JPH0422746A - Fully closed acceleration position learning device of vehicle - Google Patents

Abstract

PURPOSE:To detect a required full close position for compensating acceleration opening by comparing a minimum value clip-processed with a previous full close value, and making a value which is obtained after the previous full close value is shifted to the minimum value side, the present full close value. CONSTITUTION:A hydraulic automatic transmission 13 is controlled via a hydraulic controller 16 by an electric control unit 15 which controls an operation condition of an engine 11. To a torque calculation unit 76 which calculated a target driving torque of the engine 11, an output signal from an acceleration opening sensor 77 and the like is sent. In this case, in the electric control unit 15, a minimum value of output of the acceleration opening sensor 77 is detected under the ON-condition of an idle switch 68, and while a timer calculates a specified time. A clip processing is performed in the detected minimum value by lower and upper limit clip value. The minimum value clip-processed is compared with the previous full close value, and a value obtained by shifting the previous full close value to the minimum value side becomes present full close values.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to a device for determining, by learning, a full-open position, which is a reference for correcting the output of an accelerator opening sensor (also referred to as an accelerator position sensor: APS). The present invention is useful for application to a vehicle output control device that quickly reduces the driving torque of the engine when the vehicle accelerates, turns, etc., and allows the vehicle to travel safely.

<Prior art> When the road surface conditions change rapidly while the vehicle is running, or when the vehicle runs on a slippery road surface with a low coefficient of friction, such as a lightning road or an icy 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 was able to select between driving using this output control device as needed, and normal driving in which the engine's output was controlled in response to pressing the accelerator pedal. Something is being announced.

Among the methods related to output control of a vehicle based on the viewpoints mentioned above, conventionally known methods set the driving torque of the engine according to the running condition of the vehicle, while controlling the rotational speed of the driving wheels. The rotation speed of the driven wheel is detected, and the difference in the rotation speed between the drive wheel and the driven wheel is regarded as the slip amount of the drive wheel.
The target drive torque is corrected in accordance with this amount of slip.

Additionally, for safety when turning, the target drive torque may be set based on lateral acceleration and controlled independently of the accelerator pedal.

<Problem to be solved by the invention> In this case, it is impractical to completely ignore the driving torque requested by the driver, so the driving torque required by the driver is determined from the engine speed and the accelerator opening. If the required drive torque is smaller than the corrected target drive torque, the required drive torque may be adopted, and in the opposite case, the target drive torque may be corrected according to the required drive torque.

However, the output of the accelerator opening sensor does not necessarily accurately represent the accelerator opening. In other words, there is naturally a certain proportional relationship between the output of the accelerator opening sensor and the accelerator opening, and normally the accelerator opening sensor is set so that the sensor output is a constant value when the accelerator is fully closed. Can be assembled. However, when the accelerator opening sensor is removed and reassembled for vehicle inspection and maintenance, it is time-consuming and difficult to accurately return the accelerator opening sensor to its original condition. You could say it's impossible. Furthermore, there is a risk that the position of the accelerator opening sensor may shift due to aging or other factors.

In the end, the output of the accelerator opening sensor force is not always correct, so please use some method to detect the fully open position.
It is necessary to correct the accelerator opening degree.

An object of the present invention is to provide a device that detects, by learning, a fully closed position necessary for correcting the accelerator opening.

Means for Solving the Problems> The device for learning the fully closed position of a vehicle accelerator according to the present invention has an accelerator opening sensor, an ignition key switch, an idle switch, and an ignition key switch that have a constant state when they change from on to off. a timer that starts counting time; further, means for detecting the minimum value of the output of the accelerator opening sensor while the idle switch is in the on state and the timer is counting the predetermined time; means for clipping the minimum value using lower and upper clip values; comparing the clipped minimum value with the previous fully closed value;
The present invention is characterized by comprising means for setting a value obtained by shifting the previous fully closed value by a certain value toward the minimum value as the current fully closed value.

Turning the ignition key switch from on to off not only means that the engine stops, but also means that the driver (the driver) has no intention of continuing to drive the vehicle; Therefore, the 31st
As shown in the figure, the output of the accelerator opening sensor 77 begins to decrease to 1 even though there is some fluctuation before the engine completely stops. Therefore, basically, it can be determined that the minimum sensor output θAL within a certain period of time after the ignition key switch 75 changes from on to off is the accelerator fully closed value. However, since it is not always the case that the driver does not press the accelerator pedal, the minimum value θAL is detected on the condition that the idle switch 68 remains on even during a certain period of time. In this case, the certain period of time may be within the time period that guarantees the functionality of this device even if the ignition key switch 75 is turned from on to off, for example, 2 seconds, and the engine is completely shut down between the two seconds. Stop.

Basically, the minimum value θAL of the sensor output is considered to be the fully closed value, but if the sensor is malfunctioning as it is, it will be directly affected and cause a big error. Clip the upper and lower limits,
Reduce its impact.

Also, each time the minimum value θAL is determined, it is set as the n-th full-open value θヮ. . , but the minimum value may change significantly every n times of detection due to disturbances or the like. Therefore, in order to avoid errors caused by this, the previous fully closed value θAC(.□11 and the current minimum value θ6. , is shifted by a certain value toward the current minimum value eAL, and the value is set as the current fully closed value θACl,l.

Using the full opening value θ obtained through learning in this way, the accelerator opening obtained from the accelerator opening sensor 77 or C(nl) is corrected, and excessive slip is suppressed by controlling the throttle valve and ignition timing retardation. The present invention can be applied to a device or a device that suppresses excessive acceleration during turning acceleration by controlling a throttle valve, so that the driver's required driving torque is calculated from the engine rotation speed and the corrected accelerator opening degree. I can do it.

<Embodiment> The first embodiment represents the concept of an embodiment in which the present invention is applied to a vehicle output control device and further applied to a front wheel drive type vehicle incorporating an automatic transmission with four forward speeds and one reverse speed. As shown in FIG. 2 and the schematic structure of the vehicle, an input shaft 14 of a hydraulic automatic transmission 13 is connected to an output shaft 12 of an engine 11. As shown in FIG. This hydraulic automatic transmission 13 is an electronic control unit (hereinafter referred to as ECU) 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. ) 15, a predetermined gear stage is automatically selected via a hydraulic control device 16. The specific structure and operation of this hydraulic automatic transmission 13 are disclosed in, for example, Japanese Patent Laid-Open No. 58-54270 and Japanese Patent Laid-Open No. 61-31.749.
As is already well known in the above publications, the hydraulic control device 16 includes a device (not shown) for engaging and disengaging a plurality of friction engagement elements that constitute a part of the hydraulic automatic transmission 13. A pair of shift control solenoid valves is incorporated, and the ECU controls the on/off operation of energizing these shift side solenoid valves.
15, a shift operation to any one of four forward speeds and one reverse speed can be achieved smoothly.

In the middle of the intake pipe 18 connected to the combustion chamber 17 of the engine 11, there is an intake vent ll51 formed by the intake pipe 18.
A throttle body 21 incorporating a throttle valve 2o that adjusts the amount of intake air supplied into the combustion chamber 17 by changing the opening degree of the combustion chamber 9 is interposed. As shown in FIG. 1 and FIG. 3, which shows an enlarged cross-sectional structure of the cylindrical throttle body 21, both ends of a throttle shaft 22, to which a throttle valve 20 is integrally fixed, are rotatable in the throttle body 21. freely supported. At one end of this throttle shaft 22 protruding into the intake passage 19, there is an accelerator lever.
23 and the throttle lever 24 are coaxially fitted together.

The cylindrical portion 2 of the throttle lever 22 and the accelerator lever 23
A bush 26 and a spacer → J27 are interposed between the accelerator lever 23 and the throttle shaft 2.
2, it can be rotated freely in parentheses. Further, a washer 28 and a nut 29 attached to one end of the throttle shaft 22 prevent 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 n-th 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
means that the throttle L// is moved 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 set in a positional relationship such that they lock with each other.

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 connected to the throttle shaft 22 via a pair of cylindrical spring receivers 37 and 38 fitted to the throttle shaft 22.
It is installed coaxially with 2. 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. Torsion coil spring 4 for giving a day tent feeling to the pedal 31
0 is attached to the cylindrical portion 25 of the accelerator lever 23 via 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 is provided with the torsion coil spring 3.
A compression coil spring 45 is incorporated in all six valves to press the stopper 35 of the throttle lever 24 against the claw portion 34 of the collar 33 and bias the throttle valve 20 in the direction of opening.

The spring force of the torsion coil spring 40 is set larger than the sum of the spring forces of these two springs 36 and 45, so that the throttle valve 20 will not open unless the accelerator pedal 31 is depressed. ing.

A vacuum tank 48 communicates with a surge tank 46 connected to the downstream side of the throttle body 2 and forming a part of the intake vent 1R119 via a 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 between the vacuum tank 48 and the surge tank 46 .

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 first pressure chamber 44 is in communication with the second pressure chamber 44 via a pipe 50, and a first torque control ffi magnetic valve 51 of a type that is closed when energized is provided in the middle of the pipe 50. In other words, a sliding spring 54 is incorporated in this solenoid valve 51 for controlling the lue, which biases the plunger 52 against the valve seat 53 so as to close the piping 50.

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 are connected to the ECU 15, respectively, and the torque control solenoid valves 51 and 56 are energized based on commands from the ECU 15.

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

For example, when the duty rate of the torque control electromagnetic fp51.56 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, The opening degree corresponds to the amount of depression of the accelerator pedal 31 on a one-to-one basis. Conversely, if the duty rate of the torque control solenoid valve 51.56 is 1
In the case of 00%, the pressure chamber 44 of the actuator 41 becomes a negative pressure almost equal to the pressure in the vacuum tank 48, and the control rod 43 is pulled up diagonally to the left in FIG. It is closed regardless of the amount of depression, 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 opening degree of the throttle valve 20 is changed, which is related to the amount of depression of the accelerator pedal 31. You can adjust it as you like.

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 31 and the other throttle valve only to the actuator 41, and control these two throttle valves independently.

On the other hand, on the downstream end side of the intake pipe 18, 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 four-cylinder internal combustion engine (assuming a four-cylinder internal combustion engine) and whose duty is controlled by the ECU 1,5. In other words, by controlling the opening time of the solenoid valve 6°,
The amount of fuel supplied to the combustion chamber 17 is adjusted to TA, and the fuel is ignited by the spark plug 61 within the combustion chamber 17 at a predetermined air-fuel ratio.

The ECU 15 includes a crank angle sensor 62 attached to the engine 11 to detect 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, a throttle opening sensor 67 attached to the throttle body 21 to detect the opening of the throttle lever 24, and a throttle valve 2o.
In addition to the idle switch 68 that detects the fully closed state of the engine, there is also a near flow sensor such as a Karman vortex flow meter that is installed in the air cleaner 69 at the tip of the intake pipe 18 and detects the amount of air flowing into the combustion chamber 17 of the engine 11. 70, a water temperature sensor 71 that is assembled to the engine 11 and detects the cooling water temperature of the engine 11, and an exhaust passage 7 that is assembled in the middle of the exhaust t72.
Exhaust fan sensor 7 that detects the temperature of exhaust gas flowing through 3
4 and an 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 fan sensor 74 and the ignition key switch 75 are respectively sent to the ECtJ15.

In addition, the differential torque calculation unit (hereinafter referred to as TCI-) 76 that calculates the target driving torque of the engine 11 has the following functions:
The throttle opening sensor 67 and the idle switch 6
8, an accelerator opening sensor 77 is attached to the throttle body 21 and detects the opening of the accelerator lever 23.
, rear wheel rotation sensors 80 and 81 that detect the rotational speed of a pair of left and right rear wheels 78 and 79, which are driven wheels, respectively, and a steering shaft 83 when turning with the vehicle 82 traveling straight as a reference.
a steering angle sensor 84 that detects the turning angle of the steering wheel, and a steering wheel that detects the normal phase every 360 degrees of the steering handle 85 that is integrated with the steering shaft 83 (the phase that causes the vehicle 82 to travel almost straight is included in the kneading). The axis reference position sensor 86 is connected, and these sensors 7? , 80, 81, 84.86, respectively.

The ECU 15 and the TCL 76 are connected via a communication cable 87, and the ECU 15 transmits the operation of the engine 11 such as the engine rotation speed, the output shaft 630 rotation speed of the hydraulic automatic transmission 8113, and the detection signal from the idle switch 68. Status information is sent to TCL 76. On the other hand, this TCL from TCL76? Information regarding the target drive torque and the ignition timing retardation ratio calculated in step 6 is sent to the ECU 15.

In this embodiment, when the longitudinal slippage of the front wheels 64 and 65, which are the driving wheels, becomes larger than a preset plate, 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 (slip, hereinafter referred to as lateral acceleration) generated in the vehicle during turning are Engine 1 when control is performed to prevent the vehicle from deviating from the turning path by reducing the driving torque of engine 11 when the torque exceeds a preset value (hereinafter referred to as turning control)
The target drive torque of 1 is calculated by the TCL76, and the optimal final drive torque is calculated from these two target drive torques! jA
w1. The dynamic torque is selected so that the driving torque of the engine 11 can be reduced as necessary. Further, 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 actuator 41, a target retard amount of the ignition timing is set, and the driving torque of the engine 11 is quickly reduced. I'm trying to do what I can.

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. 8, 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. ,, Optimum final target drive torque T from Toc. Je is selected so that the driving torque of the engine 11 can be reduced as necessary.

Specifically, the control program of this embodiment is started by turning on the ignition key switch 75, and at step M, the initial value of the steering shaft turning position δ1° is read and various flags are reset). Initial settings such as starting the main timer count every 15 milliseconds, which is the sampling period, 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
3 neutral position δ. is learned and corrected in M3. This vehicle 8
Neutral position δ of the steering shaft 83 of No. 2. For example, ECU 15 or TC
Since it is not stored in the memory (not shown) in L76,
The initial value δ is read each time the ignition key switch 75 is turned on, 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 when performing slip control to regulate the drive torque of the engine 11 based on the detection signal from the front wheel rotation sensor 6 and the detection signal from the rear wheel rotation sensor 80, 81 at M4. Torque T. 6, M5
Target drive torque T of the engine 11 when turning control is performed 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. Calculate 0.

Then, at M6, TCL76 sets these target drive torques T. ,, Optimum final target drive torque T from Too. is selected by the method described below, mainly considering safety. Furthermore, when starting suddenly or when the road surface conditions suddenly change from a normal dry road to an icy road, there is a risk that the output reduction of the engine 1 may not be achieved in time even by fully closing the throttle valve 20 via the actuator 41. Because there is, front wheel 64 in M7
, 65, a retardation ratio for correcting the basic retardation amount p is selected based on the rate of change G of the slip amount S of , 65, and these final target drive torques T are selected. Data regarding the retardation ratio of the basic retardation amount p and the basic retardation amount p are 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
1 and 5 are a pair of torque control solenoid valves 51 and 5 so that the drive torque of the engine 11 becomes the final target drive torque T0.
56 duty rate, and further a basic retard amount p.

Based on the data regarding the retardation ratio of this ECU 15
A target retard amount p0 is calculated within the range, and the ignition timing P is adjusted to the target retard amount p as necessary. This allows the vehicle 82 to travel 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 0%, 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 the ignition key switch 75. Repeat until it turns off.

By the way, engine 1 is controlled by turning at step M5.
When calculating the target drive torque T0° of 1, TCL76
calculates the vehicle speed V based on the detection signals from the pair of rear wheel rotation sensors 80 and 81 using the following formula (1), and calculates the steering angle δ of the front wheels 64 and 65 based on the detection signal from the steering angle sensor 84 using the following formula. (2), and the target lateral acceleration G7o of the vehicle 82 at this time is determined from the following equation (3).

However, V RL p V RR is the circumferential speed of the pair of left and right rear wheels 78.79 (hereinafter referred to as rear wheel speed), ρ1. is the steering gear gear ratio, δ is the turning angle of the steering shaft 83, ! is the wheel base of the vehicle 82, and A is a stability factor of the vehicle 82, which will be described later.

It is clear from Equation (3) that the steering shaft 8
If the neutral position δ of No. 3 changes, a deviation occurs between the turning position δ of the steering shaft 83 and the actual steering angle δ of the front wheels 64 and 65, which are the steering shafts. As a result, there is a possibility that the target lateral acceleration G7o of the vehicle 82 cannot be calculated accurately, making it difficult to perform turning control favorably. Moreover, in this embodiment, during the slip control in step M4, the cornering drag correction means, which will be described later, corrects the reference drive torque of the engine 11 based on the turning angle δ of the steering shaft 83. , there is a possibility that slip control may not be performed satisfactorily.

For this reason, the neutral position δ of the steering shaft 83 is set to M3.
It is necessary to perform learning correction in the step.

As shown in FIG. 5, which shows the procedure for learning and correcting the neutral position δ of the steering shaft 83, the TCL 76 turns at Hl!
1IIIllIII Medium flag F. Determine whether or not is set. If it is determined in this step H1 that the vehicle 82 is under turning control, the engine 11
The output is the neutral position δ of the steering shaft 83. There is a risk that the learning correction may cause a sudden change and worsen the ride comfort.
Neutral position δ of the steering shaft 83. Learning correction is not performed.

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 δ of the steering shaft 83 is performed. ．． [Based on the detection signal from 1, H
21 Trowel neutral position δ. The vehicle speed V for learning and turning control to be described later is calculated using the above equation (1).

Next, TCL76 rear wheel speed VF+L” RF at H3
l difference (hereinafter referred to as rear wheel speed difference) 1vML-
After calculating vl, l, , 1, the TCL 76 determines the reference position δ of the steering shaft 83 using the steering shaft reference position sensor 86 at H4.
Whether the learning correction of the neutral position δ has been performed in a state in which δ is detected, and whether the steering angle neutral position learned flag FH7 is set in a state in which the reference position δ of the toe opening steering shaft 83 is detected. Determine whether or not.

Immediately after the ignition key switch 75 is turned on, the steering angle neutral position learned flag FHN is not set.
That is, since the neutral position δ is learned for the first time, the steering shaft turning position δ□ is calculated this time in H5. , is the previously calculated steering shaft turning position δ, . 1. Determine whether it is equal to or not.

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.

If it is determined in step H5 that the steering shaft turning position δ calculated this time is equal to the steering shaft turning position δ calculated last time, m(n-11) In H6, the vehicle speed ■ is set to the preset threshold ■ This operation is performed until the vehicle 82 reaches a certain high speed because the rear wheel speed difference due to steering is 1■FIL-■FI.
1. This is necessary because the threshold value VA+ cannot be detected, and the threshold value VA+ is appropriately set, for example, to 10 km/h, through experiments or the like based on the driving characteristics of the vehicle WI82.

If it is determined in step H6 that the vehicle speed ■ is equal to or higher than the threshold value vA, the TCL76 sets the rear wheel speed difference IVRL-V□1 at Hl to a preset value, for example, 0.31 per hour.
Whether it is smaller than the threshold ■ such as on, that is, the vehicle 82
Determine whether or not the vehicle is traveling straight. Here, the reason why 14 value V is not equal to Qk+a per hour is that the left and right rear wheels are 78.7
If the air pressures of the tires 9 are not equal, even though the vehicle 82 is traveling straight, the pair of left and right rear axles 78.79
This is to avoid determining that the vehicle 82 is not traveling straight due to discrepancies in the circumferential velocities VRL and VR.

Note that when the air pressures of the left and right rear wheels 7B and 79 are not equal, the rear wheel speed difference 1v, lL'pHl' is the vehicle speed V.
Since it tends to increase in proportion to , B's II value vx
For example, the vehicle speed may be mapped as shown in FIG. 6, and the threshold value VX may be read out from this map based on the vehicle speed V.

In this Hl step 1 [Quick writing IVPIL-V,.

is less than the threshold value ■8, the steering shaft reference position sensor 86 detects the reference position δ7 of the steering shaft 83 at H8. is detected. If it is determined that the steering shaft reference position sensor 86 detects the reference position δ8 of the steering shaft 83 in Step B H8, that is, that the vehicle 82 is traveling straight, then the TCL 76 is detected in H9. A built-in first learning timer (not shown) starts counting.

Next, the TCL 76 uses the HIO to determine whether 0.5 seconds have passed 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, the vehicle speed ■ is set to the threshold value V in Hll.
Determine whether it is larger than A. If it is determined in this Hll step that the vehicle speed ■ is greater than the threshold value VA,
Rear wheel speed difference I VRL "PR" at Hl2
．． It is determined whether or not it is less than a threshold value (6) such as 1 km.

At this step H12, the rear wheel speed difference "R1, -■RR
If it is determined that l is less than the threshold V, 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 elapsed 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 second learning timer is activated. - If 5 seconds have not elapsed since the start, return to step H2 and proceed from step H2 to H1.
The operations up to step 4 are repeated.

In step H8 during this repeated operation, the steering shaft reference position sensor 86 detects the reference position δ1 of the steering shaft 83. is detected, the first learning timer starts counting at step H9, and at Hlo, when 0.5 seconds have elapsed since the start of counting of this first learning timer, that is, when the vehicle If it is determined that the straight running state of 82 continues for 0.5 seconds, the steering angle neutral position learned flag FHN is set in the state in which the reference position δ□ of the steering shaft 83 is detected in H15, and
In step 16, it is further determined whether the steering angle neutral position learned flag FM is set in a state where the reference position δ8 of the steering shaft 83 is not detected. Also, in step H14, it is determined that 5 seconds have elapsed since the second learning timer started counting, and in this case also, the process moves to step B H16.

In the above operation, the steering angle neutral position learned flag FH is not set in a state where the reference position δ8 of the steering shaft 83 has not been detected yet, so in this step H16, the state where the reference position δ6 of the steering shaft 83 is not detected. The neutral position δ in a state where the steering angle neutral position learned flag FH is not set, that is, the reference position δ8 of the steering shaft 83 is detected.

It is determined that this is the first time learning is performed, and in H17, the current steering shaft turning position δ, is determined. , to the new neutral position δ-1 of the steering shaft 83
, and reads this into the memory in the TCL 76 and sets the steering angle neutral position learned flag FH in a state where the reference position δ7 of the steering shaft 83 is not detected.

After setting the new neutral position δ of the steering shaft 83 in this way, the turning angle δ of the steering shaft 83 is determined based on the neutral position δ of the steering shaft 83.

At the same time, the count of the learning timer is cleared in H18, and the steering angle neutral position learning is performed again.

Note that the steering shaft turning position δ is calculated this time in step H5. ,. ) is the previously calculated steering shaft turning position δ
If M (11-11) is determined to be not equal to
If it is determined that VRL 'IIIQ' is unreliable, or at step H12, the rear wheel speed difference "RL"
If it is determined that "R□1 is larger than the threshold value ■3", since the vehicle 82 is not traveling straight, the process moves to step 818.

Also, at step H7 above, the rear wheel speed difference is 1vRL■FIR
' is larger than the threshold value ■A, or if it is determined that the steering shaft reference position sensor 86 has not detected the reference position δ7 of the steering shaft 83 in step H8, H19
The count of the first learning timer is cleared in step H1l, but even if it is determined in step H6 that the vehicle speed is less than the threshold value vA,
Since it cannot be determined that the vehicle 82 is traveling straight,
Move to step ll.

On the other hand, in step H4, the reference position δ of the steering shaft 83 is
8 is detected, the steering angle neutral position learned flag F,
is set, that is, the neutral position δ is learned for the second time or later, it is determined whether the steering shaft reference position sensor 86 detects the reference position δ8 of the steering shaft 83 in H20. Determine. If it is determined that the steering shaft reference position sensor 86 has detected the reference position δ8 of the steering shaft 83 in step B H20, the vehicle speed V is greater than the preset threshold value VA in I]21. Determine whether or not.

If it is determined in step H21 that the vehicle speed ■ is equal to or higher than the threshold value vA, the TCL76 checks in H22 whether or not the rear wheel speed difference IVFIL-V□1 is smaller than the threshold value ■8, that is, the vehicle 82 Determine whether or not the vehicle is traveling straight. Then, at the H22 step with the rear wheel speed difference 1 ■R
If it is determined that L-■AFT is smaller than the threshold value ■8, the steering shaft turning position δ1° calculated this time in H23.

It is determined whether or not is equal to the previously calculated steering shaft turning position δ-, , -11. The steering shaft turning position δ6. calculated this time in step H23. . , is equal to the previously calculated steering shaft turning position δman-11, the first learning timer starts counting at H24.

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 continued to go straight for 0.5 seconds,
If 0.5 seconds have not elapsed since the first learning timer started counting, return to step H2, and
2 to 1 (repeat steps 4,820 to H25. Conversely, if it is determined in step 825 that 0.5 seconds have passed since the first learning timer started counting,
Proceed to step I]16 above.

Note that if it is determined in step H20 that the steering shaft reference position sensor 86 has not detected the reference position δ of the steering shaft 83, or if it is determined that the lli speed V is not greater than the threshold value vA in step H21, that is, If it is determined that the rear wheel speed difference 1 ■RL-■RPI' calculated in step H22 is not reliable, or in step 1122, the rear wheel speed difference VRL-v□1 is lower than the threshold value ■8. If it is determined that the current steering shaft turning position δm+n+ is larger, or in step 823, the steering shaft turning position δm+n+ is the previously calculated steering shaft turning position δ□. −
If it is determined that it is not equal to 1+, the above 1
The process moves to step 418.

In steps H1 and H6, the steering angle neutral position learned flag FH is set, that is, the neutral position δ. If it is determined that this is the second or subsequent learning, TCL76
It is determined whether the current steering shaft turning position δm (nl is equal to the previous neutral position δ1..-1+ of the steering shaft 83, that is, δ = δ ff1tnl I'l 1n-11. steering shaft turning position δ,
If it is determined that ., is equal to the neutral position δli-1 of the steering shaft 83 of n@, the process directly proceeds to step HI3, and the next steering angle neutral position learning is performed.

In step 826, the current steering shaft turning position δ,
. , due to play in the steering system, etc., the previous steering axis 83
The neutral position δ,. If it is determined that it is not equal to -4l,
In this embodiment, the current steering shaft turning position δ00. is not judged as the new neutral position δM(nl) of the steering shaft 83, and if the absolute value of these differences differs by more than the preset correction limit amount 65, the previous steering shaft turning position δ□n -1
The new neutral position δ of the steering shaft 83 is obtained by subtracting or adding △δ due to the correction limit of B to 1, and this is set as T.
It is read into the memory within the CL76.

That is, the TCL 76 changes from the current steering shaft turning position δ to the previous neutral position δ of the steering shaft 83 at I27. It is determined whether the value obtained by subtracting -1 is smaller than -Δδ on a preset negative correction limit. If it is determined that the value calculated by Ija in step H27 is smaller than -Δδ on the negative correction limit, a new steering axis 83 is set in H2S.
neutral position δ□. , is the previous neutral position δ of the steering shaft 83
, and the negative correction limit amount -Δδ, δ = δ −Δδ 1'l +nl rl (changed to n-11, taking into consideration that the learning correction amount per - time does not unconditionally increase to the negative side. There is.

Thereby, even if an abnormal detection signal is output from the steering angle sensor 84 for some reason, the neutral position δ of the steering shaft 83 is maintained. does not change suddenly, and it is possible to quickly respond to this abnormality.

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 δ81. ．． From the previous steering axis 83
It is determined whether the value obtained by subtracting the neutral position δM (n-11) is larger than the positive correction limit amount Δδ.
If it is determined that the value subtracted in step 29 is larger than the positive correction limit amount Δδ, a new neutral position δ□ of the steering shaft 83 is set in H2O. .

is the previous neutral position δ of the steering shaft 83. ,. , , -1, and the positive correction limit amount Δδ, δ0. . , −δ,. -I+10Δδ to ensure 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 δ of the steering shaft 83 is maintained. does not change suddenly, and it is possible to quickly respond to this abnormality.

However, if it is determined that the value subtracted in the H2O step is smaller than the positive correction limit 1Δδ, the current steering shaft turning position δ is changed to the new neutral position δ□ of the steering shaft 83 in H31. ) and m(n+ and read them out as is.

Thus, in this embodiment, the neutral position Nδ of the steering shaft 83. When learning and correcting , in addition to using only the rear wheel speed difference 1, 1L - 11A, a method is adopted in which the detected chair number from the steering axis reference position sensor 86 is also used, so that the vehicle 82 The steering shaft 83 reaches the neutral position δ relatively quickly after starting. The learning correction can be made on the steering axis reference position sensor 8
Even if 6 breaks down for some reason, the rear wheel speed difference I V, L-V
fll, li)h operation 11e, axis 83 neutral position 11δ
. It can be corrected by learning and has excellent safety.

Therefore, when the stopped vehicle 82 starts with the front wheels 64, 65 left in the turning state, the neutral position δ of the steering shaft 83 at this time. As shown in FIG. 7, which shows an example of the state of change,
Neutral position δ of the steering shaft 83. 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 is
Although the amount of correction from 2 to 3 is very large, the neutral position δ of the steering shaft 83 from the second time onwards is suppressed by the operation at step HI3,1 (19).

After learning and correcting the neutral position δ 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 l/lux T when performing slip control. , is calculated.

By the way, the friction coefficient j@ 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). Acceleration Gx is detected by rear wheel rotation sensor 80,8
This longitudinal acceleration G is calculated based on the detection signal from 1.
The engine 110 reference drive torque TB corresponding to the maximum value of x, the front wheel speed ■ detected from the front wheel rotation sensor 66, and the target front wheel speed V corresponding to the vehicle speed ■. The target drive torque T is corrected based on which deviation (hereinafter referred to as slip amount) S. 9 is calculated.

Target drive torque T of this engine 11. As shown in FIG. 8, which shows the calculation block for calculating 6, TCL7
6 is vehicle speed for slip control ■9 is rear wheel rotation center → t80
．． In this embodiment, the low vehicle speed selection unit 101 selects the two rear wheel speeds V8L and VF.
+8, the smaller value is selected as the first vehicle speed ■6 for slip control, and the high vehicle speed selection unit 102 selects the larger value of the two rear wheel speeds ■RL and vNFl for slip control. 20th vehicle speed (2) for the vehicle, and then further selects which output from the two selection sections 101 and 102 is to be taken in by using the changeover switch 103.

In addition, in this embodiment, the first vehicle speed selected by the low vehicle speed selection unit 101 is calculated by the smaller value VL of the two rear wheel speeds VQL and VR, using the above formula (1). The multiplier 104 multiplies the weighting coefficient corresponding to the vehicle speed V, which is then multiplied by the two rear wheel speeds V. It is obtained by adding the value vH, which is the larger of L and vFIR, multiplied by (1, -Kv) in the multiplier 105.

That is, in a state where the driving torque of the engine 11 is actually reduced by slip control, that is, when the slip control flag FS is set, the changeover switch 103 is used to select one of the two rear wheel speeds VR, , V□. When the smaller value is selected as the vehicle speed vG and the driving torque of the engine 11 is not reduced even if the driver desires slip control, that is, when the slip control flag F6 is reset,
The larger value of the two rear wheel speeds V, L, V, and R is selected as the vehicle speed V6.

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 11 is reduced, and also to make the transition in this first case difficult. For example, when the vehicle 82 is turning, the smaller value of the two rear wheel speeds V, L, V, .
If 9 is selected, it is determined that slip has occurred in the front wheels 64, 65 even though no slip has occurred, and this is to avoid a problem in which the driving torque of the engine 11 is reduced. Considering the running safety of 82, when the driving torque of the engine 11 is reduced,
This is because consideration was given to ensuring that this state continues.

Furthermore, when calculating the vehicle speed vs in the low vehicle speed selection unit 101,
The smaller value v of the two rear wheel speeds V, L, V, , I
The multiplier 104 multiplies L by the weighting coefficient KV, and the larger value of the two rear wheel speeds v, L'vl, l, and I is multiplied by (1-KV) in the multiplier 105. The reason for adding the product multiplied by
Average circumferential speed of 5 and two rear wheels 3! VFIL” Ml
This is because if the smaller value vL of '1 is significantly different, the amount of correction of the drive torque by feedback will be too large, and there is a possibility that the acceleration performance of the vehicle 82 will be impaired.

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

The longitudinal acceleration G8 is calculated based on the vehicle speed (6) for slip control calculated in this way.First, the vehicle speed VsL calculated this time, and the vehicle speed VB+ calculated - times before.

-1+, the current longitudinal acceleration Gx of the vehicle 82,...
is calculated by the differential calculation unit 106 as shown in the following formula.

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,... is 0.6g
In the above case, in consideration of safety against calculation errors, etc., the maximum value of the longitudinal acceleration Gx,... should not exceed 0.6 g.
,. , is clipped to 0.6g. Furthermore, the filter section 1
In step 08, filter processing is performed to remove noise, and the corrected longitudinal acceleration GXF is calculated.

In this filtering process, since the longitudinal acceleration G of the vehicle 82 can be considered to be equivalent to the coefficient of friction between the tires and the road surface, the maximum value of the longitudinal acceleration G of the vehicle 82 changes and the tire slip rate S is the target slip rate S corresponding to the maximum value of the friction coefficient between the tire and the road surface. Or even if the tire is about to deviate from the vicinity, the tire slip rate S
is the target slip rate S corresponding to the maximum value of the coefficient of friction between the tire and the road surface. Or the longitudinal acceleration Gx+ should be maintained at a value smaller than this in the vicinity. , and is specifically done to correct the under-breath facultativeness.

This time's longitudinal acceleration G□. , is the previous corrected longitudinal acceleration Gx□ which has been filtered. -0 or more, that is, vehicle 8
2 continues to accelerate, the current correction before and after acceleration G
XFI, l as G = 28 xFfnl 256・Σ(G −G,)x
Noise is removed by delay processing as fnl XF In-1, and the corrected longitudinal acceleration GxFl, .

X (I'+1 The current longitudinal acceleration G0゜ is the previous corrected longitudinal acceleration GX
When FfM-11 is not satisfied, that is, when the vehicle 82 is not accelerating much, the following processing 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 = G'-0,002 XF fnl XF (n -11, the decrease in the corrected longitudinal acceleration Gx□. is suppressed to ensure responsiveness to the driver's request for acceleration of the vehicle 82.

In addition, when the driving torque of lJl & 111 is reduced by slip control, the slip amount S is positive, that is, the front wheel 64
．． Even when some slippage of 65 occurs, the vehicle 82
Since there is no problem with safety since the vehicle is decelerating, G = G -0,002 xF inl
This ensures responsiveness to acceleration requests of 2.

Furthermore, when the slip amount S of the front wheels 64, 65 is negative while the driving l/lux of the engine 11 is being reduced by slip control,
That is, when the vehicle 82 is decelerating, the maximum value of the corrected longitudinal acceleration GxF is maintained to ensure responsiveness to the driver's request for acceleration of the vehicle 82.

Similarly, during upshifting of the hydraulic automatic transmission 13 by the hydraulic control device 16 while the engine 11's torque is being reduced by slip control, it is necessary to ensure a sense of acceleration for the driver. After correction N, maintain the maximum value of acceleration Gx1.

Then, the corrected longitudinal acceleration G0 from which noise has been removed by the filter unit 108 is converted into torque by the torque conversion unit 109, but the value calculated by this torque conversion unit 109 is naturally a positive value. Therefore, in order to prevent calculation errors in the clip section 110, this is set to 0.
After the above clipping, the running resistance TFl calculated by the running resistance calculating unit 111 is added by the adding unit 112, and further, based on the detection signal from the steering angle sensor 84, the running resistance TFl is added to the cornering drag correction 1 by the calculating unit 113. Cornering 1: Lag correction torque T calculated as follows. is added by the addition unit 114 to calculate the reference drive torque TB shown in the following equation (4).

T = G −”N −r+T 10T ・
141 Here, W is the vehicle weight, and r is the effective radius of the front wheels 64 and 65.

The running resistance T1. It can be calculated as the yIj number of Il and JII speed V, but in this embodiment, it is calculated from a map as shown in FIG. In this case, since the running resistance T8 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 the detection number 45 from the tilt sensor (not shown), it is also possible to set the running resistance TF1 more finely, including downhill slopes and the like.

Furthermore, in this embodiment, the cornering drag correction torque T. is obtained from a map as shown in FIG. 11, and thereby it is possible to set the reference drive torque T of the engine 11 that approximates the actual driving condition, and the reference drive torque T of the engine 11 immediately after turning is set to be larger. Therefore, the acceleration feeling of the vehicle 82 after exiting the turning path is improved.

In this embodiment, by setting a lower limit value in the variable clip section 115 for the reference drive l/ruk TIl calculated by the above equation (4), the final correction torque TP1o, which will be described later, is calculated from the reference drive torque T. This prevents a problem in which the value subtracted by the subtraction unit 116 becomes negative. The lower limit value of the reference drive torque T8 is lowered in stages according to the elapsed time from the start of the 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 as mentioned earlier, the target is set based on this front wheel speed VF and the vehicle speed V6 for slip control. The target wAIJb 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 vF for corrected torque calculation, which is set based on the front wheel speed V1°.
Torque T. Calculate ll.

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 and the target slip rate S corresponding to the maximum value of the friction coefficient j@ 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 rate S. is 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 and 65, which are the driving wheels, generate a slip S of about 10% with respect to the road surface. Considering the above points, the target front wheel speed V,
The multiplier 117 sets o as ζ according to the following formula.

V = 1.1·V Then, the TCL 76 uses the acceleration correction unit 118 to read out the slip correction amount vK corresponding to the above-mentioned corrected longitudinal acceleration GxF from the map shown in FIG. Add to target front wheel speed VFo for calculation.

This slip correction amount vV has a tendency to increase stepwise as the value of the corrected longitudinal acceleration GxP increases, but in this embodiment, this map is created based on driving tests and the like.

As a result, the target front wheel speeds ■ and @ for calculating the correction torque increase, so that the slip rate S during acceleration becomes the target slip rate S shown by the solid line in Fig. 13 or a smaller value in the vicinity thereof. Set.

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.
The slip rate of the tire that gives the maximum value of the friction coefficient I is the target slip rate S of the tire that gives the maximum value of the friction coefficient between the tire and the road surface while traveling straight. It turns out that it is considerably smaller than .

Therefore, while the vehicle 82 is turning, it is desirable to set the target front wheel speed VFo to be smaller than when the vehicle is traveling straight so that the second vehicle 82 can turn smoothly.

Therefore, the turning correction section 120 reads the slip correction 1VKc corresponding to the target lateral acceleration GY0 from the map shown by the solid line in FIG. 15, and the subtraction section 121 subtracts this from the target front wheel speed VFo for calculating the reference torque. . however,
The first neutral position δ of the steering shaft 83 after the ignition key switch 75 is turned on. Since the turning angle δ of the steering shaft 83 is not reliable until learning is performed, the vehicle 8
The slip correction amount ■Ko is read out from a map as shown by the broken line in FIG.

By the way, the target lateral acceleration G7o is determined by the steering angle sensor 84.
The steering angle δ is calculated using the above equation (2) based on the detection signal from the steering wheel, and the steering angle δ is used to calculate the steering angle δ using the above equation (3), and the neutral position δ□ of the steering shaft 83 is corrected by learning. .

Therefore, the steering angle sensor 84 or the steering shaft reference position sensor 8
If an abnormality occurs in the steering angle sensor 8, it is possible that the target lateral acceleration "YO" will be a completely incorrect value.
If an abnormality occurs in the 4th class, rear wheel speed difference l VFIL
-■PIF+' is used to calculate the actual lateral acceleration G, , which occurs in the vehicle 82, and this is used instead of the target lateral acceleration Gvo.

Specifically, this actual lateral acceleration Gv is the rear wheel speed difference.
The lateral acceleration calculation unit 122 built into the TCL 76 calculates the corrected lateral acceleration G from RL−vPR+ and the vehicle speed V as shown in the formula (5) below, and performs noise removal processing using the filter unit ]23. It will be done.

However, b is the tread of the rear wheel 78.79, and the filter section 123 calculates the lateral acceleration GY. , and the previously calculated corrected lateral accelerations G, , F+, , -1, the current corrected lateral acceleration GvF+n+ is subjected to low-pass processing by digital calculation shown in the following equation.

GvF(n+-Σ256(GYi.,-GyF+n-1
11 Whether or not an abnormality has occurred in the steering angle sensor 84 or the steering shaft reference position sensor 86 can be detected by the TCL 7G using, for example, a disconnection detection circuit shown in FIG. 16. In other words, the outputs of the steering angle sensor 84 and the steering shaft reference position sensor 86 are pulled up with a resistor R and grounded with a capacitor C, and the outputs are directly connected to the TCL7.
The signal is input to the AO terminal of No. 6 for various controls, while the signal is input to the A1 terminal through the comparator 88. A specified value of 4.5 volts is applied as a reference voltage to the negative terminal of this comparator 88, and when the steering angle sensor 84 is disconnected, the input voltage of the AO terminal exceeds the specified value and the comparator 88 is turned on, and the A1 The input voltage at the terminal continues to reach the 1 level H level. 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 76 is programmed to determine that the wire is disconnected and detect the occurrence of an abnormality in the steering angle sensor 84 or the steering shaft reference position sensor 86. It is 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, 8].

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
In this case, the steering shaft reference position sensor 86 detects the steering shaft 83 at W4.
It is determined whether there is a signal indicating the reference position δ.

Then, in step W4, if it is determined that there is no signal informing the reference position δ6 of the HIk 83, and if the steering shaft reference position sensor 86 is normal, the signal informing the reference position δ2 of the steering shaft 83 is at least Since it must have occurred once, it is determined at W4 that the steering angle sensor 84 is abnormal, and an abnormality flag F 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 83 is not being steered more than 30 degrees, or if it is determined that there is a signal from the steering shaft reference position sensor 86 indicating the reference position δ of the steering shaft 83 in step W4, the neutral position δ is determined in step W6. , that is, whether at least one of the two steering angle neutral position learned flags FHN and FH is set.

Then, at step B W6, the neutral position δ of the steering shaft 83 is
. If it is determined that the learning has been completed, the rear wheel speed difference IV, L-V 60
km, and at W9, the turning angle δ of the steering shaft 83 at this time.

If it is determined that the absolute value of the turning angle δ8 is 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 δ8 Since the value should be 10 degrees or more, Wl
At o, it is determined that the steering angle sensor 84 is abnormal.

Note that the slip correction amount VKC corresponding to the target lateral acceleration Gv0 corresponds to the corrected lateral acceleration VKC in a region where the target lateral acceleration G7° is small, since it is considered that the driver turns the steering wheel 85 more. Slip correction amount ■K
C Yogin is also set to be small. Furthermore, in a region where the vehicle speed ■ is small, it is desirable to ensure acceleration of the vehicle 82.
On the other hand, when the vehicle speed V exceeds a certain level, it is necessary to take into account the ease of turning, so the slip correction amount V and the correction coefficient corresponding to the vehicle speed V are read out from FIG. The corrected slip correction amount vKF is calculated by reading from and multiplying by the value vKF.

As a result, the target front wheel speed for calculating the correction torque decreases by 1°, and the slip rate S when turning becomes smaller than the target slip rate S0 when driving straight, and although the acceleration performance of the vehicle 82 slightly decreases, it is possible to perform a good turn. gender is ensured.

As shown in FIG. 19 showing the selection procedure of these target lateral acceleration GY0 and actual lateral acceleration GY, the TCL 76 is T1
Slip correction amount ■. The corrected lateral acceleration G from the filter section 123 is used as the lateral acceleration for calculating .
is adopted, and it is determined at T2 whether or not the slip open flag F8 is set.

If it is determined that the slip control flag F is set in step T2, the corrected lateral acceleration G
v□ is adopted as is.

This means that when the lateral acceleration, which is the basis for determining the slip correction f#, VKc during slip control, is changed from the corrected lateral acceleration G7□ to the target lateral acceleration GYo, the slip correction l-
. This is because there is a possibility that the behavior of the vehicle 82 may be disrupted due to a large change in the amount.

If it is determined in step T2 that the slip control flag F is not set, then in T3 it is determined whether one of the two steering angle neutral position learned FHNIF is set. . Here, if it is determined that none of the two steering angle neutral position learned flags F, N, and FH are set, the corrected lateral acceleration GVF is adopted as is. Also, if it is determined that one of the two steering angle neutral position learned flags FH, , FH is set in step T3, then T4
Slip correction amount ■. The target lateral acceleration Gvo is employed as the lateral acceleration for calculating.

As a result of the above, the target front wheel speed ■ for calculating the correction torque is as shown in the following formula.

v = v + v −v Next, the actual front wheel speed ■ obtained from the detection signal of the front wheel rotation sensor 66 through filter processing that removes noise etc. and the target front wheel speed V P 6 for calculating the corrected torque are calculated. The subtraction unit 124 calculates the deviation, Suri-Nbu-scene S. When this slip fis is less than a negative set value, for example, -2.5 km/hour or less, the clip unit 125 clips -2.5 km/hour as slip ils, and after this clipping process, Proportional correction, which will be described later, is performed on the slip amount S to prevent overcontrol in this proportional correction and to prevent output hunting from occurring.

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

As the proportional correction, the multiplier 126 calculates the slip amount S.
is multiplied by a proportional coefficient KP to obtain a basic correction amount, and a multiplier 127 calculates the gear ratio ρ of the hydraulic automatic transmission 13. The proportional correction torque Tp is obtained by multiplying the correction coefficient ρKP set in advance by 1. The proportional coefficient KP is read out from a map shown in FIG. 20 in accordance with the slip amount S after the clipping process.

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 integral correction torque T is obtained by multiplying by a preset correction coefficient ρ3□ based on the gear ratio ρ□ of the hydraulic automatic transmission 13. In this case, in this embodiment, a constant micro-integral correction torque ΔT 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 jls is negative, the minute integral correction torque ΔT is subtracted.

However, a lower limit value TIL is set for this integral correction torque T, as shown in the map in FIG. Sometimes a large integral correction torque T is used to secure the driving force of the engine 11, and after the vehicle 82 starts and the vehicle speed V increases, on the other hand, if the correction is too large, control stability will be lost, so the integral correction torque is applied. The T1 is made small. Further, in order to improve the convergence of control, an upper limit value, for example Okgm, is set for the integral correction torque T, and by this clipping process, the integral correction torque T1 changes as shown in FIG. 22.

The proportional correction torque Tp and the integral correction torque T1 calculated in this manner are added in the adding section 130 to calculate the proportional and integral correction torque TP.

Note that the correction coefficients ρ, ρ3 are for the hydraulic automatic transmission 1.
The map is read out from a map as shown in FIG. 23, which is set in advance in association with the gear ratio ρヮ of 3.

In addition, in this embodiment, the differential calculation section 131 performs slip Jis
Calculate the rate of change G, and apply the differential coefficient K to this. Multiplying part 1
32 to calculate the basic correction amount for sudden changes in the slip amount S. Then, the values obtained thereby are each set with an upper limit value and a lower limit value, and in order to prevent the differential correction torque T0 from becoming an extremely large value, the clipping section 133 performs a clipping process to set the differential correction torque T.

efJ). The clip portion 133 may momentarily spin or become locked depending on the road surface condition, the running state of the vehicle 82, etc. while the vehicle 82 is running. In such a case, the rate of change G of the slip amount S becomes an extremely large positive or negative value, and there is a risk that the control will diverge and the responsiveness will decrease. This is to clip the value to 55 kgm and prevent the differential correction torque TD from becoming an extremely large value.

Thereafter, the adding section 134 adds these proportional-integral correction torque TPI and differential correction torque T. The final correction torque TP obtained by adding the above. is subtracted from the above-mentioned reference drive torque T8 by the subtraction unit 116, and further subtracted by the multiplication unit 135.
By multiplying by the reciprocal of the reduction/reduction ratio between the engine 11 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. , is calculated.

However, ρ6 is the differential gear reduction ratio, ρ1 is the torque converter ratio, and when the hydraulic automatic transmission 13 performs an upshift operation, the gear ratio ρ□ on the high speed side is output after the end of the shift. It is now possible to do so. In other words, in the case of upshifting the hydraulic automatic transmission 13, if the gear ratio ρ□ on the high gear side is adopted at the time the gear shift signal is output, the gear shift Target drive torque T inside. 9 increases and the engine 11 is revved up. Therefore, the target drive torque T is maintained for, for example, 1.5 seconds after the shift start signal is output and the shift operation is completed. If S can be made smaller, the gear ratio ρ on the lower gear side is maintained, and the gear ratio ρ on the higher gear side is adopted 1.5 seconds after outputting the 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 when the gear shift signal is output.

Target drive torque T calculated using the above equation (6). 6 should naturally be a positive value, so in order to prevent calculation errors in the clip section 136, the target drive torque T
This target drive torque T is clipped to 0 or more, and according to the determination process in the start/end determination unit 137 for determining the start or end of slip control. t.

Information regarding this should be output to the ECU 15.

The start/end determination unit 137 determines that the slip control has started when all the conditions shown below (al to te+ are satisfied), sets the slip control flag F6, and sets the output from the low vehicle speed selection unit 101 to the slip control. The selector switch 103 is operated to select the desired vehicle speed, and information regarding the target drive torque T.6 is output to the ECU 15, until it is determined that the slip control has ended and the slip control flag F is reset. continues this process.

To) M's personal opinion is to operate a manual switch (not shown) to control the slip.

(bl If the drive torque Td requested by the driver is the minimum drive torque required to run the vehicle 82, for example 4
kgm or more.

Note that in this embodiment, this requested drive torque T is calculated by the engine rotation speed N calculated from the detection signal from the crank angle sensor 62 and the accelerator opening θ6 calculated from the detection signal from the accelerator opening sensor 76. and is preset based on? , m are read from a map as shown in FIG. However, for the accelerator opening θ, a value corrected based on the fully closed position of the accelerator opening sensor 77 learned according to the present invention is used (details are shown in FIG. 31).

(Described later with reference to FIG. 32).

(The C1 slip amount S is 2 km/hour or more.

fd,l The rate of change G of the slip amount S is 0.2 g or more.

The actual front wheel acceleration GF obtained by time-differentiating [el actual front wheel speed ■] by the differential calculation unit 138 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 (f) and (gl) below are satisfied, it is determined that the slip control has ended, and the slip control is Reset the middle flag F and ECU1
Target drive for 5)・LukuT. The changeover switch 103 is configured to stop the transmission of V6 and select the output from the high vehicle speed selection section 102 as the vehicle speed v8 for slip control.
Activate.

(fl Target drive torque T. S is required drive torque Td
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.

fg) 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.

Before,! L! The vehicle 82 is provided with a manual switch (not shown) for the driver to select slip control, and when the driver selects slip control by operating this manual switch, the slip control described below is performed. Perform operations.

As shown in FIG. 25, which shows the process flow of this slip control, the T CL 75 detects the various data described above and performs arithmetic processing in Sl, to obtain the target drive torque T0. This calculation operation is performed independently of the operation of the manual switch.

Next, in S2, it is first determined whether or not the slip control flag F6 is set, but since the slip control flag F6 is not set initially, the TCL76
3, the slip amount S of the front wheels 64°65 is preset a
m, for example, 2 k+a per hour.

In these 83 steps, the slip amount S is 2 k+n per hour.
If it is determined that the change rate G of the slip amount S is larger than 0.2g, the TCL 76 determines in step 541B whether or not the rate of change G of the slip amount S is larger than 0.2g.

In these 84 steps, the slip amount change rate G is 0.2g.
If the TCL 76 determines that the driver's requested drive torque Td is greater than the minimum drive torque required to make the vehicle 82 run, for example, 4 kgm, the TCL 76 determines whether the driver's requested drive torque Td is greater than the minimum drive torque required to make the vehicle 82 run, for example, 4 kgm. Determine whether or not there is an intention to run the vehicle.

At this step 85, the required driving torque T is 4 kgm.
If it is determined that the driver intends to drive the vehicle 82, the slip control flag F is set in S6.
is set, and it is determined again in S7 whether or not the slip control flag F is set.

Slip 111 at this 87th step Courtesy flag F
If it is determined that S is being set, the target drive torque T of the engine 11 is set in S8. S is the target drive torque T for slip control calculated in advance using the above equation (6). Adopt S.

Also, in the step S7, the slip control flag F6 is set.
If it is determined that T has been reset, T
CL76 is target drive torque T. 5, the maximum torque of the engine 11 is output, and as a result, the ECU 15 lowers the duty ratio of the torque control solenoid valves 51 and 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.

In addition, in step S3, the slip i of the front wheel 64.65
If it is determined that s is smaller than 2 km/h, or if it is determined in step S4 that the slip amount change rate G is smaller than 0.2 g, or if the required drive torque Td is determined to be 4 kgm in step S5. If it is determined that the S
At step 9, the TCL76 is set to target drive). ,
The maximum torque of engine 11 is output as EC
U15 lowers the duty ratio of the torque control solenoid valves 51 and 56 to the 0% side.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, in the step S2, the slip control flag F
, if it is determined that the slip amount S of the front wheels 64.65 is less than the above-mentioned threshold value -2 km/h and the required drive torque T6 is set in S10, the target drive torque T calculated in 81 is determined. . , 9 continues for 0.5 seconds or more.

At this SIO step, the slip amount S is 2kl1/hour
1 and the required drive torque T is the target drive @l-
Luc T. If it is determined that the following state continues for 05 seconds or more, that is, the driver no longer desires acceleration of the vehicle 82, the slip control flag F9 is reset at Sll and the process proceeds to step S7. .

In step 310, the slip amount S is 2 km/h.
or the state in which the required drive torque Td is below the target drive torque Tos" does not continue for more than 0.5 seconds, that is, the driver desires to accelerate the vehicle 82, the "I' CL76 has idle switch 6 at 312
8 is on, that is, the throttle valve 20 is kept fully open for 0.5 seconds or more.

If it is determined that the idle switch 68 is on in this step S12, since the driver is not pressing the accelerator pedal 31 in a hoof-like manner, the process moves to step 311 and resets the slip control flag F6. . 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.

In addition, if the driver does not operate the manual switch to select Slip\IJN eN, TCL? 6 is the target drive torque T0.6 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 Gv of the vehicle 82 is the rear wheel speed difference IV,...
-V 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 G7o 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 G8° is set based on the target lateral acceleration GY0. Then, the target drive torque T of the engine 11 corresponding to this target longitudinal acceleration Gxo
. 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 V 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 and 65 is calculated from the above equation (2), and the target lateral acceleration calculation unit 141 calculates the target lateral acceleration Gyo of the vehicle 82 at the time of B using the above (2). 3) Calculate from the formula. In this case, when the vehicle speed ■ is small, for example 22.5 km/h or less, it is better to inhibit turning control than to perform turning control to ensure sufficient acceleration when turning left or right at a busy intersection, for example. Therefore, in this embodiment, the correction coefficient multiplier 142 calculates the target lateral acceleration according to the vehicle speed as a correction coefficient as shown in FIG. It is multiplied by G7°.

By the way, the steering shaft neutral position δ. is not learned, I[lateral acceleration Gvo is (3
) Calculating from the formula has a reliability problem, so
Steering shaft neutral position δ.

It is preferable not to start swinging eaves until this has been learned. However, when the vehicle 82 starts traveling on a curved road immediately after the vehicle 82 starts traveling, the vehicle 82 becomes in a state that requires turning control, but the learning start condition for the steering shaft neutral position δ9 is not satisfied easily. There is a risk that a problem may occur in which the turning control does not start. Therefore, in this embodiment, the steering shaft neutral position δ1. Until learning is performed, the changeover switch 143 switches the filter section based on the formula (5)]2
Turning control can be performed using the corrected lateral acceleration GvF from 3. In other words, when both of the two steering angle neutral position learned flags FHN and F□ are reset, the changeover switch 143 changes the corrected lateral acceleration G.
7F is adopted, and two steering angle neutral position learned flags F□,
, F, is set, then
The target lateral acceleration GVo from the correction coefficient multiplier 142 is selected by the changeover switch 143.

In addition, the stability factor A1 mentioned above. ? .

As is well known, this value is determined by the configuration of the suspension system of the vehicle 82, the characteristics of the tires, the road surface conditions, etc. Specifically, the actual lateral acceleration Gv generated in the vehicle 82 during a steady turn and the steering angle ratio δ1 of the steering shaft 83 at this time. /δNo
(The lateral acceleration G is based on the neutral position δ of the steering shaft 83.
? The turning angle δ□ of the steering shaft 83 in an extremely sluggish running state where δ□ is close to 0. The turning angle δ of the steering shaft 83 during acceleration with respect to
For example, it can be expressed as the slope of a tangent in a graph such as the one shown in FIG. In other words,
In a region where the lateral acceleration GV is small (and the vehicle speed is not very high), the stability factor A is approximately constant (A = 0.00
2), but when the lateral acceleration GY exceeds 0.6 g, the stability factor A increases rapidly, and the vehicle 82 shows an extremely strong tendency to understeering.

Based on the above, based on Fig. 28, which corresponds to a dry pavement road surface (hereinafter referred to as a high μ road),
In this case, the stability factor A is set to 0.002, and the drive torque of the engine 11 is controlled so that the target lateral acceleration G7° of the vehicle 82 calculated by equation (3) is less than 0.6 g. do.

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 the case of B, the target lateral acceleration G is higher than the actual lateral acceleration GY on a low μ road.
Since YO has a larger value, it is determined whether the target lateral acceleration G7° is larger than a preset threshold, for example (GY, -2), and the target lateral acceleration Gv0 is larger than this threshold. In this case, it may be 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 G7 calculated based on the above formula (5), it is determined whether the target lateral acceleration G7° is larger than a preset threshold value, that is, if the target lateral acceleration G7 Then, the target front acceleration is 4 rather than the actual lateral acceleration GY. is a larger value, so it is determined whether the target lateral acceleration G7° is larger than this threshold value, and the target lateral acceleration G
If 7° is larger than the threshold value, it is determined that the vehicle 82 is traveling on a low μ road.

If the target lateral acceleration Gvo is calculated in this way,
The target longitudinal acceleration calculation unit 144 calculates the target longitudinal acceleration Gx0 of the vehicle 82, which is set in advance according to the magnitude of the target lateral acceleration G7° and the vehicle speed (TCL?). The standard drive torque T of the engine 11 corresponding to this target longitudinal acceleration Gx0 is read from a map as shown in FIG.
8 is calculated by the reference drive torque calculation unit 145 using the following equation (7).

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

Here, depending on the steering shaft turning angle δ8 and the vehicle speed ■, the engine 1
Merely determining the target drive torque of 1 does not reflect the driver's intention at all, and there is a risk that the driver may remain dissatisfied with the maneuverability of the vehicle 82. For this reason, it is desirable to obtain the required drive torque T of the engine 11 desired by the driver from the shortness of depression of the accelerator pedal 31, and set the target drive torque of the engine 11 in consideration of the required drive torque Td. .

Therefore, in this embodiment, in order to determine the adoption ratio of the reference drive torque T, the multiplier 146 uses the reference drive torque T8.
is multiplied by the weighting coefficient α to obtain the corrected reference drive torque. This weighting coefficient a 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 engine speed N1 detected by the crank angle sensor 55. l and the accelerator opening θ detected by the accelerator opening sensor 77. The required driving torque Td desired by the driver is determined based on the map as shown in FIG. ] -a
) is calculated by multiplying by

For example, if set to α-0,6, reference drive)-
The ratio of torque T6 and required driving torque Td is 6:4. In this case as well, the accelerator opening degree θ8 is a value corrected based on the fully closed position of the accelerator opening sensor 77 learned according to the present invention.

Therefore, the target drive torque T of the engine]1 is calculated by the addition unit 148
It is calculated by the following formula (8).

T, =a - T, + (1 - a) - 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 C is very large, the vehicle 82
Stress occurs as the vehicle 82 accelerates and decelerates, leading to a decrease in ride comfort. , it is desirable to regulate the increase/decrease of this target drive torque T.

Therefore, in this embodiment, the target drive torque T calculated this time by the change amount clipping section 149. . ,.

and the target drive torque T calculated last time. C. -1) is smaller than the allowable increase/decrease fiTK, the current calculated target drive torque T is adopted as is, but the current calculated target drive torque T0°, QC(nl). If the difference ΔT between , and the previously calculated target drive torque T.C(,, -11) is not larger than the negative increase/decrease tolerance T1, set the current target drive torque T., by the following formula. .

T =T -T QC(nl QC(n-kl K In other words, the amount of decrease with respect to the previously calculated target drive torque Too, In addition, the target drive torque T.C1 calculated this time
n1 and the target drive torque T calculated last time. If the difference ΔT from el, -11 is greater than or equal to the allowable increase/decrease amount TK, the current target drive torque T. Cinl is set by the following formula.

T2T +T QCinloc in-+1 v:
In other words, the target drive torque T calculated this time. C6°.

If the difference ΔT between the previously calculated target drive torque T0°1n-11 exceeds the increase/decrease tolerance iTK, the previously calculated target drive l/lux T. C (the increase relative to t+-11 is regulated by the allowable increase/decrease fiT, and the acceleration shock accompanying the increase in the drive torque of the engine 1) is reduced.

Then, this target drive torque T is determined according to the determination process of the start/end determination unit 150 for determining the start or end of turning control. Information regarding 0 is output to the ECU 15.

The start/end determination unit 150 determines that the turning control is started when all the conditions shown in (al to (di) are added up by four, and sets the turning control in progress flag F. and sets the target drive torque T.0. This processing is continued until the turning control flag F0 is reset by outputting information related to the turning control to the ECU 15 and determining the end of turning control.

(+1) Target drive torque T. 0 is the required driving torque T
less than the value obtained by subtracting the threshold value, for example, 2 kgm from d.

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

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

(dl 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 (el and (f) below) is 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 ECU1,5.
Stop transmitting 0°.

let Target drive torque T06 is required drive torque Td
It's above.

[f) There is an abnormality such as a failure or disconnection in the narrow body system for turning.

Here, learning of the fully closed position of the accelerator opening sensor 77 will be explained.

As mentioned above, there is naturally a certain proportional relationship between the output voltage of the accelerator opening sensor 77 and the accelerator opening θ, and when the accelerator opening θ6 is fully closed, the output voltage of the accelerator opening sensor 77 is The accelerator opening sensor 77 is attached to the throttle body 21 so that the output voltage is, for example, 0.6 volts. However, during inspection and maintenance of the vehicle 82, the accelerator opening sensor 77 is removed from the throttle body 21.
When the accelerator opening sensor 77 is removed and reassembled, it is virtually impossible to accurately return the accelerator opening sensor 77 to its original state, and furthermore, the accelerator opening position relative to the throttle body 21 may change over time. There is also a possibility that the position of the sensor 77 may shift.

Therefore, according to the present invention, the fully closed position of the accelerator opening sensor 77 is detected and the learning correction is performed, thereby increasing the reliability of the accelerator opening θ6 calculated based on the detection signal from the accelerator opening sensor 77. is ensured.

As shown in FIG. 31, which shows the learning procedure for the fully closed position of the accelerator opening sensor 77, basically, 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, the output of the accelerator opening sensor 77 is monitored for 2 seconds, the lowest value θAL of the output of the accelerator opening sensor 77 during this period is clipped at the upper and lower limits, and is taken in as the fully open position of the accelerator opening θ6, and incorporated into the ECU 15. The accelerator opening degree θ is corrected using the lowest value of the output of the accelerator opening sensor 77 as a reference until the next learning.

However, the learning procedure shown in FIG. 32 is adopted so as not to be affected by large fluctuations in the minimum value each time due to disturbances, etc. Also vehicle 8
If the storage battery (not shown) installed in 2 is removed,
Since the memory in the RAM will be erased, the learning procedure shown in FIG. 32 is also adopted in such a case.

That is, the TCL 76 determines whether the fully closed value θAC of the accelerator opening θ6 is stored in the RAM in step A1, and the fully closed value θAC of the accelerator opening θ6 is determined in step A1.
If it is determined that Ao is not stored in RAM,
Initial value θ□ at A2. , should be stored in RAM.

On the other hand, if it is determined in step A1 that the fully closed value θAC of the accelerator opening degree θ8 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 the steps of this person 3 that the ignition key switch 75 has changed from the on state to the off state, a learning timer (not shown) is started to count at 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 that the idle switch 68 is in the off state in this step A5, it is determined in the AC whether the count of the learning timer has reached a set value, for example, 2 seconds, and this step A5 is again performed. Return to step. If it is determined in step A5 that the idle switch 68 is in the OFF state, the output of the accelerator opening sensor 77 is read at a predetermined period in A7, and the current accelerator opening θ is determined in A8.
□. It is determined whether or not is smaller than the minimum value θAL of the accelerator opening degree θヮ up to now.

This time, the accelerator opening degree is θ8. . 1 is larger than the minimum value θAL of the current accelerator opening θ8, the current minimum value θA1 of the accelerator opening θヮ is held as is, and conversely, the current accelerator opening θ is If it is determined that the accelerator opening θ8 is smaller than the minimum value θAL, the current accelerator opening θ is determined at A9. 3. ,l
is updated as a new minimum value θAL. AC
In the step, the count of the learning timer reaches the set value,
For example, repeat until it reaches 2 seconds.

When the learning timer count reaches the set value, A
At 1.0, the minimum value θ of the accelerator opening θ6 is the preset upper and lower limit clip value, and the transmission is 0.3 volts and 0.9
Determine where the bolt is located. If it is determined that the minimum value θAL of the accelerator opening θ is within the preset clip value range, the initial value θ□ of the accelerator opening θ6 is determined at A11. , or the full open value θa.

is a certain value, for example, 0.1 volt, in the direction of the minimum value θAL, and is shifted from the fully closed value θAC(.) of the accelerator opening degree θ8 based on this learning.

That is, the initial value θA of the accelerator opening degree θ6. ) Or, if the fully open value θAC is larger than its minimum value θAt-, then θ = θ -0,1 ACinl ^fo+ and (yo, θ = θ -0,1 ^C(.) ^C1n-1) Set, and conversely, the initial value θA of accelerator opening θ8 101
Alternatively, if the fully open value θAC is larger than the minimum value θAL, it is set as θ = θ +0.1 AC(0) ^(0) or θ = θ'-01 8 Cinl AC+n-I+.

The minimum value θ of the accelerator opening θ6 in the AIO step
If it is determined that AL is out of the preset clip value range, replace the outgoing clip value at A12 as the minimum value θAL of the accelerator opening θ6,
Proceeding to step All, the fully closed value θ of the accelerator opening θ6 is learned and corrected. Then, using the learned and corrected fully closed value θAC, the accelerator opening degree θ6 is corrected and used to calculate the required drive torque Td.

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, there is no possibility of incorrect learning even if the accelerator opening degree sensor 77 fails, and the learning rate per time is reduced. By setting the correction amount 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 was used as the reference point when the engine changed from the on state to the off state, but if it is determined that there is no intention of driving and the engine is in the idling state, the fully closed value can be corrected by learning. Therefore, using a seating sensor (not shown) built into the seat, it is possible to detect that the driver has left the seat even when the ignition key switch 75 is on, using changes in the pressure and positional displacement of the seat caused by the seating sensor. The learning process after step A4 may be started. 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. It is also possible to start learning θAC. 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 air conditioner is turned off,
In other words, the learning process may be performed when the vehicle is not in the 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 17 to select turning control,
The turning control operation described below is performed.

Target drive torque T for this turning control. As shown in FIG. 33, which shows the control flow 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.
In other words, the turning control flag F. Determine if is set. Initially, since turning control is not in progress, it is determined that the turning control flag F is in the reset state, and it is determined whether C3 is, for example, (Td-2) or less. In other words, vehicle 8
The target drive torque is T even in the straight-ahead state of 2. 0 can be calculated, but the value is usually larger than the driver's required drive torque Td. However, since this required drive torque Td generally decreases when the vehicle 82 turns,
Target drive)・LukuT. The time when 0 becomes less than or equal to the threshold value (T, -2) is determined as the turning control start condition.

Note that this threshold value is set to (Td-2) as a bisteresis for preventing control hunting.

At step C3, the target drive torque T reaches the threshold value (Td-
If it is determined that it is below 21.1, the TCL 76 determines at C4 whether or not 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.
. is set. Next, at C6, it is determined whether at least one of the two steering angle neutral position learned flags F, . It will be judged.

At step C6, two steering angle neutral position learned flags F
If it is determined that at least one of M□ and FH is set, the turning system 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, it is determined that the turning control flag F0 is set in step C7, and step C8
The millimeter dynamic torque T0° of equation (8) previously calculated in is adopted as the target drive torque T0° for turning control.

On the other hand, even if it is determined in step C6 that none of the steering angle neutral position learned flags p, N, and F are set, the turning control flag F is set in step C17. It is determined again whether or not is set. At step C17, the turning control flag F is set. If it is determined that is set, the process moves to step C8, but (
Since the rudder angle δ calculated using formula 2) is unreliable, (5
) is used to calculate the target drive torque T in equation (8) using the corrected lateral acceleration GYF based on equation (8). 0 is the target drive torque T for turning control.

Adopted as C.

Turning control flag F is set in step C17. If it is determined that is not set, the target drive torque T0° calculated by equation (8) is not adopted, and the TCL 76 is set to the target drive torque T. 0, the maximum torque of engine 11 is C
As a result, the ECU 15 lowers the duty ratio of the torque control solenoid valves 51 and 56 to 0%, and the engine 11 generates a driving torque corresponding to the amount of depression of the accelerator pedal 31 by the driver. do.

Further, if it is determined in step C3 that the target drive torque T is not below the threshold value (T-2), the process moves from step C6 or C7 to step 09 without moving to turning control, and the TCL76 sets the target drive torque to T. 0 as engine 1
As a result, the ECU 15 lowers the duty ratio of the torque control solenoid valves 51 and 56 to 0%, and the engine 11 outputs a driving torque corresponding to the amount of depression of the accelerator pedal 31 by the driver. Occur.

Similarly, even if it is determined in step C4 that the idle switch 68 is in the ON state, 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.
Lower the duty rate of 56 to the 0% side.As a result, 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 control flag Fo is set, the target drive torque T calculated this time is determined in step C10. C. .

The difference between QC(n
-1 Determine whether ΔT is larger than the preset increase/decrease allowable amount TK. This allowable increase/decrease amount TK is a torque change amount that does not cause the occupant to feel acceleration/deceleration shock of the vehicle 82, and for example, the target longitudinal acceleration Gx0 of the vehicle 82 is changed by 0.1 per second.
If you want to keep it to g, use equation (7) above.

The target drive torque T calculated this time in the step of the CIO. C. , and the target drive torque T calculated last time. C-
If it is determined that T is larger than the preset allowable increase/decrease amount TK, then the target drive torque T is calculated at C1,1. T
It is determined whether the difference 4 oc+n-11 is larger than the negative increase/decrease allowable amount TK.

Target drive torque T calculated this time in step C1l.

C7+ql and the target drive torque T calculated last time. C1.
If it is determined that the difference ΔT between the two and oo and the target drive torque T calculated last time. . ,. , the absolute value of the difference i△T
1 is smaller than the allowable increase/decrease amount TK, the current target drive torque T0° is calculated. be adopted as is.

Also, the target drive torque T calculated this time in step C1,1. . ,. , and the target drive torque T calculated last time. . ,
. -1, if it is determined that the difference ΔT is not larger than the negative increase/decrease allowable amount TK, the current target drive torque T is determined at C12.
. . ,. , is set by the following formula.

T = T - T QC + nl QC (n - 11K In other words, the amount of decrease from the previously calculated target drive torque Too -, l is regulated by the increase/decrease tolerance TK, so that the deceleration shock due to the reduction in the drive torque of the engine 11 is reduced. be.

On the other hand, the target drive torque T0° calculated this time in the step of the CIO. , and the target drive torque T calculated last time.
If it is determined that the difference T is greater than or equal to the allowable increase/decrease amount QCin-11 TK, the current target drive torque T is determined at C13. C(nl is set by the following formula.

T = T + T Oc (I'll QC1n-11K In other words, in the case of increase in drive torque, the target drive torque T0° calculated this time is the same as in the case of decrease in drive torque described above.)
and the previously calculated target drive torque T0゜-1, the difference Δ
If T exceeds the allowable increase/decrease amount TK, the previously calculated target drive torque T. C. -□ is regulated by the allowable increase/decrease amount TK, thereby reducing the acceleration shock caused by the increase in the driving torque of the engine 11.

The target drive torque T is obtained as described above. When 0 is set, the TCL 76 determines in C14 whether this target drive torque T0° is larger than the driver's requested drive torque T.

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

If it is determined in step C15 that the idle switch 68 is not in the on state, this means that turning control is required, so the process moves to step C6.

Further, the target drive torque T is set in step C14. If it is determined that 0 is larger than the driver's requested driving torque Td, it means that the turning operation of the vehicle 82 has been completed.
. 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 the process moves to step C16 and the turning control flag F is set. Reset.

At C16, the turning control flag F is set. Once set, the TCL76 sets the target drive torque T and the engine 11.
C9 outputs the maximum torque of
sets the duty rate of the torque control solenoid valves 51 and 56 to 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.

In addition, as in this embodiment, the driver's requested drive), Luk T,
Even when considering the weighting factor a, instead of setting the weighting coefficient a to a fixed value, the value of the coefficient a is gradually decreased as time passes after the start of control, or is gradually decreased in accordance with the vehicle speed. Gradually increase the adoption ratio of the required drive torque T (
You may also do this. Similarly, the value of the coefficient a may be kept at a constant value 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 a may be set to a constant value for a while after the start of the control, or the value of the coefficient a may be gradually decreased after a predetermined period of time has elapsed. It is also possible to increase the value of the coefficient a as the radius of curvature gradually decreases, so that the vehicle 82 can travel safely, especially on turning roads where the radius of curvature gradually becomes smaller.

In the above-mentioned embodiment, the target drive torque for the high μ road was not calculated, but the target drive torque for turning control corresponding to the high μ road and the low μ road was calculated respectively, and these target drive torques were calculated for the high μ road and the low μ road. The final target drive torque may be selected from the torques. In addition, in the above-described calculation processing method, the target drive torque T is set in order to prevent acceleration/deceleration shock due to sudden fluctuations in the drive torque of the engine 11. When calculating 0, this target drive torque T is determined by the allowable increase/decrease amount TK. Although the target longitudinal acceleration G is restricted to 0, this restriction may also be applied to the target longitudinal acceleration G.

After calculating this target drive torque T0° for turning control, the TCL 76 calculates these two target drive torques T. ,,T
o. The optimal final target drive torque T. 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. S is the target drive torque T for turning control. C
Since it is always smaller than T, the final target drive torque T is for slip control and then for turning control. 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. S and target drive torque T for turning control. After calculating 0, it is determined in M12 whether or not the slip control flag F is set, and if it is determined that the slip control flag F8 is set, the slip is set as the final target drive torque To. A target drive torque ToS for control is selected by M13 and outputted to the ECU 15.

On the other hand, if it is determined in step M12 that the slip control flag F8 is not set, the turning control flag F is set in M14.

It is determined whether or not the turning control flag F is set. If it is determined that is set, the final target drive torque T. Target drive torque T for closing and turning control
. C is selected by M2S and outputted to ECU 15.

Furthermore, if it is determined in step M14 that the turning control flag F is not set, the TCL76 switches to M1.
6, the maximum torque of the engine 11 is set to the final target drive torque T0.
It is output to the ECU 15 as

While the final target drive torque T is selected in the above manner, the output of the engine 11 cannot be reduced in time even by fully opening the throttle valve 20 via the actuator 41 or when the road surface changes from a normal dry road to freezing. When the road suddenly changes, the TCL76 sets the retardation ratio of the ignition timing P to the basic retardation amount p8 set by the ECU15,
This is output to the ECU 15.

The basic retardation amount p8 is the maximum retardation value 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 rotational speed N6. In this embodiment, the retardation ratio is an O level that sets the basic retardation amount p8 to O, and a level that compresses the basic retardation amount p6 to two-thirds.
Four levels are set: ■ level, which outputs the basic retard amount pa as is, and level ■, which outputs the basic retard amount p6 as is and fully closes the throttle valve 20. Basically, the slip 1. The retardation ratio is selected such that as the rate of change G of s increases, the retardation amount increases.

As shown in FIG. 35, which shows the procedure for reading out the retardation ratio of B, the TCL 76 first sets the ignition timing control flag F at Pl.
P is reset, 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 F9 is set in step P2, the ignition timing control flag FP is set to cell l-L 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 0 km/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 step P5, and this is set in the ECU 15. Output. On the other hand, if it is determined that the slip amount S is less than Okm/hour at the tip of P4, the slip amount change rate G is set to 2.5 g at P6.
If the slip amount change rate G is determined to be 2.5g or less in step B, P6, it is determined in P7 whether or not the retardation ratio is at N level. judge.

Also, in step P6, the slip amount change rate G is 2.
．． 5g, that is, if it is determined that the front wheels 64.65 are suddenly slipping, it is determined in P8 whether the final port 49 drive torque T is less than 4kgm, and this final target drive torque T is determined. . is less than 4 kgm, that is, if it is determined that it is necessary to sharply suppress the driving torque of the engine 11, the retardation ratio is set to the second level in P9 and the process proceeds 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 P7.

If it is determined that the retardation ratio is at the summer level in step B P7, the slip amount change rate G is set to Og in PlO.
Determine whether or not it exceeds. Here, if it is determined that the slip amount change rate G exceeds Og, that is, the slip amount S tends to increase, the PLL determines whether the ignition timing control flag FP is set or not. However, if it is determined in step Plo that the slip amount change rate G is 0 g or less, that is, that the slip amount S is decreasing, PI3 determines that the slip amount S is 81 degrees per hour.
It is determined whether or not it exceeds l.

At this step of PI3, the slip amount S is 8 km/h.
If it is determined that the slip R8 exceeds 8 km/h, the process moves to the above pH step, and conversely, if it is determined that the slip R8 is 8 km/h or less, the retardation ratio is changed from the second level to the second level at l;t and PI3. After switching, it is determined at PI3 whether the slip amount change rate G is 0.5 g or less.

Similarly, when it is determined in step P7 that the retardation ratio is not at the N level, the process proceeds to step B, PI3.

At this step of PI3, the slip amount change rate G is 0.
If it is determined that the change in slip itg is 5g or less, that is, the change in slip itg is not too rapid, it is determined in PI3 whether the retardation ratio is at level 2 or not. Further, if it is determined in step PI3 that the slip amount change rate G is not less than 0.5 g, the retardation ratio is set to level 2 in PI3, and the process moves to step PI3.

First, if it is determined that the retardation ratio is at the second level in this PI3 step, the PIG determines whether the slip amount change rate G exceeds Og, and conversely, the retardation ratio is If it is determined that the slip amount change rate G is not at the 2 level, it is determined at Pll whether the slip amount change rate G is 0.3 g or less. In step P16, the slip amount change rate G,
If it is determined that the slip amount S does not exceed Og, that is, the slip amount S is on a decreasing trend, this slip amount S is determined in PlB.
It is determined whether or not the speed exceeds 8 km/h. Then, at this PlB step, the slip amount S becomes 8 k/hour.
If it is determined that it is less than or equal to m, the retardation ratio is switched from 2-level to 2-level at PI3, and the process proceeds to step P17. In addition, if it is determined in step P16 that the slip amount change rate G is 0.8 or more, that is, that the slip amount S is on an increasing trend, and if the slip amount S exceeds 8 km/h in step P1B, In other words, when it is determined that the slip amount S is large, the above-mentioned p
Move to step H.

In step P17, the slip amount change rate G1 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 second level. On the other hand, if it is determined in step Pll that the slip amount change rate G exceeds 0.3 g, that is, the slip amount S is in an increasing tendency to some extent, the retardation ratio is changed in step P21. Set to level.

If it is determined that the P2O1 iron retardation ratio is Lebel, it is determined in P22 whether the slip amount change rate G exceeds Og, and if this is less than 0g, that is, the slip amount S If it is determined that there is a decreasing trend,
At P23, it is determined whether the slip amount S is less than 5 km/hour. At this step P23, the slip amount S
If it is determined that the speed is less than 5 km/h, that is, the front wheels are hardly slipping, the retardation ratio is set to O level in P24, and this is output to ECtJ 15. 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, the slip amount S
If it is determined that the amount of slip is on an increasing trend, or if it is determined that the amount of slip S is 5 km/h or more in step P23, that is, the amount of slip S is relatively large, the process moves to the step of the pH described above. .

On the other hand, at this pH step, the ignition timing control flag F
If it is determined that p is set, the final target drive torque T is determined at P25.

is less than 10 kgm. Also, pH
If it is determined that the ignition timing control flag FP is not set in step P26, the retard ratio is set to 0.
After setting the level, proceed to step P25.

Then, at this P25, the final target drive torque T is 10
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 the retardation ratio is at the ■ level, and the retardation ratio of B is determined. ■
If it is determined that the retardation ratio is at the level, the retardation ratio is reduced to level and outputted to the ECU 15 in P28.

In step P25, the final target drive torque T is 10.
kgm or if it is determined in step P27 that the retardation ratio is not at the H level, in this case, it is determined in P29 whether or not the hydraulic automatic transmission 13 is changing gears. . If it is determined that the hydraulic automatic gear shift @13 is shifting, it is determined at P2O whether the retardation ratio is at ■ level, and the retardation ratio is determined at the steady state of P2O (B). If it is determined that the retardation ratio is at the level ■, the retardation ratio is reduced to the ■ level in P31, and this is output to the ECU 15. Also, in step P29, hydraulic automatic transmission 1
If it is determined that 3 is not in gear shifting, or if it is determined at step P2O that the retardation ratio is not at the ■ level, the retardation ratio previously set at P32 is output as is to the ECU 15. do.

For example, if the retardation ratio of level ■ is set in step P9, the slip amount change rate G exceeds Og and the slip amount S exceeds 8 km/h, that is, the slip amount s increases. If the ratio is rapid and the final target drive torque To is less than 10 kgm, and it is judged that it is difficult to sufficiently suppress the slip of the front wheels 64 and 65 only by retarding the ignition timing, The retardation ratio is selected to force the opening of the throttle valve 20 to a fully closed state, thereby efficiently suppressing the occurrence of slip at its initial stage.

The ECU 1.5 calculates the ignition timing P and basic retardation amount from 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 NE and the intake air amount of the engine 11. p, is read based on the detection signal from the crank angle sensor 62 and the air flow sensor 70, and is corrected based on the retard ratio sent from the TCL 76 to obtain the target retard amount p. I am trying to calculate. 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 the detection signal from the exhaust 4A 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 of If so, it is determined in Q2 whether or not the retardation ratio is set to level ■.

If it is determined that the retardation ratio is at the ■ level in step Q2, the basic retardation amount p8 read from the map in Q3 is used as the target retardation amount p, and the ignition timing P is adjusted. The timing is retarded by the target retardation amount p0. Furthermore, regardless of the value of the final target drive I/lux T0, the throttle valve 2
In Q4, the duty ratio of the torque control solenoid valves 51 and 56 is set to 100% so that the throttle valve 20 is fully closed.

If it is determined in step Q2 that the retardation ratio is not at the ■ level, it is determined in Q5 whether the retardation ratio is set at the ■ level. If it is determined that the retardation ratio is at level ■ in step Q5, then in step Q6 the target retardation amount p0 is determined as in step Q3.
The basic retard amount pB read from the map is directly used as the target retard amount p0, and the ignition timing P is set to the target retard amount p.

T! delay. Furthermore, ECLI 15 is the target drive torque T at Ql. Torque control solenoid valve 51 according to the value of 5.
, 56 is set in Ql, and the engine 1
Reduce the driving torque of 1.

Here, ECU 15 has the engine speed NI! A map is stored for determining the throttle opening angle θ using the engine speed and the drive torque of the engine 11 as parameters, and the ECU 15 uses this map to determine the target corresponding to the current engine speed N5 and this target drive torque To6. Read out the throttle opening degree θ□0.

Next, the ECU 15 calculates this target throttle opening θ. The deviation between the actual throttle opening θ1 output from the throttle opening sensor 67 is determined, and the pair of torque control solenoid valves 51. ．． 56 is set to a value commensurate with the deviation, current is applied to the solenoids of the plungers 52 and 57 of the respective torque control solenoid valves 51 and 56, and the actual throttle opening θ is adjusted to the target throttle by actuating the actuator 41. The opening degree is controlled to decrease to θ1°.

Note that the target drive torque T0. When the maximum torque of the engine 11 is outputted to the ECU 15 as shown in FIG. The engine 11 generates the signal.

When it is determined in the step Q5 that the retardation ratio is not at the ■ level, it is determined in Q8 whether the retardation ratio is set to the I level. If it is determined in step Q8 that the retardation ratio is set to Lebel, the target retardation amount p0 is set as shown in the formula below, and the ignition timing P is set to the target retardation amount p. The timing is delayed by a certain amount, and the process further moves to step Q7.

pO"'p6' 3 On the other hand, if it is determined in step Q8 that the retardation ratio is not Lebel, it is determined in QIO whether or not the target retardation Jlpo is 0. If it is determined that this is the case, proceed to step Ql, do not retard the ignition timing P, set the duty ratio of the torque control solenoid valve 51, 56 according to the value of the target drive torque T.S, and start the operation. Regardless of the amount of depression of the accelerator pedal 31 by the operator,
Reduce the driving torque of 1.

If it is determined in the QIO step that the target retard amount po is not 0, the target retard amount p is set every sampling period Δ of the main timer in Qll. For example, one degree at a time by lamp control. After subtracting until it becomes -0 and reducing wrinkles due to fluctuations in the driving torque of the engine 11, the process moves to step Q7.

Note that the slip control flag F is set in step Q1.
If it is determined that the ll has been reset, the engine 1
It becomes normal driving control that does not reduce the drive torque of 1.
p in Q12. -0, the ignition timing P is not retarded, and Q
By setting the duty ratio of the torque control solenoid valves 51 and 56 to 0% at step 13, 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 present invention, the fully open position of the accelerator opening sensor can be correctly detected by learning correction, so even if the accelerator opening sensor is not assembled completely accurately, the fully open position can be used as a reference. By correcting this, it is possible to obtain an accurate accelerator opening degree, and furthermore, it is possible to accurately calculate the required driving torque from the accelerator opening degree and the engine rotation speed, which is a great effect.

[Brief explanation of the drawing]

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. Fig. 12 is a map that regulates the lower limit 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 speed correction amount due to acceleration, Fig. 15 is a map showing the relationship between the lateral acceleration and the speed correction amount due to turning, and Fig. 16 is a map showing the relationship between the target lateral acceleration and the speed correction amount due to turning. A circuit diagram for detecting an abnormality, FIG. 17 is a flowchart showing the flow of abnormality detection processing of the steering angle sensor 84,
Figure 18 is a map showing the relationship between vehicle speed and correction coefficient.
Fig. 9 is a flowchart showing the flow of the lateral acceleration selection procedure, Fig. 20 is a map showing the relationship between slip l and the proportionality coefficient, and Fig. 21 is a map showing the relationship between vehicle speed and the lower limit value of integral correction torque. Fig. 22 is a graph showing the range of increase/decrease in the integral correction torque, Fig. 23 is a map showing the relationship between each gear of the hydraulic automatic transmission and the correction coefficient corresponding to each correction torque, and Fig. 24 is a graph showing the relationship between the engine speed and the correction coefficient. A map showing the relationship between the required drive torque and the accelerator opening, Fig. 25 is a flowchart showing the flow of slip control, Fig. 26 is a block diagram showing the procedure for calculating the target drive torque for turning control, and Fig. 27 is a map showing the relationship between vehicle speed and correction coefficient, Fig. 28 is a graph showing the relationship between lateral acceleration and steering angle ratio to explain the stability factor, and Fig. 29 is a graph showing target lateral acceleration, target longitudinal acceleration, and vehicle speed. Map showing the relationship between
Fig. 31 is a graph showing an example of the procedure for learning and correcting the fully closed position of the accelerator opening sensor, and Fig. 32 is a graph showing the learning correction procedure for the fully open position of the accelerator opening sensor. A flowchart showing another example of the correction flow, FIG. 33 is a flowchart showing the flow of turning control, FIG. 34 is a flowchart showing the flow of the final target torque selection operation, and FIG. 35 is a flowchart showing the flow of the retardation ratio selection operation. FIG. 36 is a flowchart showing the engine output control procedure. In the figure, 11 is an engine, 13 is a hydraulic automatic transmission, 15 is an ECU, 16 is a hydraulic control device, 20 is a throttle valve, 23 is an accelerator lever, and 24 is a throttle valve bar.
31 is an accelerator pedal, 32 is a cable, 34 is a claw part,
35 is a stopper, 41 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 ffuL84 is a steering angle sensor, 85 is a steering handle, 86 is a steering shaft reference position sensor, 87 is a communication cable, 1.04. ．． 105, 117, 135 are multiplication parts, 1
06, 131 is a differential calculation section, 107° 110 is a clip section, 108, 123 is a filter section, 109 is a torque conversion section, 111 is a running resistance calculation section, 112, 114, 11.
9 is an addition section, 113 is a cornering drag correction amount calculation section, 115 is a variable clip section, 116, 121, 124
is a subtraction unit, 118 is an acceleration correction unit, 120 is a turning correction unit, 122 is a lateral acceleration calculation unit, A is a stability factor, b is a tread, FP is an ignition timing control flag,
F8 is the slip control flag, G is the actual front wheel acceleration, G
Yo. , GK, is the front wheel acceleration correction amount, G is the slip amount change rate, GxF is the corrected longitudinal acceleration, Gxo is the target longitudinal acceleration, Gvo is the target lateral acceleration, g is the gravitational acceleration, N6 is the engine speed, P is the ignition timing, p is the basic retardation amount, po is the target retardation amount, r is the wheel effective radius, So is the target slip rate,
S is the slip amount, Ta is the standard drive torque, To is the cornering drag correction torque, To is the differential correction torque, T
d is the required driving torque, T is the integral correction torque, and To is the final target driving torque, To. is turning 11iIIIiIl
To is the target acclimation torque for the slip control, TP is the proportional correction torque, Tp. is the final correction
Luk, T8 is running resistance, △t is Sanburi, /, 3 cycles,
v1. t Xi M, V-actual front wheel speed, ■. , ■,
6 is the target front wheel speed, VK p Vv:c is the slip correction amount, ■RL is the left rear wheel speed, v, Pl are the right rear wheel speed, V8 is the vehicle speed for slip control, Wb is the vehicle weight, δ is the front wheel speed. rudder angle,
δ is the turning angle of the steering shaft, and ρ6 is the operating tooth Il! wt speed ratio,
ρ. is an integral correction coefficient, ρKP is a proportional correction coefficient, ρ is a gear ratio of the hydraulic automatic transmission, and ρ□ is a torque converter ratio.

Claims (1)

[Claims] An accelerator opening sensor, an ignition key switch, an idle switch, and a timer that starts counting a certain period of time when the ignition key switch changes from on to off; means for detecting the minimum value of the output of the accelerator opening sensor while the timer is on and the timer is counting a certain period of time; and means for performing clipping processing on the detected minimum value using lower limit and upper limit clip values. , compare the clipped minimum value and the previous fully closed value,
1. A fully closed accelerator position learning device for a vehicle, comprising means for setting the current fully closed value to a value obtained by shifting the previous fully closed value by a certain value toward the minimum value.