JP2760076B2 - Open throttle valve opening control method - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial application field) The present invention relates to a main throttle valve connected to an accelerator pedal in an intake passage to an engine, and a sub throttle driven by an actuator independently of the accelerator pedal. The present invention relates to an opening control method of an auxiliary throttle valve for controlling a standby position of an auxiliary throttle valve in an engine output control device provided with a throttle valve and controlling the output of an engine.

(Prior Art) An engine in which an output of an engine is controlled by providing a main throttle valve connected to an accelerator pedal and a sub-throttle valve driven by an actuator independently of the accelerator pedal in an intake passage to an engine of a vehicle. As a specific example of the output control device, when it is detected that a slip has occurred in the drive wheels of the vehicle, the rotation of the auxiliary throttle valve is controlled to close in the opening direction to reduce the amount of intake air to the engine. In addition, there is one that reduces the engine output and suppresses the slip of the drive wheels. Such control for suppressing the slip of the drive wheels is called traction control.

(Problems to be Solved by the Invention) When such traction control is not performed, the engine output is controlled by a main throttle valve connected to an accelerator pedal. For this reason, when traction control is not performed, the auxiliary throttle valve waits at the fully open position. This is because the sub-throttle valve is kept in the fully open position so as not to obstruct the passage of the intake air.

By the way, when the engine is significantly reduced by the traction control, the opening degree of the auxiliary throttle valve is narrowed to near the fully closed position. In such a case, if the auxiliary throttle valve is kept at the fully open position, there is a problem that a time delay is large until the throttle valve is narrowed down to the fully closed position, and the responsiveness of traction control is poor. In order to increase the response, an expensive high-speed actuator was required.

The present invention has been made in view of the above points, and an object thereof is to provide a main throttle valve connected to an accelerator pedal in an intake passage to an engine and a sub-throttle valve driven by an actuator independently of the accelerator pedal. In the engine output control device that controls the output of the engine by
It is an object of the present invention to provide a method of controlling the opening degree of a sub-throttle valve, wherein the standby position of the sub-throttle valve is controlled to a position that enhances the responsiveness of traction control.

[Structure of the Invention] (Means and Action for Solving the Problems) A main throttle valve whose opening is controlled in conjunction with an accelerator pedal in an intake path of an engine, and a sub-throttle whose opening is controlled by a motor. An engine output control device provided with a valve, an engine speed detecting means for detecting an engine speed, and an engine output of a predetermined ratio of a maximum engine output output from the engine when the throttle valve is fully opened. Storage means for storing the target opening degree of the sub-throttle valve for the engine speed in order to cause the target of the sub-throttle valve corresponding to the engine speed detected by the engine speed detection means. The opening degree is obtained from the storage means, and the standby position opening degree of the auxiliary throttle valve is determined based on the target opening degree. It is opening control method of Le valve.

(Embodiment) Hereinafter, an acceleration slip prevention device adopting a method of controlling an opening of a sub-throttle valve according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a configuration diagram showing an acceleration slip prevention device for a vehicle. This figure shows a front wheel drive vehicle, WFR indicates front right wheel, WFL indicates front left wheel, WRR indicates rear right wheel, and WRL indicates rear left wheel. Reference numeral 11 denotes a wheel speed sensor that detects the wheel speed VFR of the front right wheel (drive wheel) WFR, 12 denotes a wheel speed sensor that detects the wheel speed VFL of the front left wheel (drive wheel) WFL, and 13 denotes a rear right wheel. (Follower wheel) Wheel speed sensor that detects the wheel speed VRR of WRR, 14 is the rear left wheel (follower wheel)
This is a wheel speed sensor that detects the wheel speed VRL of WRL.
Wheel speeds VFR, V detected by the wheel speed sensors 11 to 14
FL, VRR, and VRL are input to the traction controller 15. The traction controller 15 has an intake air temperature AT detected by an intake air temperature sensor not shown, an atmospheric pressure AP detected by an atmospheric pressure sensor not shown, an engine rotational speed Ne detected by a rotation sensor not shown, and an air flow sensor not shown. The detected intake air amount A / Np per engine rotation cycle, the transmission oil temperature OT detected by an oil temperature sensor (not shown), the engine cooling water temperature WT detected by a water temperature sensor (not shown), and the air conditioner switch (not shown) Operation state, operation state of power steering switch SW not shown, operation state of idle switch not shown, oil temperature OP of power steering pump not shown, cylinder pressure CP of engine cylinder detected by cylinder pressure sensor not shown, combustion chamber wall not shown Engine combustion chamber wall temperature detected by temperature sensor
A CT, an exciting current i の of the alternator, and a post-start elapsed time τ output from a timer (not shown) for counting the time after the engine is started are input.

The traction controller 15 sends a control signal to the engine 16 to perform control to prevent slippage of the drive wheels during acceleration. As shown in FIG. 1 (B), the opening degree m
In addition to the main throttle valve THm operated by the traction controller 15, an auxiliary throttle valve THs whose opening Θs is controlled by an opening signal Θs described later from the traction controller 15 is arranged. The opening degrees Θ1 and Θ2 of the main throttle valve THm and sub throttle valve THs are determined by the throttle position sensor TPS.
1. Detected by TPS2. The output shaft of a motor 52m is connected to the auxiliary throttle valve THs. This motor 52m is constituted by, for example, a stepping motor. This motor 52
A control line a output from the motor drive circuit 52d is connected to m. The motor drive circuit 52d includes the sensor TPS
1, the opening degrees Δm and Δs of the main throttle valve THm and the auxiliary throttle valve THs detected by TPS2 are input. further,
The motor drive circuit 52d is connected to the contact c of the switch S4. The opening signal Θs from the traction controller 15 is input to the contact a of the switch S4. The standby opening ｂw of the auxiliary throttle valve THs output from the auxiliary throttle valve standby opening setting unit 521 is input to the contact b of the switch S3. The switch S4 is interlocked with switches S1 to S3 to be described later, and switching of the switch S4 is performed by a start / end determination unit 50 to be described later.

The sub-throttle valve standby opening setting unit 521 receives an engine rotation speed Ne from a rotation sensor (not shown). The auxiliary throttle valve standby opening setting section 521 determines the standby opening Δw of the auxiliary throttle valve THs according to the engine speed Ne. The auxiliary throttle valve standby opening setting unit 521 includes a basic opening storage unit 522 that stores the basic opening Θ of the auxiliary throttle valve THm, and a correction opening storage unit 523 that stores a correction opening ΔΘ for the basic opening Θ. It consists of. The engine speed Ne is stored in the basic opening storage unit 522 and the correction opening storage unit 5.
Entered into 23 respectively. This basic opening storage unit 522 stores a basic opening Θ map corresponding to the engine speed Ne as shown in FIG. In addition, the correction opening storage unit 523
45 stores a corrected opening degree ΔΘ map for the engine speed Ne as shown in FIG. The basic opening storage unit 52
2 and the output of the correction opening degree storage unit 523 are added to the adder 524.
, And are added. That is, the adder 524 calculates the standby opening degree Θw (= Θ + ΔΘ). The output of the adder 524 is the contact a of the switch S4.
Connected to.

Reference numeral 17 denotes a wheel cylinder for braking the front right wheel WFR, and reference numeral 18 denotes a wheel cylinder for braking the front left wheel WFL. Normally, pressure oil is supplied to these wheel cylinders when a brake pedal (not shown) is operated. At the time of traction control operation, pressure oil can be supplied from another path described below. Supply of pressure oil from the hydraulic pressure source 19 to the wheel cylinder 17 is performed via an inlet valve 17i, and discharge of pressure oil from the wheel cylinder 17 to the reservoir 20 is performed via an outlet valve 17o. In addition, the wheel cylinder 1
Supply of pressurized oil from hydraulic pressure source 19 to inlet valve 18i
Via the wheel cylinder 18 and the reservoir
The discharge of pressure oil to 20 is performed via outlet valve 18o. The opening and closing control of the inlet valves 17i and 18i and the outlet valves 17o and 18o is performed by the traction controller 15.

Next, a detailed configuration of the traction controller 15 will be described with reference to FIGS. 2 (A) to 2 (D).
In the figure, reference numerals 11 and 12 denote wheel speeds VFR of drive wheels WFR and WFL,
The driving wheel speeds VFR and VFL detected by the wheel speed sensors 11 and 12 are sent to the high vehicle speed selecting unit 31 and the averaging unit 32. The high vehicle speed selection unit 31 selects the high wheel speed side of the drive wheel speeds VFR and VFL. The drive wheel speed selected by the high vehicle speed selection unit 31 is output to the weighting unit 33. Also,
The averaging unit 32 calculates the average driving wheel speed (VFR + VFL) from the driving wheel speeds VFR and VFL obtained from the wheel speed sensors 11 and 12.
FL) / 2, and the average driving wheel speed calculated by the averaging unit 32 is output to the weighting unit 34. The weighting unit 33 multiplies (variable) KG times (variable) the higher one of the drive wheels WFR and WFL selected and output by the high vehicle speed selection unit 31, and the weighting unit 34 calculates the average output by the averaging unit 32. The obtained average driving wheel speed is multiplied by (1-KG) (variable). The driving wheel speed and the average driving wheel speed weighted by the weighting units 33 and 34 are given to an adding unit 35 and added. , The drive wheel speed VF is calculated.

Here, the variable KG is a variable that changes according to the centripetal acceleration GY as shown in FIG. 3, and is proportional to the magnitude of the centripetal acceleration GY up to a predetermined value (for example, 0.1 g). This is set so as to be “1”.

On the other hand, the driven wheel speeds VRR and VRL detected by the wheel speed sensors 13 and 14 are both sent to the low vehicle speed selection unit 36 and the high vehicle speed selection unit 37. The low vehicle speed selection unit 36 calculates the following wheel speed V
RR, VRL is selected on the low wheel speed side, and the high vehicle speed selecting unit 37 is for selecting the high wheel speed side of the driven wheel speeds VRR, VRL. The selected low driven wheel speed is output to the weighting unit 38, and the high driven wheel speed selected by the high vehicle speed selection unit 37 is output to the weighting unit 39. The weighting section 38 multiplies (varies) the lower one of the driven wheels WRR and WRL selected by the low vehicle speed selection section 36 by Kr times (variable), and the weighting section 39 controls the high vehicle speed selection section 37. Is multiplied by (1-Kr) (variable) the higher one of the driven wheels WRR and WRL selected and output by the following. The driven wheel speeds weighted by the weighting units 38 and 39 are added to the adding unit. It is given to and added to 40, and the driven wheel speed VR is calculated. The driven wheel speed VR calculated by the adder 40 is output to the multiplier 40 '. This multiplication unit 40 '
Multiplies the sum of the following driven wheel speeds VR by (1 + α). The multiplied section 40 'outputs the following driven wheel speeds VRR and VRL.
Is calculated based on the target driving wheel speed Vφ.

Here, the variable Kr is a variable that changes between “1” and “0” according to the centripetal acceleration GY, as shown in FIG.

Then, the driving wheel speed V calculated by the adding unit 35
F, and the target driving wheel speed V calculated by the multiplication unit 40 '.
φ is given to the subtraction unit 41. The subtraction unit 41 subtracts the target drive wheel speed Vφ from the drive wheel speed VF to calculate the slip amount DVi ′ (= VF−Vφ) of the drive wheels WFR and WFL. Slip amount DV
i ′ is given to the adder 42. The adder 42 corrects the slip amount DVi ′ in accordance with the centripetal acceleration GY and the rate of change ΔGY. The slip correction amount Vg (see FIG. 5) that changes in accordance with the centripetal acceleration GY is a slip amount. Correction unit 43
The slip correction amount Vd (see FIG. 6) that changes according to the change rate ΔGY of the centripetal acceleration GY is provided from the slip amount correction unit 44. That is, in the adding unit 42, each slip correction amount Vg,
The slip amount DVi corrected according to the centripetal acceleration GY and its change rate ΔGY via the adding unit 42 is, for example, a TSn calculating unit 45 and a TPn calculating unit for each sampling time T of 15 ms. Sent to 46.

The calculating unit 45a in the TSn calculating unit 45 calculates the slip amount DV.
i is multiplied by a coefficient KI and integrated to obtain an integral correction torque TSn ′ (=
ΣKI ・ DVi), and this integral type correction torque TS
n 'is sent to the coefficient multiplying unit 45b. That is, the integral type correction torque TSn 'is a correction value for the drive torque of the drive wheels WFR, WFL, and the shift characteristic of the power transmission mechanism existing between the drive wheels WFR, WFL and the engine 16E changes. It is necessary to adjust the control gain according to
In 45b, the integral-type correction torque obtained from the arithmetic unit 45a is used.
TSn 'is multiplied by a coefficient GKi that varies depending on the speed, and an integrated correction torque TSn corresponding to the speed is calculated. Here, the variable KI is a coefficient that changes according to the slip amount DVi.

On the other hand, the calculating unit 46a of the TPn calculating unit 46 calculates a proportional correction torque TPn ′ (= multiplying the slip amount DVi by a coefficient Kp.
DVi · Kp), and this proportional correction torque TPn '
Is sent to the coefficient multiplier 46b. That is, the proportional correction torque TPn ′ is also a correction value for the drive torque of the drive wheels WFR, WFL, similarly to the integral correction torque Tsn ′, and the power existing between the drive wheels WFR, WFL and the engine 16E. It is necessary to adjust the control gain of the transmission mechanism in accordance with the change of the shift characteristic. The coefficient multiplication unit 46b adds a different coefficient depending on the shift speed to the proportional correction torque TSn ′ obtained from the calculation unit 46a. GKp is multiplied to calculate a proportional correction torque TPn corresponding to the shift speed.

On the other hand, the driven wheel speed VR obtained by the adder 40
Is sent to the reference torque calculator 47 as the vehicle speed VB. The reference torque calculation unit 47 is firstly a vehicle acceleration calculation unit.
In 47a, the acceleration GB of the vehicle speed VB is calculated. The vehicle acceleration GB obtained by the vehicle acceleration calculation unit 47a is sent to the reference torque calculation unit 47c as the vehicle acceleration GBF via the filter 47b. This reference torque calculator 47c
Calculates a reference torque TG (= GBF × W × Re) based on the vehicle body acceleration GBF, the vehicle weight W, and the wheel radius Re. This reference torque TG is an axle torque value that the engine 16 should output. .

The filter 47b determines, for example, in three stages how much the temporally preceding vehicle acceleration GB is to be calculated for the reference torque TG calculated by the reference torque calculator 47c, that is, is obtained through the filter 47b. The vehicle body acceleration GBF is calculated according to the current slip ratio S and the acceleration state based on the vehicle body acceleration GBn detected this time and the vehicle acceleration GBFn-1 that is the output of the filter 47b up to the previous time.

For example, if the slip rate S is in the state indicated by the range “1” in FIG. 15 while the acceleration of the vehicle is currently increasing, the control is quickly shifted to the control corresponding to the state in the range “2”. Therefore, the vehicle body acceleration GBF is calculated by the following equation (1) as the latest vehicle body acceleration GBF by averaging GBFn-1 which is the output of the previous filter 47b and GBBn detected this time with the same weight.

GB Fn = (GBn + GBFn-1) / 2 (1) Also, for example, when the acceleration of the vehicle is currently decreasing, the slip ratio S is S> S1 and the range "2" shown in FIG.
When shifting to “3”, in order to maintain control according to the state of the range “2” as much as possible, the vehicle body acceleration GBF has a value close to the previous output GBFn−1 of the filter 47b. The vehicle acceleration G BFn is calculated by the following equation (2).

G BFn = (GBn + 7G BFn−1) / 8 (2) Further, for example, when the acceleration of the vehicle is decreasing, the slip ratio S is S ≦ S1 and “2” shown in FIG.
In the case of shifting to “1”, in order to maintain control according to the state of “2” further than when calculating the vehicle body acceleration GBF by the above equation (2), the vehicle body acceleration GBF is determined by the previous filter. The output G BFn−1 of 47b is further weighted,
The vehicle acceleration G BFn having a value close to the previously calculated vehicle acceleration G BFn -1 is calculated by the following expression (3) as compared with the calculation by the above expression (2).

GBFn = (GBn + 15GBFn-1) / 16 (3) Next, the reference torque TG calculated by the reference torque calculator 47 is output to the subtractor 48. This subtraction unit 48
Is the reference torque T obtained from the reference torque calculator 47.
Integral type correction torque calculated from G by the TSn calculation unit 45
TSn is subtracted, and the subtraction data is further subtracted by the subtraction unit 4.
Sent to 9. The subtraction unit 49 further subtracts the proportional correction torque TPn calculated by the TPn calculation unit 46 from the subtraction data obtained from the subtraction unit 48, and the subtraction data drives the drive wheels WFR and WFL. Engine torque converter via switch S1 as target torque Tφ of axle torque to be changed
Sent to 500. That is, Tφ = TG−TSn−TPn.

The engine torque converter 500 divides the target torque Tφ for the drive wheels WFR and WFL given from the subtractor 49 via the switch S1 by the total gear ratio between the engine 16 and the drive wheel axle. It is converted to the target engine torque T1. This target engine torque T1 is output to the torque converter response delay correction unit 501. This torque converter response delay correction unit 501
Is the target engine torque T2 by correcting the engine torque T1 according to a response delay of a torque converter (not shown).
Is output. The target engine torque T2 is output to a T / M (transmission) friction correction unit 502.
The T / M friction correction unit 502 has a map showing the transmission oil temperature OT-torque correction amount Tf characteristic shown in FIG.
m1, a map m2 showing the estimated oil temperature XT-torque correction amount Tf characteristic shown in FIG. 21, a characteristic diagram m showing the post-start time τ-engine cooling water temperature WT, transmission oil temperature OT characteristic shown in FIG.
3. A map showing the engine rotation speed (or transmission rotation speed) N-torque correction amount Tf shown in FIG.
m4, a three-dimensional map m5 showing the torque correction amount Tf with respect to the engine cooling water temperature WT-intake air amount integrated value ΣQ shown in FIG.
Are connected according to first to seventh methods described later. Further, the T / M friction correction unit 502 includes a T / M oil temperature OT, an engine cooling water temperature WT, and a cooling water temperature W immediately after the engine 16 is started.
TO, elapsed time τ after start of engine 16, vehicle speed Vc, intake air amount Q after engine start, engine or T / M rotational speed N, and travel distance エ ン ジ ン Vs after engine start are input. The T / M friction correction unit 502 appropriately selects the connected map and the input signal from among the maps m1, m2, m4, and m5, and
The warm-up state of the transmission is estimated by any one of the seventh to seventh methods. In the T / M friction correction unit 502, the more the transmission has not reached the warm-up state, the greater the friction loss in the transmission.Therefore, a torque correction amount Tf corresponding to the friction loss is added to the target engine torque T2, The target engine torque T3 is obtained.

The target engine torque T3 is output to the external load correction unit 503. This external load correction unit 503 is a map m showing the relationship between the engine rotation speed Ne and the loss torque TL shown in FIG.
11, a map m12 showing the relationship between the pump oil pressure OP and the loss torque TL shown in FIG. 26, and a constant storage unit m16 for storing the torque correction amount TL when the air conditioner is turned on are first to third methods described later. Connected accordingly. Further, the external load correction unit 503 includes an air conditioner switch SW, an engine speed Ne,
A power steering switch and a power steering pump oil pressure OP are input. In this external load correction unit 503, the map m11, m
12m16 connected map and air conditioner switch SW
Alternatively, the engine rotation speed Ne, the power steering switch, and the power steering pump oil pressure OP are appropriately selected, and the first to the following (described later).
When an external load such as an air conditioner or a power steering fluctuates based on the method of 32, the torque loss TL due to the external load changes.
Is added to the target engine torque T3 to calculate the target engine torque T4.

This target engine torque T4 is output to the atmospheric condition correction unit 504. The atmospheric condition correction unit 504 is connected to the map m21 of the atmospheric pressure AP and the torque correction amount Tp shown in FIG. 27, and receives the atmospheric pressure AP. The atmospheric condition correction unit 504 calculates a torque correction amount Tp corresponding to the atmospheric pressure AP with reference to the map m21 and the atmospheric pressure AP, and calculates the target engine torque T4.
And the target engine torque T5 is calculated.

Further, the target engine torque T5 is used in the operating condition correction section.
Output to 505. The operating condition correction unit 505 includes a map m31 showing the engine cooling water temperature WT-torque correction amount TW characteristic shown in FIG. 28, a map m32 showing the elapsed time after engine start τ-torque correction amount Tas characteristic shown in FIG. 29, A map m33 showing an engine oil temperature-torque correction amount Tj characteristic shown in FIG. 30 is connected according to first to third methods described later, and a cooling water temperature WT, an engine rotation speed Ne, and a lapse of time after the engine is started. Time τ, engine oil temperature OT, combustion chamber wall temperature CT, intake air amount Q per unit time, and in-cylinder pressure CP are input. The operating condition correction unit 505 appropriately selects the connected map and the input signal from the maps m31 to m33, and estimates the warm-up state of the engine by any one of first to third methods described later. ing. In other words, as the engine does not reach the warm-up state, the engine output is less likely to come out. Therefore, the target engine torque T5
T6.

The target engine torque T6 is set in the lower limit value setting section 50.
Output to 6. The lower limit value setting unit 506 has a lower limit value Tli that changes according to the elapsed time t from the start of the traction control shown in FIG. 16 or FIG. 17 or the vehicle speed VB.
m is entered. The lower limit value setting unit 506 limits the lower limit value of the target engine torque T6 by the lower limit value Tlim, and sets the lower limit value of the target engine torque T6 as the target engine torque T7.
Output to Then, the target engine torque T7 is output to the target air amount calculation unit 507.

As shown in FIG. 31, a three-dimensional map of the target air amount (mass) with respect to the target engine torque T7-engine rotation speed Ne is connected to the target air amount calculation unit 507. Further, the coefficient Kt shown in FIG. 36 and the coefficient Kp shown in FIG. 37 are input to the target air amount calculation unit 507, and the engine speed Ne, the intake air temperature AT, and the atmospheric pressure AP are input.

Hereinafter, the target air amount calculation unit 507 calculates the mass of the target air amount required to output the target engine torque T7, that is, the target air amount (mass). here,
The mass was calculated as the target air amount because the amount of intake air required to burn a certain amount of fuel is determined by the mass. Further, the expression "target air amount (volume)" which means the volume of the target air amount is used in the specification, but it is not the mass of the intake air amount but the volume that is controlled by the throttle valve. Because. That is, the target air amount calculation unit 507 calculates a target air amount (mass) A / Nm per one rotation of the engine for outputting the target engine torque T7 in the engine 16, and the engine rotation speed Ne. The target air amount (mass) A / Nm is obtained by referring to the three-dimensional map in FIG. 31 based on the target engine torque T7 and the target engine torque T7.

A / Nm = f [Ne, T7] Here, A / Nm is an intake air amount (mass) per one rotation of the engine, and f [Ne, T7] is an engine rotation speed Ne and a target engine torque.
It is a three-dimensional map using T7 as a parameter.

Further, in the target air amount calculation unit 507, the target air amount (mass) A / Nm is calculated based on the intake air temperature AT and the atmospheric pressure from the following equation.
It is corrected by the AP and converted to the target air volume (volume) A / Nv under standard atmospheric conditions.

A / Nv = (A / Nm) / {Kt (AT) * Kp (AP)} where A / Nv is the intake air volume (volume) per engine revolution, and Kt is the intake air temperature (AT) as a parameter. The calculated density correction coefficient (see FIG. 33), and Kp is a density correction coefficient (see FIG. 34) using the atmospheric pressure (AP) as a parameter.

The target air amount A / Nv (volume) is calculated by the target air amount correction unit 508.
Sent to The correction coefficient Ka 'for the intake air temperature AT shown in FIG. 35 is input to the target air amount correction unit 508. The target air amount correction unit 508 corrects the change in the intake efficiency depending on the intake air temperature AT, and the target air amount A / N0
Is calculated by the following equation.

A / N0 = A / Nv * Ka '(AT) where A / N0 is the corrected target air amount, A / Nv is the target air amount before correction, and Ka' is a correction coefficient based on the intake air temperature (AT) ( No. 35
(See the figure).

The above correction is performed for the following reasons. That is,
Although the efficiency of intake of air into the engine changes according to the intake air temperature, if the intake air temperature AT is lower than the combustion chamber wall temperature CT of the engine, the intake air expands when sent into the combustion chamber of the engine. Efficiency decreases. On the other hand, when the intake air temperature AT is higher than the combustion chamber wall temperature CT of the engine,
Since the sucked air contracts when sent into the combustion chamber of the engine, the suction efficiency increases. Therefore, the intake air temperature
When the AT is low, the target air amount (volume) is multiplied by a correction coefficient Ka ′ to take into account the expansion of the intake air in the combustion chamber, and the target air amount (volume) is corrected to be relatively large. When the intake air temperature AT is high, the target air amount (volume) is multiplied by a correction coefficient Ka 'to compensate for the decrease in control accuracy and the intake air AT is high in consideration of contraction of the intake air in the combustion chamber. In addition, the control accuracy is prevented from deteriorating due to an increase in suction efficiency. That is, as shown in FIG. 35, when the intake air temperature AT is higher than the standard intake air temperature AT0, the correction coefficient K
a ′ decreases according to the intake air temperature AT, and when the intake air temperature AT is lower than the standard intake air temperature AT0, the correction coefficient Ka ′ becomes the intake air temperature AT.
Is set so as to increase in accordance with.

The target air amount A / N0 is calculated by a target throttle opening calculation unit 509.
Sent to The target throttle opening calculating section 509 includes the third
The map shown in FIG. 9 is connected, and the opening Θ1 of the main throttle valve THm detected by the throttle position sensor TPS1 is input. That is, the target throttle opening Δt with respect to the target air amount A / N0 and the opening Θ1 of the main throttle valve THm is obtained with reference to the three-dimensional map of FIG. The three-dimensional map of FIG. 39 is obtained as follows.
That is, when the opening degree of the main throttle valve THmm1 or the opening degree of the auxiliary throttle valve THsΘ2 is changed, the amount of intake air per one rotation of the engine is grasped as data, and the main throttle valve THm and the rotation amount of the engine per rotation are changed. The map is obtained by obtaining the relationship of the opening degree Θ2 of the sub-throttle valve THs corresponding to the intake air amount.

Thus, the target throttle opening Δt of the sub throttle valve THs is calculated.

On the other hand, the corrected target air amount A / N0 output from the target air amount correction unit 508 is also sent to the subtraction unit 513. The subtraction unit 513 calculates a deviation ΔA / N between the target air amount A / N0 and the actual intake air amount A / N detected at every predetermined sampling time by the air flow sensor. The deviation ΔA / N between / N0 and the actual air amount A / N is sent to the PID control unit 514. The PID control unit 507 calculates an opening correction amount ΔΘ2 of the auxiliary throttle valve THs corresponding to the deviation ΔA / N. The auxiliary throttle valve opening correction amount ΔΘ2 is calculated by an adding unit.
Sent to 515.

Here, the auxiliary throttle valve opening correction amount ΔΘ2 obtained by the PID control unit 514 is the opening correction amount Δ
Θp, an opening correction amount ΔΘi by integral control, and an opening correction amount ΔΘd by differential control are added.

ΔΘ2 = ΔΘp + ΔΘi + ΔΘd ΔΘp = Kp (Ne) * Kth (Ne) * ΔA / N ΔΘi = Ki (Ne) * Kth (Ne) * Σ (ΔA / N) ΔΘd = Kd (Ne) * Kth (Ne) * ｛ΔA / N−ΔA / Nold｝ Here, the coefficients Kp, Ki, and Kd are respectively a proportional gain (see FIG. 40), an integral gain (see FIG. 41), and a differential gain (see FIG. 41) using the engine speed Ne as a parameter. Kth is ΔA with the engine speed Ne as a parameter.
/ N → ΔΘ conversion gain (see Fig. 43), ΔA / N is the deviation between target air amount A / N0 and actual air amount A / N, ΔA / N0ld is ΔA / N at the previous sampling timing It is.

The adding section 515 adds the target throttle opening Θ2 calculated by the opening calculating section 509 and the sub throttle valve opening correction amount ΔΘ2 calculated by the PID control section 514, and performs feedback-corrected target opening. The degree Δf is calculated. The target opening Θf is sent to the motor drive circuit 52 as a sub throttle valve opening signal Θs. The motor drive circuit 52 controls the rotation of the motor 52m so that the opening Θ2 of the sub throttle valve THs detected by the throttle position sensor TPS2 is equal to the opening corresponding to the sub throttle valve opening signal Θs. ing.

By the way, the wheel speeds VRR and VRL of the driven wheels are sent to the centripetal acceleration calculating section 53, and the centripetal acceleration GY 'is obtained in order to determine the degree of turning. The centripetal acceleration GY 'is sent to the centripetal acceleration correction unit 54, and the centripetal acceleration GY' is corrected according to the vehicle speed. That is, GY−Kv · GY ′. Where Kv
Is a coefficient that changes according to the vehicle body speed VB as shown in FIGS. 7 to 12.

The larger driven wheel speed output from the high vehicle speed selector 37 is subtracted from the wheel speed VFR of the drive wheel by the subtractor 55. Further, the larger driven wheel speed output from the high vehicle speed selector 37 is subtracted in the subtractor 56 from the wheel speed VFL of the drive wheel.

The output of the subtraction unit 55 is multiplied by KB (0 <
KB <1), the output of the subtraction unit 56 is multiplied by (1−KB) in the multiplication unit 58, and then added in the addition unit 59 to obtain the slip amount DVFR of the right driving wheel. At the same time, the output of the subtraction section 56 is multiplied by KB in the multiplication section 60, and the output of the subtraction section 55 is multiplied by (1-K
B) After being multiplied, the sum is added in the adder 62 to obtain the slip amount DVFL of the left driving wheel. The variable KB changes according to the elapsed time from the start of the traction control as shown in FIG. 13, and is set to "0.5" at the start of the traction control, and becomes "0.8" as the traction control is advanced. ".

The slip amount DV FR of the right driving wheel is differentiated by the differentiating section 63 and its temporal change, that is, the slip acceleration G
FR is calculated, and the left speed GFL is calculated. Then, the slip amount DV FL of the slip driving wheel
Is differentiated by a differentiating unit 64 and its temporal change amount, that is, the slip acceleration GFR is sent to a brake hydraulic pressure change amount (ΔP) calculating unit 65, and a GFR (GFL) -ΔP conversion map shown in FIG. 14 is referred to. Then, the change amount ΔP of the brake fluid pressure for suppressing the slip acceleration GFR is obtained. The change amount ΔP of the brake fluid pressure is supplied to the ΔP-T conversion section 67 via the switch S2 controlled to be opened and closed by the start / end determination section 50.
To the inlet valve 17i in FIG. 1 (A).
And the opening time T of the outlet valve 17o is calculated.
Similarly, the slip acceleration GFL is sent to the brake fluid pressure change amount (ΔP) calculation unit 66, and GFR (G
FL)-[Delta] P conversion map, and the slip acceleration G
The amount of change ΔP in brake fluid pressure for suppressing FL is determined. The amount of change ΔP in the brake fluid pressure is determined by a switch S3 controlled to be opened and closed by the start / end determination unit 50.
It is sent to the PT converter 68 to calculate the opening time T of the inlet valve 18i and the outlet valve 18o in FIG. 1 (A). Then, the valves are controlled to open for the opening time T of the inlet valves 17i, 18i and the outlet valves 17o, 18o calculated as described above, and the brake is applied to the right drive wheel WFR and the left drive wheel WFL.

The switches S1 to S4 are switched by the start / end determination unit 50 in conjunction with each other.

By the way, the slip amount DV calculated by the subtraction unit 41
i ′ is sent to the differentiating section 41a, and the temporal change rate ΔDVi ′ of the slip amount DVi ′ is calculated. The slip amount DVi ′ and its temporal change rate ΔDVi ′ are output to the start / end determination unit 50. The start / end determination section 50 determines the slip amount DV.
i ′, when its time rate of change ΔDVi ′ exceeds each reference value, closes the switches S1 to S3 and closes the switch S4 to the contact b to start the control, DVi 'is a predetermined reference value (different from the above reference value)
When it becomes smaller, the switches S1 to S3 are opened and the switch S4 is closed to the contact a side to terminate the control.

In FIG. 14, when the brake is applied at the time of turning, in order to strengthen the brake of the drive wheel on the inner wheel side,
The converted value on the inner wheel side at the time of turning is shown by a broken line a.

Next, a method of controlling the opening of the sub-throttle valve according to the embodiment of the present invention configured as described above will be described.
When both the slip amount DVi ′ and the time rate of change ΔDVi ′ have exceeded respective reference values, the start / end determination unit 50 closes the switches S1 to S3 and switches the switch S4 to the contact point. Close to b. As a result, the traction control is started. On the other hand, when the slip amount DVi 'is smaller than a predetermined reference value (different from the reference value), the start / end determination unit 50 opens the switches S1 to S3 and switches the switch S4 to the contact point a. Close to the side. As a result, the traction control ends.

First, when the traction control is not started, the switch S4 is closed to the contact a as described above. Therefore, the auxiliary throttle valve THs is set to the auxiliary throttle valve THs set by the auxiliary throttle valve standby opening setting unit 21.
Is controlled by the motor drive circuit 52d so that the standby opening degree Δw becomes. Hereinafter, the detailed operation will be described. First, the auxiliary throttle valve standby opening setting section 21 sets the standby opening Θw according to the input engine speed Ne. That is, the basic opening storage unit 522 reads out the basic opening Θ corresponding to the engine rotation speed Ne from the map shown in FIG. 44 and outputs it. In the map of FIG. 44, the basic opening の of the auxiliary throttle valve THs corresponding to the engine speed is stored. This basic opening Θ is set to an opening that generates, for example, 90% of the maximum torque at the rotational speed when the main throttle valve THm is fully opened. The correction opening storage unit 523 stores a correction opening Δ corresponding to the engine rotation speed Ne.
Θ is read from the map of FIG. 45 and output. And
In the adder 524, the basic opening Θ and the correction opening ΔΘ
Are added to calculate the standby opening degree Δw. This standby opening degree Δw is output to the motor drive circuit 52d via the switch S3. The motor drive circuit 52d controls the rotation of the motor 52m so that the opening of the auxiliary throttle valve THs is reduced to the standby opening.
w is controlled. That is, the auxiliary throttle valve
The opening of THs is controlled so that it is located on the opening side by ΔΘ from the basic opening Θ. In this way, the auxiliary throttle valve THs is controlled to have the standby opening degree Δw determined by the engine speed Ne.

On the other hand, when both the slip amount DVi ′ and the time rate of change ΔDVi ′ have exceeded their respective reference values, the start / end determination unit 50 closes the switches S1 to S3 and sets the switches S4 to S4. Is closed to the contact b. In this case, traction control is performed as described below.

In FIGS. 1 and 2, the wheel speeds of the driven wheels (rear wheels) output from the wheel speed sensors 13 and 14 are high vehicle speed selecting units.
36, the low vehicle speed selection unit 37, and the centripetal acceleration calculation unit 53.
The low vehicle speed selection unit 36 selects the smaller wheel speed of the left and right wheels of the driven wheels, and the high vehicle speed selection unit 37 selects the larger wheel speed of the left and right wheels of the driven wheels. During normal straight running, when the wheel speeds of the left and right driven wheels are the same, the same wheel speed is selected from the low vehicle speed selection unit 36 and the high vehicle speed selection unit 37. Further, the wheel speeds of the left and right driven wheels are input to the centripetal acceleration calculation unit 53, and the degree of turning when the vehicle is turning, that is, how steep the vehicle turns is based on the wheel speeds of the left and right driven wheels. Is calculated.

Hereinafter, how the centripetal acceleration is calculated in the centripetal acceleration calculation unit 53 will be described. In a front-wheel drive vehicle, since the rear wheels are driven wheels, the vehicle speed at that position can be detected by a wheel speed sensor regardless of slippage due to driving, so that Ackerman geometry can be used. That is, in the normal turning is calculated as centripetal acceleration GY 'is ^{GY' = v 2 / r ...} (4) (v = vehicle speed, r = radius of gyration).

For example, when the vehicle is turning to the right as shown in FIG. 19, the center of turning is Mo, the distance from the center of turning Mo to the inner wheel side (WRR) is r1, the tread is Δr, and the inner wheel is The wheel speed on the side (WRR) is set to v1, and the outer wheel side (WR
If the wheel speed of L) is v2, v2 / v1 = (Δr + r1) / r1 (5)

Then, the above equation (5) is modified to obtain 1 / r1 = (v2−v1) / Δr · v1 (6). When the inner ring side is used as a reference, the centripetal acceleration G
Y ′ is calculated as GY ′ = v1 / r1 = v1 · (v2−v1) / Δr · v1 = v1 · (v2−v1) / Δr (7)

That is, the centripetal acceleration GY 'is calculated by the above equation (7). By the way, since the inner wheel speed v1 is smaller than the outer wheel speed v2 when turning, the centripetal acceleration GY 'is calculated using the inner wheel speed v1.
GY 'is calculated to be smaller than the actual value. Therefore, the weighting unit
The coefficient KG multiplied by 33 is underestimated because the centripetal acceleration GY 'is underestimated. Therefore, since the drive wheel speed VF is estimated to be small, the slip amount DV '
(VF-VΦ) is also underestimated. Thus, since the target torque TΦ is largely estimated, the target engine torque is largely estimated, so that a sufficient driving force is applied even during turning.

By the way, in the case of extremely low speed, as shown in FIG. 19, the distance from the inner wheel side to the turning center M0 is r1,
In a vehicle that understeers as the speed increases, the center of turning shifts to M, and the distance is r (r> r1).
It has become. Even when the speed increases in this way, since the turning radius is calculated as r1, the centripetal acceleration GY 'calculated based on the above equation (7) is calculated as a value larger than the actual value. Therefore, the centripetal acceleration calculation unit 53
The centripetal acceleration GY 'calculated in the step is a centripetal acceleration correction unit.
At 54, the centripetal acceleration GY 'is multiplied by the coefficient Kv of FIG. 7 so that the centripetal acceleration GY becomes small at high speed. This variable Kv is set to be smaller in accordance with the vehicle speed, and may be set as shown in FIG. 8 or FIG. Thus, the corrected centripetal acceleration GY is output from the centripetal acceleration correction unit 54.

On the other hand, as the speed increases, oversteer (r
<R1) In the vehicle, the centripetal acceleration correction unit 54 performs a correction completely opposite to that of the understeer vehicle described above. That is, any one of the variables Kv in FIGS.
Is used to correct the centripetal acceleration GY ′ calculated by the centripetal acceleration calculation unit 53 so as to increase as the vehicle speed increases.

By the way, the smaller wheel speed selected by the low vehicle speed selector 36 is multiplied by a variable Kr in the weighting unit 38 as shown in FIG. 4, and the high vehicle speed selected by the high vehicle speed selector 37 is weighted by the weighting unit 39. Is multiplied by the variable (1-Kr). The variable Kr is set to “1” at the time of turning such that the centripetal acceleration GY becomes larger than 0.9 g, for example.
Is set to “0” when becomes smaller than 0.4 g.

Accordingly, for a turn in which the centripetal acceleration GY is greater than 0.9 g, the low vehicle speed wheel speed of the driven wheels output from the low vehicle speed selection unit 36, that is, the inner wheel speed at the time of selection is selected. You. Then, the weighting unit 38 and
The wheel speeds output from 39 are added in an adder 40 to obtain a driven wheel speed VR, and the driven wheel speed VR is multiplied by (1 + α) in a multiplier 40 ′ to obtain a target drive wheel speed V.
Φ.

After the higher wheel speed of the drive wheel speeds is selected by the high vehicle speed selection unit 31, the weighting unit 33 multiplies it by the variable KG as shown in FIG. further,
The average vehicle speed of the drive wheels (VFR +
(VFL) / 2 is multiplied by (1−KG) in the weighting section 34, and is added to the output of the weighting section 33 in the adding section 35 to obtain the drive wheel speed VF. Therefore, if the centripetal acceleration GY is, for example, 0.1 g or more, KG = 1, so that the wheel speed of the larger one of the two drive wheels output from the high vehicle speed selection unit 31 is output. Become. That is,
The turning degree of the vehicle increases and the centripetal acceleration GY is, for example, 0.
When the weight is 9 g or more, "KG = Kr = 1", so that the driving wheel side uses the wheel speed of the outer wheel having a higher wheel speed as the driving wheel speed VF, and the driven wheel side uses the wheel speed of the inner wheel having a lower wheel speed. Is set as the driven wheel speed VR, the slip amount DVi ′ (= VF−VΦ) calculated by the subtraction unit 41 is largely estimated. Accordingly, in order to estimate the target torque TΦ to be small, the output of the engine is reduced, the slip ratio S is reduced, and the lateral force A can be increased as shown in FIG. And a safe turn can be performed.

The slip amount DVi 'is added to the slip amount corrector 43 only at the time of turning when the centripetal acceleration GY occurs, as shown in FIG. 5, and the slip amount corrector 44 shown in FIG. Such a slip amount Vd is added. For example, assuming a curve turning at a right angle, the centripetal acceleration GY and its temporal change rate ΔGY have positive values in the first half of the turn, but the temporal change rate of the centripetal acceleration GY in the second half of the curve. ΔGY is a negative value. Accordingly, in the first half of the curve, the adder 42 adds the slip correction amount Vg shown in FIG.
(> 0) and the slip correction amount Vd (> 0) shown in FIG. 6 are added to obtain the slip amount DVi. In the latter half of the curve, the slip correction amount Vg (> 0) and the slip correction amount Vd
(<0) is added to be the slip amount DVi. Therefore, the slip amount DVi in the latter half of the turn is estimated to be smaller than the slip amount DVi in the first half of the turn, thereby reducing the engine output and increasing the lateral force in the first half of the turn, and in the latter half of the turn, The engine output is restored to improve the acceleration of the vehicle.

In this way, the corrected slip amount DVi is, for example, 1
It is sent to the TSn operation unit 45 with a sampling time T of 5 ms. In the TSn calculation unit 45, the slip amount DVi is integrated while being multiplied by the coefficient KI to obtain a correction torque TSn.
That is, the correction torque obtained by integrating the slip amount DVi, that is, the integral correction torque TSn is obtained as TSn = GKiΣKI · DVi (KI is a coefficient that changes in accordance with the slip amount DVi).

In addition, the slip amount DVi is calculated by T
The correction torque TPn is sent to the Pn calculation unit 46 and calculated.
That is, a correction torque proportional to the slip amount DVi, that is, a proportional correction torque TPn is obtained as TPn = GKpDVi · Kp (Kp is a coefficient).

Further, the values of the coefficients GKi, GKp used in the calculations in the coefficient multiplying units 45b, 46b are switched to values according to the gear position after the shift after a set time from the start of the shift when upshifting. This takes time from the start of the shift to the end of the shift after the shift is actually switched, and when shifting up, the above coefficients GKi and GKp corresponding to the high gear after the shift and the shift start
Is used, the values of the correction torques TSn and TPn become values corresponding to the above-mentioned high-speed gears, so that the actual torque is not completed, but becomes smaller than the value before the shift is started, and the target torque TΦ is increased. This is because the slip is induced and the control becomes unstable.

Further, the driven wheel speed VR output from the adder 40 is input to the reference torque calculator 47 as the vehicle speed VB.
Then, the acceleration B (GB) of the vehicle speed is calculated in the vehicle acceleration calculation section 47a. Then, the acceleration GB of the vehicle speed calculated by the vehicle acceleration calculating section 47a is filtered by any one of the above equations (1) to (3) by the filter 47b, and GBF according to the state of the acceleration GB. In the optimal position.

For example, if the slip rate S is in the range “1” in FIG. 15 while the acceleration of the vehicle is currently increasing, the control is immediately performed according to the state of the range “2”. As shown in the equation, the body acceleration GBF is calculated as the latest body acceleration GBFn by averaging GBFn-1 which is the output of the previous filter 47b and GBn detected this time with the same weight.

Further, for example, when the acceleration of the vehicle is currently decreasing, the slip ratio S is S> S1 and the range “2” shown in FIG.
In the case of shifting to “3”, the vehicle body acceleration GBF is determined by the previous filter 47b as shown in the above equation (2) in order to maintain control according to the state of the range “2” as much as possible.
Is weighted, and is calculated as the previous vehicle acceleration GB Fn.

Further, for example, when the acceleration of the vehicle is currently decreasing, the slip ratio S is S ≦ S1 and the range “2” shown in FIG.
In the case of shifting to “1”, in order to maintain control according to the state of the range “2” further than when calculating the vehicle body acceleration GBF by the above equation (2), the vehicle body acceleration GBF becomes
As shown in the above equation (3), the output of the previous filter 47b is very weighted and is calculated as the previous vehicle acceleration G BFn.

Then, the reference torque calculating section 47c calculates a reference torque TG (= GBF × W × Re).

The reference torque TG and the integral correction torque T
Subtraction with Sn is performed in a subtraction section 48, and the proportional correction torque TPn is further subtracted in a subtraction section 49. Thus, the target drive shaft torque TΦ is calculated as TΦ = TG−TSn−TPn.

This target drive shaft torque TΦ is input to the engine torque converter 500 via the switch S1, and is divided by the total gear ratio between the engine 16 and the drive wheel axle to obtain the target engine torque T1.
Is calculated. The target engine torque T1 is corrected by the torque converter response delay correction unit 502 for the response delay of the torque converter to obtain the target engine torque T2. The target engine torque T2 is sent to the T / M friction correction unit 502, where the target engine torque T3 is corrected for the friction (friction) of the transmission interposed between the engine and the drive wheels.

The T / M friction correction unit 502 corrects the target engine torque T3 by estimating the warm-up state of the T / M by the first to seventh methods described below.

<First Method of T / M Friction Correction> In this first method, the oil temperature OT of T / M is detected by an oil temperature sensor, and when the oil temperature OT is low, the friction is large. Is referred to and the torque correction amount Tf is added to the target engine torque T2. That is, T3 = T2 + Tf (OT). As described above, since the torque correction amount Tf due to friction is determined according to the oil temperature OT of T / M, the target engine torque can be corrected with high accuracy for T / M friction.

<Second Method of T / M Friction Correction> In order to realize the second method, the T / M friction correction unit 502 uses the engine cooling water temperature instead of the T / M oil temperature OT.
WT is input, and instead of map m1, engine cooling water temperature WT
Are connected.

With such a configuration, the cooling water temperature WT of the engine 16 is measured by the sensor, and the warm-up state (oil temperature) of T / M is estimated from this, and the torque is corrected. That is, T3 = T2 + Tf (WT). Here, a map (not shown) is referred to for the torque correction amount Tf (WT), and the lower the engine coolant temperature WT, the lower the engine coolant temperature WT.
The oil temperature OT of T / M is estimated to be low, and the torque correction amount Tf is set to increase. As described above, since the friction of T / M is estimated from the cooling water temperature WT of the engine, T / M
The correction for the friction of T / M can be performed without using a sensor for detecting the oil temperature OT of the motor.

<Third Method of T / M Friction Correction> In order to realize the third method, the T / M friction correction unit 502 has an engine cooling water temperature instead of the T / M oil temperature OT.
WT and the cooling water temperature WTO immediately after the start of the engine 16 are input, a map m2 showing the estimated oil temperature XT-torque correction amount Tf characteristic shown in FIG. 21, a post-start time τ-engine cooling water temperature WT shown in FIG. Characteristic diagram m3 showing transmission oil temperature OT characteristics
Is connected.

With such a configuration, the torque correction amount Tf is added to the target engine torque T2 by referring to the map of FIG. 21 based on the cooling water temperature WTO immediately after the start of the engine 16 and the real-time cooling water temperature WT, Target engine torque T3
It is said. That is, T3 = T2 + Tf (XT) XT = WT + K0 * (WT-WTO). Here, XT is the estimated oil temperature of T / M, and K0 is the ratio of the temperature rise rate of the engine coolant temperature WT to the temperature rise rate of the T / M oil. This estimated oil temperature XT and engine cooling water temperature
The relationship between the oil temperature OT of WT and T / M and the elapsed time after starting the engine is shown in FIG. As shown in FIG. 22, the change of the estimated oil temperature XT with the lapse of the start time is substantially equal to the change of the oil temperature OT with the lapse of the start time. Therefore, the oil temperature can be accurately monitored without using an oil temperature sensor, and T / M
Is estimated, and thereby the target engine torque is corrected.

<Fourth Method of T / M Friction Correction> In order to realize the fourth method, the T / M friction correction unit 502 has an engine cooling water temperature W instead of the T / M oil temperature OT.
T, elapsed time after engine start τ, and vehicle speed Vc are input, and instead of map m1, a torque correction amount Tf map that changes according to engine coolant temperature WT is connected.

With this configuration, T3 = T2 + Tf (WT) * {1-Kas (τ) * Kspeed (Vc)} based on the cooling water temperature WT of the engine 16, the elapsed time τ after engine start, and the vehicle speed Vc. Is done. Here, Kas is a tailing coefficient based on the time (τ) after the start (0 gradually decreases with the lapse of time after the start).
), And Kspeed indicates a tailing coefficient depending on the vehicle speed (a coefficient that gradually approaches 0 as the vehicle speed increases). That is, when a sufficient time has elapsed since the start of the engine or when the vehicle speed has increased, the items {circle around (｛)} approach “0”. Therefore, if sufficient time has elapsed since the engine was started or the vehicle speed increased,
The torque correction amount Tf due to T / M friction is eliminated.

As described above, the warm-up state of the transmission is estimated from the engine cooling water temperature, the elapsed time after starting, and the vehicle speed. Therefore, even if the warm-up state is not directly detected from the transmission, the warm-up state of the transmission is determined according to the warm-up state of the transmission. When the friction of the transmission changes, the target engine torque T2 is increased and corrected by the torque Tf corresponding to the friction, so that the engine torque can be accurately controlled.

<Fifth Method of T / M Friction Correction> In order to realize this fifth method, the T / M friction correction unit 502 uses an engine or T / M instead of the T / M oil temperature OT.
The rotation speed N of M is input, and a map m4 indicating the engine rotation speed (or transmission rotation speed) N-torque correction amount Tf shown in FIG. 23 is connected instead of the map m1.

With such a configuration, the engine or T /
The torque correction amount Tf is calculated based on the rotation speed N by referring to the map in FIG. 23 based on the rotation speed N of M. That is, T3 = T2 + Tf (N). This is because as the rotational speed N of the engine or the T / M increases, the friction loss increases.

Further, a correction coefficient Kt (O) based on the oil temperature OT of T / M is added to the torque correction amount Tf (N) based on the engine or T / M rotation speed N.
T), the target engine torque T3 may be calculated as in the following equation. That is, by changing the torque correction amount Tf not only by the rotation speed N but also by the oil temperature OT as T3 = T2 + Tf (N) * Kt (OT), a more accurate target engine torque T3 can be set. .

As described above, the transmission friction is estimated according to the transmission or engine rotation speed. Therefore, even if the transmission or engine rotation speed changes and the transmission friction changes, the target engine torque is not changed.
By increasing and correcting T2 by the torque Tf corresponding to the friction to obtain the target engine torque T3, the engine output can be accurately controlled to the target engine torque.

<Sixth Method of T / M Friction Correction> In order to realize the sixth method, the T / M friction correction unit 502 uses the engine cooling water temperature instead of the T / M oil temperature OT.
WT, intake air amount Q after engine start is input, and map
Instead of m1, a torque correction amount Tf map that changes according to the engine cooling water temperature WT or a torque correction amount Tf for the engine cooling water temperature WT-intake air amount integrated value ΣQ shown in FIG.
Is connected.

With such a configuration, the cooling water temperature WT of the engine 16 and the intake air amount Q per unit time after the engine is started.
The warm-up state of the transmission is estimated from the integrated value of the above and the correction torque is obtained. That is, the target engine torque T3 is obtained as T3 = T2 + Tf (WT) * {1-{(Kq * Q)}. Here, Kq is a coefficient for converting an intake air amount into a loss torque, and is set to Kq = Kq1 when the clutch is off or the idling state where the idle SW is on, and otherwise Kq = Kq0 ( > Kq1).

In the above equation, the intake air amount Q per unit time after the engine is started is multiplied by a coefficient Kq to obtain {(Kq * Q), {1-{(Kq * Q)}} and the engine coolant temperature. The value obtained by multiplying by the torque correction amount TW (WT) based on WT is added to the target engine torque T2. In this manner, when the vehicle is rapidly accelerated after the engine is started and the intake air amount Q per unit time is rapidly increased, that is, even when the engine coolant temperature WT is low, the transmission is sufficiently warmed up and T In the case where / M friction correction is not required, the unnecessary torque correction is eliminated by immediately setting the items {...} to "0". In the idling state, Kq is set to a small value. However, if the idling state continues, it takes time until the transmission is sufficiently warmed up, so that the accumulation of the intake air amount Q per unit time should be minimized. The torque correction amount Tf based on the engine cooling water temperature is estimated to be smaller. In this way, when the idling state is continued, the T / M friction correction is performed so as to leave the Tf (WT) term. The integration of the intake air amount Q per unit time is calculated based on the intake air amount A / N per engine cycle.

The friction torque Tf of T / M is 3 shown in FIG.
You may make it calculate using a dimension map. In this case, the target engine torque T3 is represented by the following equation. That is, T3 = T2 + Tf (WT, ΔQa) By the way, in FIG. 24, when ΔQa exceeds a certain value, Tf is set to “0”. This is because when the relaxation of the intake air amount becomes equal to or more than a certain value, it is determined that the T / M oil is sufficiently warmed and the friction of the T / M can be ignored.

In this way, the warm-up state of T / M is estimated from the integrated value of the cooling water temperature of the engine and the intake air amount after the engine is started, and the torque correction amount is determined according to the estimated warm-up state of T / M. Since Tf is changed, the engine output can be accurately controlled to the target engine torque without directly detecting the warm-up state from the transmission. Furthermore, since the integration of the intake air amount is estimated to be small during the idling state, it is possible to accurately grasp the phenomenon that the T / M does not reach the warm-up state even when the idling state continues. That is, when the vehicle is in the idling state, the torque correction amount Tf is estimated to be larger than that in the non-idling state.

<Seventh Method of T / M Friction Correction> In order to realize the seventh method, the T / M friction correction unit 502 uses the engine cooling water temperature instead of the T / M oil temperature OT.
WT, mileage after engine start ΣVs is input, map
Instead of m1, a torque correction amount Tf map that changes according to the engine coolant temperature WT is connected.

The torque correction amount is determined by the coolant temperature WT of the engine 16 or the oil temperature of the engine 16 and the traveling distance ΣVs after the engine is started.
Seeking Tf. That is, T3 = T2 + Tf (WT) * {1-{(Kv * Vs)} Here, Kv is a coefficient for converting the traveling distance (= .DELTA.Vs) into an output correction, and when the idle SW is turned on or the clutch is turned off. Kv = Kv in idling state like
It is set to 1; otherwise, Kv = Kv2 (> Kv1).

In the above equation, the traveling distance ΣVs after engine start is multiplied by the correction coefficient Kv to obtain Σ (Kv * Vs), and ｛1
− {(Kv * Vs)} multiplied by a torque correction amount Tf (WT) based on the engine coolant temperature WT is added to the target engine torque T2. By doing so, when the vehicle travels after the engine is started and the traveling distance increases, the item {circle around (｛)} approaches “0” and unnecessary torque correction is eliminated.

In the idling state, the load on the transmission is small, so that the oil temperature of the transmission increases moderately. For this reason, the torque loss in the transmission decreases only gradually. Therefore, by setting Kv to a small value in the idling state, ｛…｝
The term is slowly approached to "0" so that the torque correction is performed as long as possible.

As described above, the warm-up state of the transmission is estimated based on the cooling water temperature of the engine and the traveling distance after the engine is started without directly detecting the warm-up state from the transmission using the oil temperature sensor or the like of the transmission. Since the torque correction amount Tf is changed according to the warm-up state of the transmission, the engine output can be accurately controlled to the target engine torque. Further, the running distance is not integrated in the idling state, so that even when the idling state continues, it is possible to accurately grasp the phenomenon that the transmission does not reach the warm-up state.

Next, the target engine torque T3 output from the T / M friction correction unit 502 is sent to the external load correction unit 503, and when there is an external load such as an air conditioner, the target engine torque T3 is corrected and the target engine torque T3 is corrected. The torque is T4. The correction by the external load correction unit 503 is performed by one of the following first and second methods.

<First Method of External Load Correction> The target engine torque T3 is corrected according to the air conditioner load to obtain the target engine torque T4. That is, T4 = T3 + TL. Here, TL is set to a constant value when the air conditioner is turned on, and is set to “0” when the air conditioner is turned off. In this manner, when there is an air conditioner load, the loss of the engine output due to the air conditioner load is prevented by adding the loss torque TL corresponding to the air conditioner load to the target engine torque T3 to obtain the target engine torque T4. I have.

Also, paying attention to the fact that the magnitude of the air conditioner load changes according to the engine rotation speed Ne, the loss torque TL according to the engine rotation speed Ne is stored in the map m11 as shown in FIG. The target engine torque T4 may be calculated. That is, T4 = T3 + TL (Ne) may be satisfied.

<Second Method of External Load Correction> To realize the second method, the external load correction unit 50
A power steering switch and a power steering pump oil pressure OP are input to 3 in place of the air conditioner switch SW and the engine speed Ne, and the pump oil pressure OP shown in FIG. 26 is used instead of the map m11.
And a map m12m showing the relationship between the torque and the loss torque TL.

With this configuration, the target engine torque T3 is corrected according to the power steering load to obtain the target engine torque T4. That is, T4 = T3 + TL. Here, TL is set to a constant value when the power steering is turned on, and is set to “0” when the power steering is turned off. In this way, when the power steering load is present, the loss of the engine output due to the power steering load is reduced by adding the loss torque TL corresponding to the power steering load to the target engine torque T3 to obtain the target engine torque T4. Preventing.

Also, paying attention to the fact that the magnitude of the power steering load changes according to the power steering pump oil pressure OP, as shown in FIG.
L is stored in the map, and the target engine torque T4
May be calculated. That is, T4 = T3 + TL (O
P)

<Third Method of External Load Correction> The target engine torque T3 is corrected in accordance with the load on the engine generated by the alternator power generation to obtain the target engine torque T4. That is, the load on the engine such as the headlights and the electric fan fluctuates, and the alternator power generation fluctuates. For this reason, by detecting the battery voltage and the exciting current of the alternator, the alternator power generation amount is estimated, and the load on the engine is estimated.

Target engine torque T4 when battery voltage is Vb
Is as follows.

T4 = T3 + TL (Vb) Here, the loss torque TL (Vb) has a relationship with the battery voltage Vb as shown in FIG. That is, the battery voltage
If Vb is low, it is estimated that the electric load is large, and the loss torque T
L is increased, and the target engine torque T4 is increased.

Further, the target engine torque T4 is obtained by adding a loss torque using the alternator exciting current (iΦ) as a parameter. That is, the calculation is performed as T4 = T3 + TL (iΦ). Here, the loss torque TL is obtained with reference to the map shown in FIG.

Alternatively, the correction amount K of the alternator efficiency with respect to the engine rotation speed Ne may be obtained from the characteristic diagram shown in FIG. 29, and the target engine torque T4 may be calculated from the following equation.

T4 = T3 + TL (iΦ) × K (Ne) In the above two equations, the alternator exciting current iΦ is detected to determine the torque correction amount. However, instead of the alternator exciting current iΦ, the alternator generated current (charging current) May be used.

In this way, the engine output can be accurately controlled to the target engine torque even when the load on the engine such as the headlights and the electric fan fluctuates and the alternator power generation fluctuates and the engine output fluctuates.

The target engine torque T4 calculated as described above is sent to the atmospheric condition correction unit 504, and the target engine torque T4 is corrected based on the atmospheric pressure to become the target engine torque T5. That is, T5 = T4 + Tp (AP) where Tp is the torque correction amount shown in the map of FIG. That is, in an area having a low atmospheric pressure such as an altitude, the engine output increases due to a decrease in pumping loss and an increase in combustion speed due to a decrease in back pressure, and the torque correction amount Tp is reduced accordingly.

Thus, the engine output can be accurately controlled to the target engine torque under any atmospheric conditions.

In this way, the target engine torque T5 corrected based on the atmospheric pressure is sent to the operating state correction unit 505, and the target engine torque T5 is corrected according to the operating state of the engine, that is, the warm-up state. T6.
Hereinafter, first to third methods for determining the operating state correction according to the warm-up state of the engine 16 will be described.

<First Method of Correcting Engine Operating Conditions> The target engine torque T6 is calculated based on the engine coolant temperature WT.
The torque correction amount TW is added to the target engine torque T5 according to the cooling water temperature WT of the engine with reference to the map of FIG. 31 to obtain the target engine torque T6. That is, T6 = T5 + TW (WT). As shown in FIG. 31, the lower the cooling water temperature WT, the greater the torque correction amount TW because the engine 16 is not warmed up.

Further, the torque correction amount TW may be mapped (not shown) using the engine coolant temperature WT and the engine rotation speed Ne. That is, T6 = T5 + TW (WT, Ne).

In this way, since the warm-up state of the engine is estimated based on the cooling water temperature of the engine, the warm-up state of the engine can be accurately grasped, and the target engine torque is corrected according to the warm-up state of the engine. Therefore, the engine output can be controlled to the target engine torque regardless of the warm-up state of the engine.

<Second Method of Engine Operating Condition Correction> To realize the second method, the operating condition correction unit 50
In addition to the map m32, a map m32 showing the elapsed time after engine start τ-torque correction amount Tas characteristic shown in FIG. 32 is connected to 5, and the elapsed time τ after engine start is replaced by the elapsed time τ Is entered.

With this configuration, the torque correction amount Tas according to the time τ after the engine is started as shown in FIG.
By adding (τ) to the target engine torque T5,
The target engine torque T6 has been obtained. That is, T6 = T5 + Tas (τ). In this way, the warm-up state of the engine is estimated based on the elapsed time τ after the start of the engine.

In addition, a torque correction amount is obtained from a three-dimensional map (not shown) determined by the time after engine start τ and the cooling water temperature WT.
You may ask for Tas. That is, T6 = T5 + Tas (τ, WT) may be set. By using such a map, the cooling water temperature WTO at the time of starting is measured, the torque correction amount Tas is determined according to the elapsed time τ, or the cooling water temperature WT at the elapsed time τ is determined.
, The torque correction amount Tas may be determined.

Also, the torque correction amount TW according to the engine cooling water temperature WT
(WT) and the elapsed time after engine start τ are multiplied by a parameter correction coefficient Kas (τ) to obtain a torque correction amount, and this is added to the target engine torque T5 to obtain the target engine torque T6. good.

 That is, T6 = T5 + TW (WT) * Kas (τ).

Here, TW (WT) is a torque correction amount according to the engine cooling water temperature WT, and Kas (τ) is a correction coefficient based on an elapsed time τ after the engine is started.

In this manner, the engine output fluctuation is estimated by estimating the warm-up state of the engine based on the engine cooling water temperature and the elapsed time after the engine start, and the target engine torque is corrected. The engine output can be controlled to the target engine torque regardless of the warm-up state.

<Third Method of Engine Operating Condition Correction> To realize the third method, the operating condition correcting unit 50 is used.
5 is connected to a map m31 indicating the engine oil temperature-torque correction amount Tj characteristic shown in FIG. 33 instead of the map m31, and the engine oil temperature OT is input instead of the engine cooling water temperature WT.

With this configuration, in the third method, the torque correction amount Tj is obtained from the engine oil temperature OT with reference to the map shown in FIG. That is, it is calculated as T6 = T5 + Tj (OT). Thus, the engine cooling water temperature WT is estimated from the engine oil temperature OT, and the warm-up state of the engine is detected.

The torque correction amount Tj may be obtained from a three-dimensional map of the engine oil temperature OT and the engine rotation speed Ne (not shown). That is, T6 = T5 + Tj (OT, Ne) may be satisfied.

In this manner, the warm-up state of the engine is detected by detecting the temperature of the engine oil whose temperature is increased by the rotation of the engine, and the target engine torque is corrected. Even in this state, the engine output can be controlled to the target engine torque.

<Fourth Method of Engine Operating Condition Correction> To realize the fourth method, the operating condition correction unit 50
The map 31 does not have to be connected to 5. Further, instead of the engine cooling water temperature WT and the engine rotation speed Ne, the operating condition correction unit 505 is input with the combustion chamber wall temperature CT, the intake air amount Q per unit time, the in-cylinder pressure CP, and the like.

With this configuration, the fourth method uses the combustion chamber wall temperature CT, the integrated value ΣQ of the intake air amount Q per unit time ΣQ,
The target engine torque T5 is corrected by the in-cylinder pressure CP to obtain the target engine torque T6. That is, T6 = T5 + Tc (CT / CT0) * Kcp (cp / cp0) * {1-Kp * {(Q)}.

Here, CT is the combustion chamber wall temperature of the engine, CT0 is the combustion chamber wall temperature at engine startup, and Tc is the ratio (CT / CT0) of the combustion chamber wall temperature CT of the engine to the combustion chamber temperature CT0 at engine startup. Torque correction amount, CP is the in-cylinder pressure of the engine, CP0 is the in-cylinder pressure at the start of the engine, Kcp is the correction coefficient based on the ratio (CP / CP0) of the in-cylinder pressure CP to the in-cylinder pressure CP0 at the start of the engine, and Kq is the value after the start. Is a coefficient for converting the integrated value of the intake air amount of the above into a torque correction coefficient.

As described above, the warm-up state of the engine is detected based on the combustion chamber wall temperature, the integrated value of the intake air amount after the engine is started, and the in-cylinder pressure, and the target engine torque is corrected.
The engine output can be controlled to the target engine torque regardless of the warm-up state of the engine.

Further, the lower limit value setting unit 506 limits the lower limit value of the engine torque to the target engine torque T6 corrected by the operating conditions of the engine. Thus, by controlling the lower limit value of the target engine torque T6 with reference to FIG. 16 or FIG. 17, the occurrence of engine stall due to the target engine torque being too low is prevented.

Then, the target engine torque T7 output from the lower limit value setting unit 506 is sent to the target air amount calculation unit 507, and the target air amount (mass) A / Nm for outputting the target engine torque T7 is calculated. .

In the target air amount calculation unit 507, the target air amount (mass) A / Nm is obtained from the engine rotation speed Ne and the target engine torque Te1 by referring to the three-dimensional map in FIG. That is, it is calculated as A / Nm = f [Ne, T7].

Here, A / Nm is an intake air amount (mass) per intake stroke, and f [Ne, T7] is a three-dimensional map using the engine rotation speed Ne and the target engine torque T7 as parameters.

A / Nm may be obtained by multiplying the engine speed Ne by a coefficient Ka as shown in FIG. 35 and the target engine torque T7, that is, A / Nm = Ka (Ne) * T7. Further, Ka (NE) may be used as a coefficient.

Further, in the target air amount calculation unit 507, the intake air amount (mass) A / Nm is corrected based on the intake air temperature and the atmospheric pressure and converted into an intake air amount (volume) A / Nv in a standard atmospheric condition.

That is, A / Nv = (A / Nm) / {Kt (AT) * Kp (AT)}. Here, A / Nv is the amount (volume) of intake air per one revolution of the engine, Kt is the density correction coefficient using the intake air temperature (AT) as a parameter as shown in FIG. 37, and Kp is as shown in FIG. A density correction coefficient using the atmospheric pressure (AT) as a parameter is shown.

The target intake air amount A / Nv (volume) calculated in this way is corrected by the target air amount correction unit 508 based on the intake air temperature to obtain the target air amount A / N0.

That is, A / N0 = A / Nv * Ka '(AT).

Here, A / N0 is the target air amount after correction, A / Nv is the target air amount before correction, and Ka ′ is a correction coefficient (FIG. 38) based on the intake air temperature (AT).

In this way, the target air amount A / Nv (volume) is calculated by the intake air temperature (AT)
The target air amount A / N0 is corrected by the following formula, so that even if the intake air temperature (AT) changes and the intake efficiency to the combustion chamber of the engine changes, the target air amount A / N0 is accurately transferred to the combustion chamber. The air can be sent, and the target engine output can be accurately achieved.

Hereinafter, the target air amount A / N0 output from the target air amount correction unit 508 is sent to the target throttle opening calculation unit 509, and the
With reference to the three-dimensional map shown in the figure, the opening degree Δt of the main throttle valve THm and the opening degree Δt of the sub throttle valve THs with respect to the target air amount A / N0 are obtained.

By the way, the corrected target air amount A / N0 output from the target air amount correction unit 508 is sent to the subtraction unit 513 and the current air amount A / N detected by the airflow sensor at every predetermined sampling time. Is calculated as ΔA / N. This ΔA / N
Is sent to the PID control unit 514, PID control is performed based on ΔA / N, and an opening correction amount ΔΘ2 corresponding to ΔA / N is calculated. The opening degree correction amount ΔΘ2 is added to the opening degree Δt in the adding section 51 to calculate a target opening degree Δf that is feedback-corrected every predetermined sampling time.

Θf = Θt + ΔΘ2. Here, the opening correction amount ΔΘ is an opening correction amount ΔΘp by proportional control and an opening correction amount ΔΘ by integral control.
i, which is obtained by adding the opening correction amount ΔΘd by the differential control. That is, ΔΘ = ΔΘp + ΔΘi + ΔΘd.

Here, ΔΘp = Kp (Ne) * Kth (Ne) * ΔA / N ΔΘi = Ki (Ne) * Kth (Ne) * Σ (ΔA / N) ΔΘd = Kd (Ne) * Kth (Ne) * ｛ΔA / N−ΔA / Nold｝ is calculated by the PID control unit 514. here,
Kp, Ki, and Kd are proportional, integral, and differential gains using the engine speed Ne as a parameter, and their characteristic diagrams are shown in FIGS. 40 to 42. Kth is the ΔA / N → ΔΘ conversion gain using the engine speed Ne as a parameter (FIG. 43),
ΔA / N is the deviation between the target air amount A / N0 and the measured current air amount A / N, and ΔA / N0ld is ΔA / N at the previous sampling timing.

The target opening Θf obtained as described above is sent to the motor drive circuit 52 as a sub throttle valve opening signal Θs. The motor drive circuit 52 controls the rotation of the motor 52m so that the opening Θ2 of the auxiliary throttle valve THs detected by the sensor TPS2 becomes an opening corresponding to the opening signal 開 s.

By the way, the larger driven wheel speed output from the high vehicle speed selector 37 is subtracted from the wheel speed VFR of the drive wheel by the subtractor 55. Further, the larger driven wheel speed output from the high vehicle speed selector 37 is subtracted in the subtractor 56 from the wheel speed VFL of the drive wheel. Therefore, the outputs of the subtraction units 55 and 56 are underestimated to reduce the number of times the brake is used even during turning, and reduce the slip of the drive wheels by reducing the engine torque.

The output of the subtraction unit 55 is multiplied by KB (0 <
KB <1), the output of the subtraction unit 56 is multiplied by (1−KB) in the multiplication unit 58, and then added in the addition unit 59 to obtain the slip amount DVFR of the right driving wheel. At the same time, the output of the subtraction section 56 is multiplied by KB in the multiplication section 60, and the output of the subtraction section 55 is multiplied by (1-K
B) After being multiplied, the sum is added in the adder 62 to obtain the slip amount DVFL of the left driving wheel. The variable KB changes in accordance with the elapsed time t from the start of the traction control as shown in FIG. 13, and is set to “0.5” at the start of the traction control. 0.8 ". That is, when the slip of the drive wheel due to the brake is reduced, at the time of starting the braking, both the wheels are simultaneously braked, and for example, an unpleasant steering wheel shock at the start of the brake braking on the split road can be reduced. . On the other hand, an operation in the case where the brake control is continuously performed and the KB becomes “0.8” will be described. In this case, when slippage occurs in only one of the drive wheels, the other drive wheel also generates a slip in one of the drive wheels.
The brake control is performed by recognizing that a slip has occurred by 20%. This is because if the brakes on the left and right drive wheels are completely independent, if only one of the drive wheels is braked and the rotation decreases, the differential drive wheel slips due to the action of the differential and the brake is applied. This is because it is not preferable to be repeated. The slip amount DVFR of the right driving wheel is differentiated in a differentiating unit 63 to calculate a temporal change amount thereof, that is, a slip acceleration GFR, and the slip amount DVFL of the left driving wheel is differentiated in a differentiating unit 64. The temporal change amount, that is, the slip acceleration GFL is calculated. Then, the slip acceleration GFR is sent to the brake fluid pressure change amount (ΔP) calculation section 65, and the brake fluid for suppressing the slip acceleration GFR is referred to by referring to a GFR (GFL) -ΔP conversion map shown in FIG. The pressure change amount ΔP is obtained.

Further, the change amount ΔP is a ΔP-T conversion unit that calculates the opening time T of the inlet valve 17i and the outlet valve 17o when the switch S2 is closed, that is, when the start / end determination unit 50 determines that the control start condition is satisfied. Given to 67. That is, the valve opening time T calculated by the ΔP-T converter 67 is used as the brake operation time FR of the right driving wheel WFR.
Similarly, the slip acceleration GFL is sent to the brake fluid pressure change amount (ΔP) calculation unit 66, and GFR (G
FL)-[Delta] P conversion map, and the slip acceleration G
A change amount ΔP of the brake fluid pressure for suppressing FL is obtained. This change amount ΔP is given to a ΔP-T conversion unit 68 that calculates the opening time T of the inlet valve 18i and the outlet valve 18o when the switch S3 is closed, that is, when the start / end determination unit 50 determines that the control start condition is satisfied. Can be That is,
The valve opening time T calculated by the ΔP-T converter 68 is used as the brake operation time FL of the left driving wheel WFL. This suppresses the occurrence of the above-mentioned slip due to the left and right drive wheels WFR and WFL.

In FIG. 14, when the brake is applied at the time of turning, in order to strengthen the brake of the drive wheel on the inner wheel side,
The inner wheel side at the time of turning is shown by a broken line a. In this way, when the load shifts to the outer wheel side during turning and the inner wheel side is liable to slip, the change ΔP of the brake fluid pressure is made larger on the inner wheel side than on the outer wheel side. At times, the inner ring side can be prevented from slipping.

In the above embodiment, the correction opening ΔΘ is set by the correction opening storage unit 523. However, the correction opening ΔΘ may be set by the correction opening setting unit 527 of FIG. 46. good. 46, the same parts as those in FIG. 1 (B) are denoted by the same reference numerals. In FIG. 46, the output of the basic opening storage unit 522 is connected to the sub throttle valve opening setting unit 525. The auxiliary throttle valve opening setting section 525 has a map as shown in FIG. The map shown in FIG. 47 shows that the main throttle valve THm and the sub-throttle valve THs are considered as one throttle valve, and the opening is the equivalent throttle opening. The relationship between the valve THm and the auxiliary throttle valve THs is shown. Here, as shown in FIG. 1 (B), the sub-throttle valve THs is located downstream of the main throttle THm.
When the opening of the sub-throttle valve becomes larger than the opening indicated by the curve A, even if the opening of the sub-throttle valve THs changes, the intake air amount is not affected. In other words, at least the opening of the sub-throttle valve THs on the curve A does not affect the amount of intake air.
And the standby position.

The opening Θ1 of the main throttle valve THm detected by the throttle position sensor TPS1 is input to the sub throttle valve opening setting section 525. This auxiliary throttle valve opening setting section
A reference numeral 525 designates the basic opening determined by the basic opening storage 522 as an equivalent throttle opening, and a throttle position sensor TP.
From the opening Θ1 of the main throttle valve THm detected in S1,
The opening degree Θs' of the auxiliary throttle valve THs is determined. The output of the sub throttle valve opening setting unit 525 is connected to the + terminal of the subtractor 526, and the output of the basic opening storage unit 522 is connected to the minus terminal of the subtractor 526.
Connected to terminal. The output of the subtractor 526 is output to the adder 524. The sub throttle valve opening setting unit 525 and the subtractor 526 constitute a correction opening setting unit 527.

By configuring the correction opening setting unit 527 as described above, the basic opening Θ obtained by the basic opening storage unit 522 is regarded as an equivalent throttle opening, and the throttle position sensor TPS1 is used.
The opening degree Θs' of the sub throttle valve THs corresponding to the opening degree Θ1 of the main throttle valve THm detected by the above is obtained. Then, an opening obtained by subtracting the basic opening Θ from the opening Θs ′ is calculated as a corrected opening ΔΘ. Then, the adder 524
In the above, the basic opening Θ and the correction opening ΔΘ are added to calculate the standby opening Θw. Hereinafter, similarly to the above-described embodiment, control is performed such that the opening degree of the auxiliary throttle valve THs becomes the standby opening degree Δw.

In this manner, similarly to the above embodiment, the auxiliary throttle valve THs can be corrected according to the engine speed Ne. That is, the sub-throttle valve THs is controlled so as to stand by slightly on the opening side of the opening of the main throttle valve THm. Thereby, when the traction control is performed, the sub-throttle valve THs can be controlled in the closing direction with good responsiveness.

Not limited to the above modification, the auxiliary throttle valve opening setting unit 525 uses the basic opening obtained by the basic opening storage unit 522 as an equivalent throttle opening, and sets the equivalent throttle opening corresponding to this equivalent throttle opening. The intersection of the degree curve (FIG. 47) and the curve A may be output as the opening degree Θs ′ of the auxiliary throttle valve THs.

In the above embodiment, the standby opening 開 w is obtained by adding the basic opening Θ stored in the basic opening storage unit 522 and the correction opening ΔΘ stored in the correction opening storage unit 523. The basic opening Θ itself stored in the opening storage 522 may be used as the standby opening 待機 w.

Further, in the above embodiment, the basic opening Θ stored in the basic opening storage unit 522 is an opening that generates, for example, 90% of the maximum torque at the rotational speed when the main throttle valve THm is fully opened. However, the basic opening degree Θ may be set to the lower limit value of the throttle opening degree range in which an almost maximum engine output is obtained at the engine speed.

In addition, since the engine output reaches almost 100% before the throttle valve is fully opened, the engine output is almost 100%.
The lower limit value in the opening degree region may be set as the basic opening degree Θ.

[Effects of the Invention] As described above in detail, according to the present invention, a main throttle valve connected to an accelerator pedal and a sub-throttle valve driven by an actuator independently of the accelerator pedal are provided in the intake passage to the engine. In the engine output control device for controlling the output of the engine, an opening control method of the sub-throttle valve, wherein the standby position of the sub-throttle valve is controlled to a position that enhances the responsiveness of the traction control. it can.

[Brief description of the drawings]

FIG. 1 (A) is an overall configuration diagram of an acceleration slip prevention device employing a method of controlling the opening of a sub-throttle valve according to the present invention, and FIG. 1 (B) shows the arrangement of main and sub-throttle valves. FIG. 2, FIG. 2 is a block diagram showing control of the traction controller of FIG. 1 for each functional block, FIG. 3 is a diagram showing a relationship between a centripetal acceleration GY and a variable KG, and FIG. FIG. 5 shows the relationship between the centripetal acceleration GY and the slip correction amount Vg, and FIG. 6 shows the relationship between the temporal change ΔGY of the centripetal acceleration and the slip correction amount Vd. FIGS. 7 to 12 show the vehicle speed V, respectively.
FIG. 13 is a diagram showing the relationship between B and the variable Kv, FIG. 13 is a diagram showing the change over time of the variable KB from the start of the brake control, and FIG. 14 is a change in the slip amount over time GFR (GFL) and brake fluid pressure 15 and 18 are diagrams showing the relationship between the slip ratio S and the road surface friction coefficient μ, respectively.
FIG. 16 is a diagram showing the Tlim-t characteristic, FIG. 17 is a diagram showing the Tlim-VB characteristic, FIG. 19 is a diagram showing the state of the vehicle at the time of turning, and FIG.
The figure shows the characteristic diagram of the transition oil temperature OT-torque correction amount Tf, FIG. 21 shows the XT-torque correction amount Tf characteristic diagram, FIG. 22 shows the post-start time τ-engine cooling water temperature WT, transmission oil temperature OT characteristic diagram, FIG. 23 is a characteristic diagram of a rotational speed N-torque correction amount Tf, and FIG. 24 is a three-dimensional map showing a torque correction amount Tf with respect to an engine cooling water temperature WT-intake air amount integrated value ΣQ.
The figure shows the relationship between the rotational speed Ne and the loss torque TL.
FIG. 6 is a diagram showing the relationship between the pump oil temperature OP and the loss torque TL,
FIG. 27 is a diagram showing the relationship between the battery voltage Vb and the loss torque TL, FIG. 28 is a three-dimensional map showing the loss torque TL with respect to the engine rotation speed Ne and the exciting current iΦ of the alternator, and FIG. Alternator efficiency K
FIG. 30 is an atmospheric pressure-torque correction amount Tp characteristic diagram, FIG.
FIG. 31 is a characteristic diagram of the engine cooling water temperature WT-torque correction amount TW, and FIG. 32 is an elapsed time τ-torque correction amount after engine start.
Tas characteristic diagram, FIG. 33 shows engine oil temperature-torque correction amount Tj characteristic diagram, and FIG. 34 shows intake air amount A / Nm (mass) per one engine revolution with respect to target engine torque T7-engine speed Ne3. Dimensional map, FIG. 35 is a graph showing the engine speed Ne characteristic of the coefficient Ka, FIG. 36 is a graph showing the intake air temperature characteristic of the coefficient Kt, FIG. 37 is a graph showing the atmospheric pressure characteristic of the coefficient Kp, and FIG. FIG. 39 shows the intake air temperature characteristic of Ka ′.
N0-sub throttle valve TH for main throttle valve opening # 1
FIG. 40 is a diagram showing the engine speed characteristics of the proportional gain Kp, FIG. 41 is a diagram showing the engine speed characteristics of the integral gain Ki, and FIG. 42 is a differential gain. FIG. 43 is a diagram showing the engine speed characteristics of Kd, FIG. 43 is a diagram showing the engine speed characteristics of the conversion gain, FIG. 44 is a diagram showing the basic opening Θ-engine speed Ne map, and FIG. A diagram showing a ΔΘ-engine speed Ne map,
FIG. 46 is a block diagram showing a main part of a method of controlling the opening of a sub-throttle valve according to another embodiment of the present invention, and FIG. 47 is a diagram showing a characteristic of the sub-throttle valve opening-main throttle valve opening. . 11-14: Wheel speed sensor, 15: Traction controller, 45: TSn calculation unit, 45b, 46b: Coefficient multiplication unit, 46
... TPn calculation unit, 47 ... Reference torque calculation unit, 503 ... Engine torque calculation unit, 507 ... Target air amount calculation unit, 512 ...
A cylinder rest calculating section, 53 ... centripetal acceleration calculating section, 54 ... centripetal acceleration correcting section;

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 45/00 345 F02D 45/00 345G (72) Inventor Makoto Shimada 5-33-8 Shiba, Minato-ku, Tokyo Mitsubishi Motors Corporation Inside (72) Inventor Katsunori Ueda 5-33-8 Shiba, Minato-ku, Tokyo Inside Mitsubishi Motors Corporation (56) References JP-A-63-65134 (JP, A) (JP, U) JP-A 1-125836 (JP, U) (58) Fields investigated (Int. Cl. ⁶ , DB name) F02D 9/00-9/18 F02D 41/00-41/40 F02D 29 / 00-29/06

Claims (1)

(57) [Claims] An engine output control device provided with a main throttle valve whose opening is controlled in conjunction with an accelerator pedal in an intake path of an engine and a sub-throttle valve whose opening is controlled by a motor. An engine speed detecting means for detecting an engine speed, and a target opening of the sub-throttle valve for generating an engine output of a predetermined ratio of a maximum engine output outputted from the engine when the main throttle valve is fully opened. Storage means for storing the degree with respect to the engine speed, the target opening degree of the auxiliary throttle valve corresponding to the engine speed detected by the engine speed detection means is obtained from the storage means,
An opening control method for an auxiliary throttle valve, wherein the standby position opening of the auxiliary throttle valve is determined based on the target opening.