CN100564842C - Vehicle motor output-controlling device and controlling method - Google Patents
Vehicle motor output-controlling device and controlling method Download PDFInfo
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- CN100564842C CN100564842C CNB200410096574XA CN200410096574A CN100564842C CN 100564842 C CN100564842 C CN 100564842C CN B200410096574X A CNB200410096574X A CN B200410096574XA CN 200410096574 A CN200410096574 A CN 200410096574A CN 100564842 C CN100564842 C CN 100564842C
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Abstract
The invention discloses a kind of vehicle motor output-controlling device and controlling method.When carrying out Ruiss Controll (S20), in the time of needn't worrying to cause vehicle unstable again (S80), target engine torque Tet is made as the target engine torque Tetc (S110) of Ruiss Controll owing to excessive engine brake force; When carrying out Ruiss Controll (S20), when the meeting worry causes vehicle unstable owing to excessive engine brake force (S80), under the little situation of the target engine torque Tetb of the target engine torque Tetc of Ruiss Controll ratio engine braking force control, target engine torque Tet is made as the target engine torque Tetb (S100) that engine brake force is controlled, controls the output (S120,130) of motor (10) based on this.
Description
Technical field
The present invention relates to vehicle motor output-controlling device and controlling method, more particularly, relate to motor output is controlled so that the engine output controller and the controlling method of the stable unlikely deterioration during Vehicular turn.
Background technique
As one of engine output controller of vehicles such as automobile, known have such engine output controller, that is for example put down in writing in No. 2942566 communiques of Japan Patent is such, when engine braking causes the retardation of vehicle excessive when Vehicular turn, increase motor and export the retardation that reduces vehicle, thereby improve the riding stability of vehicle when turning to.
According to described engine output controller, can prevent following situation effectively: when Vehicular turn, reduce the throttle operation amount owing to the driver, thereby make at the excessive driving wheel of engine braking under the excessive situation of the foe and aft force on the deceleration direction, reduce and cause the riding stability of vehicle when turning to reduce by the transverse force of driving wheel.
Usually, for vehicles such as automobiles, the output of motor is to control according to driver's throttle operation amount, but for for example carrying out when vehicle constant Ruiss Controll of the control speed of a motor vehicle during at running on expressway, the slide vehicle of (slip) excessive tractive force control of the driving that perhaps prevents driving wheel is controlled by these and to be made the output of motor and driver's throttle operation amount it doesn't matter.
Particularly, if when Vehicular turn, control by Ruiss Controll or tractive force, the output of for example controlling motor makes throttle opening closed fully, then thereby the transverse force of the excessive driving wheel of engine braking reduces, the travelling state of vehicle is unstable easily, but in above-mentioned driving-force control apparatus in the past, the control of exporting for the motor under the described situation does not also have countermeasure.
Promptly, control by Ruiss Controll or tractive force in request and to reduce motor output, asking simultaneously to increase motor by driving force control again exports under the situation of the riding stability when guaranteeing Vehicular turn, riding stability during Vehicular turn can reduce inevitably if the former request is preferential, if the latter's request preferentially then the uncontrollable speed of a motor vehicle is constant conversely, it is excessive perhaps can't to avoid driving slip, has been unable to cope with described situation by above-mentioned engine output controller like that in the past.
Summary of the invention
The objective of the invention is to, reduce under the situation of motor output by Ruiss Controll or tractive force control request, when the driving force of the riding stability of vehicle when being used to guarantee to turn to is controlled when asking to increase motor output, decrease by limiting engine output, thereby can as far as possible guarantee the effect of Ruiss Controll or tractive force control, and the reduction of riding stability when preventing Vehicular turn.
First scheme of the present invention relates to a kind of vehicle motor output-controlling device, and it has: first computing unit, first control target value of coming calculation engine to export according to driver's throttle operation amount at least; Second computing unit calculates second control target value that the excessive motor of engine braking is exported when being used to prevent Vehicular turn; The 3rd computing unit, the 3rd control target value of calculation engine output makes the speed of a motor vehicle become and the irrelevant predetermined value of driver's throttle operation amount after described the 3rd computing unit works; Control unit is controlled motor output according to described first to the 3rd control target value.When described the 3rd control target value than described second control target value hour, described control unit is controlled motor output according to control target value bigger than described the 3rd control target value and below described second control target value.
According to above-mentioned first scheme, second control target value that the excessive motor of engine braking was exported when calculating was used to prevent Vehicular turn, calculating makes the speed of a motor vehicle become the 3rd control target value with the motor output of the irrelevant predetermined value of driver's throttle operation amount, when the 3rd control target value than second control target value hour, according to bigger than the 3rd control target value and control target value below second control target value is controlled motor output, thereby with when calculating the 3rd control target value, irrespectively compare with the magnitude relationship of second and third control target value according to the situation that the 3rd control target value is controlled motor output, can reduce reliably owing to the transverse force of driving wheel reduces the worry that the riding stability when causing Vehicular turn reduces, and with irrespectively compare with the magnitude relationship of second and third control target value according to the situation that second control target value is controlled motor output, can reduce the speed of a motor vehicle and the very big worry of predetermined value deviation effectively.
In addition, engine output controller can also comprise the 4th computing unit, and described the 4th computing unit calculates and makes slide the 4th control target value of unlikely excessive motor output of the driving of driving wheel.At this moment, when not calculating described the 3rd control target value, and described the 4th control target value is than described second control target value hour, and described control unit can be controlled motor output according to control target value bigger than described the 4th control target value and below described second control target value.
In addition, when described the 3rd control target value than described second control target value hour, described control unit can be controlled motor output according to described second control target value.
At this moment, owing to control motor output than second control target value hour according to second control target value, thereby can prevent reliably because the riding stability reduction of the transverse force reduction of driving wheel when causing Vehicular turn in the 3rd control target value.
In addition, control unit also can be controlled motor output according to first control target value when not calculating second and third control target value, do not control motor output according to second control target value when calculating the 3rd control target value having calculated second control target value, control motor output according to the 3rd control target value when having calculated the 3rd control target value not calculating second control target value, calculated second and third control target value but the 3rd control target value when second control target value is above, control motor output according to the 3rd control target value.
Alternative plan of the present invention relates to a kind of vehicle motor output-controlling device, and it has: first computing unit, first control target value of coming calculation engine to export according to driver's throttle operation amount at least; Second computing unit calculates second control target value that the excessive motor of engine braking is exported when being used to prevent Vehicular turn; The 4th computing unit calculates and to make slide the 4th control target value of unlikely excessive motor output of the driving of driving wheel; Control unit is controlled motor output according to described first, second with the 4th control target value.When described the 4th control target value than described second control target value hour, described control unit is controlled motor output according to control target value bigger than described the 4th control target value and below described second control target value.
According to alternative plan of the present invention, second control target value that the excessive motor of engine braking was exported when calculating was used to prevent Vehicular turn, and calculate and to make slide the 4th control target value of unlikely excessive motor output of the driving of driving wheel, when the 4th control target value than second control target value hour, according to bigger than the 4th control target value and control target value below second control target value is controlled motor output, thereby with when calculating the 4th control target value, irrespectively compare with the magnitude relationship of the second and the 4th control target value according to the situation that the 4th control target value is controlled motor output, can reduce reliably owing to the transverse force of driving wheel reduces the worry that the riding stability when causing Vehicular turn reduces, and with irrespectively compare the driving that can the reduce driving wheel effectively excessive worry of sliding according to the situation that second control target value is controlled motor output with the magnitude relationship of the second and the 4th control target value.
In addition, described the 4th computing unit also can be obtained the 4th Guaranteed control target value of tractive force, when described the 4th control target value of trying to achieve than described second control target value hour, according to bigger than described the 4th control target value and control target value below described second control target value is controlled motor output.
In addition, described the 4th computing unit also can be obtained the 4th Guaranteed control target value that is used to finish tractive force control, when described the 4th control target value of trying to achieve tried to achieve on the occasion of the time, described control unit is according to bigger than described the 4th control target value and control target value below described second control target value is controlled motor output.
In addition, when described the 4th control target value than described second control target value hour, described control unit also can be controlled motor output according to described second control target value.
At this moment, owing to control motor output than second control target value hour according to second control target value, thereby can prevent reliably because the riding stability reduction of the transverse force reduction of driving wheel when causing Vehicular turn in the 4th control target value.
In addition, control unit also can be controlled motor output according to first control target value when not calculating the second and the 4th control target value, do not control motor output according to second control target value when calculating the 4th control target value having calculated second control target value, control motor output according to the 4th control target value when having calculated the 4th control target value not calculating second control target value, calculated the second and the 4th control target value but the 4th control target value when second control target value is above, control motor output according to the 4th control target value.
In addition, if be used to finish the predetermined termination condition establishment of following control, wherein this control is meant the output of control motor and makes the driving of driving wheel slide unlikely excessive, then the 4th computing unit can be in the whole scheduled time with the 4th control target value as the control target value of finishing control and be calculated to be 0, when by the 4th computing unit the 4th control target value being calculated to be 0, control unit also can be controlled motor output according to the control target value below second control target value.
In addition, if be used to finish the predetermined termination condition establishment of following control, wherein this control is meant the output of control motor and makes the driving of driving wheel slide unlikely excessive, then the 4th computing unit can be in the whole scheduled time with the 4th control target value as the control target value of finishing control and be calculated to be 0, when by the 4th computing unit the 4th control target value being calculated to be 0, control unit also can be controlled motor output according to second control target value.
In addition, in first, second scheme of the invention described above, below the little reference value of the driving force of driving force the time of vehicle than this vehicle constant speed drive and vehicle turn to degree when its reference value is above, second computing unit also can calculate second control target value of the excessive motor output of engine braking when being used to prevent Vehicular turn.
In addition, the degree that turns to of vehicle also can be the size and the value of driving wheel with respect to the ratio of the size of the producible power in road surface of the transverse force of expression driving wheel.
In addition, the degree that turns to of vehicle also can be calculated according to the transverse acceleration of vehicle at least.
In addition, vehicle turns to degree also to can be used as the size of the transverse acceleration of vehicle is calculated divided by the value of the friction factor gained on road surface.
In addition, can judge whether vehicle is in steering state according to the size of the transverse acceleration of vehicle at least.
In addition, also can calculate the target drive force of driving wheel, can also calculate second control target value according to the target drive force of driving wheel according to the degree that turns to of vehicle.
Third party's case of the present invention relates to a kind of vehicle motor output control method.This controlling method comprises: first step, first control target value of coming calculation engine to export according to driver's throttle operation amount at least; Second step is calculated second control target value that the excessive motor of engine braking is exported when being used to prevent Vehicular turn; Third step calculates and to make the speed of a motor vehicle become the 3rd control target value with the motor output of the irrelevant predetermined value of driver's throttle operation amount; The 4th step, when described the 3rd control target value than described second control target value hour, control motor output according to control target value bigger than described the 3rd control target value and below described second control target value.
Cubic case of the present invention relates to a kind of vehicle motor output control method.This controlling method comprises: first step, first control target value of coming calculation engine to export according to driver's throttle operation amount at least; Second step is calculated second control target value that the excessive motor of engine braking is exported when being used to prevent Vehicular turn; Third step calculates and to make slide the 4th control target value of unlikely excessive motor output of the driving of driving wheel; The 4th step, when described the 4th control target value than described second control target value hour, described control unit is controlled motor output according to control target value bigger than described the 4th control target value and below described second control target value.
Description of drawings
In conjunction with the accompanying drawings, by description of preferred embodiments, above-mentioned and other purposes can be clear and definite of the present invention, feature and advantage, similar label is used to represent similar parts in the described accompanying drawing, in the described accompanying drawing:
Figure 1A is the structural representation that expression is applicable to first mode of execution rear wheel drive car, the vehicle according to the invention engine output controller that cruise control apparatus is installed;
Figure 1B is the block diagram of the control system of first mode of execution;
Fig. 2 is the flow chart of the motor Output Control Program in expression first mode of execution;
Fig. 3 is the flow chart of computer program of the target engine torque Tetb of the engine brake force control of expression in first, second mode of execution;
Fig. 4 is the plotted curve that concerns between degree Ds and the target vehicle retardation Gxbt that turns to of the vehicle of expression in first, second mode of execution;
Fig. 5 explanatory drawing that to be expression compare the situation of an example of the action of first mode of execution and existing engine output controller;
Fig. 6 A is the structural representation that expression is applicable to second mode of execution rear wheel drive car, the vehicle according to the invention engine output controller that cruise control apparatus is installed;
Fig. 6 B is the block diagram of the control system of second mode of execution;
Fig. 7 is the flow chart of the motor Output Control Program in expression second mode of execution;
Fig. 8 is the flow chart of the tractive force control program in expression second mode of execution;
Fig. 9 explanatory drawing that to be expression compare the situation of an example of the action of second mode of execution and existing engine output controller; With
Figure 10 is the flow chart of motor Output Control Program in the modification of expression second mode of execution.
Embodiment
Below, the several preferred embodiments that present invention will be described in detail with reference to the accompanying.
(first mode of execution)
Figure 1A is the structural representation that expression is applicable to first mode of execution rear wheel drive car, the vehicle according to the invention engine output controller that has been equipped with cruise control apparatus, and Figure 1B is the block diagram of its control system.
In Figure 1A, the driving force of motor 10 is reached on the live axle 18 by the automatic transmission 16 that comprises fluid torque converter 12 and gearbox 14.The driving force of live axle 18 is reached left rear wheel axletree 22L and off hind wheel axletree 22R by differential mechanism 20, drives left and right sides trailing wheel 24RL and 24RR rotation as driving wheel thus.
On the other hand, left and right sides front-wheel 24FL and 24FR are followers and are handwheels, handle with known manner by steering tie rod (tie-rod) by power steering gear that do not illustrate among Figure 1A, the rack-and-pinion formula, wherein, this power steering gear response driver is driven the handling maneuver of steering wheel.
Air inflow to motor 10 is controlled by the closure 28 that is arranged in the inlet air pathway 26, and closure 28 is driven by the throttle actuator 30 that comprises motor.Engine controlling unit 34 is according to the amount of jamming on by throttle position switch 32 detected gas pedals 33, and controls the aperture of closure 28 by throttle actuator 30.And, in the air supply opening of each cylinder of the inlet air pathway 26 of motor 10, being provided with the nozzle 36 of the fuel that is used for injected petrol and so on, the fuel injection amount of nozzle 36 is also controlled by engine controlling unit 34.
In engine controlling unit 34, the signal of representing the amount of jamming on (accelerator open degree Ap) of gas pedals 33 from throttle position switch 32 inputs, represent the signal of the aperture φ of closures 28 from throttle position sensor 38 inputs, and represent the signal of engine speed Ne and other engine control information from other not shown sensors inputs.
The target engine torque Tetn that engine controlling unit 34 will calculate according to accelerator open degree Ap etc. usually is as target engine torque Tet, calculate the target aperture φ st of closure 28 according to target engine torque Tet and engine speed Ne, and the aperture of control closure 28 makes it become target aperture φ st.Particularly, in illustrated first mode of execution, if accelerator open degree Ap is below the first reference value of beginning oil-break, then engine controlling unit 34 carries out oil-break to a part of cylinder that is the fuel of ending to be undertaken by nozzle 36 sprays at least, reach more than second reference value that finishes oil-break up to accelerator open degree Ap till.
And, in engine controlling unit 34, represent the signal of the target engine torque Tetb of engine brake forces control from braking/driving force control gear 40 inputs described later as required, and when carrying out Ruiss Controll, import the signal of expression target engine torque Tetc from cruise control apparatus 60.By switch 62 being switched to connect cruise control apparatus 60 is moved, make vehicle velocity V become the target velocity Vt that sets by speed assignment disk 64, calculate the target engine torque Tetc of Ruiss Controll according to vehicle velocity V, target velocity Vt etc. in known mode in the present technique field.
The flow chart that braking/driving force control gear 40 is shown in Figure 3 according to aftermentioned, the target engine braking force Fetw of the riding stability when calculating guarantees that Vehicular turn travels, and when target engine braking force Fetw than real engine braking force Feaw hour, Fetw comes the target engine torque Tetb of calculation engine braking force control according to target engine braking force, and will represent that the signal of target engine torque Tetb outputs to engine controlling unit 34.
The flow chart that engine controlling unit 34 is shown in Figure 2 according to aftermentioned, when from the signal of the target engine torque Tetb of braking/driving force control gear 40 input expression engine brake forces control, with target engine torque Tetb as target engine torque Tet.When the signal of representing the target engine torque Tetc of Ruiss Controll from cruise control apparatus 60 inputs, but in the time of not from the signal of the target engine torque Tetb of braking/driving force control gear 40 input expression engine brake forces control, engine controlling unit 34 with the target engine torque Tetc of Ruiss Controll as target engine torque Tet.When the signal of representing the target engine torque Tetc of Ruiss Controll from cruise control apparatus 60 inputs, and from the signal of the target engine torque Tetb of braking/driving force control gear 40 input expression engine brake forces control the time, engine controlling unit 34 with that less among target engine torque Tetc and target engine torque Tetb value as target engine torque Tet.Then, engine controlling unit 34 calculates the target aperture φ st of closure 28 according to target engine torque Tet and engine speed Ne.
And, when from the signal of the target engine torque Tetb of braking/driving force control gear 40 input expression engine brake forces control, though accelerator open degree Ap below the first reference value of beginning oil-break, engine controlling unit 34 does not carry out oil-break yet.
The braking force of left and right sides front-wheel 24FL, 24FR and left and right sides trailing wheel 24RL, 24RR is controlled by the retardation pressure of controlling corresponding wheel cylinder 46FL, 46FR, 46RL, 46RR by the oil hydraulic circuit 44 of braking device 42.Though do not illustrate in the drawings, but oil hydraulic circuit 44 comprises liquid-storage container, oil hydraulic pump and various control valve units etc., the retardation pressure of each wheel cylinder is usually by master cylinder 50 controls, this master cylinder 50 response drivers are driven the jamming on operation of brake petal 48, when the track of vehicle worsens, by controlling by braking/driving force control gear 40 control oil hydraulic circuits 44.
Shown in Figure 1B, in braking/driving force control gear 40, signal from lateral acceleration sensor 52 input expression vehicle lateral acceleration Gy, signal from friction factor sensor 54 input expression surface friction coefficient μ, from the signal of vehicle speed sensor 56 input expression vehicle velocity V, from the signal of yaw-rate (yaw ratio) sensor 58 input expression vehicle yaw rate γ.And in braking/driving force control gear 40, from the signal of engine controlling unit 34 input expression accelerator open degree Ap.
And, engine controlling unit 34, braking/driving force control gear 40, cruise control apparatus 60 comprise CPU, ROM, RAM and input/output port device etc. in fact respectively, and they can contain by interconnective microcomputer and the drive circuit with known configurations of two-way common bus.In addition, lateral acceleration sensor 52 and yaw rate sensor 58 detect the yaw rate gamma of the lateral acceleration G y and the vehicle of vehicle respectively, when all turning left with vehicle for just.
Though flow process is not shown in the drawings, but braking/driving force control gear 40 is according to the vehicle state quantity that changes along with travelling of vehicle, that calculates that the turn state amount SS of expression vehicle revolution (spin) degree and expression vehicle depart from (drift-out) degree departs from quantity of state DS, and according to turn state amount SS and depart from the target sliding ratio Rsti (i=fr of each wheel that quantity of state DS calculates the TRAJECTORY CONTROL of the stability-of-path that makes vehicle, fl, rr, rl), control the braking force of each wheel, make the sliding ratio of each wheel become target sliding ratio Rsti, suppress the TRAJECTORY CONTROL of turning round or departing from thus.
In addition, braking/driving force control gear 40 calculates the braking slippage SBi (i=fl, fr, rl, rr) of body speed of vehicle Vb and each wheel with the known manner in the present technique field according to the wheel velocity Vwi of each wheel, if the braking slippage SBi of any wheel is bigger than the reference value SBs of beginning anti-lock control (ABS control), the beginning condition of anti-lock control is set up, then this wheel is increased and decreased the anti-lock control of the pressure in the wheel cylinder, make the braking slippage in predetermined range, till the termination condition of anti-lock control is set up.
Then, with reference to the motor Output Control Program in flowchart text first mode of execution as shown in Figure 2.In addition, the control of carrying out based on flow chart shown in Figure 2 begins by the closure of not shown ignition switch, and the scheduled time till disconnecting to ignition switch repeats.This also is the same in aftermentioned second mode of execution.
At first, in step 10, read in signal by throttle position switch 32 detected expression accelerator open degree Ap, in step 20, whether the switch 62 of judging cruise control apparatus 60 is in on-state, when having carried out affirmative determination, enter step 70, when having carried out negative evaluation, enter step 30.
In step 30, wait the target engine torque Tetn that calculates common control according to accelerator open degree Ap, in step 40, judge whether to have imported the target engine torque Tetb of engine brake force control from braking/driving force control gear 40, when having carried out affirmative determination, in step 50, target engine torque Tet is made as the target engine torque Tetb of engine brake force control, when having carried out negative evaluation, in step 60, target engine torque Tet is made as the target engine torque Tetn of common control.
In step 70, wait the target engine torque Tetc that calculates Ruiss Controll according to vehicle velocity V, target velocity Vt, wherein said Ruiss Controll is used for vehicle velocity V is become the target velocity Vt that sets, in step 80, judge whether to have imported the target engine torque Tetb of engine brake force control from braking/driving force control gear 40, when having carried out negative evaluation, enter step 110, when having carried out affirmative determination, enter step 90.
In step 90, whether the target engine torque Tetc that judges Ruiss Controll is less than the target engine torque Tetb of engine brake force control, when having carried out affirmative determination, in step 100, target engine torque Tet is made as the target engine torque Tetb of engine brake force control, when having carried out negative evaluation, in step 110, target engine torque Tet is made as the target engine torque Tetc of Ruiss Controll.
In addition, when in the implementation in Ruiss Controll when braking/driving force control gear 40 has been imported the target engine torque Tetb of engine brake force control, in general, because the target engine torque Tetc of the Ruiss Controll also target engine torque Tetb of ratio engine braking force control is little, thereby the judgement that also can omit step 90.
In step 120, calculate target throttle valve φ t according to target engine torque Tet and engine speed Ne, in step 130, φ makes it become target throttle valve φ t by the control throttle opening, thereby the output of motor 10 is controlled to be the best.
Then, with reference to flow chart shown in Figure 3, the calculating of the target engine torque Tetb of the control of the engine brake force in first mode of execution shown in the figure is described.
At first, in step 210, calculate the value that the absolute value Gya with the lateral acceleration G y of vehicle obtains divided by the coefficientoffriction on road surface, it is turned to degree Ds as vehicle.In step 220, according to vehicle turn to degree Ds, by calculating the target vehicle retardation Gxbt that vehicle stabilization is turned to the corresponding mapping of plotted curve shown in Figure 4.And, the coefficientoffriction on road surface is corresponding with respect to the producible power in road surface with left and right sides trailing wheel 24RL, 24RR as driving wheel, the lateral acceleration G y of vehicle is corresponding with respect to the transverse force that the road surface produces with left and right sides trailing wheel, therefore, the degree Ds that turns to of vehicle means that transverse force accounts for the ratio of left and right sides trailing wheel with respect to the producible power in road surface.
In step 230, according to based on the target engine braking force Fetw on the turning radius of the speed ratio of the speed ratio Rt of automatic transmission 16 speed change levels, differential gearing 20, left and right sides trailing wheel 24RL, 24RR, the earth point that target vehicle retardation Gxbt calculates left and right sides trailing wheel 24RL, 24RR.In step 240,, calculate the real engine braking force Feaw on the earth point of left and right sides trailing wheel 24RL, 24RR by not shown mapping according to accelerator open degree Ap, engine speed Ne and speed ratio Rt etc.
In step 250, judge that whether target engine braking force Fetw is less than real engine braking force Feaw, judge promptly whether engine braking is excessive, whether need to increase the output torque of motor 10, when having carried out negative evaluation, the temporary transient control that finishes based on program shown in Figure 3 enters step 260 when having carried out affirmative determination.
In step 260, export the command signal that is intended to forbid oil-break to engine controlling unit 34.In step 270, according to the turning radius of target engine braking force Fetw, left and right sides trailing wheel 24RL, 24RR, calculate target engine torque Tetb based on the speed ratio Rt of the speed change level of automatic transmission 16 and the speed ratio of differential gearing 20, and to the signal of engine controlling unit 34 output expression target engine torque Tetb.
The engine output controller of first mode of execution so as shown in the figure, whether the switch 62 according to cruise control apparatus 60 is in on-state and whether has calculated the target engine torque Tetb that engine brake force is controlled, the following action, calculate optimal objective engine torque Tet according to situation thus, and the output of motor 10 is controlled to be the best according to target engine torque Tet.
(1) switch 62 of cruise control apparatus 60 disconnects, and when not importing the target engine torque Tetb of engine brake force control
At this moment do not carry out Ruiss Controll, needn't worry owing to excessive engine brake force causes the vehicle running state instability, carry out negative evaluation this moment in step 20, and carry out negative evaluation in step 40.In step 60, target engine torque Tet is made as the target engine torque Tetn of common control thus, and controls the output of motor 10 according to the target engine torque Tetn of common control.
(2) switch 62 disconnects, and the target engine torque Tetb of input engine brake force control the time
At this moment do not carry out Ruiss Controll, can worry owing to excessive engine brake force causes the vehicle running state instability, in step 20, carry out negative evaluation this moment, but in step 40, carry out affirmative determination, in step 50, target engine torque Tet is made as the target engine torque Tetb of engine brake force control.Thus, control the output of motor 10 according to the target engine torque Tetb of engine brake force control.
(3) switch 62 is connected, and when not importing the target engine torque Tetb of engine brake force control
At this moment carry out Ruiss Controll, needn't worry owing to excessive engine brake force causes the vehicle running state instability, in step 20, carry out affirmative determination this moment, but in step 80, carry out negative evaluation, in step 110, target engine torque Tet is made as the target engine torque Tetc of Ruiss Controll.Thus, control the output of motor 10 according to the target engine torque Tetc of Ruiss Controll.
(4) switch 62 is connected, and when having imported the target engine torque Tetb of engine brake force control
At this moment carry out Ruiss Controll, and can worry owing to excessive engine brake force causes the vehicle running state instability, in step 20,80,90, carry out affirmative determination this moment, in step 100, target engine torque Tet is made as the target engine torque Tetb of engine brake force control, thus, control the output of motor 10 according to the target engine torque Tetb of engine brake force control.
Therefore, according to first mode of execution as shown in the figure, reduce engine torque Te by Ruiss Controll, when engine brake force excessive and when making the travelling state of vehicle unsettled, control the output of motor 10 according to the target engine torque Tetb of engine brake force control.Thus, can prevent to cause the travelling state instability of vehicle reliably owing to excessive engine brake force.
In addition, according to first mode of execution as shown in the figure, because being had precedence over based on the target engine torque Tetc ground of Ruiss Controll, the target engine torque Tetb of engine brake force control do not control engine torque Te, thereby under the situation high, can prevent reliably owing to control the problem that engine torque Te causes vehicle velocity V to be controlled to be the target vehicle speed Vt of Ruiss Controll according to the target engine torque Tetb of engine brake force control based on the target engine torque Tetb of the target engine torque Tetc ratio engine braking force control of Ruiss Controll.
For example, Fig. 5 is for following situation, represent the explanatory drawing that the action of first mode of execution and engine output controller in the past compare, described situation is meant: under the situation of constant speed drive by Ruiss Controll because descending makes the speed of a motor vehicle improve, reduce engine torque Te by Ruiss Controll, be that vehicle becomes steering state under 0 the situation at throttle opening φ, engine brake force is excessive and make the travelling state instability of vehicle.
As shown in Figure 5,, begin to descend based on the target engine torque Tetc of Ruiss Controll at moment t1, from moment t2 to moment t4 till target engine torque Tetc become 0, begin to rise at moment t4 target engine torque Tetc.And from moment t2 and the moment t3 between the t4 constantly, till the later moment t5 of t4 constantly, the target engine torque Tetb of engine brake force control become on the occasion of.
In Fig. 5, shown in (b), in engine output controller in the past, when based on the target engine torque Tetb of the target engine torque Tetc ratio engine braking force control of Ruiss Controll when preferential, till playing constantly t4 from moment t2, target engine torque Tet becomes 0, it is not enough to play till the t4 constantly the motor output between this from moment t3, owing to excessive engine brake force causes reducing as the transverse force of the left and right sides trailing wheel of driving wheel, and the stability of vehicle reduces easily.
In addition, in Fig. 5, shown in (c), in engine output controller in the past, when the target engine torque Tetb of engine brake force control ratio is preferential based on the target engine torque Tetc of Ruiss Controll, till playing constantly t5 from moment t3, because target engine torque Tet is set as the target engine torque Tetb of engine brake force control, thereby the riding stability can prevent to cause Vehicular turn owing to engine brake force is superfluous the time worsens, but till from moment t4 to moment t5, because target engine torque is made as than based on the little value of the target engine torque Tetc of Ruiss Controll, thereby vehicle velocity V can't be controlled to be the target velocity Vt of setting, vehicle velocity V becomes the speed lower than target vehicle speed Vt.
For this, according to first mode of execution as described in Figure, in Fig. 5, shown in (a), play than till the moment t4 moment t4 ' a little backward from moment t3, target engine torque Tet is made as the target engine torque Tetb of engine brake force control.The later target engine torque Tet of t4 ' is set as the target engine torque Tetc based on Ruiss Controll constantly.
Therefore, from moment t3 to the moment t4 ', the problem that riding stability in the time of can preventing to cause Vehicular turn owing to engine brake force is excessive reliably worsens, and after moment t4 ', can prevent reliably owing to the not enough problem that causes vehicle velocity V to be controlled to be the target vehicle speed Vt of setting of motor output.
Particularly, according to first mode of execution as shown in the figure, when in step 80, having carried out affirmative determination, the target engine torque Tetc that judges Ruiss Controll in the step 90 whether target engine torque Tetb of ratio engine braking force control is little, when having carried out affirmative determination, in step 100, target engine torque Tet is made as the target engine torque Tetb of engine brake force control, and when having carried out negative evaluation, in step 110, target engine torque Tet is made as the target engine torque Tetc of Ruiss Controll.Therefore, at the target engine torque Tetc of Ruiss Controll under the situation more than the target engine torque Tetb of engine brake force control, can prevent from reliably unnecessarily to establish target engine torque Tet less, thereby prevent from unnecessarily to reduce the output of motor.
(second mode of execution)
Fig. 6 A is the structural representation that expression is applicable to second mode of execution rear wheel drive car, the vehicle according to the invention engine output controller of being furnished with the tractive force control gear, and Fig. 6 B is the block diagram of its control system.In addition, in Fig. 6 A, Fig. 6 B, to the parts identical with the parts shown in Figure 1A, Figure 1B marked with Figure 1A, Figure 1B in the identical label of institute's target label.
In this second mode of execution, as shown in Figure 6, from importing the signal of the wheel velocity Vwi (i=fl, fr, rl, rr) that represents corresponding wheels to braking/driving force control gear 40 with the vehicle-wheel speed sensor 66FL～66RR of corresponding settings of each wheel.Braking/driving force control gear 40 calculates the acceleration slippage SAj (j=rl, rr) (slippage when vehicle quickens) of body speed of vehicle Vb and left and right sides trailing wheel according to the wheel velocity Vwi of each wheel in known mode in the present technique field.
In addition as shown in Figure 8, if it is bigger than the reference value of beginning tractive force control (TRC control) to quicken slippage SAj, the words that the beginning condition of tractive force control is set up, then till the termination condition of tractive force control is set up, 40 pairs of these wheels of braking/driving force control gear calculate and make that quickening slippage is in the interior target drive torque Twtj (j=rl of predetermined range, rr), and according to the target drive torque Teta of driving torque Twj calculation engine, target aperture φ t according to target drive torque Teta and engine speed Ne calculating closure 28, the aperture of control closure 28 makes it to become target aperture φ t, carries out tractive force control thus.
In addition, as shown in Figure 8, if the termination condition of tractive force control is set up, then braking/driving force control gear 40 is controlled to be closure 28 fully in whole scheduled time and cuts out, so that the throttle opening φ of motor 10 is 0 (that is, making that target engine torque is 0).Thus, carry out the finishing control of tractive force control, prevent to quicken the excessive and feasible once more and then tractive force control of slippage SAj and finish to begin once more afterwards tractive force control.
In addition, according to flow chart as shown in Figure 7, set up and the throttle opening φ of motor 10 should be controlled to be at the termination condition of tractive force control under 0 the situation, braking/driving force control gear 40 is behind the target engine torque Tetb that has calculated engine brake force control, calculate the target aperture φ t of closure 28 according to target engine torque Tetb and engine speed Ne, and the aperture of closure 28 is controlled to be target aperture φ t, thus, make and to be used to guarantee that the control ratio tractive force control that turns to riding stability of vehicle is preferential.
In addition, in this second mode of execution, the braking/driving force control gear 40 also situation with above-mentioned first mode of execution is the same, according to flow chart as shown in Figure 3, and the target engine braking force Fetw of calculation engine braking force control when turning to of vehicle travelled.When target engine braking force Fetw than real engine braking force Feaw hour, braking/driving force control gear 40 comes the target engine torque Tetb of calculation engine braking force control according to target engine braking force Fetw, and the signal storage that will represent target engine torque Tetb is in RAM.
Then, with reference to flow chart as shown in Figure 7, the output of the motor among Fig. 2 control is described.And in Fig. 7, flag F aj (j=rl, rr) is with whether to be in tractive force Guaranteed relevant, and 1 means that to be in tractive force Guaranteed.In addition, flag F bj (j=rl, rr) is relevant with the finishing control of whether having carried out tractive force control, and 1 means the finishing control of having carried out tractive force control.
At first, in step 310, read in the signal of expression accelerator open degree Ap etc., in step 320, according to target engine torque Tetn that calculating is in known manner controlled usually in the present technique field such as accelerator open degree Ap.
In step 330, whether judge mark Faj (Farl or Farr) is 1, it is Guaranteed to judge promptly whether in the trailing wheel of the left and right sides at least one is in tractive force, when having carried out affirmative determination, the target engine torque Tettj that target engine torque Tet is made as the tractive force control that calculates according to aftermentioned program shown in Figure 8 in step 340 is (when left and right sides trailing wheel all is in tractive force when Guaranteed, be value less among Tettrl and the Tettrr), enter step 410 afterwards; And when in step 330, having carried out negative evaluation, enter step 350.
In step 350, whether judge mark Fbj (Fbrl or Fbrr) is 1, promptly judge whether in the trailing wheel of the left and right sides at least one carried out the finishing control of tractive force control, when having carried out negative evaluation, enter step 380, when having carried out affirmative determination, enter step 360.
In step 360, the target engine torque Tetb that judges engine brake force control whether be calculated as on the occasion of, when having carried out affirmative determination, enter step 390; When having carried out negative evaluation, in step 370, target throttle valve φ t is made as 0, and after enter step 420.
In step 380, identical with the situation of above-mentioned steps 360, the target engine torque Tetb that judges engine brake force control whether be calculated as on the occasion of, when having carried out affirmative determination, in step 390, target engine torque Tet is made as the target engine torque Tetb of engine brake force control, enters step 410 then; When having carried out negative evaluation, in step 400, target engine torque Tet is made as the target engine torque Tetn of common control, enter step 410 then.
In step 410, calculate target throttle valve φ t according to target engine torque Tet and engine speed Ne, in step 420, throttle opening φ control is become target throttle valve φ t, the output with motor 10 is controlled to be optimum thus.
Then, with reference to as shown in Figure 8 flow chart, the calculating of the target drive torque Tett of the motor of the control of the tractive force in second mode of execution is described.Alternately carry out control for left rear wheel and off hind wheel based on as shown in Figure 8 flow chart.
At first, in step 510, read in the signal of expression wheel velocity Vwi etc., whether judge mark Fbj is 1 in step 520, promptly judge whether this wheel has been carried out the finishing control of tractive force control, when having carried out negative evaluation, enter step 560, when having carried out affirmative determination, the cycle of inciting somebody to action flow process as shown in Figure 8 in step 530 makes time counting value Tcj increase Δ T as Δ T.
In step 540, whether judgement time count value Tcj is more than reference value Tco (positive constant), the finishing control that promptly judges whether described wheel is continued to carry out tractive force control reached more than the stipulated time, when having carried out negative evaluation, enter step 610, when having carried out affirmative determination, in step 550, flag F bj is reset to 0.
Whether judge mark Faj is 1 in step 560, promptly judges whether described wheel has been carried out tractive force control, enters step 590 when having carried out affirmative determination, enters step 570 when having carried out negative evaluation.
In step 570, whether judgement sets up the beginning condition that described wheel carries out tractive force control, enters step 600 when having carried out negative evaluation, in step 580 flag F aj is made as 1 when having carried out affirmative determination.
In step 590, whether judgement sets up the termination condition that described wheel carries out tractive force control, when having carried out negative evaluation, enter step 620, when having carried out affirmative determination, then in step 600, flag F aj is reset to 0, and flag F bj is made as 1, and in step 610, the target engine torque Tett of tractive force control is made as 0.
In step 620, be used to make acceleration slippage SAj to be in the target drive torque Twtj (j=rl, rr) of the described wheel in the predetermined range for described wheel calculating, in step 630, according to the turning radius of target drive torque Twtj, left and right sides trailing wheel 24RL, 24RR, calculate target engine torque Tettj based on the speed ratio Rt of the speed change level of automatic transmission 16, the speed ratio of differential gear mechanism 20, in step 640 with the signal storage of expressive notation Faj, flag F bj, target engine torque Tettj in RAM.
The engine output controller of second mode of execution so as shown in the figure, according to whether carry out tractive force control, whether carry out tractive force control finishing control, whether calculated the target engine torque Tetb of engine brake force, the following action, thus according to situation calculating optimum target engine torque Tet, and the output of motor is controlled to be optimum according to target engine torque Tet.
(1) do not carry out tractive force control and finishing control thereof, and target drive torque Tetb be not on the occasion of the time
At this moment the output of motor can be not superfluous, also needn't worry to cause the travelling state instability of vehicle owing to excessive engine brake force, in step 330,350,380, carry out negative evaluation this moment respectively, so in step 400, target engine torque Tet is made as the target engine torque Tetn of common control, and controls the output of motor 10 according to common target engine torque Tetn.
(2) do not carry out tractive force control and finishing control thereof, target drive torque Tetb be on the occasion of the time
At this moment the output of motor can be not superfluous, can worry to cause the travelling state instability of vehicle owing to excessive engine brake force, in step 330 and step 350, carry out negative evaluation this moment, but in step 380, carry out affirmative determination, so in step 390, target engine torque Tet is made as the target engine torque Tetb of engine brake force control, controls the output of motor 10 thus according to target engine torque Tetb.
When (3) carrying out tractive force control
At this moment the output surplus of motor, do not consider whether can worry to cause the travelling state instability of vehicle this moment owing to excessive engine brake force, in step 330, carry out affirmative determination, so in step 340, target engine torque Tet is made as the target engine torque Tett of tractive force control, controls the output of motor 10 thus according to target engine torque Tett.
(4) carry out the finishing control of tractive force control, target drive torque Tetb be not on the occasion of the time
At this moment finish the finishing control of tractive force control, can worry to cause the travelling state instability of vehicle owing to excessive engine brake force, in step 330, carry out negative evaluation this moment, in step 350, carry out affirmative determination, in step 360, carry out negative evaluation, so in step 370 target throttle valve φ t is made as 0, the output of controlling motor 10 thus makes throttle opening φ close fully.
(5) when the finishing control of carrying out tractive force control and target drive torque Tetb on the occasion of the time
At this moment finish the finishing control of tractive force control, can worry to cause the travelling state instability of vehicle owing to excessive engine brake force, in step 330, carry out negative evaluation this moment, in step 350, carry out affirmative determination, in step 360, carry out affirmative determination, so in step 390, target engine torque Tet is made as the target engine torque Tetb of engine brake force control, controls the output of motor 10 thus according to target engine torque Tetb.
Therefore, according to second mode of execution as shown in the figure, in the finishing control that finishes tractive force control and to control throttle opening φ be under 0 the situation, vehicle becomes steering state, even it is excessive and when making the travelling state of vehicle unsettled, also control the output of motor 10 according to the target engine state Tetb of engine brake force control at engine brake force.Can prevent to cause the travelling state instability of vehicle thus reliably owing to excessive engine brake force.
For example, Fig. 9 is for following situation, the explanatory drawing that expression compares the action of second mode of execution and in the past engine output controller, described situation is meant: finish and carry out under the situation of finishing control of tractive force control in tractive force control, engine brake force is excessive.
As shown in Figure 9, till moment t1, the driver is excessive to the amount of jamming on of gas pedal 33, thereby carry out tractive force control, the moment t1 driver amount of jamming on of gas pedal 33 is reduced, Ap becomes 0 at moment t3 accelerator open degree, then finish in the control of moment t1 tractive force, and carry out the finishing control of tractive force control till from moment t1 to t4.And, the target engine torque Tetb that makes engine brake force control from moment t1 moment t2 a little backward become on the occasion of.
In Fig. 9, shown in (b), under the situation of in the past engine output controller, till playing constantly t4 from moment t1, finishing control by tractive force control is controlled to be 0 with target throttle valve φ t, thereby have such situation, promptly because the resistance of motor 10 etc. cause it to become negative value, the vehicle run stability when causing turning to thereby engine brake force is excessive worsens the actual output torque Te of motor 10 after moment t1.
For this, according to second mode of execution as shown in the figure, among Fig. 9 shown in (a), the target engine torque Tet of the motor that moment t2 is later is set as the target engine torque Tetb of engine brake force control, thereby the actual output torque Te of motor 10 can not become negative value, thereby can prevent to cause owing to engine brake force is excessive the riding stability of vehicle to worsen reliably.
Above, describe the present invention in detail at certain embodiments, but the present invention being not limited in the foregoing description, those skilled in the art should be as can be known clear and definite, and other various embodiments can within the scope of the invention.
For example for above-mentioned first mode of execution, in step 100, target engine torque Tet is made as the target engine torque Tetb of engine brake force control, but also can followingly revise, promptly, target engine torque Tet is made as bigger than the target engine torque Tetc of Ruiss Controll, and the little KTetb of the target engine torque Tetb of ratio engine braking force control, wherein K be than 0 big, than 1 little positive constant coefficients.
In addition, for this modification, under the situation of above-mentioned example shown in Figure 5, shown in the double dot dash line among Fig. 5 (a), till playing the moment between the t4 and t4 ' constantly from moment t3, target engine torque Tet is made as the target engine torque Tetb of engine brake force control and the value of the target engine torque Tetc centre of Ruiss Controll.
Equally, for above-mentioned second aforesaid way, in step 390, target engine torque Tet is made as the target engine torque Tetb of engine brake force control, but also can followingly revise, that is, target engine torque Tet is made as the little KTetb of target engine torque Tetb of ratio engine braking force control, wherein K be than 0 big, than 1 little positive constant coefficients.
In addition, for above-mentioned first mode of execution, can realize the adjustment of the target engine torque Tetc and the target engine torque Tetb that engine brake force is controlled of Ruiss Controll, for above-mentioned second mode of execution, can realize the target engine torque of the finishing control that tractive force is controlled and the adjustment of the target engine torque Tetb that engine brake force is controlled, but for example step 330～410 that also can execution graph 7 replace step 40～60 of Fig. 2, thereby the first above-mentioned mode of execution and second mode of execution are made up.
In addition, for the various embodiments described above, first to fourth control target value of motor is a target engine torque, but first to fourth control target value of motor so long as be used to controls the parameter of motor output and get final product, and for example can be the arbitrary parameter as target throttle valve.
In addition, for the various embodiments described above, the degree Ds that turns to of vehicle is calculated as the value of the absolute value Gya of the lateral acceleration G y that uses vehicle divided by the coefficientoffriction gained on road surface, but the absolute value Gya of the lateral acceleration G y of vehicle is for example replaceable be and the transverse force of vehicle or the corresponding arbitrary value of transverse force of wheel, steering tie rod axle power for example, the self-align torque of handwheel (self-aligning torque), or with the multiply each other absolute value of transverse acceleration of the vehicle that calculated of the yaw rate gamma of vehicle velocity V and vehicle, also the coefficientoffriction on road surface can be replaced with the weight of vehicle or the ground connection load of wheel amasss with the coefficientoffriction on road surface is, in addition, can also save the division arithmetic of the coefficientoffriction of road pavement, thereby make that the degree Ds that turns to of vehicle is the absolute value Gya etc. of the lateral acceleration G y of vehicle.
In addition, in each above-mentioned mode of execution, vehicle is the rear wheel drive car, but the vehicle that the present invention is suitable for also can be front wheel drive car or four-wheel drive vehicle.In addition, the first reference value that becomes the beginning oil-break as accelerator open degree Ap carries out oil-break to a part of cylinder when following at least, reach more than second reference value that finishes oil-break up to accelerator open degree Ap till, but the present invention also is applicable to the vehicle that does not carry out oil-break.
In addition, in the second above-mentioned mode of execution, can't realize the target engine torque of tractive force control and the adjustment of the target engine torque Tetb that engine brake force is controlled, but also can following modification with the flow process of Fig. 7, for example as shown in Figure 10, when in step 330, having carried out affirmative determination, the target engine torque Tettj that judges tractive force control in the step 335 whether target engine torque Tetb of ratio engine braking force control is little, when having carried out negative evaluation, in step 340, target engine torque Tet is made as the target engine torque Tettj of tractive force control, when having carried out affirmative determination, enter step 390, target engine torque Tet is made as the target engine torque Tetb of engine brake force control.
Claims (9)
1. a vehicle motor output-controlling device has: first computing unit, first control target value of coming calculation engine to export according to driver's throttle operation amount at least; And the 3rd computing unit, the 3rd control target value of calculation engine output makes the speed of a motor vehicle become and driver's the irrelevant predetermined value of throttle operation amount after described the 3rd computing unit works; Described vehicle motor output-controlling device is characterised in that also have: second computing unit, calculate second control target value that the excessive motor of engine braking is exported when being used to prevent Vehicular turn; And control unit, control motor output according to described first to the 3rd control target value; Wherein, when described the 3rd control target value than described second control target value hour, described control unit is controlled motor output according to control target value bigger than described the 3rd control target value and below described second control target value.
2. vehicle motor output-controlling device as claimed in claim 1 is characterized in that, also comprises: the 4th computing unit, described the 4th computing unit calculate and make slide the 4th control target value of unlikely excessive motor output of the driving of driving wheel; When not calculating described the 3rd control target value, and described the 4th control target value is than described second control target value hour, and described control unit is controlled motor output according to control target value bigger than described the 4th control target value and below described second control target value.
3. vehicle motor output-controlling device as claimed in claim 1 or 2 is characterized in that, when described the 3rd control target value than described second control target value hour, described control unit is controlled motor output according to described second control target value.
4. a vehicle motor output-controlling device has: first computing unit, first control target value of coming calculation engine to export according to driver's throttle operation amount at least; And the 4th computing unit, calculate and make slide the 4th control target value of unlikely excessive motor output of the driving of driving wheel; Described vehicle motor output-controlling device is characterised in that also have: second computing unit, calculate second control target value that the excessive motor of engine braking is exported when being used to prevent Vehicular turn; And control unit, control motor output according to described first, second with the 4th control target value; Wherein, when described the 4th control target value than described second control target value hour, described control unit is controlled motor output according to control target value bigger than described the 4th control target value and below described second control target value.
5. vehicle motor output-controlling device as claimed in claim 4, it is characterized in that, under the situation of carrying out tractive force control, described the 4th computing unit is obtained described the 4th control target value, when described the 4th control target value of trying to achieve than described second control target value hour, control motor output according to control target value bigger than described the 4th control target value and below described second control target value.
6. as claim 4 or 5 described vehicle motor output-controlling devices, it is characterized in that, be used to finish in execution under the situation of control of tractive force control, described the 4th computing unit is obtained described the 4th control target value, when described the 4th control target value of trying to achieve tried to achieve on the occasion of the time, described control unit is controlled motor output according to control target value bigger than described the 4th control target value and below described second control target value.
7. as claim 4 or 5 described vehicle motor output-controlling devices, it is characterized in that, when described the 4th control target value than described second control target value hour, described control unit is controlled motor output according to described second control target value.
8. vehicle motor output control method comprises:
First step (S30), first control target value of coming calculation engine to export at least according to driver's throttle operation amount;
Second step (S210-S270) is calculated second control target value that the excessive motor of engine braking is exported when being used to prevent Vehicular turn;
Third step (S70) calculates and to make the speed of a motor vehicle become the 3rd control target value with the motor output of the irrelevant predetermined value of driver's throttle operation amount; And
The 4th step (S130), when described the 3rd control target value than described second control target value hour, control motor output according to control target value bigger than described the 3rd control target value and below described second control target value.
9. vehicle motor output control method comprises:
First step (S320), first control target value of coming calculation engine to export at least according to driver's throttle operation amount;
Second step (S210-S270) is calculated second control target value that the excessive motor of engine braking is exported when being used to prevent Vehicular turn;
Third step (S630) calculates and to make slide the 4th control target value of unlikely excessive motor output of the driving of driving wheel; And
The 4th step (S420), when described the 4th control target value than described second control target value hour, control unit is controlled motor output according to control target value bigger than described the 4th control target value and below described second control target value.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2003407753A JP2005163753A (en) | 2003-12-05 | 2003-12-05 | Engine output controller for vehicle |
| JP407753/2003 | 2003-12-05 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1624309A CN1624309A (en) | 2005-06-08 |
| CN100564842C true CN100564842C (en) | 2009-12-02 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB200410096574XA Expired - Fee Related CN100564842C (en) | 2003-12-05 | 2004-12-03 | Vehicle motor output-controlling device and controlling method |
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| Country | Link |
|---|---|
| JP (1) | JP2005163753A (en) |
| CN (1) | CN100564842C (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4462148B2 (en) * | 2005-09-01 | 2010-05-12 | 株式会社デンソー | Cruise control equipment |
| CN102019929B (en) * | 2010-12-06 | 2014-08-06 | 联合汽车电子有限公司 | Cruising and active adjustable speed limiting system of vehicle |
-
2003
- 2003-12-05 JP JP2003407753A patent/JP2005163753A/en active Pending
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- 2004-12-03 CN CNB200410096574XA patent/CN100564842C/en not_active Expired - Fee Related
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| CN1624309A (en) | 2005-06-08 |
| JP2005163753A (en) | 2005-06-23 |
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