JPH02291449A - Engine output control method for vehicle - Google Patents

Abstract

PURPOSE:To embody the control of high precision by estimating a warming-up condition on the basis of the integrated values of combustion chamber wall temperature and an intake air amount, and cylinder internal pressure, and making correction corresponding to the warming-up condition respectively in determining the target degree of the opening of a throttle valve for generating engine output to meet target engine torque. CONSTITUTION:After the conversion 500 of target torque Tphi obtained in the preceding stage for a driving wheel to target engine torque T1 is made, this torque T1 is corrected in sequence with each of correction parts 501 to 505 for torque converter response delay, friction, an external load, an atmospheric condition and an operation condition. In this case, the operation condition correction part 505 estimates a warming-up condition on the basis of the integrated values of combustion chamber wall temperature and an intake air amount, and cylinder internal pressure, and a torque correction amount corresponding to the warming-up condition is calculated. Furthermore, the calculation 507 of a target air amount A/Nv is made for outputting target engine torque T7 after correction, and the correction 508 therefor is made with intake air temperature. Then, the calculation 509 of target throttle opening degree theta2 is made, and further the calculation 510 of the throttle opening degree theta2 of a sub-throttle valve is made.

Description

DETAILED DESCRIPTION OF THE INVENTION [Object 1 of the Invention] (Industrial field in Icheon) The present invention relates to a method for controlling the engine output of a vehicle to make the engine output of the vehicle a target engine output.

(Prior Art) Conventionally, an acceleration slip prevention device (traction control) is used to control the engine so that the engine output reaches a predetermined target engine torque. Device)
It has been known. In such a traction control device, when acceleration slip of the driving wheels is detected, the slip rate S is controlled so that the coefficient of friction μ between the tire and the road surface is within the maximum range (shaded range in FIG. 18). Here, the slip rate S is -[ (VP -VB) /V
l' ] XIGO (percent), VP is the wheel speed of the driving wheels, and VB is the vehicle body speed. In other words, when a slip of the drive wheels is detected, the engine output is controlled so that the slip ratio S falls within the shaded range, and the friction coefficient μ between the tires and the road surface is controlled within the maximum range. It prevents the drive wheels from slipping during acceleration, improving the vehicle's acceleration performance.

(Problem to be solved by the invention) In such a traction control device,
When a slip of the driving wheels is detected, it is required to control the engine output to a target engine output at which no slip occurs.

Incidentally, the engine output changes because the quality of the combustion state of the fuel changes depending on the warm-up state of the engine. Therefore, when controlling the engine output according to the target engine output, it is necessary to consider the warm-up state of the engine.

The present invention has been made in view of the above points, and its object is to provide a throttle valve in an intake passage to a vehicle engine,
In the engine output control device that controls the output of the engine by controlling the opening degree of the throttle valve,
The warm-up state of the engine is estimated based on the wall temperature of the engine combustion chamber, the integrated value of the intake air after the engine has started, and the in-cylinder pressure, and the combustion state of the engine is estimated according to the warm-up state of the engine, resulting in accurate engine output. An object of the present invention is to provide a vehicle engine output control method that can control the engine output of a vehicle.

[Structure of the Invention (Means and Effects for Solving the Problems) An engine output in which a throttle valve is provided in an intake passage to a vehicle engine, and the output of the engine is controlled by controlling the opening degree of the throttle valve. In the control device, a target engine torque calculation means calculates a target engine torque that the engine should output, and estimates the warm-up state of the engine based on the combustion chamber wall temperature, the integrated value of the intake air amount after starting the engine, and the in-cylinder pressure. and a throttle valve opening calculation means for calculating the target opening of the throttle valve from the target engine 1.rw with correction according to the estimated warm-up state of the engine.

(Embodiment) Hereinafter, an acceleration slip prevention device for a vehicle in which a vehicle engine output control method according to an embodiment of the present invention is adopted will be described with reference to the drawings. FIG. 1 is a configuration diagram showing an acceleration slip prevention device for a vehicle. The figure shows a front-wheel drive vehicle, and is it a W-end? is on the right side of the front wheel! lj wheel, WPL is front left wheel, WRI? Is it the rear right width wheel, WI? L indicates the rear left wheel. In addition, 11 is the front right wheel (
Drive wheel) WPI? wheel speed VFI? 12 is a wheel speed sensor that detects the wheel speed VFI of the front left wheel (drive wheel) W, and 13 is a rear right wheel (driven wheel) WI? l? Wheel speed Vl? Wheel speed sensor that detects R, 14 is rear left wheel (driven wheel) W
This is a wheel speed sensor that detects the wheel speed VRL of RL. Wheel speeds VFR, Vl, VI? detected by the wheel speed sensors 11 to 14? R, Vl? Li. t
}Lakshi E! > :7 >Input to troller 15. The traction controller 15 includes 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 rotation speed NO detected by a rotation sensor (not shown), and an air flow sensor (not shown). Intake air m A / N per engine rotation cycle detected by , Transmission oil temperature OT detected by an oil temperature sensor (not shown), Engine cooling water temperature W detected by a water temperature sensor (not shown)
T, operating state of the air conditioner switch (not shown), operating state of the power steering switch SW (not shown), operating state of the idle switch (not shown), power steering bomb oil temperature OP1 (not shown), cylinder internal pressure CP of the engine cylinder detected by a cylinder internal pressure sensor (not shown) , the combustion chamber wall temperature CT of the engine detected by a combustion chamber wall temperature sensor (not shown), the excitation current iΦ of the alternator, and the elapsed time τ after engine startup outputted from a timer (not shown) that counts the time after engine startup are manually input. . This traction controller 15 is the engine 1
6 to perform control to prevent the drive wheels from slipping during acceleration. This engine 16 is shown in Figure 1 (
In addition to the main throttle valve THII1 whose opening degree θl is operated by the accelerator pedal as shown in A), an opening degree signal θS, which will be described later, from the traction controller 15 is used.
The sub-throttle valve THs whose distance θ2 is controlled by
have. The opening degree θ2 of the sub-throttle valve THs is determined by the motor drive circuit 52 controlling the rotation of the motor 52II1 based on the opening degree signal θS from the traction controller 15.

In this way, the opening degree θ2 of the sub-slot valve THm
The driving force of the engine 16 is controlled by controlling. The opening degrees el and e2 of the main throttle valve THn+ and the sub-throttle valve THs (7) are detected by throttle position sensors TPSI and TPS2, respectively, and are output to the motor drive circuit 52. Furthermore, a bypass passage 52b is provided between the upstream and downstream sides of the main and sub throttle valves THm and THs to ensure the amount of intake air during idling, and the opening amount of this bypass passage 52b is controlled by a stepper motor 52s. be done. Also,
The main and sub throttle valves THm. A bypass passage 52c is provided between the upstream and downstream sides of the THs, and a wax valve 52W whose opening degree is adjusted according to the cooling water temperature WT of the engine 16 is provided in the bypass passage 52c.

Also, 17 is the front right wheel Wr'l? 18 is a wheel cylinder that brakes the front left wheel WFL. Normally, these wheel cylinders are activated by operating the brake pedal (not shown).
Pressure oil is supplied. When traction control is activated, pressure oil can be supplied from another route as described below. Pressure oil is supplied from the hydraulic source 19 to the wheel cylinder 17 via an inlet valve 17i, and pressure oil is supplied from the wheel cylinder 17 to the reservoir 20.
One exit is via outlet valve 170. Further, pressure oil is supplied from the hydraulic source 19 to the wheel cylinder 18 via an inlet valve 18i, and pressure oil is discharged from the wheel cylinder 18 to the reservoir 20 via an outlet valve 180. Opening and closing control of the inlet valves 17i and 1811 and the outlet valves 170 and 180 is performed by the traction controller 15.

Next, the detailed configuration of the traction controller 15 will be described with reference to FIG. 2.

In the same figure, 11.12 is the driving wheel WP+? , WPL
wheel speed VPI? , VPL, and the drive wheel speed Vr'l? detected by the wheel speed sensors 11 and 12. , VPL are both sent to a high vehicle speed selection section 31 and an averaging section 32. High vehicle speed selection section 3
1 is the above driving wheel speed VFI? , VPL, and the drive wheel speed selected by the high vehicle speed selection section 31 is output to the weighting section 33. Further, the average part 32 includes the wheel speed sensor 11.
, 12, to calculate the average driving wheel speed (Vth?+VFL)/2 from the driving wheel speeds VFR and VPL obtained from the averaging section 32. The average driving wheel speed calculated by the averaging section 32 is 34. Weighting section 33
is the higher one of the driving wheels WPR and Wr'L selected and outputted by the high vehicle speed selection section 31 multiplied by KG (variable), and the weighting section 34 calculates the average output using the averaging section 32. The average driving wheel speed obtained is multiplied by (1-KG) (variable), and the driving wheel speed and average driving wheel speed weighted by each weighting section 33 and 34 are given to an adding section 35 and added. , the driving wheel speed VP is calculated.

Here, the variable KG is a variable that changes according to the centripetal acceleration GY, as shown in FIG.
is set so that it is proportional to the magnitude of the value up to a predetermined value (for example, 0.1), and becomes "1" above that value.

On the other hand, the driven wheel speeds VRR and VRL detected by the wheel speed sensors 13 and 14 are both sent to a low vehicle speed selection section 36 and a high vehicle speed selection section 37. The low vehicle speed selection section 36 is
The above driven wheel speed VI? l? , VI? The low wheel speed side of L is selected, and the high vehicle speed selection section 37 selects the driven wheel speed VI? I? , Vr? The low driven wheel speed selected by the low vehicle speed selection section 36 is sent to the weighting section 38, and the high driven wheel speed selected by the high vehicle speed selection section 37 is sent to the weighting section 38. Fitting part 3
9 is output.

The weighting section 38 selects and outputs the driven wheel Wl? from the low vehicle speed selection section 36. I? ．． W+? The lower wheel speed of L is multiplied by Kr (variable), and the weighting unit 39
is the driven wheel WI? selected and output by the high vehicle speed selection section 37? I? , Wl? The wheel speed of the higher one of L (
1-Kr) times (variable), each weighting section 3
The driven wheel speeds weighted by 8 and 39 are given to the adding section 40 and added, resulting in the driven wheel speed Vl? is calculated. The driven wheel speed VR calculated by this addition section 40 is
The output is output to a multiplier 40''. This multiplier 40' multiplies the additionally calculated driven wheel speed VR by (1+α), and the driven wheel speed V Rl?,
VI? A target drive wheel speed Vφ based on L is calculated.

Here, the variable K' is a variable that changes between "1" and "0" depending on the centripetal acceleration GY, as shown in FIG.

Then, the driving wheel speed V calculated by the adding section 35
P, and the [I target driving wheel speed Vφ calculated by the multiplication unit 40′ are provided to the subtraction unit 41.

This subtraction unit 41 subtracts the target drive wheel speed Vφ from the drive wheel speed VP to calculate the slip amount DVi′ (VP−Vφ) of the drive wheels WFR, WFL. The calculated slip amount DVi' is given to the adding section 42. This adder 42 calculates the slip amount DVi' by the centripetal acceleration GY and its rate of change ΔGY.
The slip correction amount Vg (see FIG. 5), which changes depending on the centripetal acceleration GY, is corrected according to the slip m correction section 43! j, the rate of change ΔG of the centripetal acceleration GY
Slip correction mVd that changes according to Y (see Figure 6)
is given from the slip melon catcher 44. That is, in the addition section 42, the slip mDVi obtained from the subtraction section is
' is added with each slip correction, QVg, and Vd, and through this adding section 42, the slip uDVi corrected according to the centripetal acceleration GY and its rate of change ΔGY is:
For example, it is sent to the TSn calculation section 45 and the TPn calculation section 46 every sampling time T of 15 tAs.

The calculation unit 45a in the TSn calculation unit 45 multiplies the slip amount DVi by a coefficient Kl and integrates it to obtain an integral correction torque TSn' (-ΣKI-Dvi).
This integral correction torque TSn is sent to the coefficient multiplier 45b. In other words, the above-mentioned integral type correction torque TSn' is calculated from the drive wheel W1 I? , WPL is a correction value for the drive torque of the drive wheels WPR, WPL, and it is necessary to adjust the control gain according to changes in the speed change characteristics of the power transmission mechanism that exists between the drive wheels WPR, WPL and the engine 16. Yes, coefficient multiplier 4
5b, the integral correction torque 'rsn' obtained from the calculation unit 45a is multiplied by a coefficient GKi which varies depending on the gear position, and the integral correction torque TSn corresponding to the gear position is calculated. Here, the variable K1 is a coefficient that changes depending on the slip amount DVi.

On the other hand, the calculation section 46a in the TPn calculation section 46 calculates the proportional correction torque TPn' (-DVi-Kp) by multiplying the slip jilDVi by the coefficient Kp, and this proportional correction torque TPn' is calculated by the coefficient multiplication section 46b. In other words, this proportional correction torque T
Similarly to the above-mentioned integral type correction torque TSn', Pn' is also the driving wheel WP+? , is a correction value for the drive torque of WFL, and is the correction value for the drive torque of the drive wheel W? , It is necessary to adjust the control gain in accordance with the shift characteristics of the power transmission mechanism existing between the WPL and the engine 16 becoming moxibustion. The proportional correction torque TSn' is multiplied by a coefficient G K p that differs depending on the gear position to calculate the proportional correction torque TPn corresponding to the gear position.

On the other hand, the driven wheel speed VR obtained by the addition section 40 is sent to the reference torque calculation section 47 as the vehicle body speed VB. This basic torque calculation unit 47 first calculates the acceleration CB of the body speed VB in the vehicle body acceleration calculation unit 47a.
The vehicle acceleration CB obtained by the vehicle acceleration calculating section 47a is sent to the reference torque calculating section 47c as the vehicle acceleration GBP via a filter 47b.

This 2! ■The torque calculation unit 47c calculates the above-mentioned vehicle body acceleration GB.
Standard torque T based on F, car mW and wheel radius Re
G (-GBPXWXRe), and this reference torque TG becomes the axle torque value that the engine 16 should originally output.

The filter 47b determines, for example, in three stages how far in time the reference torque TG calculated by the reference torque calculating section 47c is calculated based on the vehicle body acceleration CB. The vehicle body acceleration GBP detected this time is the vehicle body acceleration GBn detected this time.
and the vehicle body acceleration G which is the output of the filter 47b until the previous time.
BPn-1 is calculated according to the current slip ratio S and acceleration state.

For example, if the slip rate S is currently in the state shown in the range "1" in FIG. 15 while the acceleration of the vehicle is increasing, in order to quickly shift to the state "2", the vehicle body acceleration GBP is the output of the previous filter 47b, GB
The latest vehicle acceleration GBF is calculated by averaging Pn-1 and the currently detected Gl3n with the same weighting using the following equation (1).

C; BPn- (GBn + Gl3Pn -1) /
2-(1) Also, for example, when the acceleration of the vehicle is currently decreasing, the slip rate S is S>Sl and the first
In the case of shifting to the range r2J - r3J shown in FIG.
The vehicle body acceleration G nun having a value close to Pn-1 is calculated by the following equation (2).

G! IPn − (CI'3n+7 C; BPIT
-1) / 8... (2) Furthermore, for example, when the acceleration of the vehicle is currently decreasing, the slip rate S
In the case where S≦81 changes from "2" to "1" as shown in FIG. Further weight is placed on the output Gllll'n-1, and the above formula (
Compared to when calculating in 2), the previously calculated vehicle body acceleration GB
The vehicle body acceleration GBPn having a value close to Pn-1 is calculated by the following equation (3).

GllPn − (GBn+l5GBFn−1)/
1[i − (3) Next, the reference torque TG calculated by the reference 1 and torque calculating section 47 is output to the subtracting section 48 .

This subtraction unit 48 subtracts the integral correction l·lux TSn calculated by the TSn calculating unit 45 from the reference torque TG obtained from the reference 1·lux calculating unit 47,
The subtracted data is further sent to a subtraction section 49. This subtracting section 49 further subtracts the proportional correction torque TPn calculated by the TPn calculating section 46 from the subtracted data obtained from the subtracting section 48, and the subtracted data is calculated as the driving wheel WP+? , I'' of the axle torque driving WPL is sent to the engine torque converter 500 via the switch S1 as the target torque Tφ. In other words, Tφ-T G - T S n - T P n.

This engine torque converting section 500 receives the driving wheel WP+? from the subtracting section 49 via the switch S1. ，
The target torque Tφ for WPL is divided by the total gear ratio between the engine 16 and the drive wheel axle to convert it into a 1:1 target engine torque TI. This target engine torque T1 is output to the torque converter response delay correction section 501. This torque converter response delay correction unit 501 is a torque converter (
(not shown) according to the response delay of the engine torque T.
I is corrected and a target engine torque T2j- is output. This L1 standard engine torque T2 is output to the T/, M (transmission) friction β correction section 502. This T/M friction correction section 502 has a transmission oil temperature OT-torque correction r:tTr shown in FIG.
Estimated oil temperature X shown in map ml s Figure 21 showing characteristics
T-} Map m2 showing the torque correction amount TI' characteristics, 22nd
A characteristic diagram II13 showing the time after start τ - engine cooling water temperature IdT and transmission oil temperature OT characteristics shown in the figure, a map a4 showing the engine rotational speed (or transmission rotational speed) N - torque correction amount T' shown in Fig. 23, A three-dimensional map 15 showing the torque correction amount T' for the engine cooling water temperature WT and intake air amount integrated value ΣQ shown in FIG. 24 is connected. The T/M friction correction unit 502 also includes the T/M oil temperature OT, the engine cooling water temperature VT, and the cooling water temperature w'r immediately after the engine 16 is started.
o, elapsed time τ after starting the engine 16, vehicle speed Vc, amount of intake air after starting the engine Q. The rotational speed N of the engine or 77M and the travel distance ΣVs after starting the engine are manually input. The T/M friction correction unit 502 uses the above map ml.
, m2, m4, m5 and based on the input signal,
The warm-up state of the transmission is estimated. 1゛/
In the M friction correction unit 502, since the friction loss in the transmission is greater as the transmission has not reached the warm-up state, a torque correction amount Tr corresponding to the friction loss is added to the target engine torque T2, and the target engine torque T2 is increased. Torque T3 is determined.

The target engine torque T3 is output to the external load correction section 503. This external load correction unit 503 uses maps ml2, 27, which show the relationship between the engine rotational progress Ne and the loss torque TL shown in FIG. 25, the map ml2 shown in FIG. A map Iil3 showing the relationship between the battery voltage vb and loss torque TL shown in the figure, and an engine rotation speed N shown in FIG.
C and the loss torque T for the excitation current iΦ of the alternator
A three-dimensional matrix a+14 indicating L, a matrix a+14 indicating the alternator efficiency K for the excitation current iΦ shown in FIG.
+15. A constant storage section ml (i is stored therein) that stores the torque correction amount T I when the air conditioner is turned on.Furthermore, this external load correction section 503 stores the air conditioner switch SW, the engine rotation speed NO, and the power steering switch. ，
Power steering pump pressure OP. Battery voltage Vb and alternator excitation current iΦ are input.

This external load correction section 503 calculates the external negative 6I of the air conditioner, power steering, headlights, etc. based on the map mll~14 and the input signal when the external negative 6I of the air conditioner, power steering, headlights, etc. fluctuates.
The torque loss TL due to f is added to the above [1 standard engine torque T3 to obtain I2I+S engine torque T4.

This target engine torque T4 is output to the atmospheric condition correction section 504. This atmospheric condition correction unit 504 has a map s21 of atmospheric pressure AP-torque correction 1ikTp shown in FIG.
is connected, and atmospheric pressure AP is applied manually. This atmospheric condition correction unit 504 uses the map m21 and the atmospheric pressure AP.
Torque correction EA T p according to atmospheric pressure AP with reference to
Calculate and add it to the target engine 1・lux T4,
1'' standard engine torque T5 is calculated.

Further, the target engine torque T5 is output to the operating condition correction section 505. This operating condition correction section 505 has an engine cooling water temperature WT-torque correction EIT shown in FIG.
A map a+31 showing the V characteristic, a map I832 showing the elapsed time τ after engine start vs. torque correction amount Tas characteristic shown in FIG. At the same time,
Engine coolant temperature WT. Engine rotation speed N (3, elapsed time after engine start τ. Engine oil temperature OT. Combustion chamber wall temperature CT, intake air per unit time uQ, g7i internal pressure C
P is input.

The operating condition correction unit 505 estimates the warm-up state of the engine by referring to the maps m31 to d3 and the human power signal. This amount is added to the target engine torque T5 to obtain the target engine torque T6.

This target engine torque T[i is then output to lower limit value setting section 506. This lower limit value setting section 506 has a first
The lower limit value Tllm, which changes depending on the elapsed time t from the start of traction control or the vehicle speed V11 shown in FIG. 6 or FIG. 17, is manually set. The lower limit value setting unit 506 limits the lower limit value of the target engine torque TO by the lower limit value TILs and outputs it to the target air amount calculation unit 507 as a 1'' standard engine torque T7. This target engine torque T7 is determined by the target air amount calculation unit 5.
It is output on 07.

As shown in FIG. 34, the target air amount calculation unit 507 is connected with a three-dimensional map of the target air amount (mass) relative to the target engine torque T7-engine rotational speed Ne. Further, the target air amount calculation unit 507 has a coefficient K shown in FIG.
t and the coefficient Kp shown in FIG. Atmospheric pressure AP is input.

Hereinafter, in the target air melon calculation unit 507, the 1'' standard air melon (
mass) is calculated. Here, the reason why "mass" is written in parentheses as the target air amount (mass) is that the amount of intake air required to burn the fuel of a certain melon is based on the mass. Also, E] standard air volume (volume)
Although this expression is used in the specification, this is because what is controlled by the throttle valve is not the mass but the volume of the intake air amount. In other words, this target air amount calculation unit 507 calculates the target engine torque T7 in the engine 16.
11 standard air volume per engine revolution to output (
3 in Figure 34 based on the engine rotational speed NC and target engine torque T7.
The target air amount (quality m) A/Nm is determined by referring to the dimensional map.

A/Nll -1' [Nc, T7] Here, A/Nm is the intake air amount (mass) per engine rotation, and 1' [Nc, T7] is the engine rotation speed Nc,
This is a three-dimensional map using target engine torque T7 as a parameter.

Furthermore, in the target air amount calculation unit 507, the target air amount (mass) A/NII1 is calculated from the intake air temperature A by the following formula.
It is corrected by T and atmospheric pressure AP and converted into a target air amount (volume) A/Nv under standard atmospheric conditions.

A/Nv-(A/NI1)/I KL(AT)*
KI) (AP) 1 Here, A/Nv is the intake air amount (volume) per engine revolution, K[ is the density correction coefficient (see Figure 37) with intake air temperature (AT) as a parameter, Kp
is a density correction coefficient (see FIG. 38) using atmospheric pressure (AP) as a parameter.

The target air mA/Nv (volume) is the target air amount correction unit 5.
Sent to 08. This target air amount correction section 508 has a third
A correction coefficient K a / for the intake air temperature AT shown in FIG. 8 is input. The target air amount correction unit 508 performs correction for changes in intake efficiency due to intake air temperature AT, and calculates the target air amount A/NO using the following formula.

A/NO - A/Nv * Ka' (8T) Here, A/NO is the target air quantity after correction, A/Nv is the target air amount before correction, and Ka' is correction based on intake air temperature (AT). coefficient (see Figure 38).

The above correction is performed for the following reasons.

In other words, although the efficiency of air intake into the engine varies depending on the intake air temperature, the intake air temperature 8T is equal to the engine combustion chamber wall temperature CT.
If it is lower, the intake efficiency will decrease as the intake air expands as it is pumped into the combustion chamber of the engine.

On the other hand, when the intake air temperature AT is higher than the combustion chamber wall temperature CT of the engine, the intake air contracts when sent into the combustion chamber of the engine, so that the intake efficiency increases. Therefore, when the intake air temperature is low, the target air amount (volume) is
A large correction is made by multiplying the correction coefficient Ka' to compensate for the decrease in control accuracy due to a decrease in intake efficiency, and to prevent the intake air from contracting in the combustion chamber when the intake air temperature A is high. Taking this into consideration, the target air amount (volume) is multiplied by a correction coefficient Ka' and corrected to a small value to prevent a decrease in control accuracy due to an increase in suction efficiency. In other words, the third
As shown in Figure 8, when the intake air temperature AT is higher than the standard intake air temperature ATO, the correction coefficient Ka' decreases according to the intake air temperature AT;
is low, the correction coefficient K a / is set to increase in accordance with the intake air temperature AT.

The target air ffiA/NO is sent to the target throttle opening calculating section 509. This target throttle opening calculation section 5
09 is connected to the map shown in FIG. 39, and the opening e1 of the main throttle valve THI1 detected by the throttle position sensor "rpst" is manually input.
The three-dimensional map in Figure 39 is referred to and the target air amount A/N is
1'' throttle opening 02' with respect to O and the opening θl of the main throttle valve THa+ is determined. This figure 3
The dimensional map is obtained as follows. In other words, the main throttle valve THI1 opening θl or the sub-throttle valve T
When the opening degree θ2 of Hs is changed, the intake air amount per engine rotation is grasped as data, and the opening degrees of the main throttle valve THl1 and the sub-throttle valve THs corresponding to the intake air amount per engine rotation are determined. This is a map obtained by finding the relationship between θ2.

The target throttle opening θ2' is sent to the opening correction section 510 for the bypass air amount. This opening correction section 510
is the opening correction coefficient K per step of the stepper motor 52s using the target opening e shown in FIG. 44 as a parameter.
s is input. Furthermore, this opening correction section 510 includes engine cooling water temperature WT. A conversion value Sv (FIG. 45) for converting the wax opening degree using the drive step number Sn+ of the stepper motor 52s and the engine cooling water temperature WT as parameters into the drive step number of the stepper motor 52s is input.

The opening correction unit 510 calculates the amount of air passing through the bypass passages 52b and 52c by calculating tJ1L from the number of driving steps of the stepper motor 52s and the cooling water temperature νT.

Then, an opening degree correction amount Δθ corresponding to this air amount is calculated. Then, in the opening correction section 510, the opening correction amount Δe is subtracted from the target throttle opening θ2' calculated by the target throttle opening calculating section 509. In this way, the one-point throttle opening θ2 of the sub-throttle valve THs is calculated.

On the other hand, the corrected target air amount A/No output from the [1 standard air melon correction section 508] is also sent to the subtraction section 513. - This subtraction unit 513 calculates the deviation ΔA/N between the target air mA/NO and the actual intake air amount A/N detected by the air flow sensor at a predetermined sampling time. A/NO and actual air amount A/
The deviation ΔA/N from N is sent to the PID control unit 514.

This PID control unit 507 calculates an opening correction amount Δθ2 of the sub-throttle valve THs corresponding to the deviation ΔA/N, and this sub-throttle valve opening correction amount Δe2 is sent to an adding unit 515.

Here, the sub-throttle valve opening correction amount Δθ2 obtained by the PID control unit 514 is the sum of the opening correction amount Δep by proportional control, the opening correction amount ΔeI by integral control, and the opening correction amount Δθd by differential control. It is.

Δe2 −Aep +Δel+Δed Δe p − K p(N c) * K th (
Nc)*ΔA/NΔθi =K1(Nc)*Kth
(No) Book Σ (ΔA/N) Δed − Kd(Nc
)*K tb (Ne)*{ΔA/N-ΔA/No
ld) Here, each coefficient Kp, Kl, Kd is a proportional gain (4th
(see Fig. 0) Integral gain (see Fig. 41) Differential gain (see Fig. 42) KLl+ is ΔA/N → Δe conversion gain (see Fig. 43) with engine rotation speed Ne as a parameter, ΔA/N is l] Deviation between standard air HA/No and actual air amount A/N, ΔA/N Old is ΔA/N at the previous sampling timing.

The addition unit 515 calculates the 1” standard throttle opening θ2 corrected by the opening correction unit 510 and the PID control unit 514.
The feedback-corrected target opening θr is calculated by adding the auxiliary throttle valve opening correction amount Δθ2 calculated in . This target opening degree θr is sent to the motor drive circuit 52 as a sub-throttle valve opening signal es. This motor drive circuit 52 is connected to the throttle position sensor TP.
Opening degree e2 of the sub-throttle valve THs detected by S2
The rotation of the motor 52m is controlled so that the opening is equal to the opening corresponding to the sub-throttle valve opening signal θS.

By the way, what is the wheel speed VI of the driven wheel? l? , VI? L is sent to the centripetal acceleration calculating section 53, and centripetal acceleration GY' is obtained in order to determine the degree of turning. This centripetal acceleration GY' is sent to the centripetal acceleration correction section 54, and the centripetal acceleration GY' is corrected according to the vehicle speed.

In other words, GYsIIKv -GY'. Here, Kv is the vehicle body speed VB as shown in FIGS. 7 to 12.
It is a coefficient that changes depending on.

The wheel speed of the larger driven wheel outputted from the high vehicle speed selection section 37 is determined by the subtraction section 55 as the wheel speed of the driving wheel VI?
I? is subtracted from. Further, the higher driven wheel speed determined by the high vehicle speed selection section 37 is subtracted from the driving wheel speed VFL by the subtraction section 56.

The output of the subtraction section 55 is converted to K13{Δ
(0<I×B<1), and the output of the subtractor 56 is multiplied by (1-KB) in the multiplier 58, and then added in the adder 59 to obtain the slip iDVPR of the right drive wheel. At the same time, the output of the subtraction section 56 is transmitted to the multiplication section 60.
The output of the subtraction section 55 is multiplied by Kn in the multiplication section 6.
1 is multiplied by (1-KB) and then added in the adder 62 to obtain the slip mDVPL of the left drive wheel.

As shown in Fig. 13, the above variable KB changes according to the elapsed time from the start of the traction control, and when the traction control starts, r
O. 5 J, and as the traction control progresses, ro. It is set to approach 8J.

Slip amount of the above right drive wheel D V PI? is the differential part 6
3 to calculate the amount of change over time, that is, slip acceleration GPR, and the slip amount DVPL of the left driving wheel is differentiated in a differentiator 64 to calculate the amount of change over time, that is, slip acceleration GFI. be done. And the pickpocket knob acceleration Gl? l? is sent to the brake fluid pressure change amount (ΔP) calculation unit 65, and the first
The amount of change ΔP in the brake fluid pressure for suppressing the slip acceleration Gl717 is determined by referring to the GlcoR(GFL)−ΔP conversion map shown in FIG. 4. The amount of change ΔP in brake fluid pressure is determined by the ΔP-T conversion unit 67 via the switch S2, which is controlled to open and close by the start/end determination unit 50.
The inlet valve 17 in FIG. 1(A)
1 and the opening time T of the outlet valve 17o is calculated. Similarly, the slip acceleration CI'L is sent to the brake fluid pressure change amount (ΔP) calculation unit 66, and the CI'R (G r'L) - ΔP conversion map shown in FIG. 14 is referred to. , a change in brake fluid pressure ΔP for suppressing slip acceleration GFL is determined. The oxidation amount ΔP of the brake fluid pressure is determined by the ΔP-T conversion unit 68 via the switch S3, which is controlled to open and close by the start/end determination unit 50.
The inlet valve 18 in FIG. 1(A)
1 and the opening time T of the outlet valve 18o is calculated. Then, the inlet valve 171.181 and outlet valve 170, 1 calculated as above
The valve is controlled to open for the opening time T of 8o, and the right drive wheel W
Brakes are applied to PR and left drive wheel WPL.

The switches 81 to S3 are opened and closed in conjunction with each other by the start/end determining section 50.

By the way, the slip J1D calculated by the subtraction section 41
Vi' is sent to the differentiator 41a and slips mDV1
The temporal change rate ΔDVI' of ' is calculated. The above slip mDVi', its temporal change rate ΔDV+'
, the opening degree θ2 of the sub-throttle valve THs, and the output torque T (3) of the engine 16 detected by a torque sensor (not shown) are output to the start/end determination section 50. This start/end determination section 50 determines the slip mDV1. When the temporal rate of change ΔDVi' and the engine torque Te both exceed their respective reference values, the switch Sl-St is closed to start control, and the opening degree θ2 of the sub-throttle valve THs is is greater than a predetermined reference value, or
Or when DV[' becomes smaller than a predetermined reference value (different from the above reference value), the switch Sl-33
is opened and control is terminated.

In addition, in Fig. 14, when applying the brakes when turning, in order to strengthen the brakes on the inner drive wheels,
The converted value on the inner wheel side during a turn is shown by a broken line a.

Next, the operation of the vehicle engine output control method according to an embodiment of the present invention configured as described above will be described. In FIGS. 1 and 2, wheel speed sensors 13, 1
The wheel speed of the driven wheel (rear wheel) output from the high vehicle speed selection section 36. Low vehicle speed selection section 37. It is input to the centripetal acceleration calculation section 53.

In the low vehicle speed selection section 36, the smaller wheel speed of the left and right driven wheels is selected, and the high vehicle speed selection section 37
In , the wheel speed of the larger one of the left and right driven wheels is selected. When the wheel speeds of the left and right driven wheels are the same during normal straight-line driving, the low vehicle speed selection section 3
The same wheel speed is selected from 6 and the high vehicle speed selection section 37. In addition, the wheel speeds of the left and right driven wheels are input to the centripetal acceleration calculation unit 53, and the turning angle when the vehicle is turning, that is, how steep the turn is, is determined from the wheel speeds of the left and right driven wheels. The degree to which the

Hereinafter, how the centripetal acceleration is calculated in the centripetal acceleration calculating section 53 will be explained.

In a front-wheel drive vehicle, the rear wheels are driven wheels, so the vehicle speed at that position can be determined by the wheel speed sensor regardless of slip caused by the drive, so Atskerman geometry can be used. In other words, in a steady turn, the centripetal acceleration GY' is ay'-v/r
It is calculated as (4) (V - vehicle speed. r - turning radius).

For example, when the vehicle is turning to the right as shown in FIG. 19, the center of turning is Mo, and the center of turning MO
When the distance from to the inner wheel side (W RR) is r1, the tread is Δ', the wheel speed of the inner wheel side (WRIυ) is vl, and the wheel speed of the outer wheel side (W RL) is v2, then v2/vl −(Δr+rl)/rl − (5).Then, by transforming the above equation (5), 1/rl =
(v2-vl)/Δr*vl (6). And, if the inner ring side is the reference, the centripetal acceleration G
Y' is GY'=vl/rl -vl (v2-vl)/Δr-v1-vl
It is calculated as (v2-vl)/Δr-<7).

That is, the centripetal acceleration GY' is calculated by the above equation (7). By the way, when turning, the inner wheel speed v1 is smaller than the outer wheel speed v2, so the inner wheel speed vl is used to calculate the centripetal acceleration GY', so the centripetal acceleration GY' is calculated to be smaller than the actual one. be done. Therefore, the coefficient KG multiplied by the weighting section 33 is the centripetal acceleration G
Since Y' is estimated to be small, it is estimated to be small.

Therefore, since the drive wheel speed Vl) is estimated to be small, the slip amount DV' (VP-VΦ) is also estimated to be small. As a result, since the target torque TΦ is estimated to be large, the target engine torque is also estimated to be large, so that sufficient driving force can be obtained even when turning! I'm trying to make myself happy.

By the way, at extremely low speeds, the distance from the inner wheels to the turning center MO is rl, as shown in Figure 19, but in a vehicle that understeers as the speed increases, the turning center is at M. The distance is r(r>r
l).

Even when the speed increases in this way, since the turning radius is calculated as r1, the centripetal acceleration GY' calculated using equation (7) above is calculated as a larger value than the actual value. . Therefore, the centripetal acceleration GY' calculated in the centripetal acceleration calculation section 53 is calculated by the centripetal acceleration correction section 54.
The centripetal acceleration GY' is multiplied by the coefficient Kv in FIG. 7 so that the centripetal acceleration GY becomes smaller at high speeds. This variable Kv is set to decrease according to the vehicle speed, and may be set as shown in FIG. 8 or 9. In this way, the centripetal acceleration correction unit 54 outputs the corrected centripetal acceleration GY.

On the other hand, as the speed increases, oversteer occurs (r<
(rl) In the vehicle, the centripetal acceleration correction unit 54 performs a correction that is completely opposite to that of the above-mentioned understeered vehicle. In other words, as the speed decreases or increases, using any variable Kv in FIGS. 10 to 12,
Centripetal acceleration GY calculated by the centripetal acceleration calculation section 53
′ is corrected so that it becomes larger.

By the way, the smaller T-wheel speed selected in the low vehicle speed selection section 36 is multiplied by the variable K' in the weighting section 38 as shown in FIG. 4, and the high vehicle speed selected in the high vehicle speed selection section 37 is weighted. In part 39, the variable (1-Kr
) will be multiplied. The variable K' is, for example, if the centripetal acceleration GY is 0.9
It is set to "1" when the turning becomes larger than g, and becomes "0" when the centripetal acceleration GY becomes smaller than 064 g.
is set to

Therefore, for a turn where the centripetal acceleration GY is greater than 0.9 g, the wheel speed of the lower vehicle speed among the driven wheels output from the low vehicle speed selection section 36, that is, the wheel speed of the inner wheel at the time of selection is selected. be done.

Then, the wheel speeds output from the weighting sections 38 and 39 are added together in an adding section 40 to obtain the driven wheel speed VR.
Further, the driven wheel speed VR is multiplied by (1+α) in a multiplier 40' to obtain the target driving wheel speed VΦ.

Further, after the higher wheel speed of the driving wheels is selected in the high vehicle speed selection section 31, the weighting section 33
In this case, the variable KG is multiplied as shown in FIG. Furthermore, the average vehicle speed (V
! ? l? 10VIAL)/2 is multiplied by (1-KO) in the weighting section 34, and added to the output of the weighting section 33 and the adding section 35 to obtain the drive wheel speed ■F. Therefore, when the centripetal acceleration GY becomes, for example, 0.1 g or more, it is set to KG -1, so that the wheel speed of the larger drive wheel of the two drive wheels output from the high vehicle speed selection section 31 is output. become. In other words, when the turning angle of the vehicle increases and the centripetal acceleration GY becomes, for example, 0.9 g or more, rKG - Kr - IJ is established, so the driving wheel side changes the wheel speed of the outer wheel side, which has a higher wheel speed, to the driving wheel speed. Let V F be the driven wheel speed, and the driven wheel speed is the inner wheel speed where the wheel speed is smaller. Since it is closed, the slip amount DVi' (-VP-VΦ) calculated by the subtraction unit 41 is estimated to be large. Therefore, in order to estimate the target torque TΦ to be small, the engine output is reduced, the slip ratio S is reduced, and the lateral force A can be increased as shown in Figure TS18, which increases the tire grip force when turning. can be raised to make a safe turn.

To the slip mDV1, a slip correction amount vg as shown in FIG. 5 is added in the slip amount correction section 43 only when turning when centripetal acceleration GY occurs, and a slip correction amount vg as shown in FIG. 6 is added in the slip amount correction section 44. Slip QVd is added.

For example, if we assume a turn at a right angle,
In the first half of the turn, the centripetal acceleration GY and its rate of change over time ΔGY take positive values, but in the second half of the curve, the rate of change over time ΔGY of the centripetal acceleration GY takes a negative value.

Therefore, in the first half of the curve, in the adding section 42,
The slip WDVi' is the slip correction amount V shown in FIG.
g (>0) and the slip correction amount Vd (
>O) is added to obtain the slip filtDVi, and in the latter half of the curve, the slip correction amount Vg (>0) and the slip correction amount Vd (<O) are added to provide the slip mDVi. Therefore, by estimating the slip mDVi in the second half of the turn to be smaller than the slip amount DVi in the first half of the turn, the engine output is reduced and the lateral force is increased in the first half of the turn, and the engine output in the second half of the turn is lower than that in the first half. The power is restored to improve the vehicle's acceleration.

In this way, the corrected slip amount DVi is sent to the TSn calculation unit 45 at a sampling time T of 15 ms, for example. In this TSn calculation section 45, slip i
DVi is multiplied by a coefficient Kl and integrated to obtain a correction torque TSn.

That is, the correction torque obtained by correcting the slip QDVi, that is, the integral correction torque TSn is obtained as TSn - GKI ΣKl - DVI (Kl is a coefficient that changes according to the slip mDVI).

Further, the slip mDV1 is sent to the TPn calculation unit 46 every sampling time T, and the correction torque TPn is calculated. In other words, the correction torque corrected by the slip mDVI, that is, the proportional correction torque TPn is obtained as TPn = GKp DVi - Kp (Kp is a coefficient).

Further, the coefficient multiplication section 45b. Coefficient GK used for calculation in 46b! ．． At the time of upshifting, the value of GKp is switched to a value corresponding to the gear position after the shift after a set time from the start of the shift. This is because it takes time from the start of the shift until the gear is actually changed and the shift is completed, and when the above-mentioned coefficient ax < 1, cKp corresponding to the high gear after the shift is used at the time of the shift-up, the above-mentioned capture is possible. Positive torque TS
Since the values of n and TPn correspond to the above-mentioned high speed gear, they become smaller than the values before the start of the shift even though the actual shift has not finished, and the target torque TΦ becomes large, inducing slip and causing control. This is because it becomes unstable.

Further, the driven wheel speed VR outputted from the addition section 40 is manually input to the reference torque calculation section 47 as the vehicle body speed VB. Then, the vehicle body acceleration calculating section 47a calculates the acceleration VB (GB) of the vehicle body speed. Then, the acceleration G[1 of the vehicle body speed calculated in the vehicle body acceleration calculation unit 47a is determined by the filter 47b according to the formula (1) or (
3) After applying one of the filters in the equation, the acceleration OB
The GBP is kept at an optimal position depending on the state of the vehicle.

For example, if the acceleration of the vehicle is currently increasing and its slip ratio S is in the range "1" shown in FIG. 15, in order to quickly shift to the state in the range "2",
1) As shown in equation
The latest vehicle acceleration G BP is calculated by averaging with the same weighting.
Calculated as n.

Further, for example, when the acceleration of the vehicle is currently decreasing, the slip rate S is S>Sl and the range r2J shown in FIG.
- In the case of transition to r3J, in order to maintain the state in range "2" as much as possible, the vehicle body acceleration GBF is
As shown in equation (2) above, the previous output of the filter 47b is weighted and calculated as the previous vehicle body acceleration G B un.

Furthermore, for example, when the acceleration of the vehicle is currently decreasing, the slip rate S is S≦81 and is in the range "2" shown in FIG.
→If it moves to “1”, please use the range “1” as much as possible.
In order to return to the state of ``2'', the vehicle acceleration GBP is changed to the above (3).
), the previous output of the filter 47b is heavily weighted and further calculated as the previous vehicle body acceleration GBPn.

Then, the reference torque calculation section 47c calculates the reference torque TO (-GIIFXWXRe).

Then, the reference torque TO and the integral correction torque T
Subtraction with S n is performed in a subtraction section 48 , and the proportional correction torque TPn is further subtracted in a subtraction section 49 . In this way, the target drive shaft torque TΦ is calculated as TΦ - TG - TSn - TPn.

This target drive shaft torque TΦ is manually 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 calculate the target engine torque Tl. ．． This target engine torque TI
is corrected for the response delay of the torque converter in the torque converter response delay correction unit 502, and is set to [1 standard engine 1·lux T2]. This target engine torque T2
is sent to the T/M friction correction unit 502, where it is corrected for friction in the transmission interposed between the engine and the drive wheels, and is set as the target engine torque T3.

The T/M friction correction unit 502 estimates the T/Ml7) warm-up state and corrects the L1 target engine torque T3 using the first to fourth methods described below.

<First method of T/M friction correction> This first method detects the T/M oil temperature OT with an oil temperature sensor, and if this oil temperature OT is small, the friction date is large, so the first method is 2
The torque correction 2 Tr is added to the target engine torque T2 with reference to the map shown in FIG. In other words, T3 cod T 2 + T f'(OT). In this way, since the torque correction mTf due to friction is determined according to the oil temperature OT of the T/M,
The target engine torque can be corrected with high precision for T/M friction.

<Second method of T/M friction correction> Engine 16
The cooling water temperature VT is measured by a sensor, and from this T / M
The warm-up state (oil temperature) of the engine is estimated and the torque is determined. In other words, T3 -72 +T(' (WT). Here, the torque correction mTr (WT) is determined by referring to a map (not shown) and determining the engine cooling water temperature WT.
It is estimated that the lower the T/M oil temperature OT is, the larger the torque correction amount T' is set. In this way, since the T/M friction is estimated from the engine cooling water temperature WT, it is possible to correct the T/M friction without using a sensor that detects the T/M oil temperature OT. .

<Third method of T/M friction correction> Engine 1
Based on the coolant temperature VTO immediately after the start of operation No. 6 and the real-time coolant temperature νT, the map in FIG. 21 is referred to, and the torque correction amount T' is added to the target engine torque T2 to obtain the target engine torque T3. In other words, T3 -72 +Tr(XT) XT-en'r+ KOS (VT-VTO). Here, XT is T/M's estimated Uranus,! (0 is the ratio of the temperature increase rate of the engine cooling water temperature VT and the temperature increase rate of the T/M oil.This estimated oil temperature XT, the engine cooling water temperature νT, the T/M oil temperature OT and the temperature increase rate after the engine starts. The relationship with the elapsed time is shown in Fig. 22.As shown in Fig. 22, the change in the estimated time XT as the starting time elapses is as follows.
This is approximately equal to the change in oil temperature OT as the starting time elapses. Therefore, even without using an oil temperature sensor, the oil temperature is accurately monitored, the T/M friction is estimated, and the target engine torque is corrected accordingly.

<Fourth method of T/M friction correction> Engine 1
6 cooling water temperature W and elapsed time after engine start τ. Vehicle speed V
T3-T2+T f(WT) book 11-Kas(r) based on C
*Kspeed(Vc)). here,
Kas is a tailing coefficient due to time after startup (τ) (a coefficient that gradually approaches 0 as time passes after startup), Ksp
eed indicates a tailing coefficient depending on the vehicle speed (a coefficient that gradually approaches 0 as the vehicle speed increases). In other words, if a sufficient amount of time has passed since the engine was started, or if the vehicle speed has increased, the {... term approaches 0.

Therefore, if a sufficient amount of time has passed since the engine was started, or if the vehicle speed has increased, the torque correction amount T' due to T/M friction is eliminated.

In this way, the warm-up state of the transmission is estimated from the engine coolant temperature, the elapsed time after starting, and the vehicle speed, so the warm-up state can be estimated based on the warm-up state of the transmission, without having to directly detect the warm-up state from the transmission. If the transmission friction changes,
Since the target engine torque T2 is corrected to increase by the torque Tf corresponding to the friction, the engine torque can be controlled with high precision.

<Fifth method of T/M friction correction> The output is corrected based on the rotational speed N of the engine or T/M, and the map in Figure 23 is referred to based on the rotational speed N. Based on this, torque correction mTr is calculated.

In other words, T3 -72 +T' (N). This is because as the rotational speed N of the engine or T/M increases, the friction loss increases.

In addition, the engine or T/M rotational speed Nl: Torque correction fiiTr (N) based on the T/M oil temperature OT
By multiplying the correction coefficient KL (OT) by the following equation, the target engine torque T3 may be calculated. In other words, T3 = T2 + Tr (N) * KL (OT
), by changing the torque correction amount T' not only by the rotational speed N but also by the oil temperature OT, a more accurate target engine torque T3 can be set.

In this way, the friction of the transmission can be reduced to 1.
Since the estimation is made according to the rotational speed of the transmission or engine, even if the rotational speed of the transmission or engine changes and the friction of the transmission changes, the target engine torque T2 will be equal to the torque Tf corresponding to the above friction. By increasing the amount by correcting the target engine torque T3,
Even if the friction of the transmission changes depending on the rotational speed of the transmission, the engine output can be accurately controlled to the target engine torque.

<Sixth method of T/M friction correction> This method estimates the warm-up state of the transmission from the cooling water temperature WT of the engine 16 and the integrated value of the intake air JIIQ per unit time after engine startup, and calculates the correction torque. This is the way to get it.

In other words, T3 −72 +Tr (WT) * (1−Σ(
The target engine torque T3 is obtained as Kq*Q)1. Here, Kq is a coefficient that converts the amount of intake air into loss torque, and in an idling state when the clutch is off or the idle SW is on, x<q-
Kqt, otherwise Kq−K qO (
> K ql)-.

In the above formula, the intake air mQ per unit time after the engine starts is multiplied by the coefficient K9 and integrated, and Σ(KQ*Q
), and the product of {1-Σ(Kq*Q)1 and the torque correction amount TV (WT) based on the engine cooling water temperature vd is added to the target engine torque T2. By doing this, when the vehicle is suddenly accelerated after the engine starts and the intake air amount Q per unit time increases rapidly, that is, even if the engine coolant temperature WT is low, the transmission is sufficiently warmed up and the T /M If friction correction is not necessary, {...
”, thereby eliminating unnecessary torque correction. In addition, since Kq is set to a small value during idling, the transmission is not warmed up sufficiently even if the idling continues, so the cumulative intake air mQ per unit time may be lower than the actual value. It is estimated to be as small as possible, and the torque correction mTr based on the engine cooling water temperature is utilized. In this way, even if the idling state continues, the T/M friction correction is performed by leaving the Tf (WT) term. Note that the cumulative intake air amount Q per unit time is the intake air m per engine cycle.
Calculated based on A/H.

Further, the T/M friction torque Tf may be calculated using a three-dimensional map shown in FIG. 24. In this case, the target engine torque T3 is expressed as shown below. In other words, Tl −72 +Tf' (WT,
):Qa) By the way, in FIG. 24, T' is set to become "0" when ΣQa exceeds a certain value. This is because it is determined that when the total amount of intake air exceeds a certain value, the T/M oil has been sufficiently warmed and the T/M flixirane can be ignored.

In this way, the warm-up state of the T/M is estimated based on the engine cooling water temperature and the integrated value of the intake air amount after engine startup, and the torque correction QTr is adjusted according to the estimated warm-up state of the T/M. Since the warm-up state 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 integrated intake air amount is estimated to be low during idling, it is possible to accurately grasp the phenomenon in which the T/M does not reach the warm-up state even if the idling continues.

In other words, when the vehicle continues to be idling, the torque correction amount T' is estimated to be larger than when the vehicle is not idling.

<Seventh method of T/M friction correction> Engine 16
Torque correction ffi is determined based on the cooling water temperature WT of
Find TI'. In other words, T3 -72 +Tf'
(VT) Book { 1 −Σ ( K vF
Vs) 1 Here, Kv is a coefficient that converts the traveling distance (ΣVs) into output correction, and is in an idling state (where the idle SW is on or the clutch is off) (
Here it is set to Kv - Kvl, otherwise Kv
- Kv2 (> Kv1).

In the above formula, Σ(Kv*Vs) is obtained by multiplying the mileage ΣVs after engine start by the correction coefficient Kv, and calculates {1-Σ(Kv*Vs) based on 1 and the engine cooling water temperature WT. The product multiplied by the torque correction amount Tr (WT) is added to the target engine torque T2.

By doing this, when the vehicle travels after the engine starts and its mileage increases, the {...} term becomes "0".
” and eliminates unnecessary torque correction.

Furthermore, since the load on the transmission is small in the idling state, the oil temperature in the transmission increases moderately. Therefore, torque losses in the transmission only gradually decrease.

Therefore, in the idling state, by setting Kv to a small value, the torque correction is performed for as long as possible by slowly bringing the {.

In this way, even if the warm-up state of the transmission is not detected directly from the transmission using a transmission oil temperature sensor or the like, the warm-up state of the transmission can be estimated based on the engine cooling water temperature and the distance traveled after the engine is started.
Since the torque correction amount T' is changed according to the estimated warm-up state of the transmission, the engine output can be controlled to [1 standard engine torque] with high accuracy. Furthermore, since the mileage is not accumulated during the idling state, it is possible to accurately grasp the phenomenon in which the transmission does not reach the warm-up state even if the idling state continues.

Next, the target engine torque T3 output from the T/M friction correction section 502 is sent to the external negative 6I correction section 503, and if there is an external load such as an air conditioner, the target engine torque T3 is corrected to reach the target Engine torque T4
It is said that This correction by the external load correction section 503 is performed by one of the first to third methods described below.

First Method of External Load Correction> The target engine torque T3 is corrected to become the target engine torque T4 according to the air conditioner load. In other words, T4-73+TI. Here, TL is set to a constant value when the air conditioner is on, and is set to "0" when the air conditioner is off. In this way, when there is an air conditioner load, the loss torque TL corresponding to the air conditioner load is added to the target engine torque T3 to obtain the target engine torque T4, thereby preventing a decrease in engine output due to the air conditioner load. There is.

Also, focusing on the fact that the size 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 a map as shown in FIG. The engine torque T4 may also be calculated.

In other words, T4 -73 +TL (Ne) It's good as well.

<External load correction Ts2 method> Target engine torque T according to power steering load
3 is corrected and set as the target engine torque T4. In other words, T4 - T3 +TL. Here, TL is set to a constant value when the power steering is on, and is set to "0" when the power steering is off. In this way, when there is a power steering load, the loss torque TL corresponding to the power steering negative 41 is added to the target engine torque T3, and the target engine torque T4
By doing so, a decrease in the engine output due to the power steering negative 6;f is prevented.

In addition, based on the fact that the magnitude of the power steering load changes depending on the bastet bomb oil pressure OP, the 26th
As shown in the figure, the loss torque T L corresponding to the bastet bomb pressure OP may be stored in a map, and the target engine torque T4 may be calculated. In other words, it may be T4 -73 +TL (OP).

<Third method of external load correction> Target engine torque T3 is corrected according to the load on the engine due to alternator power generation to obtain target engine torque T4. In other words, the negative 6;f for the engine such as headlights and electric fans moves, and the amount of power generated by the alternator goes up and down.

Therefore, the battery 7 estimates the amount of power generated by the alternator by detecting the pressure and the excitation current of the alternator.
The load on the engine is estimated.

Target engine torque T when battery voltage is vb
4 is as follows.

T4 -73 +TL (Vb) Here, the loss torque TL (Vb) has a relationship with the battery voltage vb as shown in FIG. That is, if the battery voltage (vl) is low, it is estimated that the electrical load is large, and the loss torque TL is increased, making the target engine torque T4 thicker.

Further, the target engine torque T4 is obtained by adding the loss torque using the alternator excitation current (iΦ) as a parameter. In other words, T4 -73 +TL
It is calculated as (iΦ). Here, the loss torque TL is the 28th
Determined by referring to the map in the figure.

Also, from the characteristic diagram shown in Fig. 29, engine rotation speed No.
Alternatively, the alternator efficiency correction mK may be obtained, and the [1 standard engine torque T4] may be calculated from the following equation.

T4 =73 +TL (iΦ)XK(NO)
In the above two equations, the torque correction amount is determined by detecting the alternator excitation current iΦ, but the alternator generated current (charging current) is used instead of the alternator excitation current iΦ.
You may also use

In this way, the engine output can be accurately controlled to the target engine torque even when the load on the engine such as a headlight or an electric fan fluctuates and the alternator generator goes up and down, causing the engine output to fluctuate.

The target engine torque T4 calculated as described above is sent to the atmospheric condition correction section 504, and the target engine torque T4 is corrected according to the atmospheric pressure to become a 1'' target engine torque T5. That is, T5 −T4 +Tp
(AP) Here, Tp is the torque correction amount shown in the map of FIG. 30. That is, in areas with low atmospheric pressure such as highlands, the engine output increases due to a reduction in pumping loss and an increase in combustion speed due to a reduction in back pressure, so the torque correction HI T p is reduced accordingly.

In this way, 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 section 505, and the target engine torque T5 is corrected according to the operating state of the engine, that is, the warm-up state, and the target engine torque is It is assumed to be 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 for correcting engine operating conditions> The target engine torque T6 is calculated based on the engine cooling water temperature WT.The map in FIG. [1 target engine torque T6 is added to the target engine torque T5
It is said that In other words, T8 −75 +TV (WT). As shown in FIG. 31, the lower the cooling water temperature VT, the less the engine 16 is warmed up, so the torque correction fflTV is increased.

Further, the torque correction amount TV may be mapped (not shown) using the engine cooling water temperature VT and the engine rotation speed Ne. In other words, TO −T5 +TV(WT
．． NO).

In this way, the warm-up state of the engine is estimated based on the engine cooling water temperature, so the warm-up state of the engine can be accurately grasped, and the standard engine torque can be 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 for correcting engine operating conditions> This second method adds a torque correction amount Tas(τ) according to the time τ after engine startup to the target engine torque T5 as shown in FIG. By the way! : l mark engine torque T
I got 6.

In other words, T6 - T5 + Tas(r). In this way, the warm-up state of the engine is estimated based on the elapsed time τ after engine startup.

In addition, the torque correction m is determined by a three-dimensional map (not shown) determined by the time τ after engine start and the cooling water temperature ν.
It is also possible to obtain Tas. That is, T B − T 5 + T as (f, WT
) may also be used. By using such a map, the cooling water temperature WTO at startup can be determined by the total ΔIIJ L and the elapsed time τ
The torque correction amount Tas is determined according to the elapsed time τ
By measuring the cooling water temperature VT at
JIT aS may also be determined.

In addition, torque correction mTW according to engine cooling water temperature wT
(WT) and the elapsed time after engine start τ are multiplied by the parameter correction coefficient Kas(τ) to obtain the torque correction amount, and use this as the target engine! - The target engine torque TO may be obtained by adding it to the torque T5. In other words, TO −75 +TV (VT) * Kas (r
) may also be used.

Here, TV (wT) is a torque correction amount according to the engine coolant temperature WT, and Kas (τ) is a correction coefficient according to the elapsed time τ after engine startup.

In this way, fluctuations in engine output are estimated by estimating the warm-up state of the engine based on the engine cooling water temperature and the elapsed time after engine startup, and the target engine torque is corrected. The engine output can be controlled to the target engine torque in any warm-up state.

<Third method for correcting engine operating conditions> In this third method, the torque correction amount Tj is determined from the engine oil temperature OT with reference to the map shown in FIG. 33. That is, it is calculated as TO - T5 + Tj (OT). In this way, the engine cooling water temperature WT is estimated from the engine oil temperature OT to detect the warm-up state of the engine.

Note that the torque correction amount Tj may be obtained using a three-dimensional map of the engine oil temperature OT and engine rotational speed Np (not shown). In other words, T6neT5 +Tj
(OT, NO) may also be used.

In this way, the warm-up state of the engine is detected by detecting the temperature of the engine oil, which increases in temperature as the engine rotates, and the 121 standard engine torque is corrected. The engine output can be controlled to a standard engine torque in any state.

<Fourth method for correcting engine operating conditions> This fourth method is based on the combustion chamber wall temperature CT. Inhaled air per unit time! ilQ
The integral value ΣQ. The L1 standard engine torque T5 is corrected by the internal pressure CP to obtain the 1 standard engine torque T6. In other words, TO -75 +Tc (CT/CTO) *Kc
p(cp/cpO)*(1-K(1*
Σ(Q)}.

Here, eT is the engine combustion chamber wall temperature, CTO is the combustion chamber wall temperature at the time of engine startup, and Te is the engine combustion chamber wall temperature CT and the combustion chamber temperature C at the time of engine startup.
Torque correction amount based on the ratio of TO (CT/CTO), cp is the cylinder pressure of the engine, CPQ is the cylinder pressure at engine start, KCI) is the cylinder pressure c above and the cylinder pressure c at engine start.
K9, a correction coefficient based on the ratio of po to po (CP/CPO), is a coefficient that converts the integrated value of the intake air amount after starting into a torque correction coefficient.

As shown in item 2, 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 engine startup, and the cylinder pressure, and the target engine torque is corrected. The engine output can be controlled to the target engine torque regardless of the state.

As described above, the target engine torque T6 after being corrected according to the engine operating conditions is determined by the lower limit value setting unit 506.
In this case, the lower limit value of engine torque is limited. In this way, by controlling the lower limit value of the target engine torque T6 with reference to FIG. 16 or FIG. 17, it is possible to prevent the engine stall from occurring due to the 11 standard engine torque being too low.

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

In this target air amount calculation unit 507, the 34th
The three-dimensional map in the figure is referred to and 11 standard air volume (mass u) A
/No+ is required. In other words, A/Nm − f
It is calculated as [Ne, T7].

Here, Ah is the amount of intake air (mass) per intake stroke, and f [Nc, T7 ] is a three-dimensional map using the engine rotational speed pJc and the target engine torque T7 as parameters.

Note that A/Nta may be the product of the engine rotational speed Nc by a coefficient Ka as shown in FIG. 35 and the target engine torque T7, that is, A/Nm-Ka(Nc)*T7. Furthermore, Ka(NO) may be used as a coefficient.

Further, in the target air amount calculation unit 507, the intake air amount (mass) A/Na+ is corrected based on the intake air temperature and atmospheric pressure, and the intake air amount (volume) A/Na+ is corrected based on the intake air temperature and atmospheric pressure.
It is converted to Nv. That is, A / N v = (A / Nm) / lKt (AT) *
Kp (AT)).

Here, A/Nv is the amount of intake air (volume) per engine revolution, KL is the density correction coefficient with the intake air temperature (AT) as a parameter as shown in Figure 37, and Kp is m as shown in Figure 8. As shown, the density correction coefficient using atmospheric pressure (AT) as a parameter is shown.

The target intake air amount A/Nv (volume) calculated in this way is corrected by the intake air temperature in the target air amount correction section 508, and is set as the target air amount A/No. In other words, A/NO - A/Nv * Ka' (AT).

Here, A/NO is the target air amount after correction, A/Nv is the target air amount before correction, and KsI' is the correction coefficient (Fig. 38) based on the intake air temperature ('AT).

In this way, the target air amount A/Nv (volume) is converted to the intake air temperature (
By correcting the target air mA/No by using AT), even if the intake temperature (8T) changes and the intake efficiency into the combustion chamber of the engine changes, the target air amount A to the combustion chamber can be maintained.
/NO can be sent with high precision, and the 1" standard engine output can be achieved with high precision.

Hereinafter, the target air mA/No output from the standard air amount correction section 508 is sent to the target throttle opening calculation section 509, and the three-dimensional map in FIG. 39 is referred to to calculate the opening e1 of the main throttle valve THI1. The opening degree 02' of the sub-throttle valve THs with respect to the target air ffiA/NO is determined.
0 to the bypass passage 52b shown in FIG. 1(B).
, 52c is subtracted to obtain the opening e2 of the sub throttle valve THs.

By the way, the above-mentioned Δe is obtained by the following formula.

In other words, Δ0−Ks (e) * (Sffi+Sw (
WT) 1 Here, the coefficient Ks (Fig. 44) is the opening correction amount per step of the step motor 52s controlled by an ISC (idle speed controller) not shown with the target opening e as a parameter, S1 is the number of steps of the step motor 52s, and Sv (FIG. 45) is a conversion value for converting the opening degree of the wax valve 52W using the engine cooling water temperature VT as a parameter into the number of steps of the step motor 52s.

By the way, the corrected target air m A / N O outputted from the target air amount correction section 508 is calculated by the subtraction section 513
The difference ΔA/ from the current air m A / N sent to the air flow sensor and detected by the air flow sensor at every predetermined sampling time.
N is calculated. This ΔA/N is sent to the PID control unit 514, where PID control is performed based on ΔA/H, and Δ
An opening correction value Δθ2 corresponding to A/N is calculated. This opening correction amount Δe2 is added to the above-mentioned [1 standard throttle opening e2] in the addition unit 51 to calculate the target opening θr that has been feedback-corrected at every predetermined sampling time.

It is assumed that θr■e2+Δe2. Here, the opening correction amount Δθ is the opening correction amount ΔepS by proportional control; the opening correction amount Δ81 by integral control.
This is the addition of the opening degree correction amount Δed based on the % differential control. In other words, Δe - Δep+Δθl+Δ(9d).

Here, Δep = Kp (Nc) * Kth (NO) *
ΔA/NΔel =Kl(Nc)*Kth(N
o) *Σ(ΔA/N)Δed = Kd(NO) book K
It is calculated by the PID control unit 514 as th (NC)*{ΔA/N−ΔA/Noldl. Here, Kp, Kl, and Kd are proportional, integral, and differential gains using the engine speed Nc as a parameter, and the fourth
The characteristic diagrams are shown in FIGS. 0 to 42. Also,
KLl+ is ΔA with engine speed Ne as a parameter
/N → Δe conversion gain (Ts43 diagram), ΔA/N is the deviation between the target air amount A/NO and the measured current air amount A/N, ΔA/NOId is ΔA/N at the previous sampling timing It is.

The target opening degree er determined as described above is sent to the motor drive circuit 52 as the sub-throttle valve opening signal θS. The motor drive circuit 52 controls the rotation of the motor 52a+ so that the opening e2 of the sub-throttle valve THs detected by the sensor TPS2 corresponds to the opening signal Ss.

By the way, the wheel speed of the larger driven wheel outputted from the high vehicle speed selection section 37 is determined by the subtraction section 55 as the wheel speed of the driving wheel VPI? is subtracted from. Further, the higher driven wheel speed output from the high vehicle speed selection section 37 is subtracted from the driving wheel speed VPL in a subtraction section 56. Therefore, the outputs of the subtraction units 55 and 56 are estimated to be small to reduce the number of times the brake is used even during turning, and the slip of the driving wheels is reduced by reducing the engine torque.

The output of the subtraction unit 55 is multiplied by KB (0
<Kn<1), and the output of the subtractor 56 is sent to the multiplier 58.
After being multiplied by (1-KI3) in the adder 59, it is added to the slip mDVPR of the right drive wheel. At the same time, the output of the subtraction section 56 is multiplied by Kl3 in the multiplication section 60, and the output of the subtraction section 55 is multiplied by Kl3 in the multiplication section 60.
is multiplied by (1-KB) and then added in the adder 62 to obtain the slip m DV PL of the left drive wheel.

As shown in FIG. 13, the variable K B changes according to the elapsed time t from the start of traction control 1/roll control, and when the RIIJ control of the traction control starts, rO. 5J, and as the traction control progresses, rO. It is set to approach 8J. In other words, when reducing the slip of the driving wheels by braking, it is possible to apply the brakes to both wheels at the same time when braking is started, thereby reducing the unpleasant steering shock that occurs when braking is started on a split road, for example. . On the other hand, the brake control is continued and the above K B reaches rO. The operation when 8 J is reached will be explained. In this case, if only one drive wheel slips, the other drive wheel will also
It recognizes that a slip has occurred for 96 minutes and applies the brakes II! J I am trying to do wholesale.

This is because if the brakes on the left and right drive wheels are completely independent, when only one drive wheel is braked and its rotation is reduced, the action of the differential causes the opposite drive wheel to slip and apply the brakes. This is because it is repeated and is not desirable. Slip R D V of the above right drive wheel
I'R is differentiated by the differentiating section 63 to obtain the amount of change over time, that is, the slip acceleration CFI? is calculated, and the slip mD Vr of the left driving wheel is calculated by the differentiation section 64.
is differentiated to calculate the temporal change m1, that is, the slip acceleration GPL. And the above slip acceleration Gl'l? is the brake fluid pressure change amount (ΔP) calculation unit 65
GFl? shown in Figure 14. (Gl'[,)-ΔP conversion map is referred to and slip acceleration Gl! I?
The brake fluid pressure consumption amount ΔP for suppressing this is determined.

Furthermore, the amount of curvature ΔP is determined by the ΔP-T conversion unit that calculates the opening time T of the inlet valve 171 and the outlet valve 17o when the switch S2 is opened, that is, when the start/end determination unit 50 determines that the control start condition is satisfied. 67. In other words, is the valve opening time T calculated by the ΔP-T converter 67 the right driving wheel Wl'l? The brake operation time is assumed to be FR. Similarly, the slip acceleration GPI is sent to the brake fluid pressure change amount (ΔP) calculation unit 66, and the GPI? shown in FIG. (GFL) - The ΔP conversion map is referred to, and the amount of change ΔP in the brake fluid pressure for suppressing the slip acceleration GPL is determined.

This amount of change ΔP is when the switch S3 is opened, that is, when the start/
It is given to the ΔP-T conversion unit 68 which calculates the opening time T of the inlet valve 181 and the outlet valve 18o when the end determination unit 50 determines whether the control start condition is established. That is, the valve opening time T calculated by the ΔP-T converter 68 is set as the brake operating time FL of the left drive wheel WFL. As a result, the left and right drive wheels Wr! I? ．． WPL
This suppresses the occurrence of more slips.

In addition, in Fig. 14, when applying the brakes when turning, in order to strengthen the brakes on the inner drive wheels,
The inner wheel side when turning is shown by a broken line a. In this way, when turning, the amount of change ΔP in the brake fluid pressure is set so that the inner wheel side is larger than the outer wheel side, so that the 6:j By doing so, it is possible to prevent the inner wheel from slipping when turning.

In the above embodiment, feedback control is performed by PID control based on ΔA/Nl: by adding and correcting the sub throttle valve opening correction value Δθ2 to the target opening e2, and driving the motor to the feedback corrected target opening θr. Although the output is made to the circuit 52, such ΔA/N
Even without performing feedback control, the target opening e2 is output to the motor drive circuit 52, and the throttle is adjusted so that the opening of the sub-throttle valve THs detected by the throttle position sensor TPS2 becomes the L1 target opening e2. The output of the position sensor 1'P S 2 may be feedback-controlled. Furthermore, the regular throttle valve opening correction value Δe2 is subtracted from the opening of the sub-throttle valve THs detected by the throttle position sensor TPS2, so that the detected value becomes 1-1 standard opening e2. Feedback control may also be performed.

Further, although an acceleration slip prevention +L device is shown as an example of the present invention, the present invention is not limited to the same device.
The present invention can be similarly applied to any device that controls a throttle valve.

Furthermore, in the T/M friction correction section 502, < T
/M By calculating the target engine torque T3 by the first method of friction correction> and calculating the target engine torque T6'' by the <second method of engine operating condition correction> in the operating condition correction section 505, In addition to correcting the target engine torque according to the real-time oil temperature OT of the T/M, the target engine torque can also be corrected based on the elapsed time τ after starting the engine.

Also, in the T/M friction correction section 502, <T/
The target engine torque T3 is calculated by the second method for correcting the M-friction; The target engine torque can be corrected according to the warm-up state of /M according to the engine cooling water temperature νT, and also according to the elapsed time τ after starting the engine.

Furthermore, in the T/M friction correction section 502, <T
/M The L1 target engine torque T3 is calculated by the third method of friction correction>, and the target engine torque T6 is calculated by the second method of engine operating condition correction in the operating condition correction section 505. /M's warm-up state based on the coolant temperature WTO immediately after engine startup and the real-time coolant lHWT, and at the same time correcting the target engine torque based on the elapsed time τ after engine startup. I can do it.

By estimating the engine friction and transmission friction separately and correcting the target engine torque as in the three cases mentioned above, you can use the same engine with different transmissions, or the same transmission with different engines. However, it has the effect of eliminating the need for rematching.

Furthermore, in the above embodiment, the target air amount correction unit 508 corrects the target air amount with respect to the intake temperature, but without providing this 121 standard air amount correction unit 508, the opening degree with respect to the bypass air amount is corrected. The correction unit 510 may correct the target throttle opening e2' in response to changes in the intake air temperature.

In this way, the target engine torque can be accurately corrected regardless of the warm-up state of the engine and T/M.
The engine output can be made to reach the desired engine torque.

Furthermore, although the target engine torque is corrected in the T/M friction correction section 502, external negative 6:I correction section 503, atmospheric condition correction section 504, and operating condition correction section 505, Instead of performing the correction, the aim is to correct the intake air amount corresponding to the torque correction amount calculated by the T/M friction compensation 11 part 502, the external load correction section 503, the atmospheric condition correction section 504, and the operating condition correction section 505. The air melon calculation unit 507 or the target air amount correction unit 508 may perform the calculation. Similarly, the T/M friction correction section 5o2, external load correction section 503, atmospheric condition correction section 5o4, and operating condition correction section 50
The opening correction of the throttle valve corresponding to the torque correction amount calculated in step 5 may be performed in the equivalent throttle opening p output section 509 or the target throttle opening calculation section 512.

[Effects of the Invention] As detailed above, according to the present invention, a throttle valve is provided in the intake passage to a vehicle engine, and the output of the engine is controlled by controlling the opening degree of the throttle valve. In the output control device, the warm-up state of the engine is estimated based on the combustion chamber wall temperature, the integrated value of the intake air amount after engine startup, and the in-cylinder pressure, so the combustion state of the engine combustion chamber can be detected with high accuracy. Thus, it is possible to provide a method for controlling engine output of a vehicle, which can control engine output with high precision according to the warm-up state of the engine.

[Brief explanation of drawings]

FIG. 1(A) is an overall configuration diagram of an acceleration slip prevention device to which the control method according to the present invention is applied, FIG. 1(B) is a diagram showing the arrangement of the main and sub-throttle valves, and FIG. A) and (B) are block diagrams showing the control of the traction controller in Fig. 1 divided into functional blocks. Fig. 3 is a diagram showing the relationship between centripetal acceleration GY and variable 1 (G). Fig. 4 is a diagram showing the relationship between centripetal acceleration GY and variable 1 ( Figure 5 is a diagram showing the relationship between centripetal acceleration GY and variable K'', Figure 5 is a diagram showing the relationship between centripetal acceleration GY and slip correction uVg, and Figure 6 is a diagram showing the relationship between centripetal acceleration GY and slip correction mVd. Figures 7 to 12 are diagrams showing the relationship between vehicle speed VB and variable Kv, respectively.
Figure 3 shows the change over time in the variable KR from the start of brake control, and Figure 14 shows the change over time in the amount of slip mGPL? (
Gl! Figures 15 and 18 are diagrams showing the relationship between slip ratio S and road surface friction coefficient μ, respectively, and Figure 16 is TIln.
+ -t characteristics, Figure 17 is a diagram showing TI1m-VB characteristics, Figure 19 is a diagram showing the state of the vehicle during turning, and Figure 20 is transmission oil temperature OT - torque correction amount T.
I' characteristic diagram, Figure 21 is the XT-1 torque correction amount Tf' characteristic diagram, m22 diagram is the time after start τ - engine cooling water temperature ν
T, transmission oil temperature OT characteristic diagram, Fig. 23 is a rotational speed N-}luke correction melon Tf' characteristic diagram, and Fig. 24 is a relationship between engine cooling water temperature WT and intake air m integrated value ΣQ.
・A three-dimensional map showing the torque correction mechanism T'; Fig. 25 is a diagram showing the relationship between the rotational speed Ne and the loss torque T1;
The figure shows the relationship between pump oil temperature OP and loss torque TL, Figure 27 shows the relationship between battery voltage vb and loss torque TL, and Figure 28 shows the relationship between engine rotational progress Ne and alternator exciting current iΦ 3 showing the loss torque TL for
Dimensional map, Fig. 29 is a diagram showing alternator efficiency K with respect to excitation current iΦ, Fig. 30 is atmospheric pressure - torque compensation IE
The quantity Tpn characteristic diagram and 'Ti31 diagram are the engine cooling water temperature WT.
- Torque correction mTW characteristic diagram, Fig. 32 is a characteristic diagram of elapsed time after engine start τ - torque correction mTas, Fig. 33 is an engine oil temperature - torque correction WTj characteristic diagram, and Fig. 34 is a target engine torque T7 - engine rotation speed. A three-dimensional map showing the intake air mA/Nn+ (mass) per engine rotation with respect to Nc, FIG. 35 is a characteristic diagram of the engine rotation speed Ne with the coefficient Ka, and FIG. 36 is a diagram showing the intake air temperature characteristic with the coefficient Kt. FIG. 37 is a diagram showing the atmospheric pressure characteristics of the coefficient K p,
Fig. 38 is a diagram showing the intake air temperature characteristics of the coefficient Ka', Fig. 39
The figure is a three-dimensional map showing the opening e2' of the auxiliary throttle valve TI{s with respect to the F1 standard air amount A/NO and the lifetime throttle valve opening θl. Figure 41 is a diagram showing the engine rotation speed characteristics of integral gain K1, and Figure 42 is a diagram showing the engine rotation speed characteristics of integral gain K1.
43 is a diagram showing the engine rotation speed characteristic of conversion gain, FIG. 44 is a diagram showing the relationship between target opening θ and coefficient KS, and FIG. 45 is a diagram showing engine cooling water temperature It is a figure which shows the WT-step number conversion value Sv. 11-14...Wheel speed sensor, 15...Traction controller, 45...TSn calculation unit, 45b.
46b--Coefficient multiplier, 46-T P n calculation unit,
47... Reference torque calculation section, 503... Engine torque calculation section, 507... Target air amount calculation section, 512.
...11 mark throttle opening calculation section, 53... Centripetal acceleration calculation section, 54... Centripetal acceleration correction section. Applicant's representative Patent attorney Takehiko Suzue Figure 0.19 Centripetal acceleration GY Figure Kr 0.4g 0.9g Centripetal acceleration GY Figure 0.19 Centripetal acceleration GV Figure 5 Figure 6 Figure 10 Summer body velocity ffVB Fig. 11 Fig. 12 Fig. 1 Body speed VB Fig. 1 Body speed VB Fig. 9 Fig. 13 Fig. 14 Elapsed time t from the start of control Fig. 16 Vehicle movement VEI (km/h) from the start of control Fig. 17 Fig. 15 Tire slip rate S Fig. 18 Fig. Transmission, Yuen OT Fig. 20 Estimated 5-way Temi I% XT Fig. 21 Fig. 24 Time after starting t Fig. 22 Rotational speed N Rotational speed Ne No. Fig. 25 Pump oil pressure 0ρ Fig. 26 Battery voltage Vb Fig. 27 Fig. 1129 Fig. Elapsed time after engine start γ Fig. 32 Engine, +1l1o-cho Fig. 33 Fig. 30 Engine cooling water temperature WT Fig. 31 Fig. 34 Engine rotation speed Ne Figure 35 Intake 1 degree (AT) Figure 36 Atmospheric pressure (AP) Figure 37 Figure 39 Engine rotation speed Ne Figure 40 Figure 38 Engine rotation speed Ne Figure 41 Engine rotation speed Ne Figure 42 Engine rotation speed Ne Figure 43

Claims (1)

[Claims] A throttle valve is installed in the intake passage to the vehicle engine,
In the engine output control device that controls the output of the engine by controlling the opening degree of the throttle valve,
A target engine torque calculation means that calculates a target engine torque that the engine should output, and a warm-up state of the engine that is estimated based on the combustion chamber wall temperature, the integrated value of the intake air amount after starting the engine, and the in-cylinder pressure. A method for controlling an engine output of a vehicle, comprising: a throttle valve opening calculation means for calculating a target opening of a throttle valve from the target engine torque with correction according to the warm-up state.