JPH0422735A - Output controller for vehicle - Google Patents

Abstract

PURPOSE:To improve an accelerating feeling of a vehicle when the vehicle is shifted to the rectilinear advancing condition after the completion of turning by correctively increasing reference drive torque with a cornering drag correcting means on the basis of a steering amount detected in turning of the vehicle. CONSTITUTION:A torque reducing means is constituted to control the supply and exhaust of pressure to a pressure chamber 44 of an actuator 41 for driving a throttle lever 24 by a normally closed electromagnetic valve 51 and normally opened electromagnetic valve 56. In an ECU 15, desired drive torque is set from reference drive torque set on the basis of the traveling speed of a vehicle according to the circumferential speed of drive wheel to control the respective valves 51, 56 so that the drive torque of an engine is the desired drive torque. Then, a cornering drag correction means is provided which correctively increase the reference drive torque of the engine on the basis of a detecting signal from a steering angle sensor. Thus, the reference drive torque is increased after the completion of the vehicle turning, and a feeling of the vehicle acceleration is heightened when the vehicle is shifted from the completion of turning to the rectilinear advance.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention is designed to quickly reduce the driving torque of an engine according to the slip amount of the driving wheels when the vehicle accelerates, etc., so that the vehicle can run safely. The present invention relates to an output control device for a vehicle.

<Prior art> When the road surface conditions change rapidly while the vehicle is running, or when the vehicle is traveling on a slippery road surface with a low coefficient of friction, such as a snowy or frozen road, the drive wheels may spin. The vehicle becomes inoperable and becomes extremely dangerous.

In such a case, it is extremely difficult for a driver to adjust the amount of depression of the accelerator pedal and delicately control the output of the engine so that the drive wheels do not spin, even if one is not an expert.

For this reason, the idling state of the drive wheels is detected, and when the idling of the driving wheels occurs, the output of the engine is forcibly reduced, regardless of the amount of depression of the accelerator pedal by the driver. The driver can choose between driving using this output control device as needed, and normal driving in which the engine output is controlled according to the amount of depression of the accelerator pedal. Among the methods that have been published regarding vehicle output control based on such viewpoints, the conventionally known methods set the target drive torque of the engine according to the running condition of the vehicle, while controlling the output of the drive wheels. The rotation speed and the rotation speed of the driven wheel are detected, the difference in the rotation speed between the drive wheel and the driven wheel is regarded as the slip amount of the drive wheel, and the target drive torque is corrected according to this slip amount. It is something.

<Problems to be Solved by the Invention> In the conventional output control device, the target drive torque of the engine is calculated based on the running state of the vehicle, and the target drive torque is corrected according to the amount of slip of the drive wheels. Even when the vehicle is turning, the engine's colossal drive torque is set to be the same as when driving straight, so when the vehicle transitions from a corner to a straight-ahead state, the feeling of acceleration of the vehicle is impaired. There was a problem with this.

In other words, a side force acts on the vehicle while it is turning, so in order to make the vehicle turn with the same driving feeling as when it was traveling straight before the turn, a larger drive torque is required than when the vehicle is traveling straight. I need. However, in conventional vehicle output control devices, in addition to setting the target drive torque when the vehicle is turning to be almost the same as the target drive torque when the vehicle is traveling straight, As a result of setting the target drive torque relatively small so that the correction amount does not become too large, when the vehicle transitions from the end of a turn to the straight-ahead state,
The driving torque of the engine did not increase, and the sense of acceleration of the vehicle was impaired.

[Means to Solve the Problem] When a vehicle is running at a speed other than extremely low speed, the drive wheels are more or less slipping with respect to the road surface.

However, it is well known from experience that if a drive torque greater than the frictional force between the road surface and the drive wheels is applied, the amount of slip on the drive wheels will increase rapidly, making it difficult to maneuver the vehicle. be.

Therefore, in order to effectively utilize the drive torque generated by the engine and prevent the drive wheels from slipping, which would make it difficult to maneuver the vehicle, it is necessary to prevent the engine's drive torque from causing friction between the road surface and the drive wheels. It is desirable to control the drive torque of this engine so that the maximum value of the force is not exceeded too much.

In other words, in order to make the driving torque generated by the engine work effectively, the driving wheels must be A target slip rate S in which the slip rate S of the tire corresponds to the maximum value of the coefficient of friction between the tire and the road surface.

Alternatively, it is possible to adjust the amount of slip of the driving wheels so that it is close to the target slip rate s0 and is smaller than this, thereby avoiding energy loss and at the same time not impairing the maneuverability and acceleration performance of the vehicle. desirable.

Here, if ■ is the speed of the vehicle (hereinafter referred to as vehicle speed) and Vo is the circumferential speed of the driving wheel, then the slip rate S of the tire is s - V L1■, and this slip rate S is Target slip rate S corresponding to the maximum value of the friction coefficient between the tire and the road surface. Alternatively, the driving torque of the engine 11 may be set so as to have a value smaller than this in the vicinity thereof.

The vehicle output control device according to the present invention has been made in view of the above knowledge, and includes a torque reduction means that reduces the driving torque of the engine independently of the operation by the driver, and a torque reduction means that reduces the driving torque of the engine based on the running speed of the vehicle. a reference drive torque setting means for setting a reference drive torque; and a target drive torque for the engine based on the vehicle speed and the circumferential speed of the drive wheels from the reference drive torque set by the reference drive torque setting means. and a torque control unit that controls the operation of the torque reduction means so that the drive torque of the engine becomes the target drive torque set by the target drive torque setting means. The vehicle comprises a steering angle sensor that detects a steering amount for the steering wheels of the vehicle, and cornering drag correction means that corrects the reference driving torque of the engine to increase based on a detection signal from the steering angle sensor. It is characterized by this.

Generally speaking, torque reduction means to reduce the engine's driving torque include delaying the ignition timing, reducing the amount of intake air or fuel supply, or discontinuing the fuel supply. As an example, it is also possible to adopt one in which the compression ratio of the engine is lowered.

Function> The reference drive torque setting means sets the reference drive torque based on the vehicle speed. Then, the target drive torque setting means sets a target drive torque from the reference drive torque based on the vehicle speed and the circumferential speed of the drive wheels, and outputs this to the torque control unit.

When the target drive torque of the engine is output from the target drive torque setting means to the torque control unit, the torque control unit) controls the operation of the torque reduction means so that the drive torque of the engine becomes the target drive torque. , the engine drive torque is reduced as necessary, regardless of operation by the driver.

On the other hand, while the vehicle is turning, the steering angle sensor detects the steering amount for the steered wheels, and based on this steering amount, the cornering drag correction means corrects the reference drive torque to increase. As a result, the reference driving torque of the engine at the end of a turn of the vehicle is increased, and the sense of acceleration of the vehicle increases when the vehicle transitions from the end of a turn to a straight-ahead state.

<Embodiment> FIG. 1 shows the concept of an embodiment in which the vehicle output control device according to the present invention is applied to a front-wheel drive vehicle incorporating an automatic transmission with four forward speeds and one reverse speed, and the schematic structure of the vehicle. As shown in FIG. 2, an input shaft 14 of a hydraulic automatic transmission 13 is connected to an output shaft I2 of the engine 11. This hydraulic automatic transmission 13 includes an electronic control unit (hereinafter referred to as ECU) 15 that controls the operating state of the engine 11 according to the selected position of a select lever (not shown) by the driver and the operating state of the vehicle. A predetermined gear stage is automatically selected via the hydraulic control device 16 based on a command from the hydraulic control device 16.

The specific structure and operation of this hydraulic automatic transmission 13 are already well known, for example, in Japanese Patent Application Laid-Open No. 58-54270 and Japanese Patent Application Laid-Open No. 61-31749, and is equipped with a pair of shift control solenoid valves (not shown) for engaging and disengaging a plurality of frictional engagement elements that constitute a part of the hydraulic automatic transmission 13. energizing the valve;
By controlling the off operation by the ECU 15, a shift operation to any one of four forward speeds and one reverse speed can be smoothly achieved.

In the middle of the intake pipe 18 connected to the combustion chamber 17 of the engine 11, the opening degree of the intake passage 19 formed by the intake pipe 18 is changed to adjust the amount of intake air supplied into the combustion chamber 17. A throttle body 21 incorporating a throttle valve 20 is interposed. Fig. 1 and Fig. 3 showing an enlarged cross-sectional structure of a portion of this cylindrical throttle body 21.
As shown in the figure, the throttle body 21 rotatably supports both ends of a throttle shaft 22 to which a throttle valve 2o is integrally fixed. An accelerator lever 23 is attached to one end of the throttle shaft 22 that protrudes into the intake passage 19.
and the throttle lever 24 are fitted coaxially.

The throttle shaft 22 and the cylindrical portion 25 of the accelerator lever 23
A bushing 26 and a spacer 27 are interposed between the
This allows the accelerator lever 23 to rotate freely relative to the throttle shaft 22. Furthermore, the throttle shaft 22
With the washer 28 and nut 29 attached to one end side,
This prevents the accelerator lever 23 from being removed from the throttle shaft 22.

Also, a cable receiver 30 integrated with this accelerator lever 23
An accelerator pedal 31 operated by the driver is connected via a cable 32 to the accelerator pedal 3.
The accelerator lever 23 rotates with respect to the throttle shaft 22 according to the amount of depression.

On the other hand, the throttle lever 24 is fixed integrally with the throttle shaft 22, and therefore the throttle lever 24 is fixed integrally with the throttle shaft 22.
4, the throttle valve 20 rotates together with the throttle shaft 22. Further, a collar 33 is coaxially fitted into the cylindrical portion 25 of the accelerator lever 23, and a claw portion 34 formed on a portion of the collar 33 is engaged with the tip portion of the throttle lever 24. A stopper 35 that can be stopped is formed. These claw portions 34 and stoppers 35
is set in a positional relationship such that when the throttle lever 24 is rotated in the direction in which the throttle valve 20 opens, or when the accelerator lever 23 is rotated in the direction in which the throttle valve 20 is closed, they are mutually locked. ing.

A torsion coil spring is provided between the throttle body 21 and the throttle lever 24 to press the stopper 35 of the throttle lever 24 against the claw portion 34 of the collar 33 integrated with the accelerator lever 23 and bias the throttle valve 20 in the direction of opening. 36 is mounted coaxially with the throttle shaft 22 via a pair of cylindrical spring receivers 37 and 38 fitted to the throttle shaft 22. Also, between the stopper bin 39 protruding from the throttle body 21 and the accelerator lever 23, the claw portion 34 of the collar 33 is pressed against the stopper 35 of the throttle lever 24 to bias the throttle valve 20 in the direction of closing. A torsion coil spring 40 for imparting a detent feeling to the pedal 31 is attached to the cylindrical portion 25 of the accelerator lever 23 through the collar 33 so as to be coaxial with the throttle shaft 22.

At the tip of the throttle lever 24, there is a control rod 43 whose base end is fixed to the diaphragm 42 of the actuator 41.
The tips of the two are connected. The pressure chamber 44 formed in this actuator 41 includes the torsion coil spring 3.
6 and a compression coil spring 45 that presses the stopper 35 of the throttle lever 24 against the claw portion 34 of the collar 33 and biases the throttle valve 20 in the direction of opening.

The spring force of the torsion coil spring 40 is greater than the sum of the spring forces of these two springs 36.45 (
This setting prevents the throttle valve 20 from opening unless the accelerator pedal 31 is depressed.

A vacuum tank 48 communicates with a surge tank 46 connected to the downstream side of the throttle body 21 and forming a part of the intake passage 9 via a connecting pipe 47.
Between this vacuum tank 48 and the connecting pipe 47,
A check valve 49 that only allows air to move from the vacuum tank 48 to the surge tank 46 is interposed. As a result, the pressure within the vacuum tank 48 is set to a negative pressure approximately equal to the lowest pressure within the surge tank 46.

Inside these vacuum tanks 48 and the actuator 4
The pressure chamber 44 is in communication with the first pressure chamber 44 via a pipe 50, and a first torque drawing solenoid valve 51 of a type that is closed when energized is provided in the middle of the pipe 50. In other words,
This torque control solenoid valve 51 includes a spring 54 that urges the plunger 52 against the valve seat 53 so as to close the pipe 5o.

Further, a pipe 55 that communicates with the intake passage 19 on the upstream side of the throttle valve 20 is connected to the pipe 50 between the first torque control solenoid valve 51 and the actuator 41 . A second torque control solenoid valve 56 of a dispersion type when not energized is provided in the middle of this piping 55. That is, this torque control solenoid valve 56 has a built-in spring 58 that biases the plunger 57 to open the pipe 55.

The two torque control solenoid valves 51 and 56 include the E
The CUs 15 are connected, and the torque control solenoid valves 51 and 56 are energized based on the command from the ECUI 5.

The off state is controlled by duty, and in this embodiment, the entirety of these constitutes the torque reduction means of the present invention.

For example, when the duty rate of the torque control solenoid valve 51, 56 is 0%, the pressure chamber 44 of the actuator 41 has an atmospheric pressure that is approximately equal to the pressure in the intake passage 19 upstream of the throttle valve 20, and the throttle valve 20 The opening degree corresponds to the amount of depression of the accelerator pedal 31 on a one-to-one basis. Conversely, the duty rate of the torque control solenoid valve 51.56 is 0 per month.
In the case of 0%, the pressure chamber 44 of the actuator 41 becomes a negative pressure almost equal to the pressure inside the vacuum tank 48, and the control rod 43 is pulled upward diagonally to the left in FIG.
The throttle valve 20 is closed regardless of the amount of depression of the accelerator pedal 31, and the driving torque of the engine 11 is forcibly reduced. In this way, by adjusting the duty ratio of the torque control solenoid valves 51 and 56, the driving torque of the engine 11 can be arbitrarily adjusted by changing the opening degree of the throttle valve 20, which is related to the amount of depression of the accelerator pedal 31. Can be adjusted.

Further, in this embodiment, the opening degree of the throttle valve 20 is controlled simultaneously by the accelerator pedal 31 and the actuator 41, but two throttle valves are arranged in series in the intake passage 19, and one throttle valve is controlled by the accelerator pedal 31 and the actuator 41. It is also possible to connect only the pedal 3 and connect the other throttle valve only to the actuator 41, thereby controlling these two throttle valves independently.

On the other hand, on the downstream end side of the intake pipe I8, a fuel injection nozzle 59 of a fuel injection device that injects fuel (not shown) into the combustion chamber 17 of the engine 11 is installed in each cylinder of the engine 11 (in this embodiment,
Fuel is supplied to the fuel injection nozzle 59 through electromagnetic valves 60 which are provided corresponding to the internal combustion engine (assuming a closed-cylinder internal combustion engine) and whose duty is controlled by the ECU 5. That is, by controlling the opening time of the solenoid valve 60, the amount of fuel supplied to the combustion chamber 17 is adjusted, and the fuel is ignited by the spark plug 61 within the combustion chamber 17 at a predetermined air-fuel ratio. There is.

The ECUI 5 includes a crank angle sensor 62 that is attached to the engine 11 and detects the engine rotation speed, and a pair of left and right drive wheels that detect the rotation speed of the output shaft 63 of the hydraulic automatic transmission 13. A front wheel rotation sensor 66 for calculating the average circumferential speed of the front wheels 64.65, and a throttle body 2
In addition to a throttle opening sensor 67 that is attached to the valve 1 and detects the opening of the throttle lever 24 and an idle switch 68 that detects the fully closed state of the throttle valve 20, the sensor 67 is attached to the air cleaner 69 at the tip of the intake pipe 18. An air flow sensor 70 such as a Karman vortex flowmeter that detects the amount of air flowing into the combustion chamber I7 of the engine 11; a water temperature sensor 71 that is assembled to the engine 11 and detects the cooling water temperature of the engine 11; The exhaust passage 73 is assembled in the middle of the exhaust passage 72.
Exhaust temperature sensor 74 that detects the temperature of exhaust gas flowing therein
and the ignition key switch 75 are connected.

These crank angle sensor 62, front wheel rotation sensor 66, throttle opening sensor 67, idle switch 68, air flow sensor 70, and water temperature sensor 71
Output signals from the exhaust temperature sensor 74 and the ignition key switch 75 are sent to the ECU 15, respectively.

The torque calculation unit (hereinafter referred to as TCL) 76 that calculates the target driving torque of the engine 11 includes the throttle opening sensor 67 and the idle switch 68.
An accelerator opening sensor 77 is attached to the throttle body 21 and detects the opening of the accelerator lever 23, and a rear wheel rotation sensor 80 detects the rotational speed of a pair of left and right rear wheels 78 and 79, which are driven wheels. 81 and vehicle 8
A steering angle sensor 84 detects the turning angle of the steering shaft 83 when turning with reference to the straight-ahead state of No. 2;
This includes the phase where 2 is almost straight forward)
A steering shaft reference position sensor 86 is connected to the steering shaft reference position sensor 86, and output signals from these sensors 77, 80, 81, and 84, 86 are sent respectively.

The ECU 15 and the TCL 76 are connected via a communication cable 87, and the ECU 15 transmits information about the engine 11 such as the engine speed, the rotation speed of the output shaft 63 of the hydraulic automatic transmission I3, and the detection signal from the idle switch 68. Information on the operating state is sent to the TCL 76. Conversely, the TCL 76 sends information regarding the target drive torque and the ignition timing retardation ratio calculated by the TCL 76 to the ECU 15.

In this embodiment, when the amount of slip in the longitudinal direction of the front wheels 64,65, which are the driving wheels, becomes larger than a preset amount, the driving torque of the engine 11 is reduced to ensure maneuverability and reduce energy loss. The target drive torque of the engine 11 when the prevention control (hereinafter referred to as slip control) is performed and the lateral acceleration generated in the turning vehicle (hereinafter referred to as lateral acceleration) are determined in advance. Engine when control is performed to reduce the drive torque of the engine 11 to prevent the vehicle from deviating from the turning path when the value exceeds the set value (under I, this is called turning control) The 11 target drive torques are calculated by the TCL 76, and the optimal final target drive torque is selected from these two target drive torques, so that the drive torque of the engine II can be reduced as necessary. Moreover, the actuator 41
The target retard amount of the ignition timing is set in consideration of the case where the output of the engine 11 cannot be reduced in time even by fully closing the throttle valve 20 via the throttle valve 20, so that the driving torque of the engine 11 can be quickly reduced. There is.

As shown in FIG. 4, which shows the general flow of control according to this embodiment, the target drive torque T of the engine 11 when slip control is performed in this embodiment. S, and target drive torque T of the engine 11 when turning control is performed. C and TC
These two target drive torques T are always calculated in parallel in L76. Optimal final target drive torque T from sl'roc. is selected so that the driving torque of engine II can be reduced as necessary.

Specifically, the control program of this embodiment is started by turning on the ignition key switch 75, and the initial value δ4.0 of the steering shaft turning position is first set in Ml. Initial settings such as reading of , resetting various flags, and starting counting of the main timer every 15 milliseconds, which is the sampling period of this control, are performed.

Then, at M2, the TCL 76 calculates the vehicle speed V etc. based on the detection signals from various sensors, and then the steering shaft 8
The neutral position δ8 of No. 3 is learned and corrected using M3. This vehicle 8
The neutral position δ8 of the steering shaft 83 of No. 2 is determined by the ECU 15 and TCL.
Since it is not stored in a memory (not shown) in 76, the initial value δ is set every time the ignition key switch 75 is turned on. +01 is read, and the learning correction is performed only when the vehicle 82 satisfies the straight running condition described later, and this initial value δ is maintained until the ignition key switch 75 is turned off. , is now corrected by learning.

Next, the TCL 76 determines the target drive torque T when performing slip control to regulate the drive torque of the engine 11 based on the detection signal from the front wheel rotation sensor 66 and the detection signal from the rear wheel rotation sensor 80° 81 at M4. . 8 is calculated, and M5 performs turning control to regulate the drive torque of the engine 11 based on the detection signals from the rear wheel rotation sensors 80 and 81 and the detection signal from the steering angle sensor 84. Target drive torque T. Calculate C.

Then, at M6, TCL76 sets these target drive torques T. The optimum final target drive torque T0 is selected from s+Toc by a method described later, mainly considering safety.

Furthermore, when starting suddenly or when the road surface condition suddenly changes from a normal dry road to an icy road, there is a possibility that the output of the engine 11 may not be reduced in time even by fully closing the throttle valve 20 via the actuator 41. So, with M7 the front wheel is 64.
The basic retardation amount p is based on the change rate G8 of the slip amount S of 65.

Select the retardation ratio for correcting these final target drive torque T0 and basic retardation amount p.

Data regarding the retardation ratio is outputted to the ECU 15 at M8.

If the driver desires slip control or turning control by operating a manual switch (not shown), the ECU
Reference numeral 15 denotes a pair of torque control solenoid valves 51.5 so that the driving torque of the engine 11 becomes the final target driving torque T0.
6, and further calculates a target retard amount p0 within this ECU 15 based on data regarding the retard ratio of the basic retard amount pB, and adjusts the ignition timing P to the target retard amount p as necessary. This allows the vehicle 82 to run smoothly and safely.

In addition, if the driver does not wish to perform slip control or turning control by operating a manual switch (not shown), the ECU
15 sets the duty ratio of the pair of torque control solenoid valves 51 and 56 to the 0% side, and as a result, the vehicle 82 enters a normal driving state corresponding to the amount of depression of the accelerator pedal 31 by the driver.

In this way, the driving torque of the engine 11 is controlled by M9 until the countdown of every 15 milliseconds, which is the sampling period of the main timer, is completed, and from then on, the steps from M2 to MIO are controlled by turning off the ignition key switch 75. Repeat until the condition is reached.

By the way, engine 1 is controlled by turning at step M5.
1 target drive torque T. When calculating C, TCL76
calculates the vehicle speed V using the following formula (1) based on the detection signals from the pair of rear wheel rotation sensors 80 and 81, and calculates the steering angle δ of the front wheels 64,65 based on the detection signal from the steering angle sensor 84 using the following formula. (2), and the target lateral acceleration G yo of the vehicle 82 at this time is obtained from the following equation (3).

However, V RL and V RR are the circumferential speeds of the left and right rear wheels 78.79 (hereinafter referred to as rear wheel speeds), ρ□ is the steering gear gear ratio, δ□ is the turning angle of the steering shaft 83,
β is the wheelbase of the vehicle 82, and A is the vehicle 82 described later.
is the stability factor of

As is clear from this equation (3), the steering shaft 83
If the neutral position δ8 of the steering shaft 83 changes, the turning position δ of the steering shaft 83 and the actual steering angle δ of the front wheels 64,65 which are the steered wheels will change.
A discrepancy occurs between the two. As a result, there is a possibility that the target lateral acceleration G yo of the vehicle 82 cannot be calculated accurately, making it difficult to perform turning control favorably. Moreover, in the present invention, when performing slip control in the M4 step, the cornering drag correction means, which will be described later,
Since the reference drive torque of the engine 11 is corrected based on the turning angle δ□ of the steering shaft 83, slip control cannot be performed satisfactorily. It is necessary to learn and correct □ in step M3.

As shown in FIG. 5, which shows the procedure for learning and correcting the neutral position δ8 of the steering shaft 83, the TCL 76 determines whether the turning control flag FC is set at Hl. If it is determined at this step Hl that the vehicle 82 is under turning control, the output of the engine 11 is
neutral position δ. Learning correction of the neutral position δ8 of the steering shaft 83 is not performed because there is a risk that the learning correction may cause sudden changes and worsening the riding comfort.

On the other hand, if it is determined in step Hl that the vehicle 82 is not under turning control, no problem will occur even if the learning correction of the neutral position δ8 of the steering shaft 83 is performed. Based on the detection signal from 81, H
In Step 2, the vehicle speed ■ for learning the neutral position δ and for turning control to be described later is calculated using the equation (1). Next, TCL
76 is the difference between the rear wheel speeds V RL and V RR in H3 (hereinafter referred to as the rear wheel speed difference) l VRL - VR
After calculating R+, the TCL 76 determines whether the learning correction of the neutral position δ8 was performed in a state where the reference position δ of the steering shaft 83 was detected by the steering shaft reference position sensor 86 in H4.
That is, it is determined whether the steering angle neutral position learned flag FHN is set in a state where the reference position δ9 of the steering shaft 83 is detected.

Immediately after the ignition key switch 75 is turned on, the steering angle neutral position learned flag F is set. N is not set,
That is, since the neutral position δ8 is learned for the first time, the steering shaft turning position δ calculated this time in H5. , is equal to the previously calculated steering shaft turning position δml*-11. At this time, it is desirable to set the turning detection resolution of the steering shaft 83 by the steering angle sensor 84 to around 5 degrees, for example, so as not to be affected by the driver's camera shake or the like.

The steering shaft turning position δ, which is calculated this time in step H5. , is the previously calculated steering shaft turning position δ5(n−
If it is determined that the vehicle speed is equal to 11, it is determined in H6 whether the vehicle speed ■ is greater than a preset threshold value VA. This operation is necessary because the rear wheel speed difference I VRL VR, +1, etc. due to steering cannot be detected unless the vehicle 82 reaches a certain high speed.
For example, based on the running characteristics of
It is set as appropriate, such as km.

Then, when it is determined in step H6 that the vehicle speed V is equal to or higher than the threshold value VA, the TCL 76 sets the rear wheel speed difference I VRL VRRl at Hl to the preset value, for example, 0 per hour.
．． 3) It is determined whether or not it is smaller than a threshold value Vx such as on, that is, whether or not the vehicle 82 is traveling straight. Here, the reason why the threshold value Vx is not set to 0 kII+ per hour is that when the tire pressures of the left and right rear wheels 78.79 are not equal, the vehicle 8
Even though wheel 2 is running straight, a pair of left and right rear wheels 7
Circumferential speed V RL of 8.79! Vehicle 8 due to different VRR
This is to avoid determining that the vehicle 2 is not traveling straight.

Note that when the tire pressures of the left and right rear wheels 78,79 are not equal, the rear wheel speed difference IVRLVRR1 tends to increase in proportion to the vehicle speed V, so this threshold value vx is set, for example, as shown in FIG. It is also possible to create a map and read out the threshold value VX based on the vehicle speed V from this map.

At this Hl step, the rear wheel speed difference is 1■.

If it is determined that VRRI is below the threshold value Vx, H8
At , it is determined whether the steering shaft reference position sensor 86 has detected the reference position δ9 of the steering shaft 83. And this H
In step 8, the steering shaft reference position sensor 86 detects the steering shaft 8.
If the reference position δ of No. 3 is detected, that is, if it is determined that the vehicle 82 is traveling straight, a first learning timer (not shown) built in the TCL 76 starts counting at H9.

Next, the TCL 76 uses the HIO to determine whether 0.5 seconds have elapsed since the first learning timer started counting, that is, whether the vehicle 82 has continued to go straight for 0.5 seconds,
If 0.5 seconds have not elapsed since the first learning timer started counting, the vehicle speed V is set to the threshold ■
Determine whether the value is greater than 4. If it is determined in this Hll step that the vehicle speed V is greater than the threshold value vA,
At H12, the rear wheel speed difference l VRL VRRl was 0.
It is determined whether the distance is below a threshold value VB such as 1 km.

At this step H12, rear wheel speed difference I VRL VR
If it is determined that RI is less than the threshold VB, that is, the vehicle 82 is traveling straight, a second learning timer (not shown) built in the TCL 76 starts counting at H13.

Then, in H14, it is determined whether 5 seconds have passed since the start of counting of this second learning timer, that is, whether the vehicle 82 has continued to go straight for 5 seconds, and the counting of the second learning timer is started. If 5 seconds have not passed since then, return to step H2 and proceed from step H2 to H14.
The operations up to step are repeated.

In step H8 during this repeated operation, it is determined that the steering shaft reference position sensor 86 has detected the reference position δ9 of the steering shaft 83, and in step H9, the first learning timer starts counting. Then, at HIO, 0.5 seconds have passed since the first learning timer started counting, that is, vehicle 8 has passed.
If it is determined that the state of going straight in 2 continues for 0.5 seconds,
Set the steering angle neutral position learned flag F) IN with the reference position δ9 of the steering shaft 83 detected at HI5, and
16 further indicates the reference position δ of the steering shaft 83. It is determined whether or not the steering angle neutral position learned flag FH is set in a state where the steering angle neutral position is not detected. Also, if it is determined in step H14 that 5 seconds have elapsed since the second learning timer started counting, the process moves to step H16.

In the above operation, the steering angle neutral position learned flag F)I is not set in a state where the reference position δ of the steering shaft 83 is not detected yet, so in this step 816, the reference position δ of the steering shaft 83, Steering angle neutral position in a state in which the learned flag F is not set, that is, in a state in which the reference position δ9 of the steering shaft 83 is detected.
. It is determined that this is the first time learning is performed, and the current steering shaft turning position δ is determined at HI7. ,. , is the new neutral position δ of the steering shaft 83
It is assumed that I+Hnl, and this is read into the memory in the TCL 76, and a steering angle neutral position learned flag FH is set in a state where the reference position δ9 of the steering shaft 83 is not detected.

In this way, the new neutral position δM+n of the steering shaft 83
After setting H18, the turning angle δ8 of the steering shaft 83 is calculated based on the neutral position δ8 of the steering shaft 83.
The count of the learning timer is cleared and the steering angle neutral position learning is performed again.

Note that the steering shaft turning position δ, which was calculated this time in step H5. , is the previously calculated steering shaft turning position δ,
,. -1, or if the vehicle speed ■ is not equal to or higher than the threshold value 78 at step Hll, that is, H12
Rear wheel speed difference I VRL VR calculated in step
If it is determined that Rl is unreliable, or in step H12, the rear wheel speed difference IVRLV□1 reaches the threshold V! If it is determined that the difference is greater than +, the vehicle 82 is not traveling straight, and the process moves to step H18.

Also, in step H7, the rear wheel speed difference IVRL~VII
If it is determined that R1 is larger than the threshold value VX, or if it is determined that the steering shaft reference position sensor 86 has not detected the reference position δ of the steering shaft 83 in step H8, HI
3, clear the count of the first learning timer,
The process moves to step H1l, but even if it is determined in step H6 that the vehicle speed V is less than the threshold value vA, it cannot be determined that the vehicle 82 is traveling straight, so the process moves to step Hll.

On the other hand, in step H4, the reference position δ of the steering shaft 83 is
. Steering angle neutral position learned flag FH when is detected
If it is determined that N is set, that is, the neutral position δ is learned for the second time or later, check whether the steering shaft reference position sensor 86 detects the reference position δ of the steering shaft 83 in H2O. Determine whether or not. If it is determined in this step H2O that the steering shaft reference position sensor 86 has detected the reference position δ9 of the steering shaft 83, it is determined in H21 whether the vehicle speed ■ is greater than a preset threshold value vA. Determine.

If it is determined in step H21 that the vehicle speed V is equal to or higher than the threshold value vA, the TCL 76 determines whether the rear wheel speed difference lV, L-VRRl is smaller than the threshold value Vx in step H22, that is, the vehicle 82 Determine whether or not the vehicle is traveling straight. Then, at this step H22, the rear wheel speed difference is 1v,
t.

If it is determined that VRRI is smaller than the threshold value ■8, H
The steering shaft turning position δ, calculated this time at step 23. , is the previously calculated steering shaft turning position δ,. − Determine whether it is equal to 〇. The steering shaft turning position δ1. calculated this time in step H23. If it is determined that , , is equal to the previously calculated steering shaft turning position δm (r-11), then H24
The first learning timer starts counting.

Next, the TCL 76 determines in H2S whether 0.5 seconds have elapsed since the first learning timer started counting, that is, whether the vehicle 82 has been traveling straight for 0.5 seconds,
If 0.5 seconds have not elapsed since the first learning timer started counting, return to step H2, and
Repeat steps 2 to H4 and H20 to H25. Conversely, if it is determined in step H2S that 0.5 seconds have passed since the first learning timer started counting, the process moves to step H16.

Note that if it is determined that the steering shaft reference position sensor 86 has not detected the reference position δ9 of the steering shaft 83 in step H20, or if the vehicle speed V has reached the threshold value ■8 in step H21,
If the above is not the case, that is, if it is determined that the rear wheel speed difference I VRL VRRl calculated in step H22 is not reliable, or if the rear wheel speed difference I VR calculated in step H22 is
In the case where it is determined that L V,lR1 is larger than the threshold value Vx, or the steering shaft turning position δ calculated this time in step H23. , is the previously calculated steering shaft turning position δ,.

-1, in either case, the process moves to step H18.

At step HI6, the steering angle neutral position learned flag F
, is set, that is, if it is determined that the neutral position δ□ has been learned for the second time or later, the TCL 76 determines the current steering shaft turning position δ, , in H26. , is the previous steering axis 83
The neutral position δM (equal to n-11, i.e. δ, . . . -
68,. Determine whether it is −1°. and the current steering shaft turning position δ. ,. , is the previous neutral position δ□ of the steering shaft 83.

If it is determined that the steering angle is equal to -1, the process directly proceeds to step H]8, and the next steering angle neutral position learning is performed.

In step H26, the current steering shaft turning position δ,
. , due to play in the steering system, etc., the previous steering axis 83
If it is determined that the neutral position δMIn-11 is not equal to the current steering shaft turning position δ in this embodiment. ,. , is not directly determined as the new neutral position δM(n) of the steering shaft 83, but if the absolute value of these differences differs by more than a preset correction limit amount Δδ, the previous steering shaft turning position δ is determined. . I
The new neutral position δ of the steering shaft 83 is obtained by subtracting or adding this correction limit amount Δδ to n−11. ,. , and this is read into the memory within the TCL 76.

In other words, the TCL76 is at the current steering shaft turning position δ at H27. , to the previous neutral position δ9 of the steering shaft 83. . −
It is determined whether the value obtained by subtracting 0 is smaller than a preset negative correction limit amount -Δδ. If it is determined that the value subtracted in step H27 is smaller than the negative correction limit amount -Δδ, a new steering shaft 83 is set in H2S.
The neutral position δM, □, is calculated from the previous neutral position δIIHn-11 of the steering shaft 83 and the negative correction limit amount -Δδ δ14,=δ□,-3. -Δδ, to ensure that the learning correction amount per - time does not unconditionally increase to the negative side.

Thereby, even if an abnormal detection signal is output from the steering angle sensor 84 for some reason, the neutral position δ9 of the steering shaft 83 does not change suddenly, and this abnormality can be quickly dealt with.

On the other hand, if it is determined that the value subtracted in step H27 is larger than the negative correction limit amount -Δδ, the current steering shaft turning position δ is determined in H29. 90. From the previous steering axis 83
It is determined whether the value obtained by subtracting the neutral position δM+*-11 is larger than the positive correction limit amount Δδ. And this 8
If it is determined that the value subtracted in step 29 is larger than the positive correction limit amount Δδ, the new neutral position δ8 of the steering shaft 83 is set in H2O. . , is the previous neutral position δM of the steering shaft 83. −II and the positive correction limit amount Δδ are changed to δMfal=61°−3,+Δδ, so that the learning correction amount per − time does not unconditionally increase to the positive side.

Thereby, even if an abnormal detection signal is output from the steering angle sensor 84 for some reason, the neutral position δ8 of the steering shaft 83 will not change suddenly, and this abnormality can be dealt with quickly.

However, if it is determined that the value subtracted in step H29 is smaller than the positive correction limit amount Δδ, the current steering shaft turning position δ is determined in H31. ,. , to the new neutral position δ8. of the steering shaft 83. . , and read it as is.

In this way, in this embodiment, when learning and correcting the neutral position δ8 of the steering shaft 83, in addition to using only the rear wheel speed difference +VRLV□1, the detection signal from the steering shaft reference position sensor 86 is also used. By adopting this method, the neutral position δ8 of the steering shaft 83 can be learned and corrected relatively quickly after the vehicle 82 starts, and even if the steering shaft reference position sensor 86 fails for some reason, the rear wheel speed can be adjusted. The neutral position δ8 of the steering shaft 83 can be learned and corrected using only the difference I V -L V RRl, which is excellent in safety.

Therefore, the front wheels 64. ．． When the stopped vehicle 82 starts while leaving the steering wheel 65 in the turning state, the neutral position δ9 of the steering shaft 83 changes as shown in FIG. When learning control is performed for the first time, the initial value δ of the steering shaft turning position in the step Ml described above. Although the amount of correction from fil is very large,
The neutral position δ8 of the steering shaft 83 from the second time onward is HI3. H
The operation in step I3 brings about a suppressed state.

After learning and correcting the neutral position δ4 of the steering shaft 83 in this manner, the drive torque of the engine 1 is regulated based on the detection signal from the front wheel rotation sensor 66 and the detection signal from the rear wheel rotation sensors 80 and 81. Target drive torque T when performing slip control. Calculate S.

Incidentally, since the coefficient of friction between the tires and the road surface can be considered to be equivalent to the rate of change Gx of the vehicle speed V applied to the vehicle 82 (hereinafter referred to as longitudinal acceleration), in this embodiment, this longitudinal acceleration G , the rear wheel rotation sensor SO, SI
This longitudinal acceleration G is calculated based on the detection signal from
The reference drive torque TB of the engine 11 corresponding to the maximum value of
A front wheel speed V detected by the front wheel rotation sensor 66, and a target front wheel speed V corresponding to the vehicle speed V. The target drive torque T as is calculated based on the deviation S (hereinafter referred to as the slip amount).

Target drive torque T of this engine 11. As shown in FIG. 8, which shows the calculation block for calculating , TCL7
6 is a vehicle speed V for slip control; a rear wheel rotation sensor 80;
In this embodiment, the low vehicle speed selection unit 101 selects two rear wheel speeds VR and VRR.
The smaller value is set as the first vehicle speed V3 for slip control.
and select two rear wheel speeds in the high vehicle speed selection section 102.
The larger value of V RL and V RR is selected as the second vehicle speed 8 for slip control, and then the selector switch 103 is used to select which output from the two selection sections 101 and 102 to take in. You can now select more.

In this embodiment, the first vehicle speed vs selected by the low vehicle speed selection unit 101 is the two rear wheel speeds vRL r V RH.
The unit 104 multiplies the smaller value VL of
Multiply this and the two rear wheel speeds V RL + V R
Multiplying unit 10 by (1-Kv) the larger value V8 in RO
It is obtained by adding the product multiplied by 5.

In other words, the driving torque of engine 1 is actually reduced due to slip control, that is, the slip control flag F
, is set, the changeover switch 103 sets the smaller value of the two rear wheel speeds V RL and V RRO to the vehicle speed V.

In a state in which the drive torque of the engine 11 is not reduced even if the driver desires slip control, that is, in a state where the slip side medium flag F is set, the two rear wheel speeds V RL and V The larger value of RR is selected as the vehicle speed Vs.

This is to make it difficult to transition from a state in which the driving torque of the engine 11 is not reduced to a state in which the driving torque of the engine II is reduced, and also to make the transition in the reverse case difficult. For example, if the smaller value of the two rear wheel speeds V RL + V RR while the vehicle 82 is turning is selected as the vehicle speed ■, the slip occurs even though the front wheels 64.65 are not slipping. In order to avoid a malfunction in which the driving torque of the engine 11 would be reduced, and in consideration of the running safety of the vehicle 82, the driving torque of the engine 11 was reduced on the following day. This is because consideration was given to ensuring that this state would continue in the event of an emergency.

Furthermore, when calculating the vehicle speed V in the low vehicle speed selection unit 101,
The smaller value VL of the two rear wheel speeds V RL and V RR is multiplied by the weighting coefficient Kv, and this and the larger value of the two rear wheel speeds VRL and V□ are multiplied by the weighting coefficient Kv. ■□ multiplied by (1-Kv) in the multiplier 105 is added because the front wheels 64.65 are As a result of the large difference between the average value of the circumferential speed and the smaller value V of the two rear wheel speeds VRL and V□, the amount of correction of the drive torque by feedback becomes too large.
This is because there is a possibility that the acceleration performance of the vehicle 82 may be impaired.

In this embodiment, the weighting coefficient Kv is set to the rear wheel 78.
．． The data is read out from a map as shown in FIG. 9 based on the vehicle speed (2) of equation (1) above, which is the average value of the circumferential speeds of 79.

The longitudinal acceleration G is calculated based on the vehicle speed for slip control calculated in this way.
11, the current longitudinal acceleration GX(nl) of the vehicle 82 is calculated by the differential calculation unit 106 as shown in the following equation.

Gx,. , -ゞS (*) V S l++3.6
-Δt−g However, Δt is 15 milliseconds, which is the sampling period of this control, and g is the gravitational acceleration.

Then, the calculated longitudinal acceleration Gx. , becomes 0.6 g or more, the clip unit 107 adjusts the longitudinal acceleration GX to prevent the maximum value of the longitudinal acceleration G
(Clip ++1 to 0.6 g.Furthermore, the filter unit 108 performs filter processing to remove noise and calculates the corrected longitudinal acceleration GXF.

This filtering process is performed using the longitudinal acceleration GX (nl
can be considered to be equivalent to the coefficient of friction between the tires and the road surface, so the longitudinal acceleration of the vehicle 82 G
A target slip rate S in which the maximum value of nl changes and the tire slip rate S corresponds to the maximum value of the coefficient of friction between the tire and the road surface.

Or, even if the tire is about to deviate from the vicinity, the target slip rate S is set so that the tire slip rate S corresponds to the maximum value of the friction coefficient between the tire and the road surface. Or, in order to maintain the longitudinal acceleration GX(.

, and specifically, it is performed as follows.

If the current longitudinal acceleration GK(nl is the filtered previous corrected longitudinal acceleration GIF f, -1, or more, that is, when the vehicle 82 continues to accelerate, the current corrected longitudinal acceleration Gxpt- is Gxp+o, - 1, Σ(G,
Noise is removed by delay processing as in, GXF(n-1,), and the corrected longitudinal acceleration GXI'(.) is made to follow the longitudinal acceleration GX(nl) relatively quickly.

This time's longitudinal acceleration G Xl. , is the acceleration Gx□ before and after the previous correction. When the value is less than -11, that is, when the vehicle 82 is not accelerating much, the following process is performed every sampling period Δ of the main timer.

When the slip control flag F is not set, that is, when the drive torque of the engine 11 is not reduced by slip control, the vehicle 82 is decelerating, so G XF t, += G IF , ll-r+ '
002 as corrected longitudinal acceleration Gx□7. This suppresses a decrease in speed and ensures responsiveness to a driver's request for acceleration of the vehicle 82.

In addition, when the drive torque of the engine 11 is reduced by slip control, the slip amount S is positive, that is, the front wheel is 64.65.
Even when some slip occurs, there is no safety problem because the vehicle 82 is decelerating, so G xr! * += G IF 1n-11o002
As a result, a decrease in the corrected longitudinal acceleration G

Furthermore, when the slip amount S of the front wheels 64,65 is negative while the drive torque of the engine 11 is being reduced by slip control, that is, when the vehicle 82 is decelerating, the corrected longitudinal acceleration G
The maximum value of xp is maintained to ensure responsiveness to the driver's request for acceleration of the vehicle 82.

Similarly, when the hydraulic control device 16 is shifting up the hydraulic automatic transmission 13 while the drive torque of the engine 11 is being reduced by slip control, the corrected longitudinal acceleration is G Holds the maximum value of XF.

Then, the corrected longitudinal acceleration G Since this should be the value, the clipping unit 110 clips it to 0 or more in order to prevent calculation errors, and then the running resistance TR calculated by the running resistance calculating unit 11 is added in the adding unit 112. Furthermore, the cornering drag correction torque Tc calculated by the cornering drag correction amount calculation unit 113 of the present invention based on the detection signal from the steering angle sensor 84 is added to the addition unit 114.
The reference drive torque T shown in the following equation (4) is calculated.

Ts""Gpo・Wb'r+T*+Tc ""(4)
Here, W is the vehicle weight, and r is the effective radius of the front wheels 64°65.

The running resistance TR can be calculated as a function of the vehicle speed V, but in this embodiment it is calculated from a map as shown in FIG. In this case, since the running resistance TR is different between a flat road and a boarded road, the map is written with the one for the flat road shown by the solid line and the one for the boarded road shown by the two-dot chain line in the figure, and is installed in the vehicle 82. Although one of the two is selected based on a detection signal from an inclination sensor (not shown), it is also possible to set the running resistance TR more finely, including on a downhill slope.

Further, in the present invention, the cornering drag correction torque T
. is obtained from a map as shown in FIG. 11, and thereby the reference driving torque T of the engine 11 that approximates the actual running condition.

Since the standard drive torque T of the engine 11 immediately after a turn is set to be larger, the acceleration feeling of the vehicle 82 after exiting the turning path is improved.

Note that the reference drive torque T calculated by the above formula (4)
In contrast, in this embodiment, by setting the lower limit value in the variable clip section 115, the value obtained by subtracting the final correction torque TPID, which will be described later, from this reference drive torque TB in the subtraction section 116 becomes negative. This prevents such problems. The lower limit value of this reference drive torque T is lowered in stages according to the elapsed time from the start of slip control, as shown in the map shown in FIG.

On the other hand, the TCL 76 calculates the actual front wheel speed V based on the detection signal from the front wheel rotation sensor 66, and calculates the actual front wheel speed V as described above.

and target front wheel speed ■, which is set based on vehicle speed V3 for slip control. The target drive torque T of the engine 11 is determined by performing feedback control of the reference drive torque T using the slip amount S, which is the deviation from the target front wheel speed VFS for corrected torque calculation, which is set based on the reference drive torque T. , is calculated.

By the way, in order to effectively utilize the driving torque generated by the engine 11 when the vehicle 82 accelerates, the slip rate S of the tires of the front wheels 64.65 during running must be adjusted to target slip rate S corresponding to the maximum value of the coefficient of friction between the road surface and the road surface. It is desirable to adjust the value to a value smaller than this or in the vicinity thereof to avoid energy loss and to avoid impairing the maneuverability and acceleration performance of the vehicle 82.

Here, the target slip ratio S0 is set to 0.0 depending on the road surface condition.
It is known that it can range from 1 to 0.25,
Therefore, while the vehicle 82 is running, it is desirable that the front wheels 64,65, which are the driving wheels, generate a slip amount S of about 10% with respect to the road surface. Considering the above points, the target front wheel speed V
,. is set in the multiplier 117 according to the following formula.

v2゜=1.1・V Then, the TCL 76 uses the acceleration correction unit 118 to calculate the above-mentioned corrected longitudinal acceleration G IF from the map shown in FIG.
The slip correction amount VK corresponding to is read out, and added to the target front wheel speed V 70 for reference torque calculation in an adding section 119 .

This slip correction amount VK has a tendency to increase gradually as the value of the corrected longitudinal acceleration G ing.

As a result, the target front wheel speed y ps for calculating the correction torque increases, and the slip rate S during acceleration is set to a value smaller than or equal to the target slip rate S0 shown by the solid line in FIG. 13. Ru.

On the other hand, the relationship between the coefficient of friction between the tire and the road surface during a turn and the slip rate S of this tire is shown by the dashed line in FIG. It can be seen that the slip rate of the tire is considerably smaller than the target slip rate S0 of the tire, which is the maximum value of the coefficient of friction between the tire and the road surface while traveling straight. Therefore, while the vehicle 82 is turning, it is desirable to set the target front wheel speed Vp□ to be smaller than when traveling straight so that the vehicle 82 can turn smoothly.

Therefore, the turning correction unit 120 reads out the slip correction amount vKc corresponding to the target lateral acceleration G yo from the map as shown by the solid line in FIG. Subtract from. However, the turning angle δ8 of the steering shaft 83 is not reliable until the first learning of the neutral position δ8 of the steering shaft 83 is performed after the ignition key switch 75 is turned on. The slip correction amount VKc is read out from a map as shown by the broken line in FIG. 15 based on the lateral acceleration GY actually acting on the vehicle 82 due to the circumferential velocities V RL and V RR.

By the way, the target lateral acceleration Gyo is determined by the steering angle sensor 8.
Based on the detection signal from 4, the steering angle δ is determined by equation (2) above.
is calculated, and using this steering angle δ, the neutral position δ8 of the steering shaft 83 is learned and corrected.

Therefore, the steering angle sensor 84 or the steering shaft reference position sensor 8
If an abnormality occurs in 6, it is conceivable that the target lateral acceleration G yo will be a completely incorrect value. Therefore, if an abnormality occurs in the steering angle sensor 84, etc., the rear wheel speed difference IVRL
The actual lateral acceleration GY generated in the vehicle 82 is calculated using VIIR, and this is used instead of the target lateral acceleration GyOO.

Specifically, this actual lateral acceleration GY is the rear wheel speed difference IVR
From L-VRR1 and vehicle speed V, the lateral acceleration calculation section 122 built into the TCL 76 calculates it as shown in the following formula (5), and the filter section 123 processes this to remove noise, and uses the corrected lateral acceleration GYF. It will be done.

However, b is the tread of the rear wheel 78.79, and the filter section 123 calculates the currently calculated lateral acceleration GYfn+ and the previously calculated corrected lateral acceleration GY□. −1, and the current corrected lateral acceleration GYFf is subjected to low-pass processing by digital calculation shown in the following formula.

GY□. , = Σ ”' (G Y (al G YF
t, -11) Whether or not an abnormality has occurred in the steering angle sensor 84 or the steering shaft reference position sensor 86 can be determined by, for example, the first
This can be detected by the TCL 76 using the disconnection detection circuit shown in FIG. In other words, the outputs of the steering angle sensor 84 and the steering shaft reference position sensor 86 are pulled up by a resistor R and grounded by a capacitor C, and the outputs are directly input to the AO terminal of the TCL 76 for use in various controls. The signal is input to the A1 terminal through a comparator 88. A specified value of 4.5 volts is applied as a reference voltage to the negative terminal of the comparator 88, and the steering angle sensor 8
4 is disconnected, the input voltage of the AO terminal exceeds the specified value, the comparator 88 is turned on, and the input voltage of the A1 terminal continues to be at a high level H. Therefore, if the input voltage of the A1 terminal is at a high level H for a certain period of time, for example 2 seconds,
The TCL 7 determines that the wire is disconnected and detects the occurrence of an abnormality in the steering angle sensor 84 or the steering shaft reference position sensor 86.
6 programs are set.

In the embodiment described above, the steering angle sensor 8 is configured using hardware.
Although an abnormality such as No. 4 is detected, it is of course possible to detect the abnormality using software.

For example, as shown in FIG. 17, which shows an example of the abnormality detection procedure, the TCL 76 first determines the abnormality at Wl by detecting the disconnection shown in FIG. 16, and if it is determined that there is no abnormality, At W2, it is determined whether there is an abnormality in the front wheel rotation sensor 66 and the rear wheel rotation sensors 80, 81.

At this step W2, each rotation sensor 66, 80, 81
If it is determined that there is no abnormality in the
It is determined whether or not the vehicle has been steered in the same direction by one rotation or more, for example, by 400 degrees or more. At this step W3, the steering shaft 83
If it is determined that the vehicle has been steered by 400 degrees or more in the same direction, it is determined at W4 whether or not there is a signal from the steering shaft reference position sensor 86 indicating the reference position δ9 of the steering shaft 83.

If it is determined in step W4 that there is no signal informing the reference position δ of the steering shaft 83, and if the steering shaft reference position sensor 86 is normal, a signal informing the reference position δ9 of the steering shaft 83 is not present. Since it must occur at least once, it is determined at W4 that the steering angle sensor 84 is abnormal, and an abnormality flag FW is set.

In step W3, the steering shaft 83 is rotated 400 degrees in the same direction.
If it is determined that the steering shaft is not being steered more than 100 degrees, or if it is determined that there is a signal from the steering shaft reference position sensor 86 indicating the reference position δ9 of the steering shaft 83 in step W4, the steering shaft is set to the neutral position in step W6. Whether or not learning of δ8 has been completed, that is, two steering angle neutral position learning completion flags FHN+
F) Determine whether at least one of I is set.

At this step W6, the neutral position δ of the steering shaft 83 is
If it is determined that the learning in step 8 has been completed, the rear wheel speed difference IVRL VRR exceeds, for example, 1.5 km/h at W7, and the vehicle speed V is determined to be between 20 km/h and 60 km/h at W8, for example.
m, and when it is determined at W9 that the absolute value of the turning angle δ□ of the steering shaft 83 at this time is, for example, less than 10 degrees, that is, the vehicle 82 is turning at a certain speed. If the steering angle sensor 84 is functioning normally, the absolute value of the turning angle δ□ should be 10 degrees or more, so the WIO determines that the steering angle sensor 84 is abnormal.

Note that the slip correction amount VKC corresponding to the target lateral acceleration GYO corresponds to the corrected lateral acceleration GYF in a region where the target lateral acceleration GYO is small, since it is considered that the driver turns the steering wheel 85 more. It is set smaller than the slip correction amount VKC. Furthermore, in a region where the vehicle speed ■ is small, it is desirable to ensure the acceleration of the vehicle 82, and conversely, when the vehicle speed V exceeds a certain level, it is necessary to consider the ease of turning. The corrected slip correction amount VKP is calculated by reading out the read slip correction amount ■Kc from the map shown in FIG. 18 and multiplying it by a correction coefficient corresponding to the vehicle speed ■.

As a result, the target front wheel speed V for calculating the correction torque. decreases, and the slip rate S when turning becomes the target slip rate S when going straight. Although the acceleration performance of the vehicle 82 is slightly reduced, good turning performance is ensured.

As shown in FIG. 19, which shows the selection procedure of these target lateral acceleration GYO and actual lateral acceleration GY, the TCL76 is
Slip correction amount vK at I.

The filter section]23 as the lateral acceleration for calculating
The corrected lateral acceleration GYP is adopted, and it is determined at T2 whether or not the slip control flag F is set.

If it is determined that the slip control flag F is set in step T2, the corrected lateral acceleration G
Adopt yp as is. This is because when the lateral acceleration, which is the standard for determining the slip correction amount Vxc, is changed from the corrected lateral acceleration Gyp to the target lateral acceleration Gyo during slip control, the slip correction amount VKC changes greatly and This is because there is a risk that the behavior of

If it is determined in step T2 that the slip sub-side medium lag Fs is not set, then in step T3 it is determined whether one of the two steering angle neutral position learned flags FHNIF)l is set. Determine whether Here, if it is determined that none of the two steering angle neutral position learned flags F, N, and F are set, the corrected lateral acceleration GYF is used as is. Also, this T3
In the step, two steering angle neutral position learned flags F and N are set.
, F□ is set, the target lateral acceleration Gy is used as the lateral acceleration for calculating the slip correction amount VK at T4.

Adopt.

As a result of the above, the target front wheel speed for correction torque calculation v7. is as shown in the formula below.

V FS = V 70 + V K V KF Next, the actual front wheel speed V obtained from the detection signal of the front wheel rotation sensor 66 through filter processing for the purpose of noise removal, and the target front wheel speed V FS for calculating the correction torque. The subtraction unit 124 calculates the slip amount S, which is the deviation from the difference. Then, this slip amount S is equal to or less than a negative set value, for example, -2.5 per hour.
In the case of 1 an or less, the slip amount S is −2 per hour,
5 km is clipped by the clip section 125, and proportional correction, which will be described later, is performed on the slip amount S after this clipping process, and overcontrol in this proportional correction is prevented to prevent the occurrence of 8-force hunting.

Further, an integral correction is performed on the slip amount S before the clipping process using an integral constant T1, which will be described later, and further a differential correction is performed to calculate the final correction torque TPID.

As the proportional correction, the multiplier 126 calculates the slip amount S.
is multiplied by the proportional coefficient to obtain the basic correction amount, and then the multiplier 127 calculates the correction coefficient ρ1 . is multiplied to obtain the proportional correction torque Tp. In addition, the proportionality coefficient K.

is read out from the map shown in FIG. 20 in accordance with the slip amount S after clip processing.

In addition, in order to realize a correction corresponding to a gradual change in the slip amount S as the integral correction, a basic correction amount is calculated in the integral calculation section 128, and the multiplication section 1
At step 29, the correction coefficient ρ3. is preset based on the gear ratio ρ of the hydraulic automatic transmission 13. is multiplied to obtain the integral correction torque T1. In this case, in this embodiment, a constant micro-integral correction torque 8T1 is integrated, and if the slip amount S is positive at every 15 millisecond sampling period, the micro-integral correction torque ΔT is added, and vice versa. When the slip amount S is negative, the minute integral correction torque ΔT1 is subtracted.

However, a lower limit value TIL is set for this integral correction torque T as shown in the map in FIG. At the time of starting, a large integral correction torque T1 is applied to secure the driving force of the engine 11, and after the vehicle 82 has started and the vehicle speed V increases, on the other hand, if the correction is too large, the stability of the control will be lost, so the integral correction is applied. The torque T1 is made small. In addition, in order to improve the convergence of control, an upper limit value, for example Okgrn, is set for the integral correction torque T.
Through this clipping process, the integral correction torque T1 becomes the 22nd
Changes as shown in the figure.

The proportional correction torque TP and the integral correction torque T calculated in this way are added in the adding section 130 to calculate the proportional integral correction torque TPI.

Note that + in the correction coefficient ρKF+ ρ is a second value preset in association with the gear ratio ρ of the hydraulic automatic transmission 13.
The information is read from a map as shown in Figure 3.

Further, in this embodiment, the differential calculation unit 131 calculates the rate of change G of the slip amount S, and the differential coefficient is multiplied by the rate of change G in the slip amount S.
2 to calculate the basic correction amount for sudden changes in slip MS. Then, the values obtained are set with upper and lower limits, respectively, and in order to prevent the differential correction torque To from becoming an extremely large value, a clipping process is performed at the clip section 33, and the differential correction torque TD I am getting .

This clip portion 133 is connected to the wheel speed V while the vehicle 82 is running.
P, VRL, and VRR may momentarily slip or become locked depending on the road surface condition, the driving condition of the vehicle 82, etc. In such a case, the rate of change G of the slip amount S
If 6 becomes an extremely large positive or negative value, there is a risk that the control will diverge and the responsiveness will decrease.
This is to clip the torque to 5 kgm and the upper limit to 55 kgm to prevent the differential correction torque To from becoming an extremely large value.

Thereafter, the adding section 134 adds the proportional-integral correction torque TP+ and the differential correction torque TD, and the subtracting section 116 subtracts the final correction torque TPID obtained from the above-mentioned reference drive torque T. Multiplication section 135
By multiplying the reciprocal of the reduction speed ratio between [engine] 1 and the axle 89.90 of the front wheels 64.65, the target drive torque T for slip control shown in the following equation (6) is obtained. Calculate 5.

However, ρ is the differential gear reduction ratio, and ρ is the [・lux converter ratio. When the hydraulic automatic transmission I3 performs an upshift operation, the gear ratio on the high gear side is changed after the completion of the shift. ρ3 is output. In other words, in the case of an upshift operation of the hydraulic automatic transmission 13,
If the gear ratio ρ6 on the high speed gear side is adopted at the time of outputting the gear shift signal, as is clear from the above equation (6), the target drive torque T is maintained during the gear shift. 3 increases, causing the engine 11 to speed up. Therefore, the target drive torque Tos
The gear ratio ρ on the lower gear side makes the value smaller.

is held, and the gear ratio ρ on the high gear side is adopted 1.5 seconds after outputting the gear shift start signal. For the same reason, in the case of a downshift operation of the hydraulic automatic transmission 13, the gear ratio ρ on the lower gear side is immediately adopted at the time the gear shift signal is output.

Since the target drive torque T os calculated by the above equation (6) is naturally supposed to be a positive value, the target drive torque T is set in order to prevent calculation errors in the clip section 136 . Information regarding this target drive torque T os is output to the ECU 15 in accordance with the determination process in the start/end determination unit 137 for clipping S to 0 or more and determining the start or end of slip control.

[Start/End Judgment Unit] 37 determines that slip control has started when all the conditions shown in (a) to (e) below are satisfied, and sets the slip control in progress flag F5 and also sets the slip control in progress flag F5. The changeover switch 103 is operated to select the output as the vehicle speed (2) for slip control, and the target drive torque T is set. This process is continued until the information regarding S is output to the ECUI 5 and the slip control flag Fs is reset after determining the end of the slip control.

(a) The driver desires slip control by operating a manual switch (not shown).

(b) The driving torque T requested by the driver is the minimum driving torque necessary to drive the vehicle 82, for example, 4 kgm or more.

In this embodiment, this required driving torque T is calculated based on the engine rotation speed N2 calculated from the detection signal from the crank angle sensor 62 and the accelerator opening degree θ8 calculated from the detection signal from the accelerator opening sensor 76. The map is read out from a map as shown in FIG. 24, which is set in advance based on the map.

(C) Slip Jrts is 2 kI+] or more per hour.

(d) The rate of change G of the slip amount S is 0.2 g or more.

(e) The actual front wheel acceleration G, which is obtained by time-differentiating the actual front wheel speed V by the differential calculation unit] 38, is 0.2 g or more.

On the other hand, after the start/end determination unit 137 determines the start of slip control, if any of the conditions shown in (j) and (g) below are satisfied, it is determined that the slip control has ended and the slip control is started. Reset the middle flag F5, ECU
The changeover switch 10 is configured to stop transmitting the target drive torque T os to the high vehicle speed selector ]02 and select the output from the high vehicle speed selector ]02 as the vehicle speed for slip control.
Activate 3.

) Target drive torque T. 3 is the required driving torque T.

above, and the slip amount S is a constant value, for example, −
The state where the distance is 2 km or less continues for a certain period of time, for example, 0.5 seconds or more.

(g) The state in which the idle switch 68 is turned from off to on, that is, the state in which the driver releases the accelerator pedal 31, continues for a certain period of time, for example, 0.5 seconds or more.

The vehicle 82 is provided with a manual switch (not shown) for the driver to select slip control, and the driver operates this manual switch to select slip control.
In this case, the slip control operation described below is performed.

As shown in FIG. 25, which shows the process flow of this slip control, the TCL 75 calculates the target drive torque T os by detecting and calculating the various data described above in Sl. This is done regardless of the operation.

Next, in S2, it is first determined whether or not the slip control solag Fs is set, but since the slip control solug Fs is not set at first, the TCL76
3, it is determined whether the slip amount S of the front wheels 64.65 is larger than a preset threshold value, for example, 2 ku/hour.

If it is determined in step S3 that the slip amount S is larger than 2) cm/hour, the TCL 76 determines in S4 whether the rate of change G of the slip amount S is larger than 0.2 g.

In this step S4, the slip amount change rate G is 0.2
If it is determined that the driver's requested drive torque Td is greater than the minimum drive torque required to drive the vehicle 82, for example 4 kgm, the TCL 76 determines in S5 whether or not the driver's requested drive torque Td is greater than the minimum drive torque required to drive the vehicle 82, for example, 4 kgm. Determine whether or not there is an intention to run the vehicle.

In this step S5, the required driving torque T is determined.

is larger than 4 kgm, that is, if it is determined that the driver intends to drive the vehicle 82, S6 sets Sorag F during slip control, and S7 determines whether Sorag Fs during slip control is set. Determine again.

If it is determined in step S7 that the slip control Solag Fs is being set, the target drive torque T of the engine 11 is determined in S8. As S, the target drive torque Tos for slip control calculated in advance using the above equation (6) is adopted.

Also, during the slip control in step S7, Sorag F,
If it is determined that the balance is set, T is set in S9.
CL76 is target drive torque T. 8, the maximum torque of the engine 11 is outputted, and as a result, the ECU 15 lowers the duty rate of the torque control solenoid valve 51.56 to the 0% side, so that the engine 11 responds to the amount of depression of the accelerator pedal 31 by the driver Generates driving torque.

In addition, if it is determined in step S3 that the slip amount S of the front wheels 64.65 is smaller than 2 km/h, or
If it is determined in step 4 that the slip amount change rate G is smaller than 0.2 g, or if it is determined in step S5 that the required drive torque T is smaller than 4 kgm, the process is directly performed in step S7. The process moves to step S9, and the TCL 76 has the target drive torque T. , which outputs the maximum torque of the engine 11 as , and thereby the ECU 1
5 is the torque secondary solenoid valve 5], and the duty rate of 56 is 0.
As a result, the engine 11 generates a driving torque corresponding to the amount of depression of the accelerator pedal 31 by the driver.

On the other hand, during the slip control in step S2, the SORAG F
, is determined to be set, the SIO determines that the slip amount S of the front wheels 64.65 is less than the above-mentioned threshold of -2 km/h and the required drive torque T is the target drive torque calculated by Sl. T. It is determined whether the state below S continues for 0.5 seconds or more.

In this step S10, the slip amount S is 2 kl'/hour.
[Smaller than + (and required drive torque T.

is the target drive torque T. If it is determined that the following state continues for 0.5 seconds or more, that is, the driver no longer desires acceleration of the vehicle 82, the slip control flag F is reset at Sll, and the process proceeds to step S7. Transition.

In the SIO step, the slip amount S is greater than 2 km/h, or the required drive torque T is the target drive torque T. The state of 5 or less does not continue for more than 0.5 seconds,
That is, when determining that the driver wishes to accelerate the vehicle 82, the TCL 76 determines at SI2 whether the idle switch 68 is turned on, that is, the throttle valve 20 remains fully closed for 0.5 seconds or more. do.

If it is determined in step S12 that the idle switch 68 is on, since the driver has not depressed the accelerator pedal 31, the process moves to step Sll and the slip control flag F is reset. Conversely, if it is determined that the idle switch 68 is off, since the driver is depressing the accelerator pedal 31, the S
Move to step 7.

Note that when the driver does not operate the manual switch for selecting slip control, the TCL 76 sets the target drive torque T for slip control as described above. After calculating , the target drive torque of the engine 11 when turning control is performed is calculated.

By the way, the lateral acceleration GY of the vehicle 82 is the rear wheel speed difference IVRL.
Although it can actually be calculated using the equation (5) above using the V-engine 1, it is possible to predict the value of the lateral acceleration GY acting on the vehicle 82 by using the steering shaft turning angle δ□. Therefore, it has the advantage of being able to perform quick control.

Therefore, when controlling the turning of the vehicle 82, the TCL 76 calculates the target lateral acceleration Gyo of the vehicle 82 from the steering shaft turning angle δ□ and the vehicle speed V using equation (3) above, so that the vehicle 82 does not undergo extreme understeering. The acceleration in the longitudinal direction of the vehicle body, that is, the target longitudinal acceleration G xo is set based on the target lateral acceleration G yo. Then, the target drive torque T of the engine II corresponding to this target longitudinal acceleration G xo. Calculate 0.

As shown in FIG. 26, which shows a calculation block for this turning control, the TCL 76 uses a vehicle speed calculation unit 140 to calculate the vehicle speed ■ from the outputs of the pair of rear wheel rotation sensors 80 and 81 using the above equation (1), and also calculates the steering angle. Based on the detection signal from the sensor 84, the steering angle δ of the front wheels 64.65 is calculated from the above equation (2), and the target lateral acceleration calculating section 141 calculates the target lateral acceleration GYO of the vehicle 82 at this time using the above (3). ) Calculated from the formula. In this case, when the vehicle speed V is small, for example 23 ICm/hour or less, it is better to inhibit turning control than to perform turning control to obtain sufficient acceleration when turning right or left at a busy intersection, for example. Therefore, in this embodiment, the correction coefficient multiplier 142 multiplies the target lateral acceleration Gyo according to the vehicle speed V by a correction coefficient KY as shown in FIG. ing.

By the way, in a state where the steering shaft neutral position δ8 is not learned, the target lateral acceleration G yo is calculated based on the steering angle δ (
Since calculating from equation 3) has a reliability problem, it is desirable not to start turning control until the steering shaft neutral position δ9 has been learned. However, when the vehicle 82 starts traveling on a curved road, the vehicle 82
is in a state that requires turning control, but since the learning start condition for the steering shaft neutral position δ□ is not easily met, there is a risk that this turning control will not be started.

Therefore, in this embodiment, until the steering shaft neutral position δ□ is learned, the changeover switch 43 is used to adjust the modified lateral acceleration G yp from the filter section 123 based on the above equation (5).
It is possible to control the turning using the . In other words, two steering angle neutral position learned flags F HN + F H
In a state where both have been reset, the corrected lateral acceleration Gyp is adopted by the changeover switch ]43, and if at least one of the two steering angle neutral position learned flags FHNTF)l is set. , the target lateral acceleration Gyo from the correction coefficient multiplier 142 is selected by the changeover switch 143.

Furthermore, the above-mentioned stability factor A is a value determined by the configuration of the suspension system of the vehicle 82, characteristics of the tires, road surface conditions, etc., as is well known. Specifically, the actual lateral acceleration GY generated in the vehicle 82 during a steady circular turn and the steering angle ratio δ□/δNo of the steering shaft 83 at this time (the steering shaft 83
The turning angle δ□ of the steering shaft 83 in an extremely low speed running state in which the lateral acceleration GY is close to 0 with respect to the neutral position δ□. The relationship between the turning angle δ□ of the steering shaft 83 at the time of acceleration) and the ratio of the turning angle δ□ of the steering shaft 83 during acceleration is expressed as the slope of a tangent in a graph such as that shown in FIG. In other words, in a region where the lateral acceleration GY is small (and the vehicle speed V is not very high), the stability factor 8 is approximately a constant value (A = 0.002), but when the lateral acceleration Gy exceeds 0.6 g, The stability factor A increases rapidly, and the vehicle 82 begins to exhibit an extremely strong tendency to understeering.

Based on the above, when based on FIG. 28, which corresponds to a dry paved road surface (hereinafter referred to as a high μ road), the stability factor A is set to 0.002, The driving torque of the engine 11 is controlled so that the target lateral acceleration G yo of the vehicle 82 calculated by equation (3) is less than 0.6 g.

Note that in the case of a slippery road surface such as a frozen road (hereinafter referred to as a low μ road), the stability factor A may be set to, for example, around 0.005. In this case, on a low μ road, the target lateral acceleration G is higher than the actual lateral acceleration GY.
y.

Since this value is larger, the target lateral acceleration Gy.

is larger than a preset threshold, for example (GY, -2), and determines the target lateral acceleration Gy.

is larger than this threshold value, it is determined that the vehicle 82 is traveling on a low μ road, and turning control for low μ roads may be performed as necessary. Specifically, by adding 0.05 g to the corrected lateral acceleration G YF calculated based on the above formula (5), the target lateral acceleration G Y is lower than the preset threshold value.
Whether o is large or not, that is, the actual lateral acceleration G on a low μ road
Since the target lateral acceleration G yoO has a larger value than Y, it is determined whether the target lateral acceleration G yo is larger than this threshold value, and if the target lateral acceleration G YO is larger than the threshold value, the vehicle 82 It is determined that the vehicle is traveling on a low μ road.

Once the target lateral acceleration G yo has been calculated in this way, the target longitudinal acceleration G The reference drive torque TB of the engine 11 corresponding to this target longitudinal acceleration Gx0 is calculated by the following equation (7) in the reference drive torque calculation unit 145.

However, TL is the road surface resistance obtained as a function of the lateral acceleration GY of the vehicle 82.
ad) ), and in this embodiment, it is obtained from a map as shown in FIG.

Here, the steering shaft turning angle δ1. If the target drive torque of the engine 11 is simply determined based on the vehicle speed V and the vehicle speed V, the driver's intention is not reflected at all, and there is a risk that the driver may be dissatisfied with the maneuverability of the vehicle 82. For this reason, the required drive torque T of engine ] which the driver desires is determined from the amount of depression of the accelerator pedal 31, and the target drive torque of engine ]1 is set in consideration of this required drive torque T. is desirable.

Therefore, in this embodiment, in order to determine the ratio of adoption of the reference drive torque TB, the multiplier 146 multiplies the reference drive torque T by a weighting coefficient α to obtain a corrected reference drive torque. This weighting coefficient α is set empirically by driving the vehicle 82 around a corner, and on a high μ road, a value of around 0.6 is adopted.

On the other hand, the required driving torque T desired by the driver is shown in FIG. Then, the multiplier 147 calculates the corrected required driving torque corresponding to the weighting coefficient α by multiplying the required driving torque T by (1-α). For example, if α-0,6 is set, the standard drive torque T and the required drive torque T
, the adoption ratio is 6 to 4.

Therefore, the target drive torque T of the engine 11. C is addition section 14
8 by the following formula (8).

T oc "α-TB + (x-α)-Td...(
8) By the way, the target drive torque T of the engine 11 is set every 15 milliseconds. If the increase or decrease in the target drive torque T0° of the engine 11 is very large, a shock will occur as the vehicle 82 accelerates or decelerates, leading to a decrease in ride comfort. If the torque becomes large enough to cause a decrease in comfort, it is desirable to restrict the increase/decrease in the target drive torque T0°.

Therefore, in this embodiment, the absolute value 1ΔT of the difference between the target drive torque T0゜ calculated this time and the target drive torque TOCIn-11 calculated last time by the change amount clipping unit 149 is
1 is smaller than the allowable increase/decrease amount TK, the calculated current target drive torque T. C(nl is adopted as is, but the target drive torque T QCIn I calculated this time
and the target drive torque TOCI calculated last time. -1) If the difference ΔT is not larger than the negative increase/decrease allowable amount T, the current target drive torque T0 is set by the following formula.

T oc +. r -TOC (n-11TK, that is, the previously calculated target drive torque TOC +.-1, the amount of decrease from the target drive torque TOC + -1 is regulated by the increase/decrease tolerance TK, and the deceleration shock due to the reduction of the drive torque of engine 1■ is reduced. Also, this time Calculated target drive torque T.C1
゜, and the target drive torque T0゜ calculated last time ~ 1. If the difference △T is greater than or equal to the allowable increase/decrease amount TK, the current target drive torque T. C is set using the following formula.

TQCIn) -TQCI. −11+TK In other words, the target drive torque T oc + calculated this time. , and the target drive torque T o calculated last time.
c+. -1, and exceeds the increase/decrease tolerance Tx, the previously calculated target drive torque Toc is -4.
The amount of increase in the engine speed is regulated by the allowable increase/decrease amount TK to reduce the acceleration shock caused by the increase in the drive torque of the engine 11.

Then, this target drive torque T is determined according to the determination process in the start/end determination section 150 for determining the start or end of turning control. Information regarding C is output to the ECU 15.

The start/end determination unit 150 determines that turning control has started when all the conditions shown in (a) to (d) below are satisfied,
The turning control flag FC is set and the target drive torque T is set. This process is continued until the turning control flag FC is reset by outputting the information regarding C to the ECU 5 and determining the end of turning control.

(a) Target drive torque T. C is less than the value obtained by subtracting a threshold value, for example, 2 kgm from the required drive torque.

(b) The driver desires turning control by operating a manual switch (not shown).

(C) The idle switch 68 is in the off state.

(d,) The control system for turning is normal.

On the other hand, after the start/end determination unit 150 determines the start of the swing control, if any of the conditions shown in (e) and 5) below are satisfied, it is determined that the swing control has ended, and the swing control is Medium flag F.

and set the target drive torque T for EC1JI5.
Stop transmitting 0°.

(e) Target drive torque T os is required drive torque T
.

That's all.

g) There is an abnormality such as a failure or disconnection in the control system for turning.

By the way, there is naturally a certain proportional relationship between the output voltage of the accelerator opening sensor 77 and the accelerator opening θ9, and when the accelerator opening θ9 is fully closed, the output voltage of the accelerator opening sensor 77 The accelerator opening sensor 77 is attached to the throttle body 21 so that the voltage is, for example, 0.6 volts. However, when the accelerator opening sensor 77 is removed from the throttle body 21 during inspection and maintenance of the vehicle 82 and reassembled, it is virtually impossible to accurately return the accelerator opening sensor 77 to its original state. Moreover, there is a possibility that the position of the accelerator opening sensor 77 relative to the throttle body 21 may shift due to aging or the like.

Therefore, in this embodiment, the fully closed position of the accelerator opening sensor 77 is corrected by learning, thereby ensuring the reliability of the accelerator opening θ6 calculated based on the detection signal from the accelerator opening sensor 77. are doing.

As shown in FIG. 31, which shows the learning procedure for the fully closed position of the accelerator opening sensor 77, after the idle switch 68 is turned on and the ignition key switch 75 is turned from on to off, for a certain period of time, for example, 2 seconds. The output of the accelerator opening sensor 77 is monitored, and the lowest value of the output of the accelerator opening sensor 77 during this period is taken as the fully closed position of the accelerator opening θ4, and is stored in a RAM with backup (not shown) built into the ECU 15. Then, the accelerator opening θ4 is corrected using the lowest value of the output of the accelerator opening sensor 77 as a reference until the next learning.

However, if a storage battery (not shown) mounted on the vehicle 82 is removed, the memory in the RAM will be erased, so in such a case, the learning procedure shown in FIG. 32 is adopted.

In other words, the TCL76 uses AI to determine whether the fully closed value θAC of the accelerator opening θ4 is stored in the RAM, and in this AI step, the fully closed value θAC of the accelerator opening θ4 is determined.
If it is determined that AC is not stored in RAM,
Initial value θ9 at A2. . , is stored in RAM.

On the other hand, if it is determined in step A that the fully closed value θAC of the accelerator opening degree θ9 is stored in the RAM, it is determined in A3 whether the ignition key switch 75 is in the on state. . If it is determined in step A3 that the ignition key switch 75 has changed from the on state to the off state, a learning timer (not shown) starts counting in step A4. After the learning timer starts counting, the idle switch 6 is pressed at A5.
8 is in the on state.

If it is determined in the step of this person 5 that the idle switch 68 is in the OFF state, it is determined in A6 whether the count of the learning timer has reached a set value, for example, 2 seconds, and then again in A5. Go back to step. If it is determined in step A5 that the idle switch 68 is in the on state, the output of the accelerator opening sensor 77 is read at a predetermined period in step A7, and the current accelerator opening θ is determined in step A8.
It is determined whether Atn1 is smaller than the minimum value θAL of the accelerator opening θ9 up to now.

Here, the current accelerator opening θ□. , is larger than the minimum value θAL of the accelerator opening θ4 so far, the minimum value θAL of the accelerator opening θ9 so far is held as it is, and conversely, the current accelerator opening θ□1. is smaller than the minimum value θAL of the previous accelerator opening θ9, the current accelerator opening θ810.
is updated as a new minimum value θAL.

This operation is repeated in step A6 until the count of the learning timer reaches a set value, for example, 2 seconds.

When the count of the learning timer reaches the set value, the AI
The minimum value θ8 of the accelerator opening θ9 at O. It is determined whether or not the voltage is between a preset clip value, for example, 0.3 volts and 0.9 volts. And this accelerator opening θ
If it is determined that the minimum value θAL of 4 is within the preset clip value range, the initial value θ□ of the accelerator opening θ4 is set at All. , or the fully closed value θAC is brought closer to the minimum value θAL by a certain value, for example, 0.1 volt, and the fully closed value θA of the accelerator opening degree θ9 is determined by this learning.
Cf. , and so on. In other words, the initial value θ of the accelerator opening θ4
If A, o, or the fully closed value θAC is larger than its minimum value θAL, set θACfa) = θActo+ 0.1 or θACfal ”'θACIn-110-1,
Conversely, if the initial value θA (Ill) or the fully closed value θAC of the accelerator opening θ9 is larger than its minimum value θAL, θAC(el = θAC+01 + 0.1 or θAC(ol ”'θAc fn-11+0. Set to 1.

The minimum value θ of the accelerator opening θ9 in the AIO step
If it is determined that AL is outside the preset clip value range, the clip value that is outside the range is set at Al1 to the minimum value θ4 of the accelerator opening θ. Replace it as,
Proceeding to step A11, the fully closed value θAC of the accelerator opening θ9 is learned and corrected.

In this way, by setting an upper limit value and a lower limit value to the minimum value θAL of the accelerator opening degree θ8, even if the accelerator opening degree sensor 77 fails, there is no possibility of erroneous learning.
By setting the learning correction amount per time to a constant value,
Erroneous learning will not be performed even in response to disturbances such as noise.

In the embodiment described above, the learning start timing of the fully closed value θAC of the accelerator opening sensor 77 is determined by the ignition key switch 7.
5 changed from the on state to the off state, but using a seating sensor built into the seat (not shown),
Even if the ignition key switch 75 is in the ON state, the fact that the driver has left the seat may be detected by using the pressure change or positional displacement of the seat by the seating sensor, and the learning process from step A4 onward may be started. good. Further, the fully closed value of the accelerator opening sensor 77 is determined at the time when it is detected that the door lock device (not shown) is operated from the outside of the vehicle 82 or when the key entry system detects that the door lock device is operated. θ. It is also possible to start learning. In addition, if the shift lever (not shown) of the hydraulic automatic transmission 13 is in the neutral position or the parking position (neutral position in the case of a vehicle equipped with a manual transmission), the manual brake is operated, and The learning process may be performed when the air conditioner is in an off state, that is, not in an idle up state.

The vehicle 82 is provided with a manual switch (not shown) for the driver to select turning control, and when the driver operates this manual switch to select turning control, the following turning control is performed. It is designed to perform operations.

Target drive torque T for this turning control. As shown in FIG. 33, which shows the flow of control for determining 0, the target drive torque T is determined by the detection and arithmetic processing of the various data described above at C1. 0 is calculated, but this operation is performed independently of the operation of the manual switch.

Next, at C2, determine whether the vehicle 82 is under turning control.
That is, it is determined whether the turning control flag FC is set. Initially, since turning control is not in progress, it is determined that the turning control flag FC is in the reset state, and it is determined whether C3 is equal to or less than (T, -2), for example.

In other words, the target drive torque T is maintained even when the vehicle 82 is traveling straight. C
can be calculated, but the value is usually larger than the driver's required driving torque T. However, since this required drive torque Td generally becomes smaller when the vehicle 82 turns, the target drive torque T. C is the threshold (Td-2
) or below is determined as the start condition for turning control.

Note that this threshold value is set to (T, -2) as a hysteresis to prevent control hunting.

Target drive torque T at step C3. C is the threshold (T,
-2) If it is determined that it is below, the TCL 76 determines in C4 whether the idle switch 68 is in the off state.

If it is determined in step C4 that the idle switch 68 is off, that is, the accelerator pedal 31 is depressed by the driver, the turning control flag F is determined in step C5.
C is set. Next, at C6, it is determined whether at least one of the two steering angle neutral position learned flags F□ and FM is set, that is, the authenticity of the steering angle δ detected by the steering angle sensor 84 is determined. be done.

At step C6, two steering angle neutral position learned flags F
If it is determined that at least one of ON I F H is set, the turning control flag F is set at C7.

It is determined again whether or not is set.

In the above procedure, the turning control flag F is set in step C5. is set, the turning control flag F is set in step C7. is determined to be set, and C8
The target drive torque T0° of equation (8) previously calculated in is the target drive torque T for turning control. It is adopted as 0.

On the other hand, even if it is determined in step C6 that none of the steering angle neutral position learned flags FHN+FH are set, it is again determined in C10 whether or not the turning control flag FC is set. Ru. At step C17, the turning control flag F is set. is set, the process moves to step C8, but (2
) Since the rudder angle δ calculated by formula is not reliable, (5)
Based on the formula (using the corrected lateral acceleration GYF), the target drive torque T0° in formula (8) is the target drive torque T.C for turning control.
Adopted as.

Turning control flag F is set in step CI7. If it is determined that the target drive torque T is not set, the target drive torque T calculated using equation (8). 0 is not adopted, and TCL76 is the target drive torque T. 0, the maximum torque of engine 11 is 0.
As a result, the ECU 15 lowers the duty rate of the torque control solenoid valve 51, 56 to the 0% side, and as a result, the engine 11 generates a driving torque corresponding to the amount of depression of the accelerator pedal 31 by the driver. .

Further, the target drive torque T is set in step C3. If it is determined that C is not less than the threshold value (T, -2), the transition is made from step C6 or C7 to step 09 without transitioning to turning control, and TCL76 is the target drive torque T. C, the maximum torque of the engine 11 is output, and as a result, the ECU 15 lowers the duty rate of the torque control solenoid valve 51.56 to the 0% side, and as a result, the engine 11 responds to the amount of depression of the accelerator pedal 31 by the driver. Generates driving torque.

Similarly, even if it is determined in step C4 that the idle switch 68 is on, that is, the accelerator pedal 31 is not depressed by the driver, the TCL 76 outputs the maximum torque of the engine 11 as the target drive torque Toc. , this causes the ECU 15 to control the torque control solenoid valve 51.
As a result of reducing the duty rate of 56 to the 0% side, engine 1
1 generates a driving torque according to the amount of depression of the accelerator pedal 31 by the driver and does not shift to turning control.

If it is determined in step C2 that the turning subplane flag FC is set, the target drive torque T calculated this time by the CIO. C+n+ and the target drive torque T calculated last time. 0. . -1, it is determined whether T is larger than a preset increase/decrease allowable amount T. This allowable increase/decrease amount TK is an amount of torque change that does not cause the occupant to feel acceleration/deceleration shock of the vehicle 82. For example, when it is desired to suppress the target longitudinal acceleration GXO of the vehicle 82 to 0.1 g/s, the above (7) It becomes by using the formula.

The target drive torque T0° calculated this time in the step of the CIO. , and the target drive torque T calculated last time. 0. ,
-1. If it is determined that the difference T is not larger than the preset allowable increase/decrease amount TK, then the target drive torque Tact7. and the target drive torque To calculated last time.
c+. -1, it is determined whether the difference T is larger than the negative increase/decrease allowance TK.

Target drive torque T calculated this time in step C1l.

C(fil) and the previously calculated target drive torque T...

-3] If it is determined that the difference T is larger than the negative increase/decrease tolerance TK, the target drive torque T0゜14 calculated this time
．． and the target drive torque T calculated last time. Since the absolute value 1ΔT+ of the difference from Cin −11 is smaller than the allowable increase/decrease amount T, the current target drive torque T is calculated. C1° is adopted as is.

Also, the target drive torque T calculated this time in step C1l. 0. . , and the target drive torque T calculated last time. 0. .

-2) If it is determined that T is not larger than the negative increase/decrease tolerance TK, the current target drive torque T0 is determined at C12.
゜、. , is set by the following formula.

T06. . ,=T0°. , -+1 TK, that is, the target drive torque Toc+ calculated last time. ~3. The amount of decrease relative to the engine speed is regulated by the allowable increase/decrease amount TK, thereby reducing the deceleration shock caused by the reduction in the driving torque of the engine 11.

On the other hand, the target drive torque T calculated this time in the step of the CIO. 0. . , and the target drive torque T0 calculated last time.
゜、. -1, if it is determined that T is above the allowable increase/decrease 1KTKJJ, the current target drive torque T is determined at C13.
. 0. . , is set by the following formula.

Toc (nl = T0゜(n-11+TK) In other words, in the case of increase in drive torque, as in the case of decrease in drive torque described above, the target drive torque T calculated this time and the target drive torque T calculated last time. If the difference ΔT from .C++i -11 exceeds the allowable increase/decrease amount TK, the amount of increase relative to the previously calculated target drive torque T. This reduces the acceleration shock that accompanies the increase.

When the target drive torque T0° is set as described above, the TCL76 is set to C14 (target drive torque T.0 for the iron).
is larger than the driver's requested driving torque T4.

Here, the turning control flag F is set. is set, the target drive torque T. 0 is the driver's required driving torque T,
Since it is not larger than the idle switch 6 at C15.
8 is in the on state.

If it is determined in step C, ]5 that the idle switch 68 is not in the on state, the turning control rope is required, and the process proceeds to step C6.

Further, the target drive torque T is set in step C14. If it is determined that C is larger than the driver's requested driving torque T, this means that the turning movement of the vehicle 82 has been completed, so the TCL 76 sets the turning control flag F at C16. Reset. Similarly, if it is determined that the idle switch 68 is in the on state at step C15, the accelerator pedal 31 is not depressed, so step C10
The process moves to step 2 and resets the turning control flag FC.

When the turning control flag FC is reset at C10, the TCL76 becomes the target drive torque T. Engine 11 as C
The maximum torque of ECU 1 is output at 09.
As a result, the engine 11 generates a driving torque corresponding to the amount of depression of the accelerator pedal 31 by the driver.

Note that in order to simplify the above-mentioned turning control procedure, it is naturally possible to ignore the driver's requested drive torque T, and in this case, the target drive torque can be set to a standard that can be calculated using the above equation (7). It is sufficient to adopt the driving torque T.

Also, as in this embodiment, the driver's required driving torque T.

Even when considering the weighting coefficient α, instead of setting it as a fixed value, the value of the coefficient α is gradually decreased as time passes after the start of control, or gradually decreased according to the vehicle speed V, and the value of the weighting coefficient α is The adoption ratio of the required drive torque T may be gradually increased. Similarly, the value of the coefficient α may be kept constant for a while after the start of the control, and may be gradually decreased after a predetermined period of time has elapsed, or the value of the coefficient α may be increased as the steering shaft turning amount δ8 increases. In particular, it is also possible to safely drive the vehicle 82 on a turning path where the radius of curvature gradually becomes smaller.

In the embodiment described above, the target drive torque for high μ roads is calculated, but the target drive torques for turning control corresponding to these high μ roads and low μ roads are calculated respectively, and these target drive torques are calculated for high μ roads and low μ roads. The final target drive torque may be selected from the torques. In addition, in the calculation processing method described above, in order to prevent acceleration/deceleration shock due to sudden fluctuations in the driving torque of the engine 11, when calculating the target driving torque T0°, the target driving torque T0° is regulated by the increase/decrease tolerance TK. However, this regulation is aimed at the target longitudinal acceleration G
It is also possible to perform this for O.

Target drive torque T for this turning control. After calculating 0, TCL76 calculates these two target drive torques T. s! '
Optimal final target drive torque T from roc. is selected and output to the ECU 15. In this case, considering the running safety of the vehicle 82, the target drive torque with the smaller numerical value is output with priority. However, in general, the target drive torque T for slip control. 3 is the target drive torque T for turning control
. , the final target drive torque T is for slip control and turning control in that order. All you have to do is choose.

As shown in FIG. 34, which shows the flow of this process, the target drive torque T for slip control is set at Mll. , and target drive torque T for turning control. After calculating C, it is determined in Ml2 whether or not the slip control flag F is set, and if it is determined that the slip control flag F8 is set, the final target drive torque T0 is determined. A target drive torque T os for slip control is selected by Ml3 and outputted to the ECU 15.

On the other hand, if it is determined in step MI2 that the slip control flag F3 is not set, it is determined in MI4 whether or not the turning control flag F is set, and the turning control flag F is determined in MI4. . If it is determined that is set, the final target drive torque T.

Then, a target drive torque T0° for turning control is selected by Ml5, and this is output to ECU l5.

Also, in step M14, the turning control flag F is set. If it is determined that is not set, TCL76
At l6, the maximum torque of the engine 11 is set to the final target drive torque T. It is output to the ECU 15.

The final target drive torque T is obtained in the above manner.

On the other hand, when the engine 11 output is not reduced in time even by fully closing the throttle valve 20 via the actuator 41, or when the road surface condition suddenly changes from a normal dry road to an icy road, the TCL76 A retard ratio is set for the basic retard amount p of the ignition timing P set in the ECU 15, and this is output to the ECU I5.

The basic retardation amount pB is the maximum value of retardation that does not interfere with the operation of the engine 11, and is set based on the intake air amount of the engine 11 and the engine rotation speed N8. In addition, as the retard ratio, in this embodiment, an O level that makes the basic retard amount pB 0, an I level that compresses the basic retard amount pB to two thirds, and a basic retard amount 1)B. Output as is ■ Output the level and basic retard amount pB as is, and throttle valve 2
There are four levels set, including 0 fully closed operation and ■ level.
Basically, the retardation ratio is selected such that as the rate of change G1 of the slip amount S increases, the retardation amount becomes larger.

As shown in FIG. 35, which shows the procedure for reading out this retard ratio, the TCL 76 first sets the ignition timing control flag F at Pl.
, and it is determined at P2 whether or not the slip control flag F is set. If it is determined that the slip control flag F is set in step P2, the ignition timing control flag F is set in P3, and it is determined in P4 whether the slip amount S is less than 0km/hour. do. Further, if it is determined that the slip control flag F is not set in the step P2, the P
Move on to step 4.

If it is determined in step P4 that the slip amount S is less than Okm/hour, that is, there is no problem even if the drive torque of the engine 11 is increased, the retardation ratio is set to 0 level in P5, and this is output to the ECU 15. do. Conversely, if it is determined in step P4 that the slip amount S is equal to or greater than Okm/hour, the slip amount change rate Gs is determined to be 2.5 g in P6.
If it is determined in step P6 that the slip amount change rate G is 2.5 g or less, Pl determines whether the retardation ratio is at level ■. Determine.

Also, in step P6, the slip amount change rate G is 2.
．． If it exceeds 5g, that is, if it is determined that the front wheels 64.65 are suddenly slipping, the final target drive torque T is determined in P8. is less than 4 kgm, and if it is determined that this final target drive torque T0 is less than 4 kgm, that is, it is necessary to sharply suppress the drive torque of the engine 11, the retardation is performed at P9. The ratio is set to the ■ level and the process moves to step P7. Conversely, the final target drive torque T is determined in step P8. If it is determined that the weight is 4 kgm or more, the process directly proceeds to step Pl.

If it is determined that the retardation ratio is at the ■ level in this Pl step, the slip amount change rate G5 is Og in PIO.
Determine whether or not it exceeds. Here, if it is determined that the slip amount change rate Gs exceeds Og, that is, the slip amount S tends to increase, check whether the ignition timing control flag F is set at pH. Judging,
If it is determined in the PIO step that the slip amount change rate G is less than 0 g, that is, that the slip amount S is in a phenomenon trend, it is determined in Pl2 whether or not this slip amount S exceeds 8 km/h. judge.

If it is determined in step Pl2 that the slip amount S exceeds 8 km/h, the process moves to the pH step, and conversely, if it is determined that the slip amount S is 81 an/h or less, Pl3 At , the retardation ratio is switched from the ■ level to the ■ level, and at Pl4, it is determined whether the slip amount change rate Gs is 0.5 g or less.

Similarly, if it is determined in step P7 that the retardation ratio is not at the ■ level, the process proceeds to step P14.

At this step Pl4, the slip amount change rate G is 0.
If it is determined that the slip amount S is 5g or less, that is, the change in the slip amount S is not too rapid, it is determined at Pl5 whether the retardation ratio is at the ■ level. Further, if it is determined in step P14 that the slip amount change rate G5 is not 0.5 g or less, the retardation ratio is set to level ■ in step P16, and the process moves to step P15.

If it is determined in step Pl5 that the retardation ratio is at the ■ level, it is determined in Pl6 whether the slip amount change rate Gs exceeds Og, and conversely, the retardation ratio is at the ■level. If it is determined that the slip amount change rate Gs is not more than 0.3 g, it is determined at Pl7. If it is determined in step 6 that the slip amount change rate G does not exceed Og, that is, that the slip amount S is on a decreasing trend, PI8 determines that the slip amount S is 8 km/h. Determine whether or not it exceeds.

If it is determined in step PI3 that the slip amount S is 8 km/h or less, the retardation ratio is switched from the ■ level to the ■ level in P],9, and the above P1
Move to step 7. Further, if it is determined in step PI6 that the slip amount change rate G is 0 g or more, that is, that the slip amount S is on an increasing trend, and that slip IS exceeds 8 km/h in step PI3,
That is, when it is determined that the slip amount S is large, the process moves to the pH step.

In step P17, the slip amount change rate G is 0.
If it is determined that the slip amount S is 3 g or less, that is, that the slip amount S has almost no tendency to increase, it is determined at P2O whether the retardation ratio is at the ■ level. Conversely, if it is determined in step PI3 that the slip amount change rate G exceeds 0.3 g, that is, that the slip amount S is increasing to some extent, the retardation ratio is changed in step P21. ■Set to level.

If it is determined at P2O that the retardation ratio is at level ■, it is determined at P22 whether the slip amount change rate G exceeds Og, and if this is less than 0g, that is, the slip If it is determined that the quantity S is on a decreasing trend,
At P23, it is determined whether the slip amount S is less than 5 km/hour. If it is determined in step P23 that the slip amount S is less than 5 km/h, that is, that the front wheels 64.65 are hardly slipping, the retardation ratio is set to 0 level in P24, and this is set in the ECU 15. Output. Also, if it is determined that the retardation ratio is not at the I level in step P2O, or if the slip amount change rate G exceeds Og in step P22, that is, if the slip amount S is on an increasing trend. If it is determined, or if it is determined in step P23 that the slip ff1s is 5 km/hour or more, that is, the slip amount S is relatively large, the process moves to the pH step.

On the other hand, at this pH step, the ignition timing control flag F
If it is determined that , is set, it is determined in P25 whether or not the final target drive torque To is less than 10 kgm.

If it is determined in the pH step that the ignition timing control flag F is not set, the retardation ratio is set to 0 level in P26, and then the process moves to step P25.

Then, in this P25, the final target drive torque T is determined. is l0
kgm or more, that is, if it is determined that the engine 11 is generating a somewhat large driving force, it is determined in P27 whether or not the retardation ratio is at the ■ level, and this retardation ratio is determined as ■.
If it is determined that the delay angle is level, the retardation ratio is reduced to level in P28 and outputted in P15.

The final target drive torque T is obtained in step P25. If it is determined that the power is less than 0 kgm, or if it is determined in step P27 that the retardation ratio is not at level ■, check in P29 whether the hydraulic automatic transmission [3] is shifting. judge. If it is determined that the hydraulic automatic transmission 13 is shifting, it is determined at P2O whether the retardation ratio is at the ■ level, and at this P2O step, the retardation ratio is at the ■ level. If it is determined that this is the case, the retardation ratio is reduced to the ■ level in P31, and this is output to the ECU 15. In addition, if it is determined in the step P29 that the hydraulic automatic transmission 13 is not shifting, or if it is determined in the step P2O that the retardation ratio is not at the The set retardation ratio is directly output to the ECU 15.

For example, if the ECU angle ratio is set in step P9, the slip amount change rate Gs is Og.
and the slip amount S exceeds 8 km/h, that is, the increase rate of the slip amount S is rapid, the final target drive torque T0 is less than 10 kgm, and the front wheel 64. If it is determined that it is difficult to sufficiently suppress the slip of the throttle valve 20, the retardation ratio of the level ■ is selected to force the opening of the throttle valve 20 to the fully closed state, thereby suppressing the occurrence of slip at its initial stage. We are trying to suppress it efficiently in stages.

The ECU 15 calculates the ignition timing P and the basic retardation amount p, based on a map (not shown) regarding the ignition timing P and the basic retardation amount pB, which are set in advance based on the engine speed N8 and the intake air amount of the engine 11. is read out based on the detection signal from the crank angle sensor 62 and the detection signal from the airflow sensor 70, and is corrected based on the retardation ratio sent from the TCL 76 to calculate the target retardation amount p0. .

In this case, the target retardation amount p is set in accordance with the upper limit temperature of the exhaust gas that does not damage the exhaust gas purification catalyst (not shown). An upper limit value is set, and the temperature of this exhaust gas is detected by a detection signal from the exhaust temperature sensor 74.

Note that if the cooling water temperature of the engine 11 detected by the water temperature sensor 71 is lower than a preset value, retarding the ignition timing P may induce knocking or stalling of the engine 11. The retarding operation of the ignition timing P shown below will be canceled.

Target retard amount p in this retard control. As shown in FIG. 36, which shows the calculation procedure, the ECU 15 first determines in Ql whether or not the slip control flag F is set, and if the slip control flag F is set. If it is determined that, in Q2, it is determined whether the retardation ratio is set to the ■ level.

If it is determined that the retardation ratio is at the ■ level in step Q2, the basic retardation amount pB read from the map in Q3 is directly set as the target retardation amount p. The ignition timing P is retarded by the target retard amount p0. Furthermore,
Final target drive torque T. Throttle valve 2 regardless of the value of
In Q4, the duty ratio of the torque control solenoid valves 5], .

If it is determined in step Q2 that the retardation ratio is not at the ■ level, it is determined in Q5 whether or not the retardation ratio is set to It L-bell. And this Q5
If it is determined that the retardation ratio is at level ■ in step Q3, the basic retardation amount p, which read out the target retardation amount p0 from the map in Q6, is used as the target retardation as in step Q3. The ignition timing P is used as the target retard amount p0. only to be delayed. Furthermore, the ECU 15 sets the target drive torque T at Ql. Torque control solenoid valve 51 according to the value of S
．． The duty rate of engine 1 is set at 07, and the duty rate of engine 1 is set at 07.
Reduce the driving torque of 1.

Here, the ECU 15 stores a map for determining the throttle opening angle θ using the engine speed NE and the driving torque of the engine II as parameters, and the ECU 15 uses this map to calculate the current engine speed N8 and the engine speed. This target drive torque T. The target throttle opening degree θ1° corresponding to S is read out.

Next, the ECU 15 determines the deviation between the target throttle opening θTO and the actual throttle opening θ1 output from the throttle opening sensor 67, and adjusts the duty ratio of the pair of torque control solenoid valves 51 and 56 to match the deviation. Plunger 5 of each torque control solenoid valve 51.
2. Apply current to solenoid 57, actuator 4
1, the actual throttle opening θ1 is controlled to decrease to the target throttle opening θ1°.

Note that the target drive torque T. , when the maximum torque of the engine 11 is output to the ECU 15, the ECU 15 reduces the duty rate of the torque control solenoid valve 51, 56 to the 0% side, and adjusts the driving torque according to the amount of depression of the accelerator pedal 31 by the driver. is generated in the engine 11.

If it is determined in step Q5 that the retardation ratio is not at the ■ level, it is determined in Q8 whether or not the retardation ratio is set to level. If it is determined in step Q8 that the retardation ratio is set to Lebel,
Target retardation amount p. is set as shown below to retard the ignition timing P by the target retardation amount p0, and then proceed to step Q7.

On the other hand, if it is determined that the retardation ratio force is not at the level of the retardation ratio (■ level) at step Q8, the target retardation amount p is set at QIO.
It is determined whether or not 0 is 0, and if it is determined that it is 0, the process moves to step Q7 and the target drive torque T is set without retarding the ignition timing P. The duty ratio of the torque control solenoid valves 51 and 56 is set according to the value of 8, and the driving torque of the engine 11 is reduced regardless of the amount of depression of the accelerator pedal 31 by the driver.

If it is determined in the QIO step that the target retardation amount 1)o is not 0, the target retardation amount p0 is changed by ramp control, for example, by 1 at every sampling period Δ of the main timer in Qll. degree p. Continue subtracting until = 0,
Engine] After reducing the shock caused by the fluctuation of the drive torque in step 1, the process moves to step Q7.

Note that the slip control flag F is set in step Q1.
If it is determined that s has been reset, the engine 11
Normal driving control that does not reduce the drive torque of Q
12, set p, = o and do not retard the ignition timing P, Q1
By setting the duty rate of the torque control solenoid valves 51 and 56 to 0% at 0%, the engine 11 generates a driving torque corresponding to the amount of depression of the accelerator pedal 31 by the driver.

<Effects of the Invention> According to the vehicle output control device of the present invention, the target drive wheel speed setting means sets the target drive wheel speed based on the traveling speed of the vehicle, and the engine speed is adjusted according to the target drive wheel speed. A reference drive torque is set by a reference drive torque setting means, a target drive torque of the engine is set by the target drive torque setting means based on the reference drive torque and the slip pattern of the drive wheels, and the drive torque of the engine is set by the target drive torque. Since the operation of the torque reduction means is controlled by the torque control unit, the correction factor for control can be reduced compared to the conventional system, and there is no need to worry about control delays or processing equipment. There are almost no problems such as increased costs (and the vehicle can run safely while avoiding energy loss).

[Brief explanation of drawings]

FIG. 1 is a conceptual diagram of an embodiment in which the vehicle output control device according to the present invention is applied to a front-wheel drive vehicle incorporating a hydraulic automatic transmission with four forward speeds and one reverse speed, and FIG. 2 is a schematic diagram of its configuration. 3 is a sectional view showing the drive mechanism of the throttle valve, FIG. 4 is a flowchart showing the overall flow of the control, FIG. 5 is a flowchart showing the flow of neutral position learning correction of the steering shaft, and FIG. The figure shows a map showing the relationship between vehicle speed and variable threshold value, Figure 7 is a graph showing an example of the amount of correction when learning and correcting the neutral position of the steering shaft, and Figure 8 shows the calculation procedure for target drive torque for slip control. Fig. 9 is a map showing the relationship between vehicle speed and correction coefficient, Fig. 10 is a map showing the relationship between vehicle speed and running resistance, and Fig. 11 is a map showing the relationship between steering shaft turning amount and correction torque. 12 is a map that regulates the lower limit value of the target drive torque immediately after the start of slip control, and FIG. 13 is a graph showing the relationship between the coefficient of friction between the tire and the road surface and the slip rate of this tire.
FIG. 14 is a map showing the relationship between the target lateral acceleration and the slip correction amount accompanying acceleration, FIG. 15 is a map showing the relationship between the lateral acceleration and the slip correction amount accompanying turning, and FIG. A circuit diagram for detecting an abnormality, Fig. 17 is a flowchart showing the flow of abnormality detection processing of the steering angle sensor, Fig. 18 is a map showing the relationship between vehicle speed and correction coefficient, and Fig. 19 is a lateral acceleration selection procedure. 20 is a map showing the relationship between the slip amount and the proportionality coefficient, FIG. 21 is a map showing the relationship between vehicle speed and the lower limit of the integral correction torque, and FIG. 22 is a map showing the increase/decrease in the integral correction torque. A graph showing the area, Fig. 23 is a map showing the relationship between each gear stage of the hydraulic automatic transmission and the correction coefficient corresponding to each correction torque, and Fig. 24 shows the relationship between the engine speed, required driving torque, and accelerator opening. 25 is a flowchart showing the flow of slip control, FIG. 26 is a flowchart showing the procedure for calculating the target drive torque for turning side view,
Figure 27 is a map showing the relationship between vehicle speed and correction coefficient.
Figure 8 is a graph showing the relationship between lateral acceleration and steering angle ratio to explain the stability factor, Figure 29 is a map showing the relationship between target lateral acceleration, target longitudinal acceleration, and vehicle speed, and Figure 30 is lateral acceleration. Figure 31 is a graph showing an example of the procedure for learning and correcting the fully closed position of the accelerator opening sensor, and Figure 32 is a graph showing the learning correction procedure for the fully closed position of the accelerator opening sensor. A flow chart showing another example of the supplementary IF flow, Fig. 33 is a flow chart showing the flow of turning side value, Fig. 34 is a flow chart showing the flow of the final target torque selection operation, and Fig. 35 is a flow chart showing the flow of the turning side value. FIG. 36 is a flowchart showing the flow of the ratio selection operation, and FIG. 36 is a flowchart showing the procedure on the output side of the engine. Also, in the figures, 11 is the engine, 13 is the hydraulic automatic transmission, 15 is the ECU, 16 is the hydraulic control device, 20 is the throttle valve, 23 is the accelerator lever, and 24 is the throttle lever.
31 is an accelerator pedal, 32 is a cable, 34 is a claw part,
35 is a stopper, 4J is an actuator, 43 is a control rod, 47 is a connecting pipe, 48 is a vacuum tank, 49 is a check valve, 50.55 is a pipe, 51° 56 is a torque control solenoid valve, 60 is a solenoid valve, 61 is a spark plug, 62 is a crank angle sensor, 64°, 65 is a front wheel, 66 is a front wheel rotation sensor, 67 is a throttle opening sensor, 68 is an idle switch, 70 is an air flow sensor, 71 is a water temperature sensor, 7
4 is an exhaust temperature sensor, 75 is an ignition key switch, 76 is a TCL, 77 is an accelerator opening sensor, 78.7
9 is the rear wheel, 80.81 is the rear wheel rotation sensor, 82 is the vehicle,
83 is a steering shaft, 84 is a steering angle sensor, 85 is a steering handle, 86 is a steering shaft reference position sensor, 87 is a communication cable, 104, 105, 1.17, 135 is a multiplication unit, 106
．． 131 is a differential operation section, 107 and 110 are clip sections,
108 and 123 are filter parts, 109 is a torque conversion part,
111 is a running resistance calculation unit; 112, 114, and 119 are addition units; 113 is a cornering drag correction amount calculation unit;
15 is a variable clip section, 116, 121, 124 are subtraction sections, 118 is an acceleration correction section, 120 is a turning correction section, 12
2 is a lateral acceleration calculation unit, A (Oster stability factor, b is the tread, F is the ignition timing control flag, Fs
is the slip control flag, G is the actual front wheel acceleration, GK
, -+ G KF is the front wheel acceleration correction amount, G is the slip amount change rate, G XF is the corrected longitudinal acceleration, G XO is the target longitudinal acceleration, G y7 is the target lateral acceleration, g is the gravitational acceleration, N is the engine rotation number, P is the ignition timing, pB is the basic retard amount, p. is the target retardation amount, r is the wheel effective radius, So is the target slip ratio, S is the slip amount, T is the standard driving torque, Tc is the cornering drag compensation, iTE) - Luk, 'FD is the differential correction torque, T4 is Demand drive 1 ~ torque, 1゛1 is integral correction torque, ]゛. is the final target drive torque, To. is the target drive torque for turning control, Tos is the target drive torque for slip control, T is the proportional correction torque, TPID is the final correction torque, T and I are the running resistance, Δt is the sampling period, ■ is the vehicle speed, ■, is Actual front wheel speed, ■. , ■, 3 is the target front wheel speed, V K + V KC is the slip correction amount, VR
L is left rear wheel speed, VRR is right rear wheel speed, ■, vehicle speed for slip control, Wb is vehicle weight, δ is front wheel steering angle, δ□ is steering shaft turning angle, ρ is differential gear reduction ρ is an integral correction coefficient, ρKP is a proportional correction coefficient, ρ4 is a gear ratio of the hydraulic automatic transmission, and ρ□ is a torque converter ratio. Patent Applicant Mitsubishi Motors Corporation Agent Patent Attorney Hidetoshi Mitsuishi (and 1 other person) Fig. Mi! ! Driving - Figure: Vehicle speed V (Km/h) Figure: Vehicle speed V (Km/h) Figure: Rudder shaft rotation ^δH (degrees) Figure: Elapsed time after starting (seconds) Figure: Slip rate of the tire S Figure Target lateral acceleration GYO (g) Figure Figure Figure Vehicle speed V (Km/h) Figure 1 Figure Slip amount S (Km/h) Figure Vehicle speed V (Km/h) Figure Figure Figure Diagram: Diagram: Lateral acceleration Gy (g) Diagram: Vehicle speed V (Km/h) Diagram: Diagram: Procedure amendment document 1991

Claims (1)

[Claims] A torque reduction means for reducing the drive torque of the engine independently of the operation by the driver; a reference drive torque setting means for setting a reference drive torque for the engine based on the running speed of the vehicle; and a reference drive torque setting. target drive torque setting means for setting a target drive torque of the engine based on the circumferential speed of the drive wheels from a reference drive torque set by the means; and a drive torque of the engine being set by the target drive torque setting means. a torque control unit that controls the operation of the torque reduction means so as to achieve a target drive torque; a steering angle sensor that detects a steering amount for a steering wheel of the vehicle; An output control device for a vehicle, comprising cornering drag correction means for correcting the reference driving torque of the engine so as to increase based on a signal.