Engine Control Device Torque Reduction Management
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing engine control systems face issues with excessive torque reduction and resulting torque shock when both steering wheel operation-based and driving state-based torque reduction occur simultaneously, leading to degraded drive feel.
Innovation Solution
An engine control device that includes a basic target torque-deciding part, a torque reduction amount-deciding part, a torque-down demand amount-deciding part, and a final target torque-deciding part to manage torque reduction, preventing excessive total torque reduction by restricting changes in the final target torque during overlapping reductions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If torque reduction is performed based on steering wheel operation state to improve turn-in ability and responsivity, then vehicle behavior control is improved, but excessive torque reduction occurs when overlapping with other torque-down control, causing torque shock and degraded drive feel
Solution Approach 1:
The control device monitors the basic target torque and torque reduction amount, and when the torque reduction amount exceeds a predetermined threshold during overlapping torque-down control, it restricts the torque reduction amount to prevent excessive torque reduction. This feedback mechanism ensures that torque control remains within acceptable limits while maintaining improved turn-in ability.
Solution Approach 2:
The control device dynamically adjusts the torque reduction amount based on the driving state. When overlapping torque-down control is detected and the torque reduction amount exceeds the threshold, the system transitions from full torque reduction to restricted torque reduction, allowing adaptive control that maintains vehicle responsiveness while preventing torque shock.
2Speed
If torque reduction amount is increased to quickly generate vehicle deceleration in response to steering wheel operation, then responsivity is improved, but total torque reduction becomes excessive when overlapping with during-shift torque-down control
Solution Approach 1:
The control device predicts potential excessive torque reduction by monitoring the torque reduction amount against a predetermined threshold before it causes harmful effects. When the threshold is exceeded during overlapping torque-down control, the system preemptively restricts the torque reduction amount, preventing torque shock before it occurs.
Solution Approach 2:
The control device introduces an intermediary restriction mechanism that mediates between the torque reduction demand for responsivity and the need to prevent torque shock. This intermediary control layer adjusts the actual torque reduction amount based on the basic target torque and predetermined thresholds, ensuring smooth torque transitions.
3Adaptability or versatility
If multiple torque reduction controls are performed simultaneously for different driving states, then comprehensive vehicle control is achieved, but torque management complexity increases
Solution Approach 1:
The control device merges multiple torque reduction controls into a unified torque management system. By calculating the basic target torque and torque reduction amount, and comparing against a predetermined threshold, the system combines steering wheel operation-based torque-down control with other torque-down control into a single integrated control logic that manages total torque reduction.
Solution Approach 2:
The control device creates a universal torque management mechanism that handles multiple driving states and torque-down control scenarios through a single threshold-based restriction logic. This multi-functional approach allows the same control structure to manage both steering wheel operation-based torque reduction and during-shift torque-down control, as well as any other torque-down control scenarios.
Data Source
AI summary
The engine control device comprises a basic target torque-deciding part for deciding a basic target torque based on a driving state of a vehicle, a torque reduction amount-deciding part for deciding a torque reduction amount based on a steering wheel operation state, an TCM for deciding a torque-down demand amount, based on a driving state of the vehicle other than the steering wheel operation state, and a final target torque-deciding part for deciding a final target torque, based on the decided basic target torque, the decided torque reduction amount and the decided torque-down demand amount, wherein the final target torque-deciding part is operable, when there is a torque-down demand, to restrict a change in the final target torque corresponding to a change in the torque reduction amount.