JPH02291452A - Engine output control method for vehicle - Google Patents

Abstract

PURPOSE:To embody the control of high precision by estimating a transmission warming-up condition from the integrated values of cooling water temperature and an intake air amount, and making correction corresponding to the warming-up condition 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 friction correction part 502 estimates the warming-up condition of a transmission from the cooling water temperature and the integrated values of an intake air amount, and calculates a torque correction amount of the basis of the estimated value. 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 the target throttle opening degree theta2' is made, and further the calculation 510 of the throttle opening degree theta2 of a subthrottle valve is made on the basis of the aforesaid opening degree theta2'.

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial Field of Application) The present invention relates to a method for controlling the engine output of a vehicle so that the engine output of the vehicle reaches 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,
The slip slip rate S was controlled so that when acceleration slip of the drive wheels was detected, the coefficient of friction μ between the tires and the road surface was within the maximum range (shaded range in Figure TS18). Here, the slip rate S is [(VF-Vl)/VF]XIOO (percent), where VF is the wheel speed of the driving wheels and VB is the vehicle body speed. In other words, when the slippage of the drive wheels increases, the engine output is controlled so that the slip ratio S falls within the shaded range, and the coefficient of friction μ between the tires and the road surface is
is controlled to reach its maximum range, preventing the drive wheels from slipping during acceleration and 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 so that the engine output is the same as that of the engine in case of slip or no slip.

By the way, the engine output changes depending on the warm-up state of the transmission. For example, when the transmission is cold, the transmission pores are cold, which reduces the lubricating ability of the transmission oil, increases friction in the transmission, and reduces engine output.

Therefore, when controlling the engine output according to the target engine output, it is necessary to consider the friction of the transmission.

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,
A vehicle engine output control method capable of controlling the engine output to a target engine torque with a far degree by changing the target engine torque, target air amount, or target opening degree of the throttle valve according to the warm-up state of the transmission. Our goal is to provide the following.

[Structure of the Invention] (Means and effects for solving the problem) 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 for calculating the target engine torque that the engine should output, and a transmission warm-up condition are estimated based on the engine water temperature and the integrated value of intake air after starting. The present invention is a method for controlling engine output of a vehicle, comprising a throttle valve opening degree calculation means for calculating a throttle valve opening degree from the g mark engine torque with correction according to the warm-up state.

(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 WFI? is the front right wheel, WFL is the front left wheel, WI? I? indicates the rear right wheel, and WRL indicates the rear left wheel. Further, 11 is a wheel speed sensor that detects the wheel speed VFR of the front right wheel (drive wheel) WPR, 12 is a wheel speed sensor that detects the wheel speed FL of the front left wheel (drive wheel) WPI, and 13 is the rear wheel Right wheel (driven wheel) Wl? I? Wheel speed VI? A wheel speed sensor 14 detects the wheel speed VRL of the rear left wheel (driven wheel) WRL. Wheel speed VFR detected by the wheel speed sensors 11 to 14
, VPL, VRR, VI? L is input to the traction controller 15. This 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 Ne detected by a rotation sensor (not shown), and an air flow sensor (not shown). Detected intake air per engine rotation cycle Ea A
/N, transmission oil temperature OT detected by an oil temperature sensor (not shown), engine cooling water temperature WT detected by a water temperature sensor (not shown), operating state of the air conditioner switch (not shown), operating state of the power steering switch SW (not shown) , the operation state of the idle switch (not shown), the power steering pump oil temperature OP1 (not shown), the cylinder pressure CP1 of the engine cylinder detected by the cylinder pressure sensor (not shown), the combustion chamber wall temperature CT of the engine detected by the combustion chamber wall temperature sensor (not shown), The excitation current iΦ of the alternator and the elapsed time τ after engine startup output from a timer (not shown) that counts the time after engine startup are input. The traction controller 15 sends a control signal to the engine 16 to perform control to prevent the drive wheels from slipping during acceleration. As shown in FIG. 1(A), this engine 16 has a main throttle valve T operated by an accelerator pedal during which time e1 is operated.
In addition to Hm, a sub-throttle valve THs whose distance θ2 is controlled by an opening signal OS from the traction controller 1 and the roller 15, which will be described later, is 'hl-. The opening degree θ2 of the sub-throttle valve THS is determined by the motor drive circuit 52 controlling the rotation of the motor 52II+ based on the opening degree signal es from the traction controller 15.

The driving force of the engine 16 is controlled by controlling the opening degree θ2 of the sub-throttle valve THm in this manner. The opening degrees θ1 and e2 of the main throttle valve THm and the sub-throttle valve THs are detected by the throttle position sensors TPSI and TPS2, respectively, and output to the moder 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 an intake air amount during idling.
The amount of opening of this bypass passage 52b is controlled by a stepper motor 52s. Additionally, a bypass passage 52C is provided between the upstream and downstream sides of the main and sub-throttle valves THm and 'Hs, and the opening degree of the bypass passages 5 and 2c is adjusted according to the cooling water temperature WT of the engine 16. A wax valve 52W is provided.

Also, 17 is the front right wheel WFl? 18 is a wheel cylinder that brakes the front left wheel WFL. Normally, pressure is supplied to these wheel cylinders when a brake pedal (not shown) is operated. When the traction control is activated, it is possible to flood the pressure area from another route as described below. Co-supply of pressure from the pressure source 19 to the wheel cylinder 17 is performed via an inlet valve 17i, and discharge of pressure oil from the wheel cylinder 17 to the reservoir 20 is performed via an outlet valve 17o. Also,
Pressure 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 18o. and,
Opening/closing control of the upper inlet vane rev 17i and 1811 and the upper t outlet valves 17o and 18o is performed by the upper 5 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 WPI? , WPL
There are wheel speed sensors that detect the wheel speeds VFR, VFL of the vehicle, and the drive transport speed VPI? detected by the wheel speed sensors 11 to 12. , VFL are all sent to a high vehicle speed selection section 31 and an averaging section 32. High vehicle speed selection section 3
1 is the driving transport speed VPI? , VFL, and the driving 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.
Drive wheel speed VFI obtained from 42? , from VFL,
The average driving wheel speed (VFR + VFL)/2 is calculated, and the average driving wheel speed calculated by the averaging section 32 is output to the weighting section 34. The weighting unit 33 selects and outputs the drive wheels W P selected by the high vehicle speed selection unit 31.
Multiply the wheel speed of R or WFL, whichever is higher, by KG (variable)
Furthermore, the weighting section 34 multiplies (variable) the average driving wheel speed output by the averaging section 32 by (1-KG), and the driving wheel speed and the weighted driving wheel speed weighted by each of the weighting sections 33 and 34 are The average driving wheel speed is given to the adding section 35 and added, and the driving wheel speed ■F 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 speed VI? detected by the wheel speed sensors 13 and 14? R and VRL are both low vehicle speed selection section 3
6 and the high vehicle speed selection section 37. Low vehicle speed selection section 36
selects the lower wheel speed of the driven wheel speeds VRR, VRL, and the high vehicle speed selection section 37 selects the higher wheel speed fil1 of the driven wheel speeds V'RR, VRL.
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 3.
9 is output.

The weighting unit 38 selects and outputs the driven wheel WI? from the low vehicle speed selection unit 36. The lower wheel speed of either R or WRL is multiplied by Kr (variable), and the weighting unit 39
Driven wheel WR selected and output by the high vehicle speed selection section 37
R, WRL, whichever is higher, is the wheel speed (1-K r
) times (variable), each of the weighting units 38 and 3
The driven wheel speed weighted by 9 is 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 calculated by the multiplication section 4
Output to 0'. This multiplier 40' multiplies the additionally calculated driven wheel speed VR by (1+α), and this jf! The driven wheel speed VRI? ．． V
A target drive wheel speed Vφ based on RL is calculated.

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

Then, the driving wheel speed V calculated by the adding section 35
F and the target drive wheel speed Vφ calculated by the multiplier 40' are given to the subtracter 41.

This subtraction unit 41 subtracts the drifting drive transport speed Vφ from the drive wheel speed VF to calculate the slip j7DVi′ (VP−Vφ) of the drive wheels WFR, WFL. The slip amount DV i' is given to the adding section 42. This adder 42 converts the slip mDVi' into the centripetal acceleration GY and its rate of change ΔG.
The slip correction amount Vg (see FIG. 5), which is corrected according to the centripetal acceleration GY and changes according to the centripetal acceleration GY, is given from the slip total correction section 43, and is calculated by the rate of change ΔG of the centripetal acceleration GY.
Slip correction ffiVd (see FIG. 6), which is reduced in accordance with Y, is provided by the slip amount correction section 44. That is, the adding section 42 adds each slip correction amount Vg, Vd to the slip amount DVi' obtained from the subtracting section. Slip iiiD corrected by
Vi is, for example, TS at every sampling time T of 15 ms.
It is sent to the n calculation unit 45 and the TPner calculation unit 46.

The calculation section 45a in the TSn calculation section 45 multiplies the slip amount DVi by the coefficient KI and calculates the integral type correction torque TSn' (=ΣK■・DVi). TSn is sent to the coefficient multiplier 45b. In other words, the above integral correction torque TSn'
are correction values for the drive torque of the drive wheels WFR, WPL, and the drive wheels WPR, WF+. and engine 16
It is necessary to adjust the control gain according to changes in the speed change characteristics of the power transmission mechanism existing between the Coefficient GKi that varies depending on the stage
The integral correction torque TSn corresponding to the gear position is calculated by multiplying by TSn. Here, the above variable K I is the slip amount DV
This is a coefficient that changes depending on i.

On the other hand, the calculation section 46a in the TPn calculation section 46 calculates the proportional correction torque TPn' (-DVf-Kp) by multiplying the slip mDVi by the coefficient Kp, and this proportional correction torque TPn is sent to the coefficient multiplication section 46b. Sent. In other words, this proportional type correction torque TPn' is similar to the above-mentioned integral type correction torque TSn', and the driving wheels WPR, W
It is a correction value for the driving torque of the driving wheel WP.
It is necessary to adjust the control gain according to changes in the speed change characteristics of the power transmitter trXF that exists between R, WPL and the engine 16, and the coefficient multiplier 46b calculates the Proportional correction torque T
By multiplying Sn' by a coefficient GKp that varies depending on the gear position, a proportional correction torque TPn corresponding to the gear position is calculated.

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. The reference torque calculation section 47 first calculates the acceleration GB of the vehicle speed VB in a vehicle acceleration calculation section 47a, and the vehicle acceleration CB obtained by the vehicle acceleration calculation section 47a is passed through a filter 47b to the vehicle acceleration G.
The reference torque calculation unit 47c calculates the vehicle body acceleration GB and sends it to the reference torque calculation @47C.
Standard torque TG based on F, vehicle weight W and wheel radius Re
(= GBPXWX R e ), and this reference 1·Lux TG becomes the axle torque value that the engine 16 should originally output.

The filter 47b determines, for example, in three stages whether the base torque TG calculated by the base torque calculation unit 47c is calculated based on the vehicle body acceleration GB that is earlier in time. The vehicle body acceleration GBP obtained through
Pn-1 is calculated according to the current slip ratio S and acceleration state.

For example, if the acceleration of the tunnel is currently increasing and the slip ratio S is in the state shown in the range "1" in Fig. 15, in order to quickly shift to the state "2", the vehicle body acceleration is increased. GBP is G, which is the output of the previous filter 47b.
The latest vehicle acceleration GBF is calculated by averaging BPn-1 and the currently detected GBn with the same weighting using the following equation (1).

G BPn= (GBn+ Gr3Pn -1)
/ 2 - (1) Also, for example, the present (
[If the acceleration of the vehicle is decreasing and the slip ratio S or S>Sl shifts to the range r2J - r3J shown in Fig. 15, in order to maintain the state of "2" as much as possible. , the vehicle body acceleration GBF is the previous filter 47
The vehicle body acceleration GBPn having a value close to the output Gl31'n-1 of the output Gl31'n-1 is calculated using the following equation (2).

GBFn − (GBn+ 7 GBFn −1) /
8-(2) Furthermore, for example, when the acceleration of the vehicle is currently decreasing, the slip rate S is S≦81 and the 15th
In the case of transition to "2"-rlJ shown in the figure,
In order to return to the state of range "2" as much as possible, the vehicle acceleration G
I'3F is the output G! of the previous filter 47b. IPn-
1 is further weighted, and the vehicle body acceleration G BPn is calculated using the following formula (3) with a value closer to the previously calculated vehicle body acceleration G BPn-1 than when calculating using the above formula (2). .

G[lFn − (GIln+15GBPn −1)
/IC = 13) Next, the reference torque TG calculated by the reference torque calculation section 47 is output to the subtraction section 48.

This subtracting unit 48 is the subtraction unit 48 that is operated by the subtraction unit 48 as described above. Integral type correction calculated by the TSn calculation unit 45 from the reference 1·Lk T6 obtained from the quasi-1·Lk calculation unit 47. It subtracts the torque TSn, and the subtracted data is further sent to four subtracters. This subtraction section 49 further subtracts the proportional correction torque TPn calculated by the TPn calculation section 46 from the subtraction data obtained from the subtraction section 48, and the subtraction data is determined by the drive wheel WIN? , Wl"L is sent to the engine torque conversion unit 500 via the switch S1 as the target torque Tφ of the axle torque that drives the axle torque. In other words, it is set as Tφ1TG-TSn-TP.

This engine torque converter 500 receives the drive torque WFl? given from the four subtracters via the switch S1. ，
The target torque Tφ for WF+ is divided by the total gear ratio between the engine 16 and the drive wheel axle to convert it into the target engine torque T1. This day's engine torque T
I is output to the torque converter response delay correction section 501. This torque converter response delay correction section 501 adjusts the engine 1.rukuT according to the response delay of a torque converter (not shown).
1 is corrected and the target engine torque T2 is output. This [1 standard engine torque T2 is output to the T/M (transmission) friction correction section 502.

This T/M friction correction unit 502 has a map W showing transmission Ura temperature OT-torque correction amount Tr characteristics shown in FIG. , the estimated ura iNi X shown in FIG.
T }Lux capture amount T['Map showing characteristics III2,
Time after start τ - engine cooling water temperature WT shown in Fig. 22,
}Characteristic diagram showing the characteristics of Lance Mission Ura On 0-cho ■3
, a map m4 showing the engine rotational speed (or transmission rotational speed) N-1 torque correction amount Tf shown in FIG. 23, and a torque correction amount Tr for the engine cooling water temperature WT - intake air amount integrated value ΣQ shown in FIG. The three-dimensional map m5 shown is connected.

In addition, this T/M friction correction unit 502 includes the T/M ura temperature OT, the engine cooling water iR WT + the cooling water temperature WTO immediately after the engine 16 is started, and the engine 1.
Elapsed time τ after starting 6, vehicle speed VC, intake air fi￥Q after engine starting, engine or T/M rotational speed N,
The travel distance ΣVS after starting the engine is input. T/
The M friction correction unit 502 uses the above maps ml, m
The warm-up state of the transmission is estimated based on 2, m4, II15 and the input signal.

In the T/M friction sleeve section 502, the less the transmission has reached the warm-up state, the greater the friction loss in the 1-transmission, so the torque correction WTr corresponding to the friction loss is increased by the above target engine 1-r. It is added to T2 to obtain 1] standard engine torque T3.

The target engine 1/lux T3 is determined by the external load correction section 503.
is output to. This external load correction section 503 uses a map mll. shown in FIG. 25 showing the relationship between the engine rotational speed Ne and the loss torque Tl. , pump pressure O shown in Fig. 26
Map 1l2 showing the relationship between P and loss torque TL, No. 27
A map 1l3 showing the relationship between battery voltage vb and loss torque TL shown in the figure, and engine rotational speed N shown in FIG.
c and the loss torque T for the excitation current iΦ of the alternator
Three-dimensional map ml4 showing L, map ml5 showing alternator efficiency K with respect to excitation current iΦ shown in FIG.
, Torque correction amount T when the air conditioner is turned on
I. A constant storage unit m1B is stored therein.

Furthermore, this external load correction section 503 includes an air conditioner switch SW, engine speed Ne, power steering switch, power steering bomb oil pressure OP, battery voltage vb. Alternator excitation current iΦ is input.

This external negative 6:f detection unit 503 is based on the above maps mll to m.
Based on l4 and input signals, when external loads such as the air conditioner, power steering, headlights, etc. fluctuate, the torque loss TL due to the external load is added to the target engine torque T3 to obtain the target 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 m2 of atmospheric pressure AP−}lux correction m T I) shown in FIG.
1 is connected, and atmospheric pressure AP is input. This atmospheric condition correction unit 504 uses the map m21 and the atmospheric pressure A.
Torque correction m T p according to atmospheric pressure AP with reference to P
is calculated and added to the target engine torque T4 to calculate the target engine torque T5.

Further, the target engine torque T5 is output to the operating condition correction section 505. This operating condition correction section 505 calculates the engine cooling water temperature wT - torque correction amount TW shown in FIG. 31.
A map m31 showing the characteristics, a map a+32 showing the elapsed time after engine start vs. torque correction amount Tas characteristics shown in FIG. 32, and a map m33 showing the engine oil'/R} torque correction amount Tj characteristics shown in FIG. 33 are connected. At the same time, engine cooling water temperature WT, engine rotational speed Ne, elapsed time τ after engine startup, engine oil temperature OT, combustion chamber wall temperature CT, and intake air ML Q +in-cylinder pressure CP per unit time are input.

This operating condition correction section 505 uses the above maps m31 to II1.
33 and the input signal, estimate the warm-up state of the engine, and the less the engine has reached the warm-up state, the harder the engine output will be, so add that amount to the target engine torque T5, The target engine torque is set as T6.

This target engine torque T6 is determined by the lower limit value setting section 5.
06. This lower limit value setting section 506 has a 16th
A lower limit value Tljm that changes depending on the elapsed time t from the start of traction control or the vehicle speed VB shown in FIG. 1 or FIG. 17 is input. This lower limit value setting section 50
6 limits the lower limit value of the target engine torque T6 by the lower limit value Tlim and outputs it to the target air ffl calculation unit 507 as the target engine torque T7. and,
This target engine torque T7 is determined by the target air amount calculation unit 507.
is output to.

As shown in FIG. 34, a three-dimensional map of the target air amount (mass) relative to the target engine torque T7-engine rotational speed Nc is connected to the target air amount calculation unit 507. Furthermore, the target air amount calculation unit 507 has a coefficient KL shown in FIG.
The coefficient Kp shown in FIG. 37 is input manually, and the engine rotational speed Ne, intake air temperature AT, and atmospheric pressure AP are input.

Thereafter, the target air amount calculation unit 507 calculates the target air Q (mass) required to output the target engine torque T7. Here, the meaning of "mass" in parentheses as the target air fil (mass) is that the amount of intake air required to burn a certain m of fuel is considered based on mass. Furthermore, although the expression target air i:L (volume) is used in the specification, this is because it is the volume, not the mass, of the intake air that is controlled by the throttle valve. In other words, this target air amount calculation section 50
7 calculates the air amount (mass) A/Nn+ per engine revolution for outputting the target engine torque T7 in the engine 16, based on the engine rotational speed NO and the target engine torque T7. The three-dimensional map in Figure 34 is referred to and the target air amount (mass) A/N is
m is required.

A/Nm −r [Ne, T7] where, A
/ N m is the intake air amount (mass) per engine rotation, and f [Nc, T7] is a three-dimensional map using the engine rotation speed Ne and target engine torque T7 as parameters.

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

A/Nv − (A/Nm)/(KL(AT)*KI)
(AP) 1Where, A/Nv is the intake air Jl per engine revolution? L (volume), Kt is intake air temperature (AT)
The density correction coefficient with parameter K (see Figure 37), K
p is the density correction coefficient with atmospheric pressure (AP) as a parameter (
(See Figure 38).

The target air amount A/Nv (volume) is determined by the target air amount correction section 5.
Sent to 08. This target air amount correction section 508 has a third
A correction coefficient Ka' for the intake air temperature AT shown in FIG. 8 is input. This target air amount correction unit 508 has the intake air temperature AT.
A correction is made for the change in suction efficiency, and the target air amount A/NO is calculated by the following formula.

A/NO - A/Nv * Ka' (AT) where A/No is the target air amount after correction, A/Nv is the target air amount before correction, and Ka' is the capture by intake air temperature (A'r). It is a positive coefficient (see Figure 38).

The above-mentioned arrest is carried out for the following reasons.

In other words, the efficiency of air intake into the engine changes depending on the intake air temperature, but the intake air temperature AT is the combustion chamber wall temperature CT of the engine.
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 AT is low, the target air amount (volume) is
A larger correction is made by multiplying by the correction coefficient Ka' to compensate for the decrease in control accuracy due to a decrease in intake efficiency, and to take into account that the intake air contracts in the combustion chamber when the intake air temperature AT is high. Then, the target air amount (volume) is multiplied by the correction coefficient Ka' and corrected to a small value, thereby preventing 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 Ka' 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 THIIl detected by the throttle position sensor TPSI is manually input. In other words,
The three-dimensional map in FIG. 39 is referred to and the target air 1i1A is
/No and the target throttle opening degree θ2' for the opening degree e1 of the main throttle valve THm is determined. This figure 3
The dimensional map is obtained as follows. In other words, main throttle valve THn + opening degree θl or 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 THII1 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 of e2.

The target throttle opening e2' is sent to the opening correction section 510 for the amount of bypass air. During this time, the degree correction unit 510
is the opening correction coefficient Kg per step of the stepper motor 52s using the target opening e shown in FIG. 44 as a parameter.
is input. Furthermore, this opening correction section 510 has engine cooling water temperature w. A conversion rIiSv (FIG. 45) for converting the wax opening degree using the drive step number Sm 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.

This opening correction section 510 includes the bypass passage 52b. The amount of air passing through the stepper motor 52c is calculated from the number of driving steps of the stepper motor 52s and the cooling water temperature WT.

Then, an opening correction amount Δe 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 02' calculated by the target throttle opening calculating section 509. In this way, the target throttle opening e2 of the sub-throttle valve THs is calculated.

On the other hand, the corrected 1" standard air filA/No output from the target air amount correction section 508 is also sent to the subtraction section 513. This subtraction unit 513 calculates the target air 'Ei A
/ NO Calculates the deviation ΔA/N between the actual intake air amount A/N detected by the air flow sensor at each predetermined sampling time, and this target air ffi A
/N The deviation ΔA/N between O and actual air = A,,iN is P
It is sent to the ID control section 514. This PID control section 507
is the sub-throttle valve THs corresponding to the above deviation ΔA/N
This sub-throttle valve opening correction amount Δθ2 is sent to the adding section 515.

Here, the auxiliary throttle valve opening correction amount Δe2 obtained by the PID control unit 514 is the sum of the opening correction amount Δθp by proportional control, the opening correction amount ΔeI by integral control, and the opening correction amount Δθd by differential control. be.

Δe2−Δep +Δθl +Δθd Δep−Kp(NC)* Ktb (Nc)* II/
NΔei=Ki(Nc) zero K 111(Nc)*
Σ (ΔA/N) ΔedKd(Ne)* Kth (N
a) $1ΔA/N−ΔA/Noldl where each coefficient K
p, KI, and Kd are the proportional gain (see Figure 40), integral gain (see Figure 41), and differential gain (see Figure 42), respectively, with the engine rotation speed Ne as a parameter, and KLb is the engine rotation speed. ΔA/N-Δe conversion gain with Ne as a parameter (see Figure 43), ΔA/
N is the deviation between the target air HA/NO and the actual air ffiA/N, and ΔA/N Old is ΔA/N at the previous sampling timing.

The addition unit 515 adds the target throttle opening e2 corrected by the opening correction unit 510 and the sub-throttle valve opening correction amount Δe2 calculated by the PID control unit 514, and The degree er is calculated. This target opening degree θf is sent to the motor drive circuit 52 as a sub-throttle valve opening signal es. This motor drive path 52 is connected to the throttle position sensor TPS.
The rotation of the motor 52II1 is controlled so that the opening degree θ2 of the sub-throttle valve THs detected by the sub-throttle valve opening signal es becomes equal to the opening degree corresponding to the sub-throttle valve opening signal es.

By the way, the wheel speed VRR of the driven wheel, 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, GY=Kv φGY'. 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 VPI of the driving wheel.
? is subtracted from. Furthermore, the wheel speed of the larger driven wheel outputted from the high vehicle speed selection section 37 is subtracted from the wheel speed Vl'L of the driving wheel in the subtraction section 56.

The output of the subtraction unit 55 is multiplied by KB (Q
<Kr3<1), and the river force of the subtraction section 56 is calculated by the multiplication section 5.
8 is multiplied by (]-Kll), and then added in an adder 59 to calculate the slip of the right drive wheel HD V FR
It is said that 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 (1-Kn) in the multiplication section 61, and then added in the addition section 62, which is then added to the left drive wheel. Slip HDV
It is considered FL. As shown in FIG. 13, the above-mentioned variable K13 changes depending on the elapsed time from the start of traction control. 8 At opening, rO. 5 J, and as the traction control progresses, rO. It is set to approach 8 J.

The slip QDVFR of the right drive wheel is differentiated by the differentiating section 63 to obtain the amount of change over time, that is, the slip acceleration GFl? is calculated, and the slip Kit D V FL of the left drive is differentiated in the differentiator 64 to obtain its temporal change amount 1, that is, the slip acceleration Gl'l.
．． is calculated. And the above slit acceleration GFI?
is sent to the brake fluid pressure change amount (ΔP) calculation unit 65,
GFR (GFL) shown in FIG. 14 - Slip acceleration GFI with reference to the ΔP conversion map? The amount of change ΔP in brake fluid pressure for suppressing this is determined. This brake fluid pressure change ΔP is converted to the ΔP-T converter 67 via the switch S2, which is controlled to open and close by the start/end determining unit 50.
The inlet valve 17 in FIG. 1(A)
i and the opening time T of the outlet valve 170 are calculated. Similarly, the slip acceleration GPL is sent to the brake fluid pressure change amount (ΔP) calculation unit 66, and the slip acceleration GPL is sent to the brake fluid pressure change amount (ΔP) calculation unit 66, and the G Fl? (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 brake fluid pressure change amount ΔP is sent to the ΔP-T conversion unit 68 via the switch S3, which is controlled to open and close by the start/end determination unit 50, and is sent to the inlet 1 valve 18i in FIG. 1(A).
And the opening time T of the outlet valve 18o is calculated. Then, the inlet valves 171 18i and outlet valves 170, 18 calculated as described above.
o's opening time T is controlled to open, and the right drive wheel WP
+? And the brake is applied to the left drive wheel WFL.

It should be noted that the above-mentioned 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 m D calculated by the subtraction section 41
V i' is sent to the differentiator 41a and the slip amount D
A temporal change rate ΔDVi' of V i' is calculated.

The above Srisop HDVi' its temporal change rate ΔDVi
', the opening degree θ2 of the sub-throttle valve THs, and the output torque Te of the engine 16 detected by a torque sensor (not shown) are output to the start/end determining section 50. This start/end determination section 50 determines the slip amount DV+'
Its temporal rate of change ΔDV+', engine torque TO
However, if both become equal to or higher than their respective antagonist values,
The switch Sl-53 is closed to start control, and the opening degree θ2 of the sub-throttle valve THs becomes larger than the predetermined basic value, or DV+' reaches the predetermined reference value (different from the above reference value). When the size becomes smaller, the above switch S
1-33 is opened and control is completed.

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 4 is input to the high vehicle speed selection section 36, the low vehicle speed selection section 37, and 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. During normal straight-line running, if the wheel speeds of the left and right driven wheels are the same, the same wheel speed is selected from the low vehicle speed selection section 36 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, since the rear wheels are driven wheels, the vehicle speed at that position can be detected by the wheel speed sensor regardless of slip caused by the drive, so Ackermann geometry can be used. In other words, in a steady turn, the centripetal acceleration GY' is GY'-v/r...
- 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 turning center is set to MO, and the turning center Mo
Let r1 be the distance from
and when the wheel speed on the outer wheel side (WRL) is v2, v2/vl-(Δr+rl)/rl=15).

Then, by transforming the above equation (5), 1/ rl − (v2 − vl)/Δr φv l
- (8). Then, with the inner ring side as a reference, the centripetal acceleration GY' is GY'mvl /rl -vl (v2-vl)/Δr-vl-vl ・(
It is calculated as v2 - vl L/Δr - (7).

That is, the centripetal acceleration GY' is calculated by the above equation (7). By the way, since the inner wheel speed vl is smaller than the outer wheel speed v2 when turning, the centripetal acceleration GY' is calculated using the inner wheel speed v1.
The centripetal acceleration GY' is calculated to be smaller than the actual one. Therefore, the coefficient K G multiplied by the weighting unit 33 is estimated to be small because the centripetal acceleration GY' is estimated to be small.

Therefore, since the driving wheel speed VF is estimated to be small,
Slip fflDV' (VF-V(I)) b small <
Estimated. As a result, since the target torque TΦ is estimated to be large, the target engine torque is also estimated to be large, thereby providing sufficient driving force even when turning.

By the way, in the case of extremely low speed, the distance from the inner wheel side to the turning center MO is 1, as shown in Fig. 19, but in a vehicle that understeers as the speed increases, the turning center is M , and the distance is r (r>
rl).

Even when the speed increases in this way, since the turning radius is calculated as ``l'', the centripetal acceleration GY' calculated based on the above equation (7) is calculated as a larger value than the actual value. Therefore, the centripetal acceleration GY′ calculated in the centripetal acceleration calculation unit 53 is the centripetal acceleration correction unit 5
4, and 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 depending on the vehicle speed, and may be set as shown in FIG. 8 or 9. In this way, the corrected centripetal acceleration GY is output from the centripetal acceleration sleeve correcting section 54.

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 understeering vehicle described above. That is, one of the variables Kv shown in FIGS. 10 to 12 is used to correct the centripetal acceleration GY' calculated by the centripetal acceleration calculating section 53 so that it increases as the vehicle speed increases.

By the way, the smaller wheel speed selected in the low vehicle speed selection section 36 is multiplied by the variable I(r) in the weighting section 38 as shown in FIG. 4, and the high city speed selected in the high vehicle speed selection section 37 is In the weighting section 39, the variable (1-
Kr) is multiplied. The variable K' is, for example, if the centripetal acceleration GY is 0.
．． It is set to "1" when the turning becomes larger than 9 g, and when the centripetal acceleration GY becomes smaller than 0.4 g, it is set to rOJ.

Therefore, for a turn where the centripetal acceleration GY7 is greater than 0.9g, the wheel speed of the lower vehicle speed among the driven wheels output from the low vehicle speed selection unit 36, that is, the wheel speed of the inner wheel at the time of selection is selected. be done.

Then, the wheel speeds outputted from the weighting sections 38 and 39 are added together in an adding section 40 to obtain the driven wheel speed V.
I? In addition, the above driven wheel speed VI? is the multiplication section 40
' is multiplied by (1+α) and set as the target driving wheel speed VΦ.

Further, after the higher wheel speed among the wheel speeds of the driving vehicle is selected in the high vehicle speed selection section 31, the weighting section 33
In this case, the variable K is multiplied by G as shown in FIG. Furthermore, the average vehicle speed (
VPI? 10VpL) /2 in the weighting section 34,
(1-KG) and added to the output of the weighting section 33 and the adding section 35 to obtain the driving wheel speed VF. Therefore, when the centripetal acceleration GY becomes, for example, 0.1 g or more,
KG-1, the wheel speed of the larger of the two drive wheels output from the high vehicle speed selection section 31 is output. In other words, when the turning angle of the vehicle becomes large and the centripetal acceleration GY becomes, for example, 0.9 g or more, rKG - Kr - IJ is obtained, so the driving wheel side changes the wheel speed of the outer wheel side, which has a higher wheel speed, to the driving wheel side. Let the speed be VF,
On the driven wheel side, since the wheel speed of the inner wheel, which has a lower wheel speed, is set as the driven wheel speed VR, the slitting amount DVi' (-VF-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 output of the engine is reduced, the slibbing ratio S is reduced, and the breaking force A can be increased as shown in FIG. 18, and the grip force of the tire during turning raise the
Able to make safe turns.

The above slip fil D VI is the slip amount capture i
In the E section 43, a slip correction -Vg as shown in FIG. 5 is added only when turning when the centripetal acceleration GY occurs, and a slip m V d as shown in FIG. 6 is added in the slip amount correction section 44. be done.

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,
Slip] DVi' with slip correction m shown in Figure 5.
V g(〉O) and slip correction Q V shown in Fig. 6
d(>0) is added to the slip amount D V t,
In the latter half of the curve, the slip correction amount vg (>O) and the slip correction gLVd (<0) are added to form the slip amount D V j. Therefore, the slip mDVi in the second half of the turn is the slip mDVi in the first half of the turn.
By estimating the force to be smaller than that, the engine output is reduced in the first half of the turn to increase lateral force, and in the second half of the turn, the engine output is restored compared to the first half to improve the acceleration of the vehicle. .

In this way, the corrected slip QDVi is calculated by the T S n calculation unit 45 with a sampling time T of 15 ms, for example.
sent to. In this TSn calculation unit 45, the slip amount DVi is multiplied by a coefficient K I and integrated to obtain a correction 1·lux TSn.

In other words, as TSn=GKiΣKI-DVi (Kl is a coefficient that changes according to the slip amount DVi), the coefficient of slip mDVi is calculated by E.
n is required.

Further, the slip Q D V i is sent to the TPn calculation unit 46 at every sampling time T, and the corrected torque TP ro is calculated. That is, the correction torque corrected by the slip m DVi, that is, the proportional correction torque TPn is obtained as TPn = GKp DVi - Kp (Kp is a coefficient).

Further, the values of the coefficients GKi and GKp used in the calculations in the coefficient multipliers 45b and 46b are shifted up Oj;
After a set time from the start of the shift, the value is changed to a value corresponding to the gear position after 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 shift is started, the coefficient GKi. When GKp is used, the above correction torque T
Since the values of Sn 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 output from the addition section 40 is inputted to the reference torque calculation section 47 as the vehicle body speed VB. Then, the vehicle body acceleration calculating section 47a calculates the acceleration Vll(Gn) of the vehicle body speed. Then, the acceleration Gl'3 of the vehicle body speed calculated in the vehicle body acceleration calculating section 47a is filtered by any one of the above formulas (1) to (3) by the filter 47b, and is determined according to the state of the acceleration GB. to keep the GBF at the optimum position.

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",
As shown in equation 1), the vehicle body acceleration GBI' is calculated by averaging Gl31'n-1, which is the output of the previous filter 47b, and the currently detected GBn, with the same weighting, to obtain the latest vehicle body acceleration G.
Calculated as BPn.

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 GBP is
As shown in equation (2) above, the previous output of the filter 47b is weighted and calculated as the previous vehicle body acceleration GBPn.

Furthermore, for example, when the acceleration of the vehicle is currently decreasing, the slip rate S is S≦81 and the range r2J shown in FIG.
- In a case where the transition to rlJ occurs, in order to return to the state in the range "2" as much as possible, the vehicle body acceleration GBP is determined by placing a large weight on the output of the previous filter 47b, as shown in equation (3) above. Vehicle acceleration G BFn
It is calculated as

Then, the random standard torque calculation unit 47c calculates the base dJ torque TG (-GI3PxWxRe).

The reference torques T, G and the integral correction torque TSn are subtracted 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 torque TΦ is calculated as TΦ-TG-TSn-TPn.

This target drive shaft torque TΦ is input to the engine torque converter 500 via the switch S1, and is divided by the total gear ratio between the engine 16 and the drive wheel axle to calculate the target engine torque T1. This target engine torque TI is corrected for the response delay of the torque converter in a torque converter response delay correction section 502, and is set as the target engine torque T2. This drifting engine torque T2 is sent to the T/M friction correction section 502, where it is corrected for friction in the transmission interposed between the engine and the drive wheels, and is made into the L1 standard engine torque T3.

The T/M friction correction unit 502 estimates the warm-up state of the T/M and corrects the target engine 1/lux T3 using the first to fourth methods described below.

<First method of T/M friction correction> In this first method, the oil temperature OT of the T/M is detected by an oil temperature sensor, and if this oil temperature OT is small, the friction is large, so the second method is
With reference to the map shown in FIG. 0, the torque correction HTr is added to the target engine torque T2. In other words, T3 - T2 +Tr(OT). In this way, since the torque correction amount Tr due to friction is determined according to the Ura temperature OT of the T/M,
It is possible to perform highly accurate correction of the 1" standard engine torque for T/M friction.

<Second method of T/M friction correction> The cooling water temperature WT of the engine 16 is measured with a sensor, and from this the T/M friction is corrected.
The warm-up state (ura temperature) of M is estimated and the torque is corrected.

In other words, T3 - T2 +Tr(W'r). Here, the torque correction fuTr(WT) is determined by referring to a map (not shown) and calculating the engine cooling water i'RW.
It is estimated that the lower the T, the lower the T/M Ura temperature OT.
The torque correction value Tr is set to be large. In this way, since the T/M friction is estimated from the engine coolant temperature WT, it is possible to correct the T/~1 friction without using a sensor that detects the T/M ura temperature OT. can.

<Third method of T/M friction correction> Based on the coolant temperature νTO immediately after the engine 16 starts and the real-time coolant temperature VTO, the map in FIG. 21 is referred to, and the torque correction ffiTr is adjusted to the target engine torque T2. is added to the engine torque T3. In other words, T3 −72 +Tr(XT) xT==WT+KO*(WT−νTO). Here, XT is the estimated ura temperature of T/M, and KO is the ratio of the temperature increase rate of the engine cooling water temperature wT to the temperature increase rate of T/N1 oil. The relationship between the estimated oil temperature OT of the engine cooling water temperature WTST/M and the elapsed time after engine startup is shown in FIG. As shown in FIG. 22, the change in the estimated time XT made as the starting time elapses is approximately equal to the change in the ura ROT 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 16
cooling water temperature WT, elapsed time τ after engine start, vehicle speed VC
Based on T3-T2+Tr(WT)*fl-Kas(r)*
: Calculated as Kspeed(Vc)1. 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 O 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 "O". Therefore, if a sufficient amount of time has passed since the engine was started, or if the vehicle speed has increased, the torque correction (Tf) 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 TI' 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, the torque correction amount Tr is calculated.

In other words, T3 - T2 +Tf (N). This is because as the rotational speed N of the engine or T/M increases, the friction loss increases.

In addition, by multiplying the torque correction fiTr (N) based on the rotational speed N of the engine or T/M by the correction coefficient Kt (OT) based on the oil temperature OT of the T/M, the target engine torque T3 is calculated as shown in the formula below. may be calculated. In other words, a more accurate target engine torque T3 is set by changing the torque correction f; be able to.

In this way, since the transmission friction is estimated according to the rotational speed of the transmission or engine, even if the rotational speed of the transmission or engine changes and the transmission friction changes, the target engine torque T2 By increasing the torque Tr corresponding to the above-mentioned friction and setting it as 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 intake air mQ per unit time after engine startup, and calculates the correction torque. This is the way to get it.

In other words, T3 −T2 +Tr(WT)* i1-4 (Kq*
Q) Target engine torque T3 is obtained as 1. Here, Kq is a coefficient that converts the amount of intake air into loss torque, and when the clutch is off or in an idling state where the idle SW is on, Kq - Kql
Otherwise, it is set to Kq-KQO (>Kql).

In the above formula, the intake air QQ per unit time after the engine starts is multiplied by the coefficient K9 and integrated to obtain Σ( K q
*Q) is set to 11, {1-Σ(Kq*Q)} and torque correction mTW(W
T) is multiplied and added to the target engine torque T2. By doing this, when the vehicle is suddenly accelerated after the engine starts and the intake air mQ 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/ If M-friction correction is not necessary, {...}
By making the term immediately become "0", unnecessary 1-lux correction is eliminated. Also, in idling state, K
By setting q to a small value, even if the idling state continues, the transmission is not sufficiently warmed up, so the intake air ffi per unit time
Estimate the sum of Q to be as small as possible than the actual value,
The torque correction fuTf' 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 Tr (νT) term. Note that the integration of the intake air mQ per unit time is calculated based on the intake air H A /H per engine cycle.

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. That is, T3 = T2 + Tr(WT.
ΣQa) By the way, in FIG. 24, Tf' is set to be "0" when ΣQa exceeds a certain value. This is because when the total amount of intake air exceeds a certain value, it is determined that the T/M oil has been sufficiently warmed and the T/M friction can be ignored.

In this way, the poor warm-up state of the T/M is estimated based on the integrated value of the engine cooling water temperature and the intake air after engine startup, and the torque is corrected according to the estimated warm-up state of the T/M. Since the amount Tr 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 underestimated 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.

That is, when the vehicle continues to be idling, the torque correction fiiTr is estimated to be larger than when the vehicle is not idling.

<Seventh method of T/M friction correction> Engine 16
Torque correction is made based on the cooling water mWT or the oil temperature of the engine 16 and the mileage ΣVs after engine startup.
Find T f'. In other words, T3 −72 +Tr(
WT)*+1−Σ(K VtV S)1where, K
v is a coefficient that converts the traveling distance (-ΣVs) into output correction, and in an idling state where the idle SW is on or the clutch is off, Kv - Kvl
otherwise Kv = Kv2 (>Kvl
).

In the above formula, the traveling distance ΣVs after engine startup is multiplied by the correction coefficient K v and integrated to give Σ(I(v*■s)
The product obtained by multiplying {1-Σ(Kv*Vs)l by the torque correction amount Tf(WT) based on the engine cooling water temperature WT is added to the target engine torque T2. By doing this, if the vehicle travels after the engine starts and its mileage increases, the {...} term will be set to "0".
This eliminates unnecessary torque correction.

In addition, since the load on the transmission is small in the idling state, the temperature of the +-transmission ura is moderate. Therefore, torque losses in the transmission only gradually decrease.

Therefore, by setting Kv to a small value in the idling state, the {...} term will slowly return to "0".
I try to maintain torque correction for as long as possible.

In this way, the warm-up state of the transmission can be estimated based on the engine coolant temperature and the distance traveled after the engine has been started, without the need to directly indicate the warm-up state from the transmission, using the transmission's ura temperature sensor socket. Since the torque correction Tr is changed according to the warm-up state of the transmission, it is possible to accurately control the engine output to the target engine torque.Furthermore, since the mileage is not accumulated during idling, Even if the condition continues, it is possible to accurately grasp the phenomenon in which the transmission does not reach the warm-up condition.

Next, the target engine torque T3 output from the T/M friction correction unit 502 is sent to the external load correction unit 503, and if there is an external load such as an air conditioner, the target engine torque T3 is corrected to reach the target value. The engine torque is assumed to be T4. 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 - T3 +TL. 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.

In addition, focusing on the fact that the magnitude of the air conditioner negative A changes according to the engine rotation speed NQ, the loss torque TL according to the engine rotation speed Ne is memorized in a map as shown in FIG. Then, the target engine torque T4 may be calculated.

In other words, It may also be T4 - T3 + TI, (Ne).

Second method for compensating external load> Target engine torque T according to power steering load
3 is corrected and set as the target engine torque T4. In other words, T4 -73 +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 load is added to the target engine torque T3 to obtain the target engine torque T4, thereby reducing the engine output due to the power steering link load. Preventing the decline.

In addition, the second
As shown in FIG. 6, the loss torque TL corresponding to the bow steering pump pressure oP may be stored in a map, and the target engine 1 torque T4 may be calculated. In other words, it may be T4 - T3 +TL (OP).

Third method of external load correction> Target engine according to the load on the engine due to alternator power generation!・By correcting the torque T3, the engine torque T4 is obtained. In other words, the load on the engine such as the headlight 1 and the electric fan fluctuates, and the amount of power generated by the alternator goes up and down.

Therefore, by detecting the battery voltage and the excitation 7Ii current of the alternator, the alternator power generation amount is estimated and the load on the engine is estimated.

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

T4 - T3 +TI, (Vb) Here, the loss torque TI, (vb) has a relationship with the battery voltage Vl+ as shown in FIG. In other words, the battery voltage vb
If it is low, it is estimated that the electrical load is large and the loss torque TL
i is increased to increase the target engine torque T4.

Further, the target engine torque T4 is obtained by adding the loss torque using the alternator excitation current (iΦ) as a parameter. That is, T4 = T3 + 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, the engine rotation speed Nc
The target engine torque T4 may be calculated from the following equation by obtaining the alternator efficiency correction amount K for the alternator efficiency.

T4 - T3 +TL (iΦ)xK(Ne) 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 the headlight 1 or electric fan fluctuates and the alternator power generation 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 the target engine torque T5. In other words, T5 −74 +Tp (A
P) Here, Tp is the torque correction amount shown in the map of FIG. 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 flTp is reduced accordingly.

In this way, the engine output can be accurately controlled to 1" drift engine torque under any atmospheric conditions.

In this way, the stray engine torque T5 corrected based on the atmospheric pressure is sent to the operating state correction section 505, and the L1 standard engine torque T5 is corrected according to the operating state of the engine, that is, the warm-up state, and the target engine torque T5 is corrected. The engine torque 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 coolant temperature WT. The map in FIG. 31 is referred to and torque correction m T V is added to the target engine torque T5 to obtain the target engine torque T6. In other words, T8 −75 +TV (WT). As shown in FIG. 31, the lower the cooling water temperature WT is, the less the engine 16 is warmed up, so the torque correction fflTW is increased.

In addition, the above torque correction 1a T V is mapped using engine cooling water temperature WT and engine rotation speed Ne (not shown).
You may also do this. That is, TO −T5 +TV
(νT, 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 target 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 in any warm-up state of the engine.

Second method for correcting engine operating conditions> This second method adds a torque correction amount Tas(τ) corresponding to the time τ after engine start as shown in FIG. 32 to the target engine torque T5. As a result, the target engine torque T6 is obtained. In other words, T[i = T5 + Tas(r). In this way, the warm-up state of the engine is estimated based on the elapsed time τ after engine startup.

Also, time τ and cooling water after engine start? The torque correction ffiTas may be determined using a three-dimensional map (not shown) determined by H'vjT. In other words, T6 = T5 + Tas (r, WT) may be used.

By using such a map, the cooling water temperature WTO at the time of startup can be determined (ljL), and the torque correction fflTas can be determined according to the elapsed time τ, and the cooling water temperature WT at the elapsed time τ can be measured; Torque correction amount Ta
Alternatively, s may 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 this is added to the target engine torque T5 to obtain the target engine torque T6. good.

In other words, TB −75 +TW (WT) * Kas (T
) may also be used.

Here, TV (WT) is a torque correction coefficient 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 Operating Conditions> In this third method, the torque correction amount Tj is determined from the engine oil temperature OT with reference to the map in FIG. 33. That is, it is calculated as Tfi = 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 from a three-dimensional map of the engine temperature OT and the engine rotational speed Nc (not shown). That is, T8 −T5 +Tj
(OT, Ne) 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 target engine torque is corrected. It is possible to control the engine output to the target engine torque even in the current state.

Fourth method for correcting engine operating conditions This fourth method uses the combustion chamber wall temperature CT, the integral value ΣQ of the intake air QQ per unit time. The target engine torque T is determined by the cylinder pressure CP.
5 is corrected to obtain the target engine torque T6. In other words, T! i −T5 +Tc (CT/CTO) *K
cp (cp/cpo) * (1-Kq *Σ(
Q)).

Here, CT is the combustion chamber wall temperature of the engine, CTO is the combustion chamber wall temperature at engine startup, and Tc is the engine combustion chamber wall temperature CT and combustion chamber temperature C at engine startup.
Torque correction amount based on the ratio to TO (CT/CTO), CP is the cylinder pressure of the engine, CPO is the cylinder pressure at engine start, Kcp is the cylinder pressure CP above and cylinder pressure CP at engine start.
The correction coefficient Kq based on the ratio (CP/CPO) to O is a coefficient that converts the integrated value of the intake air amount after starting into a torque correction coefficient.

In this way, the warm-up state of the engine is detected based on the combustion chamber wall temperature, the integrated value of the intake air 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 under any conditions.

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.
, the lower limit 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 target engine torque from being too low and causing an engine stall.

Then, the target engine torque T7 outputted from the lower limit value setting section 506 is sent to the target air amount calculation section 507, and the target air quantity (quality ffi) A/NIm for outputting the above-mentioned target engine torque T7 is calculated. Ru.

The target air amount calculation unit 507 refers to the three-dimensional map shown in FIG. 34 from the engine rotation speed Nc and the target engine torque Tel, and calculates the target air amount (quality Q) A/Nm
is required. In other words, A/Nm = f [Nc
, T7 ].

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

Note that A/Nm may be calculated by multiplying the engine rotational speed Ne by a coefficient Ka as shown in FIG. 35 and the target engine torque T7, that is, A/Nm - Ka (Ne) * T7. Furthermore, KH(Ne) may be used as a coefficient.

Further, in the target air amount calculation unit 507, the intake air amount (mass m) A/Nm is corrected based on the intake air temperature and atmospheric pressure, and the intake air amount (volume) A/Nm under standard atmospheric conditions is corrected.
It is converted to v.

In other words, A/Nv − (A/Nm)/(Kt(AT)*Kp
(AT) is set to 1. Here, A/Nv is the amount of intake air (volume) per engine revolution, Kt is the density correction coefficient using the intake air temperature (AT) as a parameter as shown in Figure 37, and Kp is as shown in Figure 38. As shown, the density correction coefficient using atmospheric pressure (AT) as a parameter is shown.

Target intake air m A /Nv calculated in this way
(Volume) is corrected by the intake air temperature in the target air amount correction unit 508, and is set to the target air 2A/NO.

In other words, A/No - A/Nv * Ka' (AT).

Here, A/NO is the target air amount after correction, A/N
v is the target air amount before correction, and Ka' is the correction coefficient (Fig. 38) based on the intake air temperature (8T).

In this way, the target air 11A/Nv (volume) is set to the intake temperature (
By correcting the target air amount A/NO based on AT), even if the intake air temperature (AT) changes and the intake efficiency into the combustion chamber of the engine changes, the target air amount A/NO will be sent to the combustion chamber. It is possible to send air with high precision and achieve the target engine output with high precision.

Hereinafter, the target air m A / N O output from the target air amount correction section 508 is determined by the target throttle opening calculation section 509
With reference to the three-dimensional map shown in FIG. 39, the opening degree θL of the main throttle valve THm and the opening degree θ2' of the sub throttle valve THs with respect to the target air mA/No are determined. The opening degree e2' of this sub-throttle valve THs is determined by the opening degree correction section 51.
0 to the bypass passage 52b shown in FIG. 1(B).
．． The opening degree Δθ corresponding to the amount of air passing through the sub-throttle valve TH. The opening degree of s is assumed to be θ2.

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

In other words, Δθ−Ks(θ) k fsm +Sv (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, and SIa is the opening correction amount per step. The number of steps of the motor 52s, SW (FIG. 45) is a conversion value that converts the opening degree of the wax valve 52W using the engine cooling water temperature WT as a parameter into the number of steps of the step motor 52s.

By the way, the corrected target air mA/NO outputted from the target air amount capturing section 508 is sent to the subtracting section 513 and is divided into the current air mA/N detected by the air flow sensor at every predetermined sampling time. The difference ΔA/N is calculated. This ΔA/N is sent to the PID control unit 514, and PID II 11 is controlled based on ΔA/N.
An opening correction value Δθ2 corresponding to /N is calculated. This opening correction amount Δe2 is added to the target throttle opening e2 in an adding section 5 to calculate a feedback-corrected target opening θr at every predetermined sampling time.

It is assumed that θr-62+Δθ2. Here, the opening correction amount Δθ is the opening correction amount Δep by proportional control, and the opening correction amount Δθ1 by integral control.
This is the addition of opening degree correction ■Δed by 1 differential control. In other words, Δe - Δθp + Δθi + Δ61d.

Here, Δe pJc p(N c) * K Lh (N e
)*ΔA/NΔe i−K i(NC!)*K L
l+ (N c) * Σ (ΔA/N) Δθd−Kd
(Ne)*Kl+ (Ne)HΔ8harΔA/Nol
dl is calculated by the PID control unit 514. Here, Kp, Ki, Kd are engine rotation speed N
Proportional, integral, and differential gains with e as a parameter,
The characteristic diagrams are shown in FIGS. 40 to 42. In addition, Kih is ΔA with the engine speed NO as a parameter.
/N - Δe conversion gain (Figure 43), ΔA/N is the deviation between the target air amount A/NO and the measured current air In A/N, ΔA/N Old is ΔA at the previous sampling timing /N.

The target 1) 1 degree or determined as described above is sent to the motor drive circuit 52 as the sub-throttle valve opening signal θS. This motor drive circuit 52 is connected to the sensor T-PS.
The motor 52m is controlled so that the opening e2 of the sub throttle valve THs detected at step 2 corresponds to the opening signal Os.
The rotation is controlled.

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 driving wheel speed Vl! I? 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 VFL in a subtraction section 56. Therefore, the outputs of the subtraction units 55 and 56 are estimated to be small, so that the number of times the brake is used even during turning is reduced, 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
<KB < 1), and the output of the subtraction section 56 is multiplied by (1-Kn) in the multiplication section 58, and then multiplied by (1-Kn) in the addition section 5.
9 and is added to the slip filfD of the right drive wheel.
VPI? It is said that At the same time, the output of the subtraction section 56 is multiplied by K13 in a multiplication section 60, and the output of the subtraction section 56 is multiplied by K13.
The output of is multiplied by (]-KI3) in a multiplier 61 and then added in an adder 62 to obtain the slip fi D V I'L of the left drive wheel.

As shown in FIG. 13, the variable KB changes according to the elapsed time t from the start of the traction control, and when the traction control starts, the RO. 5 J, and as the traction control progresses, ro. It is set to approach 8J. In other words, when reducing the slip of the drive wheels by braking, it is necessary to apply the brakes to both wheels at the same time at the start of braking to reduce the unpleasant steering shock at the start of braking, for example, when braking on the road. I can do it. On the other hand, the brake control is continued and the above kB reaches rO. The operation when 8 J is reached will be explained. In this case, when slip occurs in only one drive wheel, brake control is performed by recognizing that slip has occurred in the other drive wheel by 20% of that of the one drive wheel.

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. The slip of the right drive wheel =Dvpn is differentiated in a differentiator 63 to calculate its temporal change, that is, the slip acceleration GFR, and the slip ffiDVPL of the left drive wheel is differentiated in a differentiator 64 to calculate its temporal change. The amount of change, that is, the slip acceleration G
l conversion is calculated. And the above slip acceleration GFR
is sent to the brake fluid pressure change amount (ΔP) calculation unit 65,
GFl? shown in Figure 14? (GlcoL) The amount of change ΔP in brake fluid pressure for suppressing slip acceleration GPR is determined by referring to the ΔP conversion map.

Further, the change rate ΔP is determined by the ΔP-T conversion unit 67 which 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. given to. That is, the valve opening time T calculated by the ΔP-T converter 67 is taken as the brake operation time FR of the right drive wheel WPR. Similarly, the slip acceleration GFL
is sent to the brake fluid pressure change amount (ΔP) calculation unit 66,
With reference to the G FR (G FL) - ΔP conversion mass shown in FIG. 14, 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/
When the end determining section 50 determines whether the control start condition is satisfied, the signal is given to the eight P-T converting section 68 which calculates the opening time T of the inlet valve 181 and the outlet valve 18o. That is, the valve opening time T calculated by the ΔP-T converter 68 is set as the brake operation time FL of the left drive wheel WPL. As a result, the left and right drive wheels WFR. WPL 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 cargo box moves toward the outer wheel, making the inner wheel more prone to slipping, by making the amount of change ΔP in brake fluid pressure larger on the inner wheel than on the outer wheel. This can prevent the inner wheel from slipping when turning.

In the above embodiment, feedback control is performed by PID control based on ΔA/N, and the sub throttle valve opening correction amount Δe2 is added and corrected to the target opening e2, and the motor is driven to the feedback corrected target opening θr. circuit 5
2, but even without performing feedback control using ΔA/N, the target opening e
2 to the motor drive circuit 52 to detect the sub-throttle valve THs by the throttle position sensor TPS2.
The output of the throttle position sensor TPS2 may be feedback-controlled so that the opening degree becomes the target opening degree θ2. Furthermore, the throttle position sensor T
Feedback control may be performed such that the corrected detection value by subtracting the sub-throttle valve opening correction value Δθ2 from the opening of the sub-throttle valve THs detected by PS2 becomes the target opening θ2.

Further, although an acceleration slip prevention device is shown as an embodiment of the present invention, the present invention is not limited to this device, and can be similarly applied to any device that controls a throttle valve.

Also, in the T/M friction correction section 502, <T/
The target engine torque T3 is calculated by the first method of M 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. In addition to correcting the target engine torque according to the real-time oil temperature OT, the target engine torque can also be corrected based on the elapsed time τ after engine startup.

Also, in the T/M friction correction section 502, <T/
By calculating the target engine torque T3 using the second method for correcting engine operating conditions in the operating condition correction section 505, T' The target engine torque can be corrected according to the warm-up state of /M according to the engine cooling water temperature νT, and the g target engine torque can also be corrected according to the elapsed time τ after engine startup.

Furthermore, the T/M friction correction unit 502 calculates the target engine torque T3 using the third method of T/M friction correction, and the operating condition correction unit 505 calculates the target engine torque T3 using the second method of engine operating condition correction. By calculating the target engine torque TO, the T/M warm-up state is corrected based on the cooling water temperature WTO immediately after engine startup and the real-time cooling water temperature WT, and the target engine torque is corrected based on the elapsed time τ after engine startup. Also [collar] can correct the engine torque.

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.

Further, in the above embodiment, the target air amount correction unit 508 corrects the target air amount with respect to the intake air temperature, but the target air amount correction unit 508 is not provided and the opening degree correction unit 510 The target throttle opening degree θ2' may be corrected in response to a change in the intake air temperature.

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

Furthermore, the T/M friction correction section 502 external negative 1
4i correction section 503, atmospheric condition correction section 504, and operating condition correction section 505 correct the target engine torque, but instead of correcting the target engine torque, the T/M friction correction section 502 and external load correction section 5
03, the target air amount calculation section 507 or the target air amount correction section 50 corrects the intake air amount corresponding to the torque correction amount calculated by the atmospheric condition correction section 504 and the operating condition correction section 505.
8 may be used. Similarly, the above T/
M friction correction section 502, external load correction section 503,
The opening correction of the throttle valve corresponding to the torque correction amount calculated by the atmospheric condition correction section 504 and the operating condition correction section 505 may be performed in the equivalent throttle opening calculation section 509 or the target throttle opening calculation section 512. .

[Effects of the Invention] As detailed above, the present invention provides an engine in which 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. The output control device estimates the warm-up state of the transmission from the integrated value of the engine cooling water temperature and the amount of intake air after startup, that is, the warm-up state of the engine, and determines the target engine torque, target air amount, or target opening of the throttle valve. Since the target engine torque is varied, it is possible to provide a vehicle engine output control method that can accurately control the engine output to the target engine torque.

[Brief explanation of the drawing]

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 KG, and Fig. 4 is a diagram showing the relationship between centripetal acceleration GY and variable KG. FIG. 5 is a diagram showing the relationship between acceleration GY and variable Kr, FIG. 5 is a diagram showing the relationship between centripetal acceleration GY and slip correction m V g, and FIG. 6 is a diagram showing the relationship between centripetal acceleration GY and slip correction m V g. Figures 7 to 12 showing the relationship with d.
The figures show the relationship between the vehicle speed VB and the variable Kv, Fig. 13 shows the change over time in the variable K11 from the start of brake control, and Fig. 14 shows the change over time in slip f.
Figures 15 and 18 are diagrams showing the relationship between flGFR (GFL) and brake fluid pressure change ΔP, respectively. Figures 15 and 18 are diagrams each showing the relationship between slip ratio S and road surface friction coefficient μ, and Figure 16 is Tllm- A diagram showing t characteristics, Fig. 17 is Tlim-V
19 is a diagram showing the state of the vehicle during turning, FIG. 20 is a transmission oil aOT-torque correction amount Tr characteristic diagram, and FIG. 21 is a diagram showing XT-} torque correction amount Tf.
Characteristic diagram, Figure 22 shows time after start τ - engine cooling water temperature W
T, transmission ura temperature OT characteristic diagram, FIG. 23 is a characteristic diagram of rotational speed N vs. torque correction amount Tf', and FIG. 24 is a diagram showing torque correction R 3D map, No. 25
The figure shows the relationship between the rotational speed Ne and the loss torque Tl, Figure 26 shows the relationship between the pump oil temperature OP and the loss torque TL, and Figure 27 shows the relationship between the battery voltage vb and the loss torque TL. A diagram showing the relationship, FIG. 28, shows the engine rotation speed N
Loss torque T for e and excitation current iΦ of alternator
29 is a diagram showing alternator efficiency K versus excitation current iΦ, FIG. 30 is an atmospheric pressure-torque correction mTp characteristic diagram, and FIG. 31 is an engine cooling water temperature WT-} torque correction amount Tl. (Characteristic diagram, Fig. 32 is a characteristic diagram of elapsed time after engine start τ - Torque correction - Tas characteristic diagram, Fig. 33
The figure is an engine temperature-torque correction curve Tj characteristic diagram, Figure 34 is a three-dimensional map showing the intake air 11A/Nn+ (quality) per engine rotation relative to the target engine torque T7-engine rotation speed Ne, and Figure 35 is a 36 is a diagram showing the intake air temperature characteristics of the coefficient Kt, FIG. 37 is a diagram showing the atmospheric pressure characteristics of the coefficient Kp, and FIG. 38 is the intake air temperature characteristic of the coefficient Ka'. A diagram showing the characteristics,
Figure 39 shows target air amount A/NO - main throttle valve opening e
3 indicating the opening e2' of the sub-throttle valve THs with respect to l
Dimensional map, FIG. 40 is a diagram showing engine rotation speed characteristics of proportional gain Kp, FIG. 41 is a diagram showing engine rotation speed characteristics of integral gain Ki, and FIG. 42 is a diagram showing engine rotation speed characteristics of differential gain Kd. , Fig. 43 is a diagram showing the engine rotation speed characteristics of conversion gain, Fig. 44 is a diagram showing the relationship between target opening degree e and coefficient Ks, and Fig. 45 is a diagram showing engine cooling water temperature VT - step number conversion value Sv. FIG. 11-14...Wheel speed sensor, 15...Traction controller 1 roller, 4 5-T S n calculation unit, 45
b. 46b... Coefficient multiplication section, 46... TPn calculation section, 47... Basic torque calculation section, 503... Engine torque calculation section, 507... Target air amount calculation section, 512
. . . target throttle opening calculation unit, 53 . . . centripetal acceleration calculation unit, 54 . . . centripetal acceleration correction unit.

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 transmission warm-up state that is estimated based on the engine water temperature and the integrated value of the intake air amount after starting, and that is adapted to the estimated warm-up state. 1. 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 corresponding correction.