JP2017040190A - Output power control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an output power control device that improves quietness without deteriorating travelling property of a vehicle.SOLUTION: The output power control device for a vehicle where a power plant 1 is connected to a vehicle body 17 via mounts 13, 14 is provided with: an acquisition part 11 for acquiring a displacement X and a velocity V of the power plant 1 in a roll direction relative to the vehicle body 17 at the time of acceleration of the vehicle; and a control part 12 for controlling an output power of the power plant 1 on the basis of the displacement X and the velocity V.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle output control apparatus in which a power plant is connected to a vehicle body via a mount.

  2. Description of the Related Art Conventionally, a technique for increasing / decreasing the output of a power plant based on a displacement amount of a mount interposed between a vehicle power plant (engine, transmission, motor generator, etc.) and a vehicle body is known. That is, the comfort and quietness in the passenger compartment are improved by suppressing the vibration itself generated in the power plant. By adopting such a technique, it is possible to suppress vibration transmitted to the passenger compartment side even when the rigidity changes due to deterioration of the mount (see Patent Document 1).

JP 2009-257130

  By the way, the movement and deformation of the mount are not allowed without limitation, and an upper limit value and a lower limit value are set for the displacement amount. For this reason, when the power plant tries to swing greatly beyond the limit, the displacement of the mount cannot cope with the movement of the power plant, and a large vibration (shock) may be transmitted to the vehicle body. On the other hand, if the output of the power plant is simply suppressed according to the amount of displacement of the mount, an increase in vehicle acceleration will be suppressed each time the mount is displaced, resulting in a decrease in vehicle acceleration and running performance. .

  In addition, as one of the support structures for the power plant body, there is a pendulum type support structure that supports the power plant with a support shaft that passes through the center of gravity of the power plant and restricts swinging around the support shaft with a rod member. . This support structure has a characteristic that the vibration is not easily transmitted to the vehicle body because the displacement in the swinging direction of the power plant is allowed to some extent by the expansion / contraction allowance of the rod member. However, since an upper limit value and a lower limit value are also set for the amount of expansion and contraction of the rod, when the power plant swings exceeding these limits, a shock may occur in the vehicle body.

  Even if the amount of rocking of the power plant is large, the shock is not always transmitted to the vehicle body as long as the movement is slow. Conversely, even if the amount of rocking of the power plant is small, there is a high possibility that a shock will occur in the vehicle body if the speed of the vibration is large. Therefore, it is desired not to suppress the output of the power plant simply according to the amount of displacement of the mount, but to consider the magnitude of the swing speed.

  One of the objects of the present case was invented in view of the above-described problems, and is to provide an output control device that improves quietness without deteriorating the running performance of the vehicle. It should be noted that the present invention is not limited to this purpose, and is an operational effect that is derived from each configuration shown in “Mode for Carrying Out the Invention” to be described later. Can be positioned as a purpose.

  (1) An output control device disclosed herein is an output control device for a vehicle in which a power plant is connected to a vehicle body via a mount, and the roll direction of the power plant relative to the vehicle body during acceleration / deceleration of the vehicle An acquisition unit is provided for acquiring the displacement and speed. Moreover, the control part which controls the output of the said power plant based on the said displacement and speed is provided.

  The roll direction here means the rotation direction around the drive shaft of the power plant or the rotation direction around the support axis of the power plant supported by the vehicle body. The displacement here means a moving distance from the reference position. The reference position may be a fixed position set in advance, or may be a variable position that changes according to the acceleration acting on the vehicle. In the former case, for example, the displacement can be defined based on the position of the power plant when the vehicle is stopped. In the latter case, for example, the displacement can be defined on the basis of the position of the power plant in the translational direction (vehicle longitudinal direction) set according to the acceleration.

(2) It is preferable that the control unit does not suppress the output when the speed is equal to or lower than a predetermined speed, and suppresses the output when the speed exceeds the predetermined speed.
(3) It is preferable that the control unit determines whether or not to suppress the output based on a magnitude of kinetic energy proportional to the square of the speed.
(4) It is preferable that the said control part makes it easy to start suppression of the said output, so that the said speed | rate is large. In this case, it is preferable that suppression of the output is more easily started as the kinetic energy proportional to the square of the speed is larger.

(5) It is preferable that the said control part makes it easier to start suppression of the said output, so that the said displacement is large.
(6) It is preferable that the said control part increases the amount of suppression of the said output, so that the said speed | rate is large. In this case, it is preferable to increase the output suppression amount as the kinetic energy proportional to the square of the speed increases.

(7) It is preferable that the control unit terminates the suppression of the output when the displacement reaches a predetermined upper limit value or lower limit value.
(8) A pendulum support structure that supports the power plant in a swingable manner with respect to the vehicle body, and a rod that connects between the power plant and the vehicle body and restricts the swinging of the power plant with respect to the vehicle body. It is preferable to provide. In this case, it is preferable that the acquisition unit acquires the displacement and the speed from the amount of expansion and contraction of the rod.

  A shock caused by the swinging of the power plant can be reduced while reducing the influence on the running state of the vehicle.

It is a perspective view which shows typically the structure of the vehicle to which the output control apparatus was applied. It is a figure which shows an output control apparatus and its control object typically. It is a top view which illustrates the internal structure of a mount. (A) is a graph illustrating the relationship between displacement and torque suppression amount, and (B) is a graph illustrating the relationship between speed and torque suppression amount. It is a flowchart which illustrates the procedure of output suppression control. (A)-(E) are the graphs for demonstrating the content of output suppression control.

  An output control apparatus as an embodiment will be described with reference to the drawings. Note that the embodiment described below is merely an example, and there is no intention to exclude various modifications and technical applications that are not explicitly described in the following embodiment. Each configuration of the present embodiment can be implemented with various modifications without departing from the spirit thereof. Further, they can be selected as necessary, or can be appropriately combined.

[1. vehicle]
FIG. 1 illustrates a vehicle 20 to which the output control device 10 of this embodiment is applied. The vehicle 20 is applied with a pendulum support structure that supports the power plant 1 in a swingable manner with respect to the vehicle body. In addition to the engine 2 and the transmission 3, the power plant 1 may include a power device such as an electric motor, a generator, and a motor generator. A power plant 1 shown in FIG. 1 has a structure in which a transmission 3 is connected to the left side of an engine 2 arranged sideways, and is supported by a vehicle body via an engine mount 4 and a transmission mount 5.

  A pair of side members 16 are provided in front of the vehicle 20. The side member 16 is a hollow cylindrical structural member that supports the engine room from the lower surface side, and is formed as a sub-frame of a monocoque body, for example. These side members 16 are spaced apart from each other in the left-right direction (vehicle width direction) and extend in the vehicle front-rear direction (vehicle length direction). A hollow cylindrical cross member 17 extends between the left and right side members 16 in the vehicle width direction. The cross member 17 is disposed on the vehicle rear side of the front axle, and is disposed substantially horizontally so as to connect the left and right side members 16.

  An engine mount 4 and a transmission mount 5 are attached in the vicinity of the front end portion of each side member 16. The engine mount 4 is fixed to one side member 16, and the transmission mount 5 is fixed to the other side member 16. The power plant 1 is mounted on the vehicle 20 while being suspended between the left and right side members 16. At this time, the positions of the mounts 4 and 5 are set so that the center of gravity of the power plant 1 is positioned on the swing shaft connecting the engine mount 4 and the transmission mount 5.

  A roll rod 7 for restricting the swing of the power plant 1 relative to the vehicle body (roll rotation about the swing shaft connecting the engine mount 4 and the transmission mount 5) is attached to the lower portion of the power plant 1. Mounts are interposed at the front end portion and the rear end portion of the roll rod 7. Hereinafter, the mount provided at the front end portion of the roll rod 7 is referred to as a front mount 13, and the mount provided at the rear end portion is referred to as a rear mount 14. As shown in FIG. 2, the roll rod 7 of the present embodiment is connected to the lower surface of the power plant 1 via the front mount 13 and connected to the inner side of the cross member 17 via the rear mount 14. Is done. Thereby, the displacement of the power plant 1 in the swinging direction is allowed to some extent by the expansion / contraction allowance of the roll rod 7, and the vibration generated in the power plant 1 is hardly transmitted to the vehicle body.

  The internal structure of the rear mount 14 is illustrated in FIG. The rear mount 14 has a structure in which an outer ring stopper 23, an inner ring stopper 24, and a rubber bush 25 are sealed between the outer cylinder 21 and the inner cylinder 22. The outer cylinder 21 and the inner cylinder 22 are substantially cylindrical metal members, one of which is fixed to the rear end of the roll rod 7 and the other is fixed to the cross member 17. The outer ring stopper 23 is fitted and fixed along the inner circumferential surface of the outer cylinder 21, and the inner ring stopper 24 is fitted and fixed along the outer circumferential surface of the inner cylinder 22. A rubber bush 25 is vulcanized and bonded between the inner side of the outer cylinder 21 and the outer side of the inner cylinder 22 so as to connect the outer ring stopper 23 and the inner ring stopper 24.

  A gap 26 is formed between the outer ring stopper 23 and the inner ring stopper 24. That is, the rubber bush 25 is arranged in a bridging manner so that a gap 26 is provided between the outer ring stopper 23 and the inner ring stopper 24. An upper limit value and a lower limit value (that is, a maximum value and a minimum value of displacement in the vehicle longitudinal direction) of the displacement (movement amount in the expansion / contraction direction) of the roll rod 7 are determined according to the size of the gap 26. The dimension of the gap 26 may be uniform in the circumferential direction of the inner cylinder 22, or may be non-uniform as shown in FIG. When the same structure as that of the rear mount 14 is applied to the front mount 13, the upper limit value and the lower limit of the expansion / contraction amount of the roll rod 7 are determined according to the size of the gap 26 in each of the front mount 13 and the rear mount 14. The value is determined.

  A displacement sensor 8 that detects the displacement of the roll rod 7 with respect to the vehicle body is provided in the vicinity of the roll rod 7. The displacement sensor 8 detects a displacement corresponding to the amount of expansion / contraction of the roll rod 7 from the reference position. As a specific example of the displacement sensor 8, a photoelectric stroke sensor used in a vehicle height sensor or a pedal stroke sensor, a magnetic position sensor using a Hall element, or the like can be used.

  The positive / negative sign of the displacement is positive for the displacement corresponding to the amount of movement of the roll rod 7 in the extension direction, and is negative for the displacement corresponding to the amount of movement of the roll rod 7 in the reduction direction. During acceleration of the vehicle 20, the drive shaft 6 (drive shaft) of the power plant 1 outputs torque in the rotation direction of the wheels, and the drive reaction force torque in the reaction force direction acts on the power plant 1. As a result, as shown in FIG. 2, the front mount 13 is pulled forward, and the roll rod 7 moves in the extending direction (vehicle front). On the contrary, when the vehicle 20 is decelerated, the front mount 13 is pushed backward, and the roll rod 7 moves in the reduction direction (rear of the vehicle). Information on the displacement detected here is transmitted to the output control device 10.

  The output of the power plant 1 (the operating state of the engine 2 and the transmission 3) is controlled by an output control device 10 that functions as a computer. The output control device 10 is an electronic device (ECU, electronic control) in which a processor such as a CPU (Central Processing Unit) and an MPU (Micro Processing Unit) and a ROM (Read Only Memory), a RAM (Random Access Memory), a nonvolatile memory and the like are integrated. Device). The processor here is, for example, a processing device (processor) including a control unit (control circuit), an arithmetic unit (arithmetic circuit), a cache memory (register), and the like. The ROM, RAM, and nonvolatile memory are memory devices that store programs and working data. The contents of control performed by the output control apparatus 10 are recorded in ROM, RAM, nonvolatile memory, and removable media as firmware and application programs. When the program is executed, the contents of the program are expanded in the memory space in the RAM and executed by the processor.

[2. Output control device]
The output control device 10 has a function of performing output suppression control in order to reduce the shock transmitted from the power plant 1 to the vehicle body. Output suppression control is control which suppresses the output of the power plant 1 according to the displacement X and the speed V of the power plant 1 with respect to the vehicle body. The output of the power plant 1 is suppressed by reducing the output torque of the engine 2 and the transmission torque of the transmission 3.

  The output control device 10 is provided with an acquisition unit 11 and a control unit 12 as elements for performing output suppression control. These indicate some functions of a program executed by the output control apparatus 10 and are realized by software. However, some or all of the functions may be realized by hardware (electronic control circuit), or may be realized by using software and hardware together.

  The acquisition unit 11 acquires the displacement X and the speed V of the power plant 1 with respect to the vehicle body. Here, based on the detection result of the displacement sensor 8, the position of the power plant 1 when the vehicle 20 is stopped is used as a reference (assuming that the displacement of the roll rod 7 when the vehicle 20 is stopped is zero). The value of the displacement X in the roll direction at the time of deceleration is acquired, and the value of the velocity V corresponding to the change speed (time differential value) of the displacement X is acquired. The roll direction here refers to the rotational direction around the drive shaft 6 (drive shaft) of the power plant 1 or the support shaft of the power plant 1 supported by the vehicle body (the swing connecting the engine mount 4 and the transmission mount 5). This means the direction of rotation around the axis. Further, the “displacement X and speed V of the power plant 1” can be read as “displacement X and speed V of the roll rod 7”.

The control unit 12 performs output suppression control based on the displacement X and the velocity V acquired by the acquisition unit 11. The start condition and end condition of the output suppression control are exemplified below. The determination value Z of condition 3 and condition 6 is a value calculated and set based on the displacement X and speed V.
= Start condition =
Condition 1. The absolute value of the displacement X | X | exceeds the start displacement X _1.
Condition 2. The absolute value of the velocity V | V | exceeds the starting speed V _1.
Condition 3. Determination value Z exceeds the start setting value Z _1.
= End condition =
Condition 4. The absolute value | X | of the displacement X is not less than the end displacement X ₂ (X ₂ > X ₁ ).
Condition 5. The absolute value | V | of the speed V is less than the end speed V ₂ (V ₂ <V ₁ ).
Condition 6. The judgment value Z is less than the end set value Z ₂ (Z ₂ <Z ₁ ).

In the present embodiment, Condition 3 is set as the start condition of the output suppression control, and the determination value Z is calculated according to the following Expression 1. L in Equation 1 is a predetermined value set in advance (for example, a fixed value set according to the upper limit value or lower limit value of the expansion / contraction amount of the roll rod 7) or a variable value set according to the vehicle acceleration. However, L is set so that the denominator is a positive value.
In the present embodiment, condition 4 is the end condition for the output suppression control. End displacement X conditions 4 ₂ shall have an upper limit value of the displacement X of the roll rod 7, a value corresponding to the lower limit value. That is, the termination condition is set so that the output suppression control is terminated when the outer ring stopper 23 and the inner ring stopper 24 come into contact with each other.

  The numerator on the right side of Equation 1 has a value proportional to the kinetic energy when the outer ring stopper 23 and the inner ring stopper 24 collide. On the other hand, the denominator takes a value corresponding to the size of the gap between the outer ring stopper 23 and the inner ring stopper 24. Therefore, the determination value Z increases as the velocity V increases (the kinetic energy proportional to the square of the velocity V increases), and as the absolute value | X | of the displacement X increases (the inner ring stopper 24 becomes the outer ring stopper). It becomes a larger value (the smaller the margin dimension until it hits 23). In addition, when said condition 3 is represented with a numerical formula, it will become as Formula 2. If the absolute value | X | of the displacement X in Equation 2 is regarded as a constant, Equation 3 is obtained. Here, if the right side of Equation 3 is referred to as “predetermined speed”, condition 3 is satisfied when “speed V exceeds the predetermined speed”.

  Further, the control unit 12 controls the amount of suppression of the output torque when the output suppression control is performed based on the displacement X and the speed V. The torque suppression amount A (the amount of torque subtracted from the original torque that the power plant 1 should output) is the displacement X and speed V, as well as the running state of the vehicle 20 (vehicle speed, road gradient, etc.) and the operating state of the engine 2. It is set according to the engine speed, engine coolant temperature, required torque, etc. The relationship between the torque suppression amount A, displacement X, and speed V of the power plant 1 is set in advance in the form of mathematical formulas, maps, and graphs. In this embodiment, for example, as shown in FIG. 4A, the output is strongly suppressed as the absolute value | X | Further, as shown in FIG. 4B, the output is strongly suppressed as the absolute value | V |

[3. flowchart]
FIG. 5 is a flowchart illustrating the procedure of output suppression control. This flow is repeatedly executed in the output control device 10 at a predetermined cycle. The control flag F used in the flow is a flag having a value corresponding to the implementation state of the output suppression control, and is set to F = 1 during implementation and F = 0 when implementation is not implemented.

First, information detected by the displacement sensor 8 is input to the output control device 10 (step A1), and the values of the displacement X and the velocity V are acquired by the acquisition unit 11 (step A2). Further, when the control flag F is F = 0, the displacement X, based on the velocity V, is determined value Z is calculated by the control unit 12 (step A3, A4), the determination value Z is beyond the start setting value Z ₁ It is determined whether or not there is (step A5).

Here, without output suppression control is performed when a Z ≦ Z _1, as the control is ended. In this case, the above-described flow is repeated until the start condition for the output suppression control is satisfied in step A5. On the other hand, Z> displacement when a Z ₁ X, torque suppression amount A based on the velocity V is calculated (step A6), the control flag F together with the output suppression control of the power plant 1 is implemented F = 1 (Steps A7 and A8), the control in the calculation cycle is completed. In this case, in the next calculation cycle, the process proceeds from step A3 to step A9.

In the output suppression control, the torque suppression amount A is set based on the displacement X and the speed V. Here, the torque suppression amount A is set to a larger value as the absolute value | X | of the displacement X is larger and the absolute value | V | of the speed V is larger. When the output suppression control is started, it is determined whether or not the absolute value | X | of the displacement X is equal to or larger than the end displacement X ₂ (step A9). Here, | X | <in the case of X ₂ proceeds to step A6, the output suppression control is continued. On the other hand, | X | output suppression control is ended when a ≧ X _2, the control flag F is set to F = 0 (step A10, A11).

  Thus, the output suppression control is started before the outer ring stopper 23 and the inner ring stopper 24 collide, and is ended when the outer ring stopper 23 and the inner ring stopper 24 come into contact with each other. Further, the ease with which the output suppression control is started (the ease with which the start condition is satisfied) is such that the inner ring stopper 24 approaches the outer ring stopper 23 or the inner ring stopper 24 moves relative to the outer ring stopper 23. The higher the speed, the higher.

[4. Action, effect]
In the vehicle 20 equipped with the output control device 10 described above, the displacement X and speed V of the power plant 1 are acquired from the detection result of the displacement sensor 8, and the determination value Z calculated based on these is the start set value Z _1. When the value exceeds, output suppression control is started. Further, the determination value Z is given a characteristic that increases as the displacement X increases and the speed V increases. Furthermore, the value of the determination value Z is set to a magnitude proportional to the square of the speed V (that is, a value corresponding to kinetic energy). That is, when it is predicted that the collision energy between the outer ring stopper 23 and the inner ring stopper 24 is large, the output of the power plant 1 is suppressed immediately before the collision. As a result, the collision speed between the outer ring stopper 23 and the inner ring stopper 24 is reduced, and the shock is weakened.

6A to 6E are graphs showing temporal changes in throttle opening, output torque, determination value Z, displacement X, and speed V when the vehicle 20 is accelerated. When the accelerator pedal of the vehicle 20 at time t ₀ is depressed, the output torque of the power plant 1 gradually increases, the displacement X increases. At this time, if the output suppression control is not performed, the outer ring stopper 23 and the inner ring stopper 24 collide with each other as shown by the broken line in FIG.

On the other hand, in the output control device 10 described above, output suppression control is started at time t ₁ when the determination value Z exceeds the start set value Z ₁ , and the movement of the roll rod 7 in the extending direction is limited. As a result, the displacement X is less likely to increase, and the collision speed between the outer ring stopper 23 and the inner ring stopper 24 decreases. Further, when the displacement X becomes equal to or greater than the end displacement X _{2 at} time t ₂ , the output suppression control ends, and the restriction on the output torque of the power plant 1 is released. On the other hand, since the outer ring stopper 23 and the inner ring stopper 24 are in contact with each other at this time, no shock is generated.

  (1) According to the output control device 10 described above, the output of the power plant 1 is controlled using not only the displacement X but also the speed V, thereby minimizing the influence on the traveling state (acceleration) of the vehicle 20 as much as possible. The vibration / oscillation shock of the power plant 1 can be reduced. Therefore, quietness can be improved without reducing the running performance of the vehicle 20.

(2) In the output control device 10 described above, output suppression control is performed when the speed V exceeds a predetermined speed, as shown in Expression 3. Thereby, the output can be suppressed only in a situation where a shock is likely to occur. Further, if the speed V is equal to or lower than the predetermined speed, the output suppression control is not performed, so that the traveling state (acceleration) of the vehicle 20 can be maintained.
(3) In the output control device 10 described above, as shown in Equation 1, output suppression is performed using the determination value Z having a value proportional to the kinetic energy when the outer ring stopper 23 and the inner ring stopper 24 collide. The success or failure of the control start condition is determined. Thus, by considering the magnitude of the kinetic energy proportional to the square of the velocity V, it is possible to rationally determine whether output suppression control is necessary, and the collision between the outer ring stopper 23 and the inner ring stopper 24. Speed can be reduced efficiently. Therefore, both the running performance and quietness of the vehicle 20 can be improved.

(4) In the output control apparatus 10 described above, the determination value Z increases as the speed V increases, and the output suppression control is easily started. For example, the numerator on the right side of Formula 1 has a value proportional to the kinetic energy when the outer ring stopper 23 and the inner ring stopper 24 collide. Thus, the effect of suppressing the shock can be enhanced by making the output suppression easier to start as the speed V increases.
(5) Moreover, in said output control apparatus 10, the value of the determination value Z becomes large, so that the displacement X is large, and it is easy to start output suppression control. For example, as the displacement X increases, the denominator on the right side of Equation 1 becomes a smaller value. Thus, the effect of suppressing the shock can be enhanced by making the output suppression easier to be started as the displacement X is larger.

  (6) In the output control device 10 described above, as shown in FIGS. 4A and 4B, the torque suppression amount A is set to increase as the displacement X increases and the speed V increases. By increasing the torque suppression amount A as the displacement X increases, the collision can be braked as the possibility that the outer ring stopper 23 and the inner ring stopper 24 come into contact with each other increases. Can be increased. Further, by increasing the torque suppression amount A as the speed V increases, the collision energy between the outer ring stopper 23 and the inner ring stopper 24 can be decreased, and the shock suppression effect can be enhanced.

(7) In the output control device 10 described above, when the absolute value | X | of the displacement X becomes equal to or greater than the end displacement X ₂ (ie, the displacement corresponding to the upper limit value and the lower limit value of the displacement X of the roll rod 7). The output suppression control ends. That is, the output suppression of the power plant 1 is continued until the outer ring stopper 23 and the inner ring stopper 24 come into contact with each other, and such restriction is released after the contact. As a result, the output is not excessively limited, and the influence on the running state (acceleration) of the vehicle 20 can be reduced while suppressing the shock.

  (8) In the output control device 10 described above, the displacement sensor 8 detects the expansion / contraction amount (movement amount in the vehicle longitudinal direction) of the roll rod 7 for restricting the swing of the pendulum support structure as shown in FIG. ing. By adopting the pendulum support structure, the power plant 1 can be allowed to swing to some extent, and the vibration transmitted to the vehicle body can be reduced. Further, by performing output suppression control according to the amount of expansion and contraction of the roll rod 7, when the swing of the power plant 1 is about to exceed the limit, the swing can be suppressed, and the shock can be efficiently performed. It can be suppressed.

[5. Modified example]
The power plant 1 in the above-described embodiment is supported so as to be swingable with respect to the vehicle body (body), but the mounting structure of the power plant 1 is not limited to the pendulum support structure. For example, it is good also as a structure which supports the gravity center point and inertia principal axis (torque roll axis | shaft) of the power plant 1 from the downward direction or a side. By implementing output suppression control based on at least the displacement of the power plant 1 relative to the vehicle body and its speed, the same effects as those of the above-described embodiment can be obtained.

Moreover, in the above-mentioned embodiment, the success or failure of the start condition of the output suppression control is determined using the determination value Z as shown in Equation 1, but the specific determination method is not limited to this. For example, the success or failure of the output suppression control start condition may be determined using a determination value that considers not only the moving speed V of the power plant 1 but also the operating state of the engine 2 (engine speed, required torque, etc.). . Further, the start condition and the end condition of the output suppression control are not limited to the above conditions 1 to 6, and can be changed as appropriate.
The power plant 1 includes not only the engine 2 but also a structure constituted by a motor or a hybrid of the engine 2 and the motor. Moreover, the above-described control can be performed during deceleration by the power plant 1 such as a regenerative brake. Even in such a case, the same effect as the above-described control can be obtained.

DESCRIPTION OF SYMBOLS 1 Power plant 2 Engine 3 Transmission 4 Engine mount 5 Transmission mount 6 Drive shaft 7 Roll rod 8 Displacement sensor 10 Output control device 11 Acquisition part 12 Control part 13 Front mount 14 Rear mount 16 Side member 17 Cross member 20 Vehicle 21 Outer cylinder 22 Inner cylinder 23 Outer ring stopper 24 Inner ring stopper 25 Rubber bush 26 Clearance
X displacement
V speed
A Torque suppression amount
Z judgment value

Claims (8)

A power plant is a vehicle output control device connected to a vehicle body via a mount,
An acquisition unit that acquires a displacement and speed in a roll direction of the power plant with respect to the vehicle body at the time of acceleration / deceleration of the vehicle;
A control unit for controlling the output of the power plant based on the displacement and the speed;
An output control device comprising: The output according to claim 1, wherein the control unit does not suppress the output when the speed is equal to or lower than a predetermined speed, and suppresses the output when the speed exceeds the predetermined speed. Control device. The output control device according to claim 1, wherein the control unit determines whether to suppress the output based on a magnitude of kinetic energy proportional to the square of the speed. The output control device according to any one of claims 1 to 3, wherein the control unit facilitates the suppression of the output as the speed increases. 5. The output control apparatus according to claim 1, wherein the control unit facilitates the suppression of the output as the displacement increases. 6. The output control device according to claim 1, wherein the control unit increases the output suppression amount as the speed increases. The output control device according to claim 1, wherein the control unit ends the suppression of the output when the displacement reaches a predetermined upper limit value or lower limit value. . A pendulum support structure for swingably supporting the power plant with respect to the vehicle body;
A rod that connects between the power plant and the vehicle body, and that regulates swinging of the power plant relative to the vehicle body;
The output control device according to claim 1, wherein the acquisition unit acquires the displacement and the speed from an amount of expansion and contraction of the rod.

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