Mitsubishi Jidosha Kogyo Kabushiki Kaisha

Mitsubishi Jidosha Kogyo Kaisha

Yoshihito Ito

Yasushi Abe

Keiji Suzuki

Kaoru Sawase

Masayoshi Ito

Shunzo Tanaka

Kenichiro Shinada

Hiroki Tuge

In a driving force control apparatus, a target driving torque T is obtained based on a value determined by subtracting a feedback correction torque T corresponding to a slip amount DVS from a correction reference torque T corresponding to a vehicle body speed V . Slip is suppressed by a throttle control so that the engine output is reduced to the target driving torque T . A retard command is output when the slip amount DVS and a slip rate GDVS are greater than predetermined values to retard an ignition timing of the engine, thereby suppressing an abrupt slip. When it is determined that a right and left front wheel speed difference is large and the vehicle is running on a split road, a retard command is made difficult to be reset as compared to a case where the vehicle is not running on a split road. When it is detected that the driving wheels are vibrating, particularly a differential factor is decreased and regulated only to a component to reduce the target driving torque. With the driving force control apparatus, when a slip occurs, the engine output is reduced to prevent vehicle body vibration during operation of a device to suppress a slip.

Driving force control apparatus and method for a vehicle

In a driving force control apparatus, a target driving torque To is obtained based on a value determined by subtracting a feedback correction torque T.sub.F corresponding to a slip amount DVS from a correction reference torque T.sub.BC corresponding to a vehicle body speed V.sub.B. Slip is suppressed by a throttle control so that the engine output is reduced to the target driving torque T.sub.O. A retard command is output when the slip amount DVS and a slip rate GDVS are greater than predetermined values to retard an ignition timing of the engine, thereby suppressing an abrupt slip. When it is determined that a right and left front wheel speed difference is large and the vehicle is running on a split road, a retard command is made difficult to be reset as compared to a case where the vehicle is not running on a split road. When it is detected that the driving wheels are vibrating, particularly a differential factor is decreased and regulated only to a component to reduce the target driving torque. With the driving force control apparatus, when a slip occurs, the engine output is reduced to prevent vehicle body vibration during operation of a device to suppress a slip.

In a driving force control apparatus for a 4-wheel driving vehicle, a target driving torque is obtained based on a value determined by subtracting a feedback correction torque corresponding to a slip amount from a reference torque corresponding to a vehicle body speed. Slip is suppressed by a throttle control so that the engine output is reduced to the target driving torque. A retard command is output when the slip amount DVS and a slip rate GDVS are greater than predetermined values to control retarding of an ignition timing of the engine, thereby suppressing an abrupt slip. Further, the two greatest values of slip amounts of each of four wheels DVS.sub.1, DVS.sub.2, DVS.sub.3, and DVS.sub.4 are differentiated to determine slip rates GDVS.sub.1 and GDVS.sub.2, and the smaller of the slip rates GDVS.sub.1 and GDVS.sub.2 is used for control of ignition timing retarding. The apparatus causes a 4-wheel driving vehicle equipped with a limited slip differential (LSD) to provide a sufficient effect of the LSD and further suppresses the occurrence of an excessive slip.

Driving force control apparatus and method for 4-wheel driving vehicle

A four wheel driving vehicle includes a center differential gear wherein a differential operation limit is achieved by a wet hydraulic multiple disk clutch and is improved in running performance, turning performance, acceleration performance and so forth. An engaging force of the clutch and hence a hydraulic pressure to be supplied to the clutch are controlled in accordance with a steering angle, a vehicle speed, an advancing direction acceleration, an engine output torque, a differential operation speed difference between front and rear wheels and so forth to obtain a desired torque distribution suitable for a current running condition of the vehicle.

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Okazaki, Japan

Yoshihito Ito