CN104612842A - Driving force limiting device - Google Patents
Driving force limiting device Download PDFInfo
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- CN104612842A CN104612842A CN201410584681.0A CN201410584681A CN104612842A CN 104612842 A CN104612842 A CN 104612842A CN 201410584681 A CN201410584681 A CN 201410584681A CN 104612842 A CN104612842 A CN 104612842A
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- Prior art keywords
- driving
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- driving mechanism
- displacement
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/04—Arrangement or mounting of internal-combustion or jet-propulsion units with the engine main axis, e.g. crankshaft axis, transversely to the longitudinal centre line of the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/12—Arrangement of engine supports
- B60K5/1208—Resilient supports
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/12—Arrangement of engine supports
- B60K5/1208—Resilient supports
- B60K5/1216—Resilient supports characterised by the location of the supports relative to the motor or to each other
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/602—Pedal position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/26—Control of the engine output torque by applying a torque limit
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/28—Control for reducing torsional vibrations, e.g. at acceleration
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
A driving force limiting device is provided. The driving force limiting device can prevent drivability deviation without increase of adaptation labor time. An ECU is arranged in a vehicle having an engine mount including a drive mechanism comprising a motor, with respect to a body of the vehicle in an elastic force support and limits an output torque of the motor after an accelerator pedal sensor detect that an accelerator pedal is depressed, until the drive mechanism (14) has no displacement in relation to the body of the vehicle, tnamely until a shift rate dP is less than or 1(START to step S5).
Description
Technical field
The present invention relates to driving force restricting means, specifically, relate to following driving force restricting means: it is equipped on the main body that possesses relative to vehicle with the vehicle of supporting part of elastic force support package containing the driving mechanism of driving source, the driving force of restriction driving mechanism.
Background technique
In order to suppress the vibration of driving mechanism to pass to passenger, and by forming the engine stand carrying out the supporting part supported with elastic force driving mechanism is assembled to the main body of vehicle.When the requested acceleration of vehicle, driving mechanism makes driving force increase.When the driving force of driving mechanism increases, driving mechanism makes engine stand distortion conjugate centered by live axle.Therefore, all driving forces, before the displacement of driving mechanism terminates, cannot be delivered to driving wheel by driving mechanism.
When the displacement of driving mechanism terminates, when all driving forces of driving mechanism are passed to driving wheel, vehicle can suddenly accelerate.Like this, even if the vehicle bend the throttle with engine stand also can not accelerate immediately, but rear anxious acceleration after a while, thus cornering ability declines.
Particularly, when vehicle is in vehicle stop state or deceleration regime, when bend the throttle, the displacement of driving mechanism can increase, therefore, before the displacement of driving mechanism terminates, there is the what is called " the tactile end " that engine stand becomes the state of the power of following the string.
When occurring to touch the end, the driving force that the displacement of driving mechanism consumes can be delivered to driving wheel, thus makes the acceleration meeting overshoot of vehicle, and cornering ability declines.
In order to suppress the decline of such cornering ability, existing driving force restricting means suppresses the Driving Torque of internal-combustion engine, makes the driving force of driving mechanism till the displacement that accelerate to driving mechanism requested from vehicle terminates increase at leisure.
But, existing driving force restricting means in order to suppress the deviation of cornering ability, be when Rail car manufacture adaptive suppress the Driving Torque of internal-combustion engine during and amount of suppression.Therefore, existing driving force restricting means increases for suppressing the adaptive man-hour of the deviation of cornering ability.
Such as, in special permission No. 4962447 publication, propose the vibration damping equipment of the internal-combustion engine being provided with engine stand.This vibration damping equipment independently suppresses to vibrate by the operating condition with internal-combustion engine and improves for the purpose of cornering ability, the load torque of presumption internal-combustion engine and estimate the displacement of engine stand, according to the load torque of internal-combustion engine and the displacement of engine stand, the load torque of setting alternator.
prior art document
patent documentation
Patent documentation 1: specially permit No. 4962447 publication
Summary of the invention
the problem that invention will solve
But, speciallyying permit the vibration damping equipment proposed in No. 4962447 publication is also the displacement calculating the engine stand caused because of the load of internal-combustion engine according to equation of motion, therefore, foozle and aging meeting cause the characteristic of engine stand and produce deviation around the moment of inertia of internal combustion engine output shaft, make for suppressing increase the adaptive man-hour of the deviation of cornering ability.
Therefore, the present invention completes to solve such problem, its object is to, and provides and can not make the adaptive driving force restricting means preventing the deviation of cornering ability man-hour increasedly.
for the scheme of dealing with problems
1st aspect of the present invention is vehicle driving force restricting means, and above-mentioned vehicle possesses: supporting part, and its main body relative to vehicle is with the driving mechanism of elastic force support package containing driving source; And torque limiting unit, it is to have acceleration request for condition to vehicle, the Driving Torque of restriction driving source, the feature of above-mentioned driving force restricting means is, possesses displacement calculating section, this displacement calculating section calculates the displacement of the driving mechanism that the driving force because of driving mechanism causes according to the drive condition of vehicle, and the Driving Torque of torque limiting unit restriction driving source is until the displacement that displacement calculating section calculates no longer increases.
As the 2nd aspect of the present invention, can be, the vehicle-wheel speed sensor of the OSS also possessing the rotating speed of the output shaft detecting driving mechanism and the rotating speed detecting driving wheel, the ratio of the rotating speed that displacement calculating section detects with vehicle-wheel speed sensor according to the rotating speed that OSS detects, calculates the displacement of driving mechanism.
invention effect
Like this, in in the above-mentioned 1st, calculate the displacement of the driving mechanism that the driving force because of driving mechanism causes according to the drive condition of vehicle, the Driving Torque of restriction driving source until the displacement calculated no longer increases, therefore, it is possible to do not make the adaptive deviation preventing cornering ability man-hour increasedly.
In in the above-mentioned 2nd, calculate the drive condition of displacement as vehicle of driving mechanism according to the rotating speed of the output shaft of driving mechanism and the rotating speed of driving wheel, therefore without the need to adaptive man-hour, the displacement of the driving mechanism that the driving force because of driving mechanism causes can be calculated.
Accompanying drawing explanation
Fig. 1 is the pie graph of the major component of the vehicle that the driving force restricting means be equipped with involved by embodiments of the present invention is shown.
Fig. 2 is the skeleton diagram that the driving mechanism shown in Fig. 1 and supporting part thereof are shown.
Fig. 3 illustrates that the driving mechanism shown in Fig. 1, relative to the main body of vehicle, the skeleton diagram of the state of displacement occurs.
Fig. 4 is the flow chart that the driving force limit movement that the driving force restricting means involved by embodiments of the present invention carries out is shown.
Fig. 5 is the coordinate diagram of the effect for illustration of the driving force limit movement involved by embodiments of the present invention.
description of reference numerals
1 vehicle
2 motors (driving source)
4L, 4R live axle
6 ECU (displacement calculating section, torque limiting unit)
11 speed changers
12 output shafts
14 driving mechanisms
20 OSS
21L, 21R vehicle-wheel speed sensor
26L, 26R engine stand (supporting part)
50 displacement calculating sections
51 torque limiting units
Embodiment
Below, the mode of execution that present invention will be described in detail with reference to the accompanying.In the present embodiment, the example of vehicle driving force restricting means involved in the present invention being applied to front-mounted engine/front-wheel drive form is described.
As shown in Figure 1, the vehicle 1 being equipped with the driving force restricting means involved by embodiments of the present invention comprises as the internal combustion engine type motor 2 of driving source, ransaxle 3, live axle 4L, 4R, driving wheel 5L, 5R and ECU (Electronic Control Unit: electronic control unit) 6.
In the present embodiment, the so-called transverse engine that motor 2 is configured at the vehicle-width direction of vehicle 1 by the bent axle as its output shaft is formed.In addition, motor 2 is by carrying out comprising a series of 4 strokes of suction stroke, compression stroke, expansion stroke and exhaust stroke and the four stroke engine of carrying out lighting a fire during compression stroke and expansion stroke is formed.In addition, motor 2 also can be made up of the motor of the various types such as 4 cylinder engines in upright arrangement, 6 cylinder engines in upright arrangement, V-type 6 cylinder engine, V-type 12 cylinder engine or horizontally-opposed 6 cylinder engines.
Ransaxle 3 has speed changer 11, the output shaft 12 of speed changer 11 and differential gear 13.In the present embodiment, speed changer 11 can be made up of various speed changers such as automatic transmission, manual transmission, semi-automatic transmission, double-clutch speed changer and stepless speed variators.
In addition, speed changer 11 and motor 2 form driving mechanism 14 integratedly.In addition, driving force restricting means involved in the present invention also can be applied to the vehicle of electric rotating machine as driving source.In this case, driving mechanism comprises electric rotating machine.
Differential gear 13 and the final gear 16 engaged with the output gear 15 of the output shaft 12 being arranged at speed changer 11 rotate integratedly.Differential gear 13 is connected to live axle 4L, 4R, and live axle 4L, 4R are connected to driving wheel 5L, 5R.That is, the power being delivered to differential gear 13 is delivered to driving wheel 5L, 5R by live axle 4L, 4R.
The OSS 20 of the rotating speed detecting output shaft 12 is provided with at the output shaft 12 of speed changer 11.In addition, be respectively arranged with vehicle-wheel speed sensor 21L, 21R at live axle 4L, 4R, 21L, 21R detect the rotating speed of live axle 4L, 4R and the rotating speed of driving wheel 5L, 5R respectively.
As shown in Figure 2, driving mechanism 14 is supported in the main body of vehicle 1 by the supporting structure of pendulum manner.Specifically, form and be arranged at driving mechanism 14 relative to the main body of vehicle 1 with engine stand 26L, 26R of the supporting part of elastic force support driving mechanism 14.
Engine stand 26L, 26R are arranged at the two ends of driving mechanism 14 at the vehicle-width direction of vehicle 1, form main body relative to vehicle 1 with the supporting part of elastic force support driving mechanism 14.In detail, engine stand 26L, 26R are arranged at driving mechanism 14 as follows: the line 27 at the center of connecting engine frame 26L, 26R passes the top of driving mechanism 14 in the vehicle-height direction of vehicle 1, pass the center of gravity 28 of driving mechanism 14 at the vehicle-width direction of vehicle 1.In addition, be provided with in driving mechanism 14: torque rod 29, its main body relative to vehicle 1 near live axle 4L, 4R from the posterior support driving mechanism 14 of vehicle 1.
As shown in Figure 3, when the requested acceleration of vehicle 1, driving mechanism 14 makes driving force increase.When the driving force of driving mechanism 14 increases, driving mechanism 14 makes engine stand 26L, 26R distortion conjugate centered by live axle 4L, 4R.
Therefore, all driving forces, before the displacement of driving mechanism 14 terminates, cannot be delivered to driving wheel 5L, 5R by driving mechanism 14.At the end of the displacement of driving mechanism 14, all driving forces can be delivered to driving wheel 5L, 5R by driving mechanism 14.
In addition, in figure 3, engine stand 26L, 26R are modeled as helical spring and illustrate.In addition, driving mechanism 14 indicated by the solid line illustrates that the driving force according to driving mechanism 14 there occurs the state of displacement, and the driving mechanism 14 represented with double dot dash line illustrates the state not occurring to conjugate.
In FIG, ECU6 comprises computer unit, and this computer unit possesses CPU (Central Processing Unit: central processing unit), RAM (Random AccessMemory: random access memory), ROM (Read Only Memory: ROM (read-only memory)), flash memory, input port and output port.In the ROM of ECU6, storing various control constant, various mappings etc., and storing for making this computer unit play the program of function as ECU6.
That is, in ECU6, program is read into RAM by CPU from ROM, perform the program after reading in, thus this computer unit plays function as ECU6.
In the present embodiment, the input port of ECU6, except being connected with OSS 20 and vehicle-wheel speed sensor 21L, 21R, is also connected with the various sensors of the accelerator pedal jaw opening sensor 31 comprising the accelerator pedal aperture detecting the aperture representing accelerator pedal 30.
On the other hand, the output port of ECU6 be connected with adjustment motor 2 suction air quantity air throttle 32 and to various control objects such as the spark plugs 33 that the fuel of motor 2 is lighted a fire.ECU6, according to the information obtained from various sensor, controls various control object.
In the present embodiment, ECU6 forms displacement calculating section 50, and displacement calculating section 50, according to the drive condition of vehicle 1, calculates the displacement of the driving mechanism 14 that the driving force because of driving mechanism 14 causes.Specifically, the ratio of the rotating speed Nd that ECU6 detects according to OSS 20 and the rotating speed Nw that vehicle-wheel speed sensor 21L, 21R detect, calculates the displacement rate dP of the state of the displacement representing driving mechanism 14.
At this, the mean value of the rotating speed that vehicle-wheel speed sensor 21L detects by ECU6 and the rotating speed that vehicle-wheel speed sensor 21R detects calculates as rotating speed Nw.
More particularly, when by when being set to R to the output gear 15 in the gear ratio of differential gear 13 and present embodiment with the gear ratio of final gear 16 from driving mechanism 14, ECU6 calculates displacement rate dP=Nd/ (Nw × R).At this, ECU6 calculates displacement rate dP when rotating speed Nw is 0 be 1.
Namely, when rotating speed Nw is not 0, when displacement rate dP is 1, represent that the displacement of the driving mechanism 14 caused because of the driving force of driving mechanism 14 terminates, when displacement rate dP is greater than 1, represent because the driving force of driving mechanism 14 causes driving mechanism 14 to there occurs displacement in the reverse direction contrary with the direct of travel of vehicle 1, when displacement rate dP is less than 1, represent that the minimizing because of the driving force of driving mechanism 14 causes driving mechanism 14 to there occurs displacement at the direct of travel of vehicle 1.
ECU6 forms torque limiting unit 51, and torque limiting unit 51 is to have acceleration request for condition to vehicle 1, the Driving Torque of limiting engine 2.Specifically, after ECU6 detects stepping on of accelerator pedal 30 by accelerator pedal jaw opening sensor 31, the aperture of adjustment air throttle 32, thus, the suction air quantity of adjustment motor 2, to carry out the Driving Torque of limiting engine 2 to the predetermined fixing increment rate of the Driving Torque of motor 2 and predetermined fixing torque, until namely the displacement of the driving mechanism 14 caused because of the driving force of driving mechanism 14 no longer increases until displacement rate dP becomes less than 1.In addition, ECU6 also can carry out the Driving Torque of limiting engine 2 by the ignition timing adjusting spark plug 33.
When displacement rate dP becomes below 1, represent that engine stand 26L, 26R start recovery and driving mechanism 14 starts to conjugate at the direct of travel of vehicle 1.At this, when the driving force hour of driving mechanism 14, the side that the recuperability of engine stand 26L, 26R is driving with driving mechanism 14 plays a role in the opposite direction, and the driving force of driving mechanism 14 can reduce.
Therefore, ECU6 is under the state of the Driving Torque of limiting engine 2, less than 1 is become for condition with displacement rate dP, remove the restriction of the Driving Torque of motor 2, the torque (hreinafter referred to as " request torque ") that the suction air quantity adjusting motor 2 makes Driving Torque become asked.In addition, the ignition timing that ECU6 also can adjust spark plug 33 makes the Driving Torque of motor 2 become request torque.
In addition, ECU6 has timer, more than the state continuance predetermined time of the Driving Torque of limiting engine 2, is judged as that the state for extended periods that the Driving Torque of motor 2 is low continues, removes the restriction of the Driving Torque of motor 2.
With reference to Fig. 4, the driving force limit movement that the driving force restricting means involved by embodiments of the present invention formed as mentioned above carries out is described.In addition, the driving force limit movement below illustrated performs when accelerator pedal jaw opening sensor 31 detects stepping on of accelerator pedal 30.
First, ECU6 starts the restriction (step S1) of the Driving Torque of motor 2.Then, ECU6 sets the initial value of timer, starts countdown (step S2).Then, ECU6 judges whether the value of timer becomes 0 (step S3).
At this, when being judged as that the value of timer does not become 0, ECU6 judges whether the displacement rate dP of driving mechanism 14 is greater than 1 (step S4).That is, ECU6 judge accelerator pedal 30 step on whether cause the Driving Torque of motor 2 rise and driving mechanism 14 started displacement.On the other hand, when being judged as that displacement rate dP is not more than 1, ECU6 makes driving force limit movement return step S3.
At this, when being judged as that displacement rate dP is greater than 1, ECU6 judges whether the value of timer becomes 0 (step S5).At this, when being judged as that the value of timer does not become 0, ECU6 judges whether displacement rate dP is less than 1 (step S6).That is, ECU6 judges whether the displacement of the driving mechanism 14 caused because of the driving force of driving mechanism 14 no longer increases.On the other hand, when being judged as that displacement rate dP is not below 1, ECU6 makes driving force limit movement return step S5.
When being judged as that displacement rate dP is less than 1 in step s 6 or when being judged as that the value of timer becomes 0 in step S3 or S5, ECU6 removes the restriction (step S7) of the Driving Torque of motor 2.When removing the restriction of Driving Torque of motor 2, ECU6 makes the Driving Torque of motor 2 increase thus becomes request torque (step S8), terminates driving force limit movement.
The effect of the driving force limit movement as above illustrated is described with reference to Fig. 5.Fig. 5 illustrates the example of the situation of the bend the throttle 30 when motor 2 idle running.
In Figure 5, transverse axis represents the moment, and the longitudinal axis represents the Driving Torque of the value of the presence or absence of the Driving Torque restriction of accelerator pedal aperture, motor 2, timer, the displacement of driving mechanism 14, the displacement rate dP of driving mechanism 14 and motor 2 in the drawings from top to bottom.In addition, the Driving Torque of the motor 2 be shown in broken lines represents request torque.
When detecting stepping on of accelerator pedal 30 at moment t1 accelerator pedal jaw opening sensor 31, start the Driving Torque of limiting engine 2, the timer after setting initial value starts countdown.In addition, with accelerator pedal 30 step on correspondingly, the Driving Torque of motor 2 rises.
At moment t2, the rising of the Driving Torque of motor 2 causes driving mechanism 14 to start displacement, makes the displacement rate dP of driving mechanism 14 be greater than 1.When displacement rate dP becomes below 1 moment t3 driving mechanism 14 no longer conjugates, remove the restriction of Driving Torque of motor 2, the Driving Torque of motor 2 from moment t3 to moment t4 between increase thus become request torque.
As mentioned above, in the present embodiment, according to the drive condition of vehicle 1, calculate the displacement of the driving mechanism 14 that the driving force because of driving mechanism 14 causes, the Driving Torque of limiting engine 2 until the displacement calculated no longer increases, therefore, it is possible to do not make the adaptive deviation preventing cornering ability man-hour increasedly.
Disclosed above embodiments of the present invention, but those skilled in the art can not be changed with departing from the scope of the present invention, this point is clear.Claim intention described in claims comprises all this corrections and equivalent.
Claims (2)
1. a vehicle driving force restricting means, above-mentioned vehicle possesses:
Supporting part, its main body relative to vehicle is with the driving mechanism of elastic force support package containing driving source; And
Torque limiting unit, it, to have acceleration request for condition to above-mentioned vehicle, limits the Driving Torque of above-mentioned driving source,
The feature of above-mentioned driving force restricting means is to possess:
Displacement calculating section, above-mentioned displacement calculating section, according to the drive condition of above-mentioned vehicle, calculates the displacement of the above-mentioned driving mechanism that the driving force because of above-mentioned driving mechanism causes,
Above-mentioned torque limiting unit limits the Driving Torque of above-mentioned driving source until the displacement that above-mentioned displacement calculating section calculates no longer increases.
2. driving force restricting means according to claim 1, is characterized in that also possessing:
OSS, it detects the rotating speed of the output shaft of above-mentioned driving mechanism; And
Vehicle-wheel speed sensor, it detects the rotating speed of driving wheel,
The ratio of the rotating speed that above-mentioned displacement calculating section detects according to above-mentioned OSS and the rotating speed that above-mentioned vehicle-wheel speed sensor detects, calculates the displacement of above-mentioned driving mechanism.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2013-228397 | 2013-11-01 | ||
| JP2013228397A JP6273776B2 (en) | 2013-11-01 | 2013-11-01 | Driving force limiter |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN104612842A true CN104612842A (en) | 2015-05-13 |
| CN104612842B CN104612842B (en) | 2017-05-17 |
Family
ID=52829920
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410584681.0A Expired - Fee Related CN104612842B (en) | 2013-11-01 | 2014-10-27 | Driving force limiting device |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP6273776B2 (en) |
| CN (1) | CN104612842B (en) |
| DE (1) | DE102014221701B4 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106368843A (en) * | 2015-07-24 | 2017-02-01 | 铃木株式会社 | Driving force control device |
| CN108005799A (en) * | 2017-10-18 | 2018-05-08 | 宝沃汽车（中国）有限公司 | Control method, system and the vehicle of engine |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6347417B2 (en) | 2015-12-25 | 2018-06-27 | マツダ株式会社 | Engine control device |
| JP6315411B2 (en) | 2015-12-25 | 2018-04-25 | マツダ株式会社 | Engine control device |
| JP6763237B2 (en) * | 2016-08-25 | 2020-09-30 | スズキ株式会社 | Drive source controller and program |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN106368843A (en) * | 2015-07-24 | 2017-02-01 | 铃木株式会社 | Driving force control device |
| CN106368843B (en) * | 2015-07-24 | 2019-03-19 | 铃木株式会社 | Driving-force control apparatus |
| CN108005799A (en) * | 2017-10-18 | 2018-05-08 | 宝沃汽车（中国）有限公司 | Control method, system and the vehicle of engine |
| CN108005799B (en) * | 2017-10-18 | 2021-05-14 | 北汽福田汽车股份有限公司 | Engine control method and system and vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JP6273776B2 (en) | 2018-02-07 |
| DE102014221701B4 (en) | 2019-11-21 |
| DE102014221701A1 (en) | 2015-05-07 |
| JP2015086842A (en) | 2015-05-07 |
| CN104612842B (en) | 2017-05-17 |
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