects the pressure of the oil supplied to the torque converter 60, that is, the torque converter oil pressure. The second oil pressure sensor 138 detects the pressure of the oil supplied to the drive pulley 70, that is, the drive pulley oil pressure. The third oil pressure sensor 140 detects the pressure of the oil supplied to the driven pulley 72, that is, the driven pulley oil pressure. The fourth oil pressure sensor 142 detects the pressure of the oil supplied to the clutch 42, that is, the clutch oil pressure.

The vehicle control device 122 is composed of, for example, an ECU (Electronic Control Unit). The vehicle control device 122 is provided with a calculation unit 162 and a storage unit 164. The calculation unit 162 may be configured by, for example, a CPU (Central Processing Unit). The storage unit 164 includes, for example, a non-volatile memory (not shown) and a volatile memory (not shown). Examples of the non-volatile memory include a ROM (Read Only Memory), a flash memory, and the like. Examples of the volatile memory include RAM (Random Access Memory) and the like. The calculation unit 162 can perform predetermined control based on a program, data, or the like stored in the storage unit 164.

The calculation unit 162 includes an engine control unit 170, a transmission unit control unit 172, a control unit 186, and a detection unit (rotation fluctuation detection unit) 188. The engine control unit 170, the transmission unit control unit 172, the control unit 186, and the detection unit 188 can be realized by executing the program stored in the storage unit 164 by the calculation unit 162.

The engine control unit 170 controls the drive source 30 based on a signal supplied from the sensor group 120, for example, the accelerator pedal sensor 130 or the like.

The transmission unit control unit 172 controls the transmission unit 32 based on the signal supplied from the sensor group 120. The transmission unit control unit 172 includes a torque converter control unit 180 and a continuously variable transmission control unit 182. The torque converter control unit 180 and the continuously variable transmission control unit 182 can be realized by executing the program stored in the storage unit 164 by the calculation unit 162.

The torque converter control unit 180 controls the control valve 114c so that the desired oil pressure is supplied to the torque converter 60. The continuously variable transmission control unit 182 controls the gear ratio of the continuously variable transmission 64 by controlling the control valves 114a and 114b so that the desired oil pressure is supplied to the drive pulley 70 and the driven pulley 72. The control unit 186 controls the degree of coupling in the clutch 42 by controlling the control valve 114d so that the desired oil pressure is supplied to the clutch 42, whereby the driving force supplied to the auxiliary drive wheels 48l and 48r. To control.

The rotating body 41 is provided on the propeller shaft 40, for example. The rotating body 41 is, for example, a rotation detecting gear, but is not limited thereto. The rotation sensor 134 is arranged so as to face the teeth of the rotation detection gears constituting the rotating body 41. The rotation sensor 134 detects the rotation of the rotating body 41. The rotation sensor 134 can detect the rotation of the propeller shaft 40 by detecting the rotation of the rotating body 41.

The detection unit 188 detects a physical quantity corresponding to the fluctuation amount of the torque supplied to the propeller shaft 40. The fluctuation of the rotation speed of the propeller shaft 40 per unit time, that is, the fluctuation amount of the rotation of the propeller shaft 40 is proportional to the fluctuation amount of the torque supplied to the propeller shaft 40. Therefore, by detecting the amount of rotational fluctuation of the propeller shaft 40, it is possible to obtain a physical quantity corresponding to the amount of fluctuation of the torque supplied to the propeller shaft 40. The detection unit 188 can detect the amount of rotation fluctuation of the propeller shaft 40 based on the signal supplied from the rotation sensor 134. The detection unit 188 sequentially detects the amount of rotational fluctuation of the propeller shaft 40 at a predetermined detection rate.

The control unit (driving force control unit, driving force distribution control unit) 186 controls the distribution of the driving force to the main drive wheels 36l and 36r and the sub drive wheels 48l and 48r. The control unit 186 increases the supply of the driving force to the auxiliary drive wheels 48l and 48r when the rotation fluctuation amount detected by the detection unit 188 is equal to or greater than the threshold value (rotation fluctuation amount threshold value). The control unit 186 may increase the supply of the driving force to the sub-driving wheels 48l and 48r without changing the supply of the driving force to the main driving wheels 36l and 36r. Further, the control unit 186 may reduce the supply of the driving force to the main driving wheels 36l and 36r and increase the supply of the driving force to the auxiliary driving wheels 48l and 48r. The control unit 186 increases the supply of the driving force to the sub-driving wheels 48l and 48r by increasing the coupling degree of the clutch 42. FIG. 2 is a graph showing an example of the threshold value. The horizontal axis is a driving force instruction value for instructing the driving force supplied to the auxiliary drive wheels 48l and 48r, that is, a torque instruction value for instructing the torque of the auxiliary drive wheels 48l and 48r. The vertical axis is the threshold value. As shown in FIG. 2, the threshold value increases as the driving force indicated value increases. In this way, the threshold value is a value corresponding to the driving force indicated value. The threshold value is stored in advance in, for example, the storage unit 164.

The reason why the supply of the driving force to the auxiliary driving wheels 48l and 48r is increased when the amount of rotational fluctuation is equal to or more than the threshold value is as follows. That is, the amount of fluctuation of the torque transmitted from the transfer 38 to the propeller shaft 40 may become excessively large. FIG. 3 is a graph showing an example of torque fluctuation in a vehicle according to a reference example. FIG. 3 shows the rotation speed of the drive source 30, the rotation speed of the propeller shaft 40, and the torque transmitted to the propeller shaft 40. As shown in FIG. 3, when the rotation speed of the drive source 30 suddenly decreases, the fluctuation amount of the rotation speed of the propeller shaft 40 increases, and the fluctuation amount of the torque transmitted from the transfer 38 to the propeller shaft 40 also increases. .. The large fluctuation in torque transmitted from the transfer 38 to the propeller shaft 40 is due to resonance. In a four-wheel drive vehicle having a configuration as in this embodiment, rotational fluctuation in the drive source 30, string vibration in the continuously variable transmission 64, vibration in the propeller shaft 40, and the like influence each other, and a large resonance causes the propeller shaft 40 and the like. Prone to occur in. The resonance frequency of the propeller shaft 40 is, for example, about 70 to 90 Hz. If the amount of fluctuation of the torque transmitted from the transfer 38 to the propeller shaft 40 becomes excessively large, a state may occur in which the torque transmitted from the transfer 38 to the propeller shaft 40 momentarily falls below zero. That is, a state occurs in which the torque transmitted from the transfer 38 to the propeller shaft 40 momentarily changes from positive to negative. When the torque transmitted from the transfer 38 to the propeller shaft 40 momentarily falls below zero, tooth surface separation or the like occurs in the bevel gears 82 and 84 provided in the transfer 38, and tooth striking occurs when the separated tooth surfaces come into contact with each other again. There is a sound. As described above, in the vehicle according to the reference example, a large noise may be generated. On the other hand, if the supply of the driving force to the auxiliary drive wheels 48l and 48r is increased before the amount of fluctuation of the torque transmitted to the propeller shaft 40 becomes excessively large, the following will occur. .. That is, it is possible to prevent the torque supplied to the propeller shaft 40 from momentarily falling below zero. Then, it is possible to suppress the occurrence of the tooth surface separation of the gear and the like, and it is possible to suppress the occurrence of the tooth striking sound. For this reason, in the present embodiment, when the amount of rotational fluctuation of the propeller shaft 40 exceeds the threshold value, the supply of the driving force to the auxiliary driving wheels 48l and 48r is increased. The threshold value is set so that a predetermined margin is secured.

FIG. 4 is a flowchart showing the operation of the vehicle control device according to the present embodiment.

In step S1, the detection unit 188 detects the amount of rotational fluctuation of the propeller shaft 40.

In step S2, the detection unit 188 determines whether or not the amount of rotational fluctuation in the propeller shaft 40 is equal to or greater than the threshold value. When the amount of rotational fluctuation in the propeller shaft 40 is equal to or greater than the threshold value (YES in step S2), the process proceeds to step S3. When the amount of rotational fluctuation in the propeller shaft 40 is less than the threshold value (NO in step S2), the process shown in FIG. 4 ends.

In step S3, the control unit 186 increases the supply of the driving force to the auxiliary driving wheels 48l and 48r. In this way, the process shown in FIG. 3 is completed.

FIG. 5 is a graph showing an example of rotational fluctuation of the propeller shaft. The horizontal axis of FIG. 5 is time, and the vertical axis of FIG. 5 is the rotation speed of the propeller shaft 40.

The rotation speed at the timing t1 is N1, the rotation speed at the timing t2 is N2, the rotation speed at the timing t3 is N3, the rotation speed at the timing t4 is N4, and the rotation speed at the timing t5 is N5. The rotation speed at the timing t6 is N6, the rotation speed at the timing t7 is N7, and the rotation speed at the timing t8 is N8.

The amount of rotational fluctuation of the propeller shaft 40 between the timing t1 and the timing t2 is | N2-N1 | / (t2-t1). The amount of rotational fluctuation of the propeller shaft 40 between the timing t2 and the timing t3 is | N3-N2 | / (t3-t2). The amount of rotational fluctuation of the propeller shaft 40 between the timing t3 and the timing t4 is | N4-N3 | / (t4-t3). The amount of rotational fluctuation of the propeller shaft 40 between the timing t4 and the timing t5 is | N5-N4 | / (t5-t4). The amount of rotational fluctuation of the propeller shaft 40 between the timing t5 and the timing t6 is | N6-N5 | / (t6-t5). The amount of rotational fluctuation of the propeller shaft 40 between the timing t6 and the timing t7 is | N7-N6 | / (t7-t6). The amount of rotational fluctuation of the propeller shaft 40 between the timing t7 and the timing t8 is | N8-N7 | / (t8-t7). The amount of rotational fluctuation of the propeller shaft 40 in the stage before the timing t5 is less than the threshold value. On the other hand, the amount of rotational fluctuation of the propeller shaft 40 between the timing t5 and the timing t6 is equal to or greater than the threshold value. When the amount of rotational fluctuation of the propeller shaft 40 exceeds the threshold value, the control unit 186 increases the degree of coupling in the clutch 42. As the degree of coupling in the clutch 42 increases, the supply of driving force to the auxiliary drive wheels 48l and 48r is increased. When the supply of the driving force to the auxiliary drive wheels 48l and 48r is increased, the tooth surface separation is less likely to occur in the bevel gears 82 and 84 provided in the transfer 38, and the rotational fluctuation in the propeller shaft 40 is reduced. That is, the fluctuation of the torque in the propeller shaft 40 is reduced.

As described above, according to the present embodiment, when the physical quantity corresponding to the fluctuation amount of the torque supplied to the propeller shaft 40 is equal to or more than the threshold value, the degree of coupling of the clutch 42 is increased, so that the auxiliary drive wheels 48 l. Increase the supply of driving force to the 48r. When the supply of the driving force to the auxiliary driving wheels 48l and 48r is increased, the tooth surface separation in the bevel gears 82 and 84 provided in the transfer 38 is suppressed. When the tooth surface separation in the bevel gears 82 and 84 is suppressed, the generation of the tooth striking sound due to the re-contact of the separated tooth surfaces is suppressed. Therefore, according to the present embodiment, it is possible to provide the vehicle control device 122 capable of suppressing the generation of the rattling noise in the transfer 38.

[Modification Embodiment]
Although preferred embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the gist of the present invention.

For example, in the above embodiment, the case of detecting the amount of rotation fluctuation of the rotating body 41 provided on the propeller shaft 40 has been described as an example, but the present invention is not limited to this. For example, the amount of rotational fluctuation of a rotating body (not shown) located on the main drive wheels 36l and 36r side of the propeller shaft 40 may be detected. Examples of the rotating body located on the main drive wheels 36l and 36r side with respect to the propeller shaft 40 include, but are not limited to, the final gear 68 and the like.

Further, in the above embodiment, the physical quantity corresponding to the fluctuation amount of the torque supplied to the propeller shaft 40 is acquired by detecting the rotation fluctuation amount of the rotating body 41, but the physical quantity is not limited to this. For example, the fluctuation amount of the torque supplied to the propeller shaft 40 itself may be detected.

The above embodiments can be summarized as follows.

The vehicle control device (122) is provided with a driving force transmission path (11) for transmitting the driving force from the driving source (30) to the first driving wheels (36l, 36r) and the second driving wheels (48l, 48r). A transfer (38) having a plurality of gears (82, 84) and changing the direction of the rotating shaft for transmitting the driving force, and the driving force transmitted via the transfer are transferred to the second driving wheel. Controls a vehicle (10) provided with a driving force transmission shaft (40) transmitted to the vehicle and a clutch (42) for adjusting the driving force transmitted to the second driving wheel via the driving force transmission shaft. A detection unit (188) that detects a physical amount corresponding to a fluctuation amount of torque supplied to the driving force transmission shaft, and a degree of coupling of the clutch when the physical amount is equal to or more than a threshold value. The control unit (186) is provided to increase the driving force transmitted to the second driving wheel by increasing the number of the two driving wheels. According to such a configuration, when the physical quantity corresponding to the fluctuation amount of the torque supplied to the driving force transmission shaft is equal to or more than the threshold value, the supply of the driving force to the second driving wheel is increased. When the supply of the driving force to the second driving wheel is increased, it is possible to suppress the occurrence of tooth surface separation of the gear. When the occurrence of tooth surface separation is suppressed, the generation of tooth striking sound due to the re-contact of the separated tooth surfaces is suppressed. Therefore, according to such a configuration, it is possible to provide a vehicle control device capable of suppressing the generation of rattling noise in the transfer.

The magnitude of the threshold value may be set according to a driving force instruction value for instructing the driving force transmitted to the second driving wheel. According to such a configuration, it is possible to more appropriately control the suppression of the generation of rattling noise in the transfer.

The physical quantity may be a rotation fluctuation amount which is a fluctuation of the rotation speed per unit time of the rotating body (41) provided in the driving force transmission path. According to such a configuration, a physical quantity corresponding to a fluctuation amount of torque can be detected better.

The first drive wheel may be a main drive wheel, and the second drive wheel may be an auxiliary drive wheel.

The vehicle has a vehicle control device as described above.

The vehicle control method is provided in a driving force transmission path that transmits the driving force from the driving source to the first driving wheel and the second driving wheel, has a plurality of gears, and has a direction of a rotation shaft that transmits the driving force. The transfer that converts the above, the driving force transmission shaft that transmits the driving force transmitted via the transfer to the second driving wheel, and the driving force transmission shaft transmitted to the second driving wheel via the driving force transmission shaft. A vehicle control method for controlling a vehicle provided with a clutch for adjusting a driving force, the step (S1) of detecting a physical amount according to a fluctuation amount of torque supplied to the driving force transmission shaft, and the physical amount. Has a step (S2, S3) of increasing the driving force transmitted to the second driving wheel by increasing the degree of engagement of the clutch when is equal to or greater than the threshold value.

10 ... Vehicle 11 ... Driving force transmission path 20 ... Power system 22 ... Hydraulic system 24 ... Control system 30 ... Drive source 32 ... Transmission unit 34 ... Front shaft 36l, 36r ... Main drive wheel 38 ... Transfer 40 ... Propeller shaft 41 ... Rotation Body 42 ... Clutch 44 ... Rear differential 46 ... Rear shaft 48l, 48r ... Secondary drive wheel 60 ... Torque converter 64 ... Continuously variable transmission 66 ... Intermediate gear 68 ... Final gear 70 ... Drive pulley 72 ... Driven pulley 74 ... Endless belt 80 , 90 ... Input gear 82, 84 ... Bevel gear 92 ... Output gear 110 ... Hydraulic pump 112a to 112d ... Oil flow path 114a to 114d ... Control valve 120 ... Sensor group 122 ... Vehicle control device 130 ... Accelerator pedal sensor 132 ... Vehicle speed sensor 134 ... Rotation sensor 136 ... 1st hydraulic sensor 138 ... 2nd hydraulic sensor 140 ... 3rd hydraulic sensor 142 ... 4th hydraulic sensor 162 ... Calculation unit 164 ... Storage unit 170 ... Engine control unit 172 ... Transmission unit control unit 180 ... Torque Converter control unit 182 ... Continuously variable transmission control unit 186 ... Control unit 188 ... Detection unit

Claims (5)

A transfer that is provided in a driving force transmission path that transmits the driving force from the driving source to the first driving wheel and the second driving wheel, has a plurality of gears, and changes the direction of the rotating shaft that transmits the driving force. The driving force transmission shaft that transmits the driving force transmitted via the transfer to the second driving wheel and the driving force transmitted to the second driving wheel via the driving force transmission shaft are adjusted. A vehicle control device that controls a vehicle equipped with a clutch.
A detection unit that detects a physical quantity according to the fluctuation amount of torque supplied to the driving force transmission shaft, and a detection unit.
A control unit for increasing the driving force transmitted to the second driving wheel by increasing the coupling degree of the clutch when the physical quantity is equal to or more than a threshold value is provided .
The size of the threshold value, it is configured in accordance with the driving force instruction value for instructing the driving force transmitted to the second drive wheel, the vehicle control device. In the vehicle control device according to claim 1,
The physical quantity is a rotation fluctuation amount which is a variation of the rotation speed per unit time of the rotating body provided in the driving force transmission path, which is a vehicle control device. In the vehicle control device according to claim 1 or 2.
The first drive wheel is a main drive wheel.
The second drive wheel is a vehicle control device which is an auxiliary drive wheel. A vehicle having the vehicle control device according to any one of claims 1 to 3. A transfer that is provided in a driving force transmission path that transmits the driving force from the driving source to the first driving wheel and the second driving wheel, has a plurality of gears, and changes the direction of the rotating shaft that transmits the driving force. The driving force transmission shaft that transmits the driving force transmitted via the transfer to the second driving wheel and the driving force transmitted to the second driving wheel via the driving force transmission shaft are adjusted. It is a vehicle control method that controls a vehicle equipped with a clutch.
A step of detecting a physical quantity according to a fluctuation amount of torque supplied to the driving force transmission shaft, and a step of detecting the physical quantity.
If the physical quantity is equal to or greater than the threshold, by increasing the coupling degree of the clutch, possess a step of increasing the driving force transmitted to the second drive wheel,
The size of the threshold value, it is configured in accordance with the driving force instruction value for instructing the driving force transmitted to the second drive wheel, the vehicle control method.

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